Lynton & Barnstaple Railway

Locale Exmoor, Devon, England

2
in (597 mm)
Preserved operations
Owned by Lynton and Barnstaple Railway Trust
Operated by Lynton and Barnstaple Railway Co.
Ltd.
Stations 2
Length 0.9-mile (1.4 km)
Preserved
gauge
600 mm (1 ft 11
5

8
in)
Preserved
era
Woody Bay: mid-1930s
Commercial history
Opened 11 May 1898
Closed 29 September 1935
Preservation history
1979 L&BR Association formed
1993 Railway Company formed
1995 Woody Bay station purchased
2000 Association reformed as Trust
From Wikipedia, the free encyclopedia
The Lynton & Barnstaple Railway (L&B) opened as an
independent railway in May 1898. It was a single track,
1 ft 11
1

2
in (597 mm) narrow gauge railway and was slightly
over 19 miles (31 km) long running through the rugged and
picturesque area bordering Exmoor in North Devon, England.
Although opened after the 1896 Light Railways Act came
into force, it was authorised and constructed prior to that act.
Therefore, as with all other railways, it was authorised under
its own Act of Parliament and built to higher (and more
costly) standards than similar railways of the time. In the
United Kingdom it was notable as being the only narrow
gauge line required to use main-line standard signalling. For
a short period the line earned a modest return for
shareholders, but for most of its life the L&B made a loss.
[1]
In 1922 the L&B was taken over by the Southern Railway,
and eventually closed in September 1935.
The Lynton & Barnstaple Railway Association was formed in
1979; and a short section was reopened to passengers in
2004. This was extended in 2006; and the following year
plans were announced to open 9 miles (14 km) of track,
linking the station at Woody Bay to both Lynton (at a new
terminus on an extension to the original line, closer to the
town) and Blackmoor Gate, and to a new station at
Wistlandpound Reservoir. The present track is now 600 mm
(1 ft 11
5

8
in) narrow gauge.
1 History
2 Route
2.1 Gradient profile
3 Rolling stock
3.1 Locomotives
3.1.1 Fate of Lew
3.2 Passenger stock
3.3 Goods stock
4 Present
4.1 Restoration
Coordinates: 51.10388N 3.98690W
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2004 First train from Woody Bay, 17 July
2005 Bridge 67 reinstated
2006 Killington Lane opened
2007 Over 100,000 passengers carried
since reopening
2008 L&B's first steam loco since 1935 -
"AXE" - returned to steam
2013 Three restored Heritage Coaches
re-enter service
2013 ISAAC - Bagnall 0-4-2T 3023 of
1953 enters service
Extract from an early contemporary
map showing the route
From 700 feet (210 m) up on
Exmoor, looking towards the hilltops,
and beyond, the sea...
4.1.1 Heritage coaches
4.1.2 Modern replicas
4.1.2.1 Lyd
4.1.2.2 Lyn
4.1.2.3 Yeo
5 Prospects
6 See also
7 Notes
8 Further reading
9 External links
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,
[2]
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.
[2]
None of these schemes offered sufficient prospects to
encourage investment, and few got further than initial plans.
[1][2]
Due to the difficult terrain, one scheme suggested a 1 ft 11
1

2
in
(597 mm) narrow gauge, already in use by the Festiniog [sic] Railway
Company 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, connecting with trains from Waterloo on the Ilfracombe Branch
Line at Barnstaple Town.
The scheme did not meet with universal enthusiasm, and from the
beginning, there were some who doubted the true intentions of the
promoters. Although many of the sinuous curves and deviations were
due to having to maintain a 1 in 50 gradient where there was no leeway
(most observers being oblivious to the fact that a straighter shorter line
would have made the gradient even steeper), several were due to
resistance by local landowners along the route.
[2]
A guide published whilst the line was being built stated:
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The L&B Route
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.
[3]
The L&B seldom attracted sufficient passengers to remain viable. The journey of nearly 20 miles (32 km) took
on average an hour and a half. To satisfy several influential residents, the terminus at Lynton was some distance
from the town itself, and from the cliff railway to Lynmouth.
Declining tourism during World War I, improved roads, increased car ownership further depleted the line's
income until it was no longer economic.
[1][2]
A guidebook published in 1921 described the situation:
The railway which has made this corner more accessible is of narrow gauge, requiring a change
of carriage at the Town station, Barnstaple. ... Unfortunately, this line does not seem to be a
financial success, and its service, out of season at least, is not a very liberal one.
[4]
Despite numerous cost-saving measures and extra investment in the line, the Southern Railway was unable to
reverse the trend, and closed the line.
[1][2]
The last train ran on 29 September 1935. An observer at the time wrote:
Rarely, if ever before, has the closing of a railway aroused such a keen interest as has been
awakened throughout the country by the running of the last trains over the narrow gauge
Barnstaple-Lynton section of the Southern Railway. This is to be attributed very largely to the
unusual character of the line and the magnificent scenery through which it passes.
[5]
The Southern removed everything they could use elsewhere, and by 8 November, had lifted the track from
Lynton to milepost 15 - on the Barnstaple side of Woody Bay station. On 13 November an auction was held,
although the railway failed to attract much interest. Most rolling stock, and every loco except for Lew, was
scrapped at Pilton. Some coaches were sectioned for use as garden sheds. Third class seats became garden
furniture, and first class seats found their way into local snooker halls and Masonic lodges. In December,
Plymouth ship breaker Sidney Castle won the tender to dismantle the railway. The remaining track was lifted by
June 1936, and in September, surviving loco Lew was shipped to Brazil. The stations and track bed were
auctioned in 1938.
[1]
The L&B had an exemplary safety record, and no members of the public were killed or injured during its
37-year existence, although accidents at Braunton Road and Chumhill did claim the lives of three track
workers.
[6]
The route of this diminutive railway and the scenery
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Then and Now
Legend
1898 1935 Today
19,23 Lynton
17,35 Caffyns Halt
15,77 Woody Bay
Killington Lane
14,33 Parracombe Halt
National Park boundary
11,62 Blackmoor
Wistlandpound Reservoir
7,54 Bratton Fleming
4,54 Chelfham
4,49 Chelfham Viaduct
2,54 Snapper Halt
0,28 Pilton
Pilton Causeway Crossing
Braunton Road Crossing
L&SWR Exchange siding
0,0 Barnstaple Town, (L&SWR)
212,20 from Waterloo (L&SWR)
(Distances from Barnstaple in miles, chains)
through which it passes, has been described many times,
such as in a 1920s guide to the area:
The line at first keeps up the winding
course of the Yeo with Pilton church
tower on the left, and that of Goodleigh
presently, on the right, marking a side
valley, for which the train stops at
Snapper Halt, whence, by Goodleigh one
might have an alluring ramble back to
Barnstaple.
Chelfham (pron. Chellam) is reached by
a fine viaduct over the tributary stream,
where 2 miles (3.2 km) east stands Stoke
Rivers, through which the above round
might be extended. The line has now left
the Yeo, mounting eastward up the
Bratton Valley to Bratton Fleming
Station near the lofty village of Bratton
Fleming. The next station is Blackmoor
(900 ft), lying under the tumuli of
Kentisbury Down to the left, whence one
might descend on foot to Lynton and
Lynmouth (7 miles) or Ilfracombe
(10 miles) from the crossroads at
Blackmoor Gate.
The railway has next to wind around the
deep hollow in which lies Parracombe
(Fox and Geese Inn) [sic], where, near
the halt platform, can be seen the tower
of the old church, another of those said to
have been built in expiation of Thomas
Becket's murder. Hence flows the
Heddon water, which one might follow
down its beautiful course by the Hunter's
Inn. The cyclist will find a way diverging
from the main road a little beyond
Parracombe. At the last station, Wooda
Bay
*
, two miles (3 km) behind this place
and its neighbour Trentishoe, the line has
reached a highest point of about 1,000
feet (300 m). Beyond this, it crooks down
the valley of the West Lyn (best glimpses
on right hand), past Caffyn's Down Halt
(for the golf links), ending some
half-mile behind Lynton, and over a mile
by the zig-zag road from Lynmouth.
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Ffestiniog coach 14 (ex-L&B
15) (centre) at Tan-y-bwlch.
The road (17 miles) keeps pretty much
the course of the railway, except in the
central stage, where it strikes a mile
further north to Loxhore, before leaving
the valley of the Yeo, then rejoins the
railway at Blackmoor.
[4]
(
*
Note: Wooda Bay station was actually renamed Woody Bay in 1901. The geographical feature Woody Bay
after which the station was named was the subject of an attempt to develop it as a tourist resort to rival
Lynmouth; a pier was even constructed. The developers felt that the spelling "Woody" was more attractive to
tourists, and so changed it from the original "Wooda"; the station name was changed accordingly.)
As well as several foot- and cycle-routes which can still be followed today, the hostelry in Parracombe
mentioned in the article remains a popular venue (although the geese are now singular).
Gradient profile
The L&B rises and falls several times along its length. Starting at 15 feet (4.6 m) above sea level, The first 3
3

4
miles (6.0 km), through Barnstaple, and along the Yeo Valley stays relatively level. Collard Bridge marks the
start of an 8-mile (13 km) climb, mainly at one in fifty, to Blackmoor Gate. A shallower down-gradient follows,
of about 2 miles (3.2 km), towards Parracombe Bank, and the start of another climb, of about 2
1

2
miles (4 km),
to Woody Bay at 1,000 feet (305 m), the highest railway station in southern England. The line then falls,
again mostly at one in fifty (2%) - to Lynton & Lynmouth station, still 700 feet (213 m) above the sea, and
hidden by the landscape from the town of Lynton.
[1]
The minimum radius on curves was 5-chain (100 m).
[7]
One of the most distinctive aspects of the L&B was its rolling stock, with
the locomotives appearing originally in a livery of plain lined Holly
green, later on a black base, with chestnut under-frames, hauling
passenger carriages coloured terracotta with off-white upper panels, and
light grey goods wagons. The schemes were simplified as individual
vehicles were repainted. With the take over by the Southern and arrival
of Lew the livery was slowly changed to Maunsell Green for locos and
passenger stock, and umber for the goods wagons. The loco headlamps
which had been black under the L&B were re-painted red.
Locomotives
At least four contractors' locomotives were used for construction.
Unusually, some of the temporary track was wider than the final gauge -
the section around Parracombe Bank for example, spanning the Heddon
valley, was built to 3 ft (914 mm) gauge, with a locomotive known as
Winnie. A fifth locomotive - perhaps named Spondon - may also have
been used, although little is known of either of these.
[2]
In 1900,
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Coach 7 at Woody Bay, 2005
Van 23 in the loading bay, Woody
Bay, 2005
Kilmarnock was sold by the L&B. It is believed to have been left behind
by James Nuttall, as a result of the financial problems and litigation
between railway and contractor.
[1]
The L&B used only coal-fired steam motive power. In 1896, the Hunslet
Engine Company submitted two designs (a 2-4-2T and a 4-4-0T), but
eventually an order was placed for three 2-6-2Ts from Manning Wardle
& Co of Leeds. The locos were named after local rivers: Yeo, Exe, and
Taw. These were supplemented by a 2-4-2T, Lyn, built by the Baldwin
Locomotive Works of Philadelphia, USA, as the Company realised that
three locos would be insufficient. Baldwin was selected as they could
deliver the loco based largely on standard components more
quickly than domestic suppliers,
[8]
who had a backlog of orders, caused
by a national engineering dispute over the 8 hour working day resulting
in a lock-out by employers from July 1897 and January 1898. After
construction by Baldwin, the loco was shipped across the Atlantic in
parts, and re-assembled at Pilton by railway staff. It first steamed in July
1898. The Manning Wardles were delivered ahead of the lock-out, and
Yeo and Taw were used in the final stages of construction. Exe was stored
locally in a stable, where she received the unwelcome attention of
thieves who stole various brass fittings and fixtures.
In 1923 the L&B was absorbed into the Southern Railway, and began an upgrade programme. All locos &
coaches was repainted in Southern Maunsell Green livery, the wagons were repainted in Southern Umber livery
and track and buildings were improved. A fifth locomotive, Lew was purchased in 1925, with improvements to
the original Manning Wardle design.
[2]
Fate of Lew
Although bought at the auction (it is believed by Barwicks of London) by December 1935, Lew was working
for Sidney Castle, the dismantler of the railway. This work was completed by July 1936 and in September, Lew
was moved by rail to Swansea and loaded onto the S.S. Sabor destined for the port of Pernambuco (since
renamed Recife), Brazil. Most of the relevant shipping records were destroyed in World War II, Lew then just
vanished and despite several attempts, no trace of the locomotive, or evidence of its fate, has so far been
found.
[9]
Passenger stock
Sixteen passenger carriages were delivered for the opening. Built by the Bristol Wagon & Carriage Works Co.
Ltd., these comprised six different types, all the same size, being 39 ft 6 in (12.0 m) long, 6 ft (1.8 m) wide, (7 ft
4 in or 2.2 m over steps) and 8 ft 7 in (2.6 m) high large by narrow gauge standards and certainly superior
to any previous British narrow gauge stock.
The coaching stock was extremely solidly constructed, and offered levels of accommodation far in advance of
anything else at the time - certainly compared to any other narrow gauge railway. Almost 70 years later, the
design was used as the basis for a new rake of carriages built by the Ffestiniog - testament to the excellence of
the original design.
[1]
The body for coach 17 was built in 1911, by local firm Shapland and Petter, and mounted on a steel underframe
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constructed by the railway in its own workshops at Pilton.
[1]
Marginally longer than the earlier coaches, it
contained both smoking and non-smoking accommodation for first and third class passengers, as well as the
brake van space.
[2]
Goods stock
The Southern Railway introduced several new items of goods stock, and also purchased two ex-War
Department travelling cranes for the line.
Goods-only trains were a rarity, and the usual practice was to attach goods wagons to any scheduled passenger
services. Whilst the shunting of wagons at intermediate stations no doubt added to the interest of the tourist and
occasional traveller, it also added marginally to the journey time.
The open goods wagons were originally delivered with a single top-hung side door on each side, but these
proved inefficient, and all were eventually converted to side hung double doors. By 1907, most had been fitted
with tarpaulin rails. The goods vans used the same underframe, and were fitted with double sliding doors on
each side.
The bogie open doors were also originally top-hung, but converted by the railway at Pilton.
[10]
Wagon 19 was originally used by the contractors. After the railway opened, it was modified and entered
revenue service in 1900. At only 6 long tons (6.1 t; 6.7 short tons) it was used often in preference to an
8-long-ton (8.1 t; 9.0-short-ton) wagon as it reduced the overall weight of a train.
Van 23 - now restored and being prepared (2014) for service at Woody Bay - was built at Pilton by the L&B.
Unlike all other L&B stock, its underframe was entirely made of wood.
[9]
The travelling cranes were ex-WD stock, and fitted with outriggers, rated at 3 long tons (3.05 t; 3.36 short tons)
with a fifteen-foot (4.57 m) radius, 4.5 long tons (4.6 t; 5.0 short tons) at 11 ft 6 in (3.51 m) Intended as
recovery cranes in the event of a derailment, neither saw much use. One crane, with its match truck, was kept in
the long headshunt at Pilton, the other was put to use in Lynton goods yard.
The 1927 bogie goods vans were originally fitted with heavy diagonal wooden cross braces at each end, but
these were later replaced with single diagonal angle-iron braces.
Seventy-eight years after its closure, much of the line is still in evidence. The most spectacular evidence is
Bridge 22 - the brick-built Chelfham Viaduct. Fully restored in 2000, its eight 42-foot (13 m) wide arches reach
70 feet (21 m) above the Stoke Rivers valley the largest narrow-gauge railway structure in England.
[9]
The stations at Lynton and Bratton Fleming are now private residences, Blackmoor Gate is a restaurant and
Barnstaple Town a school. Chelfham and Woody Bay both serve the new L&B.
[9]
Chelfham station is used for
volunteer accommodation, while Woody Bay is the main centre of operations. Snapper Halt was purchased in
2010 by Exmoor Associates - a private company dedicated to securing trackbed for the restoration of the
railway.
[11]
A short section of the line reopened to passengers in 2004. Bridge 67 was generously rebuilt as a gift by
Edmund Nuttall Ltd. a firm descended from James Nuttall of Manchester, the main contractors for the
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Laying track, Woody Bay, 2003
Hand shunting, Woody Bay, 2003
original construction allowing an extension to Killington Lane in 2006. Work is progressing on the next
section, towards Parracombe and Blackmoor.
[9]

Restoration
Unlike the Welsh Highland Railway, the track bed was sold off
piecemeal - often reverting to the original owners, paying much less than
they had sold it for originally. Although there has been minor
development on parts of the route, and Wistlandpound Reservoir has
flooded the track bed close to its mid-point, much is still in open
countryside, with many sections identifiable.
The Lynton & Barnstaple Railway Association (since 2000, a
charitable trust) was formed in 1979. Woody Bay Station was purchased
by the Lynton and Barnstaple Railway Company in 1995 and, after much
effort, a short section of railway reopened to passengers in 2004. This
was extended to over a mile in 2006, with steam and diesel-hauled trains
running between Woody Bay and the new, temporary terminus at
Killington Lane.
In 1995, the Lynbarn Railway at the Milky Way, a theme park near
Clovelly, was created and operated by L&B volunteers. Profits from this
funded the purchase, restoration and reopening of Woody Bay. The
Lynbarn was handed over to the park in 2005, once Woody Bay had
become established, and continues to operate as part of the attraction.
Little original rolling stock survives, but as well as the heritage coaches mentioned below, The largely restored
Van 23 was on display at Woody Bay until being removed to the L&B restoration team in Essex in November
2013, for refurbishment and the fitting of brakes, underframe and couplers. The remains of several other
coaches and Goods Van 4 are in storage awaiting reconstruction.
Coach 2, used as a summer house, is on display (unrestored) at the National Railway Museum York along with
the nameplates of the original locomotives. Coach 15, recovered from Snapper Halt in 1959 and restored by the
Ffestiniog Railway in North Wales, has been running there (now as FR Coach 14) for longer than it did on the
L&B. Due to the Ffestiniog's smaller loading gauge, the roof profile was altered so it can pass through Garnedd
tunnel. In September 2010, Coach 15 visited the L&B with the Lew replica loco, Lyd.
A 1915 Kerr Stuart "Joffre" class 0-6-0T loco was bought in 1983, and named Axe. Restored to working order
in 2008, Axe worked most passenger trains at Woody Bay until December 2013. An 0-4-0WT Maffei named
Sid, owned by several L&B members, was also used on the L&B steam service until the end of 2013, when it
was sold off to a railway museum line in Sweden. To replace "Sid", another privately owned loco, "Isaac" - a
Bagnall 0-4-2T, 3023, built in 1953 for use in South African Platinum mine - arrived at Woody Bay from
Boston Lodge in December 2013, principally for use hauling the restored original L&B heritage coaches.
[12]
The Trust owns two industrial diesel locomotives, one of which Heddon Hall, is often used as backup for Axe
and Isaac, and for maintenance trains.
A number of other visiting diesel and steam locomotives have also seen service on the line.
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Lyd inside the Ffestiniog Railway's
Boston Lodge Workshops, 2009
Lyd at Porthmadog Harbour Station
Heritage coaches
Sixteen coaches were originally built for the L&B in 1898, and another was built by the railway in 1911.
Although most were broken up when the railway closed, several part have survived, and have been retrieved
and stored by the railway preservationists.
Following a ten-year restoration, Coaches 7 and 17 returned to Woody Bay on 15 April 2013, to re-enter
passenger-carrying service on 10 May after an absence of 78 years. Coaches 16 followed in September, and
Coach 11 is expected to return in 2014. The rake of three heritage coaches, after an inaugural service over the
Autumn Gala weekend in September, entered regular service - hauled by "Isaac" - for the Santa Specials in
December 2014.
[12]
Modern replicas
Lyd
A Lynton and Barnstaple Manning Wardle engine, named Lyd, is
operational on the Ffestiniog Railway in North Wales.
First Steamed in Spring 2010, Lyd visited Woody Bay in September
2010 - to mark the 75th Anniversary of the closure of the L&B. Lyd first
moved under its own steam on 5 August 2010 and then underwent
running-in trials
[13]
before visiting the L&B in September 2010 with
former L&B coach 15 and Ffestiniog Railway observation car 102.
Lyn
A replica of the Baldwin, Lyn is currently being constructed. It is being
assembled by Alan Keef Ltd.
[14]
Yeo
A set of frames for a new Yeo were built by Winson Engineering in
2000, and these are in storage, awaiting further funds to continue the
construction.
Restoring passenger services from Woody Bay was a major undertaking by the enthusiastic volunteers.
Although much of the track bed survives intact, several obstacles including Wistlandpound Reservoir
must be overcome if the greater part of the route is to be restored, fulfilling the hopes expressed in a card left at
Barnstaple on the day after the line closed Perchance it is not dead, but sleepeth...
[15]
In October 2007, the railway announced plans for reinstating enough trackbed to reopen 9 miles (14 km) of
track, linking the station at Woody Bay to both Lynton (at a new terminus on an extension to the original line,
closer to the town) and a new station at Wistlandpound.
Exmoor Enterprise, the working group leading the project, estimated that the full project being considered was
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likely to cost around 30 million, including the building of replica rolling stock, reconstructing original coaches
and Van 4, as well as improving the line as an important local tourist attraction.
[16]
The railway's management
predicts the scheme will generate over 70 million for the south west economy within five years.
[17]
Working closely with international engineering and design consultants Arup, The L&B Trust held a series of
public consultations during May and June 2012, providing information to local communities about plans for
obtaining a TWO, and the next phase of the reinstatement, south-west from Killington Lane to Blackmoor, then
Wistlandpound, and north-east to Caffyns, and eventually to Lynton.
[18]
Longer-term plans see reopening the line towards Barnstaple.
British narrow gauge railways
Rolling stock of the Lynton and Barnstaple Railway
Lynton & Barnstaple Railway Trust
Lynton and Barnstaple Railway Company Limited
Other local railway attractions
Bideford and Instow Railway
Lynton and Lynmouth Cliff Railway
West Somerset Railway
^
a

b

c

d

e

f

g

h

i
G A Brown, J D C A Prideaux, & H G
Radcliffe: The Lynton & Barnstaple Railway
published by David and Charles, First Edition 1964,
ISBN 0-7153-4958-9
1.
^
a

b

c

d

e

f

g

h

i
L T Catchpole: The Lynton &
Barnstaple Railway 18951935 published by The
Oakwood Press. Eighth edition 2005. ISBN
0-85361-637-X.
2.
^ (ed.) A R Hope Moncrieffe, Black's Guide to
Devonshire published by Adam and Charles Black,
Sixteenth edition 1898
3.
^
a

b
(ed.) A R Hope Moncrieffe, Black's Guide to
Devonshire published by A and C Black Ltd.,
Twentieth edition 1921
4.
^ John W Dorling, "The Lynton and Barnstaple
Railway (http://www.ukrailarchive.org
/ngr/rm1935-77-333.PDF)", The Railway Magazine,
1935, 77 (460:Nov.), p. 333-342
5.
^ Thomas Middlemass, Encyclopaedia of Narrow
Gauge Railways of Great Britain and Ireland, Guild
Publishing, 1991, page 209.
6.
^ Lynton_Barnstaple_Railway | Everything Exmoor
National Park (http://www.everythingexmoor.org.uk
/_L/Lynton_Barnstaple_Railway.php)
7.
^ Thomas Middlemass, Encyclopaedia of Narrow
Gauge Railways of Great Britain and Ireland, Guild
Publishing, 1991, page 212.
8.
^
a

b

c

d

e
The Lynton & Barnstaple Railway
Magazine published by The L&BR Trust. Various
editions
9.
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10 of 12 7/23/2014 3:40 PM
^ G A Brown, J D C A Prideaux, & H G Radcliffe:
The Lynton & Barnstaple Railway published by the
Lynton and Barnstaple Railway Trust, Fourth edition,
2006 with additional material by G A Brown & P J M
Rawstron. ISBN 0-9552181-0-1
10.
^ Exmoor Associates news item (retrieved 10
December 2010) (http://www.exmoor-
associates.co.uk/2010/12/snapper-halt-is-ours/)
11.
^
a

b
L&B website (retrieved 17 December 2013)
(http://www.lynton-rail.co.uk/)
12.
^ BBC Wales (retrieved 11 August 2010)
(http://www.bbc.co.uk/news/uk-wales-north-
west-wales-10917889)
13.
^ Newsletter 2, June 2010 (http://762club.com)
(Retrieved 14 October 2010)
14.
^ JDCA Prideaux, The Lynton and Barnstaple
Railway Remembered, David and Charles, 1989, p96.
ISBN 0-7153-8958-0
15.
^ Exmoor Enterprise on the L&B Website (retrieved
22 Dec 2010) (http://www.lynton-rail.co.uk
/enterprise)
16.
^ North Devon Gazette, 3 October 2007 (Retrieved
16 October 2007)
17.
^ "Public Consultation Documents on the L&B
Website" (http://www.lynton-rail.co.uk/node/4288).
Retrieved 9 June 2012.
18.
Multi-media:
The Little Train to Lynton - a two-part documentary first broadcast on BBC2 in 1986. This programme
has never been released on video or DVD.
The Lynton & Barnstaple Railway - published by Oakwood Video Library, 1993.
"Perchance"...it's awake! The Lynton & Barnstaple Reborn - published by Lynton Television/The Lynton
& Barnstaple Railway, 2006.
Books:
L T Catchpole: The Lynton & Barnstaple Railway 18951935 published by The Oakwood Press. Eighth
edition 2005. ISBN 0-85361-637-X.
G A Brown, J D C A Prideaux, & H G Radcliffe: The Lynton & Barnstaple Railway published by David
and Charles, New Edition 1971, ISBN 0-7153-4958-9
Third Edition, published by Atlantic in enlarged format, 1996. ISBN 0-906899-68-0
P Gower, B Gray & K Vingoe: The Lynton & Barnstaple Railway Yesterday and Today published by
The Oakwood Press. First edition 1999. ISBN 0-85361-537-3
D. Hudson & E. Leslie: The Lynton & Barnstaple Railway An Anthology published by The Oakwood
Press. First edition 1995. ISBN 0-85361-485-7
P Lane, E Leslie, T Nicholson: Flying the L&B published by the L&BR Trust 2007.
C Leigh: Portrait of The Lynton & Barnstaple Railway published by Ian Allen. First Published 1983.
ISBN 0-7110-1330-6
V Mitchell, K Smith: Branch Line to Lynton published by Middleton Press. First Published 1992. ISBN
Lynton and Barnstaple Railway - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Lynton_and_Barnstaple_Railway
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1-873793-04-9
J D C A Prideaux: Lynton & Barnstaple Railway Album published by David & Charles 1974 ISBN
0-7153-6809-5
J D C A Prideaux: The Lynton & Barnstaple Railway Remembered published by David & Charles 1989.
ISBN 0-7153-8958-0
J R Yeomans: The Lynton & Barnstaple Railway published by Bradford Barton. First Published 1979.
ISBN 0-85153-259-4
S D Phillips: "The Lynton & Barnstaple Railway Measured & Drawn" published by S D Publications.
First published 2012. ISBN 978-0-9572101-0-3
Magazines:
The Lynton & Barnstaple Railway Magazine published three times a year by The Lynton & Barnstaple
Railway Trust. 1979 to date
Much has been written about the L&B since its closure in 1935, and this continues today. The railway regularly
features in articles published by specialist railway, engineering, heritage and modelling magazines.
Official website (http://www.lynton-rail.co.uk/) Lynton & Barnstaple Railway
Exmoor Associates - Lynton & Barnstaple Railway trackbed conservation (http://www.exmoor-
associates.co.uk/)
Lynton & Barnstaple Railway Signalling (http://www.trainweb.org/railwest/lbrsignals.html)
Project to recreate the L&B's Baldwin 2-4-2 locomotive (http://762club.com)
Retrieved from "http://en.wikipedia.org/w/index.php?title=Lynton_and_Barnstaple_Railway&
oldid=617094981"
Categories: Lynton and Barnstaple Railway Barnstaple Exmoor Heritage railways in Devon
1 ft 11 in gauge railways in England Railway companies established in 1895
Railway lines opened in 1898 Railway companies disestablished in 1922 Railway lines closed in 1935
Railway lines opened in 2004 600 mm gauge railways in England
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