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73-429: The East Cornwall Mineral Railway was a 1,067 mm ( 3 ft 6 in ) gauge railway line, opened in 1872 to connect mines and quarries in the Callington and Gunnislake areas in east Cornwall , England, with shipping at Calstock on the River Tamar . The line included a rope-worked incline to descend to the quay at Calstock. Following the opening of a main line railway at nearby Bere Alston ,

146-498: A competitive threat, and this accelerated when electric trams were introduced in 1899. The LSWR responded by introducing railmotors , single passenger coaches with an integrated steam power unit, on 26 September 1906, with additional halts opened on 1 November that year. The service proved popular, and in some cases the railmotors themselves were replaced by conventional trains because of capacity problems. Nonetheless street-running public passenger transport achieved gradual dominance, and

219-494: A competitor was always unsatisfactory: the SDR naturally gave precedence to its own trains; its Tavistock line had been laid out as a branch line only, with sharp curves and heavy gradients; and the SDR was to be paid 10½d in every shilling (87.5%) of LSWR income on the SDR line. Moreover, the LSWR was progressively doubling the track on its Devon lines, and the SDR section, remaining single with

292-437: A connecting line from there to Calstock was opened, and the existing line converted to standard gauge , opening throughout as a passenger line in 1908. When rural lines in the area were closed in the 1960s, a short section of the original ECMR line was retained to keep open a connection from Plymouth to Gunnislake, and that section remains open at the present day. In the middle decades of the 19th century, mineral extraction in

365-719: A connecting line in Plymouth (the Cornwall Loop ) and a Plymouth station at North Road. The LSWR built a new terminal station (approached from the east) at Devonport, so that down LSWR passenger trains approaching the area ran east-to-west through the North Road station, via the Cornwall Loop to the Devonport terminus. A Plymouth goods station at Friary on the east side of the city was also built at this time. Relying on facilities provided by

438-689: A high level and the construction took a considerable time, finally opening on 2 March 1908. The conversion of the gauge of the old ECMR line had taken only two days. The ECMR had used a rope-worked incline to reach the Tamar quay at Calstock; the incline was abandoned and a wagon lift was provided to move wagons to the quay. An approach was made to the LSWR inviting them to work the line, but the PD&;SWJR were advised to work it themselves, which they did. Passenger stations were: There were four return passenger trips and one short working from Bere Alston to Gunnislake, but

511-573: A line from Lydford to Devonport via Tavistock and Beer Alston. That line opened on 2 June 1890, and it was to be worked by the London and South Western Railway (LSWR). The promoters of the PD&SWJR had included in its authorising Act the powers to acquire the East Cornwall Mineral Railway, and in its later Act of 7 August 1884 these powers were converted to an obligation . Accordingly, the ECMR

584-469: A line linking Lidford and Devonport via Tavistock and Beer Ferris (later spelt Bere Ferrers ), as well as several branches connecting to other lines, including the D&;CCR line authorised in 1882. The D&CCR proposal alienated many potential supporters: in particular, it was not to pass through the important town of Tavistock (to avoid generating Parliamentary opposition from the SDR, who were already serving

657-522: A main line railway between Lydford and Devonport, in Devon, England, enabling the London and South Western Railway (LSWR) to reach Plymouth more conveniently than before. The line was worked by the LSWR as part of its own system, but the PD&SWJR adopted the East Cornwall Mineral Railway which connected Kelly Bray and Calstock , and connected it to the main line at Bere Alston. This became

730-649: A mile (about 1.5 km) north of Callington, was at an altitude of 640 feet (195 m) above sea level and was the railhead for a considerable agricultural hinterland. The line fell all the way to Calstock except for a short sharp climb. There were public depots (i.e. goods stations) intermediately at Monks Corner (later the site of Luckett station), Cox's Park (later Latchley), and Drakewalls (later Gunnislake). There were numerous sidings connecting with mines and quarries, in particular Kit Hill, Hingston Down, Gunnislake Clitters Mine, Plymouth Depot, Pearson's Quarry (at West of England Siding). The locomotive-operated part of

803-401: A petition and were successful in altering its location, costing an additional £2,000 due to the need to build special access arrangements. The line involved three tunnels and seven viaducts, as well as 76 bridges in its 22 miles (35 km). The need to enter the Devonport terminus from the west end, through a residential area, posed particular difficulties, as did the tidal mud inlets in

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876-445: A population of 4,783 in 2001, according to the 2001 census . This had increased to 5,786 in the 2011 census. The town is situated in east Cornwall between Dartmoor to the east and Bodmin Moor to the west. A former agricultural market town, it lies at the intersection of the south–north A388 Saltash to Launceston road and the east–west A390 Tavistock to Liskeard road. Kit Hill

949-461: A separate company by Act of 23 June 1902, capital £135,000. A further Light Railway Order of 12 October 1905 authorised the adoption of the standard gauge on the line, implying conversion of the existing East Cornwall Mineral line. The branch was engineered under the supervision of Colonel Stephens with the consulting engineers Galbraith and Church; it had to cross the River Tamar at Calstock at

1022-400: A terminus there adjacent to the SDR station, reached in 1876. Although this was a disappointment, it enabled other tactical agreements to be made with the SDR company, and avoided a difficult Parliamentary battle; as part of the agreement that the D&CR would abandon certain authorised extensions, the SDR granted running powers over its line between Lidford and Devonport, and agreed to build

1095-485: A year of opening to Devonport. The construction of the main line posed significant engineering challenges due to the difficult terrain, and it took some time to gain the necessary subscriptions; the first sod was not cut until 29 March 1887. The contract sum was £793,000 including land acquisition. The Tavistock station was intended to be at the Launceston road on the northern margin of the town, but local people presented

1168-479: Is a mile north-east of the town and rises to 333 metres (1,093 ft) with views of Dartmoor, Bodmin Moor and the River Tamar . The hamlets of Bowling Green, Kelly Bray , Frogwell and Downgate are in the parish. Callington railway station was the terminus of a branch line from Bere Alston , the junction with the Southern Railway 's Tavistock to Plymouth line . The railway line beyond Gunnislake to

1241-445: Is now used as the offices for a local driving school. There is also a Tesco supermarket, opened in 2010, which employs 200 local people. Callington has been postulated as one of the possible locations of the ancient site of Celliwig , associated with King Arthur . Nearby ancient monuments include Castlewitch Henge , with a diameter of 96 m and Cadsonbury Iron Age hillfort , as well as Dupath Well built in 1510 on

1314-548: Is provided by BBC South West and ITV West Country . Television signals are received from either the Caradon Hill or Redruth TV transmitters. Local radio stations are BBC Radio Cornwall on 95.2 FM, Heart West on 105.1 FM and Pirate FM on 102.2 FM. The town is served by the local newspaper, Cornish & Devon Post which publishes on Thursdays. Callington has both football and cricket teams. Callington Town Football Club (established 1989) has four adult teams playing in

1387-540: The Reform Act 1832 . The town is now in the South East Cornwall constituency . St Mary's Church was originally a chapel of ease to South Hill ; it was consecrated in 1438 and then had two aisles and a buttressed tower; a second north aisle was added in 1882. Unusually for Cornwall there is a clerestory ; the wagon roofs are old. The parish church contains the fine brass of Nicholas Assheton and his wife, 1466. In

1460-658: The South Devon Railway Company (SDR), had connected Plymouth and London in 1849, giving the broad gauge group dominance over a large area. In 1859 a line was opened connecting Tavistock to the SDR near Plymouth; this was the South Devon and Tavistock Railway , and it was taken over by the SDR in 1865. An affiliated company, the Launceston and South Devon Railway , extended the line to Launceston via Lidford (later spelt Lydford ). The entire line from Launceston to Plymouth

1533-639: The South West Peninsula League , East Cornwall League , Duchy League and South West Regional Women's Football League . They all play at Marshfield Parc, which backs onto Callington Community College . Callington Cricket Club has three teams playing in the Cornwall Cricket League and play their games at Moores Park. Callington Badminton Club plays on a Friday from 1900hrs till 2200hrs at the Community College sports hall. They play in

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1606-473: The Tamar Valley Line . For the 1908 extension three new steam locomotives were ordered from Hawthorn Leslie and Company , and one of the 3 ft 6 in gauge Neilson and Company locomotives from the East Cornwall Mineral Railway was rebuilt to standard gauge. Their leading dimensions were: The Hawthorn Leslie locomotives were blue with brass dome covers and chimney caps. Once the LSWR had absorbed

1679-524: The 'Grouping' of railways in Great Britain under the Railways Act 1921 when, on 1 January 1923, it became part of the new Southern Railway , and later British Railways . With the decline in usage of rural railways in the second half of the twentieth century, the viability of the line decreased and it was proposed for closure. However the poor road network around Calstock, and the topographical barrier of

1752-463: The 19th century, Callington was one of the most important mining areas in Great Britain. Deposits of silver were found nearby in Silver Valley. Today, the area is marked by mining remains, but there are no active mines. Granite is still quarried on Hingston Down . The former Callington constituency , a rotten borough , elected two members to the unreformed House of Commons but was abolished by

1825-615: The Atlantic Coast Express trains after 5 September 1964, the PD&SWJR route being reduced to the status of a secondary line. Freight traffic was substantially reduced. From 7 September 1964 the line between St Budeaux Junction and Devonport Junction was closed, all trains from the Tavistock line using the GWR route. A stub to Devonport Kings Road remained open until 7 March 1971 for parcel traffic. The line between Gunnislake and Callington

1898-459: The Callington and Gunnislake area of East Cornwall reached a peak. The trade was limited by the difficulty of conveying the products to market: pack horses were used as far as Calstock , where there was a quay on the tidal River Tamar for onward coast-wise shipping transport. The chief mineral was copper ore, with some tin and arsenic also; timber and coal was brought in to serve the mines. Although

1971-477: The Callington branch, and the PD&SWJR operated the line itself through a subsidiary company. In the 1960s, the main line from Lydford closed, as did the western end of the Callington line, but the section from St Budeaux to Gunnislake remains open and the passenger operation is known as the Tamar Valley Line . The Great Western Railway (GWR) and its "associated companies", the Bristol and Exeter Railway and

2044-498: The Callington terminus was closed in the 1960s, due to low usage and difficult operating conditions on the final sections of the line due to several severe gradients and speed restrictions. One can still travel by rail on the Tamar Valley Line from Plymouth as far as Gunnislake via Bere Alston, where trains reverse. For most of its journey the line follows the River Tamar. Gunnislake is the nearest railway station to Callington, although

2117-472: The Dockyard at Devonport. Running powers were granted over the short harbour lines of the LSWR in Plymouth. An agreement was made with the LSWR for them to operate the line for 50% of gross receipts. A further Act of 7 August 1884 authorised the purchase of the D&CCR and abandonment of its Lidford to Calstock line; a clause was inserted obliging the PD&SWJR to purchase the East Cornwall Mineral Railway within

2190-592: The GWR had gradually been improving its competing passenger service to Plymouth at the expense of the Southern route, and the Southern Railway decided that the service to the Ilfracombe branch , on which it had dominance, offered better returns. Multiple part passenger trains from London had traditionally favoured Plymouth as the prime destination, but this emphasis was altered. A 40 mph (64 km/h) speed restriction

2263-630: The LSWR Friary passenger terminus was opened; when running over the SDR Tavistock line, LSWR passenger trains arriving in the area had run through Plymouth from east to west, calling at the GWR Mutley and Plymouth North Road stations, and terminating at the Devonport terminus. Now they arrived at Devonport, made into a through station, and ran through Plymouth from west to east, continuing to call at Plymouth North Road and once again at Mutley, and turning into

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2336-421: The LSWR found that outer suburban services were more beneficial. In 1915, the connection from the LSWR line to the GWR line was removed; exchange facilities through the sidings remained. The East Cornwall Mineral Railway (ECMR) had opened a narrow gauge line from Kelly Bray to Calstock quay (on the River Tamar , concerned chiefly with mineral extraction. That short line lay about 4 miles (7 km) from

2409-467: The PD&SWJR line, and the PD&SWJR obtained powers as part of its 1884 Act to acquire the ECMR and to connect it with its main line. After some considerable delay it took active steps to do so, obtaining authorisation by the Bere Alston and Calstock Light Railway Order of 12 July 1900 to build the connecting line, and to operate the ECMR line (but not the incline to the Tamar quay) as a passenger line;

2482-487: The PD&SWJR was listed as one of the "subsidiary companies" of the Southern Group. In fact for administrative convenience, the PD&SWJR was absorbed into the LSWR on 11 December 1922; the LSWR itself became a constituent part of the new Southern Railway on 1 January 1923. Remote from the other main Southern Railway constituents, the PD&SWJR route was not outwardly affected by the organisational change. However

2555-425: The PD&SWJR was worked by the LSWR but the PD&SWJR worked the branch itself under the management of Colonel Stephens . The former ECMR line was now operated as part of the branch, although the incline at Calstock was abandoned. The PD&SWJR branch crossed the Tamar on a high viaduct at Calstock where a wagon lift was provided to allow continued access to the quay. The PD&SWJR remained independent until

2628-550: The PD&SWJR, nos. 3–5 were repainted in LSWR livery and renumbered 756–8; this process took several months, completed with no. 757 Earl of Mount Edgcumbe in October 1923. They were repainted in SR livery between March 1926 and April 1927, and their LSWR numbers were prefixed with the letter E, denoting Eastleigh Works, which had been responsible for their maintenance following the cessation of repairs at Callington Road in mid-1923. The E prefix

2701-639: The Plymouth & District league and run two men's teams, a Ladies team and a mixed/medley team. The club is open to all ages and abilities so everyone is welcome. Callington Bowling Club (established 1946) is based at Chantry Park, off the Liskeard Road. The club has men's teams playing in the Cornwall League, East Cornwall League, and the Plymouth and District League. Ladies teams play in Rippon, Date, and Tamar Leagues. The club also run 3 mixed shortmat teams during

2774-571: The Plymouth area suffered exceptionally from bombing attacks. In 1941, a connection from the Bere Alston line to the GWR line at St Budeaux was opened on 2 March, enabling Southern Railway trains to use the GWR. The Lydford link, removed in 1915, was reinstated on 30 May 1943. On 20 June 1947, the Southern Railway instituted the Devon Belle , an all-Pullman train running between Waterloo and Plymouth, with an Ilfracombe portion. However Plymouth patronage

2847-455: The SDR's own traffic as well as the LSWR's, was increasingly seen as an obstruction. Local interests promoted a Devon and Cornwall Central Railway which obtained an authorising Act of Parliament on 18 August 1882 to build a line from Lidford to Calstock, where it would join an existing short mineral line, the East Cornwall Mineral Railway (ECMR), and to purchase it and convert it to full railway standards. The D&CCR would therefore reach

2920-504: The Tamar at Calstock and get to Callington. In the 1883 session, the D&CCR sought powers to extend the authorised line from Gunnislake to run via Beer Alston (later spelt Bere Alston ) and Tamerton Foliot to the Devonport terminus of the LSWR; that line would give the LSWR the independent access it required to Plymouth. In the same session, the Plymouth Devonport and South Western Junction Railway (PD&SWJR) sought powers for

2993-481: The Tamar was tidal at Calstock, the passage to the sea was difficult, involving poling the ship past shoal stretches. A railway connection was considered to be the solution, and a Tamar, Kit Hill and Callington Railway Company Limited was formed in 1864. The company was to build a standard gauge line from Callington to Kelly Quay at Calstock, with an inclined plane to descend to the quayside there. The company obtained Parliamentary authority on 29 July 1864. Construction

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3066-520: The Tamar, resulted in retention of the line from Plymouth to Gunnislake via Bere Alston and Calstock. The short section of original ECMR approaching Gunnislake is therefore still in regular passenger operation. The remainder closed on 5 November 1966. Callington, Cornwall Callington ( Cornish : Kelliwik ) is a civil parish and town in east Cornwall , England, United Kingdom about 7 miles (11 km) north of Saltash and 9 miles (14 km) south of Launceston . Callington parish had

3139-453: The chairman of the town council. Callington Town Council has twelve members and covers the civil parish of Callington. At the Council elections in 2013 only ten candidates stood, eight Independents and two Mebyon Kernow Councillors. The current portreeve of the town is Peter Watson. In recent years, the town has seen much residential development with more, including social housing, planned for

3212-505: The churchyard there is a Gothic lantern cross. It was first mentioned by the historian William Borlase in 1752. Each of the four faces of the cross head features a carved figure beneath an ogee arch. The heads of these figures have been chiselled off, no doubt in the Commonwealth period. Callington is one of a small number of towns to continue to appoint a Portreeve ; originally a medieval revenue officer and now an honorary title given to

3285-402: The entire Exeter - Crediton - Okehampton - Tavistock - St Budeaux line should be reconstituted as an emergency diversionary route, in case of a repetition. Critics observe that this scheme would be expensive, (although no cost has been quoted) and would fail to serve Torbay. Tavistock (population 12,627), and Okehampton (population 7,138) are the largest communities that would be served by such

3358-414: The gauge was to be 3 ft 6in. The estimated cost was £74,014, because of the necessity to cross the River Tamar on a high viaduct. There was little interest in subscribing to this venture and after further inactivity the LSWR was persuaded to subscribe the capital, receiving 3% guaranteed shares. Application was made to Parliament and the Bere Alston and Calstock Light Railway was established as

3431-457: The line ended at Incline Station, where there were sidings for forming trains at the head of the incline. The incline at Calstock had been built in 1859 by the Tamar Coal, Manure & General Merchandise Co to bring supplies to mines on the higher ground, and to bring their products down. It was 2,310 feet (704 m) long on a gradient of 1 in 6. It was self-acting, but a stationary steam engine

3504-428: The nearest mainline station is at Saltash. Food manufacturers Ginsters and The Cornwall Bakery (both wholly owned subsidiaries of Samworth Brothers) are the largest employers in the town. Ginsters uses local produce in many of its products, buying potatoes and other vegetables from local farmers and suppliers. Historic listed building The Old Clink on Tillie St, built in 1851 as a lock-up for drunks and vagrants,

3577-510: The new Friary passenger terminus. The Friary goods station was improved as part of the work, and LSWR goods trains also ran through Plymouth North Road. At this time, the GWR route from Exeter to Penzance was broad gauge, with mixed gauge provided where required for LSWR trains. However the broad gauge was to be abolished, and in a massive operation in May 1892 the gauge was converted. The first GWR narrow gauge Night Mail train from Paddington to Plymouth

3650-563: The next few years. The neighbouring village of Kelly Bray has almost doubled in size in recent years with houses still being built in the area. A housing estate named Meadowbrook is in the process of being built. Callington is twinned with Guipavas in Brittany , France, and Barsbüttel near Hamburg in Germany. It also has unofficial friendship links with Keila in Estonia . Local TV coverage

3723-453: The position of the local mines, and a Callington & Calstock Railway was formed, obtaining Parliamentary authority on 9 August 1869. This was to have a capital of £60,000, with borrowing powers of £20,000, and adopt the abandoned works of the Kit Hill company. The line was to be nearly 8 miles (13 km) long, including short lengths on the quay at Calstock and the incline. Passenger traffic

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3796-540: The possibility of connecting the ECMR line to its own line as a light railway. This proved feasible, and the Bere Alston and Calstock Light Railway Order was confirmed by the Board of Trade on 12 July 1900; as well as the new line, the Order authorised the acquisition of the ECMR line and its operation as a passenger light railway (excepting the incline). The gauge was to remain 1,067 mm ( 3 ft 6 in ). In fact finance

3869-404: The powers allowed to lapse. Similar extension proposals were tabled in later years, but never authorised. Whereas the PD&SWJR main line was worked by the LSWR ostensibly as part of its own system, the Callington branch was worked independently by the PD&SWJR. The Railways Act 1921 determined that most of the main line railways of Great Britain were to be formed into four "groups", and

3942-604: The quay. Navigation on the Tamar was difficult, but when the line opened, the nearest main line railways were the Cornwall Railway at Saltash, and the South Devon and Tavistock Railway, across the Tamar and Tavy rivers. Extension to connect to them was considered, but was impossibly expensive. However, on 25 August 1883 the Plymouth, Devonport and South Western Junction Railway (PD&SWJR) obtained Parliamentary authority to build

4015-476: The service was soon augmented somewhat. However, the goods and mineral traffic was disappointing. In 1912 the lift operator at Calstock was dispensed with on the grounds of infrequent use of the lift. An extension was proposed from the Callington Road station to Callington itself, and on to Congdon's Shop, and a Light Railway Order was secured for the purpose on 11 February 1909; however this was never built and

4088-458: The site of an ancient sacred spring . Callington was recorded in the Domesday Book (1086); the manor had four hides of land and land for thirty ploughs. The lord had land for three ploughs with eleven serfs. Twenty-four villeins and fourteen smallholders had land for fifteen ploughs. There were also one and a half square leagues of pasture and a small amount of woodland. The income of the manor

4161-538: The southern section. Major Marindin of the Board of Trade inspected the main line for approval to open on 23 April 1890. A number of improvements were required, and goods traffic (not subject to the conditions) commenced on 12 May. Passenger traffic started on 1 June 1890. The route from London to Plymouth was 16 miles (28 km) shorter than the GWR route; the latter still ran via Bristol (until 1906). The 11:00 LSWR express from Waterloo now arrived at Plymouth North Road at 4:45 p.m. (16:45). On 1 July 1891,

4234-522: The town). The PD&SWJR Bill was successful, receiving the Royal Assent on 25 August 1883; authorised capital was £750,000; the Act authorised a new independent line in Plymouth connecting Friary and Devonport stations, and with a large central Plymouth station east of Tavistock road; the connecting link from Devonport to Lidford; the branch to the D&CCR line authorised in 1882 near Calstock; and connections to

4307-468: The winter months. Cornish wrestling tournaments, for prizes were held in Callington in the 1800s. Callington has a sizeable Masonic presence with five Masonic bodies meeting at the Masonic Hall on Tavistock Road. Plymouth, Devonport and South Western Junction Railway The Plymouth, Devonport and South Western Junction Railway (PD&SWJR) was an English railway company. It constructed

4380-420: Was "taken over" as from 1 June 1891, although the formalities of the purchase were not completed until 4 January 1894. "Payment was made by the issue of £48,250 in ordinary shares, £12,500 in cash, and a rent charge of £250 per annum". The Light Railways Act was passed in 1896, designed to facilitate the construction of new lines where there was no controversy over routing, and in 1898 the PD&SWJR investigated

4453-404: Was closed on 5 November 1966 and that from Bere Alston to Lydford was closed on 6 May 1968, along with the remainder of the line to Okehampton . The remainder of the PD&SWJR lines continues in operation, with a local passenger service from Plymouth to Gunnislake. Because of the configuration of the junction there, the trains reverse at Bere Alston; these passenger trains operated under the title

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4526-479: Was controlled by the SDR. The rival London and South Western Railway (LSWR) sought to reach Plymouth too; it planned an approach by a northern alignment from Exeter through Okehampton, encouraging the friendly Devon and Cornwall Railway Company to build the line; the LSWR took the smaller company over on 1 January 1872. The chosen course had to penetrate difficult terrain with little population, and at first it limited its ambitions to reaching Lidford: at first only to

4599-451: Was disappointing, and the Plymouth portion was taken off from the end of the 1949 summer season. The general increase in road use led to a steep decline in use of the line in the 1950s, and closure of parts of the route came under consideration. Following the report the Reshaping of British Railways published in 1963 led to the so-called Beeching cuts , which resulted in the suspension of

4672-439: Was done at the time of adoption of the incline as part of the ECMR. A 14 hp (9 kW) stationary steam engine was provided by the ECMR. An electric bell system was installed for the operation of the incline, later replaced by a telephone. Two loaded or three empty wagons were moved on the incline at a time. The ECMR extended the quay at Calstock, and it was 1,359 feet (414 m) long. Horses performed wagon movement on

4745-493: Was dropped on the SR's 1931 renumbering. British Railways livery and numbers were applied to 757 (30757) in May 1949 and 758 (30758) in December 1950, but 756 was withdrawn in October 1951 without being renumbered. 30757 and 30758 were withdrawn in December 1957 and December 1956 respectively. The Exeter - Newton Abbot main line via Dawlish was severed for several weeks by extreme weather in early 2014, and it has been suggested that

4818-511: Was imposed between Bridestowe and Ford to achieve permanent way maintenance economies in 1925. The Admiralty constructed a new Royal Naval Armaments Depot on the site of a former battery at Ernesettle, alongside the PD&SWJR line immediately north of the Royal Albert Bridge . This was commissioned in 1926; although there was an internal narrow gauge track system, there was no main line connection until 3 July 1938. During World War II,

4891-562: Was impossible to obtain, and eventually the LSWR was persuaded to guarantee borrowings. A new company, the Bere Alston and Calstock Railway (BA&CR) as a subsidiary of the PD&SWJR, was set up and a new Act of 23 June 1902 authorised it to build the connecting line and to acquire the East Cornwall line. A Light Railway Order was made on 12 October 1905 authorising a change of the track gauge to 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard gauge. The position now

4964-434: Was not authorised. Purchase of the quay at Calstock, and improvements to it, were included in the authorised powers. Construction work proceeded steadily, and an Act of 25 May 1871 authorised a change of name to the East Cornwall Mineral Railway. The line opened for traffic on 7 May 1872. The line was 7 miles 4 furlongs and 5 chains (12.17 km) long running from Kelly Bray to Calstock . Kelly Bray, about

5037-507: Was passed over the LSWR Okehampton line and the PD&SWJR on the night of 20/21 May 1892; from the night of 23/24 May, the GWR was able to revert to its own route throughout on its newly relaid standard gauge. The LSWR energetically developed suburban traffic in the greater Plymouth area, running a relatively frequent stopping service between Friary and St Budeaux. The rise of street-running passenger tramways in Plymouth from 1872 posed

5110-407: Was provided at the top. It was single track with a passing loop halfway, and a three-rail section above it. A two wagon lift was usual, each conveying 3 tons. When the ECMR line was built, the incline was taken over by the railway company. There is evidence of realignment of the incline: the later route was higher up the hillside and reduced the sharp curve near the bottom. It is likely that this

5183-470: Was soon under way, and the following year a broad gauge Saltash and Callington Railway , and in 1866 the Kit Hill company, obtained authority to build on the broad gauge instead, so as to connect with the Saltash company. But that year there was a financial crash, and although much work had been done on the Kit Hill line, nothing further was done on either route. Foreign competition in mineral extraction worsened

5256-646: Was to be that the Okehampton–Devonport line would be owned by the PD&SWJR and worked by the LSWR, and the Bere Alston to Callington line would be owned by the BA&;CR, a subsidiary of the PD&WJR, and worked by the PD&SWJR. Regauging and some realignment of the ECMR line was undertaken in 1907–1908 but ordinary traffic was only interrupted for two days during the conversion. The new line from Bere Alston to Callington opened to passengers and freight traffic on 2 March 1908. The Bere Alston to Plymouth section of

5329-560: Was £6 sterling. In 1601 Robert Rolle (died 1633) purchased the manor of Callington, thereby gaining the pocket borough seat of Callington in Parliament, which in future served to promote the careers of many Rolles. He nominated to this seat his brother William Rolle (died 1652) in 1604 and 1614, his son Sir Henry Rolle (1589–1656), of Shapwick , in 1620 and 1624, his son-in-law Thomas Wise (died March 1641) of Sydenham in Devon, in 1625, and another son John Rolle (1598–1648), In

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