NINETEEN SIXTY FOUR – PART 59
Walkham and Moorswater Viaducts
Michael L. Roach
In Part 48 published here on 10 June 2025 I described an evening walk down the valley of the River Walkham, on the edge of Dartmoor on the 10 June 1964, to the magnificent railway bridge that was Walkham Viaduct on the Great Western's branch line from Plymouth to Tavistock South and Launceston. A great shame that it was demolished. Just two months later and I was back there again on an evening walk this time with a male friend and up at rail level. He was Charles Fennamore (1940 – 2018) with whom I did many trips between 1959 and 1965 when he left the West Country. Charles was an avid reader of the Western Morning News and may have read that demolition of Walkham Viaduct had commenced. On the evening of 13 August 1964 the viaduct was still intact although all the ballast had been removed. The first photo shows my friend standing at the south end of the viaduct on the concrete slab with the image giving a good idea of the length and width of the viaduct. The original timber superstructure had been built in 1859 for a single broad gauge track while the steel replacement of 1910 was constructed for a double narrow gauge track, which never materialised. Although the extra width of the bridge may have been in anticipation of more traffic and trains I read that it was just as much about the ease of placing the replacement steel girders outside the timber superstructure on the built up piers in order to keep the trains running most of the time during the lengthy reconstruction period by the Great Western's own men. Read more on the reconstruction in the article from the GWR Magazine attached. When one considers the length and width of the viaduct and the fact that trains were kept running most of the time I think it is an amazing testament to the abilities of the GWR's own bridge gangs in undertaking the largest and most complex of jobs.
In the second photo I am at the same location as the first photo but nearly 2½ years earlier when the trains were still running. The image shows small prairie 4567 coming off the viaduct at 4.15 in the afternoon with the returning Launceston to Tavistock Junction Goods. I have chosen this image because it shows that the single track ran down the centre of the viaduct and the track was ballasted across the viaduct. Now very often on steel or iron viaducts the longitudinal trusses are arranged directly beneath the running rails with the track supported on longitudinal timber beams, with timber struts and iron tie bars keeping the timber beams, and thus the rails at the correct gauge. It would have been a huge logistical problem to construct the concrete slab but it would have allowed the one line of rails to be moved over if the second line were ever built. On a later visit when the concrete slab had been broken out I recovered a piece of aggregate from which the concrete was made and it was a striking dark green in colour. Any suggestions as to the source of the aggregate ? The article in the GWR Magazine makes no mention of the concrete slab but I have photos of it being broken out which will be shown in a subsequent article on the demolition of the viaduct.
In Part 48 I suggested that with Walkham Viaduct demolished the third most interesting railway viaduct (after the Royal Albert Bridge and Meldon Viaduct) in Devon and Cornwall is Moorswater just west of Liskeard. In numerical terms Moorswater is 318 yards long and 147 feet high; this makes it the second longest in Cornwall and not quite so long as Walkham at 367 yards; the highest in Cornwall at 147 feet and higher than Walkham at 132 feet. Moorswater is longer and higher than any of the viaducts between Truro and Penzance (8 no.); between Truro and Falmouth (8 originally); and between Totnes and Plymouth (5 no.). Moorswater really is a beautiful bridge crossing a valley at an interesting location. Constructed by Brunel for the opening of the Cornwall Railway in May 1859 the original stone pier and timber superstructure viaduct was replaced by the present brick and stone structure on a new alignment opened in 1881. The area is nicely recorded in the OS 25-inch plan of 1881/2 which shows a single broad gauge line across the viaduct. Just to the north of the viaduct is a yard, which although unannotated, is believed to be the stonemasons yard where the stone for the viaduct was cut. In 1881 the Liskeard & Caradon Railway was still in operation, complete with Moorswater Station. The china clay works had not yet been built, and nor had the steeply graded railway line from Coombe Junction up to Liskeard Station on the main line. The Looe branch had not yet been taken over by the GWR and was still being operated by the L & C.
In Latest Input on 6 August 2025 Jon Hird showed some good views of the Moorswater area. Jon was also kind enough to take some drone pictures of Moorswater from the north side for this article because most published pictures of the viaduct are taken from the south side presumably because it is the side the light comes from for most of the time photographers are out and about and it is also easier to access. Another important factor is that the surviving Brunel stone piers are on the south side of the present viaduct and add atmosphere to the scene.
In the second photo I am at the same location as the first photo but nearly 2½ years earlier when the trains were still running. The image shows small prairie 4567 coming off the viaduct at 4.15 in the afternoon with the returning Launceston to Tavistock Junction Goods. I have chosen this image because it shows that the single track ran down the centre of the viaduct and the track was ballasted across the viaduct. Now very often on steel or iron viaducts the longitudinal trusses are arranged directly beneath the running rails with the track supported on longitudinal timber beams, with timber struts and iron tie bars keeping the timber beams, and thus the rails at the correct gauge. It would have been a huge logistical problem to construct the concrete slab but it would have allowed the one line of rails to be moved over if the second line were ever built. On a later visit when the concrete slab had been broken out I recovered a piece of aggregate from which the concrete was made and it was a striking dark green in colour. Any suggestions as to the source of the aggregate ? The article in the GWR Magazine makes no mention of the concrete slab but I have photos of it being broken out which will be shown in a subsequent article on the demolition of the viaduct.
In Part 48 I suggested that with Walkham Viaduct demolished the third most interesting railway viaduct (after the Royal Albert Bridge and Meldon Viaduct) in Devon and Cornwall is Moorswater just west of Liskeard. In numerical terms Moorswater is 318 yards long and 147 feet high; this makes it the second longest in Cornwall and not quite so long as Walkham at 367 yards; the highest in Cornwall at 147 feet and higher than Walkham at 132 feet. Moorswater is longer and higher than any of the viaducts between Truro and Penzance (8 no.); between Truro and Falmouth (8 originally); and between Totnes and Plymouth (5 no.). Moorswater really is a beautiful bridge crossing a valley at an interesting location. Constructed by Brunel for the opening of the Cornwall Railway in May 1859 the original stone pier and timber superstructure viaduct was replaced by the present brick and stone structure on a new alignment opened in 1881. The area is nicely recorded in the OS 25-inch plan of 1881/2 which shows a single broad gauge line across the viaduct. Just to the north of the viaduct is a yard, which although unannotated, is believed to be the stonemasons yard where the stone for the viaduct was cut. In 1881 the Liskeard & Caradon Railway was still in operation, complete with Moorswater Station. The china clay works had not yet been built, and nor had the steeply graded railway line from Coombe Junction up to Liskeard Station on the main line. The Looe branch had not yet been taken over by the GWR and was still being operated by the L & C.
In Latest Input on 6 August 2025 Jon Hird showed some good views of the Moorswater area. Jon was also kind enough to take some drone pictures of Moorswater from the north side for this article because most published pictures of the viaduct are taken from the south side presumably because it is the side the light comes from for most of the time photographers are out and about and it is also easier to access. Another important factor is that the surviving Brunel stone piers are on the south side of the present viaduct and add atmosphere to the scene.
My friend Charles stands at the south end of Walkham Viaduct at 7.25pm on the evening of Thursday 13 August 1964. Copyright Michael L. Roach.
I am stood in roughly the same place as the previous photo as 4567 comes off the viaduct with the Launceston to Tavistock Junction goods at 4.15pm on Saturday 31 March 1962. Copyright Michael L. Roach.
The newly-constructed wagons bringing the girders built by The Horsehay Company from Dawley in Shropshire to Devon in pairs. The Horsehay Ironworks was established in 1754.
The old and new Walkham Viaducts as published in the GWR Magazine in 1910, although the top photo was obviously taken several years earlier.
Most of the article in the GWR Magazine for October 1910 recording the reconstruction of the viaduct.
Most of the article in the GWR Magazine for October 1910 recording the reconstruction of the viaduct.
Just gone 6am on Tuesday 05.08.2025, a GWR 'Castle Class' HST works the first down train into Cornwall over Moorswater Viaduct. Copyright Jon Hird.
The North face of Moorswater Viaduct. The drone is roughly above the A38 Liskeard bypass. 05.08.2025, copyright Jon Hird.
New Facilities for MPower Kernow
August 1st marked a HUGE milestone in our journey to create a technical training centre for young people in Cornwall! Thanks to the incredible support of BAM, we’ve had two classrooms, a toilet block, and a storage unit delivered and installed at our St Blazey site.
BAM’s support has been phenomenal – from generous financial backing to the professional expertise that is helping to bring this project to life.
There’s still plenty to keep our volunteers, partners, and trainees busy preparing the site and curriculum ready for accredited pre-apprenticeship training this Autumn!
If you are able to, please consider a donation to our fundraiser to help introduce young people to engineering - click here.
BAM’s support has been phenomenal – from generous financial backing to the professional expertise that is helping to bring this project to life.
There’s still plenty to keep our volunteers, partners, and trainees busy preparing the site and curriculum ready for accredited pre-apprenticeship training this Autumn!
If you are able to, please consider a donation to our fundraiser to help introduce young people to engineering - click here.
New classrooms, toilet blocks and storage rooms being delivered to MPower Kernow, St. Blazey. Copyright MPower Kernow.
New classrooms, toilet blocks and storage rooms being delivered to MPower Kernow, St. Blazey. Copyright MPower Kernow.
New classrooms, toilet blocks and storage rooms being delivered to MPower Kernow, St. Blazey. Copyright MPower Kernow.
New classrooms, toilet blocks and storage rooms being delivered to MPower Kernow, St. Blazey. Copyright MPower Kernow.
The structures all in place in the compound with the turntable, roundhouse and St. Blazey yard in the background. Copyright MPower Kernow.
Out and about with
Tony Shore
An early start sees hired-in 57312 calling at Lostwithiel with the down 'Night Riviera' sleeper service. 11.08.2025, copyright Tony Shore.
800306 at Newquay with the Boardmasters music festival attendees piling onboard for the journey home. 11.08.2025, copyright Tony Shore.
800306 waits to work the 1Z39 18.04 Newquay - Paddington. 11.08.2025, copyright Tony Shore.
Many thanks, Tony.
Colourful Crewkerne
Bill Elston
A welcome splash of colour in the countryside, as the 1125 EXD - W'LOO approaches Crewkerne, worked by 159103 and 158884, both in the old South West Trains livery. 11.08.2025, copyright Bill Elston.
A good catch, Bill - many thanks
Memories of the North Cornwall Line
Andrew & Diane Jones
Dear Keith, Jon and Roger, l will leave it to your discretion if you publish the attached photograph.
Bernard Mills and his famous Ford 100e once parked here.
Nearly 60 years ago this structure supported the Atlantic Coast Express across the road at Sladesbridge.
Redevelopment at the site has uncovered a fascinating relic and unfortunately its possibly the last remnant of the NCR from here to just south of St Kew Highway.
(Apart from the river Bridge opposite Pendavy Bridge).
Again just south of Trellil the NCR could be rebuilt all the way to Camelford where some major infrastructure has been removed, but from Otterham to Launceston it would be possible to reinstate easily, just needs the will and some investment,
I know pipe dream !
Bernard Mills and his famous Ford 100e once parked here.
Nearly 60 years ago this structure supported the Atlantic Coast Express across the road at Sladesbridge.
Redevelopment at the site has uncovered a fascinating relic and unfortunately its possibly the last remnant of the NCR from here to just south of St Kew Highway.
(Apart from the river Bridge opposite Pendavy Bridge).
Again just south of Trellil the NCR could be rebuilt all the way to Camelford where some major infrastructure has been removed, but from Otterham to Launceston it would be possible to reinstate easily, just needs the will and some investment,
I know pipe dream !
Remains of the former rail over road bridge at Sladesbridge, near Trelawney Garden Centre. Uncovered for the first time in decades due to nearby construction works. 11.08.2025, copyright Andrew & Diane Jones.
The scene 49 years ago, and the Ford 100e which Andrew makes reference to, pulled from our North Cornwall Line gallery. A most interesting picture taken in July 1976 of Sladesbridge - this carried the North Cornwall line over the main Wadebridge to Bodmin road. The bridge is seen just prior to demolition as can be seen from the removed embankment to the right. The car parked on the verge is the Bernard Mills chariot 'Western Empire'. Photograph copyright Bernard Mills
Many thanks Andrew & Diane - I drove right past there on Sunday and totally missed this! Fascinating to see a 'ghost' of the NCL rearing its head after all these years.