This page provides information and photographs relating to the some of the closed railway lines that became known as "The Withered Arm" of the former Southern Railway. A number of the lines were on the original route of the "Atlantic Coast Express" running from London Waterloo and serving Ilfracombe, Torrington, Padstow, Bude and Plymouth. The named train service "Atlantic Coast Express" was the result of a competition run by the Southern Railway staff magazine with train services starting in 1926. Working Westwards the closed lines included in this article are from Okehampton to Bude, Padstow, Bere Alston and Barnstaple/Ilfracombe via Halwill. As well as passenger traffic these railways provided a useful means of transportation for the rural communities, carrying mineral traffic, agricultural merchandise such as livestock, crops and milk. The railway lines covered are shown on the map below.

The term the "Withered Arm" relates to the closed branch and mainlines which were originally part of the London & South Western Railway routes to the Atlantic coast and to the West. The early history of railway development throughout Devon & Cornwall mirrors that of many railways throughout Britain, in that many schemes were proposed by private railway companies, with few eventually coming to fruition. The timetables immediately below show some of the train services that served the various destinations in the area. The "Atlantic Coast Express" leaving London Waterloo at 11am and 11.05am provided a restaurant car service with through carriages to Padstow, Plymouth, Ilfracombe and Torrington.

Okehampton To Bere Alston

The first line covered by this article ran from Okehampton via Lydford and Tavistock to Bere Alston and was opened throughout on 17th May 1876. The line features several major engineering challenges not least of which was the Meldon viaduct crossing the deep valley of the West Okement river. The viaduct was 151 feet high with a length of 535 feet supported by 6 spans. Additionally the line faced the many undulations of Dartmoor and reacheed the highest summit on the former LSWR near Bridestowe at mile post 201, being 950 feet above sea level. Lydford Junction was then passed with a North facing Junction for the line towards Launceston. The gradients on this section of the route were sever in both directions with some of them being as steep as 1 in 75 for several miles.

After Lydford the railway ran parallel with the river Burn before reaching the station of Brentor. Another significant structure on the line with 8 arches and a height of 75 feet was Tavistock viaduct. This was followed by the 603 yard Shillamill tunnel located just after Tavistock on a gradient of 1 in 98. Bere Alston station was eventually reached being a distance of some 220 miles from London Waterloo, with a journey time taking around 5 and a half hours. Closure of the line from Okehampton as far as Bere Alston came on the 6th May 1968.

Okehampton To Padstow

The second line covered is from Okehampton to Padstow via Halwill, Launceston and Wadebridge, being opened throughout on 23rd March 1899. After leaving Okehampton the LSWR line to Padstow left the Plymouth line at Meldon Junction and headed North Westwards for Halwill Junction. Only 2 intermediate stations were noted in the timetable at Maddaford More Halt and at Ashbury station. Arrival at Halwill Junction presented the traveller with several options, with lines branching off serving the towns of Barnstaple, Bude and Padstow. Turning South Westwards the river Carey was followed and the stations of Ashwater and Tower Hill were passed before arrival at Launceston. Now in Cornwall the railway headed slightly North Westerely before turning South Westwards towards Wadebridge. This section of line contained some delightfully named stations the first one being Egloskerry, which sounded as though it should be on the West coast of Ireland.

Tresmeer and Otterham stations followed being just 5 miles apart. Near Otterham the summit of the line was reached at some 850 feet above sea level after which the line descended towards Camelford. The mineral wealth of the area in the form of slate made use of the railway for transportation, and Delabole station provided the link to the quarry. The appropriately named Port Isaac road station was the next stop being a good 3 miles down the road from the village itself. The next station was St Kew Highway which served a village situated close to the main A39 road. The junction station at Wadebridge provided connections to both Padstow and the line to Bodmin North. After Wadebridge the most scenic stretch of the line was encountered as the line runs along the South shore of the Camel estuary. For the next 5 miles or so to Padstow there were no intermediate stations, however the most significant feature was the viaduct at Little Petherick Creek with 3 spans of 133 feet length. The final destination of Padstow was then reached being close to 260 miles from London Waterloo, with a journey time close to 8 hours. Closure of the line from Okehampton to Wadebridge occurred on 3rd October 1966 and then from Wadebridge to Padstow on the 30th January 1967.

Okehampton To Bude

The third line covered is from Okehampton to Bude being opened on the 20th January 1879. For the first part of the journey the route followed the same line from Okehampton to Halwill Junction as described previously. From Halwill Junction the line headed mostly Westwards and 3 miles or so into the journey arrived at Dunsland Cross station. The next section of line featured some significant structures carrying the railway over several rivers and valleys, including the Tamar. Holsworthy station was situated between 2 viaducts the first of which was the 240 yard long Holsworthy viaduct followed by the impressive 92 feet high, 9 arch Derriton viaduct. The next station was the exotically named Whitstone & Bridgerule situated some 223 miles from London Waterloo. After this a further structure was crossed in the form of the 65 foot high Woolstone viaduct over the river Neet. The Bude canal could then be viewed briefly prior to arrival at the ultimate destination of Bude, some 6 hours after departing from Waterloo. Closure of the line came from Okehampton to Bude on the 3rd October 1966.

Okehampton To Barnstaple junction & Ilfracombe

The fourth line covered is from Okehampton to Barnstaple Junction via Halwill opening throughout to Barnstaple Junction and onwards to Ilfracombe in 1874. For the first part of the journey the route followed the same line from Okehampton to Halwill Junction as described previously. Leaving Halwill Junction in a North Easterley direction the route descended quite steeply with gradients of 1 in 50 being evident. After 3 miles the station of Hole was encountered which offered goods facilities for the surrounding rural community. Heading further Eastwards the route continued to descend with arrival into Hatherleigh station after a further 5 miles or so. Meeth Halt followed which was situated on a single track section of the line and providing only a basic passenger shelter. Petrockstow station had passing facilities for the train services and a goods yard with 2 lines to handle the traffic. Heading in a North Westerley direction for the first time, just before Dunsbear Halt, a line branched off the single line in a South Easterley direction serving the needs of the North Devon Clay company. From here there was a short stiff climb at gradients of 1 in 40 and 45 towards Yarde Halt again situated on the single line, with meagre passenger facilities.

After this there was a similarly graded descent prior to arrival at Watergate Halt boasting a single platform, and a single goods siding, but no passenger shelter. Just prior to reaching Torrington a major engineering structure was encountered in the form of an iron bridge over the river Torridge. At a little over 20 miles from Halwill Junction Torrington station was reached being the most significant of the stations on the route. Here there was dual track, a goods shed, signalboxes, plus several sidings for handling the goods traffic, with milk trains playing a central role. Departing from Torrington the line undulated for a few miles before crossng another major structure comprising the 7 spans of Landcross viaduct. A substantial station at Bideford came next which served the people of Bideford and no doubt those staying at the adjoining Royal Hotel, which had an entrance on the station platform. Running along the shores of the river Torridge the line to Instow was virtually flat all the way with the small Instow station being located alongside the quay. Approximately 4 miles further onwards was the station at Fremington which was situated alongside the river Taw. This station provided cranes in the goods yard, for the transfer of goods from the railway to the passing boat traffic.

At just over 14 miles and half an hour from Halwill Junction, Barnstaple Junction was the next station on the route. This substantial junction station offered the passenger opportunities for onwards travel to Ilfracombe or perhaps a return to Exeter via the South Moulton route. Leaving Barnstaple Junction the train reversed and then proceeded to cross the impressive curved iron viaduct over the river Taw. Once over the river, Barnstaple Town station was reached within the first mile of travel. The Town station was significant for its proximity to the quay on the river Taw and as the terminus of the Lynton & Barnstaple railway. Leaving Banstaple the route then followed the North banks of the river Taw on easy gradients for several miles, before arrival at Wrafton station. At Wrafton a small station building, signalbox and small goods yard were provided. A further mile down the line was Braunton station similarly equipped with a station building and a slightly more extensive goods yard. Heading Northwards from Braunton the gradients on the line steepened to as much as 1 in 40, reaching the summit of the line at Mortehoe & Woolacombe station, which had a station building, signalbox and goods facilities. If the challenges of reaching Mortehoe were not enough, the most severe gradients on the line followed with a descent of 1 in 36 towards Ilfracombe. A short 66 yard tunnel on the steep gradient was passed before arrival into the terminus station at Ilfracombe. The station was just over 226 miles from London Waterloo with a journey time of approximately 5 hours on the "Atlantic Coast Express" service. Closure from Okehampton to Halwill came on the 3rd October 1966 and from Halwill to Torrington on 1st March 1965 with the remaining Torrington to Barnstaple junction closing on the 4th October 1965. The section from Barnstaple Junction to Ilfracombe closed on the 5th October 1970.

A gallery of photograhs taken at the various locations along the routes appears below starting from Okehampton and on the lines to Bude, Padstow, Bere Alston and Barnstaple/Ilfracombe via Halwill.