Major-General Charles Scrope Hutchinson CB (8 August 1826 – 29 February 1912) was Chief Inspecting Officer for Railways from 1892 to 1895.
102-511: The North Devon Railway connected Barnstaple to the growing railway network in 1854 and as Ilfracombe developed as a watering place, it was obvious a railway connection to the town was needed. The hilly terrain was very difficult, but an Ilfracombe Railway was authorised in 1864 but failed when a major shareholder was unable to respond to a subscription call. After several false starts the Barnstaple and Ilfracombe Railway, soon taken over by
204-428: A battle between the broad gauge group and 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
306-460: A climb right from the buffer stops at Ilfracombe station, and the ascent was at 1 in 36 for three miles to Mortehoe with only a slight slackening for the last three quarters of a mile. All but the lightest trains were assisted by banking engines, and on summer Saturdays there were several occasions when up and down trains passed at Mortehoe, both trains being assisted and requiring the banking engines were return downhill to their respective positions for
408-514: A coach connection was operated to Ilfracombe. At this time the D&;SR Was a broad gauge railway, but it was converted to narrow (standard) gauge on 18 May 1881. On 1 June 1887 the D&SR opened a connecting loop from its Barnstaple station to Barnstaple Junction station, and trains could run through, albeit with a reversal. Through GWR trains from Taunton over the Devon and Somerset line operated; it
510-454: A double line on 1 July 1889, followed by Braunton to Pottington on 4 August 1890. Finally Mortehoe to Ilfracombe was opened as double track on 1 July 1891. Ilfracombe station was 225 feet above sea level. As holiday peak traffic developed, Ilfracombe station was successively extended and improved, in 1901, 1917 and 1929. On 1 November 1873 the Devon and Somerset Railway had opened its line throughout from Taunton to its own Barnstaple station ;
612-570: A greater Weight than Eight Tons to be brought upon the Rails by any One Pair of Wheels; (2) the Regulations respecting the Speed of Trains shall not authorise a Rate of Speed exceeding at any Time Twenty-five Miles an Hour. The Barnstaple and Ilfracombe Railway got its authorising Act as a light railway on 4 July 1870, with share capital of £105,000. At first the take-up of share subscriptions locally
714-484: A holiday destination was such that the Barry Railway operated an Ilfracombe Boat Express from Cardiff Riverside to Barry Pier , between 1905 and 1909 in summer only, at 09:35 from Cardiff to connect with a 10:10 steamer sailing from Barry to Ilfracombe. For residents of Cardiff and south east Wales this was a competitive means of reaching Ilfracombe as compared with the rail transit via Bristol. From 10 July 1926
816-525: 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
918-462: A light railway, axle weights on the Ilfracombe line were limited, while the gradients were formidable. In 1873, three locomotives were delivered from Beyer, Peacock and Company ; they were 0-6-0 tender engines, and they were known as Ilfracombe Goods engines. They were restricted to four passenger vehicles with two brake vans, and on goods trains to eight wagons and a van. From the first years of
1020-528: A more conventional technical specification later, the added weight resulted in the affected locomotives being too heavy for the line and unable to be used there. After nationalisation, Ivatt 2-6-2 tank engines of the former London, Midland and Scottish Railway were employed as the old M7 class were phased out. Although summer weekend holiday traffic was extremely busy, the branch was very little used outside those times and financial losses were built up. Goods services were withdrawn on 7 September 1964. The line
1122-412: A passenger stop, and divided at Exeter Central . The Wilton stop was necessitated by tender capacity; at the time there was consideration of providing a larger tender to avoid the stop, but this was not acted upon. The Ilfracombe portion then called at Barnstaple Town, Braunton and Mortehoe and Ilfracombe. At first the train ran Fridays to Mondays only (down Friday to Sunday, up Saturday to Monday) but this
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#17327810864411224-593: 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
1326-516: 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
1428-514: A way that broad gauge trains off the D&SR might pass over the line. Share capital of the Ilfracombe Railway was to be £210,000 and the D&SR were permitted to be major subscribers for shares. An Act of 2 July 1865 reincorporated the company with the LSWR and the D&SR being the only shareholders, save for 77 shares out of 5,250. The Ilfracombe Company now made a call of £2 per share towards land acquisition and construction, but
1530-541: Is largely taken from these articles. North Devon Railway 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
1632-535: Is now a cycleway known as the Tarka Trail . In the 1830s, it began to be apparent that railways could substantially improve 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,
1734-555: The Atlantic Coast Express started to be run, with multiple portions. At Barnstaple Junction a through coach from Paddington that had been slipped at Taunton, was attached. The Atlantic Coast Express ceased to run after 5 September 1964. From 20 June 1947 the Devon Belle was run, with four coaches for Plymouth and eight for Ilfracombe, occasionally strengthened to ten. The train changed engines at Wilton , not
1836-482: The Devon and Somerset Railway . The two lines at Barnstaple were connected in 1887, and some GWR trains ran through, or passed through coaches on to LSWR trains. From 1947 to 1954 an express train named the Devon Belle operated; it was a limited stop train service from London to Ilfracombe and back, using observation cars. In the 1950s holiday travel to Ilfracombe by rail declined steeply as road travel took over; outside
1938-727: 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. 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
2040-459: 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
2142-435: The London and South Western Railway , opened in 1870. The gradients on the line were exceptionally difficult and train loads were curtailed accordingly, although in the twentieth century, extensive use of assisting engines enabled ten coach trains to be operated at the busiest summer Saturdays. The Great Western Railway made a connection from Taunton to a separate station in Barnstaple in 1873 through an associated company,
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#17327810864412244-559: The Midland Railway ran a train from Bradford via Bath and Templecombe , partly over the Somerset and Dorset Joint Railway . Sunday journeys on the Ilfracombe line were started on 1 June 1890.By the summer of 1905 the service had much improved, with thirteen down trains and fifteen up trains, including a luncheon car corridor express to and from Waterloo; the up train made the journey in 5 hours 15 minutes. A pooling agreement
2346-561: The River Yeo . The line passed its inspection. The line opened to the public on 20 July 1874. At first the passenger train service was five down and four up trains daily except Sundays, between Barnstaple Junction and Ilfracombe. By August 1880 there were six trains in each direction; the journey time was less than 50 minutes. In fact the Devon and Somerset Railway had opened its line between Taunton (actually Norton Fitzwarren ) and its own Barnstaple station on 1 November 1873; affiliated to
2448-438: 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
2550-613: The Barnstaple and Ilfracombe Railway's bill was considered. There was much opposition, including from residents near the proposed northern route, who would now not have a railway nearby. Nevertheless, the Braunton route was selected, and the River Taw was to be crossed directly by a long bridge at Barnstaple itself. The LSWR had noted that the Regulation of Railways Act 1868 authorised the approval of Light Railways, and proposed that
2652-638: 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
2754-561: 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
2856-496: 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
2958-531: The D&SR found itself unable to raise money to pay its call. From the point of view of the Great Western Railway, "the chance of extending the broad gauge to Ilfracombe was missed". This impasse dragged on for a very considerable time, with the IR eventually taking legal action against the D&SR. Although judgment in court was given against the D&SR in the sum of £11,492, the Ilfracombe Railway
3060-464: 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
3162-607: 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
Ilfracombe branch line - Misplaced Pages Continue
3264-429: The Great Western Railway it had a shorter route to London, via Bristol, and operated a coach service from its Barnstaple station to Ilfracombe. It did not yet make a physical connection to the LSWR affiliated lines. In 1875 the Barnstaple and Ilfracombe Railway was amalgamated with the LSWR, following an authorising Act of 16 July 1874. In 1887 the status of the line as a light railway was altered to normal operation. It
3366-419: The Ilfracombe Railway, the promoters of the IR decided to propose the eastern route themselves, knowing it to be inferior. The Ilfracombe Railway was accordingly authorised by Act of 25 July 1864. The rival Devon and Somerset Railway was authorised in the same session, on 29 July 1864, but only between Taunton and Barnstaple. Parliament required the Ilfracombe Railway to build all bridges and structures in such
3468-541: The Ilfracombe line be built as such. The configuration of a light railway was vague, and section 28 of the Act merely specified: A light Railway shall be constructed and worked subject to such Conditions and Regulations as the Board of Trade may from Time to Time impose or make : Provided, that (1) the Regulations respecting the Weight of Locomotive Engines, Carriages, and Vehicles to be used on such Railway shall not authorize
3570-709: 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
3672-413: The LSWR acquired that line outright on 1 January 1865. Now that it had certainty of its narrow (standard) gauge access to Barnstaple, it indicated that it was prepared to consider an Ilfracombe line. The proposed Braunton route to Ilfracombe had steep gradients and sharp curves, and the LSWR arranged for a new survey of an alternative, eastern route. When the survey was complete it was obvious that this route
3774-557: 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
3876-462: 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
3978-607: 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
4080-479: 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
4182-530: 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
Ilfracombe branch line - Misplaced Pages Continue
4284-410: 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
4386-515: 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
4488-484: The branch, although for through journeys to Exeter the N class was more suited. The more modern King Arthur , Schools and Lord Nelson classes were too heavy for use on the line, but the air-smoothed West Country pacifics, introduced from 1945, were allowed and could handle heavier loads. They were often used to assist the N class engines on heavy trains. When some of the West Country class were later modified to
4590-442: 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
4692-412: 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
4794-492: 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
4896-558: 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
4998-480: 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
5100-409: 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
5202-416: 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
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#17327810864415304-561: 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
5406-497: 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. Charles Scrope Hutchinson Hutchinson was born in Hythe, Kent , son of Scrope Hutchinson, M.D. He was educated at University College School from 1839 to 1841. He
5508-577: 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
5610-535: The locomotive turntable at Ilfracombe and in London. They were the only observation cars ever run on the Southern Railway and its British Railways Southern Region successor. The signwriting on the rear read "Devon Belle" although the locomotive headboard read “The Devon Belle” until it was changed to omit the definite article in what proved to be its final year of operation. In the 1950s patronage declined and
5712-425: 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
5814-520: 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
5916-508: 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
6018-595: The next duty. The trackbed between Mortehoe Station and Ilfracombe has been restored as the Devon Coast to Coast Cycle Route and forms part of the Tarka Trail . It is possible to walk or cycle from the north road bridge parapet by Mortehoe Station to Ilfracombe. Frank E Box, The Barnstaple and Ilfracombe Railway , in the Railway Magazine, December 1919, January 1920 and March 1920. The text in Maggs’ book
6120-479: 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
6222-519: The peak holiday times local usage was very limited and the line was closed in 1970. Ilfracombe began to be recognised as a watering place from the 1830s, and in following decades its attraction became more widely known and visitor numbers increased considerably. Access was difficult as the roads approaching the town were steep and inconvenient, and most visitors arrived by steamer, from Bristol and elsewhere. The North Devon Railway and Docks company opened its line from Crediton to Barnstaple in 1854. It
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#17327810864416324-426: 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,
6426-454: 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
6528-445: 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
6630-466: 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
6732-475: 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
6834-400: The revival now of an earlier scheme for a Devon and Somerset Railway, affiliated to the Great Western Railway, connecting Taunton to Ilfracombe through Barnstaple. The Ilfracombe Railway promoters decided on a further attempt to get an Act, in the 1864 session of Parliament. To fend off the possibility of the Devon and Somerset Railway getting authorisation for its line to Ilfracombe instead of
6936-549: The rivers Yeo and Taw , passing through pleasing countryside, and meandered with 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
7038-408: 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
7140-465: The safety aspect of the Braunton route, and asserted that the eastern route would be cheaper. Fowler was a consulting engineer to the Great Western Railway and accordingly had some personal authority. The Bill was thrown out. When the bad news was brought to Braunton and Ilfracombe, violent disquiet was in evidence, and the Riot Act was read at 02:00 on Sunday 26 April. The water was further muddied by
7242-400: The scheme, and it was not carried forward. In 1861 a slightly altered route was decided upon, and the LSWR was approached for support. It had not yet established its ability to reach Barnstaple, and it indicated that negotiations with the North Devon company for its acquisition were dominating its attention at the time. In July 1862 the LSWR finalised its talks with the North Devon company, and
7344-424: 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
7446-404: The train was discontinued at the end of the 1954 season. The final day of regular steam working was 5 September 1964, from which time most ordinary trains were operated by diesel multiple units, although on summer Saturdays diesel locomotive hauled through trains operated in addition. The dmu services ran to destinations local to Exeter, including Exmouth and Honiton , and later Paignton . As
7548-514: The twentieth century they were replaced by Adams T1 0-4-4 tank engines , and from about 1914 the M7 class of 0-4-4 tank engines were brought into use. In the summer of 1925 the N class of moguls were first used on the line; on 3 March 1925 one of the class took 7 coaches from Exeter to Ilfracombe, but it nearly stalled on Braunton bank. Comparative runs showed that the M7 locomotives were better suited to work
7650-473: Was a single broad gauge line at first, but after certain dubious procedures, it was taken over (on lease) by the London and South Western Railway, making a railway connection to the national network. The track was soon converted to mixed gauge, to enable the operation of narrow (standard) gauge trains. An Exeter solicitor, Thomas Wreford, was active in promoting the idea of a railway connecting Barnstaple and Ilfracombe, but after considerable effort and expenditure
7752-421: Was abandoned by Acy of 25 July 1868. In 1869 pressure mounted further for a line, this time under the aegis of the LSWR; but still the question of the route to be adopted was controversial; this included the choice of how the line would join the existing North Devon line, and where it would cross the river. The western route via Braunton was eventually seen to the better option and in the 1870 session of Parliament
7854-416: 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
7956-542: 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
8058-809: Was concluded for the London traffic in May 1910. Before the First World War the Torbay Express slipped a portion for Ilfracombe at Taunton; the four coach slip included a restaurant car, the only occasion when a restaurant car was slipped. The portion was attached to a stopping train over the Devon and Somerset line to Barnstaple and was attached to an LSWR train to Ilfracombe. In the 1930s and then immediately after 1945 holiday traffic took on an even more important role, and through trains were run to and from London (both Waterloo and Paddington) and numerous other destinations. The popularity of Ilfracombe as
8160-508: Was decided to double the line, except for the section from Barnstaple Junction to Pottington, because of the expense of doubling the Taw viaduct and the Yeo swing bridge. When the line was originally built, the single line was laid in the centre of the double track formation, and the doubling was carried out by the acquisition of additional land. The line between Braunton and Mortehoe was commissioned as
8262-409: 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
8364-526: Was extended to Thursday to Tuesday in the summer of 1949; in both cases it ran in the summer season only. The up trains often had a Bulleid pacific assisting in rear as well as a pacific as the train engine to climb out of Ilfracombe. The two observation cars for the Devon Belle were converted from existing Pullman cars by the Pullman Company at Brighton . The observation cars were turned on
8466-465: Was extremely slow, and the LSWR had to relax some of its financial conditions for working the line to encourage investors. This was successful and construction continued, and on 13 July 1874 Col C S Hutchinson carried out an inspection of the line for the Board of Trade . He observed that the River Taw was crossed by a curving viaduct of 17 spans on a 7.5 chain curve there was next a swing bridge over
8568-402: 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
8670-575: Was married on 6 January 1852 in Gibraltar to Christina Ross, youngest daughter of William Ross of Gibraltar. The children from this marriage included: He obtained a commission in the Royal Engineers in 1843, and became a colonel in 1876, and retired in the same year with the honorary rank of Major General. From 1867 he was Inspector of Railways for the Board of Trade and was appointed Chief Inspecting Officer in 1892. During his time with
8772-455: 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
8874-405: Was much more expensive due to the heavy engineering works that would be necessary, so the Braunton route was settled on, and working arrangements whereby the LSWR would work the line for 45% of gross receipts were agreed. A Parliamentary Bill for the Ilfracombe Railway went to Parliament in the 1863 session, but it was opposed by Sir William Williams, and an engineer Sir John Fowler spoke against
8976-425: Was named Victoria Road in 1949. The Great Western Railway took a great interest in the Ilfracombe service; from July 1889 a train named "The Ilfracombe Express" ran from Paddington to Ilfracombe in 6 hours 55 minutes, while through coaches of the GWR train named Zulu did the journey in 6hrs 2 minutes, faster than the LSWR transit from Waterloo, which was 6 hours 22 minutes. A "Liverpool Express" ran to Ilfracombe and
9078-446: 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
9180-411: 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
9282-408: 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
9384-522: 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
9486-416: 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
9588-596: 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
9690-423: Was singled on 17 December 1967. Road-based competition – motor coaches and private cars – accelerated the decline in usage of the line, and the train service was discontinued on 5 October 1970 Gradients on the northern part of the line were severe; down trains started to climb in earnest from Braunton station and faced six miles of ascent, stiffening to 1 in 40 to the summit at Mortehoe station. Up trains experienced
9792-474: Was stipulated by the LSWR that only through journeys to Ilfracombe were permitted on the line; journeys to other LSWR stations had to be made using the D&SR terminus and road transfer to Barnstaple Junction or Town stations. An eastern arm of the D&SR triangle was opened on 1 July 1905 permitting through running from Taunton to Barnstaple Junction without reversal in Victoria Road. The GWR station
9894-486: 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
9996-477: 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
10098-499: 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;
10200-405: 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
10302-446: Was unable to get sufficient support. Wreford's work was reopened when J E Errington, consulting engineer to the LSWR, examined possible routes, probably in 1861. The terrain was difficult, with a ridge rising to 800 feet above sea level barring the way. Errington favoured a western route through Braunton , but there was opposition from an absentee landowner, Sir William Williams, and misjudgements elsewhere by Wreford weakened confidence in
10404-453: Was unable to proceed with construction as it had no funds, and in fact it was not until 26 July 1901 when the Great Western Railway absorbed the D&SR that the debt was paid, and the impotent Ilfracombe Railway Company was able to be dissolved. At the end of 1867 the IR company had decided not to proceed with construction, even though £46,370 had been expended without any construction taking place. The authorised but unbuilt Ilfracombe Railway
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