The map says 'Services under consideration for closure in August 1962, which in some cases have already been withdrawn, are included in the map" but it does not back to all lines ever open. So missing from the map that I notice (in addition to yours) are:
* Totnes to Ashburton
* Fowey to St Blazey
* Barnstaple to Lynmouth
* Bridgwater to Edington
* Plymouth to Yealmpton
* Bideford to Appledore
* Yatton to Blagdon
* Highbidge to Burnham

 
That map hasn't got Newton Abbott to Moreton Hampstead via Heathfield and it branch via Chudleigh to Exeter closed 1958. The branch to Princetown is also missing.

The railways killed the villages of central Devon.

 
Picking up this thread a year later - thanks to "On this day" and continuing to stray off topic (I may split later), I bring you two more parts of the "passenger services to be withdrawn" maps so the set of 3 now includes most of the current GWR territory and our neighbours.

 
Surely Exmouth survived because it was expected to become and has become a commuter town for Exeter, just has Torre, Torquay, and Paignton have. They will continue to be as Exeter follows it's anti-car policy.

 
Wow. The Disused Railways site quotes 2 million passengers a year too. I hadn't realised that the first stretch to Crossens counts as another of the UK's closed electrified lines.

Mark

http://disused-stations.org.uk/c/crossens/index.shtml

 

The Southport proposal resulted in the chopping of a well used and popular electric extension of the Merseyrail system to Crossens. I knew locals in that town who couldn't believe that their service would be just ripped away.

The very popular South Wales resort of Porthcawl lost its railway because of low passenger receipts from that town. The truth being that all of the traffic supporting the railway was coming into the town.

 
I am not sure if the Bridport branch would be open today if it had survived. The problem, dating back into the 19th century was the connecting at Maiden Newton in order to get somewhere. Until this current timetable, the two hourly trains called an hour apart so the connecting in both directions was virtually impossible.
This would mean an extended journey time.
It is far easier to get to Crewkerne, Axminster or Dorchester to get the hourly services at those stations. Each is about 30 minutes from Bridport. While most would drive, the X51 and X53 bus links to Axminster along with Weymouth/Dorchester. With only a few through trios to Crewkerne/Yeovil the No 6 bus cannot provide as good a service as the other two.

Incidentally, the Bridport Railway was so disenchanted with the connections at Maiden Newton in the 1880s they proposed doubling the line to Dorchester in an attempt to force and improvement.

 

Not sure how the levels work for Bodmin - yes, the place really needed one station and a Bridgnorth-style tunnel beneath the town, though possibly not with a Bridgnorth-style construction shaft emerging in the town centre to build it, 'cos that was just mean.

Mark

 
I can remember the Cleethorpes service as it passed through Crewkerne during my spotting days.

Detail mentioned in two other forums.

https://www.rmweb.co.uk/topic/81475-so-cleethorpes-to-exmouth-return-196012/

https://www.lner.info/forums/viewtopic.php?t=10134

 
The "was Beeching right" argument is one that has brought animated and heated discussions for many fora!

I look at the maps, at the lines proposed for closure that survived and the lines to be kept that closed and it's surprising that there's quite a few in both categories.

In my personal view, there were some crazy suggestions that (thank goodness) failed to go through as Liverpool Exchange to Southport and some which happened and are so sorely missed these days like Oxford to Cambridge. But overall some pruning, regrettably, made sense.   I may get myself into hot waters if I suggest that two stations in Bodmin - North and General looks like overprovision, and I can understand that Tavistock does not need two railways from Plymouth but for goodness sake in should have been left with one. Halwill Junction to(wards) Torrington is another example that I suspect may have been overdue for closure - but onwards closure to Barnstaple Junction was two steps too far.  And in each of these examples I am happy to be argued against (or to have things explained to me with a local knowledge I don't have).

There are, or were, a few baffling survivors. In almost every case, they baffle less these days; so much of that comes down to the hard work of ACoRP and Community Rail Partnerships.  And some really sad losses - I suspect that if Bridport had survived just a few years longer, it would survive to this day, to the economic benefit of Bridport.

 

Never less than amazed that for a few years, was it Exmouth that saw a service... to and from Cleethorpes?

Mark

 
I’m not sure there’s a great deal of logic to what survived and what didn’t. In Bristol only two suburban stations were to be retained post Reshaping - Stapleton Road, and St Anne’s Park. In the end the Severn Beach line survived but St Anne’s Park didn’t. Stapleton Road’s role as an important interchange was largely usurped by Bristol Parkway, and it is now only served by local trains.

Meanwhile what would now be a very useful main line via Fishponds to Yate and Gloucester is a linear park. It’s all a bit random really.

 

Exmouth, Gunnislake and Looe were saved in spite of being proposed for closure in the Beeching report. Okehampton and Swanage were NOT proposed for closure but never the less were lost.

 

Good wonder.  It leads to questions about who the customers would be.

Would it be the current customer base which I believe is largely day return leisure trips, would they pay the extra and / or want the longer journey and would the Colyton Stations facilities be redundant?

Would extra traffic arrive by train and would Seaton Junction station re-open?  If that extra traffic arrived, would there be enough capacity along the tramway to cope?

What other traffic would there be / is there?  I am aware of camping sites that have been served in the past with late trams getting campers hone from the Seaton pubs.  Would traffic be generated for the none-motoring holiday maker?

General traffic and would a tram service usefully run all day, every day, all year?  Would it abstract from the bus?

 
Interesting map. Exmouth seems to be lost to the network?

 
I wonder if there is a large enough potential passenger count to justify rebuilding the section of railway between Colyton & Seaton Junction as an extension of the Seaton Tramway. Aerial mapping seems to show a largely unobstructed trackbed.

 

http://www.firstgreatwestern.info/mirror/BRB_Beech001b.pdf

Edit to add map part:



Noting that Abbotsbury and Fortuneswell had both gone before the Beeching Report and are not shown on the map.

 
Have you got the maps from the Beeching Report mirrored anywhere? Nigh impossible to make out anything on the A5 reprint, not to mention the annotations on the copy they used.

 
Rails to Lyme Bay

Fortuneswell
Abbotsbury
West Bay
Lyme Regis
Seaton
Sidmouth
Exmouth

Only one has survived as a modern public railway to current times, and even that was threatened in the Beeching report - mirror at http://www.firstgreatwestern.info/mirror/BRB_Beech001a.pdf - but lives on, and I suspect there would be local protests if it were to be closed now.  You have to wonder how others would have done had they lasted into the current century.

Abbotsbury was an early loss. From the Dorset echo