Tag Archives: North Devon

Some Early Lines – Lynton & Lynmouth Cliff Railway

Some Early Lines

Lynton & Lynmouth Cliff Railway

Lynton & LynmouthLynton-Lynmouth Cliff Railway
The railway connects Lynton at the top with Lynmouth at the bottom.
© Copyright Janine Forbes and licensed for reuse under this Creative Commons Licence.

The Unique Victorian Water Powered Lift

No family trip to the picturesque towns of Lynton and Lynmouth in North Devon would be complete without a ride on the famous funicular cliff lift.

The area situated in the centre of the “Exmoor National Park” and nicknamed “Englands Little Switzerland” a “Day out in Devon” would not be complete without visiting one of the southwests top attractions.
It’s the best and most exciting way to travel between these two historic towns and will be one of the highlights of the day – for Mums, Dads and all the family.

Enjoy stunning views of Exmoor and the North Devon Coastline as you glide up and down the 862 foot length of track; from Lynmouth nestling at the foot of the cliffs to Lynton perched 500 feet above.

Visit Lynton & Lynmouth and The Cliff Railway for a great day out in Devon go to our links page to find Hotels, B&Bs and Guest houses in Lynton, Lynmouth, Brendon, and the whole of the Lyn Valley area.

Lynton & Lynmouth Cliff RailwayLynton & Lynmouth Cliff Railway Car

Steam Locomotives of a More Leisurely Era 1897 2-6-2T & 2-4-2T Lynton & Barnstaple Railway

Steam Locomotives of a More Leisurely Era

1897 2-6-2T & 2-4-2T

Lynton & Barnstaple Railway 

762 Lyn – shortly before the closure of the line.

For the opening of this scenic 2’ 0” gauge railway in North Devon three 2-6-2Ts were built, named ‘Yeo’, ‘Exe’ and ‘Taw’.  A fourth engine ‘Lyn’ was a 2-4-2T built by Baldwins of the USA.  The line was absorbed into the Southern Region at the grouping and the engines became Nos.E759 to E762.  When a fifth engine was required in 1925 recourse was had to the original design, and an identical locomotive obtained from Manning Wardle & Co., who had supplied the originals.  This was given the lowest vacant number in the list at the time, E188, and named ‘Lew’.

The railway was unfortunately closed completely in 1935, and all the engines broken up except ‘Lew’, which was sold and sent to Brazil.

188 Lew – shortly before the closure of the line.

2-6-2T – Driving wheels – 2’ 9¾”,  Leading and trailing wheels – 2’ 0”,  Cylinders – 10½”x 16”,  Pressure – 160 lbs.,  Weight – 27¼ tons.

2-4-2T – Driving wheels – 2’ 9”,  Leading and trailing wheels – 1’ 10”,  Cylinders – 10”x 16”,  Pressure – 180 lbs.,  Weight – 20¼ tons.


Some Early Lines – The Ilfracombe Branch

The Ilfracombe Branch

An almost aerial view of Ilfracombe station in May 1963.  The train leaving is the up Atlantic Express.  G.F.Heiron

The Ilfracombe Branch of the London & South Western Railway (LSWR), ran between Barnstaple and Ilfracombe in North Devon. The branch opened as a single-track line in 1874, but was sufficiently popular that it needed to be upgraded to double-track in 1889.

The 1-in-36 gradient between Ilfracombe and Mortehoe stations was one of the steepest sections of double track railway line in the country, and was most certainly the fiercest climb from any terminus station in the UK. In the days of steam traction, it was often necessary to double-head departing passenger trains.

‘Named’ trains like the Atlantic Coast Express and the Devon Belle both started and terminated at Ilfracombe.

Despite nearly a century of bringing much-needed revenue into this remote corner of the county, passenger numbers dropped dramatically in the years following the Second World War due to a massive increase in the number of cars on Britain’s roads, and the line finally closed in 1970.

Much of the course of the line is still visible today, and sections of it have been converted into public cycleway.Barnstaple Junction Station  View SE, towards Exeter; ex-London & South Western Exeter – Barnstaple Junction – Ilfracombe, Bideford and Torrington lines. The Ilfracombe line is bearing left, while the line to Bideford and Torrington runs directly underneath. On 5/10/70 when the Ilfracombe line was closed, this formerly important junction became the terminus of the line from Exeter, the Torrington line having been closed on 4/10/65.  

Date 17 April 1964  Source geograph.org.uk  Author  Ben Brooksbank Permission (Reusing this file) Creative Commons Attribution Share-alike license 2.


On 20 July 1874 a railway link was opened between Barnstaple and Ilfracombe. The line was originally laid as a single-track light railway, which restricted the type of trains that could use it.

Popularity led to expansion, and much of the line was converted to double track between 1889 and 1891. This was a major exercise, requiring the rebuilding of most stations, and cutting a second bore for the Slade tunnel.West Country Pacific No. 30402 ‘Salisbury’ about to enter Ilfracombe tunnel with the 6.24 pm from Barnstaple in May, 1963.  G.F.Heiron

The line was mentioned as a candidate for closure in the Reshaping of British Railways report (The Beeching Axe) review, in 1963, but it was not closed by British Railways until 1970. Indeed, steam-hauled passenger services and freight operations ceased on 7 September 1964 (with one special running on 3 October 1965), and the rationalisation of the line began. DMU services began, the Waterloo through services were stopped, and the line was down-graded to single track on 25 November 1967.

It was in May 1967, that the Network for Development Plans were issued by Barbara Castle, the then Labour Minister of Transport following a study. Where lines were at the remunerative end of the scale, such as the main trunk routes and some secondary lines, these would be developed. But those that failed to meet the financial criterion, but served a social need were to be retained and subsidised under the 1968 Transport Act. The problem would be for lines that were not in the abovementioned categories could be candidates for closure as they did not form part of the basic railway network. The Ilfracombe line was one of those that fell into this category. It was a line that may well have carried considerable traffic, and perhaps made a small profit, but it did not meet the Government’s social, economic and commercial criteria for retention.

The line was closed on 5 October 1970 the last train being on 3 October. The final train, an 8-car Class 118 DMU, was packed to bursting point.

There was an abortive attempt at saving the line, in the early 1970s, but the preservation movement was in its infancy and the project was to founder as it could not raise the required sum to purchase the line outright. This was because BR had valued the line at £410,000 in 1974, and certainly BR was criticised for charging market values for a potential heritage railway that wanted to preserve it. It must be appreciated that the BR board was under instruction from the Ministry to fix the highest price possible in an attempt to recoup funds to offset the deficit that the line produced.

The last train was formed of a single inspection saloon hauled by a Class 25, 25 063, on Wednesday 26 February 1975. This carried engineers inspecting the condition of the track for possible reinstatement of services. However this was not to be and track lifting commenced in June 1975. The distinctive curved steel girder bridge over the River Taw in Barnstaple was demolished in 1977, adding a significant cost to any future reopening scheme.In May 1961, Battle of Britain class 4-6-2 No. 30476 ’41 Squadron’ nears Woolacombe and Morthoe with the Atlantic Coast Express.  G.F.Heiron