Something for the weekend...?
This weekend sees the first visit to Cornwall of 2026 by Belmond's ultra-luxurious touring train, the Britannic Explorer.
Also, Sunday evening sees the Rail200 exhibition train heading to Newquay for its week-long stay.
Times for both trips are available in our Railtour Calendar.
We look forwards to seeing your photos!
Also, Sunday evening sees the Rail200 exhibition train heading to Newquay for its week-long stay.
Times for both trips are available in our Railtour Calendar.
We look forwards to seeing your photos!
NINETEEN SIXTY FOUR – PART 99
Tiverton and the 1400-Class
Michael L. Roach
The 1964 Series Parts 16, 17 and 18 were published here some 16 months ago, and in those articles, I visited the short branch from Tiverton Junction to Tiverton on the last day of passenger services which was 3 October 1964. The branch was steam-operated until the last day. First a word about the orientation of Tiverton Station. Although the most important route through Tiverton (that from Exeter to Dulverton) was south to north the first railway station at Tiverton was orientated east-west. This was because it had arrived from the east to the edge of town and was alongside the main road from the east. The original station is shown on the first 25-inch OS of 1888/1890 on NLS Maps.
The branch had been originally planned and built by the Bristol and Exeter Railway which found it much easier for their main line to miss the town of Tiverton and construct a short branch line instead. The main line opened to passengers on 1 May 1844 and the branch opened to passengers on 12 June 1848 to a terminal station in what would later be the goods yard. The line was 4¾ miles long and broad gauge. The line was converted to standard gauge in June 1884 in preparation for the arrival of the new standard gauge lines from the north (Dulverton) and south (Exeter). A new two platform through station was built alongside the existing terminus. A third platform; a bay; was added at the east end of Tiverton Station during 1931 improvements for passenger trains from Tiverton Junction. When a train from the Junction arrived at the down branch home signal (signal 39 in the attached signalling diagram) it could only fork left and proceed to the down platform or the bay platform.
I was also at Tiverton on Tuesday 29 September 1964 a few days before the last day of passenger services and in this part will concentrate on the station at Tiverton itself which had been a 3-platform terminus since the withdrawal of the passenger service between Exeter St. Davids and Dulverton one year earlier on 7 October 1963. The service to the Junction was operated by auto-trains which had their own dead-end bay platform, but this bay was not used for the last year, resulting in an interesting manoeuvre for trains arriving at Tiverton. Because the signal interlocking would not allow a train from the junction to proceed direct to the up platform on the north side of the station, where all the principal rooms and offices were, the auto-train was signalled into the down platform, passed through without stopping, out towards Exeter a short distance onto the single line, and then reversed into the up platform once the up main home had been lowered (signal 1 in the diagram). Being an auto-train with the driver at one end and the fireman at the other this manoeuvre presented no problem and gave passengers a shorter and more convenient exit from the station.
The trains on the branch had been operated by the auto-fitted 1400-class of 0-4-2 tanks for many years; possibly all the way back to when the class was introduced as the 4800-class in August 1932. Indeed some of the early examples went to Exeter Shed in September and October 1932. Tiverton Junction sub-shed received two examples new, 4806 in September 1932 and 4832 in July 1934. In the last few years a total of eight of the class were based at Exeter and later Taunton after Exeter GW shed closed to steam, but they were also operating from Exeter to Dulverton and Tiverton Junction to Hemyock. After those two lines closed to passengers there were just two 1400s left numbers 1442 and 1450 both based at Taunton but one spent the night at the small sub-shed at Tiverton Junction. Something which shows how small the engines were is the fact that British Railways rated them 1P. Of the 75 built a total of four have been preserved: 1420, 1442, 1450 and 1466. 1442 is preserved locally at Tiverton Museum.
The Tiverton auto was one of the last autos on the whole of the former GWR system; the actual last was the Chalford auto which ran to Gloucester Central Station. This passenger service was withdrawn just four weeks after the Tiverton service on and from 02 November 1964. It was a great testament to the design of the 1400-class 0-4-2 tanks that they were near-perfect for the services they were designed to operate and that here at Tiverton the class operated the auto-trains for the whole of the class's 32-year working life.
The branch had been originally planned and built by the Bristol and Exeter Railway which found it much easier for their main line to miss the town of Tiverton and construct a short branch line instead. The main line opened to passengers on 1 May 1844 and the branch opened to passengers on 12 June 1848 to a terminal station in what would later be the goods yard. The line was 4¾ miles long and broad gauge. The line was converted to standard gauge in June 1884 in preparation for the arrival of the new standard gauge lines from the north (Dulverton) and south (Exeter). A new two platform through station was built alongside the existing terminus. A third platform; a bay; was added at the east end of Tiverton Station during 1931 improvements for passenger trains from Tiverton Junction. When a train from the Junction arrived at the down branch home signal (signal 39 in the attached signalling diagram) it could only fork left and proceed to the down platform or the bay platform.
I was also at Tiverton on Tuesday 29 September 1964 a few days before the last day of passenger services and in this part will concentrate on the station at Tiverton itself which had been a 3-platform terminus since the withdrawal of the passenger service between Exeter St. Davids and Dulverton one year earlier on 7 October 1963. The service to the Junction was operated by auto-trains which had their own dead-end bay platform, but this bay was not used for the last year, resulting in an interesting manoeuvre for trains arriving at Tiverton. Because the signal interlocking would not allow a train from the junction to proceed direct to the up platform on the north side of the station, where all the principal rooms and offices were, the auto-train was signalled into the down platform, passed through without stopping, out towards Exeter a short distance onto the single line, and then reversed into the up platform once the up main home had been lowered (signal 1 in the diagram). Being an auto-train with the driver at one end and the fireman at the other this manoeuvre presented no problem and gave passengers a shorter and more convenient exit from the station.
The trains on the branch had been operated by the auto-fitted 1400-class of 0-4-2 tanks for many years; possibly all the way back to when the class was introduced as the 4800-class in August 1932. Indeed some of the early examples went to Exeter Shed in September and October 1932. Tiverton Junction sub-shed received two examples new, 4806 in September 1932 and 4832 in July 1934. In the last few years a total of eight of the class were based at Exeter and later Taunton after Exeter GW shed closed to steam, but they were also operating from Exeter to Dulverton and Tiverton Junction to Hemyock. After those two lines closed to passengers there were just two 1400s left numbers 1442 and 1450 both based at Taunton but one spent the night at the small sub-shed at Tiverton Junction. Something which shows how small the engines were is the fact that British Railways rated them 1P. Of the 75 built a total of four have been preserved: 1420, 1442, 1450 and 1466. 1442 is preserved locally at Tiverton Museum.
The Tiverton auto was one of the last autos on the whole of the former GWR system; the actual last was the Chalford auto which ran to Gloucester Central Station. This passenger service was withdrawn just four weeks after the Tiverton service on and from 02 November 1964. It was a great testament to the design of the 1400-class 0-4-2 tanks that they were near-perfect for the services they were designed to operate and that here at Tiverton the class operated the auto-trains for the whole of the class's 32-year working life.
The Tiverton Station signalling diagram.
A single auto-coach propelled by 1442 is seen arriving at Tiverton at 15.41 and passing right through the down platform. Copyright Michael L. Roach.
Just one minute later and 1442 is hauling its single coach into the one platform then in use at 15.42 right on time. Copyright Michael L. Roach.
The train stands ready to leave on the 16.00 to Tiverton Junction. Note the blue-on-white enamel signs which probably date to the construction of this second station in 1884. Enamel signs were at the peak of their popularity in the 1880s. Copyright Michael L. Roach.
The lighting was a lot better looking in this direction. Copyright Michael L. Roach.
The combination arrive again on the 16.15 from the Junction, photographed from the road bridge. Copyright Michael L. Roach.
Many thanks as always Mike, what lovely little things the 14xx's were (are!).
For more of Michaels articles, please click here.
For more of Michaels articles, please click here.
Thursdays Clay
Tony Shore, Sam Sheldrick, Mark Lynam & Clive Smith
At 1047 on 02.04.2026, the first GBRf operated train from Treviscoe departs behind 66787, this being 6M53, Parkandillack (actually Treviscoe) - Cliffe Vale. 02.04.2026, copyright Tony Shore.
66787 easing off the branch at Burngullow Junction. 02.04.2026, copyright Tony Shore.
6M53 passing the disused silos at Burngullow. 02.04.2026, copyright Tony Shore.
66787 passing the former dairy complex at Lostwithiel. 02.04.2026, copyright Sam Sheldrick.
66787 passing the former dairy complex at Lostwithiel. 02.04.2026, copyright Sam Sheldrick.
A great sunny shot at East Largin as 66787 continues east. 02.04.2026, copyright Mark Lynam.
GBRf 66787 passes Western Beacon on the slopes of Dartmoor at Ivybridge with the 6M53 11.45 Parkandillack - Exeter Riverside clay JIAs starting from Treviscoe running over an hour early. 02.04.2026, copyright Clive Smith.
Many thanks all, more great coverage of the new era of clay transportation.
Cardiff Comparison
Michael Adams & Michael Forward
Michael Adams has sent this picture of 37903 heading East through Cardiff on 10 Feb 1988 with loaded Welsh made steel slabs, then an everyday scene. Copyright Michael Adams.
Now my shot ,taken from the same spot,but on 24 March 2026 ,shows 67008 bringing in the coaches to form service 1W57,the 10.54 to Manchester Piccadilly. Its certainly good to still see locos and coaches. Copyright Michael Forward.
Many thanks to both Michaels, an interesting comparison indeed.
April 1976
Part 3
Roger Winnen
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Demolition of Long Rock coal stage. 04.04.1976, copyright Roger Winnen.
Plym Valley Railway
Signalling Installation Update
Chris Bellett
Latest signal installed at Marsh Mills. The top stop arm will be the Up Home signal No.3 with Marsh Mills station Up Inner Fixed Distant signal below. 02.04.2026, copyright Chris Bellett.
Top work Chris, many thanks for sharing this with us.
Penzance - Leeds
Paul Barlow
45145 passes Rewe on the 1215 Penzance to Leeds 1E21. 19.04.1981, copyright Paul Barlow.
Nice shot Paul, many thanks.
Re: The demise of 31421
Anthony Ewan
I have been an avid reader of your site for some time, but with other constraints I haven't been able to post anything until now. Reading through the posts sent for a couple of years the one that interests me the most was the article about 31241, as an avid 31 fan I can add the following about this loco.
The loco had quite a normal existence for one of these loco's until 3rd January 1976 when it was involved in a collision with Western D1055 at Worcester Foregate Street working 3V01 05:30pm Curzon Street to Worcester parcels, the latter ran into the back of it causing significant damage to itself and to the GUV van the class 31 was hauling. This led to the end of D1055 but there was only very minor damage to the number 1 end of 31241, it was sent away to Doncaster Works on 4th February and was released back into traffic on 16th March without repaint. This accident has confused a lot of people into the belief this was the loco's demise, there is little documented history being an early withdrawal, however I have only ever seen one image of 31241 immediately after the crash and only about a dozen in its working life. Accident report: DoTWorcesterTunnel1976.pdf.
31241 was back in Doncaster Works again at the end of 1976 after catching fire at Chippenham on 19th November working 3A06 17:30pm Bristol Temple Meads to Paddington parcels, the repair work was carried out from 2nd December to 21th January 1977 and this time seems to have included a repaint.
On 30th January and 6th February the loco along with 31421 and 31118 was using to haul a film crew train along the Marlow branch for the making of the French film "Tout les Chattes Sont Gris" (All Cats Are Grey), although accounts say the formation spent most of its time sat in Marlow station.
It continued to operate until around 20th December 1981 when it was withdrawn from Exeter Shed (hence the pictures on the CRS showing it there with damage at number 2 end), the exact cause is still unknown. Around this date there are no recorded crashes with any other loco, DMU or rolling stock in the area, so it must have been a small incident and would not warrant an investigation by the Department of Transport hence it was not recorded. The incident most likely took place at Exeter shed either a rough shunt, or it hit the buffer stops causing the drooped cab and bent frame which on class 31's is a common weak spot. The weather this month was horrendous, it is most likely that poor visibility and railhead conditions could be to blame for a collision, most likely going onto Exeter shed in the dark. This month was also the lowest minimum temperature ever recorded for it −15.9 °C (3.4 °F) 13. The 12th to 13th in particular saw temperatures widely plunge below -18C, with much of the country then snowbound for nearly one month. A bit of nostalgia, the 23rd December 1981 BBC weather forecast https://youtu.be/Jq5vSHSJ5xk.
From here onwards it was towed to Laira shed around the 25th December for evaluation or component recovery, some English Electric components are interchangeable with other loco classes. The only other possible reason is the official withdrawal had to take place at a T&RSMD such as Laira for TOPs/paperwork reasons, as opposed to a smaller stabling point like Exeter.
the loco was quickly towed away from Laira on December 26th by 31421 with 37299 in the consist, the later WK - major O/H (37299 as a Brake force runner?), to Bristol Bath Road for further component recovery then to Swindon for cutting in April 1982.
Thanks to Mark Chaplin, Karl Hewlett and Peter Hall for the info on the fate of this loco.
The loco had quite a normal existence for one of these loco's until 3rd January 1976 when it was involved in a collision with Western D1055 at Worcester Foregate Street working 3V01 05:30pm Curzon Street to Worcester parcels, the latter ran into the back of it causing significant damage to itself and to the GUV van the class 31 was hauling. This led to the end of D1055 but there was only very minor damage to the number 1 end of 31241, it was sent away to Doncaster Works on 4th February and was released back into traffic on 16th March without repaint. This accident has confused a lot of people into the belief this was the loco's demise, there is little documented history being an early withdrawal, however I have only ever seen one image of 31241 immediately after the crash and only about a dozen in its working life. Accident report: DoTWorcesterTunnel1976.pdf.
31241 was back in Doncaster Works again at the end of 1976 after catching fire at Chippenham on 19th November working 3A06 17:30pm Bristol Temple Meads to Paddington parcels, the repair work was carried out from 2nd December to 21th January 1977 and this time seems to have included a repaint.
On 30th January and 6th February the loco along with 31421 and 31118 was using to haul a film crew train along the Marlow branch for the making of the French film "Tout les Chattes Sont Gris" (All Cats Are Grey), although accounts say the formation spent most of its time sat in Marlow station.
It continued to operate until around 20th December 1981 when it was withdrawn from Exeter Shed (hence the pictures on the CRS showing it there with damage at number 2 end), the exact cause is still unknown. Around this date there are no recorded crashes with any other loco, DMU or rolling stock in the area, so it must have been a small incident and would not warrant an investigation by the Department of Transport hence it was not recorded. The incident most likely took place at Exeter shed either a rough shunt, or it hit the buffer stops causing the drooped cab and bent frame which on class 31's is a common weak spot. The weather this month was horrendous, it is most likely that poor visibility and railhead conditions could be to blame for a collision, most likely going onto Exeter shed in the dark. This month was also the lowest minimum temperature ever recorded for it −15.9 °C (3.4 °F) 13. The 12th to 13th in particular saw temperatures widely plunge below -18C, with much of the country then snowbound for nearly one month. A bit of nostalgia, the 23rd December 1981 BBC weather forecast https://youtu.be/Jq5vSHSJ5xk.
From here onwards it was towed to Laira shed around the 25th December for evaluation or component recovery, some English Electric components are interchangeable with other loco classes. The only other possible reason is the official withdrawal had to take place at a T&RSMD such as Laira for TOPs/paperwork reasons, as opposed to a smaller stabling point like Exeter.
the loco was quickly towed away from Laira on December 26th by 31421 with 37299 in the consist, the later WK - major O/H (37299 as a Brake force runner?), to Bristol Bath Road for further component recovery then to Swindon for cutting in April 1982.
Thanks to Mark Chaplin, Karl Hewlett and Peter Hall for the info on the fate of this loco.
Many thanks Anthony, great research. An accident at Exeter leading to the locos withdrawal seems to be the general concensus our readers reached, too.
Spring in the Glynn Valley
Mark Lynam
A pair of GWR class 175's cross East Largin viaduct. 02.04.2026, copyright Mark Lynam.
A 5-car Hitachi unit crosses St. Pinnock viaduct. 02.04.2026, copyright Mark Lynam.
A GWR Class 150 crossing St. Pinnock viaduct in some lucky sun as the shadows creep across the opposite side of the valley. 02.04.2026, copyright Mark Lynam.
Another 150 scurries over East Largin viaduct. 02.04.2026, copyright Mark Lynam.
A Class 158 crossing Largin, these units not so common in Cornwall with the current timetable. 02.04.2026, copyright Mark Lynam.
A 2-car class 175 crossing St. Pinnock viaduct. 02.04.2026, copyright Mark Lynam.
And finally, framed by the trees in the woods, a 9-car Hitachi heads over St. Pinnock viaduct. 02.04.2026, copyright Mark Lynam.
A fine selection Mark, very well done and thanks for sharing them with us.
