Berra Tor Farm: a History = a talk by David Dance
David moved into this Grade 2* listed farmhouse in 1994, retired from his full-time job in 2019 and like perhaps many people found time and interest during the Covid period to do some history research and write a book. He has since uncovered around 200 years of the farmhouse’s history with more to be revealed perhaps. Much of the information has come from censuses, conveyances and C19 tithe maps,
These show an original farm in a field nearby (no trace today) with the name of Cudgeford with research complicated by a further 14 variants of its spelling and the switching of the name to Berra Tor (finally consolidated in 1901 as the current name).
It sits on what was probably a major route towards the Tavy at Hatch Mill. It is thought that in the C15 it was a short longhouse with shippon. The famous antiquary GW Copeland who visited the farm in 1951 noted other interesting features – a once wider entrance for animals, oak studded door with fleur-de-lys hinges, granite door frames, huge rough cross beams, curving stone fireplace and a mullioned window. The latter item proved to be of significant interest, theories ranging from a relic of a nearby medieval chapel (shown on old maps) to salvage from Buckland Abbey (maybe after the Dissolution). An old photo from 1880 (see above) shows a thatched roof and two chimneys – now gone.
David then traced the ownership and occupiers from the early C18, the Buckland Abbey estate featuring then, along with the Crymes family – Richard having purchased the manor of Buckland Monachorum including Berra Tor. This then moved on to the Duke of Bedford (DOB) and by the mid C18 the Corters. It passed then through several generations of this family with Samuel Jnr also leasing other land from Lopez and employing large teams of helpers. When he died in 1871 it was bought again by the Bedford estate (along with 1,000 apple trees), its state of repair described as “bad”.
Around this time too there is a mysterious reference to 3 fulling mills in the area including one at Cudgeford – further research required here. Bidgoods were tenants through the agricultural depression period up to 1886, then the Veales through the 1891 time of huge floods in the parish and . subsequently after the first big DOB sale in 1901. Frank Rowe reportedly ran a successful farm from 1921 though it was sold again in 1950 (with hunting and fishing rights) after he became ill. Further occupiers included Tuckett, Henry Towl and in 1973 Tom Malcolm.
At this point, the farm became a home with extensive alterations being carried by the new owners. By 1988 the Gullifords were there, eventually moving into the cottage next door to make way for David and his wife in 1994.
Perhaps David could be persuaded to continue his fascinating research into the first 300 years and come back in the future for part 2.
Tyrwhitt’s Tramway: the Plymouth & Dartmoor Railway – a talk by Simon Dell
Sir Thomas (1762-1833) initially served as the private secretary to the Prince of Wales (later King George IV) and founded the settlement of “Prince’s Town”. Following the closure of his first project, Dartmoor Prison in 1815, he turned his endeavours to other ideas for bringing prosperity to the town and area.
At this time, the Plymouth breakwater was under construction and granite from King’s Tor quarry, owned by the Johnson brothers was in great demand, being shipped by horse, cart, and canal.. Also peat, flux and ores were going off the moor with sea sand, timber and coal coming in, again by slow and costly transport. Sir Thomas thus conceived the idea of a railway which he thought would bring significant benefits – both to the area and “interested parties.”
Following an Act of Parliament in 1819, the railway was launched to over 1,000 people at a grand breakfast ceremony. A single track of 4ft 6in gauge, comprised of granite sleepers, cast iron rails and horse drawn, it was opened in 1823. There were various local subscribers involved in the setting up of the Plymouth & Dartmoor Railway Company (P&DRC), including landowners and those with certain interests – Lopez, Maristow, Elford and Lockyer amongst the names, along with the Johnsons at King’s Tor quarry, Wm. Shillabeer was appointed as surveyor and Wm Stuart (the breakwater engineer) as chief engineer.
Initially the route was planned to ascend on steep gradients , difficult for horses, but thanks to Stuart, an alternative route was decided upon , more circuitous but with less climb, from Crabtree Wharf on the Plym to King’s Tor quarry. Despite his initiative it seems Stuart fell out of favour. The Wharf was often stranded at low water so an extension was then built to Cattewater and a new route opened via Saltram (Earl Morley’s land) and a branch to Cann Quarry. Finances were often under strain with many loans and changes of partners and ownership.
By 1826 the company had run out of money and it was the Johnsons who came to the rescue taking on the mortgage and forming the New P&DRC, Tyrwhitt died in 1833. There was considerable traffic on the line, especially in granite though Tyrwhitt’s original idea of opening up the moor to agriculture and development were not fulfilled. However, GWR saw opportunities in steam and the demand for passenger transport, taking over the top section in 1877 and the rest by 1883 – the original tramway finally closing. The GWR line closed in 1956.
Through his innovative use of AI and unique humour Simon illustrated his talk with images of various sections en-route, many of which can be seen today, including the Leigham tunnel (2nd of its kind in the world), the Crabtree weighbridge, granite sleepers and mileposts, halts and sidings, and the stable block above Clearbrook.