The Lynton & Barnstaple Railway (L&B) opened as an independent railway in May 1898. It was a single track narrow-gauge railway just over 19 miles (30 km) long running through the rugged and picturesque area bordering Exmoor in North Devon, England. Although opened after the 1896 Light Railways Act, it was authorised under its own Act of Parliament and built to higher (and more costly) standards than others of the time.

early days at Blackmoor Station

Following the opening of the Devon and Somerset Railway to Barnstaple, there were calls for an extension to serve the twin villages of Lynton and Lynmouth, which were popular with holiday-makers.

Through the middle of the 19th century, several schemes were proposed, from established railway companies and independent developers. One scheme suggested electric power, while another proposed a line from South Molton.

None of these schemes offered sufficient prospects to encourage investment, and few got further than initial plans.

Due to the difficult terrain, one scheme suggested a gauge of 1 ft 11^1⁄2 in (597 mm), already in use on the Festiniog Railway and elsewhere, to ease construction. This scheme was supported by Sir George Newnes who became chairman of the company. The Lynton & Barnstaple Railway Bill was passed on 27 June 1895, and the line opened on 11 May 1898 with public service commencing on 16 May.

The scheme did not meet with universal enthusiasm. From the beginning there were doubts as to the intentions of the promoters. Although often attributed to the difficult terrain, many of the sinuous curves and deviations were due to resistance by local landowners along parts of the route.

A guide published whilst the line was being built stated:

“ On the highest point at Lynton a pretentious mansion has been built for himself by the proprietor of a certain well known publication, whom some look on as the benefactor and others as the evil genius of the place. Through his enterprise it is that the "lift" was made in 1888, to be cursed by conservative and artistic souls, but blessed by unwieldy bodies and rheumatic limbs; he has also favoured the railway, now a 'fait accompli', and the pier which seems so much wanted. Yet whatever may be said of the railway, there is good reason for doubting if the pier would be a real advantage. It would certainly flood the place with a class of excursionists for whom there is little accommodation, and on whom, for the most part, its characteristic beauties would be thrown away.

The line earned a small return for shareholders but a singular lack of goods generated on the route bode badly for the future.

What is good for Devon must also be good for Somerset

Communication along the north coast from Lynton to Minehead was very poor at this time. The terrible hill at Porlock was looked upon with fear by many travellers. A rising tide of interest grew to extend the railway along this route. The cause was taken up by the Halliday family.

Porlock Hill

The Hallidays vied with Sir George Newnes for the position of 'great local landowner'. The Glenthorne Estate was founded by Ben Halliday, a nouveau riche intellectual who inherited his money, made during the Napoleonic wars. Glenthorne House was built between 1839 and 1846.

Glenthorne House

He bought Countisbury parish, and the title of Lord of the Manor to go with it and set about 'bringing modernity' to the local population. Unlike Sir George Newnes, the Halliday family did appear to enjoy more local support for their projects, which were viewed as bringing work and amenities that were useful to the area.

If Sir George had built a railway from Barnstaple to Lynton, then the Hallidays were going to bring it to the North coast of Somerset and on to Minehead!

The projected route of the main line followed the East Lyn River from Lynton Junction at Barbrook through to Rockford, Brendon, County Gate and Oareford before winding through Exmoor to Minehead, where an exchange station was to be built alongside the GWR.

The Glenthorne Estate was planning a small power station to be built West of Porlock to supply electricity to this underdeveloped area. The project could only come to fruition if a transport system was in place that could provide a steady supply of coal.

To service the planned power station, Glenthorne Estate began to build a harbour giving access to coasters at most states of the tide. A branch line was surveyed to join the main line at County Gate.

The Minehead Extension Railway Act was passed on April 6th 1900, authorising construction of the line. The Glenthorne Harbour Authority was granted a Light Railway Order a week later which granted powers to build the steeply graded branch line from County Gate to the port.

After the difficulties experienced with Nuthalls, the original contractors, (who were now in receivership), Robert McAlpine & Co were chosen for this final section with Rhys Davies BSc C.Eng. as consulting engineer. The construction took nearly three years before the first train ran into Minehead in 1903 and works included 76 bridges, four viaducts (Robert Barnard C.Eng consulting engineer). The Harbour Branch opened at the same time and was one of the most expensive railway projects per mile of the time.

McKenzie & Holland Ltd were chosen to install all signalling equipment.

The railway was opened in sections, County Gate being opened in 1902;

1: Lynton Junction, (Barbrook viaduct) crossing the West Lyn
2: Lyn Cleave, crossing the East Lyn
3: County Gate, crossing the East Lyn
4: Malmsmead, crossing the Badgeworthy Water

and four tunnels:

1: Watersmeet, cutting through a peninsula at Barton Wood
2: Glenthorne Hotel near County Gate
3: Porlock, bridging the land barrier between the two valleys
4: Headon Cross, coming down into Minehead

Station buildings continued to be built in Nuremburg style except at Minehead exchange station where 'GWR style architecture was insisted upon.

Porlock tunnel under construction (photo: Institution of Civil Engineers archive)

The Glenthorne Estate proposed that the extended railway should be renamed the Minehead and Barnstaple Railway and a suitable device was struck.

Agreements were made with the Lynton and Barnstaple railway which became the titular operator of the line in exchange for a percentage of operating profits.

click image to enlarge

In reality, the new name was popular in Somerset but Devon folks stubbornly continued to call the line the Lynton and Barnstaple! Lynton Junction was regarded as the 'frontier' in much the same manner as Beddgelert was later to become on the Welsh Highland Railway. This was exacerbated by the continuing friction between Newnes and the Hallidays.

The only rolling stock to carry the new device were those purchased for the extension, including the locomotive 'Oare' which was usually shedded at Minehead or County Gate.

Due to the onerous construction costs, the initial grandiose plans for rolling stock were pruned to a bare minimum. One new locomotive was ordered from Manning Wardle to the same specifications as the original three. This was named 'Oare' after the local river. Additional rolling stock included 6 open bogie wagons, 4 bogie vans and four new coaches similar to the existing stock. The lack of new rolling stock was to place a strain on the entire system.

As a direct consequence, any shortage of motive power could result in trains terminating at Lynton and returning directly to Barnstaple with through passengers stranded at Lynmouth Junction. This would be followed by angry exchanges between the Hallidays and Newnes. During these times, locomotives were sequestered from the Harbour Authority and run somewhat illegally on the Minehead section! On several occasions, staff from County Gate would run a loco down to Pilton Yard, 'after midnight' to 'recover' rolling stock needed to operate the Minehead section!

Manning Wardle 'Oare' at Brendon circa 1912 (photo: Tate Stripnor Collection)

Despite continuing 'spats' between the Hallidays and Sir George, the extended railway did perform quite well financially. Passenger journey times were generally much improved as often, separate goods trains were operated, saving the shunting times experienced when running mixed trains. Local passenger traffic improved. The hamlet of County Gate quickly developed and in 1910, a new hotel was built near to the station by the estate, the Glenthorne Hotel. This became a very popular venue for weddings and holiday makers who could afford it and brought in further railway traffic.

Southern Railway Days

The uncomfortable alliance between Halliday and Newnes ended when the line was purchased by the Southern Railway in 1922. Many improvements were made, including the ordering from Manning Wardle of 'Lew', a further 2-6-2 and two Mallets ( 'River Avon' and 'River Brue') to work the heavier goods traffic and summer tourist specials. The Mallet design was a new departure for the line, using as it did, Walschaerts valve gear and super heating. It was conceived after the successful use of this type of locomotive on several narrow gauge lines in Europe. The Mallets still maintained the L&B loading gauge and by and large performed well. The introduction of these powerful locomotives did much to mitigate the extreme shortage of traction and an aging fleet.

'River Avon' at Barnstaple, circa 1931  (photo: Tate Stripnor Collection)

Coal traffic and general freight from the harbour had now become the mainstay of the entire railway though the line remained very popular with tourists during the summer with summer specials benefiting from the power of the Mallets.

By 1932, however, profitability was in steep decline and rumours were heard that there were plans to close the line. Some rationalisation took place and unnecessary sidings were removed. For example, the disused platform to the harbour at County Gate was removed in 1933. The remaining track was repositioned and named 'New Siding' and continued to serve as a pickup point for harbour general goods traffic. A reduction in the labour force was also made. This quickly resulted in the railway wearing a slightly 'care-worn' look. By early 1934 the situation had further deteriorated and an attempt to close the line was made. Southern Railway was forestalled by agreements made between the Harbour Authority and the extended railway which would have resulted in potentially expensive litigation which was not likely to reach any satisfactory conclusion.

Southern, as a consequence, began to experiment with railcars in order to reduce costs during low traffic periods. Eastleigh, who wanted to promote their 'modern' image, decided to use the railway as a 'guinea pig' to develop a new generation of diesel electric railcars. A French engineer, Jehan du Pontivice, who had gained considerable experience in railcar design while working at the Bugatti factory in France was employed as consultant. Two articulated units were delivered in January 1935. For the first time in many years, the railway became the fastest way to travel in the area and local traffic began to return. From making a substantial loss during winter months, passenger returns actually showed satisfactory profits. Steam traction continued to be employed during the tourist season when long trains were required and of course continued with goods traffic.

Encouraged by these successes, by the winter of 1935, plans were afoot to convert the railway throughout to diesel traction. The future of the line appeared at last to be assured.

The locomotive 'Oare', which had suffered a punishing life operating, in the main, the Minehead section, was withdrawn for major overhaul during the winter of 1934 following boiler problems. Southern Railway subsequently refused to authorize continuation of the work, stating, 'Due to the success of diesel traction, investment should be directed towards replacing steam stock as soon as possible'. The remains of 'Oare' languished forlornly at Pilton Yard.

click image to enlarge

the harbour branch

The independent branch to the harbour was steeply graded and spectacular, with three tunnels, one being 1256 yds long, before the line emerged on the sea cliff hanging on a narrow ledge before descending to the harbour.

Despite being inextricably entwined, the branch never became part of the railway, being operated independently by the Harbour Authority. In many ways however, it became the 'tail that wagged the dog'. Engine shedding for the branch was alongside County Gate station where running maintenance took place. Major maintenance work was undertaken by contract at Pilton Yard. Harbour traffic would be brought to County Gate where it was picked up by the main line engines. At first, a platform was provided for passenger traffic to the harbour. The anticipated ferry service from South Wales never materialised and poor returns soon resulted in the closure of the passenger service. Port staff were still able to enjoy free transport on the branch line. The harbour, however, was to become a considerable success, increasing freight traffic both to Minehead and Barnstaple.

Coal was the mainstay of the harbour. A continual flow was needed for the Porlock power station and the coal merchants, Westmacotte, accounted for a considerable tonnage too. Upon purchase of the line by Southern Railway, much general goods traffic was diverted from the GWR line at Minehead to the Southern at Barnstaple, leaving the County Gate to Minehead section relatively little used for through goods.

A new loco shed was built by the Harbour Authority in 1928 at County Gate, alongside the original stone structure. This permitted more demanding maintenance to be undertaken 'in house' rather than paying the rising costs charged by the Southern for maintenance at Pilton.

Hunslet No2 at County Gate circa 1926 (photo: Tate Stripnor Collection)

locomotives

The Glenthorne Harbour Authority always ploughed their own furrow, ordering two 2-6-2 Hunslet locomotives which were the precursors to the successful 'Russell' delivered to North Wales in 1906. No1 and No2 were slightly more powerful than the subsequent 'Russell'.

Unloading coal at Glenthorne Harbour. An unidentified Garratt can be seen on the wharf  
(photo: executers of Glenthorne Estate)

As the harbour traffic increased, it became clear that more powerful motive power was needed.

In 1910, the Harbour Authority purchased two 0-4-0-0-4-0 Garratt locomotives. These were developments of the K1 Garratts supplied to Tasmania the previous year. These locomotives were chosen to handle heavier loads up the steep winding grades from the port. In later years, as maintenance on the Garratts became onerous, ex WD locomotives were purchased for very little money, although they were not always popular or very successful. The 2-6-2 Alco design seemed more suited to the line than the 4-6-0 Baldwins. By 1935, Garratt (no.4), Hunslet (no. 1), Baldwin (No. 9) and Alco (No.6) were in use. The Alco was overhauled at Pilton Yard over the winter of 1934 where it was fitted with parts of the cab from the withdrawn Manning Wardle, 'Oare'. Garratt No.3 (whose boiler had been condemned) and Hunslet No.2 lay dismantled and raided for parts at Pilton Yard alongside the abandoned remains of 'Oare'. Shunting at the harbour was eventually undertaken by an ex WD Baldwin gas mechanical tractor.

At times, when No4 Garratt was not available, the L&B Mallets, 'River Avon' and 'River Brue' were pressed into service on the harbour branch despite objections from Eastleigh.

The model represents the month of June, 1935.