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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 0-4-2T3023 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 toBarnstaple, 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 1112in

    (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 thepromoters. 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 afait 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 thrownaway.[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 changeof 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 gaugeBarnstaple-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 forLew, 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 locoLewwas 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 Chelfham4,49 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)

    212,20from 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 atSnapper 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 FlemingStation 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, WoodaBay*, 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 coach14 (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 Baystation was actually renamed Woody Bayin 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 334

    miles (6.0 km), through Barnstaple, and along the Yeo Valley stays relatively level. Collard Bridgemarks 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 212miles (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

    Kilmarnockwas 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

    Yeoand Tawwere used in the final stages of construction.Exewas storedlocally 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,Lewwas 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,Lewwas 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]

    Wagon19 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 thanthey 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 atKillington Lane.

    In 1995, the Lynbarn Railway at theMilky 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

    Lynbarnwas 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 othercoaches 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 theLewreplica loco,Lyd.

    A 1915 Kerr Stuart "Joffre" class 0-6-0T loco was bought in 1983, and namedAxe. Restored to working order

    in 2008,Axeworked 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 itwas 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 whichHeddon Hall, is often used as backup forAxe

    andIsaac, 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

    Lydat 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, namedLyd, is

    operational on the Ffestiniog Railway in North Wales.

    First Steamed in Spring 2010,Lydvisited Woody Bay in September

    2010 - to mark the 75th Anniversary of the closure of the L&B.Lydfirst

    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,Lynis currently being constructed. It is being

    assembled by Alan Keef Ltd.[14]

    Yeo

    A set of frames for a new Yeowere 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

    ^ abcdefghiG 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.

    ^ abcdefghiL T Catchpole: The Lynton &

    Barnstaple Railway 18951935published by The

    Oakwood Press. Eighth edition 2005. ISBN

    0-85361-637-X.

    2.

    ^(ed.) A R Hope Moncrieffe,Black's Guide to

    Devonshirepublished by Adam and Charles Black,

    Sixteenth edition 1898

    3.

    ^ ab(ed.) A R Hope Moncrieffe,Black's Guide to

    Devonshirepublished 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.

    ^ abcdeThe Lynton & Barnstaple Railway

    Magazinepublished by The L&BR Trust. Various

    editions

    9.

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    ^G A Brown, J D C A Prideaux, & H G Radcliffe:

    The Lynton & Barnstaple Railwaypublished 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.

    ^ abL&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 18951935published 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 Railwaypublished 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 Todaypublished by

    The Oakwood Press. First edition 1999. ISBN 0-85361-537-3

    D. Hudson & E. Leslie: The Lynton & Barnstaple Railway An Anthologypublished by The Oakwood

    Press. First edition 1995. ISBN 0-85361-485-7

    P Lane, E Leslie, T Nicholson: Flying the L&Bpublished by the L&BR Trust 2007.

    C Leigh: Portrait of The Lynton & Barnstaple Railwaypublished by Ian Allen. First Published 1983.

    ISBN 0-7110-1330-6

    V Mitchell, K Smith:Branch Line to Lyntonpublished by Middleton Press. First Published 1992. ISBN

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    1-873793-04-9

    J D C A Prideaux:Lynton & Barnstaple Railway Albumpublished by David & Charles 1974 ISBN

    0-7153-6809-5

    J D C A Prideaux: The Lynton & Barnstaple Railway Rememberedpublished by David & Charles 1989.

    ISBN 0-7153-8958-0

    J R Yeomans: The Lynton & Barnstaple Railwaypublished 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 Magazinepublished 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 regularlyfeatures 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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    n and Barnstaple Railway - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Lynton_and_Barnstaple