Lines which perished, but their preservation wishable-for

[Calthrop]

A thread in “Railway History & Nostalgia” last year, pursuing something of an at-that-time ongoing “railway alternative-history” theme, speculated on how preserved railways might have developed if history re Britain’s railways in the second half of the 20th century, had gone differently.

Perhaps following in those traces, a little; I’m wondering whether people have fancies / likings regarding British lines which in theory could -- without it seeming too utterly crazily unlikely in any way -- have been saved for preservation 1960-on, in the circumstances of how history did actually happen; but for which lines, that did not occur. Am thinking -- in all respects -- essentially within the bounds of possibility: for instance, Dumfries -- Castle Douglas -- Stranraer throughout, would have been wonderful; but beyond the scope of any preservation outfit.

I’ll submit a few -- coloured by my own preferences / inclinations (and all of which save one, I saw something of when they were running “for real”). I have a prejudice in favour of preserved operations which run “from somewhere to somewhere”, and could make sense for genuine public passenger service needs, however few people actually requiring to travel might in fact use them -- but “that’s just me”: any not-wildly-unfeasible suggestions, welcome.

My fancied lines on this scene:

Kemble -- Tetbury. Bay platform available, if I understand rightly, at Kemble; no running-powers issues. (Prince Charles’s place in the country, is in the locality; while I’m on the whole not a fan of the guy, he does have a liking for various traditional British things which I like -- perhaps in recent-ish decades he might have felt moved to give material / other-kinds, support to the venture.)

Rolleston Junction -- Southwell. Maybe a bit of an “outside” possibility, in that it lost its passenger service as early as 1959 (passenger west of Southwell to Mansfield, withdrawn very long previously). Just perhaps, though (real-life first standard-gauge preserved line, the Bluebell, took off in 1960)... I’d assume, platform at Rolleston for branch trains to use, connecting with Nottingham -- Lincoln services. Southwell, I gather, is a pleasant little town, with a small but exquisite cathedral -- altogether a gem, way off the normal tourist beat.

Hooton – West Kirby. Perhaps on the long side (twelve miles); but there are successful real-life preserved lines, which are longer still. Platform capacity, I would gather, at both ends; and prompt divergence from main line at Hooton, without running-powers problems. Running through attractive countryside and along the River Dee estuary; has in real life, been made into a long-distance recreational path / trail.

A rather special case for me -- I having quite a passion for the Isle of Wight (have fantasised previously re same, in this sub-forum). If only things had gone a good deal better there in the 1960s; and it had worked out as possible for the whole route Ryde St. John’s Road -- Newport -- Cowes to be preserved more or less as from closure by BR -- as opposed to the five miles of same which we do now have. (I gather, a very faint possibility of reinstatement in the distant future, of line Wootton -- Newport; onward to Cowes, no chance whatever.) Even with 1967 electrification of Ryde -- Shanklin, one sees it as possible to have designated one track Ryde St. J. Rd. -- Smallbrook Junction., electric; and the parallel track for the preserved line. No stuffing-around with a new station at Smallbrook Jun., needed; unless it had been decided on, to facilitate connections between the Cowes, and Shanklin, lines.

Any such “fancies” from anyone else?

 

[yorksrob]

I think for me, the ideal preserved railway would be one built more or less to main line standards, but for which, realistically there would never be any main line future, even without the slash and burn closure policy of the 1960's. Ideally there would also be length to expand, rural countryside, but not too inaccessible from urban centres.

The ones which stick out for me in this respect are The Elham Valley line in Kent and the Meon valley line in Hampshire.

 

[AM9]

In Essex etc,. where I am familiar with the goegraphy, the beeching axe savaged the network. There are threelines that I feel would be successful as preserved lines, mainly because the massive increase in population since the '60s would provide a steady flow of leisure visits:

a) Witham to Maldon. About 6 miles long, connecting a mainline commuter station with a pleasant estaurial destination.
b) South Woodham Ferrers to Maldon. About 9 miles long, connecting tothe Southminster branch at SOF (another small commuter town) would also provide leisure business on a preserved line.
c) Bishops Stortford to Braintree. This was a fairly important Great Eastern line connecting the West Anglia main line to Witham, servicing the market towns of Great Donmow and Braintree. About 18 miles, the Braintree to Witham section survives as an electrified branch of the GEML.​

All three lines run between centres of population and through picturesque countryside. In an ideal situation lines would have the trackbed largely unchanged, but on all three of these, the land has been partly used for housing, industrial buildings and rural/bypass roads, making any preservation all but impossible.
The line to Braintree could have value to the main lines as it would allow Dunmow to be served, and even provide an emergency diversionary route. Alternatively, any preserved line operation could also support special through-running between the two main lines.
Just a dream though.

 

[Harpers Tate]

Scarborough <> Whitby.
Beverley <> York.

 

[theageofthetra]

Westerham to Dunton Green. A mainline connection and several major tourist attractions in or near Westerham. Came close to happening too in the 60's. Sadly most of it is under the M25 & housing now.

 

[GusB]

I realise that the southern end of the line is already catered for, but I reckon that Forres - Grantown-on-Spey would have made a nice preserved line if they'd left it alone.

 

[infobleep]

I'd like to have seen the Guildford to Horsham and Horsham to Brighton lines preserved. Can't say how realistic it would have been.

Penrith to Keswick would have been nice but again don't know full feasibility.

Could any preserved railways have worked into central London? Crystal Palace to London Bridge via Lordship Lane for example would have been fun.

Could any more of the Great Central been preserved? I do like the idea of double track persevered railways. Probably not feasible but I'd have water trough to have been preserved and that would have only been possible on a disused mainline.

 

[Scouseinmanc]

For me; it has to be the Liverpool Overhead.

Maybe not the entire length, but certainly from Dingle up to the Princes Dock estate.

 

[PeterC]

The thing that I regret is the loss to industrial archeology from the lifting of the manually worked lines within Abergynolwyn village.

For live steam I think Bishops Stortford to Braintree where, frustratingly, the bypass built over the trackbed and Dunmow has now been bypassed by the new A120.

 

[AM9]

... Could any preserved railways have worked into central London? Crystal Palace to London Bridge via Lordship Lane for example would have been fun. ...

Paths into central London are just too precious to lose capacity to a preserved operation. Virtually every bit of track that was considered surplus or very low usage in the '70s and '80s has either been built on, or has become part of new routes since then, e.g.:

The Blackwall Railway has largely been absorbed by the DLR and in part the ELL of LO
The WLL north of Olympia has become a major centre avoiding route for LO and Southern
All of the southern web of lines have been in continuous heavy use, - even through the lean years, and there's no chance now!​

Probably the only bits left are the Peckham coal line, which is likely to become London's 'highline' walkway
or
the southern end of the Northern Heights railway from its junction north of Finsbury Park to Highgate. The trackbed is a parkland walkway so has had little chages made to it. Such a short run would not be that attractive but off-peak (probably weekends only) a few trains into Kings Cross may be tolerated, especially if it generated ECML visitor traffic.
The Bretford Goods line and the ex-GWR line from West Ruislip to Greenford (or West Ealing junction) are still too heavily committed to Chiltern services but do have quiet connections into Marylebone and Paddington. Any such plans in London though are probably very unlikely. The Epping-Ongar line is probably the nearest fully independant line to central London.

 

[Cowley]

I think the line from Barnstaple to Ilfracombe would have made a good preserved railway. Some waterside running, good banks and scenery plus it would have run from somewhere to somewhere.
I also would have loved the Exe Valley route from Stoke Cannon (if it had remained open) to Tiverton as it also passes through some nice scenery.
Both of these routes would be impossible to reopen in full now of course but it's nice to imagine.

 

[jochta]

Locally to me I think the Lambourn Valley Railway would have made a very pleasant preserved line. Very picturesque and interesting history with Welford Park. Lambourn would be a good place for a stroll/cream tea at the end of the line

 

[AM9]

In the midst of a busy holiday area, the Lostwithiel to Fowey and Fowey to the original Par station, (just north of the sheds and sidings) lines would make a very popular preserved line. The length is nearly 10 miles, there would be some very attractive running beside the Fowey river, a 1:40 climb to Pinnock tunnel and at Par, a large engine shed fed by a turntable that is still in operation today.
Add to that the opportunity to continue north from Par all the way to Newquay, (just under 21 miles) making for good excursions or even taking over the service from Par (GWR), from national rail companies. The Newquay line can take mainline rolling stock and the Fowey loop would make a good run for 0-6-0 panniers able to climb the hill to the tunnel. Off-season running could be the same as the other four current branches, small DMUs, (preserved) as was the case between the '60s and the '90s.

 

[Cowley]

In the midst of a busy holiday area, the Lostwithiel to Fowey and Fowey to the original Par station, (just north of the sheds and sidings) lines would make a very popular preserved line. The length is nearly 10 miles, there would be some very attractive running beside the Fowey river, a 1:40 climb to Pinnock tunnel and at Par, a large engine shed fed by a turntable that is still in operation today.
Add to that the opportunity to continue north from Par all the way to Newquay, (just under 21 miles) making for good excursions or even taking over the service from Par (GWR), from national rail companies. The Newquay line can take mainline rolling stock and the Fowey loop would make a good run for 0-6-0 panniers able to climb the hill to the tunnel. Off-season running could be the same as the other four current branches, small DMUs, (preserved) as was the case between the '60s and the '90s.

Good shout AM9. I like the sound of that.

 

[Calthrop]

a) Witham to Maldon. About 6 miles long, connecting a mainline commuter station with a pleasant estaurial destination.
b) South Woodham Ferrers to Maldon. About 9 miles long, connecting tothe Southminster branch at SOF (another small commuter town) would also provide leisure business on a preserved line.
c) Bishops Stortford to Braintree. This was a fairly important Great Eastern line connecting the West Anglia main line to Witham, servicing the market towns of Great Donmow and Braintree. About 18 miles, the Braintree to Witham section survives as an electrified branch of the GEML.​

All three lines run between centres of population and through picturesque countryside. In an ideal situation lines would have the trackbed largely unchanged, but on all three of these, the land has been partly used for housing, industrial buildings and rural/bypass roads, making any preservation all but impossible.
The line to Braintree could have value to the main lines as it would allow Dunmow to be served, and even provide an emergency diversionary route. Alternatively, any preserved line operation could also support special through-running between the two main lines.
Just a dream though.

All the above would have been nice; and "in a better world..." Only; Woodham Ferrers -- Maldon: if I'm right, that lost its passenger service in 1939. Did it stay open for freight a great deal longer? For the quasi-real part of my fantasy, I reluctantly write off any line which had been dismantled by about 1960. (I know that lines have been revived, which were lifted before then; but the situation has me feeling, "odds heavily against".) Witham -- Maldon was closed in 1964; Bishop's Stortford -- Braintree lost passenger in 1952, but stayed open for freight for a couple more decades.

I'd like to have seen the Guildford to Horsham and Horsham to Brighton lines preserved. Can't say how realistic it would have been. Penrith to Keswick would have been nice but again don't know full feasibility.

And yorksrob offers Elham Valley line (Kent), and Meon Valley line, Hampshire.


All the above-named named, IMO notions to lick one’s lips over (Meon Valley, for me, particularly so; a very lovely line -- and at its north end, it could work in with the Mid-Hants Railway !). And re Keswick: I’d love to see preservation of the whole route Penrith -- Keswick – Workington (closed west of K. 1966). However -- with my seeing this particular fantasy exercise as facts-constrained re keeping to the real-life standard-gauge preservation era (more or less) -- if I have things rightly, the Meon Valley at its northern end anyway, and the Elham Valley, were abandoned in the relatively distant past. It tends to be (obviously this is not, and has not been, an “absolute”) that once the track is lifted, things become a lot harder for would-be preservers.

A particular personal bugbear of mine, is the problem of main-line access and possibilities for passenger exchange. The main commercial rail network (understandably, from its point of view) is unwilling to have slow and archaic preserved trains working over its own operational tracks: so preserved lines – unless they are lucky enough to have close access platform-wise to the main network, and prompt divergence from the main line with no running-powers issue -- will have difficulties in this way, and be forced into situations which for me, reduce the line’s attractiveness and give it a not-real / fatuous / “Mickey Mouse” aspect. Instances of this: Totnes -- Buckfastleigh, West Somerset, Swanage, Gloucestershire Warwickshire, Wensleydale, Kent & East Sussex, and (similar situation, but different reason) Welshpool & Llanfair. I recognise that (1) I’m being a bit of an a***hole over this matter, (2) many people are more sensible and forgiving than me, over same, and I wish I could emulate them, and (3) the lines concerned did not choose these kind of situations, were landed with them by circumstances, and in some cases are doing whatever they can to try to remedy them.

However, as regards what just set out: it is of some importance to me, and I see it as a potential problem at one or both ends, for all the above-quoted-from-posts lines.

Could any more of the Great Central been preserved? I do like the idea of double track persevered railways. Probably not feasible but I'd have water trough to have been preserved and that would have only been possible on a disused mainline.

Not wishing to throw a large quantity of cold water over the proceedings (ha ha); but I see difficulty reconciling preservation of water-troughs, with the universal 25 mph speed limit applied to preserved steam railways for legal reasons. I'd imagine that the principle of water-troughs is such that the train has to be running at a pretty good clip, for the whole thing to function (but I'm no learned technical bod -- perhaps this is rubbish).

For me; it has to be the Liverpool Overhead. Maybe not the entire length, but certainly from Dingle up to the Princes Dock estate.

Well -- interesting ! Wouldn't have occurred to me, I admit; but Liverpool, basically not my patch.

The thing that I regret is the loss to industrial archeology from the lifting of the manually worked lines within Abergynolwyn village.

Tragically, a considerable number of preservation outfits have needed -- under severe financial pressure -- to commit "acts of vandalism" so that they might survive. I have no doubt that these deeds were bitterly regretted by most of those involved; but they were between a rock and a hard place.

I think the line from Barnstaple to Ilfracombe would have made a good preserved railway. Some waterside running, good banks and scenery plus it would have run from somewhere to somewhere.

In the midst of a busy holiday area, the Lostwithiel to Fowey and Fowey to the original Par station, (just north of the sheds and sidings) lines would make a very popular preserved line. The length is nearly 10 miles, there would be some very attractive running beside the Fowey river, a 1:40 climb to Pinnock tunnel and at Par, a large engine shed fed by a turntable that is still in operation today.
Add to that the opportunity to continue north from Par all the way to Newquay, (just under 21 miles) making for good excursions or even taking over the service from Par (GWR), from national rail companies. The Newquay line can take mainline rolling stock and the Fowey loop would make a good run for 0-6-0 panniers able to climb the hill to the tunnel. Off-season running could be the same as the other four current branches, small DMUs, (preserved) as was the case between the '60s and the '90s.

Agreed, both above-mentioned would be / would have been great. Being sort-of practical for a moment: passenger Par -- Fowey withdrawn "back in the Dark Ages": freight on the section lasted a lot longer, but for how long -- was track still down in the 1960s?

If the "Fowey loop" could be, preservation-wise: I wonder whether there would be rivalry / resentment between those running same, and the Bodmin & Wenford Railway just a bit up the main line? Or perhaps, if the Lostwithiel / Fowey venture had got going first, local enthusiasts would have concentrated on that from the outset; and the B & W might never have been?


A few more have come to mind, which I'd like to have happened.

(1) Axminster -- Lyme Regis. Shortish but fascinating branch, highly scenic, beautiful surroundings, terminus a big tourist-trap (IIRC, the station was outside and rather high above the town -- but purely trippers-wise, that needn't be a big problem).

(2) Prestatyn -- Dyserth: a nice short, compact but characterful little branch. Its passenger service was withdrawn in 1930, but the line kept freight for a further most-of-half-a-century. Around the time of the end of the freight service, there in fact were moves to try to preserve the branch; but they were unsuccessful. (One takes it that some quite heavy station-reinstating would have been involved.)

(3) Saxmundham -- Aldeburgh. In pleasant, quiet East Anglian countryside, ending on the coast. Lots of tourist potential in the area -- culture-y / music-y stuff at Aldeburgh, and the famous bird reserve at Minsmere; and they're even trying to attract curious visitors to the Sizewell nuclear power station.

As regards the "main line running powers" issue which somewhat obsesses me: it would definitely not be a problem with (1);with (2), I don't think so -- believe that it was a neat "bay platform on the proper side, immediate divergence" set-up; (3) I'm not sure -- from what can be made out from maps, "perhaps OK, perhaps not". (I travelled on the Aldeburgh branch in its last passenger years; but re this thing, don't remember what the deal was.)

 

[Rover]

Locally for me Matlock to Buxton. I feel it will never be completed, certainly not in my lifetime. It's taken 40 years and it's got 5 miles to Rowsley. I was 16 when it all started, a site at Matlock and a site at Buxton and it was all going to join up in the middle! I thought I would have been riding on it by now.

It was a nice dream, but that's all it is, still a dream. It's a shame because it would have been a wonderful preserved railway to have travelled on, alas in another 40 years I shall be 97, I probably won't be here and it's unlikely the railway through the peak will be either.

 

[AM9]

... Agreed, both above-mentioned would be / would have been great. Being sort-of practical for a moment: passenger Par -- Fowey withdrawn "back in the Dark Ages": freight on the section lasted a lot longer, but for how long -- was track still down in the 1960s?

It says that the track between Par and Fowey was lifted and the haul road put down between 1969 & 1972 so it falls within your suggestion of not before the '60s. Specifically, the tunnel has been kept in good order, including diesel-fume extraction facilities added.

If the "Fowey loop" could be, preservation-wise: I wonder whether there would be rivalry / resentment between those running same, and the Bodmin & Wenford Railway just a bit up the main line? Or perhaps, if the Lostwithiel / Fowey venture had got going first, local enthusiasts would have concentrated on that from the outset; and the B & W might never have been? ...

That maybe the case, as with any preserved line, that they all compete for a slice of the holiday/leisure market and a Lostwithiel-Fowey line would probably attract more interest among non-enthusiasts on account of the end destination. I went on the B&W two years ago, - it was a pleasant line but not outstanding despite it being a gala day. In addition, Bodmin is not anything special in terms of leisure day trips whereas Fowey is an unspoilt magnet for visitors, maybe in view of it's poor road connections. If the line did reach par, it would be very popular, but it might then upset some of the Fowey residents as it would bring visitors in from the main line via Par.

 

[Cowley]

It says that the track between Par and Fowey was lifted and the haul road put down between 1969 & 1972 so it falls within your suggestion of not before the '60s. Specifically, the tunnel has been kept in good order, including diesel-fume extraction facilities added.



That maybe the case, as with any preserved line, that they all compete for a slice of the holiday/leisure market and a Lostwithiel-Fowey line would probably attract more interest among non-enthusiasts on account of the end destination. I went on the B&W two years ago, - it was a pleasant line but not outstanding despite it being a gala day. In addition, Bodmin is not anything special in terms of leisure day trips whereas Fowey is an unspoilt magnet for visitors, maybe in view of it's poor road connections. If the line did reach par, it would be very popular, but it might then upset some of the Fowey residents as it would bring visitors in from the main line via Par.

One line that I was going to put on my list but didn't was the section from Boscarne Juction to Wadebridge (possibly to be reopened at some point), but also the following and very scenic section to the tourist honeypot of Padstow, even using the original station (anti radon suits supplied of course). This latter section I'm sure will never be reopened but it would have been a very successful tourist railway running from a mainline station to a popular seaside area.

 

[Calthrop]

Locally for me Matlock to Buxton. I feel it will never be completed, certainly not in my lifetime. It's taken 40 years and it's got 5 miles to Rowsley. I was 16 when it all started, a site at Matlock and a site at Buxton and it was all going to join up in the middle! I thought I would have been riding on it by now.

It was a nice dream, but that's all it is, still a dream. It's a shame because it would have been a wonderful preserved railway to have travelled on, alas in another 40 years I shall be 97, I probably won't be here and it's unlikely the railway through the peak will be either.

Mr. Ruskin would have been in strong disagreement with you re all of the above -- but he was a miserable and awkward curmudgeon in a number of ways.

It says that the track between Par and Fowey was lifted and the haul road put down between 1969 & 1972 so it falls within your suggestion of not before the '60s. Specifically, the tunnel has been kept in good order, including diesel-fume extraction facilities added.

Thanks for gen. So -- not totally physically impossible, even now !

That maybe the case, as with any preserved line, that they all compete for a slice of the holiday/leisure market and a Lostwithiel-Fowey line would probably attract more interest among non-enthusiasts on account of the end destination. I went on the B&W two years ago, - it was a pleasant line but not outstanding despite it being a gala day. In addition, Bodmin is not anything special in terms of leisure day trips whereas Fowey is an unspoilt magnet for visitors, maybe in view of it's poor road connections. If the line did reach par, it would be very popular, but it might then upset some of the Fowey residents as it would bring visitors in from the main line via Par.

(My bolding) -- a frequently-encountered conundrum -- "each man kills the thing he loves", etc. Tourist-infestation is a pain for the locals; but in order to survive, people have to have money coming in from some source...

One line that I was going to put on my list but didn't was the section from Boscarne Juction to Wadebridge (possibly to be reopened at some point), but also the following and very scenic section to the tourist honeypot of Padstow, even using the original station (anti radon suits supplied of course). This latter section I'm sure will never be reopened but it would have been a very successful tourist railway running from a mainline station to a popular seaside area.

I do feel that the Bodmin & Wenford's overall situation is rather tragic: confined to a highly-restricted geographical area with expansion further west very problematic at best, because of abandoned rail routes having been made over into recreational "ways" for walkers / cyclists / equestrians. Distressing, because it's not a black / white Sauron-and-Mordor versus Free Peoples of the West situation; but one between two different sets of good guys, with different goals extremely difficult -- if possible at all -- to reconcile.

 

[ChiefPlanner]

We were in Southwold last week , brave efforts to rebuild the 1929 closed line - have met severe planning and local angst over potential , perceived more visitors into the area.

 

[47271]

Three similar very short Scottish lines serving tourist areas, but none of them in the public eye.

Choice 1. Ballinluig-Aberfeldy

A nifty route that might have headed off a regeneration need in Feldy nowadays, a picturesque small town that's very much in need of a boost.

2. The Mound-Dornoch

3. Dingwall-Strathpeffer

 

[Doctor Fegg]

I do feel that the Bodmin & Wenford's overall situation is rather tragic: confined to a highly-restricted geographical area with expansion further west very problematic at best, because of abandoned rail routes having been made over into recreational "ways" for walkers / cyclists / equestrians. Distressing, because it's not a black / white Sauron-and-Mordor versus Free Peoples of the West situation; but one between two different sets of good guys, with different goals extremely difficult -- if possible at all -- to reconcile.

Much though I like to see preserved railways thrive, I wouldn't give up the Camel Trail for any railway. It's a colossal success: from Padstow to Wadebridge it must surely be the busiest recreational cycleway in rural Britain, and the sheer number of kids enjoying themselves there on any summer day is a sight to behold.

 

[randyrippley]

Two lines which could have been a godsend to modern tourism
Weymouth-Portland, along with the Portland military railway
The Bridport branch, especially if extended back to West Bay

Thinking on a bigger scale maybe Portland-Weymouth could have been extended to Upwey and then on to Abbotsbury

 

[yorksrob]

Much though I like to see preserved railways thrive, I wouldn't give up the Camel Trail for any railway. It's a colossal success: from Padstow to Wadebridge it must surely be the busiest recreational cycleway in rural Britain, and the sheer number of kids enjoying themselves there on any summer day is a sight to behold.

I don't agree. It was built for the railway. Cyclists should build their own infrastructure if they feel so strongly about it.

 

[AM9]

I don't agree. It was built for the railway. Cyclists should build their own infrastructure if they feel so strongly about it.

I thinkof it as the railway borrowing the strip of land for however long. It was then abandoned so pedestrians and cyclists are making good use of it. Other than as a strip of land obviously owned by somebody, no mode of transport has any exclusive right to use it in perpetuity.
As it happens round here (St Albans), much of the local parts of the National Cycle Network use redundant railways, (Alban Way on 8 miles of the ex-GNR Hatfield-St Albans line, and the Nicky line on about the same length of the ex-Midland Hemel Hempstead-Harpenden line). Single track lines make very good foot/cycle paths being about the correct width andhaving easy gradients. It's unrealistic to even think that large sums of public money would be spent creating such infrastructure just so the ex-railway lines might be left derelict so that they might become preserved lines one day.

 

[yorksrob]

I thinkof it as the railway borrowing the strip of land for however long. It was then abandoned so pedestrians and cyclists are making good use of it. Other than as a strip of land obviously owned by somebody, no mode of transport has any exclusive right to use it in perpetuity.
As it happens round here (St Albans), much of the local parts of the National Cycle Network use redundant railways, (Alban Way on 8 miles of the ex-GNR Hatfield-St Albans line, and the Nicky line on about the same length of the ex-Midland Hemel Hempstead-Harpenden line). Single track lines make very good foot/cycle paths being about the correct width andhaving easy gradients. It's unrealistic to even think that large sums of public money would be spent creating such infrastructure just so the ex-railway lines might be left derelict so that they might become preserved lines one day.

I remember reading in a back issue of one of the railway magazines that when sustrans was set up, they specifically said that they were looking after the trackbed and wouldn't stand in the way of any potential reopenings.

They need to rediscover this ethos.

 

[daodao]

In the midst of a busy holiday area, the Lostwithiel to Fowey and Fowey to the original Par station, (just north of the sheds and sidings) lines would make a very popular preserved line. The length is nearly 10 miles, there would be some very attractive running beside the Fowey river, a 1:40 climb to Pinnock tunnel and at Par, a large engine shed fed by a turntable that is still in operation today.
Add to that the opportunity to continue north from Par all the way to Newquay, (just under 21 miles) making for good excursions or even taking over the service from Par (GWR), from national rail companies. The Newquay line can take mainline rolling stock and the Fowey loop would make a good run for 0-6-0 panniers able to climb the hill to the tunnel. Off-season running could be the same as the other four current branches, small DMUs, (preserved) as was the case between the '60s and the '90s.

Most of the Lostwithiel-Fowey line remains open for china clay freight traffic. The line between Fowey and St Blazey was closed in October 1968, and the trackbed was converted for use by English China Clays International as a road haul route, and is still (2014) in operation. These routes are therefore not available for conversion to "preserved" leisure lines.

 

[341o2]

I thinkof it as the railway borrowing the strip of land for however long. It was then abandoned so pedestrians and cyclists are making good use of it. Other than as a strip of land obviously owned by somebody, no mode of transport has any exclusive right to use it in perpetuity.

Is not cycling a mode of transport so why does it apparently have an exclusive right to use a former trackbed in perpetuity, and to expect public funding for any facilities

 

[Ash Bridge]

I really do believe that a fully reopened railway (not just as a heritage/preserved line) from Bodmin to Wadebridge and beyond to Padstow would be a great success and would be beneficial for all inc. locals, tourists/holidaymakers and not just railway enthusiasts as anyone who has tried to visit Padstow especially between the months of May - October will know it is an absolute nightmare trying to find a decent parking space. I suggest it could be likened to the situation at St Ives where the railway is an absolute necessity and the resort would badly struggle without it bringing in its thousands of visitors every day, a reopened line to Padstow would surely be a major help in reducing car traffic in this tourist honeypot and would also give those who are perhaps not able to take to two wheels the chance to sample the views of the Camel Estuary that John Betjeman once described as the most beautiful train journey he knew of.

 

[Cowley]

I really do believe that a fully reopened railway (not just as a heritage/preserved line) from Bodmin to Wadebridge and beyond to Padstow would be a great success and would be beneficial for all inc. locals, tourists/holidaymakers and not just railway enthusiasts as anyone who has tried to visit Padstow especially between the months of May - October will know it is an absolute nightmare trying to find a decent parking space. I suggest it could be likened to the situation at St Ives where the railway is an absolute necessity and the resort would badly struggle without it bringing in its thousands of visitors every day, a reopened line to Padstow would surely be a major help in reducing car traffic in this tourist honeypot and would also give those who are perhaps not able to take to two wheels the chance to sample the views of the Camel Estuary that John Betjeman once described as the most beautiful train journey he knew of.

Much agreed and of course the section to Wadebridge lasted for freight for a long time after passenger services so therefore the route is still in fairly good nick.
The roads around Padstow are very busy in summer and when you look at what's been achieved at Swanage there's a perfect example of how a preserved railway serving a popular seaside destination can perform an important role in the modern day.
That said it is good to see how popular the Camal Trail is and I'd much rather see an old rail formation used for cyclists/walkers etc than be abandoned altogether.