First, here's a photo of a very cold and neglected Heathfield station taken in January this year:

...and here's a photo of an equally woebegone Teignbridge Level Crossing, taken the same day:

What's good about all this is that the line has recently been de-mothballed and is now in operational status again, waiting for the first weekly train of timber to take place in a few weeks time. Colas Rail have got a contract to take timber from South Devon plantations up to Chirk, to be turned into chipboard and the like.

The timber will be taken by road to Teignbridge yard and the train will then load and convey it onwards.

The operation will be run to Newton Abbot, run round, run to Heathfield, run round and then down to Teignbridge, load up, run to Newton Abbot, run round, and then up north.

We are in the process of warning locals that the railway is operational once more and not to be tempted to trespass!

Running to Churston for turning.

I'd dithered about where to put this topic.

Option 1 : Imaginary Railways?

Well, no, because it was granted approval and land was acquired, route surveying started in Spring 1939, with poles along the proposed route. So it was no longer imaginary or just proposed.

Option 2: Disused Railways?

Well, no, because when World War II started, all work stopped. So it never git as far as being a Used Railway that became Disused.

Option 3: Railways of Devon? (here)

Well yes, because it really was started but then abandoned, and it was entirely in Devon. So here it is.😉

What was the scheme?

This description on Wikipedia is confusing, because it conflates several of the route options.

Quote

Under the 1935 Finance Act, the GWR initially submitted just one proposal in the Treasury agreement (First Schedule, Part 1, Clause 2) which read: "Construction of a new deviation line from Dawlish Warren to Newton Abbot". The proposed 16 miles (26 km) 1933 scheme within the two draft 1936 bills, diverted from the existing line south of Exminster. The scheme then went south through Kenton to Dawlish about 0.5 miles (0.80 km) inland, then heading southwest under Holcombe Down avoiding Teignmouth, before rejoining the existing line to the east of Bishopsteignton. It was costed at £3m, and included three short tunnels and one long tunnel of 2,624 yd (2,399 m). Parliament passed the Great Western Railway (Additional Powers) Act 1936, in which the Dawlish Avoiding Line is cited as "Railway No 1" amongst several projects listed.

https://en.wikipedia.org/wiki/Dawlish_Avoiding_Line

Later on, the shorter route is mentioned.

Quote

But, to enable more schemes to be developed, the GWR later proposed a shorter route. Running for 8 mi (13 km), it deviated from the railway bridge over the Hackney Canal near Newton Abbot, and re-joined the main line at a point 62 chains (1.2 km) north of Dawlish Warren towards Cockwood, alongside the River Exe. However, in 1937 the GWR returned to a scheme closer to the original, called "Railway No 2”. Adding a further 7 mi (11 km), it commenced at the same point south of Dawlish on the initial deviation route (authorised earlier by the 1936 Act), terminating close to Exminster at a junction 5 chains (100 m) south of a bridge carrying Milbury Lane over the line.

Which is as clear as mud.  What route did they actually start building?

Dear Wally was deaf as a post after a lifetime of noise hammering on the inside of boilers in the 'Factory' at Newton Abbot 

Fascinating to see how Buckfastleigh and Staverton used to be before all the track addition that we see today.

Another case of BBC poor reporting, or Network Rail muddying the issue.

I think it is the signal replacement that is the major cause, not just a few speed limit or whistle signs.

The view looking towards the main line:

Looking the other way, towards the scrap yard:

Walking a bit further on, towards the bridge over the road through the industrial estate:

It's really not much further to the gates to the scrap yard:

Taken through the gates, the view of the track as it would originally have curved away towards Ide, Longdown and Heathfield:

Turning around, the view back towards the main line and City Basin:

I know there isn't much to go on here, but does anyone recognise if this painting of an auto tank is based on a real place? 

It's by Peter Edwards and used for one of the 'Railway Series' books. I've been using some of his illustrations of Western engines and de-facing them (if that's the right word!) with the idea of making some tourist posters for my layout. 

I believe most of his paintings of 1400s were based on 1420 at the Dart Valley, I've not visited for years, I thought this may be the double track section just west of Staverton where 1420 would have been based at the time of the illustration, around 1966.

Of course, it could be based on a postcard of newspaper clipping which would be much harder to track down, but thought I'd open it up to you guys to see if you can help out! 

Thanks

For example:

–  ECS’s for the Waterloo Exeter trains.

Where did they go when they reached Laira?  Did they go straight through the HST sidings to the washing area, or via the speedway?  And at that point, did the mainline loco change ends or did a shunter take over?

Likewise,  I seem to recall on the odd occasion seeing some of  the coaches in Lipson sidings.  But again, was this normal practice?   Did they go via the speedway and did the locomotive do the move, or a resident Class 08?

-Mount Gould Jcn/ Train Washing – Were trains washed on approach from Laira, or as they headed back into Laira?  I have seen some information stating that to run round locomotives went to Friary, but was this always the case, did Friary get used to hold stock in busy times -awaiting a route through either the carriage washer, or even just to get the stock back into the main Laira Depot?

-TPO Stock, I “recall” was always stabled in the HST sidings, but again to leave or arrive, either the mainline locomotive would need to either run round, or have a shunter attached, unless there were instructions permitting a propelling move?

-Fuel Tanks - Movements to Laira from Tavistock.  I would expect it was a Tavistock shunter that took the Wagons to Laira?

-Freights for Cattlewater/Friary – the process/route involved.  For starters did they use the speedway?  Did trains go direct from the mainline, or were they always tripped from Tavistock Yard?  Was there any form of signalling, token’s etc.?

-Friary, for starters, I would really like to see track plan(s) for the 1970’s – 90’s.  I have seen a few photos on the internet, but they don’t really “fit” together.  I recall me and my father going past the gates and a stone wall around  a freight depot in Plymouth, on a detour trying to get from Laira to the station! Plus there being some of the 1980's Red/Grey railfreight wagons in there.  I have also seen some photos with the likes of the old Red/Grey Freightliner 30’ Containers in there!  So did FFA/FGA’s ever make it to there?  Likewise – what were the main commodities that Friary were used for – I have seen a couple of Photos of mineral Industries PCA’s, but weren’t there also a Cement Terminal at Cattlewater?  Did any freight come from Cornwall to there, and go Lipson - Mount Gould?

Thanks for any information in anticipation.  I hope this thread can be used to illustrate the operations in this area of Plymouth. 

Best Wishes,

C.

The area is being resurfaced with brick paving, up to the railheads, so it won't be visible for long.

If you want to see it for yourself, go this weekend!

Cheers, Dave.

Info here: https://historicengland.org.uk/listing/the-list/list-entry/1477178?section=official-listing

Image here: https://www.waymarking.com/gallery/image.aspx?f=1&guid=dda54321-ea1a-4b00-9dfa-d19e1417874c

Easy to get to, just off the Clearbrook road by the leat bridge, where there is a car park. Also a long section of the trackbed with granite sleeper blocks insitu as part of Drakes Trail path.

https://www.northdevongazette.co.uk/news/railway-rides-return-to-bideford-after-15-years-8453782?fbclid=IwAR0MGobBkysguestZgb8ljr_nAiW30e0m-cMe95OavUCnFEWPaZcAnJflVE

Also worth a look, previous thread related to 1980s freight traffic

http://www.rmweb.co.uk/community/index.php?/topic/34499-north-devon-line-freight-in-1980s/?p=365860

I took a trip to the model railway show at Barnstaple on 26th July 2014, using the North Devon 'Tarka' line, enjoying a very pleasant tip in (mostly) bright sunshine. On the way back, there was a delay at Eggesford waiting for the 'down' train - the conductor announced that the delay was "due to the large number of people taking part on the 'Rail & Ale Trail'"! So, I hopped off to grab a few photos of this very picturesque station. The passing trains take single-line tokens from cabins on the platforms, with telephone authorisation from the signaller (at Crediton I believe) - the so called 'No signaller key token' system

The train arriving at Barnstaple - 143 618 + 153 372 (much prefer to travel in 153s due to better window-to-seat ratio than 150s and MUCH better ride than 143s!

Waiting at Eggesford:

Another passenger awaiting progress!

The down train arriving in the loop (150 246); the driver stops here to pull a cord to lower the level crossing barriers (although this time, the crew on 'our' train operated the barriers from controls on the up platform):

Down train moving over the crossing, with thumbs up form one of our crew:

Passing our train:

And stopping at the down platform - there's a big 'stagger' to the platforms due to the original down platform being undermined by the river in the early 1960s

View of the attractive station:

The down train got it's token issued straight away - presumably because our train had already inserted its token Eggesford - Barnstaple token in the machine, allowing the token to be released for the down train on the other side, whereas the other Eggesford - Crediton token had to be inserted on the down side then released by the signaller for us.

Then I quickly jumped on board to carry on to Exeter...!

I recently made my first visit to Haytor, there is quite a lot of the granite tramway still visible in and around the Tor and the various nearby quarries.

We parked in a small car park on the Manaton Road, not far from the Haytor visitor centre. Just before reaching the car park we passed over an open crossing of the tramway.

Just east of Haytor the tramway crosses the Manaton Road. This is the view looking east, the tramway is descending from Haytor, and in a few hundred yards the course of the tramway runs parallel to the B3387 Bovey - Widecombe Road. 19/5/2021

Looking west across the Manaton Road, the tramway is rising towards Haytor. 19/5/2021

Haytor can be see in the distance in this view looking west across the Manaton Road. Haytor Quarry is on this side of the Tor, the tramway main line skirts around the Tor to serve other quarries on the north and west sides. I am not sure what the standing stone represents, perhaps a boundary marker? 19/5/2021

cheers

The first and obvious example would be a pair of 58’ Maunsell rebuilt  brakes but for school or workmen’s trains would a spare coach be acceptable? I ask as a Bulleid brake and van seemed to be occasionally used in and around Halwill junction but this was during the early ‘60s and previously one of the spare 58’ all thirds were used until the mass cull of pre-grouping stock around ‘58. 

I have no idea when exLSWR 6w stock was withdrawn as revenue earning vehicles, presumably in the early ‘30s but at least one of the 6w full brakes seemed to have clung on, coupled to a rather ancient coach(es) for use on the quieter parts of exLSWR territory, reprieved by the advent of WW2.

Thank you and Stay Safe

Photographs go back to the 1960s, with loads of shots of Westerns.

This one from 1991 is interesting; newly-built 165001 on test: http://www.totnestrains.com/class-165.html

Looking up the line towards Princetown, a formidable climb.

A bridge for livestock access, showing the fine local granite used in construction.

Some pressed rail sections, still being used for fencing!

Long view up the hill again, showing the almost 180 degree sweep of the curve, with the quarry in the distance which has its own access over bridge and halt platform.

View downhill, more tight curves.

Beth joins the PW gang in the remains of a remote gangers hut. I bet they were glad of these with the horizontal rain, mist, snow etc that passes for everyday weather!

Were Collett goods in use in east Devon during the 40s-early 50s?

Thank you

I have found plenty of BR photos of the wagons, along with some in GWR condition which show a wide varity of wagon sheets used (some extending down the top plank and a half, while others almost the whole wagon side is covered by the sheet.)  But my issue is more a case of understanding the actual workings.

So over lunch today I have been reviewing my china clay books to try and find examples of china clay workings outside of Cornwall in the late 40s / early 50s from which to work from.    The most useful book I have is Vaughn’s Illustrated History of West Country China Clay Trains, which refers to 3 potential workings:

China Clay being transferred from the South Devon works to Fowey for onward shipping (Other than the Lee Moor area near Plymouth, I understand that there were other areas further East producing Kaolin which would have been transferred west.)   This would clearly be in the O13 wagons, there is a good photo of a suitable working in Vaughn (plate 162) of Grange 6873 with 12 clay wagons (all covered) along with a handful of vans on the rear, working from one of the South Devon clay works in the Down direction.

China Clay being transferred from Tavistock Junction to the potteries, there are plenty of references to this (GWRJ 68, Vaughn etc). However there are no photos in my period, I know in BR days this eventually ended up as a Clay Hood working.  However it is unclear as to whether it would be formed with end tipping wagons or conventional 5 plank’s with the clay in casks.

Finally there was the bull clay workings from East Devon, again I understand from Vaughn that these were shipped out of Fowey and hence would have passed through Brent and would most likely be in the O13 wagons.  Plate 163 in Vaughn shows an early 80s shot of an as built Class 37 on a rake of clay hoods forming a ball clay service heading through Brent en route to Fowey.

So I guess my questions are, whether or not there was a Kaolin works that was still open east of Brent in the late 40s, (I know that the works near to Brent had closed in the 30s).

Were the end tipping O13 wagons used for the services to the potteries

Were the ball clay services running from East Devon to Cornwall in the late 40s

I would also add the follow up question as to whether any of the more recent publications on China Clay operations have much content in the 1940s (given my collection for Clay books has been focused on the late 80s / 90s)

I stumbled on this while browsing the excellent Peter Gray photo collection on Transport Treasury

https://www.transporttreasury.com/f449715166

This looks like Ilfracombe

https://www.transporttreasury.com/p25349941/ha9a1f6c3#ha9a1ecc7

Where's this?

https://www.transporttreasury.com/p25349941/ha9a1f6c3#ha9a1ed6a

Or this?

https://www.transporttreasury.com/p25349941/ha9a1f6c3#ha9a1ed72

One image in particular has a great mix. Warship, DMU, two Hymeks, and a Class 8? shunter.

https://www.transporttreasury.com/p25349941/ha9a1f6c3#ha9a1eda5

It also gets a mention here

"The Exmoor Ranger approaching Torrington, 1965"

http://news.bbc.co.uk/local/devon/hi/people_and_places/history/newsid_8364000/8364338.stm