Small Talk at Wreyland. First Series

by Cecil Torr

Now that the cuttings and embankments are all overgrown and covered with verdure, one can hardly realize how hideous it all looked, when they were raw and glaring. In that respect this was the worst piece of the line, as there are four cuttings here in less than a mile, and embankments almost all the way between them. But some of the viaducts and bridges are worthy of all praise. Just below here the line crosses and re-crosses the Wrey at a height of rather more than forty feet above the stream, first on a viaduct of two arches and then on a viaduct of three. And these are built of granite, and so well proportioned, that there would be many pictures of them, could they be transferred to Italy and attributed to Roman or Etruscan builders. A little further up there is a splendid archway, where the road goes underneath the line before ascending Caseleigh hill.

The line was intended to curve round the outer slope of Caseleigh hill instead of cutting through it; but the curve was condemned as dangerous on so steep a gradient. And the plans were altered, to the disadvantage of the scenery, and also of the shareholders, as the cuttings were very costly.

The old people here would often speak of London as though it stood upon a hill. And they could give a reason:—“Folk always tell of going up to London.” When the railway came, it was perplexing. This portion of the line ascends about 400 feet in about six miles, with gradients of as much as 1 in 40. Yet up trains went down, and down trains up.

Lustleigh station once had a signal-post, though it now has none. Seeing both arms lowered for trains to come both ways, I felt a little uneasy, there being only a single line. But the station-master said:—“Well, there isn’t an engine up at Moreton; and, if a truck did run away, it wouldn’t stop because the signal was against it.” Trucks do sometimes run away, but have never yet done serious damage.

This line was laid with the old broad-gauge rails on longitudinal sleepers, and was converted into narrow-gauge in 1892 by bringing the off-side rails and sleepers in towards the near-side. It has all been re-laid now with the usual narrow-gauge rails and transverse sleepers, excepting a few sidings.

On the broad-gauge there were eight seats in a compartment, first class, the narrow-gauge having only six. And in the Great Western carriages there was often a partition with a sliding door, making a sub-compartment on each side, each with two seats facing forward and two facing back. Passengers’ luggage used to be carried on the roofs of the carriages, being strapped down securely and covered with tarpaulins. But this was not peculiar to the broad-gauge. I remember it on narrow-gauge lines as well, especially the Great Northern.

Some of the old broad-gauge engines were worth seeing. On the Bristol & Exeter line there were engines that had a pair of driving-wheels nine feet in diameter, and four pairs of carrying-wheels set on two bogies fore and aft. These engines were taken over by the Great Western on the amalgamation of the companies; but the Great Western, I believe, had no engines of its own with driving-wheels of more than eight feet, except the Hurricane, whose driving-wheels were ten feet in diameter. I used to hear it said that Brunel had driven the Hurricane himself, and made her run a hundred miles an hour; and these Bristol & Exeter engines certainly ran more than eighty. It was one of these that came to grief at Long Ashton on 27 July 1876. She turned right over, and threw up her driving-wheels to such a height that they cleared the train, and came down upon the line behind it.

Engines were given names, just because stage-coaches had them. The most suggestive names—Crawley and Saint Blazey—are really names of places; and generally the choice of names is feeble. The managers of foreign lines have more imagination. I once met Lars Porsenna at Clusium—Chiusi—on the train for Rome.

A cousin of my father’s writes to him from Brighton, 28 April 1842:—“I was very glad to find from your note that you reached home safely, having escaped all the dangers of the railroad with its fearful tunnels. I think of returning [to London] by the good old stage coach, slow though it be: it is better to lose time than to run the risk of being crushed to pieces in those dark tunnels, where you have not even a chance of saving yourself by jumping out.”

There was an old gentleman near here, who was a reckless rider, and met with many accidents out hunting, yet could not bring himself to face the dangers of the railway. At last—in 1851, I think—he had to go to London on some urgent business, and then (to use his own words) he committed his soul to its Creator, and took a ticket by the train.