Boscarne Junction to Bodmin North and the Wenford, and Ruthern Branches
Credits, Many thanks to all contributors - please see a list on the home page.
Members and general visitors to the CRS site will be interested in visiting http://www.railmaponline.com From the opening page a full map of the UK can be accessed which can then be enlarged to show every railway line in the UK. Not just today's network but lines from the past have been overlaid. As you zoom in sidings and even tramways become visible.
A valuable tip from Guy Vincent.
A valuable tip from Guy Vincent.
140517m Dunmere Platform on May 17th 2014. Copyright Roger Winnen
Boscarne Exchange Platform
Boscarne Exchange Platform seen here in 1964. This view captured by Sid Sponheimer. Copyright. Quite why the seven people standing on the platform are turning their back on such a rare vehicle is not known, but at least Sid got an excellent shot of it.
AC Cars Railbus Introduced: 1958. Body: 36ft. Engine: AEC 150hp 79977/8 were based at St. Blazey with employment on a shuttle service to Bodmin North from June 14th '64, connecting with trains from Wadebridge to Bodmin Road at newly opened exchange platforms at Boscarne Junction, and also certain trips to Wadebridge.
On the 6th May 1978 the Lea Valley Railway Club organised a train to do two return trips from Plymouth to Wadebridge. The train comprising of two x three car sets. The Cornwall Railway Society acted as ticket agents for Cornwall producing quite a number of passengers for the first train from Wadebridge to Plymouth and the second train from Plymouth to Wadebridge. On the first run from Wadebridge to Plymouth the rear of the 3 car units became defective and had to be left behind at Boscarne in the sidings. We all travelled to Plymouth in a very overcrowded train. For the second train a spare three car set was conjured up and we returned to Wadebridge in comfort. The Lea Valley kindly permitted our headboard on the train to Plymouth and back - its first outing. Picture Copyright of Sid Sponheimer. To see more of this railtour go to Diesel railtours and look for 6th May 1978 - the 'Camel Train'.
Clay Hoods at Boscarne Junction. Copyright Andrew and Diane Jones.
Dear Keith, Please find attached photograph at Boscarne Junction in 1980.
This was always a timeless location. Very little had changed since the closure to passenger traffic and freight was still busy, the usual class 37 had dropped off the empties ready for collection by the early morning O8.
I travelled on the Wenfordbridge line in the breakvan and experienced a bygone age. Breakfast of bacon and egg was had at Boscarne courtesy of the woodstove.We stopped on the way back somewhere near Helland, switched off and had a leisurely lunch.
The sound of the wheels against the tight curves in Dunmere Wood were unbelievable, better then ‘The Last Night Of The Proms’!
Wonderful….
Best wishes Andrew and Diane
This was always a timeless location. Very little had changed since the closure to passenger traffic and freight was still busy, the usual class 37 had dropped off the empties ready for collection by the early morning O8.
I travelled on the Wenfordbridge line in the breakvan and experienced a bygone age. Breakfast of bacon and egg was had at Boscarne courtesy of the woodstove.We stopped on the way back somewhere near Helland, switched off and had a leisurely lunch.
The sound of the wheels against the tight curves in Dunmere Wood were unbelievable, better then ‘The Last Night Of The Proms’!
Wonderful….
Best wishes Andrew and Diane
Dunmere Junction
BOSCARNE Jct. to BODMIN NORTH
A train from Bodmin North approaches Dunmere Junction on its way to Boscarne Junction and thence Wadebridge. Copyright Mike Roach Note the catch points protecting the passenger line from the Wenford branch. Note also the shed for the maintenance trolley and also the gate across the Wenford branch.
Hi, Keith
In 1967 I was cycling in the Bodmin area and stopped by Dunmere Crossing in the hope of seeing the Wenford goods. It duly appeared, and the crew kindly offered me a trip up the line (Lucky you). On returning to Dunmere Junction, the train performed a gravity shunt using the stub of the Bodmin North line, as per the attached photo. I've never seen any other photographic record of this manoeuvre. Was this unusual? Regards John
Can anybody answer this please? The line from Dunmere Junction to Boscarne Sidings was freight only by this time (Bodmin North had closed to passengers 30th January 1967). Maybe, having pushed the stock a short distance up the branch, the loco recessed onto the Wenford line while the stock was gravitated a short distance towards Boscarne and the loco connected for a controlled descent back to Boscarne. This would have seen it the right way round for the subsequent haul up to Bodmin General without the need for a 'run round' at Boscarne.
A P.S. From Roy Hart. This maneouvre was only possible between January and December 1967. Passenger services on the Bodmin and Wadebridge ended, but full signalling (and the boxes at Bodmin General Boscarne and Wadebridge) remained until December 1967. While Bodmin North was open, this shunt would have needed the consent of the Bodmin North signalman and a tablet for the section withdrawn, to ensure safety for the shunt.
With Bodmin North gone, there was no problem.
It all ended in December 1967 when the whole line became a long siding, under the control of the shunter.
In 1967 I was cycling in the Bodmin area and stopped by Dunmere Crossing in the hope of seeing the Wenford goods. It duly appeared, and the crew kindly offered me a trip up the line (Lucky you). On returning to Dunmere Junction, the train performed a gravity shunt using the stub of the Bodmin North line, as per the attached photo. I've never seen any other photographic record of this manoeuvre. Was this unusual? Regards John
Can anybody answer this please? The line from Dunmere Junction to Boscarne Sidings was freight only by this time (Bodmin North had closed to passengers 30th January 1967). Maybe, having pushed the stock a short distance up the branch, the loco recessed onto the Wenford line while the stock was gravitated a short distance towards Boscarne and the loco connected for a controlled descent back to Boscarne. This would have seen it the right way round for the subsequent haul up to Bodmin General without the need for a 'run round' at Boscarne.
A P.S. From Roy Hart. This maneouvre was only possible between January and December 1967. Passenger services on the Bodmin and Wadebridge ended, but full signalling (and the boxes at Bodmin General Boscarne and Wadebridge) remained until December 1967. While Bodmin North was open, this shunt would have needed the consent of the Bodmin North signalman and a tablet for the section withdrawn, to ensure safety for the shunt.
With Bodmin North gone, there was no problem.
It all ended in December 1967 when the whole line became a long siding, under the control of the shunter.
This picture poses a question, see the text above. Copyright John Ball 1967
820116a The CRS Party at the Junction with the Wenfordbridge and the Bodmin North Line. L to R Kevin Jenkin Walter Julian Peter Moore David Brown Keith Jenkin Graham Hooper plus a guest. Copyright Roger Winnen
Passengers wait on Dunmere Halt for a train from Bodmin North. July 1962 Copyright Mike Roach
A train for Wadebridge stands at Dunmere Halt July 1962 Copyright Mike Roach
Dunmere Halt August 1965 Copyright John Ball
Dunmere Halt in 1947. P.S. Butt collection.
Dunmere Halt in 1965 looking North East. Copyright Eric Curnow Collection
Dunmere Halt looking west in 1965. Copyright Eric Curnow Collection.
Dunmere Halt from the Roger Winnen Collection 007
Dunmere Halt June 1972. Copyright Roger Winnen
Dunmere Halt 1st June 1974 Group Visit The late Dick Angove Roger Winnen Keith Jenkin unknown. Copyright Trevor Tremethick
780715a The Cornwall Railway Society at Dunmere 15th July 1978.. Copyright Roger Winnen
From the Mike Morant collection
From the Mike Morant collection, note the same company and label number to the same destination - but very different fonts.
Between Dunmere and Bodmin North
PW Hut between Dunmere and Bodmin North 24th January 2020 Copyright Dave Anthony. What an excellent idea - a sort of halfway house to rest ones limbs and shelter from the rain.
Bodmin North
Bodmin North with 30236 picture taken on 3rd October 1957 Copyright the Late Jon Wood Collection
Bodmin North 4th January 1964 Copyright Mike Roach
Bodmin North December 1963 Copyright Mike Roach
A smashing view at Laira taken in June 1964 thought to be of the railbus for the Boscarne to Bodmin North as delivered to Laira following the closure of the Kemble to Tetbury branch in April 64 Copyright Mike Roach
Bodmin North 1st October 1966. The North Cornwall Farewell Tour has arrived. Copyright Keith Jenkin
The last passenger train stands at Bodmin North station. Copyright Keith Jenkin.
Bodmin North 1st October 1966. North Cornwall Farewell Railtour. Goods services were withdrawn 29th November 1965. Copyright Keith Jenkin
Bodmin North - In March 2016.
These pictures were taken by Roger Winnen on an exploratory 'walk about'
Please refer to the pictures above of Bodmin North taken on the 4th January 1964 by Mike Roach
These pictures were taken by Roger Winnen on an exploratory 'walk about'
Please refer to the pictures above of Bodmin North taken on the 4th January 1964 by Mike Roach
A view from the buffer stops at Bodmin North.
The station backed onto this road. 16th March 2016 Copyright Roger Winnen
This terrace of houses was beyond the north end of the platform. 16th March 2016 Copyright Mike Roach
No doubt about where the photographer is standing. 16th March 2016 Copyright Roger Winnen
Looking back towards the one time buffer stops. 16th March 2016 Copyright Roger Winnen
Bodmin Jail entrance 16th March 2016 Copyright Roger Winnen
Some Southern fencing panels - no doubt a product of Exmouth Junction. 16th March 2016 Copyright Roger Winnen
It is a pleasant downhill walk towards Dunmere Junction (Even better on a bike) This view is of the bridge which carries Berrycombe Hill Road over the former trackbed. 16th March 2016. Copyright Roger Winnen
Demolition at Boscarne Junction - the last B.R. train.
I am a Cornish exile now living in Hampshire and spent the first 24 years of my life in Bodmin. I have good memories of the Wenford line in its last days and used to run down Beacon hill to see a 25 and later 37 shunting at Bodmin general on my way to school.
I was on hand to see the very last BR movement on the line in May 1985 and was surprised to see a train leaving General for Boscarne. I managed to get down there and witnessed a class 37 and wagon for the recovery of several lengths rail from the former line to Bodmin North line. We talked to the gangers and they said It was to be reused on the Looe line. Cheeky as I believe the line had been sold to the B&W by then. I also saw it arrive at Bodmin Rd and saw the box signal the train and then switched out for the very last time. I believe the signalman was Peter Hamley.
Rob Iredale
I was on hand to see the very last BR movement on the line in May 1985 and was surprised to see a train leaving General for Boscarne. I managed to get down there and witnessed a class 37 and wagon for the recovery of several lengths rail from the former line to Bodmin North line. We talked to the gangers and they said It was to be reused on the Looe line. Cheeky as I believe the line had been sold to the B&W by then. I also saw it arrive at Bodmin Rd and saw the box signal the train and then switched out for the very last time. I believe the signalman was Peter Hamley.
Rob Iredale
DUNMERE Jct. to WENFORD
Also click below for a collection of pictures of 'The Camelvalleyman railtour' which took place on the 27th April 1963 and can be found on Flicker'
https://www.flickr.com/photos/96859208@N07/14113076235/
https://www.flickr.com/photos/96859208@N07/14113076235/
Some idea of the clay traffic to and from the Wenford branch can be gathered from this picture by Jim Lewis of the sidings at Bodmin Road - each with approximately twenty clay hoods. Copyright Jim Lewis. Nostalgically he tells us that that is his old green ford Anglia in the car park. The sidings in the car park were taken out of use in 1969. This picture dated 1975.
Gravity shunting at Dunmere Junction 21st July 1967. Copyright John Ball
(the line ahead to Bodmin North, that to the left to Wenford Bridge)
820116a The CRS Party at the Junction with the Wenford Bridge and the Bodmin North Line. Copyright Roger Winnen Left to Right Kevin Jenkin- Walter Jullian- Peter Moore -David Brown- Keith Jenkin - Graham Hooper and a guest.
Dunmere Junction left to Wenford Bridge ahead to Bodmin North. 1st June 1974. Copyright Trevor Tremethick
The return of the Two Rivers Railtour joins the then active Bodmin North Branch 1st September 1966. Copyright Keith Jenkin
A Class 08 arrives at Dunmere Junction on a Clay working from Wenford Bridge on 18th April 1979. Copyright Roger Winnen
Arrival at the junction an 08 with clay from Wenford Bridge. Copyright Roger Winnen
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Bodmin North a view towards Padstow 1st October 1966. Rail service from here ceased on 30th January 1967
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The 08 and the clay heading for Boscarne Junction. Copyright Roger Winnen
The crew seem in no hurry, time for a chat, as 30587 waits to cross the A389 at Dunmere crossing. Here drivers were encouraged to make use of the whistle freely to warn road traffic. Copyright The late Sid Sponheimer
Dunmere Road Crossing. The CRS Mini Bus on tour with The Railway Society members on track. Gordon Dobbs, Keith Jenkin, and Peter Moore. Copyright Trevor Tremethick
741207a London & South Western Railway sign near Dunmere. Copyright Roger Winnen
820116aa At Dunmere Road Crossing. looking back towards Dunmere Junction. Copyright Roger Winnen
The clay from Wenford Bridge approaching Dunmere on 18th April 1979. Copywright Roger Winnen
An 08 approaches Dunmere Road Crossing on route from Wenford Bridge 1st November 1974. Copyright Roger Winnen
Crossing the main road at Dunmere on 1st November 1974
A view from a train returning from Wenford waiting to cross the main road at Dunmere. Late 1970's Copyright Andrew Jones.
A man with a red flag stands to halt traffic coming down the hill from Bodmin as a Beattie tank hauls its train of empties over Dunmere Crossing. A young man adopts the classic pose to steady his camera. One wonders what his picture was like? From the Alan Harris Collection.
741207b Open countryside with the Wenford Line near Dunmere, Is it a banner repeater signal or a road sign after a 30 m.p.h. speed limit. Copyright Roger Winnen
A journey up the branch towards Wenford Bridge in the late 70's. An 08, has replaced steam but as the tightness of the curve here and also the poor clearance with a rock face that prevented the introduction of CDA's on this line, a factor which probably had a lot to do with the closure of the line. A few sticks of dynamite might have cured the problem !! Copyright Andrew Jones
741207c Outlands curve. Copyright Roger Winnen
820116b The very tight Outland Curve. Copyright Roger Winnen
820116c Outland Curve. Copyright Roger Winnen
The line, after closure - just like a country lane! Copyright Sid Sponheimer
820116d The River Camel from the track of the Wenfordbridge Line. Copyright Roger Winnen
820116e Plenty of water in the River Camel. Copyright Roger Winnen
820116f 1892 Chairs on the branch. Copyright Roger Winnen
The Two Rivers Railtour trundles up the lower sectiom of the branch through the delightful section alongside the River Camel on 10th September 1966. Copyright Keith Jenkin
741207d Walking the line towards the Pencarrow Water Tank. Copyright Roger Winnen
Pencarrow Watering facility - unusual to have a view of this without a locomotive present. It gives time to study the detail, note 'milepost' just before the water facility - a 'trip hazard' if ever there was! Copyright Mike Roach
The Railtour pauses at the Pencarrow Water Tank though water was not needed on this occasion 10th September 1066.Copyright Keith Jenkin
Pencarrow Water Tank without vegetation in December 1963. Copyright M Roach.
741207e Peter Moore on the right looks down from the Pencarrow Water Tank. Copyright Roger Winnen
741207f Keith Jenkin looks down from the water tank. Copyright Roger Winnen
30587 takes water at Pencarrow water tank, here the water pipe, or bag was lifted to fit it into the locomotives tank. Copyright Sid Sponheimer
Bright sunlight and trees makes for difficult photography, however, look at this scene. The Beattie well tank has called to replenish its water at Pencarrow Water tank on its return journey down the branch towards Dunmere. Note one of the crew is up on the coal bunker distributing the coal whereas the head of the second man can be seen above the water tank as he adjusts 'the bag'. Also note the spectators having a chat at ground level, rather liable for a soaking one would think! Copyright Sid Sponheimer
Time to examine our stead at Pencarrow. 10th September 1966. Copyright Keith Jenkin
820116h a Close up of the 7 Milepost. Copyright Roger Winnen
820116f 1892 7.00 mile marker on the branch. Copyright Roger Winnen
The first cut? Track lifting near Helland. 1985 Copyright Quentin Goggs.
Class 08 with the Clay near Helland. Copyright Roger Winnen
741207g Elm tress planted by the Railway Company. Copyright Roger Winnen
Helland Siding
741207h The site of Helland Sidings on the left which closed 2nd May 1960. Copyright Roger Winnen
Helland Crossing & Siding
The 08113 returning from Wenford Bridge seen passing through Helland Bridge. Copyright Ian Cavill
Helland Bridge - clay hoods wind their way between the cottages heading for Boscarne. 18th April 1979 Copyright Roger Winnen
An 08 squeezes through past the cottage at Helland. Copyright Quinten Groggs.
08113 At tHelland-7th-february-1983-Copyright Ian Cavill
Hello Keith,
Further to the photographs of 08113 taken on the Wenford Branch in 1983 I thought I would take the liberty in relating the story behind a week’s holiday camping near Hayle with two colleagues, Trevor Davies and Keith Scott also from the 4566 Group which as you know I am still involved with.
The idea was to travel on all of the branch lines in Cornwall during the week which I think we achieved.
In addition to this we paid a visit to St. Blazey depot on the Tuesday and made ourselves known to the Supervisor (the late Chris Coombes if my memory is correct). Having explained who we were and our involvement with the restoration of 4566 in 1975 we were made very welcome. Chris saying at the time that 4566 was well known as being a Cornwall based engine. We were given permission to explore the site with the proviso that the only thing we were not to do was go between/under any wagons for obvious reasons.
Word had obviously got around as whilst we were in the vicinity of the turntable we were “accosted” by a driver (I believe his name was Wallace Matthews) who entered into a fairly lengthy conversation with us. His parting shot being, “the best thing to happen to steam engines was getting rid of them”! We were all taken aback by this at the time but accepted that to some, working on steam engines was hard work. A little later he returned and asked which of us was on the footplate on the SVR, to which I replied that I was a fireman and that Trevor was a trainee fireman. He said you had better have these then and proceeded to give me some gauge and lubricator glasses and a copy of The Blue Book of Rules for Enginemen and Fireman (which I still possess to this day). When I asked him why he still had these items if he hated steam so much he smiled and said, “Well, they must have dropped to the bottom of my locker and I forgot all about them!!!
He asked us what we were doing the next day and said if we were interested he was driving a late afternoon passenger train up to Plymouth and we were welcome to have a ride in the cab if we wanted. I think you can probably guess what we said.
Returning to the main offices we saw Chris Coombes again to thank him for his hospitality and to our amazement were asked if we would be interested in a trip up the Wenford Branch on the Thursday. There as an immediate acceptance of the offer on our part with the agreement that we were to wait at Dunmere Crossing for the train at an agreed time.
Wednesday saw us at Penzance at the due time prior to departure to be told by Wallace that there was a rumour that a Loco Inspector had been seen out and about in the area. So, we were told to travel in the train and if he wasn’t about when we got to St. Erth our cab ride was a goer. Fortunately, he wasn’t and we travelled on 46014 (long gone, although Trevor did see it once at Hereford whilst out chasing a steam special)) to Par where despite being offered the full ride to Plymouth we had to detrain as we decided that getting back to Penzance very late at night could have been problematic.
Thursday as arranged saw us at Dunmere Crossing awaiting our ride. After some time a railwayman (Shunter or Guard?) appeared and asked if we were waiting to see the train. We told him what had been arranged with Chris Coombes and were somewhat taken aback when we were told that due to a funeral that day they had worked two trains the previous day to enable one of the usual crew to attend. You can imagine our disappointment but then we were told to wait and see what could be arranged. About 20 minutes later we were greeted by the sound of an approaching 08 diesel shunter, 08113 and brake van. Are you the lads who were supposed to have a trip up the branch today asked the Driver (Trevor tells me this was John Ferret)? Yes was the reply, well hop up in the cab and I’ll take you up the branch. We asked why the train was running having been told that there was no wagons to collect to be informed that if it got back to St.Blazey we hadn’t had our trip there might be some explaining to do!
So, of we went trundling up the branch, stopping at Helland Bridge to pick up a family (I think they might have had a holiday let?) who rode in the brake van. When we arrived at Wenford we had the opportunity to have a look around before returning back to Dunmere Crossing.
Whilst I am no longer actively involved with the SVR, Trevor is and is now responsible for overseeing and maintaining the 08 fleet at Kidderminster. He tells me that there is a link to 08113 still, this being that he purchased parts from 08113 including the exhauster cut out valve and a vacuum brake control rod that links the two brake valves in the cab and which have been subsequently fitted to D3201. 08113 was owned by RMS Locotec and was broken up in Leeds after being withdrawn/condemned.
It’s amazing that two photographs can bring back happy memories of a fantastic holiday now some 42 years ago!
David Cook
(4566 Group)
Further to the photographs of 08113 taken on the Wenford Branch in 1983 I thought I would take the liberty in relating the story behind a week’s holiday camping near Hayle with two colleagues, Trevor Davies and Keith Scott also from the 4566 Group which as you know I am still involved with.
The idea was to travel on all of the branch lines in Cornwall during the week which I think we achieved.
In addition to this we paid a visit to St. Blazey depot on the Tuesday and made ourselves known to the Supervisor (the late Chris Coombes if my memory is correct). Having explained who we were and our involvement with the restoration of 4566 in 1975 we were made very welcome. Chris saying at the time that 4566 was well known as being a Cornwall based engine. We were given permission to explore the site with the proviso that the only thing we were not to do was go between/under any wagons for obvious reasons.
Word had obviously got around as whilst we were in the vicinity of the turntable we were “accosted” by a driver (I believe his name was Wallace Matthews) who entered into a fairly lengthy conversation with us. His parting shot being, “the best thing to happen to steam engines was getting rid of them”! We were all taken aback by this at the time but accepted that to some, working on steam engines was hard work. A little later he returned and asked which of us was on the footplate on the SVR, to which I replied that I was a fireman and that Trevor was a trainee fireman. He said you had better have these then and proceeded to give me some gauge and lubricator glasses and a copy of The Blue Book of Rules for Enginemen and Fireman (which I still possess to this day). When I asked him why he still had these items if he hated steam so much he smiled and said, “Well, they must have dropped to the bottom of my locker and I forgot all about them!!!
He asked us what we were doing the next day and said if we were interested he was driving a late afternoon passenger train up to Plymouth and we were welcome to have a ride in the cab if we wanted. I think you can probably guess what we said.
Returning to the main offices we saw Chris Coombes again to thank him for his hospitality and to our amazement were asked if we would be interested in a trip up the Wenford Branch on the Thursday. There as an immediate acceptance of the offer on our part with the agreement that we were to wait at Dunmere Crossing for the train at an agreed time.
Wednesday saw us at Penzance at the due time prior to departure to be told by Wallace that there was a rumour that a Loco Inspector had been seen out and about in the area. So, we were told to travel in the train and if he wasn’t about when we got to St. Erth our cab ride was a goer. Fortunately, he wasn’t and we travelled on 46014 (long gone, although Trevor did see it once at Hereford whilst out chasing a steam special)) to Par where despite being offered the full ride to Plymouth we had to detrain as we decided that getting back to Penzance very late at night could have been problematic.
Thursday as arranged saw us at Dunmere Crossing awaiting our ride. After some time a railwayman (Shunter or Guard?) appeared and asked if we were waiting to see the train. We told him what had been arranged with Chris Coombes and were somewhat taken aback when we were told that due to a funeral that day they had worked two trains the previous day to enable one of the usual crew to attend. You can imagine our disappointment but then we were told to wait and see what could be arranged. About 20 minutes later we were greeted by the sound of an approaching 08 diesel shunter, 08113 and brake van. Are you the lads who were supposed to have a trip up the branch today asked the Driver (Trevor tells me this was John Ferret)? Yes was the reply, well hop up in the cab and I’ll take you up the branch. We asked why the train was running having been told that there was no wagons to collect to be informed that if it got back to St.Blazey we hadn’t had our trip there might be some explaining to do!
So, of we went trundling up the branch, stopping at Helland Bridge to pick up a family (I think they might have had a holiday let?) who rode in the brake van. When we arrived at Wenford we had the opportunity to have a look around before returning back to Dunmere Crossing.
Whilst I am no longer actively involved with the SVR, Trevor is and is now responsible for overseeing and maintaining the 08 fleet at Kidderminster. He tells me that there is a link to 08113 still, this being that he purchased parts from 08113 including the exhauster cut out valve and a vacuum brake control rod that links the two brake valves in the cab and which have been subsequently fitted to D3201. 08113 was owned by RMS Locotec and was broken up in Leeds after being withdrawn/condemned.
It’s amazing that two photographs can bring back happy memories of a fantastic holiday now some 42 years ago!
David Cook
(4566 Group)
Many thanks David for your very interesting tour of Cornwall in 1978 it must bring back Happy Memories
740601g Restricted clearance at Helland. Copyright Roger Winnen
740601b Our Mini Bus hired from Johmn Bryant of Lanner at Helland. Len Baker a former Southern Railway driver on the left, followed by Richard and Christopher Angove, Gordon Dobbs and sitting on the wall is Maurice Blair. Copyright Roger Winnen
Helland Crossing with the line winding past the cottages. 1st June 1974 Copyright Trevor Tremethick
820116l Helland Crossing. Copyright Roger Winnen
Helland in Oct 1980 Copyright Andrew Jones. I have attached one of my many brakevan rides to Wenfordbridge. Taken in Oct 1980, this month makes this photograph 40 years old. The loaded clay is returning and approaching Helland which can be seen in the distance. I feel very fortunate to have experienced something impossible to experience today.
Best wishes Andrew and Diane
740601c A minor road crossing on the Wenford Branch. Copyright Roger Winnen
820116i The 8.5 Milepost .5 of a mile east of Helland. Copyright Roger Winnen
The Two Rivers Railtour continues up the branch. Copyright Keith Jenkin
The upper reaches of this branch encounters more open country on 10th September 1966. Copyright Keith Jenkin
The former Junction for the Tresarrett Quarry
741207i The site of the junction to Tresarrett Quarry which opened in 1922. at Milepost 9.60 Copyright Roger Winnen
740601d The road crossing at Tresarrett near the 10 milepost. Copyright Roger Winnen
780715c Merry Meeting Tresarrett. Copyright Roger Winnen
820116j The 10 Milepost on the Wenfordbridge Branch. Copyright Roger Winnen
741207j This is the entrance to Wenford bridge taken at Poley's Bridge. Copyright Roger Winnen
741207k Looking back to where the previous photograph was taken. Copyright Roger Winnen
741207l The Wenford Bridge Clay Cries. Copyright Roger Winnen
741207m Wagons at Wenford Bridge. Copyright Roger Winnen
741207n Track formations at Wenford. Copyright Roger Winnen
The Two Rivers Railtour reaches the terminus at Wenford Bridge. The Delank Quarry Line incline lay behind the photograph. All track in this area closed 13th February 1967. This photograph dated 10th September 1966. Copyright Keith Jenkin
Wenford - a lovely shot by Sid Sponheimer of 30587 with a train of wagons' This is taken in the days before the introduction of 'clay hoods'. Copyright.
Wenford Bridge Clay Dries 1st June 1974. Copyright Trevor Tremethick
820116n Wenfordbridge. Copyright Roger Winnen
820116q Wenfordbridge. Copyright Roger Winnen
The train crew carry out some checks - a picture through the cab window of a Beattie Well Tank. Copyright Sid Sponheimer.
Up now at Wenford Dries. The line continued ahead to Wenford Bridge - this section was closed in February 1967. Copyright Sid Sponheimer
In this picture 30587 has gone to extreme end of the line at Wenford Bridge * and is depicted carrying out some shunting of vans. Copyright Sid Sponheimer * The metals continued up a 1 in 8 incline to DeLank Quarry - although officially closed in 1950 the incline had not been used since long before that.
30587 heading back towards Dunmere. How smart the locomotive looks - a credit to Wadebridge shed. Copyright Sid Sponheimer.
Wenford Dries in the shade as a Class 08 shunter is attached to the train in the sidings. 18th April 1979 Copyright Roger Winnen
The Clay Hoods at Wenford. 18th April 1979 Copyright Roger Winnen
The shunter with his pole rides the 08 at Wenford. 18th April 1979 Copyright Roger Winnen
A Class 08113 at Wenford Bridge in 1983. Copyright Ian Cavill
Wenford Bridge. Copyright Sid Sponheimer
Wenford - the weeds take over. Copyright Sid Sponheimer
Wenford-2016-100-2989 Copyright -Colin-Burges
End of the line just beyond Wenford Clay Kilns 1st September 1974. The line had been cut back to Wenford Bridge Goods Depot in 1971. Copyright Trevor Tremethick
820116r At the buffer stops. Copyright-Roger Winnen
The end of the line at Wenford Bridge. Copyright Sid Sponheimer
Delank Quarry Branch
740601e The late Gordon Dobbs stands on the rails to Delank Quarry. Copyright Roger Winnen
W enford Bridge 2016 The remains of the bridge over the road in lower- Lank which carried the line t o De-Lank Quarry from the head of the incline. Copyright Colin Burges
Clay hoods and the Wenford Bridge branch 1980.
An article by Andrew and Diane Jones.
An article by Andrew and Diane Jones.
Dear Keith and Valerie, inspired by a recent article by Neil Phillips, please find two attached photographs of the once common China Clay Hoods at Wenfordbridge in 1980.
Sources put production by BR at anything from 500 to 875 wagons, the earliest 300 being unfitted for a short while. (Confusion probably exists due to earlier designs)
With an overall length of 16 feet 6 inches and a wheel base of just nine feet they were relatively small and designed to be lifted and turned on semi automatic unloading equipment at Fowey docks.
The famous clay hood was a patented design introduced before WW1 and known as the ‘Williams Sheet Rail’.
ECLP operated a dedicated wagon repair shop at St Blazey and most of the wagons were rebuilt many times over. The simplicity of design and interchangeability proved their reliability and availability serving the many clay branch lines. The Wenfordbridge Line, in particular with its tight clearances could not have operated anything larger.
Operating cost savings and competition from road haulage eventually forced the withdrawal of these versatile wagons and by 1987 they had virtually disappeared being replace by a much smaller fleet of the CDA wagons still in use today.
I have also included a photograph of the truncated Wenfordbridge line looking towards the closed depot and the De Lank incline.
Wenfordbridge clay dries was built early in the 20th century utilising the existing granite quarry line, (but not the incline) to serve Stannon Pit on Bodmin Moor which piped liquified clay to the dries, only closing in 2002.
Best wishes Andrew and Diane Jones
Sources put production by BR at anything from 500 to 875 wagons, the earliest 300 being unfitted for a short while. (Confusion probably exists due to earlier designs)
With an overall length of 16 feet 6 inches and a wheel base of just nine feet they were relatively small and designed to be lifted and turned on semi automatic unloading equipment at Fowey docks.
The famous clay hood was a patented design introduced before WW1 and known as the ‘Williams Sheet Rail’.
ECLP operated a dedicated wagon repair shop at St Blazey and most of the wagons were rebuilt many times over. The simplicity of design and interchangeability proved their reliability and availability serving the many clay branch lines. The Wenfordbridge Line, in particular with its tight clearances could not have operated anything larger.
Operating cost savings and competition from road haulage eventually forced the withdrawal of these versatile wagons and by 1987 they had virtually disappeared being replace by a much smaller fleet of the CDA wagons still in use today.
I have also included a photograph of the truncated Wenfordbridge line looking towards the closed depot and the De Lank incline.
Wenfordbridge clay dries was built early in the 20th century utilising the existing granite quarry line, (but not the incline) to serve Stannon Pit on Bodmin Moor which piped liquified clay to the dries, only closing in 2002.
Best wishes Andrew and Diane Jones
Wenfordbridge dries, Hoods being loaded for onward shipment to Fowey. Copyright Andrew & Diane Jones
The truncated Wenfordbridge branch. It was from here it was once proposed to link to Camelford. Copyright Andew & Diane Jones
As far north as you could go in Cornwall by rail in 1980. Copyright Andrew & Diane Jones
Many thanks to Andrew and Diane Jones.
Boscarne Exchange Platform
Boscarne Junction
Enjoy this period picture of 30587 at Boscarne Junction. Copyright Sid Sponheimer
A nice study of Boscarne Junction Signalbox in 1965 by John Ball. Copyright. One hopes that it will not be too long before Bodmin and Wenford Railway trains cross this road once more.
The Ruthern Branch
The Ruthernbridge branch opened on 30th September 1834, the same date as the Wenford Bridge line. The line never officially carried passenges though with an irregular service this wouldn't have been practical anyway. At one time there were proposals to extend the line right through to Truro to provide competition for the Great Western. This, however, remained a dream
The Ruthern Bridge branch left having left the main Boscarne to Wadebridge line at Grogley crossed the River Camel and ran in a southerly direction, close to the minor road from Brocton to Ruthern Bridge, for just over a mile coming to a terminus near the cross-roads by the Ruthern bridge. At the terminus there was simply a single point to divide the line into two sidings, but in 1914 a loop siding had been added further up the line. The depot was managed by a female wharfinger, who lived in a cottage on the opposite side of the road from the terminus
The goods traffic appears to have been mainly agricultural, apart from stone from the local Mulberry quarry. In 1926 the the far end of the branch was reduced by closing 650 yards of track leaving only the loop siding in use. The remainder of the line officially closed 1st January 1934 (Clinkers records). The line closed in late 1933, the last train being driven by the late Arthur Ferret of Wadebridge.
An excellent video on the Ruthern Branch courtesy of Youtube. There is a highly commended and fascinating video featuring the long forgotten Ruthern Bridge Branch on youtube. Click on below to see it https://www.youtube.com/watch?v=wBYe1_Rg9hs We hope you enjoy this excellent 50 minute video. Many rare pictures. Credited to Phil in Cornwall - well done Phil whoever you are!
The Ruthern Bridge branch left having left the main Boscarne to Wadebridge line at Grogley crossed the River Camel and ran in a southerly direction, close to the minor road from Brocton to Ruthern Bridge, for just over a mile coming to a terminus near the cross-roads by the Ruthern bridge. At the terminus there was simply a single point to divide the line into two sidings, but in 1914 a loop siding had been added further up the line. The depot was managed by a female wharfinger, who lived in a cottage on the opposite side of the road from the terminus
The goods traffic appears to have been mainly agricultural, apart from stone from the local Mulberry quarry. In 1926 the the far end of the branch was reduced by closing 650 yards of track leaving only the loop siding in use. The remainder of the line officially closed 1st January 1934 (Clinkers records). The line closed in late 1933, the last train being driven by the late Arthur Ferret of Wadebridge.
An excellent video on the Ruthern Branch courtesy of Youtube. There is a highly commended and fascinating video featuring the long forgotten Ruthern Bridge Branch on youtube. Click on below to see it https://www.youtube.com/watch?v=wBYe1_Rg9hs We hope you enjoy this excellent 50 minute video. Many rare pictures. Credited to Phil in Cornwall - well done Phil whoever you are!
Grogley Halt - 1st June 1974. Copyright Trevor Tremethick. The Ruthernbridge branch left the main running line between Boscarne Junction and Wadebridge at Grogley, the junction being ahead and the Ruthernbridge branch coming up on the far side of the platform.
Rutherbridge terminus - the metals continued over sand drops. 9th December 1973 Copyright Roger Winnen
Rutherbridge terminus - the metals continued over sand drops. The gentleman is pointing out the level at which the railway would have been. 9th December 1973 Copyright Roger Winnen
Close to the terminus is the small hamlet of Ruthernbridge. Here the signpost clearly shows the direction of Grogley Halt just about a mile away. The stream accompanies the old rail route to join the river Camel. This picture by Roger Winnen dated 9th December 1973 Copyright.
An entirely new item on the Ruthern Bridge Branch
kindly researched and written by Andrew and Diane Jones -
The Ruthern Bridge Branch
kindly researched and written by Andrew and Diane Jones -
The Ruthern Bridge Branch
The Ruthernbridge Railway could have been an important part of the Cornish railway network, if the aims of the ‘Cornwall Mineral and Bodmin & Wadebridge Junction Railway’ had come to fruition. Initially proposed as part of the Central Cornwall Railway in 1865, please see attached notice. Authorisation was given on 5th August 1873 to build a railway from Ruthernbridge to Roche, some 5 ¼ miles. Unfortunately the proposed Wenfordbridge to Delabole railway authorised on the same day were both subsequently abandoned on the 28th March 1878. The Ruthernbridge Branch was relatively short at just 1mile 8 chains, with sand drops at the terminus cut back to a loop in 1926 which could accommodate 8 wagons. Various publications state that the cottage adjacent the Terminus was the oldest railway station in the country. (sadly demolished many years ago, but the rose that climbed the porch is still there!) From my research it appears that following retirement from duty on suburban services out of Waterloo, Beattie Well tanks built in 1863 were transferred to Wadebridge in 1895 and provided motive power over the line. There appears a little confusion over which locomotives were based at Wadebridge but 0314 and 0329 were certainly used although there is reference to 0298 so I am not sure if any members could clarify if this was a locomotive or just a reference to the class. Again it is difficult to be sure but previous to this period it is likely that two locomotives built by Joseph & Potts four coupled tender engines named ‘Ajax’ no41 and ‘Atlas’ no 42 built in 1840 possibly travelled to Ruthernbridge. There is also mention of an 040 saddle tank built by Fletcher and Jennings named ‘Bodmin’ which continued in service until July 1893. Its also possible that the original engines ‘Camel’ and ‘Elephant’ built by Neath Abbey Iron Company visited the branch. Traffic from Ruthernbridge was mainly from Mulberry Pit consisting of Iron ore, lead, tin and stone. Incoming goods were grain, manure, foodstuffs and coal for the Withiel area. One of the last references to mining in the area appeared in the Cornish Guardian. This was the liquidation of the Stannaries Mining and Smelting Company. On the 5th June 1914 an auction was held at Grogley which included amongst many items, 300 feet of rail, 4 thousand firebricks, 5 tip wagons, 31 shovels and 13 picks. I can find no reference of Horses being used to haul wagons although for a short period a tramway was used from the Mulberry area to transport materials but was not physically connected to the Ruthernbridge railway. Unlike the Wenfordbridge Railway the Ruthernbridge Branch was generally free of sharp curves as Illustrated by the Ordnance maps courtesy of the Museum of Scotland. Originally laid on granite sleepers to the standard gauge using 42lb rails in various lengths from 15 to 18 feet supplied from Ebbw Vale. Recently some timber extraction using part of the trackbed has uncovered the original granite sleepers. (please see attached photograph. It appears that they have survived due in part to partial or complete relaying of the branch possibly in the late 1800’s. Photographs of the Branch are very rare, but during my investigation I came across a series of articles published by the Railway Magazine in 1934 celebrating the then 100th anniversary of the Bodmin and Wadebridge. On pages 258 and 259 of the Railway Magazine, October 1934 edition, I found something I have been searching for many years, 7 photographs of the branch all showing that the line was relaid with wooden sleepers which had been installed over the granite sleepers possibly to avoid disturbance of the original earthworks and save money. The original photographs were taken by A.Earle Edwards and D S Barrie. I know copyright is an issue so I have sent them to the society for reference, but for legal reasons we are unable to reproduce them on the website.
The last train sadly ran on the 29th November 1933 driven by Mr Cross and fireman Arthur Ferret. Rails were removed in 1934 narrowly missing the centenary. As usual if there are any errors please do not hesitate to advise. My house overlooks the railway and pre dates the line by 20 years having been ‘Built and enclosed by Joseph Kestell in 1814’ wouldn’t Joseph have some wonderful stories to tell!
The last train sadly ran on the 29th November 1933 driven by Mr Cross and fireman Arthur Ferret. Rails were removed in 1934 narrowly missing the centenary. As usual if there are any errors please do not hesitate to advise. My house overlooks the railway and pre dates the line by 20 years having been ‘Built and enclosed by Joseph Kestell in 1814’ wouldn’t Joseph have some wonderful stories to tell!
General Map of Ruthernbridge Railway Andrew Jones
Central Cornwall Railway proposal 1865 Andrew Jones
Uncovered remains of the original railway. 28th June 2020. Copyright Andrew Jones.
A close up of the granite setts or sleepers. 28th June 2020 Copyright Andrew Jones
Mulberry tramway Andrew Jones
The engraved enclosure sign attached to our house Copyright Andrew Jones
Grogley Junction - Andrew Jones
Andrew and Diane Jones House location. Built and enclosed by Joseph Kestle 1814
With very many thanks to Andrew and Diane Jones for their extensive research.
A report on work done along the branch -
Andrew Jones and Kier Construction
Andrew Jones and Kier Construction
Dear Keith, please find update on Ruthernbridge railway granite sleepers.
Last week Kier construction completed their works at Grogley waterlevels. A number of parishioners approached me with their concerns that some of the original sleepers were being removed.
I managed to contact the Kier project manager who advised the following..
Andrew,
This project has been to remove the existing reinforced concrete gauging station and associated granite blockstone walling from the River Camel as part of the wider river restoration programme to maintain the SSSI status.
The only granite we have removed are the walling stones from the Gauging Station. The blocks in the attached photograph are 9 blocks that were kept back especially to use to prevent future vehicular access to the track, owned by Mrs Parsons.
The historic railway line was the access point used for our works within the Forestry England land on the left hand bank. Prior to works we did install some hardcore in places to protect the historic sleepers and during the course of the works have regularly tended to the track to provide protection to any sleepers that have become exposed and ensure they were kept covered to prevent any damage.
Please be assured that no granite sleepers have been removed as a result of these works. I can also confirm that the environment agency’s own heritage officer has been consulted throughout the works and the potential impact on the historic railway and canal features have been given due consideration.
We can only offer apologies as our normal communications plan was thrown into chaos with the Covid 19 outbreak, otherwise we would have communicated about our works more widely.
If you would like any further information about the works either from us or from the EA directly then we would be more than happy to provide it.
I hope this has reassured you. Do not hesitate to contact me if you need any further information,
Kind regards, Adrian
Adrian Parker BEng (Hons) IEng MICE
Senior Project Manager
.....it has been difficult to arrange any formal preservation with the Cornwall Council Archaeology Dept, but I think the assurance from Kier will go someway towards assisting a possible preservation order.
I have attached a photograph of recent activity....one of the granites is possibly a sleeper from the original water level construction in the 1930's.
Best wishes Andrew and Diane
Last week Kier construction completed their works at Grogley waterlevels. A number of parishioners approached me with their concerns that some of the original sleepers were being removed.
I managed to contact the Kier project manager who advised the following..
Andrew,
This project has been to remove the existing reinforced concrete gauging station and associated granite blockstone walling from the River Camel as part of the wider river restoration programme to maintain the SSSI status.
The only granite we have removed are the walling stones from the Gauging Station. The blocks in the attached photograph are 9 blocks that were kept back especially to use to prevent future vehicular access to the track, owned by Mrs Parsons.
The historic railway line was the access point used for our works within the Forestry England land on the left hand bank. Prior to works we did install some hardcore in places to protect the historic sleepers and during the course of the works have regularly tended to the track to provide protection to any sleepers that have become exposed and ensure they were kept covered to prevent any damage.
Please be assured that no granite sleepers have been removed as a result of these works. I can also confirm that the environment agency’s own heritage officer has been consulted throughout the works and the potential impact on the historic railway and canal features have been given due consideration.
We can only offer apologies as our normal communications plan was thrown into chaos with the Covid 19 outbreak, otherwise we would have communicated about our works more widely.
If you would like any further information about the works either from us or from the EA directly then we would be more than happy to provide it.
I hope this has reassured you. Do not hesitate to contact me if you need any further information,
Kind regards, Adrian
Adrian Parker BEng (Hons) IEng MICE
Senior Project Manager
.....it has been difficult to arrange any formal preservation with the Cornwall Council Archaeology Dept, but I think the assurance from Kier will go someway towards assisting a possible preservation order.
I have attached a photograph of recent activity....one of the granites is possibly a sleeper from the original water level construction in the 1930's.
Best wishes Andrew and Diane
Ruthern Bridge Branch See Note from Andrew Jones, Copyright Andrew Jones
Ruthern Bridge Branch See Note from Andrew Jones 10th Oct 2020 Copyright Andrew Jones
Many thanks for this additional news Andrew - Glad you are keeping an eye on the branch.
Please find attached photograph of the rebuilt Ruthernbridge Railway retaining wall adjacent the Nanstallon junction at Grogley. The council have done a very good job, with an additional wall protecting the road. Hopefully no one will damage the works as the road is now very narrow at this point. I think the original Bodmin and Wadebridge Railway Company would be very proud.
New Ruthernbridge railway retaining wall. 1st December 2020. Copyright Andrew Jones.
Many thanks Andrew.