NINETEEN SIXTY FOUR – PART 36
Heathfield – More About This Rural Junction
Michael L. Roach
The turnpike road from Newton Abbot to Moretonhampstead and Whiddon Down was built by the Newton Bushel Turnpike Trust. Newton Bushel was the old name for Newton Abbot. At a place then called Drum Bridge (now called Drumbridges) it crossed the Chudleigh to Brent turnpike road of 1755. Two miles north of the crossroads was the small town of Bovey Tracey which was once the centre of a number of potteries based on the clay to be found in the area. Just half a mile to the north-east of the crossroads a pottery and brickworks was established by Frank Candy in 1850. The Moretonhampstead and South Devon Railway built a branch line from Newton Abbot to Moreton which passed along the eastern boundary of the Candy Works. The line was opened on 4 July 1866 and worked by the South Devon Railway from the outset although there was no passenger station alongside the works at first. A station was opened alongside the works on I July 1874 and named Chudleigh Road, but the name was changed to Heathfield on 1 October 1882 because the first length of the Teign Valley Railway was about to open from Heathfield to Christow on 9 October 1882 and Chudleigh would then have its own station. The Teign Valley line was standard gauge and the Moreton Branch was broad gauge so for the first ten years until May 1892, and the gauge conversion, all goods had to be transhipped at Heathfield Station. The OS 25-inch of 1887/88 shows two completely separate railways in Heathfield Station.
Even after 1892 there was still no easy rail connection between the two lines. Trains arriving from Newton Abbot destined for the Teign Valley line were directed into a headshunt from which they had to reverse into the bay platform before setting out along the Teign Valley. The OS of 1905/06 shows this layout. Finally in 1916 the junction was rebuilt to allow direct access from the Newton Abbot direction on to the Teign Valley line, with a new signal box being provided to control the new layout. Meanwhile the Teign Valley had been extended from Christow to Exeter on 1 July 1903 and from then until closure the line became a useful diversionary route when the seawall at Dawlish was having problems.
Exeter to Heathfield passenger trains were withdrawn on an from Monday 9 June 1958 with the last trains running on the previous Saturday, as there was no Sunday service. The last timetable shows five trains each way with an extra one on Saturday evenings. There were good connections at Heathfield where passengers changed for Newton Abbot. The Newton to Moreton passenger trains were withdrawn just nine months later on and from Monday 2 March 1959. I made my only trip on this branch on the last day of passenger services Saturday 28 February 1959. The Moretonhampstead Branch was the subject of a failed preservation attempt.
I looked back through many of my GWR and BRWR timetables from 1902 to 1958 to see if any Teign Valley passenger trains ever left the branch and ran through to Newton Abbot. I did not find any doing so and passengers always had to cross the platform into a Moreton to Newton Abbot train. Connections were tight with as little as one minute timetabled between the arrival of one train and the departure of the other. Even in the other direction connections were tight with as little as two minutes allowed. However, some interesting features did come to light looking through the timetables. In Summer 1953 some Heathfield to Exeter passenger trains terminated at Alphington on Saturdays with passengers being advised that the connection was an Exeter Corporation Omnibus. The Summer 1932 timetable was also interesting. All trains were operated by a one class only steam rail motor car, so there was no running around at each end of the journey. This was used to advantage with some rail motors arriving at Heathfield from Exeter and then running north on the Moreton line 2¼ miles to Bovey Station which saved passengers a half hour wait for a Moretonhampstead train. Bovey now has a population of 8,000 persons, and although Heathfield still has very few houses it does have a huge industrial estate.
Even after 1892 there was still no easy rail connection between the two lines. Trains arriving from Newton Abbot destined for the Teign Valley line were directed into a headshunt from which they had to reverse into the bay platform before setting out along the Teign Valley. The OS of 1905/06 shows this layout. Finally in 1916 the junction was rebuilt to allow direct access from the Newton Abbot direction on to the Teign Valley line, with a new signal box being provided to control the new layout. Meanwhile the Teign Valley had been extended from Christow to Exeter on 1 July 1903 and from then until closure the line became a useful diversionary route when the seawall at Dawlish was having problems.
Exeter to Heathfield passenger trains were withdrawn on an from Monday 9 June 1958 with the last trains running on the previous Saturday, as there was no Sunday service. The last timetable shows five trains each way with an extra one on Saturday evenings. There were good connections at Heathfield where passengers changed for Newton Abbot. The Newton to Moreton passenger trains were withdrawn just nine months later on and from Monday 2 March 1959. I made my only trip on this branch on the last day of passenger services Saturday 28 February 1959. The Moretonhampstead Branch was the subject of a failed preservation attempt.
I looked back through many of my GWR and BRWR timetables from 1902 to 1958 to see if any Teign Valley passenger trains ever left the branch and ran through to Newton Abbot. I did not find any doing so and passengers always had to cross the platform into a Moreton to Newton Abbot train. Connections were tight with as little as one minute timetabled between the arrival of one train and the departure of the other. Even in the other direction connections were tight with as little as two minutes allowed. However, some interesting features did come to light looking through the timetables. In Summer 1953 some Heathfield to Exeter passenger trains terminated at Alphington on Saturdays with passengers being advised that the connection was an Exeter Corporation Omnibus. The Summer 1932 timetable was also interesting. All trains were operated by a one class only steam rail motor car, so there was no running around at each end of the journey. This was used to advantage with some rail motors arriving at Heathfield from Exeter and then running north on the Moreton line 2¼ miles to Bovey Station which saved passengers a half hour wait for a Moretonhampstead train. Bovey now has a population of 8,000 persons, and although Heathfield still has very few houses it does have a huge industrial estate.
Heathfield station buildings as seen from the approach road. Beyond the trees was a chimney of the brick and tile works. Note the new pre-cast concrete kerbing. The date was Monday 7 June 1965. Copyright Michael L. Roach.
The station buildings bask in the sun six years after the last passenger trains were withdrawn. Note the clay pipes used as flower pots. Copyright Michael L. Roach.
Another view of the signal box still intact and in use to signal freight trains in 1965. Copyright Michael L. Roach.
A rear view of the signal box. The track in the foreground led to the bay platform used by Teign Valley passenger trains. Copyright Michael L. Roach.
Looking along the track in the Newton Abbot direction showing the junction layout dating from 1916. Copyright Michael L. Roach.
The heavy cast iron nameboard has been dropped and left for someone else to remove. I wonder if it still exists? Copyright Michael L. Roach.
The Summer 1932 timetable for both lines (click to enlarge). Copyright Michael L. Roach.
The Summer 1953 timetable showing Teign Valley trains making fill-in trips to Bovey and return (click to enlarge). Copyright Michael L. Roach.
Thanks as always Michael, another interesting piece.
For more of Michaels articles, please click here.
For more of Michaels articles, please click here.
Down by the river
Craig Munday
A varied week with some mainline action in Bristol and Cornwall, and a unique daylight visitor to Fowey.
24th saw some pleasant though hazy sunshine to welcome back the empty JIAs back to the County. Running in the afternoon, 66127 (again a loco in EWS colours) whisked the wagons westbound at Restormel. 24.03.2025, copyright Craig Munday.
I was in Swindon for the Modern Railways event on 26th March enjoying Western and Wales route updates and saw GBRf 66772 working 25 KEA pass on the Down Through line at Bristol Temple Meads on 25th. The wagons were bound for storage at Exeter Riverside, sadly piling up with the other vehicles there currently out of service. 26.03.2025, copyright Craig Munday.
Back to work soon after, I had the pleasure to accompany GBRf representatives aboard 69003 down to Carne Point for a trip. The loco is pictured at journeys end, Fowey Carne Point. 27.03.2025, copyright Craig Munday.
69003 at Fowey. 27.03.2025, copyright Craig Munday.
The GBRF crew and representatives with 69003 at Fowey. 27.03.2025, copyright Craig Munday.
Excellent photos as always, Craig. Thanks very much for sharing them with us.
Bristol Brush
Phil 'Shattered' Smith
The year is 1989 and 43826 is seen arriving at Bristol Temple Meads. Copyright Phil Smith.
A great shot, Phil, with the Bristol skyline as a backdrop. Thank you.
Original liveried '66' at Westbury
Alan Peters
Still wearing original EWS livery including the '3 beasties' 66013 is pictured in the UP sidings at Westbury being used as the yard pilot on 24/03/25. Copyright Alan Peters.
Nice catch Alan - there can't be many left still in full EWS splendour.