Seaton and Beer Railway

The Seaton branch line was a railway branch line connecting the seaside resort of Seaton, Devon in England, to the main line network at Seaton Junction railway station, on the main line between Salisbury and Exeter.

The branch line opened in 1868; it became very popular with holidaymakers, greatly enhancing the attraction of the resort, but it declined and the line was closed in 1966.

The small town of Seaton became a seaside holiday resort in the middle of the nineteenth century, although its historic port activity had declined to the use of fishing boats only. When the London and South Western Railway (L&SWR) opened a main line from Yeovil to Exeter in 1860, completing a route from London, local people saw that a rail connection might reinvigorate their town. However the difficult terrain of the Devon Coast in the area forced the L&SWR to align its route a considerable distance to the north. They opened a station called Colyton for Seaton, near Shute. The station was four miles from Seaton, and over a mile from Colyton.

Local people wanted an actual rail link to the town, and after a first failed attempt to obtain an Act of Parliament for the purpose, they were successful, obtaining an Act for the "Seaton and Beer Railway" on 13 July 1863. The Company had an authorised capital of £36,000, and powers for a loan of £12,000, for the construction of a line from near the L&SWR Colyton station to a Seaton station to the east of the town.

The Act included powers to construct a bridge over the River Axe, giving access to Axmouth.

At a Company meeting on 5 December 1863, Sir Walter Trevelyan was elected Chairman of the Company, and W R Galbraith the Engineer.

A contract for the construction was awarded to Howard Ashton Holden, signed on 8 January 1864, but progress was extremely slow, and in April 1865 the Company wrote to Holden threatening suspension of the contract. On 27 September 1865 the Company terminated Holden's contract on Galbraith 's advice. Two alternative potential contractors fell by the wayside, and it was obvious that the available firms lacked the financial resources to undertake the work. The Company itself was now running short of money, and it had to obtain a further £12,000 by a 5% preference share issue and a £4,000 loan in an attempt to fund the work more directly, and John Sampson was engaged to carry the work on, with considerable financial assistance from the Company. Even Galbraith, on the Company's authority, was unable to obtain a locomotive to hire for the conduct of the works. With horses instead, he took direct control of the works, with Sampson in effect his site manager.

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