Let it be said, trains do indeed still cross the River Taw in many places, eleven times this happens in fact. However there was a twelfth crossing over that river it was the biggest crossing of all – and the one trains do not use anymore. Yes you might have guessed – the Ilfracombe line’s stupendous cast iron viaduct at Barnstaple – a rarity in terms of construction as well as a curved crossing as far as the UK’s railways go. This week is in fact the 50th anniversary of the line’s closure. The Barnstaple to Ilfracombe Railway opened on 20 July 1874 and shut for good on 5th October 1970, the last train having in fact run two days earlier on the 3rd October. This was an eight car DMU forming the 19.55pm from Ilfracombe to Exeter carrying around 500 passengers.
The Barnstaple and Ilfracombe Railway was a considerably spectacular route, and despite being a fairly short line as far as most go, six of those 15 miles entailed a climb of 600 feet. It had some of the steepest grades for a mainline in the country, with a 1 in 36 standing start from Ilfracombe station itself! Talking of spectacular, the line too linked to another impressive route which most will know as the narrow gauge Lynton and Barnstaple Railway.
The Ilfracombe railway was originally built as a single track line and was indeed classed as a light railway with a speed restriction of 25 miles per hour. The line’s classification as a light railway was removed in 1887 and work soon began to double the track. The first section of this to open was from Braunton to Mortehoe on 1st July 1889. That from Pottington to Braunton opened for service on 4th August 1890. The most difficult section of double track, from Mortehoe to Ilfracombe, opened last this being on 1st July 1891. Speeds on the line were raised where it was possible and some fast running could be gained between Barnstaple and Wrafton and also in the up direction from Mortehoe to Braunton.
Prior to there being double track on the line, the section from Barnstaple Junction to a point beyond Barnstaple Town remained single due to the Taw river crossing. Barnstaple Quay indeed had ‘double track’ in the early days but technically this section constituted a passing loop with single track at either end. When the line from the other side of Pottington bridge to Ilfracombe was doubled and Barnstaple Town station built the former loop track became a mere siding. In fact this film from 1898 from Barnstaple Junction to Pottington shows how the former layout had worked. At the time of the film the double track north from Pottington had been completed – what the track gangers were doing in the film was preparing the removal of the loop line itself and making it merely a siding. Here’s a PDF document from TrainWeb which tries to explain some of the stuff seen in this 1898 film. A considerably detailed explanation of the signalling arrangements at Barnstaple Town can be seen at TrainWeb.
Celebrations in High Street Ilfracombe for the railway’s opening 20 July 1874. A pair of Triumphal Arches were built for the occasion, the one seen here and the other near Ilfracombe station.
The line soon became part of the London and South Western Railway – and of course the Southern Railway itself. It was part of the latter railway’s ‘Withered Arm,’ a term used to describe the lost railway lines to the west of Exeter, namely those beyond Meldon or Barnstaple and including Bideford, Bude, Padstow and the Plymouth line via Tavistock. In the heyday of these Devon lines celebrated express trains such as the Atlantic Coast Express and Devon Belle ran and the services from Waterloo to Ilfracombe were no exception.
From 1963 the line was transferred from the Southern to the Western Region – and although its future seemed fairly safe at the time and these highly esteemed expresses continued to run, the the line’s services were soon cut back, the goods yards at each station was closed. The track was then singled which meant any possibility of the flexibility of services had been lost. The rather pretty obvious outcome of all this – as has always been in these sad situations – eventually arrived and the line was closed altogether.
It does appear that one main reason the Devon lines were transferred away from the Southern to the Western Region was because it would be cheaper. It wasnt just because the Western already ran via Dawlish but rather that the Battle of Britain/West Country classes would not have to be used. Cheaper and easier to maintain diesel hydraulic locomotives would be the main driving factor (the fact these diesels were non standard and quite soon scrapped is something else altogether though…) What it meant was there was also no call for banking engines on the steeper parts of the Devon lines which meant fewer staff were in fact needed to run these services.
On the whole it did seem quite fortuitous because Ilfracombe continued to enjoy a good selection of express trains on weekdays. Ironically in the final year of full train services – this being 1967 – there were expresses from Paddington at 10.30, 12.30 and 14.30 on weekdays and arriving at Ilfracombe at 15.18, 17.56 and 19.37. By that time however British Railways’ and the Government’s minds had been made up. The line simply didn’t pay its way therefore it must be closed. It was said the line earned only £13,300 revenue, whilst operating costs totalled £93,300. Observers however criticised the accounting used to arrive at these figures as the loss was clearly hyper-inflated compared to previous years.
Of course the first steps in any line closure would be to instil an air of dereliction and neglect in the hope passengers would soon find other ways of travelling – and give more urgency to the idea of shutting down a railway. In fact a whole two years after first publicising its intent to get rid of the Ilfracombe line the Government finally had its day. On 31st December 1969 the Minister of Transport, Fred Mulley announced the Barnstaple to Ilfracombe line would close. Ironically it was a Labour government that had both entertained the idea of closure and then sounded the death knell – and even more ironically the Minister of Transport who made the closure announcement had himself opted not to use a car!
This rather crude rendering which was in fact British Railway’s map of the future (published 1967) shows how those lines in the south west would look after considerable rationalisation. Ilfracombe disappeared as did others and this was two years before closure was announced. Source: Railway Archive
Almost exactly ten years after the line had closed, in fact this is forty years ago now, the chance arose of a free week’s holiday in Ilfracombe and I jumped at it. Some people I knew couldn’t make their booking and they offered it to me. It was very short notice but I had never been to Ilfracombe – but it would be an opportunity to explore the railways and the visitor attractions in the area – not forgetting Lynton’s famous cliff railway. Getting to Ilfracombe or exploring North Devon wasn’t a problem as that was during the eight years I owned a car.
The big surprise for me was just how much of the Ilfracombe line’s stations still remained ten years after its last trains. Yes Ilfracombe’s station had been demolished five years earlier but the others, Barnstaple Town, Wrafton, Braunton, Mortehoe, remained and there were complete level crossings with rails still embedded in the roadways. There were complete signals that still remained en route – all of this as if things were somehow waiting for the next train to arrive! But that was generally the case in those days – one could find complete stations about the country that no longer had trains. The Ilfracombe line however seemed stuck in a time warp because the trackbed was so complete as were the stations and that made the whole experience more sobering.
Not only that the pair of single bore tunnels at Slade and the entire formation down into Ilfracombe was already walkable – it had become a sort of unofficial public footpath giving excellent views of the adjacent reservoirs and towards the coast with South Wales visible on a clear day.
There’s lots of pictures of the derelict stations on the internet of either Wrafton or Braunton which means no doubt many will remember these railway stations as they existed for quite a few years without any train services of any sort – its even more sobering when Braunton’s happened to be right in the centre of town! The level crossing gates remained although by the time of my visit the gates had been smashed up and were half missing and anyone could wander the trackbed between the platforms. At both Braunton and Wrafton the platforms, lamp posts, seating, the signal boxes, the lamp posts, signal posts, the actual signals, the cranks and rodding, you name it, everything was there! It was quite weird really.
Following that holiday I acquired a certain fondness for the Barnstaple-Ilfracombe route (because it too was a Southern route) and have looked out for books or magazine articles about it. In memoriam of the line’s closure – which no doubt angered a lot of people because it was a waste of a good railway – here’s a gallery of images compiled from various sources as a tribute to the line on the 50th anniversary of its closure.
Gallery of the line from Ilfracombe to Barnstaple
The station site at Ilfracombe as I found it in 1980 had largely been cleared however a couple of outbuildings and other things such as steps, fencing, lamps remained. The area was used for coarse storage – unlike the specialist depot that can be found on site these days. The station itself stood high above the town itself with the shortest route for pedestrians being via a flight of steps and it is thought that this contributed to the line’s decline, much like a number of other similar locations such as Ventnor and Lynmouth – although I suspect there was a secret desire of sorts in this country that existed to ensure these spectacularly engineered sections of line with their impressive routes were viewed as an anachronism and that railways should by and far be as low down in elevation and as level as possible. There is of course a certain truth to this because there was additional costs in maintaining these considerably more spectacular lines and the less people that used these the more chance these lines could be got shot of.
The penultimate Bulleid locomotive – 34109 Sir Trafford Leigh-Mallory – departs Ilfracombe with the Atlantic Coast Express in August 1959. Just eleven years later the line would shut. Source: Flickr
There’s loads of lines in the UK that could well have had it made on the back of tourism alone (some did get special publicity – such as the Borders, Ruabon-Llangollen-Ffestiniog-Llandudno, and the Scarborough-Whitby lines) but both the time period itself plus the vested interests in both the pro-roads Government and in British Railways itself simply were not conductive to any sort of progress and the operative view was clearly that anachronisms should make way for the car.
Salad days at Ilfracombe station August 1965. From 1967 the layout would be rationalised and the line singled. Source: Pinterest
One did not see in the sixties a concertinaed effort to encourage more people to these particular lines. Rather it seems quite preferrential that an air of some dereliction would in fact turn potential passengers away. The authorities could turn round and say ‘well look, nobody uses this railway, it needs to close.’ That mentality explains in large why these islands off the coast of mainland Europe have lost nearly all of those spectacular lines. I mean not anywhere in the UK whether its England, Scotland, or Wales, or even over in Ireland will one find a single railway still in existence like Ilfracombe’s or others that have gone to the wall.
Ilfracombe’s station and railway approach in their spectacular location. There was a stiff 1 in 36 climb immediately from the station. The Welsh coast can be seen. Source: Visit Ilfracombe
Panoramic view of Ilfracombe station. This is a colourised image of a b&w picture from one of my Southern books.
The process of eliminating railways, or at least converting them to a ‘bus-stop service’ was well recognised in those days. Railway Modeller for October 1964 indeed has a step by step guide on how a railway could possibly be retained (and ultimately presented in model form) provided the layout was ‘rationalised and operated on a shoestring budget.’ A DMU was of course necessary for this type of line. Where possible buffer stops that once ran right to the end of the platform should now be placed half way along the said platform, thus saving the expense of having to maintain what transpires to be largely a useless length of considerable platform and track! The ticket offices would be closed and the train guard instead given a ticket rack in order that passengers could pay on the train. Of course the station windows should too be boarded up. One of the major redeeming features of such lines as Railway Modeller noted, was the all too important ‘derelict air‘ the unfortunate passengers had to face!
34072 on the turntable at Ilfracombe in July 1963. Note how the turntable is cut into the rockface.
The Devon Belle’s observation coach being turned ready for the return journey to London. Prob late forties or early fifties.
Poster for the Devon Belle 1953. It left Waterloo at 12 noon and arrived in Ilfracombe at 17.32pm. Source: Twitter
Ilfracombe in August 1967 – the line’s final summer of double track operation. Source: Flickr
Of course, with the policy of slash and burn in those days as it was, the really strange thing about it all is, being a product of the late sixties desire for public transport cuts, Ilfracombe wasn’t even a result of Dr. Beeching! It was the very mentality that had existed before Beeching and the very same mentality that had existed after Beeching which indeed was something quite unique to the British Isles when it came to its railways. Beeching was simply an intensive period in the application of this unique British illness and that contrived thinking means we in the UK, once the world’s leaders in railways are now paying the price – especially when one considers global warming, its destructive effects, and the pressing need for alternative forms of transport.
Looking quite miserable… that exact ‘derelict air’ a station had prior to its services being terminated for good. This is Ilfracombe station on a Saturday in its final years as a ‘Warship’ waits at the head of a train for either Exeter or Paddington. Source: Twitter
Ilfracombe on 11th May 1970. A loop was retained for locomotives on excursions or through trains from London and used mostly on Saturdays in the final years of the line. Source: Flickr
The final locomotive hauled excursion to Ilfracombe on 30 August 1970. D6588 and D6566 headed the special train. It is said this was the first and last ever visit for the Class 33 to Ilfracombe. Source: Facebook
Fifty years ago on Saturday 26th September 1970 the final locomotive hauled service left Ilfracombe. This was the 13.55 to Paddington with D810 Cockade in charge. It was the following Friday after this that the line closed. Note the spectacular vista upon leaving the station. Source: Facebook
The final train at Ilfracombe on 3rd October 1970 – it would form the 19.55 to Exeter. Source: Facebook
Derelict Ilfracombe station two years after the last train. Source: esngblog
Ilfracombe station just before it was demolished. October 1975. Source: Flickr
No. 30402 ‘Salisbury’ entering Slade tunnel in May 1963. Source: John D’s Chasewater Blog
34057 just above Slade tunnels on an up train managing the stiff 1 in 36 climb without a banker. July 1955.
Its said Bulleid designed the light Pacifics in order that trains could manage the severe Devon and Cornwall gradients better, and indeed one line in particular was that to Ilfracombe. The severe banks on the line was pause for Bulleid to consider a pacific locomotive powerful enough yet light enough for the West Country branches (plus the Dartmoor main line) in deference to the much heavier Merchant Navy class which couldn’t use these lines anyway. In a bizarre turn of events the rebuilt pacifics were originally banned from the Plymouth via Tavistock route but eventually they were permitted. As for Ilfracombe, Bude, Padstow, it would always be an unrebuilt Battle of Britain or West Country class locomotive because of the restrictions on weight and the severe curves encountered along these routes.
Mortehoe in the late 19th Century. Source: Twitter
The station sometime in the early sixties. Source: Twitter
The LLCB’s Exmoor Belle of 1970 which traversed the line to Ilfracombe some hours before its final train on 3rd October 1970. The DMU is seen at Mortehoe on the return journey. Source: Wollacombe & Mortehoe Voice
The Exmoor Belle’s route ventured from Exeter to the first railhead at Ilfracombe before venturing to the other railhead at Meeth. It was formed by a 3 car Class 118DMU. Quotes and more pictures at Plymouth Railway Circle.
Mogul 31838 in charge of a goods train near Mortehoe station. September 1959.
The Ilfracombe portion of the Atlantic Coast Express tackling the severe Mortehoe bank during the summer of 1930. The train was topped and tailed by a pair of M7’s (322 at front and 45 at rear) giving assistance to the N Class no.832 in charge of the eleven coach train.
There were a number of level crossings en route to Braunton however I cant find any pictures of these in use (save for a couple in the videos at the bottom of this page) as well as the line’s spectacular presence alongside the A361 (again that’s shown in the videos below.) In the second part of this feature we however do see those crossings as they are today.
A lovely picture of Braunton from 1916 and which I coloured specially for this feature!
Lovely photo of Braunton station’s signal box in early 1970. Note the station’s opening hours and the sign pointing towards ‘National Buses.’ Clearly they were prepping passengers for eventual use of buses rather than trains! And that was what they called progress! The signal boxes and level crossing boxes from Barnstaple Town to Mortehoe were in this particular style, set quite low down compared to a usual signal box which would be much taller. Source: Flickr
The signal box stood on the down Braunton platform – the tracks in front of the signal box were in fact disused. These had been disconnected from the running line which was on the up platform. A similar situation existed at Wrafton. Interestingly north of Braunton the operational line switched from the up to the down track. Invariably at many of the line’s crossings the redundant track has been left embedded in the roadway and this is how some of the locations that can be seen today still exhibit a double track formation.
Braunton station in its final form – seen on 11th May 1970. Source: Flickr
Braunton in 1975. Source: Flickr
Derelict Braunton station looking towards Wrafton in 1977. Source: Wikiwand
Wrafton’s signal box on the same day as that above at Braunton – 22 January 1970. Source: Flickr
Aerial view of Pottington Swing Bridge in the 1930s with Barnstaple Town and the course of the Lynton & Barnstaple line clearly visible. Source: Twitter
The mouth of the River Yeo was an interesting concept in terms of railways. It was crossed by a swing bridge, but thats not the only aspect. On one side of the river was a standard gauge branch from the Ilfracombe line and on the other was the narrow gauge Lynton & Barnstaple Line, with its depot at Pilton Yard just a little further upstream. Much of the course of the former standard gauge line is now a riverside roadway known as Rolle Quay. The standard gauge branch to Rolle Quay also marked the start of the double track section from Barnstaple to Ilfracombe.
The start of the double track section to Ilfracombe was also characterised by being the junction for the branch to Rolle Quay which led off at left. Source: Facebook
View of the swing bridge at Pottington and the signal box that controlled it. View looks west towards Wrafton. Source: Facebook
A classic station scene! A train on the narrow gauge Lynton line at Barnstaple Town. The standard gauge line to Ilfracombe is at right. Source: Twitter
The above picture was very likely taken in the 1890s before the Ilfracombe line was doubled. The evidence here is the loop that existed prior to the doubling in 1898, although according to OS maps it seems the loop did exist for a few more years after 1898 (that of course depends on when the surveys were actually undertaken and the maps were printed!)
Barnstaple Town in the line’s operational days. Source: Facebook
Amazing sunset picture taken at Barnstaple Town station in 1968. Note the station’s gas lamps! Source: Twitter
A derelict Barnstaple Town in 1982. Source: Twitter
M7 tank with a local goods heading across the Taw in 1949.
The adjacent ‘Long Bridge’ at Barnstaple provided ample photographic opportunities for enthusiasts which is why this section of the line proved to be one of the most popular locations. The curvature of the bridge meant excellent shots could be taken of the trains almost head on, and in terms of a UK railway photographic location it was totally unique. Even being on the train itself some great photographic opportunities could be got whether one was riding at the rear of the train or happened to be leaning out of the carriage window right behind the locomotive itself. The Taw viaduct in fact gave rail enthusiasts something of a cause célèbre – it wasn’t just railway enthusiasts too by the way – some unusual angled photographs were taken by railway officials too because they too saw the potential the Taw viaduct offered. In fact some of the early publicity for the Devon Belle during 1947 too featured the newly named train on the river crossing.
34020 ‘Seaton’ heads across the Taw towards Barnstaple Junction with a mixed train from Ilfracombe. Source: Twitter
30 August 1970 – as the book this picture comes from tells us, this was in fact the final locomotive hauled excursion along the line. D6588 and D6566 head across the Taw towards Barnstaple Town with what is thought to be the Class 33s’ one and only visit to Ilfracombe. The locomotives are depicted arriving at Ilfracombe in a picture further up this page. For a description of that railtour here’s a PDF document.
(Note: The Diesel and Electric Preservation Group deleted the above document – however it was archived on the Internet so its still available. As always if that goes then I provide a backup too.)
Aerial picture of the Taw crossing sometime in the early 20th Century. Source: Twitter
Barnstaple Junction in the late 1960s with a train from Ilfracombe. Source: Twitter
The junction station’s signalman takes the token for the section to Barnstaple Town. January 1970. Source: Flickr
Barnstaple Junction in the 1970s. Note the ongoing rationalisation. Platform three is no longer tracked. Those tracks curving to the left would soon be taken up. Source: Twitter
The line’s final trains….
The only trains to run to Ilfracombe after closure was the BR inspector’s trip in 1975 and an inspection/salvage trip with diesel shunter D4160 in 1973.
D4160 at Barnstaple Town heading for Ilfracombe on 8th February 1973. Source: Facebook
The inspector’s train of February 1975 train is reported in the local news. Source: Facebook
The final train – an inspectors’ trip to Ilfracombe to assess the line’s condition on its return at Braunton crossing in February 1975. It was said this trip was made with a view to possible restoration of passenger services. No such luck! BR began demolishing Ilfracombe station in the summer of 1975. The tracks were ripped up in October 1975. The North Devon Railway Preservation Society tried to stop the track being ripped up and BR told the society if it paid £20,000 by 9am the next day the demolition work would stop. The society was unable to comply with such a request at extremely short notice. Source: Cyberheritage
Enthusiasts enjoying a jaunt upon the disused Taw river viaduct before its demolition. Source: RMWeb
Not of excellent quality however its a picture of the viaduct’s demolition. Source: RMWeb
The Taw viaduct was demolished in the summer of 1977. It was meant to have been demolished in the winter of 1976/77 however the river was in flood, thus the contractors, Industrial Dismantling Steel & Plant Limited of Exeter, had to wait for better weather before they could begin their work.
Several of the images were sourced from books and magazines in my collection including:
The Withered Arm by T. Roche (1967)
Railways of Devon by A. Kingdom 1974
Branch lines round Britain in the diesel era by J. A. Vaughan 1975
More Southern Steam in the West Country by T. Fairclough & A. WIllis 1975
Southern Steam Doubleheaded by T. Fairclough & A. Willis 1975
The Barnstaple & Ilfracombe Railway by C. Maggs (1978)
A Century and Half of the Southern Railway, D. St. John Thomas 1988
Southern Express Locomotives by B. Stephenson 1988
Backtrack sometime in the 1990s (date unknown as as I cut out the pictures on the Southern’s west country branches!)
Some of the images shown in this post were curated from the Rails to Ilfracombe Gallery on Flickr.
The feature image is of Battle of Britain Class 34011 Tavistock (from Pinterest) set against a 21st Century view of Barnstaple – thus its a composite image I created specially for this post. The locomotive itself was withdrawn in 1963 thus the image was clearly taken sometime before that date.
The following two You Tube videos feature the Ilfracombe line in its final years of operation. The quality isnt that brilliant however one can see all the rationalisation that took place. One surprise – seen in the second video – is the farmer at Braunton loading a whole consignment of mushrooms onto the guard’s van!
Part one of the film – Ilfracombe to Mortehoe.
Part two – Mortehoe to Braunton.
Continued in Part Two – a look at what’s left of the line.