98-568: The North Devon Railway was a railway company which operated a line from Cowley Bridge Junction , near Exeter , to Bideford in Devon, England, later becoming part of the London and South Western Railway 's system. Originally planned as a broad gauge (7 ft 0¼ in, 2,140 mm) feeder to the Bristol & Exeter Railway , it became part of a battle between the broad gauge group and
196-518: A ceremonial opening took place on 12 May 1851, full public services starting the same day. The E&CR was now a single broad gauge line (with an unused narrow gauge line alongside), and effectively a branch of the B&;ER . The only stations were Newton St Cyres and Crediton. Road passenger coach services were instituted connecting Barnstaple and Torrington with Crediton. The initial services consisted of seven trains per day in each direction, with
294-517: A chapel of ease to Brampford Speke by Rohde Hawkins in 1867–8. It is chiefly notable for a fine three-arched bridge of classical design, built over the River Creedy in 1813-14 by James Green , pupil of John Rennie and surveyor to the county of Devon. Although so recent in date, the bridge has been scheduled as an ancient monument. Cowley Bridge Junction is a railway junction on the former Bristol and Exeter Railway , that allows access to
392-563: A committee of members of the Board of Trade, headed by Lord Dalhousie, to evaluate competing schemes for any particular district; it was assumed that only one line would satisfy all local requirements. The issue was complicated by the gauge question: the GWR and its allies operated on the broad gauge, while many other companies used the narrow gauge of 4 ft 8 + 1 ⁄ 2 in ( 1,435 mm ) (later referred to as standard gauge). If
490-564: A difficult shareholders' meeting, and had opted to join the LSWR camp. The lease of the E&;CR to the TVER was ratified by E&CR shareholders on 24 February 1847; the TVER obligations were underwritten by the LSWR and in effect the E&CR was to be leased to the LSWR . The majority of the directors of the E&CR , and the chairman J. W. Buller, were strongly in favour of
588-525: A huge number of competing schemes being proposed in Parliament, which arranged for a Railway Commission led by Lord Dalhousie to review competing proposals and recommend a selected scheme for each area. The commission was informally referred to at the time as the Five Kings . In addition, because of difficulties in operating a national network with railways using different gauges, a Gauge Commission
686-408: A journey time of around 15 minutes. The fares were 1st class single 1 s . (equivalent to £6.92 in 2023), return 1 s 4 d . (equivalent to £9.21 in 2023), 2nd class single 9 d . (equivalent to £5.19 in 2023), return 1 s , 3rd class single 4 d . (equivalent to £2.3 in 2023). The TVER had suffered a reverse over the question of its gauge, and the abandonment by the E&CR of
784-430: A lease of the E&CR line to the LSWR became effective. The lease was renewed for seven years from 1869, and the line was doubled on mixed gauge from 1 June 1875. The LSWR dominated the E&CR board and shareholding, so independence was illusory, and the line was operated as a part of the LSWR (although a daily broad gauge goods train continued to run). The Bristol and Exeter Railway amalgamated with
882-507: A new Gauge Commission, which was expected to mandate the gauge of all future railways, Dalhousie deferred a decision. In the circumstances it is surprising that the Exeter and Crediton Railway (E&CR) obtained its authorising act of Parliament, the Exeter and Crediton Railway Act 1845 ( 8 & 9 Vict. c. lxxxviii) on 21 July 1845, with capital of £70,000. The track gauge was to be "such as
980-540: A serious limitation, and the LSWR took powers to double much of the line, including the Exeter and Crediton section and the junction approach at Cowley Bridge, and the provision there of a new signal box in addition to the B&;ER one. The portion to Crediton was still mixed gauge, so the doubling was mixed as well, and numerous bridge needed to be reconstructed. The loop at Cowley Bridge was opened on 11 November 1874, followed by
1078-421: A small independent line were authorised, its track gauge implied its allegiance to the GWR and its allies, or to the GWR's competitors, as the case may be. Dalhousie's committee, widely referred to as the Five Kings , considered alternative proposals to link Barnstaple with the emerging national network, via Crediton or otherwise. However, because it became evident that the gauge question was to be determined by
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#17327918027531176-464: A station at Cowley Bridge near the turnpike road: Cowley Bridge was to be their railhead for Exeter. This arrangement would be hugely inconvenient, for traffic from Barnstaple and North Devon, as well as Crediton. The Railway Commissioners of the Board of Trade now on 8 February 1848 gave their decision on the gauge of the TVER: it was to be on the broad gauge, because of the dominance of the broad gauge on
1274-496: A vigorous publicity organisation and developed the Devon and Cornwall holiday traffic, and the famous Atlantic Coast Express passenger train reached the towns served. From 1948 British Railways was established as the nationalised railway entity in Great Britain. With the rise of independent travel by private car, and the widespread transfer of goods transport to road, followed by the rise of cheap holidays overseas, usage of
1372-425: The B&ER and were dismayed by this sudden rejection of their intentions. Buller quickly signed a contract to work the line with a George Hennett on 7 April 1847, with the intention of frustrating the alignment to the LSWR bloc. The minority Taw Vale directors called an extraordinary general meeting on 12 April 1847, and proposed removal of Buller and three other B&ER directors, and proposed prohibiting
1470-498: The B&ER at Cowley Bridge, and the directors anticipated starting train services. However the LSWR supporters among the shareholding obtained an injunction from the Court of Chancery forbidding them from opening on the broad gauge. This was founded on the resolution of 12 April 1847; the significance was that once opened to passengers, a line could not change its gauge without a fresh act of Parliament. The TVER —effectively
1568-461: The E&CR and B&ER to reach Exeter, by agreement. The NDR opened its line to traffic on 1 August 1854 (although a premature ceremonial "opening" took place on 12 July). The NDR contracted out its operation to Thomas Brassey , and although through trains operated from Exeter to Barnstaple, engines were changed at Crediton. After considerable difficulties, the LSWR reached Exeter on 18 July 1860; their Exeter station, Queen Street ,
1666-421: The LSWR also had heavy financial commitments elsewhere that took precedence. Accordingly, there was now an impasse, and the completed line and the rudimentary station at Cowley Bridge remained unused. It was not until February 1851 that a shareholders' meeting could be informed by William Chaplin, Chairman both of the E&CR and the LSWR , that a lease to the B&ER had been agreed; they would work
1764-560: The LSWR and in control of the E&CR infrastructure—applied to the Gauge Commissioners for a decision on the gauge of their own line, and made it clear that they expected that to be for the narrow gauge. Moreover, they altered the track of the E&CR line to narrow gauge, and informed the Commissioners that they proposed to start narrow gauge passenger services on the E&CR on 15 February 1848; this
1862-459: The London and South Western Railway (Exeter and North Devon) Act 1860 ( 23 & 24 Vict. c. ciii) of 3 July 1860. This authorised the construction of a connecting line from Queen Street to St Davids; the laying of mixed gauge track on the B&ER from there to Cowley Bridge Junction; the leasing by the LSWR of the E&;CR, NDR and Bideford Extension lines and to mix their track gauge. The B&ER
1960-466: The standard gauge railway interests. In this context, standard gauge lines were often described as narrow gauge . The original construction in the middle of the nineteenth century was significant in giving rail connection to the important, but remote towns of North Devon that had hitherto relied on the packhorse and coastal shipping. The Exeter to Barnstaple section followed the rivers Yeo and Taw , passing through pleasing countryside, and meandered with
2058-401: The B&ER and the broad gauge had been taken for granted by the directors, but the shareholders thought otherwise. Many shareholders had only obtained shares in the previous week, and the vote appeared to have been engineered by the LSWR interest. Nonetheless the company did not propose to work the line itself, and accordingly a lease to the TVER was proposed. The TVER too had had
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#17327918027532156-438: The B&ER were in the majority; but it was very plain that the huge majority of shareholders favoured the LSWR. To frustrate further alignment to the narrow gauge, Buller signed a two-year contract with a George Hennett to work the line on 7 April 1847. The minority Taw Vale directors called an Extraordinary General Meeting on 12 April 1847, and proposed removal of Buller and three other B&ER directors, and proposed prohibiting
2254-638: The Bideford Extension Railway were now ready to be absorbed by the LSWR, and amalgamation took effect on 1 January 1865, authorised by the South Western Railway Act of 25 July 1864. This meant that the LSWR was now supreme in North Devon, and could use the lines as a launching pad to push on to Plymouth and Cornwall; but the Exeter and Crediton Railway was left independent, although most of the shares were owned by
2352-620: The Bideford line to lapse, that town now was at a disadvantage. Commercial interests in the town formed the Bideford Extension Railway themselves, getting powers on 4 August 1853; the line opened on the broad gauge on 2 November 1855, worked by the North Devon company. As a result, the Barnstaple to Fremington section of the original Taw Vale Railway now got its passenger service for the first time. The Bideford station
2450-546: The Board of Trade shall in its discretion approve". The new company made provisional arrangements to lease their line to the B&ER . Meanwhile, competing proposals were submitted to the 1846 session of Parliament for railways to connect Barnstaple to the network. The B&ER wished to make a line from their (proposed) Tiverton station, but that was rejected in favour of the Taw Vale Railway Extension and Dock Company , from Barnstaple to join
2548-548: The Bristol and Exeter Railway) to Crediton in 1847. It was a broad gauge double track, and a station at Cowley Bridge was built and complete in 1848; it too was not opened. There was a double track wooden viaduct on the curve away from the B&ER line, crossing the River Exe. The Exeter and Crediton line was opened as a single broad gauge line on 12 May 1851. The TVER line from Crediton on to Barnstaple opened as single line on
2646-493: The Cowley Bridge station was not now required and was never opened. The TVER had suspended work due to lack of cash, and it was now time for it too to reappraise the situation. 20% of the shares had been forfeited, but many landowners had been induced to accept shares for the purchase of necessary land; it was proposed to return to Parliament to reduce the capital of the company and to authorise numerous deviations, so that
2744-415: The Devon and Somerset Railway) contemplated building its own independent line from the Devon and Somerset station at Barnstaple onwards to Ilfracombe, but in fact it proved possible to come to an agreement with the LSWR for through running. Accordingly, the GWR obtained Parliamentary authority to build a connecting line at Barnstaple. At first this was to run direct from the approaching Taunton line, by-passing
2842-605: The Exeter & Crediton expired in July 1862; the LSWR had taken over the Exeter & Crediton and laid mixed gauge on it. It ran narrow gauge passenger trains from Exeter Queen Street to Crediton, from 1 February 1862; remarkably also broad gauge through coaches operated from Bideford to Paddington and Bristol, on the broad gauge of course, operated west of Exeter by the LSWR as successor to Brassey. The Bristol & Exeter continued to run broad gauge goods trains to Crediton until 20 May 1892. The North Devon Railway & Dock Company and
2940-579: The Exeter and Crediton line at Crediton. This scheme was supported by the London and South Western Railway (LSWR), which aspired to expand into Devon. At this time its nearest approach was east of Salisbury, but it was determined to get a main line to Exeter and into north Devon. The new company was usually referred to as the Taw Vale Extension Railway (TVER), or simply the Taw Vale Railway. The TVER had to be built on
3038-578: The Great Western Railway and other companies from 1 February 1876, the combined company using the title Great Western Railway (GWR). Negotiations took place for the LSWR to buy out the GWR shareholding in the E&CR . Not without difficulty, this was agreed and the purchase was valued at £217,687; as a majority shareholder itself, the LSWR paid out only £81,256. The transfer was effective on 26 June 1879. The Exeter and Crediton line
North Devon Railway - Misplaced Pages Continue
3136-562: The LSWR Was still building its Salisbury branch, 90 miles away. The TVER was to take over the Taw Vale Railway works, and to have new capital of £533,000, and it got its authorising act of Parliament, the Taw Vale Railway and Dock Act 1846 ( 9 & 10 Vict. c. ccclv), on 7 August 1846. The new company was usually referred to as the Taw Vale Extension Railway , (TVER), or simply the Taw Vale Railway . The following session saw
3234-555: The LSWR and B&ER together. Already on 17 July 1862 the Okehampton Railway , supported by the LSWR, had obtained the Okehampton Railway Act 1862 for a standard gauge railway to Okehampton, leaving the North Devon line west of Yeoford, at Colebrook. The following year, an Okehampton Railway Act 1863 authorised extension to Lidford on the newly authorised Launceston and South Devon Railway , and this
3332-519: The LSWR. It crossed the River Taw by a curved bridge there and provided a new Barnstaple Town station – the original station was on the south side of Barnstaple Bridge, and was referred to as the Old Station, but became formally known as Barnstaple Junction . As first offered to the Board of Trade Inspector, Lt Col Hutchinson, the old station necessitated changing passengers to cross the line on
3430-607: The NDR and Bideford Extension were still broad gauge, the LSWR leased Brassey's rolling stock for a year. Col Yolland of the Board of Trade inspected the Queen Street to St Davids connection on 27 January 1862 and passed it. Being informed that the LSWR proposed to operate narrow gauge trains to Crediton from the 3 February he objected, on the basis that there had been no inspection for narrow gauge running. The LSWR started their narrow gauge service notwithstanding, but Yolland inspected
3528-495: The Railway Commissioners, and they found that the LSWR had improperly funded share purchases by local individuals to gain a majority at the votes, but the B&ER had done a similar thing over the E&CR vote. Notwithstanding the difficulties in shareholders' meetings, construction had been continuing and was ready—as a double track broad gauge line—early in 1847, except for the actual connection to
3626-404: The Railway Commissioners, and they found that the LSWR had improperly funded share purchases by local individuals to gain a majority at the votes, but the B&ER had done a similar thing over the E&CR vote. While all this had been going on, some actual construction had also been worked on. The Taw Vale had started construction on 5 January 1846, and the Exeter and Crediton had started work at
3724-527: The TVER get an authorising act of Parliament on 22 July 1847 for branches to Bideford and South Molton. When the broad gauge interest lost their proposed North Devon Railway, they lost no time in negotiating with the TVER promoters, and provisionally agreed a lease of the line to the B&ER; there was already a corresponding provisional agreement for the B&ER to lease the Exeter and Crediton line. These provisional leases had to be ratified by shareholders, and
3822-404: The abolition of broad gauge west of Exeter on 20 May 1892. Narrow gauge GWR goods trains continued operating until 1 October 1903. The Exeter and Crediton section was the stem of the LSWR's continuing expansion in Devon; if the initial traffic in the area was in agricultural and fisheries, the LSWR energetically developed the emerging idea of seaside holidays. Nonetheless the main line to Plymouth
3920-410: The allegiance to the B&ER and the broad gauge, or to the LSWR and the narrow gauge, was a contentious issue. It was known that many E&CR shares had been bought up by persons favourable to the LSWR and at the E&CR shareholders' meeting on 11 January 1847 the provisional lease was rejected. A week later the provisional TVER lease had to be put to its shareholders' meeting for ratification, and it
4018-515: The beginnings of a national network. High dividend distributions among the earlier companies provoked a vast number of railway schemes, at a time when it was believed that any district could only support a single railway, and the frenzy this created is known as the railway mania . At the same time, the Great Western Railway (GWR) and its ally the B&ER were built using the broad gauge, while nearly all large competing companies used
North Devon Railway - Misplaced Pages Continue
4116-416: The broad gauge on 1 August 1854. The Exe viaduct at Cowley Bridge was replaced by a double track iron bridge in 1858, but as part of the work the curve to the junction was tightened considerably. Mixed gauge track was commissioned on the E&CR line on 1 February 1862. A short section of double track at Cowley Bridge, called Cowley loop, was opened 11 November 1874, and the line from the loop to St Cyres
4214-419: The broad gauge, to enable through running on to the Exeter and Crediton line, and the B&ER lost no time in making a provisional lease of the TVER line to the B&ER , matching the lease of the Exeter and Crediton line. These provisional leases had to be ratified by shareholders, and at a stormy shareholders' meeting on 11 January 1847 the provisional lease was rejected; the issue of allegiance to
4312-442: The declining importance of the town of Great Torrington – the "Great" was never acknowledged by railway usage – did not justify the expense of the line, but it was forced to comply with its obligations. It opened to a new passenger station at Bideford, immediately east of the town bridge, on 10 June 1872; the original terminus was unsuitable for use on the extension, and became the town's goods station. Onward from Bideford to Torrington
4410-412: The end of 1845. In fact at the shareholders' meeting of 24 February 1847 referred to above, Buller had reported that the line was complete and ready, excepting the connection to the B&ER at Cowley Bridge, near Exeter, which could not be made until some formal agreement with the B&ER had been made. By March 1847 the original Taw Vale line from Barnstaple to Fremington was substantially complete, and
4508-491: The existing GWR station, but at a late stage this was altered to run between the GWR station and the LSWR Junction station. Through trains from Taunton therefore required to reverse at the GWR station. The line opened on 1 June 1887, and through coaches to Ilfracombe started to run. At first the GWR insisted on the through coaches conveying passengers from GWR stations to Ilfracombe only, and not to other LSWR stations, but
4606-420: The few broad gauge railways never to become part of the Great Western Railway . It remains open as part of the scenic Tarka Line from Exeter to Barnstaple . Crediton was an important town at the beginning of the nineteenth century, and business interests there considered how transport links could be improved. In 1831 it was proposed to make a railway connection to a dock on the tidal River Exe at Exeter
4704-558: The first sod of the extension was dug, and contracts for it let. However the financial collapse following the railway mania led to scarcity of money, and in November work on the Extension had to be suspended. The Taw Vale Extension Railway Act 1846 had left the crucial question of the gauge of the new line to be determined by the Board of Trade. The TVER now on 27 August 1847 asked for approval for laying standard gauge track. Following
4802-581: The former North Devon Railway towards Barnstaple , now renamed the Tarka Line . In 1848, the Exeter and Crediton Railway had built a station at Cowley Bridge, but it never opened. 50°45′03″N 3°33′09″W / 50.75083°N 3.55250°W / 50.75083; -3.55250 This Devon location article is a stub . You can help Misplaced Pages by expanding it . Exeter and Crediton Railway Act 1845 The Exeter and Crediton Railway
4900-478: The full public opening was delayed until 1 August 1854. There were four trains each way on weekdays, and two on Sundays. The stations were: Brassey operated the line, at first using the B&ER rolling stock contracted in by the NDR directors, but after 28 July 1855 he provided his own stock. Engines were changed at Crediton on through trains. As the North Devon Railway had allowed the powers for
4998-409: The gauge of their line to "the national gauge". They had now exceeded their authorised capital and borrowings, so they obtained authority in an Act of 10 June 1850 to increase the capital by £20,000 in what would nowadays be called a rights issue . Their Act also authorised enlargement of their Cowley Bridge station. Finally the LSWR had promoted, with its allies, a line from Salisbury to Exeter, which
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#17327918027535096-519: The level; a footbridge was required and duly provided. In 1873 a broad gauge railway reached Barnstaple; it was the Devon and Somerset Railway (D&SR), which ran from a junction near Taunton to an independent, unconnected station at Barnstaple. Because of the attraction of Ilfracombe, road coaches conveyed passengers between the D&;SR station and the resort. The Great Western Railway (as successor to
5194-561: The line could be opened as a single broad gauge line. This was approved by the North Devon Railway and Dock Company Act of 24 July 1851 which also changed the company's name; the railway has since been generally referred to as the North Devon Railway (NDR). £50,000 in new shareholdings was required and the directors exerted themselves considerably to canvass for this, finally being successful in December 1851. The first sod of
5292-406: The line from there to St Cyres on 23 February 1875. The short section from the Cowley Bridge loop to the B&E junction was opened on 2 June 1875, and St Cyres to Crediton was opened as double track the same day. From Crediton to Yeoford was doubled on 1 June 1876. Cowley Bridge Junction Cowley is a hamlet in the parish of Upton Pyne in Devon , England. Cowley church was built as
5390-520: The line on 19 February. He found it satisfactory, but commented adversely on the curve at Cowley Bridge, which had been sharpened considerably when the first viaduct over the River Exe there had been reconstructed. Yolland made a further inspection, this time of the North Devon and the Bideford Extension lines, following their conversion to mixed gauge. He reported on 26 February 1863 that the original standard of engineering had been poor, and
5488-452: The line, altering one of the two narrow gauge tracks to broad gauge, and installing the junction with their own line at Cowley Bridge; these works would be at the expense of the E&CR . The Cowley Bridge station would not be required. (In fact the wooden building was dismantled and re-erected at Newton St Cyres.) Captain Mynne of the Board of Trade inspected the line and approved it, and
5586-432: The lines collapsed and closures of many of the North Devon and North Cornwall lines followed. The Exeter and Crediton line remains open as the stem of what is now the Barnstaple branch line; the passenger service operates under the brand name the Tarka Line . The line climbed gently, typically at 1 in 303, from Cowley Bridge Junction to Crediton. The line was completed, but not opened, from Cowley Bridge Junction (with
5684-422: The long period of inactivity had led to deterioration; and he commented adversely on the switching arrangements for transferring narrow gauge trains from one side of the broad gauge line to the other at station platforms. The LSWR attended to the specific items and gave assurances regarding general maintenance, and were able to run narrow gauge trains between Crediton and Bideford from 2 March 1863. Brassey's lease of
5782-520: The main lines in the area: the B&ER and the South Devon Railway , open from Exeter to Totnes, and building on to Plymouth. The decision only applied to the TVER: the section from Crediton to Barnstaple. The E&CR and the original Taw Vale line to Bideford had been authorised without the requirement to get Board of Trade approval for their gauge. Four days later, on 12 February 1848 the E&CR directors announced that they had changed
5880-484: The narrow gauge exacerbated its feelings. It took some time to decide on a way forward, but by the North Devon Railway and Dock Act 1851 ( 14 & 15 Vict. c. lxxxiii) of 24 July 1851 it renamed itself the North Devon Railway Company (NDR), reduced its capital and its plans, and settled for a single broad gauge line connecting Barnstaple with Crediton. The act authorised NDR trains to run over
5978-508: The new construction was cut on 2 February 1851; Thomas Brassey was the contractor, and the line was to be leased to him, but hiring in rolling stock from the B&ER. On 30 June 1854 Captain Tyler of the Board of Trade made his inspection of the Crediton to Barnstaple section; it was not proposed to open the Barnstaple to Fremington line until the continuation to Bideford was ready. (In fact
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#17327918027536076-479: The opening of the line on the broad gauge. Buller as chairman declared the proposition to be illegal but it was carried. Amid angry scenes and a scuffle, Buller and his friends departed the meeting, taking the minute book with them. At subsequent legal hearings, the takeover by the Taw Vale directors was declared to be legal, and a director called Thorne was properly the chairman of the company. Complaints were made to
6174-423: The opening of the line on the broad gauge. Buller as chairman declared the proposition to be illegal but it was carried. Amid angry scenes and a scuffle, Buller and his friends departed the meeting, taking the minute book with them. At subsequent legal hearings, the takeover by the Taw Vale directors was declared to be legal, and a director called Thorne was properly the chairman of the company. Complaints were made to
6272-426: The powers for this had not been renewed, and they lapsed.) He made some comments regarding signal positions and observed that the track was broad gauge on cross sleepers "with double I rails": flat bottom rails. It was single line broad gauge throughout, with the electric telegraph installed throughout the line. A ceremonial opening from Crediton to Barnstaple took place on 12 July 1854, but due to Tyler's requirements,
6370-534: The powers lapsed. A public meeting at Barnstaple came to a corresponding conclusion for their town, and proposed a railway to Fremington , and to construct a dock there, avoiding the difficult passage of the River Taw to their town. They obtained the Taw Vale Railway and Dock Act 1838 ( 1 & 2 Vict. c. xxvii) on 11 June 1838, but this scheme too resulted in no actual construction. However, there
6468-454: The preceding years. In fact the sole tangible outcome was that the original Taw Vale line from Barnstaple to Fremington had opened on the narrow gauge in August 1848; it was operated by horse traction, for goods traffic only. His lease expired on 18 May 1850 and the Taw Vale board did not permit its allocation because of damage to the track by horses. For the time being, the broad gauge interest
6566-488: The promotion of another line, the Bristol and Exeter Railway (B&ER), which was completed on 1 May 1844. This in turn led to the construction of the South Devon Railway (SDR) on from Exeter to Plymouth and Torquay, opened in stages between 30 May 1846 and 2 April 1849. These railways were in a friendly alliance, and were all built on the broad gauge of 7 ft 1 ⁄ 4 in ( 2,140 mm ). Business interests in Crediton were not slow to realise that
6664-487: The prospects of connected towns. Most existing transport was by coastal shipping, by rivers and canals, or by pack horse. In 1831 promoters in Crediton decided that rail connection to a dock on the tidal River Exe at Exeter was needed, and powers were obtained by act of Parliament, the Exeter and Crediton Railway Act 1832 ( 2 & 3 Will. 4 . c. xciii), of 23 June 1832. However no construction actually took place and
6762-487: The railway at Exeter was a benefit for their town if a railway branch could be made to it, and in 1844 a proposal was formulated to make a line from Crediton to Cowley Bridge on the B&ER; the required capital of £60,000 was soon subscribed and an bill was put forward in the 1845 session of Parliament. The railway mania was at its height at this time: proposals for new railways were produced daily, and many of them had little chance of financial success. Parliament established
6860-445: The rejection of the E&CR lease to the B&ER, the directors of the E&CR now saw themselves as aligned to the LSWR. The railway had been fully completed, except for the connection to the B&ER at Cowley Bridge. Believing that this connection was now impossible, on 3 December 1847 the Board ordered the broad gauge track to be converted to narrow gauge. Reaching Exeter over the B&ER would be impossible, so they started work on
6958-525: The relevant portion of that line, and LSWR trains could now reach Plymouth and Devonport over the mixed gauge from Lidford. These trains used the Exeter and Crediton line, greatly improving its profitability from the toll charges. As part of the tactics of gaining control of parts of the West Country, the LSWR had given a parliamentary undertaking in 1865 to extend the line from Bideford to Torrington. It tried to evade this responsibility, calculating that
7056-473: The restriction was later removed. The original North Devon line was signalled using disc and crossbar signals. With a considerable network in Devon now open or in course of completion, there were greatly increasing traffic volumes, and the LSWR decided to modernise the signalling. On 1 October 1873 most of the stations from Copplestone to Umberleigh were equipped with semaphore signals and block instruments using Preece's three wire system. Single track had become
7154-408: The route of the 1845 North Devon Railway that had been postponed by decision of Dalhousie's committee. The difference from the previous scheme was that the London and South Western Railway (LSWR) was heavily supporting the proposed line, seeing the chance to capture a large area of territory. The engineer was Joseph Locke , the engineer of the LSWR. This was evidently a long-term aim, for at this time
7252-424: The standard gauge (often referred to as the narrow gauge in contrast). If a new independent local scheme was being promoted, securing its chosen gauge to be broad or narrow also secured its allegiance to one or the other of the larger companies, and in turn this might secure further territorial exclusivity for the winner. This continuing process became known as the gauge wars . In 1845 the railway mania resulted in
7350-473: The two networks. The London and South Western Railway (Exeter and North Devon) Act 1860 ( 23 & 24 Vict. c. ciii) of 3 July 1860 authorised the construction of a steeply graded connecting line from Queen Street to St Davids at Exeter, mixing the gauge on the B&ER to Cowley Bridge, and providing mixed gauge track on the E&CR , and also the NDR line. The necessary track was installed and LSWR trains ran to Crediton from 1 February 1862, when
7448-597: The valleys, but passing only very small settlements. It remains open between Exeter and Barnstaple, and passenger trains on the route are branded the Tarka Line for marketing purposes. The northern extremities turned south to Bideford and Torrington following the coast of the Bristol Channel before turning inland. Part of this section is now a cycleway known as the Tarka Trail . In the 1830s, it began to be apparent that railways could substantially improve
7546-417: Was a 7 ft ( 2,134 mm ) broad gauge railway that linked Exeter and Crediton , Devon , England. It was 5¼ miles (8½ km) long. Although built in 1847, it was not opened until 12 May 1851 due to disagreement about the gauge to be used . It was initially operated by the Bristol and Exeter Railway , but eventually became a part of the London and South Western Railway , thus being one of
7644-410: Was approved, but on 28 June 1848 a link line from its independent Exeter station to reach Cowley Bridge was rejected. For the time being the E&CR, and therefore all the North Devon lines, were isolated. With work on the TVER at a standstill for lack of cash, and the double track E&CR line completed but not operating, there was little to show for all the frenzied activity, and huge expenditure, of
7742-538: Was at East the Water, somewhat north of the town bridge and on the opposite side of the River Torridge from the town. The LSWR had long had designs on securing territory in Devon and it had been extending westwards from Salisbury. On 18 July 1860 it reached Exeter with its main line from Yeovil, terminating at its own Exeter station, referred to as Queen Street, and much later renamed Exeter Central . That station
7840-409: Was enough interest to get the Taw Vale Railway and Dock Act 1845 ( 8 & 9 Vict. c. cvii) on 21 July 1845 extending the powers and authorising certain additional works. The Bristol and Exeter Railway (B&ER) reached Exeter, opening on 1 May 1844, putting the city directly in rail communication with London. At this time it was realised everywhere that railways were needed to connect with
7938-402: Was followed up by the Devon and Cornwall Railway Act 1864 . This altered the company's name and allowed a new site for the junction at Yeoford station. The LSWR made arrangements to lease the line. It was opened to the public as far as North Tawton on 1 November 1865. On 17 May 1876 the line reached Lidford (old spelling) on the broad gauge Launceston line. Narrow gauge rails had been installed on
8036-427: Was much more central than the B&ER station. There was no connection at this stage with the B&ER . The LSWR had long harboured intentions to extend into north and west Devon, and formerly had thought of an independent line connecting to the E&CR . However the topography was challenging, and a cooling of the hostility with the B&ER led to an agreement—concluded on 14 March 1860—to connect
8134-400: Was much more convenient for the city than the Bristol and Exeter company's St Davids station . Public services started the following day. Hostility between the LSWR and the broad gauge companies had subsided, so that it was possible to negotiate access for the LSWR to the North Devon lines, which lay the other side of the B&ER main line. Agreement was reached, and ratified by Parliament in
8232-457: Was needed; onward transport would be by coastal shipping. Parliamentary powers were obtained by the Exeter and Crediton Railway Act 1832 ( 2 & 3 Will. 4 . c. xciii) of 23 June 1832. However no construction actually took place and the powers lapsed. The Great Western Railway (GWR) was opened between London and Bristol in 1841, revolutionising transport in the area it served. This encouraged
8330-440: Was not specified. The new company intended to lease their line to the B&ER. With the Taw Vale line (from Barnstaple to Fremington) and the Exeter and Crediton line authorised, thoughts turned more urgently to connecting Barnstaple to the emerging national network; two projected lines sought to do this in the 1846 session of Parliament, and they polarised in their obvious allegiance to other lines. A North Devon Railway Company
8428-472: Was now part of the LSWR ; it had long been controlled by it, and the neighbouring North Devon Railway had been acquired in 1865, so that the change of ownership simply continued the situation: the Exeter to Barnstaple line was just a branch of the LSWR. The London and South Western Railway (Exeter and North Devon) Act 1860 obliged the LSWR to maintain broad gauge to Crediton so the B&ER ( GWR from 1876 continued to run broad gauge goods trains until
8526-411: Was of course already authorised. Crediton had observed the arrival of the B&ER at Exeter and developed a scheme to run from their town to join the B&ER at Cowley Bridge. Surprisingly in view of Dalhousie's recommendation, they got their act of Parliament, the Exeter and Crediton Railway Act 1845 ( 8 & 9 Vict. c. lxxxviii), on 21 July 1845, with authorised capital of £70,000. The track gauge
8624-404: Was opened on 18 July 1872. With the rise of seaside holidays, and with the LSWR wishing to encourage the development of resorts that catered to that, and which brought the fruits of seaside industries as well, an extension to Ilfracombe became obvious. The Barnstaple and Ilfracombe Railway was incorporated on 4 July 1870, supported by the LSWR, it opened its line on 20 July 1874, and as worked by
8722-522: Was promoted to build a broad gauge line from Tiverton, where the B&ER was building a branch line, via Bampton and Dulverton to Barnstaple and Bideford. Several directors of the B&ER and Great Western Railway were on the provisional committee, together with the Lord Lieutenant of Devonshire and other worthies; and the scheme became inflated with lines to Taunton and Plymouth, and the estimated cost rose to £1.75 million. Isambard Kingdom Brunel
8820-622: Was reached in 1879, after which Cornwall was brought into the LSWR network with the opening of the North Cornwall Railway progressively in the period 1886 to 1892, and the line was extended from Holsworthy to Bude in 1898, completing the Okehampton to Bude Line . Under the Railways Act 1921 the main line railways of Great Britain were "grouped" and the LSWR formed part of the new Southern Railway (SR). The SR had
8918-416: Was rejected unanimously. A more favourable lease to the LSWR was negotiated and ratified by shareholders on 18 January 1847. The Exeter and Crediton line needed to lease its line, and the shareholders now ratified a lease to the TVER on 24 February 1847. This was to be guaranteed by the LSWR and was in effect a lease to them. J W Buller was chairman of the E&CR board and he and other directors aligned to
9016-596: Was set up to propose policy on the gauge question. Schemes put forward for the consideration of Dalhousie's included a new Exeter and Crediton Railway (to join Crediton to the B&ER at Exeter) and a North Devon Railway to run from Crediton to Barnstaple. The Commission rejected all other proposals for the area, and in a report dated 4 March 1845 they recommended postponement of a decision on these two in order to appraise an alternative route suggestion, to run from Tiverton to Barnstaple instead of Exeter to Barnstaple. The Taw Vale Dock and Railway from Barnstaple to Fremington
9114-407: Was the engineer. However the deposited plans were submitted to Parliament late, and the bill was rejected as not complying with Standing Orders; no more was heard of this North Devon Railway and £38,668 had been expended on surveys and designs fruitlessly. The second was the Taw Vale Railway Extension and Dock Company . The capital was to be £700,000, to build from Barnstaple to Crediton; in effect
9212-460: Was the most important asset. The main line to Plymouth was opened progressively from 1862 to 1876, relying at first on running powers over the South Devon Railway ; an independent route by-passing the competing South Devon Railway was opened from Lydford to Devonport 1890. The rocky coast of North Devon was reached in 1874 when the Ilfracombe branch from Barnstaple was opened. Holsworthy
9310-477: Was the only network with the resources to assist the North Devon lines. The E&CR, chaired by William Chapman, who was also the Chairman of the LSWR, obtained the shareholders' approval on 28 February 1851 for a lease of their line to the B&ER; the B&ER would do everything necessary to work the line; and the lease would expire seven years after the opening of the Crediton to Fremington line. The E&CR
9408-404: Was to be from Crediton to Cowley Bridge just short of the B&ER . The LSWR still aspired to have an independent line from there to their own Queen Street station at Exeter. However, on 8 February 1848 the commissioners issued their determination: the TVER (and by implication the E&CR ) was to be a broad gauge line. By now the TVER had run out of money, and its sponsor,
9506-447: Was to reinstate broad gauge on one line of the double track, and pay the B&ER to install the essential junction at Cowley Bridge. This was quickly done, with the second narrow gauge line being left disconnected. Captain Mynne of the Board of Trade inspected the line and approved it, and a ceremonial opening took place on 12 May 1851. A passenger service of seven trains each way started immediately. The stations were St Cyres and Crediton;
9604-405: Was to retain powers to run goods trains to Crediton. The E&CR shareholders ratified a seven-year lease to the LSWR, from 1 January 1862; narrow gauge trains ran to Crediton from 3 February 1862. The North Devon Railway and the Bideford Extension Railway extended their lease to Brassey until 31 July 1862; from the next day the LSWR took over the leases and ran trains from Bideford to Exeter. As
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