NINETEEN SIXTY FOUR – PART 57
Halwill to Torrington
Michael L. Roach
At the end of the Nineteenth Century, the north west of Devon was a sparsely populated depressed area. The government of the day passed the Light Railways Act of 1896 to assist such areas to have the benefits of a railway line. The Act allowed reduced standards of construction but the downside was that there were drawbacks including an overall 25mph speed limit. The North Devon and Cornwall Junction Light Railway was formed to take advantage of the Act and open up north west Devon but by the time it opened it was probably already too late as motorised road transport was already improving dramatically. The line was built south from Torrington to Hatherleigh and Halwill Junction Station on the North Cornwall line from Okehampton to Wadebridge and Padstow. The line opened to passengers one hundred years ago on 27 July 1925. It was too late to be affected by the Grouping of the Railways under the 1921 Act, and remained independent until nationalisation in 1948, but was worked by the Southern Railway from opening until nationalisation.
Halwill to Torrington was the last new full-sized railway built in England until the 68-mile Channel Tunnel Rail Link known as HS1 opened on 14 November 2007. Comparison of any aspect of the two lines – earthworks, gradients, speed limits, curves, ballast, length of trains etc – would be stark; the two lines are completely at the opposite ends of the spectrum. Passenger traffic was never heavy and for the last few years there were just two passenger trains that travelled the full 20 miles of the route. Freight traffic was much healthier with the transport of ball clay being very important. The passenger trains had been dieselised before withdrawal on and from 1 March 1965 with the last trains running on Saturday 27 February 1965, with freight continuing on the northern section for a few more years. The lines at each end that the light railway had joined together did not last much longer than the line itself. The line from Barnstaple to Torrington closed on and from 3 October 1965; with the North Cornwall line through Halwill closing a year later on 4 October 1966.
My first trip over the line was on 6 August 1960 on a circular tour, Plymouth to Plymouth via Launceston, Halwill, Torrington, Barnstaple, Ilfracombe, Barnstaple, Dulverton and Exeter. My second was a return trip from Halwill Junction to Barnstaple and return on Saturday 29 June 1963 on the same train the 10.52am off Halwill returning on the 4.40pm off Torrington. On the outward leg 41210 had the usual one coach plus two box vans which were dropped off at Petrockstowe. On the return journey from Barnstaple I recorded that there were about 150 passengers in the two coaches as far as Bideford. From Torrington, behind 41214 there were 7 passengers with 2 alighting at Yarde, and 5 alighting at Halwill. My third and last trip was on The Exmoor Ranger Railtour of 27 March 1965 i.e after closure of part of the route. More about the railtour in the relevant section of this website, and on sixbellsjunction website.
On my first trip over the line in 1960 we caught the first train of the day, then timed at 10.52am, one coach hauled by Ivatt 2-6-2T no. 41314 of Barnstaple Junction Shed. I had earlier started making odd records on some of my rail journeys along branch lines and secondary routes. Sometimes it would be carriage numbers or passenger numbers, but on this journey from Halwill to Torrington I recorded the number of goods wagons in each of the goods yards passed en-route. Although long distance road haulage had commenced in the 1930s many customers had stayed loyal to the railways up until 1960. Many customers were based in goods yards and found it useful to use the loaded box vans for the temporary storage of their incoming goods. The main traffic in rural areas would be agricultural stores and domestic coal, both of which could stay in the wagon until needed, avoiding double handling into a store or bin. The first station was Hole where there were 3 wagons parked up beside the large warehouse (exact purpose unknown). At the next station Hatherleigh there were no less than 13 wagons parked up which seemed very good; and at Petrockstowe 5 wagons. The train had started from Halwill with 4½ passengers; adding one at Petrockstowe, one at Yarde and one at Watergate. No passengers alighted at intermediate stations so 7½ alighted at journey's end Torrington.
Halwill to Torrington was the last new full-sized railway built in England until the 68-mile Channel Tunnel Rail Link known as HS1 opened on 14 November 2007. Comparison of any aspect of the two lines – earthworks, gradients, speed limits, curves, ballast, length of trains etc – would be stark; the two lines are completely at the opposite ends of the spectrum. Passenger traffic was never heavy and for the last few years there were just two passenger trains that travelled the full 20 miles of the route. Freight traffic was much healthier with the transport of ball clay being very important. The passenger trains had been dieselised before withdrawal on and from 1 March 1965 with the last trains running on Saturday 27 February 1965, with freight continuing on the northern section for a few more years. The lines at each end that the light railway had joined together did not last much longer than the line itself. The line from Barnstaple to Torrington closed on and from 3 October 1965; with the North Cornwall line through Halwill closing a year later on 4 October 1966.
My first trip over the line was on 6 August 1960 on a circular tour, Plymouth to Plymouth via Launceston, Halwill, Torrington, Barnstaple, Ilfracombe, Barnstaple, Dulverton and Exeter. My second was a return trip from Halwill Junction to Barnstaple and return on Saturday 29 June 1963 on the same train the 10.52am off Halwill returning on the 4.40pm off Torrington. On the outward leg 41210 had the usual one coach plus two box vans which were dropped off at Petrockstowe. On the return journey from Barnstaple I recorded that there were about 150 passengers in the two coaches as far as Bideford. From Torrington, behind 41214 there were 7 passengers with 2 alighting at Yarde, and 5 alighting at Halwill. My third and last trip was on The Exmoor Ranger Railtour of 27 March 1965 i.e after closure of part of the route. More about the railtour in the relevant section of this website, and on sixbellsjunction website.
On my first trip over the line in 1960 we caught the first train of the day, then timed at 10.52am, one coach hauled by Ivatt 2-6-2T no. 41314 of Barnstaple Junction Shed. I had earlier started making odd records on some of my rail journeys along branch lines and secondary routes. Sometimes it would be carriage numbers or passenger numbers, but on this journey from Halwill to Torrington I recorded the number of goods wagons in each of the goods yards passed en-route. Although long distance road haulage had commenced in the 1930s many customers had stayed loyal to the railways up until 1960. Many customers were based in goods yards and found it useful to use the loaded box vans for the temporary storage of their incoming goods. The main traffic in rural areas would be agricultural stores and domestic coal, both of which could stay in the wagon until needed, avoiding double handling into a store or bin. The first station was Hole where there were 3 wagons parked up beside the large warehouse (exact purpose unknown). At the next station Hatherleigh there were no less than 13 wagons parked up which seemed very good; and at Petrockstowe 5 wagons. The train had started from Halwill with 4½ passengers; adding one at Petrockstowe, one at Yarde and one at Watergate. No passengers alighted at intermediate stations so 7½ alighted at journey's end Torrington.
A general view of Halwill Junction Station from the Torrington bay platform on Saturday 6 August 1960. Copyright Michael L. Roach.
41314 waits to take out the 10.52am to Torrington on 06.08.1960. Copyright Michael L. Roach.
Ivatt 41283 leaves Hole Station with the 6.30pm Halwill to Torrington on 28 March 1964. Copyright Michael L. Roach.
Two months later and 41283 is on the 10.38am Halwill to Torrington crossing the main road near Hatherleigh on 23 May 1964. I am looking towards Halwill. Copyright Michael L. Roach.
41314 takes water at Hatherleigh Station on 06.08.1960 while working the 10.52am Halwill to Torrington train. Copyright Michael L. Roach.
Many thanks for another fascinating instalment, Mike.
For more of Michaels articles, please click here.
For more of Michaels articles, please click here.
The Launceston Steam Railway
Andrew & Diane Jones
It's been a while, so I thought a trip to Launceston was the order of day.
Kay and Nigel Bowman have engineered a remarkable collection of victorian infrastructure and rolling stock, running to very high standards, using much ingenuity and stamina.
The last BR trains ran decades ago, so it's a privilege to experience the beautiful Kensey Valley just as it was in the 1960's, imagining being pulled by a Bullied Pacific or T9 on the Atlantic Coast Express to far flung Padstow and the delights of the North Coast.
There are a number of working locomotives and on Monday 28th July 2025 it was the turn of Lilian, Hunslet manufactured ex Penrhyn Quarry locomotive, Purchased by Nigel in 1964 for £60 and lovingly restored.
Now in her 142nd year she has outlasted many generations and continues to give good service, although Kay tells me that the Polish Coal gives her indigestion!
Nigel has introduced a new style of sleeper made from redundant rail to replace some of the traditional wooden sleepers which suffer from rot very quickly, he says modern timber just doesn't last and bemoans that creosote is no longer allowed to be used.
The railway has one of the best bookshops I have encountered in a long while and a very comfortable tea room with many temptations.
The Launceston Steam Railway is a rare example of how sheer tenacity and a professional approach delivers an experience that satisfies all tastes, you can even stay a few nights and live and breath an atmospheric time warp.
Very well done Nigel and Kay and may there be many more years ahead.
Kay and Nigel Bowman have engineered a remarkable collection of victorian infrastructure and rolling stock, running to very high standards, using much ingenuity and stamina.
The last BR trains ran decades ago, so it's a privilege to experience the beautiful Kensey Valley just as it was in the 1960's, imagining being pulled by a Bullied Pacific or T9 on the Atlantic Coast Express to far flung Padstow and the delights of the North Coast.
There are a number of working locomotives and on Monday 28th July 2025 it was the turn of Lilian, Hunslet manufactured ex Penrhyn Quarry locomotive, Purchased by Nigel in 1964 for £60 and lovingly restored.
Now in her 142nd year she has outlasted many generations and continues to give good service, although Kay tells me that the Polish Coal gives her indigestion!
Nigel has introduced a new style of sleeper made from redundant rail to replace some of the traditional wooden sleepers which suffer from rot very quickly, he says modern timber just doesn't last and bemoans that creosote is no longer allowed to be used.
The railway has one of the best bookshops I have encountered in a long while and a very comfortable tea room with many temptations.
The Launceston Steam Railway is a rare example of how sheer tenacity and a professional approach delivers an experience that satisfies all tastes, you can even stay a few nights and live and breath an atmospheric time warp.
Very well done Nigel and Kay and may there be many more years ahead.
'Lilian' in steam at the Launceston Railway. 28.07.2025, copyright Andrew & Diane Jones.
Nigel, owner of the line, at the controls of 'Lilian'. 28.07.2025, copyright Andrew & Diane Jones.
Departing Launceston. 28.07.2025, copyright Andrew & Diane Jones.
The lineside structures still hint that this was once a standard gauge railway, such as this road bridge near Launceston. 28.07.2025, copyright Andrew & Diane Jones.
Old narrow gauge rail in use as sleepers. 28.07.2025, copyright Andrew & Diane Jones.
Further images below - please click any to obtain an enlargement - all images copyright Andrew & Diane Jones.
Many thanks Andrew & Diane. Your article arrived in good time to follow on from Michaels earlier piece.
The Launceston Railway is a very special place, unspoilt by modern interventions, long may it continue to thrive.
The Launceston Railway is a very special place, unspoilt by modern interventions, long may it continue to thrive.
More of the Bodmin
China Clay Gala
Neil Phillips
Hello Roger, Keith, Jon and Mick,
I attended the BWR's 'China Clay Gala' weekend on the Sunday (27th July) and it was an enjoyable and well-organised event. I attach a few of my photos to add to those already sent in.
Best regards,
Neil Phillips
I attended the BWR's 'China Clay Gala' weekend on the Sunday (27th July) and it was an enjoyable and well-organised event. I attach a few of my photos to add to those already sent in.
Best regards,
Neil Phillips
08444 approaches Bodmin General with an imaginary and unusually small consignment of 'white gold' from (Wenfordbridge Dries via) Boscarne Junction. 27th July 2025, copyright Neil Phillips.
Due to a time warp at Bodmin General the BR blue Class 08 has handed the short consist over to 'Small Prairie' 5552 for the downhill run to Bodmin Road, oops sorry, Parkway. 27th July 2025, copyright Neil Phillips.
Port of Par's 'Judy' manages to make a small Sentinel diesel shunter suddenly look much bigger! 27th July 2025, copyright Neil Phillips.
The BWR has commenced restoration of CDA 375063 - with seven more following on this is most likely best described as an 'ongoing project'..... 27th July 2025, copyright Neil Phillips.
Many thanks, Neil - a nice selection.
Walking the Camel Trail
Steve Clark
A few piccies from only my second walk along the trail. A real bonus was the arrival of an Engineers train at Boscarne Jn behind 08444.
The remains of Dunmere Halt looking towards Bodmin North. I have driven over that bridge many times and had no idea what was below it!! 24.07.2025, copyright Steve Clark.
The running in board at Dunmere Halt still proudly wearing Southern Colours. 24.07.2025, copyright Steve Clark.
This is one of 2 Signal posts i found en route, the other one being at Boscarne Junction. I expect there may be more on the Trail towards Wadebridge. 24.07.2025, copyright Steve Clark.
After 15 minutes we reached Boscarne Jn and heard a train whistle in the distance. The Steam service wasn't due so what could it be? 08444 on a works train was the answer!! 24.07.2025, copyright Steve Clark.
Next Stop, Wadebridge!! 08444 really is at the far limits of the Bodmin & Wenford Railway in this shot. The Camel Trail continues beyond here towards Wadebridge. Great to see so many people out enjoying it. 24.07.2025, copyright Steve Clark.
Fortunate timing with the works train, Steve - many thanks.