SEPTEMBER 1964 An article by Mike Roach
The first weekend of September 1964 proved to be a momentous one for the railways of North Cornwall, Devon and West Somerset. The summer dated trains and timetables ended on the weekend of 5/6 September. In 2014 the summer timetable of FGW finished on the weekend of 6/7 September.
On this weekend 50 years ago most of the through trains from places like Padstow, Ilfracombe and Plymouth to Waterloo were withdrawn leaving the trains to start at Exeter. At the same time the Exeter to Waterloo part of the service was dieselised using Warships in the D800 series. One result of this was that the last Atlantic Coast Express (ACE) ran from Waterloo to multiple destinations in Devon and Cornwall on Saturday 5 September 1964. It was steam hauled throughout. The following Monday there was only one through train from Waterloo to any destination beyond Exeter St. Davids, and that was at 1.10am. Many years later the ACE name was revived by First Great Western for a summer only through train from Paddington to Newquay and back. Being a Great Western enthusiast I travelled to Worcestershire for the last day of passenger services on the Bromyard Branch on 5 September 1964. I arrived back in Plymouth at 5.26am on Sunday morning, 6 September. Later that day I travelled from Plymouth to St. Budeaux on the 6.45pm train, hauled by a North British type 2 loco. This was the last train in this direction to travel via Devonport Kings Road and Ford Stations. From the next day trains to Tavistock and Okehampton would travel via the former Great Western route to St. Budeaux.
The first weekend of September 1964 proved to be a momentous one for the railways of North Cornwall, Devon and West Somerset. The summer dated trains and timetables ended on the weekend of 5/6 September. In 2014 the summer timetable of FGW finished on the weekend of 6/7 September.
On this weekend 50 years ago most of the through trains from places like Padstow, Ilfracombe and Plymouth to Waterloo were withdrawn leaving the trains to start at Exeter. At the same time the Exeter to Waterloo part of the service was dieselised using Warships in the D800 series. One result of this was that the last Atlantic Coast Express (ACE) ran from Waterloo to multiple destinations in Devon and Cornwall on Saturday 5 September 1964. It was steam hauled throughout. The following Monday there was only one through train from Waterloo to any destination beyond Exeter St. Davids, and that was at 1.10am. Many years later the ACE name was revived by First Great Western for a summer only through train from Paddington to Newquay and back. Being a Great Western enthusiast I travelled to Worcestershire for the last day of passenger services on the Bromyard Branch on 5 September 1964. I arrived back in Plymouth at 5.26am on Sunday morning, 6 September. Later that day I travelled from Plymouth to St. Budeaux on the 6.45pm train, hauled by a North British type 2 loco. This was the last train in this direction to travel via Devonport Kings Road and Ford Stations. From the next day trains to Tavistock and Okehampton would travel via the former Great Western route to St. Budeaux.
Throughout the summer of 1964 Laira steam shed had been dealing with small numbers of steam locos from Exmouth Junction Shed every day. These had travelled from Exeter to Plymouth via Okehampton and Tavistock North, the ex-Southern Route. These steam locos ceased to call at Laira after the weekend of 5/6 September when most of the through trains from Waterloo to Devon and Cornwall stopped coming any further than Exeter. This left a mostly local service west of Exeter, though some of the trains were still steam hauled. After 6 September 1964 Plymouth Station still received two steam hauled trains a day in each direction to/from Okehampton. These were:
07.02 Okehampton to Plymouth
09.50 Plymouth to Okehampton
14.15 Okehampton to Plymouth
16.48 Plymouth to Okehampton
Between turns the steam loco, generally an 80xxx 2-6-4T remained at Plymouth Station and did not proceed to Laira Shed. A picture of such a train can be seen passing Dockyard Halt in the Cornwall Galleries. According to a post on the website rmweb.co.uk the last scheduled steam-hauled train out of Plymouth was hauled by 80041 on the 16.48 Plymouth to Okehampton on Saturday 2 January 1965. BR switched to 24-hour clock times in 1964.
Also on 5 September 1964 the last steam trains ran from Taunton to Barnstaple and the line was dieselised from the following Monday. The line from Tiverton Junction to Tiverton was still steam-hauled or propelled for another 4 weeks until Saturday 3 October 1964 when the line closed. These were the last two ex-Great Western lines south-west of Bristol to be 100% steam hauled. Taunton to Barnstaple was the preserve of the Churchward Moguls for the last few years, with occasional workings by ex-Southern Railway locos from Barnstaple shed. In August 1964 numbers 6326, 6345, 6363, 7303, 7320 and 7337 were at Taunton Shed to work the line to Barnstaple. Five of the six locos at Taunton were condemned with the dieselisation of the line, but one (7320) was moved to Gloucester shed, where it might have worked on the line to Hereford via Ross-on-Wye, until that line closed at the end of October. By the end of November 1964 there were no Churchward Moguls left in service anywhere. Out of the 342 Moguls built just two survived into preservation.
With no steam locomotives to service Taunton Shed closed the same weekend 5/6 September 1964. However the turntable would play host to loco number 3205 on 27 March 1965 whilst on The Exmoor Ranger Railtour. Any comments or additional information please write to the webmaster in the first instance.
07.02 Okehampton to Plymouth
09.50 Plymouth to Okehampton
14.15 Okehampton to Plymouth
16.48 Plymouth to Okehampton
Between turns the steam loco, generally an 80xxx 2-6-4T remained at Plymouth Station and did not proceed to Laira Shed. A picture of such a train can be seen passing Dockyard Halt in the Cornwall Galleries. According to a post on the website rmweb.co.uk the last scheduled steam-hauled train out of Plymouth was hauled by 80041 on the 16.48 Plymouth to Okehampton on Saturday 2 January 1965. BR switched to 24-hour clock times in 1964.
Also on 5 September 1964 the last steam trains ran from Taunton to Barnstaple and the line was dieselised from the following Monday. The line from Tiverton Junction to Tiverton was still steam-hauled or propelled for another 4 weeks until Saturday 3 October 1964 when the line closed. These were the last two ex-Great Western lines south-west of Bristol to be 100% steam hauled. Taunton to Barnstaple was the preserve of the Churchward Moguls for the last few years, with occasional workings by ex-Southern Railway locos from Barnstaple shed. In August 1964 numbers 6326, 6345, 6363, 7303, 7320 and 7337 were at Taunton Shed to work the line to Barnstaple. Five of the six locos at Taunton were condemned with the dieselisation of the line, but one (7320) was moved to Gloucester shed, where it might have worked on the line to Hereford via Ross-on-Wye, until that line closed at the end of October. By the end of November 1964 there were no Churchward Moguls left in service anywhere. Out of the 342 Moguls built just two survived into preservation.
With no steam locomotives to service Taunton Shed closed the same weekend 5/6 September 1964. However the turntable would play host to loco number 3205 on 27 March 1965 whilst on The Exmoor Ranger Railtour. Any comments or additional information please write to the webmaster in the first instance.
BODMIN 12th August 1844
An article written by Mike Roach to be published on 12th August 2014 - exactly 170 years after the execution of Matthew Weeks.
When the Bodmin and Wadebridge Railway opened in 1834 it was one of the earliest railways in Great Britain. Indeed the B&W predated the Cornish main line by some 25 years. According to Wikipedia the first privately chartered excursion train advertised to the public was on 5 July 1841 from Leicester to Loughborough organised by one Thomas Cook. However the B&W had been running their own excursion trains from as early as 1836. On 14 June that year they organised a trip from both Bodmin and Wadebridge to Wenford Bridge, at a fare of one shilling (5p) a head. Among the other trips they ran were trips to Bodmin for public executions at the same price of one shilling.
Just a quarter of a mile from its terminus at Bodmin (later Bodmin North) the railway passed Bodmin Jail. The jail was built in 1779 and the railway was just 10 yards away from the main entrance. Between 1802 and 1909 some 32 men and women were executed at the jail. Up until 1868 these were public executions done outside the main entrance of the jail which was then in Berrycoombe Road. In the years after the opening of the railway such public executions averaged about one every five years, and they became a spectacle that everyone wanted to see. The impecunious but enterprising Bodmin & Wadebridge saw an opportunity to make a quick buck by running excursions to Bodmin on the day appointed for an execution, even (allegedly) to the extent of stopping the excursion train directly opposite the jail so that the passengers could get a grandstand view of the event. The first such execution where the B&W might have run a special train was on Monday 30 March 1835. John Henwood had been found guilty at Launceston after a trial lasting one day on Saturday 28 March 1835. Justice was swift and he was executed at Bodmin two days later on the Monday at 12.00 noon. However the Royal Cornwall Gazette reported that there were no large crowds for this execution.
The next execution at Bodmin took place on 13 April 1840, when there was a double execution of two brothers side-by-side. They had been convicted of the brutal murder of Mr. Neville Norway, a Wadebridge merchant, who often had his goods delivered by the railway. James Lightfoot (23) and William Lightfoot (36) were found guilty after what the Royal Cornwall Gazette called a “long course of wickedness.” The RCG also reported that the town became densely crowded from an early hour with people from all parts of the County, some of them walking 20 or 30 miles through the night to be there. Some had even brought their own sustenance with them in the form of pasties. The fields opposite the main gate of the prison, where the gallows had been erected were full with a crowd estimated at 20,000 persons filling the valley. Interestingly both the Royal Cornwall Gazette and the West Briton carried sketches of the two defendants in court, something that still happens today.
The next execution was 170 years ago today. Once again huge crowds descended on Bodmin for the public execution. The Royal Cornwall Gazette reported people coming from as far away as Penzance and an equal distance in the other direction. This time the RCG was much more restrained in its reporting of execution day, without so much of the detail and emotive language it had used in 1840.
On Monday 12 August 1844 a 23-year old farm labourer called Matthew Weekes was executed for the murder of an 18-year old dairy-maid called Charlotte Dymond. They had both worked at the same farm on the edge of Bodmin Moor outside Camelford. The murder had taken place on the Moor, within sight of Rough Tor on 14 April 1844. A monument to Charlotte was erected by public subscription and marks the spot where her body was found, not far from the end of the public road. It’s a magnificent monument more than 3 metres high, located at grid reference SX 138 818, south-east of Camelford. Bodmin Visitor Centre holds a substantial exhibition about the murder of Charlotte Dymond and the subsequent trial and conviction of Matthew Weekes called The Courtroom Experience.Today Bodmin Jail is in part, a restaurant and visitor attraction. One recent advert for the restaurant starts with the heading “Serving our guests since 1779” Not many establishments can claim that longevity. So do I think that the Bodmin & Wadebridge stopped its excursion trains directly opposite the gallows. Once perhaps, and this would have showed up the difficulties. Getting people off the train who wanted to be a bit further away; blocking the view of the 20,000 people across the valley; the steep gradient of the railway with no continuous brakes on the train; and the oblique view that many of the passengers would have had.
There is an interesting aside to the report of the execution of Matthew Weekes in 1844. In the very same issue of The Royal Cornwall Gazette for Friday 16 August 1844, right alongside in the next column is a short report that the construction of the South Devon Railway from Exeter to Newton had commenced.
Recommended reading: The Bodmin & Wadebridge Railway 1834 – 1983 by Michael Messenger. Twelveheads Press, Truro 2012
Many thanks to Mike for a most excellent article.
Class 37 locomotives - 1978 the first year into Cornwall
Class 37 locomotives - 1978 the first year into Cornwall
An article by Roger Geach
1978 brought with it a blizzard in February over the weekend of the 18th and 19th with some very heavy snow. However it was not the blizzard that winter 1978 was recalled, but the fact that the West Country got a new class of locomotive allocated as from 30th January with the intention to replace the class 25 locos. This turned out to be a slow process as the last class 25s were not displaced until autumn 1980.
Class 37 37142 became a Plymouth Laira based locomotive from that date. It is not known when the locomotive arrived from its old depot of Landore, Swansea but it was not that long afterwards. History was made on the 9th February 1978 when 37142 worked into Cornwall with a crew training special conveying a rake of open trucks for handling purposes. This was the very first working of a class 37 into Cornwall as advised by our friends at Laira at the time. The loco and wagons returned to Tavy junction behind the up Limited being seen at Liskeard at 1240 hours on that day. Later that afternoon 37142 was observed on La depot.
Crew training continued until the last week of February with the loco normally working down behind the 0840 Plymouth to Penzance service to Par and returning behind the up limited the 1055 Penzance to Paddington. It is understood that some of the crew training runs worked up to Goonbarrow Junction on the Newquay branch and reversed here, rather than running round at Par. The locomotive became out based at St Blazey from the last week of February being seen on the depot on the 25th. It was at St Blazey on the 4th March along with ex works 25215 /25170/25052/ 25216 /46009 and newly named 50035.
The next class 37 to be allocated to Laira was 37267 ex Stratford an Eastern region locomotive, on paper from the 23rd Feb 1978. Again when it actually arrived is not known. The first sighting of this loco was at Truro goods yard at 1500 hrs on Tuesday 07March 1978. On Thursday 16th March St Blazey held 37142 it did not appear to do anything that day at all. On Wednesday 5th April both class 37’s were on St Blazey shed and did not appear to work any services. On Thursday 6th April 1978 37267 was at work on the afternoon mixed freight from Penzance seen at Truro at about 1500 hrs. On Saturday 15th April 78 37142 was stabled in the bay on the down side at St Austell station which was rather unusual, this being noted in the afternoon at about 1600 hrs. The class 37’s did not appear to do very much at all in early spring no doubt fitting staff and more drivers being trained on these new arrivals. 37142 was sent out to Moorswater in early May and derailed. On the 17th May 37142 was seen at Truro along with class25, 25052 double heading the up afternoon Penzance mixed freight. I saw few trains worked by the class 37’s until early June when they started to appear more often on the clay trips and from then on became more regular on these clay workings. From early June both locos were seen working in ‘multi’ on the evening 1950 St Blazey to Carlisle freight to Exeter Riverside returning with a southbound freight back to St Blazey.
The first allocations of class37s to Plymouth La depot were as follows
37142 1/78 to 4/83
37267 2/78 to 1/80
37299 1/80 to 10/82
37274 10/80 to 4/83
37206 10/80 to 10/82
37207 10/80.
The first passenger working in the county is thought to be on Friday 8th September when 47445 failed at St Germans on the 0005 Paddington to Penzance overnight . 25080 and 37xxx sent out to rescue and worked to Penzance. Confirmation required wither it was 37142 or 267 as both numbers have been reported! This was the only reported passenger working in 1978.
By October 6th 1980 only one class 25 diagram was left at St Blazey this was for a St Blazey – Truro – Penzance trip freight and return. By November 3rd this had gone over to a class 37 and the class 25’s were all moved away or withdrawn from service.
37267 was transferred away during January 1980 and eventually sent to Crewe works where it was converted to electric train heating and became 37421. Its replacement was 37299 which became the third 37 to be based at Laira but in reality worked from St Blazey most of the time.
In order to allow the complete elimination of class 25 locos 37274/37206and 207 arrived during October 1980. So during 1978 the only class 37’s seen in Cornwall were 37142 and 37267 unless anyone knows different. There do not appear to be many observations of these two locomotives that year. They were not seen much in Devon and tended to work off St Blazey. Passenger workings were very few so if anyone has any observations of class 37s on passenger services from 1978 to 1979 in Cornwall it would be very interesting to hear about them. This information has come from my own notes and observations along with various other people’s observations including Roger Winnen, Rob Lomas , Steve Marshall and fellow Plymouth Railway Circle members at the time (1978).
An article by Roger Geach
1978 brought with it a blizzard in February over the weekend of the 18th and 19th with some very heavy snow. However it was not the blizzard that winter 1978 was recalled, but the fact that the West Country got a new class of locomotive allocated as from 30th January with the intention to replace the class 25 locos. This turned out to be a slow process as the last class 25s were not displaced until autumn 1980.
Class 37 37142 became a Plymouth Laira based locomotive from that date. It is not known when the locomotive arrived from its old depot of Landore, Swansea but it was not that long afterwards. History was made on the 9th February 1978 when 37142 worked into Cornwall with a crew training special conveying a rake of open trucks for handling purposes. This was the very first working of a class 37 into Cornwall as advised by our friends at Laira at the time. The loco and wagons returned to Tavy junction behind the up Limited being seen at Liskeard at 1240 hours on that day. Later that afternoon 37142 was observed on La depot.
Crew training continued until the last week of February with the loco normally working down behind the 0840 Plymouth to Penzance service to Par and returning behind the up limited the 1055 Penzance to Paddington. It is understood that some of the crew training runs worked up to Goonbarrow Junction on the Newquay branch and reversed here, rather than running round at Par. The locomotive became out based at St Blazey from the last week of February being seen on the depot on the 25th. It was at St Blazey on the 4th March along with ex works 25215 /25170/25052/ 25216 /46009 and newly named 50035.
The next class 37 to be allocated to Laira was 37267 ex Stratford an Eastern region locomotive, on paper from the 23rd Feb 1978. Again when it actually arrived is not known. The first sighting of this loco was at Truro goods yard at 1500 hrs on Tuesday 07March 1978. On Thursday 16th March St Blazey held 37142 it did not appear to do anything that day at all. On Wednesday 5th April both class 37’s were on St Blazey shed and did not appear to work any services. On Thursday 6th April 1978 37267 was at work on the afternoon mixed freight from Penzance seen at Truro at about 1500 hrs. On Saturday 15th April 78 37142 was stabled in the bay on the down side at St Austell station which was rather unusual, this being noted in the afternoon at about 1600 hrs. The class 37’s did not appear to do very much at all in early spring no doubt fitting staff and more drivers being trained on these new arrivals. 37142 was sent out to Moorswater in early May and derailed. On the 17th May 37142 was seen at Truro along with class25, 25052 double heading the up afternoon Penzance mixed freight. I saw few trains worked by the class 37’s until early June when they started to appear more often on the clay trips and from then on became more regular on these clay workings. From early June both locos were seen working in ‘multi’ on the evening 1950 St Blazey to Carlisle freight to Exeter Riverside returning with a southbound freight back to St Blazey.
The first allocations of class37s to Plymouth La depot were as follows
37142 1/78 to 4/83
37267 2/78 to 1/80
37299 1/80 to 10/82
37274 10/80 to 4/83
37206 10/80 to 10/82
37207 10/80.
The first passenger working in the county is thought to be on Friday 8th September when 47445 failed at St Germans on the 0005 Paddington to Penzance overnight . 25080 and 37xxx sent out to rescue and worked to Penzance. Confirmation required wither it was 37142 or 267 as both numbers have been reported! This was the only reported passenger working in 1978.
By October 6th 1980 only one class 25 diagram was left at St Blazey this was for a St Blazey – Truro – Penzance trip freight and return. By November 3rd this had gone over to a class 37 and the class 25’s were all moved away or withdrawn from service.
37267 was transferred away during January 1980 and eventually sent to Crewe works where it was converted to electric train heating and became 37421. Its replacement was 37299 which became the third 37 to be based at Laira but in reality worked from St Blazey most of the time.
In order to allow the complete elimination of class 25 locos 37274/37206and 207 arrived during October 1980. So during 1978 the only class 37’s seen in Cornwall were 37142 and 37267 unless anyone knows different. There do not appear to be many observations of these two locomotives that year. They were not seen much in Devon and tended to work off St Blazey. Passenger workings were very few so if anyone has any observations of class 37s on passenger services from 1978 to 1979 in Cornwall it would be very interesting to hear about them. This information has come from my own notes and observations along with various other people’s observations including Roger Winnen, Rob Lomas , Steve Marshall and fellow Plymouth Railway Circle members at the time (1978).
Moorswater Cement, looking back to when it was the 'norm'
An article by Craig Munday
An article by Craig Munday
There has been speculation that the cement train working to Moorswater is now at an end, following a change in companies. The working of the branch with a large locomotive, was particularly charming, invoking memories of Wenford Clay dries or Hayle Wharves. Operationally, it was a cumbersome and time consuming practice with the train being slotted in between the Liskeard - Looe passenger service.
The train would arrive on the Down Main line from Westbury and the locomotive would run around there using the two crossovers. A few years previously, the train included Cargowaggons as well as PCA tanks, and the train was too long to run around there. The run round was done between Par & St Blazey.
Once the passenger train had headed off towards Looe from Coombe with just the Train staff, the Token could be withdrawn from the Liskeard box machine and given to the Freightliner crew. This allowed the ground frame (GF) at Liskeard to be operated to allow the freight to gain access to the Liskeard - Coombe Jn section. It was a tortuous journey around the link line - with flanges squealing from the loco and PCA tanks.
Once the train was fully on the branch, with the loco usually under the A38 bridge, the Trainman could rejoin the train after shutting the GF and retrieving the token. The train then descended the bank gingerly and could proceed to the other GF at Coombe No.2 just Moorswater side of the Coombe platform. The Trainman would again open the GF there and the train could proceed into the loop sidings. Once complete, the GF could be closed and the Token replaced in the auxiliary token machine at Coombe no.2. This then allowed the passenger train to use the Coombe - Liskeard section once more. Time was of the essence, as only 40 mins or so was available to accomplish this operation without delaying the branch service.
Once inside the sidings, the loco could cut-off from the tanks and run round - once again. The loops can only accommodate 16 wagons, so a shunt was often required to run around the 20 wagon standard train. This resulted in a PCA + loco + PCA formation! Once the locomotive was attached to the Liskeard end of the train, it could be pushed into the Moorswater complex for umloading. This was a tight squeeze, and made a superb sight over the small open level crossing at the entrance.
The departure was a relatively straight forward process, with no further run rounds, and just two stops Liskeard bound. Once at the Coombe no.2 GF to obtain the Coombe - Liskeard token, and then to stop to collect the Trainman once the GF was shut behind the train. There was little chance of a run at the fierce bank, as the loco would be sat in the Coombe station area. Once back at Liskeard GF, the train was then brought into the Liskeard yard and the token surrendered. The main line run round was the final operation before the train departed in the late afternoon.
The train would arrive on the Down Main line from Westbury and the locomotive would run around there using the two crossovers. A few years previously, the train included Cargowaggons as well as PCA tanks, and the train was too long to run around there. The run round was done between Par & St Blazey.
Once the passenger train had headed off towards Looe from Coombe with just the Train staff, the Token could be withdrawn from the Liskeard box machine and given to the Freightliner crew. This allowed the ground frame (GF) at Liskeard to be operated to allow the freight to gain access to the Liskeard - Coombe Jn section. It was a tortuous journey around the link line - with flanges squealing from the loco and PCA tanks.
Once the train was fully on the branch, with the loco usually under the A38 bridge, the Trainman could rejoin the train after shutting the GF and retrieving the token. The train then descended the bank gingerly and could proceed to the other GF at Coombe No.2 just Moorswater side of the Coombe platform. The Trainman would again open the GF there and the train could proceed into the loop sidings. Once complete, the GF could be closed and the Token replaced in the auxiliary token machine at Coombe no.2. This then allowed the passenger train to use the Coombe - Liskeard section once more. Time was of the essence, as only 40 mins or so was available to accomplish this operation without delaying the branch service.
Once inside the sidings, the loco could cut-off from the tanks and run round - once again. The loops can only accommodate 16 wagons, so a shunt was often required to run around the 20 wagon standard train. This resulted in a PCA + loco + PCA formation! Once the locomotive was attached to the Liskeard end of the train, it could be pushed into the Moorswater complex for umloading. This was a tight squeeze, and made a superb sight over the small open level crossing at the entrance.
The departure was a relatively straight forward process, with no further run rounds, and just two stops Liskeard bound. Once at the Coombe no.2 GF to obtain the Coombe - Liskeard token, and then to stop to collect the Trainman once the GF was shut behind the train. There was little chance of a run at the fierce bank, as the loco would be sat in the Coombe station area. Once back at Liskeard GF, the train was then brought into the Liskeard yard and the token surrendered. The main line run round was the final operation before the train departed in the late afternoon.
Our photographers tend to be shy creatures rarely seen in front of a camera. However in picture six of the sequence below you will see Craig behind his camera neatly framed in the window at Coombe Junction Shelter. Nice one!!
‘Crossing the Tamar’
(Now there were only seven of us left!)
An article by Peter Butt
(Now there were only seven of us left!)
An article by Peter Butt
In 1983 the Institute of Civil Engineering Technicians organised, for its Cornwall and Devon members, a trip to the rail and road bridges over the Tamar at Saltash. A coach was arranged for one Saturday in May for the Cornish contingent and it was agreed to meet the Devon members on the Plymouth side of the bridge. When we arrived we were split into two groups, one group would visit the rail bridge and the other the road bridge and then after lunch the groups would change over. I was in the morning group to visit Brunel’s rail bridge, the Royal Albert Bridge.
When we arrived at the first pillar our B.R. guide stopped and asked if anyone would like to climb the cast iron ladder up the pier and walk along the top of the ‘Tubes’ …. there was silence! I thought to myself this is a chance not to be missed, and after a few minutes ten of us took up the challenge.
Before we set off the B.R. Engineer explained that if we felt unsure or scared when we got to the top of the pier we were to come down right away, only last time a member of the group he was taking over the bridge ‘froze’ (Not through the cold!) on top of the first tube and it took the fire brigade an hour to get him down. When we got to the top of the first pier I found myself the last of the party, the B.R Engineer bringing up the rear. As I got onto the first tube the three technicians in front of me decided that they had had enough so they turned and went down. Now there were only seven of us left. As I got onto the tube again to go across I saw the last one of our group disappearing over the ‘top’; after a few steps I felt my confidence increasing and I was beginning to enjoy the challenge. The handrail down the centre of the tubes was only about 800mm (32”) high and I found that I could walk across much easier if I didn’t hold on. We were told to walk across on the road bridge side of the hand rail because the wind was blowing down the river and if a sudden gust of wind came it would blow you against the rail and you could hang on if need be. I duly caught the others up when they got to the centre pier and was appreciating the thrill of walking across the top of the rail bridge.
After crossing the second tube on climbing down the end pier the B.R. Engineer stopped on the midway platform and asked if anyone would like to walk through the tubes back to the Plymouth side, four of us decided we would like to. It was pitch dark inside and with only one torch between us we set off with the B.R. Engineer leading the way. It was like an assault course inside with tensioning bars etc. We emerged on the Plymouth side through a small door and for a second or two we were blinded by the light of day. We climbed down to the decking once more and walked across the bridge and back. We did ‘meet’ three trains and took the necessary precautions and pressed ourselves against the side of the bridge while they passed. It was an experience I will never forget, and something that would never be allowed today because of the Health and Safety aspect.
Could I do it again today? Given the chance I would give it a good go …………
Peter Butt
Footnote
It is understood that during World War 2 a wooden road was laid across the bridge in order to provide a path for road vehicles in an emergency – does anybody know if this is true? The road as in effect a very long level crossing – access from the Saltash end would have been easy via Saltash Goods Yard but, if the road was constructed where was the access at the Plymouth end?
When we arrived at the first pillar our B.R. guide stopped and asked if anyone would like to climb the cast iron ladder up the pier and walk along the top of the ‘Tubes’ …. there was silence! I thought to myself this is a chance not to be missed, and after a few minutes ten of us took up the challenge.
Before we set off the B.R. Engineer explained that if we felt unsure or scared when we got to the top of the pier we were to come down right away, only last time a member of the group he was taking over the bridge ‘froze’ (Not through the cold!) on top of the first tube and it took the fire brigade an hour to get him down. When we got to the top of the first pier I found myself the last of the party, the B.R Engineer bringing up the rear. As I got onto the first tube the three technicians in front of me decided that they had had enough so they turned and went down. Now there were only seven of us left. As I got onto the tube again to go across I saw the last one of our group disappearing over the ‘top’; after a few steps I felt my confidence increasing and I was beginning to enjoy the challenge. The handrail down the centre of the tubes was only about 800mm (32”) high and I found that I could walk across much easier if I didn’t hold on. We were told to walk across on the road bridge side of the hand rail because the wind was blowing down the river and if a sudden gust of wind came it would blow you against the rail and you could hang on if need be. I duly caught the others up when they got to the centre pier and was appreciating the thrill of walking across the top of the rail bridge.
After crossing the second tube on climbing down the end pier the B.R. Engineer stopped on the midway platform and asked if anyone would like to walk through the tubes back to the Plymouth side, four of us decided we would like to. It was pitch dark inside and with only one torch between us we set off with the B.R. Engineer leading the way. It was like an assault course inside with tensioning bars etc. We emerged on the Plymouth side through a small door and for a second or two we were blinded by the light of day. We climbed down to the decking once more and walked across the bridge and back. We did ‘meet’ three trains and took the necessary precautions and pressed ourselves against the side of the bridge while they passed. It was an experience I will never forget, and something that would never be allowed today because of the Health and Safety aspect.
Could I do it again today? Given the chance I would give it a good go …………
Peter Butt
Footnote
It is understood that during World War 2 a wooden road was laid across the bridge in order to provide a path for road vehicles in an emergency – does anybody know if this is true? The road as in effect a very long level crossing – access from the Saltash end would have been easy via Saltash Goods Yard but, if the road was constructed where was the access at the Plymouth end?
The Crossing of the tubes.
Now the crossing at rail level.
Many many thanks Peter - very brave. It gives me the shakes just to look at it.
The 'Wild West Weekend' 24th & 25th November 2012
By Craig Munday
A fascinating insight into an unusual day on duty at St Erth Signalbox
For many people in the South West, the weekend of 24th & 25th November 2012 will be one they won’t forget in a hurry. The severest storms for over a decade wreaked havoc with torrential rain, high winds and flooding. Cornwall was particularly hard hit, with the South coast bearing the brunt of the foul conditions.
On the railway, the main line route was flooded in the Culm valley between Exeter St Davids and Tiverton Parkway, with Cowley Bridge Junction spectacularly submerged in water, along with Hele & Bradninch. There were landslips and washouts galore for the engineers to contend with. The Cornish main & branches were affected by flooding, bank slips and trees down at various locations causing chaos to the travelling public, with road transport having immense problems negotiating the road system between rail hubs.
The railway in Cornwall came to a cautious dawn on Sun 25th November with the first trains of the day route proving the branch lines, and a rare blanket speed restriction across the network of 50mph. The overnight rainfall of 40mm had caused flooding at many coastal towns and villages, and even the main A390 / A30 routes looked battered as I drove down to St Erth for my day shift starting at 11.32.
I enjoy switching in St Erth and later switching it out again – it feels like a proper days work done. The last day Sunday shift I had done was in September – and it was strange to see how barren everything looked around the landscape just a few months later. St Erth is the remaining box on the Cornwall main line with a Block switch these days. It allows the box to be switched out of circuit, and for the section to be controlled by the adjacent boxes of Penzance & Roskear Jn. There are strict regulations on switching in & switching out, and I will explain that later.
On arrival, the block switch will be in the “out” position, and all mainline running signals in the clear position. The Signalman calls the box either side to get a traffic report on any trains in the area or signalled. St Erth may only switch in with the block at Train on Line, or normal. He must not switch in with a line clear on the block, as this may give another release to the signalman either side, and worst case get two trains in a section. The situation was a train 2Z43 on the down and a normal (clear of signalled movements) on the Up main. I placed the Up main signals back to danger and put the commutator for the down main to Train on line. I then turned the block switch and sent 5-5-5 to Roskear & Penzance and opened the box. The box was now in business. The down signals were left clear for the down train, which was between Roskear & Penzance. I could see from the timings that is was due at St Erth shortly – so sat back and waited for it to appear. On the branch line to St Ives, there had been an overnight T3 possession with the Engineers. The person in charge had the Train Staff as his protection. This staff is a wooden truncheon with a brass plaque on it, which all trains must carry once on the branch line. The staff had been left in a lockable cupboard, which I retrieved and filled in the paperwork. The staff was now available for the first branch train of the day.
The first branch service arrived at 11.50 – running as an empty stock (class 5), and the Driver, Ian had been told to proceed cautiously along the line to check for any flooding or debris etc. I explained that the Permanent Way had just patrolled the line, but to “take it steady” anyway and report in as usual at St Ives with any infrastructure problems. I handed Ian the staff, and 150130 grumbled away on its pioneer journey. On arrival at St Ives, all was well, apart from some standing water along the cess (line side) near the viaduct at St Ives. This was not a problem to train running. The branch train then settled into its half hourly pattern a - very generous service given the sparse folk travelling.
On the main line – Cornwall had been cut-off from the network due to engineering work at Liskeard (plus the weather headaches). This resulted in a Penzance to Liskeard shuttle service using an eclectic range of motive power. A voyager, a dmu set, plus three FGW HSTs made up the timetable, all running a non-descript class 2 services. This gave no clue as the whether it was a 5 car, three car or full HST due. The only break from this set of trains was the RHTT train with class 66’s 66094 & 011 giving some welcome respite after lunchtime. The down trains are “offered” to St Erth (can you accept a train) from Roskear when the service leaves Truro. St Erth gives a line clear which unlocks the Roskear Section signal at Penponds. Some time later, Roskear passes it on (Train on line) as it passes the box and we offer the train on to Penzance. Provided Penzance gives a line clear to St Erth, we can then clear our signals for the down line. Penzance giving a line clear in return releases St Erths section signal by the Lamb & flag pub at Rospeath. The signals involved are SE2 (outside the box), SE6 the short starting signal on the platform, and SE7 the down section signal. Once these are clear the down distant SE1 (yellow & Green) can be cleared to indicate all is well through St Erth to an approaching down train. Once the train has passed by the train out of section signal (2-1) may be given to Roskear, and the block returned to Normal for the next train. The Train on line signal (2) is sent to Penzance and so on.
The similar applies on the Up main, with the section signal SE65 being unlocked by a line clear from Roskear. Signals SE68 (by the Lamb & Flag), SE67 the tall signal on the Up prior to the platform, SE66 (The iconic junction signal on the up Platform) and SE65 a two aspect colour-light can be operated. Once done SE69 the Up distant signal about a mile away can be given a green. SE65 is an interesting signal. It is a unique colour light in the County, as it is the only stop signal colour light not return to danger once a train has passed. This is due to the box switching out at night of course. The signal was a three aspect signal until 1982 when Hayle box closed. The yellow signal doubled up as Hayle’s up distant. This was removed when Hayle closed.
The weather continued battering the Duchy all day – though we faired better down west than mid Cornwall which saw some huge downpours. Dusk came early and the surroundings looked bleak and battleworn as the lights came on. St Erth during the darker hours has a charm if its own. It feels isolated from everyone, and the box is cosy and safe regardless of the conditions outside. The wind buffeted the box, and the rain blew in side-wards , but all was well inside.
The shift passed with no further drama weather wise, and when the last branch train had departed St Ives bound for Penzance, it was time to start planning switching out the box. To switch out the box, it is vital to have no trains signalled, and have a normal block in either direction. This can be awkward to achieve with late running or disruption, though Sundays shuttle timetable had behaved well by and large. I had a down train accepted from Roskear – so this would need to be in Penzance before I could switch out. The train departed Roskear but the St Ives – Penzance service was scheduled first. The branch surrendered the staff and swung over on the main line. The train departed towards Penzance and the points moved back to the main line position. Shortly afterwards, the headlights of the down main train came into view, and almost stopped at my home signal. The signals were cleared one by one as the HST pulled up near to them to indicate the section ahead was occupied. Once the station work was complete, Penzance gave train out of section for the branch train, and I immediately offered the down train leaving the platform. The down train now had the signals cleared for it and I gave train entering section straight away. So I was now waiting for train out of section for this service, and I have the conditions to switch out the box. While I tidied up, I checked all windows were locked, kettle filled with water etc... Soon Penzance gave train out of section and I gave the switching out signal to Penzance & Roskear (5-5-7). They in return gave one beat on the bell and gave me a line clear for me to clear all my main line signals. Once all the signals were cleared and the distant signals collared, I gave one beat and got 5-5-7 in return. I could then throw the box switch to Out, and call Penzance to see that the communications were properly through to Roskear & Penzance. Once done – the box becomes quite eerie. I always check and double check all is well before I leave. Block switch, communications, signals off, door locked!
I hope you’ve enjoyed this insight into a day at St Erth, and the pictures that accompany it.
Railhead Treatment Trains RHTT's by Craig Munday
A very interesting and detailed article together with photographs of these trains.
A very interesting and detailed article together with photographs of these trains.
The menace of leaves on the line – one of the industry’s most infamous acronyms – is a very serious issue, safety and performance wise. The issue has become a particular problem post loco hauled trains. Heavy locomotives used to have little problem braking wise – due to weight of the loco, and many trailing bogies following on behind. Modern traction units – particularly DMU trains struggle to cope with grip for both braking and acceleration. HSTs are prone to slipping also – a fault which is basically due to the power cars having no sand boxes fitted.
Added to the performance issue, there are real safety concerns too. A build up of rail head contamination can lead to station and signal over-runs as the wheels simply lock and pick up. The contamination can also cause an insulating effect on the rails, preventing the operation of Track-circuits so crucial across the network. Trains have simply disappeared from the signalling system – which can cause signals in rear to clear to a clear aspect – and could cause major problems. These are called wrong-side track circuit failures (WSTCF).
The first idea to clear the rail head was trailed back in the late 1990s using a mixture of converted DMU cars hauled by a diesel, or by class 37s which had special tanks fitted in them to spread sandite or sand along the railhead. This was only partially successful, as the crews had little knowledge how much solution was being applied, and the trains had to run at 30mph when applying. The next idea – which is still in use today – was the Rail head treatment train (RHTT). Two specially coupled tank wagons are hauled around the system, with a loco at each end (usually). The train not only applies a steady application of sandite, but also sprays the railhead with a water power jet beforehand. This has improved adhesion, slipping and helped reduce WSTCFs significantly.
The first season in Cornwall 2007 season caused quite a stir, and Colas / SECO provided the crews and locomotives in the shape of orange & yellow liveried class 47s. 47727 Rebecca and 47749 Demelza were the nominated locos, and they made quite a sight travelling around the South West getting grubbier and grubbier as the season went on from October to December. Falmouth was included in the programme and this brought some welcome loco haulage along the branch.
During 2008, EWS became the traction and Driver provider, the circuit was expanded as the years went on the include Westbury overnight. It clear that the aging class 47s would have struggled to cope with the increased mileage – especially fuel wise. Falmouth became a Sunday only treat, and the train ran during daylight on its return from Westbury, arriving back at St Blazey at 14.30. The train started the circuit again at 19.15 so there is little time to service the system and replenish the train between trips.
The train during the 2011 season took in St Blazey to Penzance, Penzance to Exmouth, Exeter to Westbury and return. Barnstaple was also visited, and the circuit could be concentrated in areas with a high number of Autumn season incidents.
The tanks for the Autumn 2012 season have recently arrived at St Blazey, and two class 66s will no doubt soon follow to become the staple prime-movers for the season. The season usually last 12 weeks from early October to the mid December – though this can adjusted accordingly to the length of the leaf-fall period.
Below are some of the photographs supplied by Craig, we would appreciate any further contributions. (Thanks to Roger Salter for his additions)
Added to the performance issue, there are real safety concerns too. A build up of rail head contamination can lead to station and signal over-runs as the wheels simply lock and pick up. The contamination can also cause an insulating effect on the rails, preventing the operation of Track-circuits so crucial across the network. Trains have simply disappeared from the signalling system – which can cause signals in rear to clear to a clear aspect – and could cause major problems. These are called wrong-side track circuit failures (WSTCF).
The first idea to clear the rail head was trailed back in the late 1990s using a mixture of converted DMU cars hauled by a diesel, or by class 37s which had special tanks fitted in them to spread sandite or sand along the railhead. This was only partially successful, as the crews had little knowledge how much solution was being applied, and the trains had to run at 30mph when applying. The next idea – which is still in use today – was the Rail head treatment train (RHTT). Two specially coupled tank wagons are hauled around the system, with a loco at each end (usually). The train not only applies a steady application of sandite, but also sprays the railhead with a water power jet beforehand. This has improved adhesion, slipping and helped reduce WSTCFs significantly.
The first season in Cornwall 2007 season caused quite a stir, and Colas / SECO provided the crews and locomotives in the shape of orange & yellow liveried class 47s. 47727 Rebecca and 47749 Demelza were the nominated locos, and they made quite a sight travelling around the South West getting grubbier and grubbier as the season went on from October to December. Falmouth was included in the programme and this brought some welcome loco haulage along the branch.
During 2008, EWS became the traction and Driver provider, the circuit was expanded as the years went on the include Westbury overnight. It clear that the aging class 47s would have struggled to cope with the increased mileage – especially fuel wise. Falmouth became a Sunday only treat, and the train ran during daylight on its return from Westbury, arriving back at St Blazey at 14.30. The train started the circuit again at 19.15 so there is little time to service the system and replenish the train between trips.
The train during the 2011 season took in St Blazey to Penzance, Penzance to Exmouth, Exeter to Westbury and return. Barnstaple was also visited, and the circuit could be concentrated in areas with a high number of Autumn season incidents.
The tanks for the Autumn 2012 season have recently arrived at St Blazey, and two class 66s will no doubt soon follow to become the staple prime-movers for the season. The season usually last 12 weeks from early October to the mid December – though this can adjusted accordingly to the length of the leaf-fall period.
Below are some of the photographs supplied by Craig, we would appreciate any further contributions. (Thanks to Roger Salter for his additions)
An update (Oct 12) on Class 31's in the S W and particularly Cornwall
An article and observations by Roger Geach
A picture in 'Traction' Magazine 164 June 08 edition of 5827 hauling the 1v76 0915 Liverpool to Penzance service on Friday 29 June 1973 service brought to the afore the question regarding when the first class 31 crossed the Tamar into Cornwall. At present this is the first confirmed working into Cornwall but it may not have been the first to visit the County. Looking back at the Laira depot record sheets for locomotive workings for that day show that 1057 was first allocated to this turn from Plymouth to Penzance. Normally the Liverpool service would be a Peak or class 47 to Plymouth where a loco change took place. That evening 1057 ended up working the 1730 Plymouth to Penzance stopper so it did not fail. It looks probable that 5827 went on at Plymouth that afternoon and worked through to Penzance. The engine was booked to return on the 7B58 1932 Ponsandane to Bristol West depot freight but it did not. The engine was hauled back to Plymouth depot the following afternoon by 1049 with 5827 sandwiched between class 25, 7575. This convoy was observed passing Liskeard at 1920 hours. Further information as a direct appeal from this Web page, Mr Rob Lomas formally of Truro advises that on Saturday 30th June 1973 on the day after its trip down to Penzance on the Liverpool to Penzance train he wandered over to Truro Railway Station . He thinks, the middle of the afternoon where he observed 5827 sitting with engines off in the through road of the yard (the line next to the by-now truncated Platform 4) near to the Eastern end of Platform 4. An amazing sight to a local enthusiast used to seeing mainly local locomotives. I am now certain that Roger Winnens picture is taken that same Saturday showing 5827 in Truro yard. So we know that 5827 was hauled away from Truro but did it work a freight to Truro from Penzance or did it return light loco on the Friday or Saturday. Some Plymouth drivers were trained on the 31s but to my knowledge no Cornish depots ever were class 31 trained at this time in 1973.
The sightings to date - can you advise others - send to Webmaster please.
5827 1v76 Liverpool – Penzance 29/6/73 from Plymouth
5827 seen at Truro yard 30 / 6/73 then hauled by 1049 with 7575 rear passing Liskeard in the evening
5837 light loco to Exeter passing Dawlish 20/11/72
31110 hauled failed 47029 into Penzance on the 0202 Brum –PZ Nov 12 1975
31110 again visited Penzance during 1982 or 1983
31113 Break down vans at St Erth 37207 derailed on crossover 1983
31124 at Dobwalls on PW train 27 March 1977
31132 1050 Plymouth to Penzance vans seen at Truro 1230 hrs returned light loco seen at Truro 1420 and again at Par 01/04/1978
31163 on La shed 30/10/78
31170 4B10 Bristol Plymouth vans AUG 78
31209 with 31259 arrived at Penzance with a morning van train 1985
31209 0850 Penzance to Paddington rlf service 16 4 1982
31210 31294 pw train at Truro 1315 hrs 25 Aug 1977
31241 High speed test train to Penzance 11/4/78
31257 pilot 1011 in trouble on the 1730 Paddington to Penzance from Taunton to Plymouth 01081974
31260 31265 Royal train to Newquay 03 12 1975
31261 1z15 1150 Pd – Newquay saga special throughout 25/4/74 return ecs to Newton Abbot
31263 0635 BTM – Ply 30/11/82
31273 light loco St Blazey – Plymouth seen at Bodmin Parkway 3/6/81
31273 Bodmin steam railway gala day 20-21/9/97
31286 0700 Exeter to Penzance passenger . return service not known 19 10 82
31293 Weedkiller Ply area 4/5/1984
31294 1050 Plymouth Penzance vans seen at Truro 1343 at then returned as pilot loco with 46016 on the 1518 Penzance – BTM 4/6/77
31294 again arrived at around midday on a three coach train at Penzance thought to have originated from Par. The loco returned on the afternoon parcels from Penzance. Sunday 28 6 1981.
31325 inspection saloon to Penzance 2/ 4/81
31416/314 royal train Plymouth 5/77
31424 weed killer train Cattwater and Ply branches 1 May82
31424 on La shed 16 4 1982
31466/407 Railtour to Pz and St Ives 17 May 1997
31458 2c68 0700 Exeter – Penzance and return 1135 Pz – Ply 2c85 4 Jan 85
31320/31154 pw trian prefab to Plymouth 2/3/78 off at ply
31xxx 1210 Penzance – Glasgow vans 1982
31xxx / 31xxx l/d up road at Doublebois 1/6/76
First working to Exeter and Plymouth observations1972
On the 7 April 1972 5828/5843 were noted on a 6z68 1200 Avonmouth to Tavistock Junction special van fit train which they worked as far as Exeter Riverside yard. This may have been the first visit to Exeter by the class all be it Riverside yard. On the 19th September 1972 5823 was used on the Barnstaple line to test the type for its suitability and clearance. As we now know 31s were to become regular locomotives on the Barnstaple branch once the Hymeks and Warships were all withdrawn.
Class 31 became very common around Exeter and to Paignton but were rarer to Plymouth but not unknown. The depot at Plymouth Laira had an open day on Saturday 23September 1972 and class 31 5823 was present to represent the class. This was the first time I had seen a class31 locomotive as far west as Plymouth. A green class 31, was noted at La in summer 1972 for crew training; quite where this went is not known or recorded. One thing was certain the 31s were spreading themselves further west as 5843 was recorded hauling a three car cross country dmu along the sea wall at Dawlish on the 31st August 1972.Wither this was from Plymouth or Newton Abbot is not known.
An article and observations by Roger Geach
A picture in 'Traction' Magazine 164 June 08 edition of 5827 hauling the 1v76 0915 Liverpool to Penzance service on Friday 29 June 1973 service brought to the afore the question regarding when the first class 31 crossed the Tamar into Cornwall. At present this is the first confirmed working into Cornwall but it may not have been the first to visit the County. Looking back at the Laira depot record sheets for locomotive workings for that day show that 1057 was first allocated to this turn from Plymouth to Penzance. Normally the Liverpool service would be a Peak or class 47 to Plymouth where a loco change took place. That evening 1057 ended up working the 1730 Plymouth to Penzance stopper so it did not fail. It looks probable that 5827 went on at Plymouth that afternoon and worked through to Penzance. The engine was booked to return on the 7B58 1932 Ponsandane to Bristol West depot freight but it did not. The engine was hauled back to Plymouth depot the following afternoon by 1049 with 5827 sandwiched between class 25, 7575. This convoy was observed passing Liskeard at 1920 hours. Further information as a direct appeal from this Web page, Mr Rob Lomas formally of Truro advises that on Saturday 30th June 1973 on the day after its trip down to Penzance on the Liverpool to Penzance train he wandered over to Truro Railway Station . He thinks, the middle of the afternoon where he observed 5827 sitting with engines off in the through road of the yard (the line next to the by-now truncated Platform 4) near to the Eastern end of Platform 4. An amazing sight to a local enthusiast used to seeing mainly local locomotives. I am now certain that Roger Winnens picture is taken that same Saturday showing 5827 in Truro yard. So we know that 5827 was hauled away from Truro but did it work a freight to Truro from Penzance or did it return light loco on the Friday or Saturday. Some Plymouth drivers were trained on the 31s but to my knowledge no Cornish depots ever were class 31 trained at this time in 1973.
The sightings to date - can you advise others - send to Webmaster please.
5827 1v76 Liverpool – Penzance 29/6/73 from Plymouth
5827 seen at Truro yard 30 / 6/73 then hauled by 1049 with 7575 rear passing Liskeard in the evening
5837 light loco to Exeter passing Dawlish 20/11/72
31110 hauled failed 47029 into Penzance on the 0202 Brum –PZ Nov 12 1975
31110 again visited Penzance during 1982 or 1983
31113 Break down vans at St Erth 37207 derailed on crossover 1983
31124 at Dobwalls on PW train 27 March 1977
31132 1050 Plymouth to Penzance vans seen at Truro 1230 hrs returned light loco seen at Truro 1420 and again at Par 01/04/1978
31163 on La shed 30/10/78
31170 4B10 Bristol Plymouth vans AUG 78
31209 with 31259 arrived at Penzance with a morning van train 1985
31209 0850 Penzance to Paddington rlf service 16 4 1982
31210 31294 pw train at Truro 1315 hrs 25 Aug 1977
31241 High speed test train to Penzance 11/4/78
31257 pilot 1011 in trouble on the 1730 Paddington to Penzance from Taunton to Plymouth 01081974
31260 31265 Royal train to Newquay 03 12 1975
31261 1z15 1150 Pd – Newquay saga special throughout 25/4/74 return ecs to Newton Abbot
31263 0635 BTM – Ply 30/11/82
31273 light loco St Blazey – Plymouth seen at Bodmin Parkway 3/6/81
31273 Bodmin steam railway gala day 20-21/9/97
31286 0700 Exeter to Penzance passenger . return service not known 19 10 82
31293 Weedkiller Ply area 4/5/1984
31294 1050 Plymouth Penzance vans seen at Truro 1343 at then returned as pilot loco with 46016 on the 1518 Penzance – BTM 4/6/77
31294 again arrived at around midday on a three coach train at Penzance thought to have originated from Par. The loco returned on the afternoon parcels from Penzance. Sunday 28 6 1981.
31325 inspection saloon to Penzance 2/ 4/81
31416/314 royal train Plymouth 5/77
31424 weed killer train Cattwater and Ply branches 1 May82
31424 on La shed 16 4 1982
31466/407 Railtour to Pz and St Ives 17 May 1997
31458 2c68 0700 Exeter – Penzance and return 1135 Pz – Ply 2c85 4 Jan 85
31320/31154 pw trian prefab to Plymouth 2/3/78 off at ply
31xxx 1210 Penzance – Glasgow vans 1982
31xxx / 31xxx l/d up road at Doublebois 1/6/76
First working to Exeter and Plymouth observations1972
On the 7 April 1972 5828/5843 were noted on a 6z68 1200 Avonmouth to Tavistock Junction special van fit train which they worked as far as Exeter Riverside yard. This may have been the first visit to Exeter by the class all be it Riverside yard. On the 19th September 1972 5823 was used on the Barnstaple line to test the type for its suitability and clearance. As we now know 31s were to become regular locomotives on the Barnstaple branch once the Hymeks and Warships were all withdrawn.
Class 31 became very common around Exeter and to Paignton but were rarer to Plymouth but not unknown. The depot at Plymouth Laira had an open day on Saturday 23September 1972 and class 31 5823 was present to represent the class. This was the first time I had seen a class31 locomotive as far west as Plymouth. A green class 31, was noted at La in summer 1972 for crew training; quite where this went is not known or recorded. One thing was certain the 31s were spreading themselves further west as 5843 was recorded hauling a three car cross country dmu along the sea wall at Dawlish on the 31st August 1972.Wither this was from Plymouth or Newton Abbot is not known.
A letter from Mark Chaplin,
Hello I am doing some research on the history of class 31s in passenger service and a friend of mine passed me a link to your website. I don't have much information on the early years so I was very interested to see what you had. According to the Harris allocation history the loco at Laira for crew training in summer 1972 was D5824. I'm fairly sure that the remaining booked Hymek diagrams went over to class 31 in May 1973 so I'm very interested in any passenger workings before that. I have found D5814 going to Barnstaple on 13 January 1973, might that have been the first? And what about first class 31 to Paignton? I have most information for the 1980s. In summer 1983 0750 Bristol-Penzance got a class 31 as far as Plymouth a few times (I have 10 instances). More notably on 28 August 1983 31298 worked a 1705 Keyham to Bristol relief for a Devonport Dockyard Open Day. There are other workings to/from Plymouth that summer too. In summer 1985 there was a Fridays Only 1610 Plymouth to Paddington that got a class 31 at least 4 times. In winter 1985/86 quite a few class 31/4s got to Plymouth on NE/SW relief trains usually 1039 York-Plymouth and 1100 Plymouth-York. 31447+458 even worked these trains on 24/12 and 27/12 presumably spending Christmas at Laira. I'm fairly sure 31158 got to Penzance some time in 1986 but I can't lay my hands on the details. And on 27 July 1987 31308 worked 1144 Newton Abbot to Penzance and 1447 Penzance to Plymouth. Various F+W railtours had class 31s from/to Plymouth . Examples I have are: 6-8/5/83 Skirl o'the Pipes 31187+37176 out and in; 5/1/85 Kent Hopper 31127+226 out only, off at Bristol on return; 9/3/85 Lancashire Linx 31117+187 out 31117 replaced by 31273 at Exeter; 10-12/5/85 Skirl o'the Pipes 31175+178 out 31280+286 in. Hope this helps, and please keep me posted on anything else that you find out about class 31s in Devon and Cornwall. Regards Mark Chaplin
Hello I am doing some research on the history of class 31s in passenger service and a friend of mine passed me a link to your website. I don't have much information on the early years so I was very interested to see what you had. According to the Harris allocation history the loco at Laira for crew training in summer 1972 was D5824. I'm fairly sure that the remaining booked Hymek diagrams went over to class 31 in May 1973 so I'm very interested in any passenger workings before that. I have found D5814 going to Barnstaple on 13 January 1973, might that have been the first? And what about first class 31 to Paignton? I have most information for the 1980s. In summer 1983 0750 Bristol-Penzance got a class 31 as far as Plymouth a few times (I have 10 instances). More notably on 28 August 1983 31298 worked a 1705 Keyham to Bristol relief for a Devonport Dockyard Open Day. There are other workings to/from Plymouth that summer too. In summer 1985 there was a Fridays Only 1610 Plymouth to Paddington that got a class 31 at least 4 times. In winter 1985/86 quite a few class 31/4s got to Plymouth on NE/SW relief trains usually 1039 York-Plymouth and 1100 Plymouth-York. 31447+458 even worked these trains on 24/12 and 27/12 presumably spending Christmas at Laira. I'm fairly sure 31158 got to Penzance some time in 1986 but I can't lay my hands on the details. And on 27 July 1987 31308 worked 1144 Newton Abbot to Penzance and 1447 Penzance to Plymouth. Various F+W railtours had class 31s from/to Plymouth . Examples I have are: 6-8/5/83 Skirl o'the Pipes 31187+37176 out and in; 5/1/85 Kent Hopper 31127+226 out only, off at Bristol on return; 9/3/85 Lancashire Linx 31117+187 out 31117 replaced by 31273 at Exeter; 10-12/5/85 Skirl o'the Pipes 31175+178 out 31280+286 in. Hope this helps, and please keep me posted on anything else that you find out about class 31s in Devon and Cornwall. Regards Mark Chaplin