Camborne to Redruth (Drump Lane)

CORNWALL RAILWAY GALLERY
MAIN LINE
Camborne to Redruth (Drump Lane)

The idea of this section is to publish photographs of the Cornwall Railway scene before 1980. However, in the interests of continuity we might include a later picture. If you are interested in contributing and seeing your work on the net then please let us have your material. You will be fully credited and you can state copyright. It is important that the material is your own work or that of a member of your family who approves or would approve of your action. Please state who took the original picture. You will be listed as the contributor and as such take responsibility for the material submitted. Please do not submit professional photographs or any which are copyright.

Do you wish you were on this one? On 14 April 1963 a single car DMU provided a fascinating railtour from Penzance to Plymouth. The lines covered were - St Erth to St Ives, Hayle to Hayle Wharves, Camborne to Roskear Siding, Penwithers Junction to Newham, St Austell to Lansalson, Burngullow to Drinnick Mill and through to St Dennis Jct, Tolcarne Curve, Trevemper Siding, Bugle to Carbis Wharf, St Blazey, Fowey and Lostwithiel, Coombe Junction to Moorswater, and finally to Plymouth. What a day out - do you have any pictures taken on this railtour, we'd be delighted to show them with due credits.

Keith Jenkin

West Cornwall Re-signalling

This weekend (13th & 14th October 2018) sees new signals and enhancements at the many level crossings between Truro and St Erth. Must mention Holmbush crossing near St Austell as that gets minature lights too.

New signal section with axle counters will be installed at (UM): Gwinear Road, Redruth & Chacewater, (DM) Chacewater, Redruth and Hayle. This will see the Truro - Roskear changed to the Track Circuit Block system. Roskear to St Erth will remain Absolute Block with a shortened section as a result.

The User worked and FP crossings at Lower Trenowin. Upper Trenowin, Trevingey, Treleigh and Paradise also get miniature red and green lights and Dolcoath crossing a former Automatic half barrier crossing becomes the Duchy's first Obstacle Detection (OD) crossing. Very much like a CCTV crossing with full barriers, but radar scanning the deck rather than cameras. All very high tech stuff, and welcome enhancements to rids us of the 14 mile section we currently had between Camborne and Truro.

Order of listing

In this, the main line section, we travel from Camborne to Redruth Drump Lane including depots and sidings directly off the main line.

If you do not see what you require

Go to the Links page and select Cornwall Centre, then on their home page select 'Cornwall Image Bank'. There is a selection of photographs by John Vaughan, Arthur Trevan, George Ellis and others.
You could always visit the Cornwall Centre at Alma Place, Redruth. Very near the station.

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.

If you wonder what Cornwall looks like under the snow click here for a journey by Mike Roach in the winter of 1986.

Camborne

Camborne to Penzance - a half day ticket for 17th June 1928. From the Micheal Roach Collection.

5010 Restormel Castle roars through Camborne with an up express around 1950. The train is a mixture of GW chocolate and cream and BR rhubarb and custard. Note the red headlamps, GW style. 5010 was an early 'Castle' casualty: she was scrapped in 1959. This was back in the time when more than one through train did not stop at Camborne (even on Wednesdays). Copyright Roy Hart

For those who don't know the reference to 'even on Wednesdays' concerns a joke,by the very well known, in Kernow, by the comedian Jethro.

Until the mid-1960s the up 'Limited' ran non-stop from Gwinear Road to Truro. Here, 70019 Lighning raises the echoes through Camborne. Notice the complicated pointwork leading to the yard. The down platform (where the photographer was standing) was exceedingly short and most down trains had to draw up twice. The up platform was also short, but was lengthened in 1937, necessitating the loss of the former up sidings. On the left, the 'mineral' is on the up refuge siding. Copyright Roy Hart

The Sunday afternoon milk passes through Camborne in 1973. Copyright Roger Winnen

For an early and colourful view of Camborne station from Cornishmemory try clicking here. http://cornishmemory.com/item/BLA_04_178

It was a terrible shame that Camborne lost its canopy - here is the basic building as seen in October 1977 77 Copyright Mike Roach

Essential work at Camborne Level Crossing means long deviations for motorists, however, this must be done from time to time. The date is July 1985 almost certainly a Sunday. The barriers replaced the gates in June 1970. Copyright Mike Roach.

Camborne 27th October 1973 (1) Copyright Howard Sprenger.

Camborne 27th October 1973 (2) Copyright Howard Sprenger.

50010 Monarch draws into Camborne with a crowd of possibly shoppers for Plymouth waiting to warm their feet on the train. The white building on the right has since dissappeared and the down platform been lengthened. 2nd January 1979 Copyright Mike Roach

Machinery from Holmans on special sheeted pallets is loaded at Camborne on the 19th January 1979. Copyright Mike Roach

Hauled by 47 250 a Penzance to Manchester parcels comes to a stand at a snowy Camborne and somebody engages the driver in a chat. But hey, what's being loaded further down the platform? 19th January 79 Copyright Mike Roach

Things have come to a stop at Camborne crossing, no doubt the motorist out of his car watching the proceedings has made a cautious descent down the hill behind the photographer. Another motorist stays in his car having just come along Mount Pleasant Road. 50018 departs with the Cornish Riviera some 30 minutes late. 2nd January 1979. Copyright Mike Roach

Camborne 7th July 1979 Peak 46103 climbs into the station with a long train. Copyright Mike Roach

'Right away' at Camborne on the 1st April 1981. Copyright Mike Roach

Camborne 45110 stands at Camborne with the 13.45 Penzance - Bristol TM on the 2nd April 1983 with a load 12 of seven passenger vehicles and five parcel vans. Copyright Clive Smith

Camborne 50003 Temeraire 45118 The Royal Artilleryman 13.45 Penzance - Bristol TM on 7th May 1983 Copyright Clive Smith

Not quite sure what fracas 45124 was involved in to acquire the gash on its nose but it ran around sporting the war wound for a while. Here it is at Camborne with the 13.45 Penzance - Bristol TM on the 23rd April 1983. I often took a few shots at Camborne from the footbridge as the dropped level crossing gates at the eastern end of the platform always seemed to hold up the train for up to five minutes. Copyright Clive Smith

50003 'Temeraire' and 45118 'The Royal Artilleryman' at Camborne with the 13.45 Penzance - Bristol TM on the 7th May 1983 . The peak was working normally on its return diagram and the 50 was attached at Penzance presumably to return to Laira and save a path. A proper platform trolley stands on the opposite platform. 45118 will make a triumphant return to the main line and Devon in October 2022 on a charter from York. Subject to successful overhaul and testing, usual disclaimers etc etc ! Fingers crossed it all goes to plan. Copyright Clive Smith

You rarely see one of these out on their own on the Cornish main line but here we are at Camborne Driver training with L103 4th November 1983 Copyright Mike Roach

Camborne looks pristine clean as 45146 on the 14.14 to Bristol Temple Meads stands at the up platform. 20th Jan 1984 Copyright Mike Roach

Traffic which used to be so common at Marazion, and Gwinear Road was, in 1985 being handled in a very modest manner at Camborne station. Copyright Mike Roach

Cement empties having worked from Chacewater to either St Erth or Penzance now head eastwards out of the county. 1985 Copyright Mike Roach

It's the 29th April 1984 as Rusty Epletts Royal Albert Bridge 125 Anniversary Special climbs into Camborne station. The unit looking very smart with its painted buffers subsequently visited Carne Point on the Fowey branch (Rusty organised a number of bird watching specials on this branch) , and then went on to Boscarne Junction for a lunch stop at the local Pub. The hIghlight of the day was when we reached Saltash and we were allowed to walk across the Royal Albert Bridge - see our railtour section for pictures of this. The head and tailboards on this train were the masterful work of Vic Millington a guard at St Blazey. Copyright Mike Roach

The tail end of the Rusty Eplett Special. It has just passed over Camborne level crossing and is heading on for Roskear crossing, not far in front of the train. The buildings on the left of the train were part of the Holmans factory, With the main building having been demolished these walls became rather unstable and were considerably reduced in height. 29th April 1984 Copyright Mike Roach

Camborne as 50 047 Swiftsure waits for the barriers to be lowered. It is heading a working through to Waterloo train 4th March 1984 Copyright Mike Roach.

50 035 Ark Royal, which later hauled our first railtour, seen here drawing into Camborne with a twelve coach football special. The extension to Camborne's down platform is clearly visible. This extension permitted trains to stop just beyond the crossing thus permitting free flow of Traffic on the busy road. Copyright Mike Roach.

The scene at Camborne on the 21st October 2006 when on Trafalgar Day 6024 King Edward the First honoured the county with the first and only visit of a king right down to Penzance. Copyright David Ward. A majestic and marvelous picture.

57306 heads the sleeper - the 'Up beds' calls at Camborne on the 18th September 2020. Copyright Mark Lynam

121209b A Freightliner Class 66 with a ballast train etc at Camborne Sunday 9th December 2012. Copyright Roger Winnen

Percy Brookes operating the gatewheel at Camborne Signalbox in 1969. Copyright Julian A Hanwell

Camborne Signal Box Class 2 The late Cyril Hitchens
Camborne Signal Box was situated at the east end of the up platform by the level crossing. As usual the base was brick with wooden sliding windows on the upper level at the front and ends. The access stairs were inside and there was an internal toilet underneath the stairs by the interlocking frame. It had a 35 lever frame and a large ratchet wheel to operate the adjacent level crossing gates. In my time the layout consisted of a spur off the main line behind the down platform, two crossovers and a lead into the goods yard. With main line traffic and frequent visits to the yard it could be a busy shift. Being next to the road down from Beacon to Camborne the were sometimes instances of comments from the public when the gates were closed across the road. I used to reply, "The crossing is owned and maintained by the railway and when we don't want it you are welcome to use it at any time free of charge!"
       Each weekday morning there was a train from Newquay via Chacewater which terminated at Camborne. The 45XX loco ran round using the crossovers at Camborne and Roskear ready for its return journey. There was also a regular local goods from Truro whose locomotive was used the shunt the yard at Camborne. Further variety was provided by the annual "Tea Treat Special" from Camborne to St. Ives, the stock of which came up from Penzance and had to be shunted to the down line and the loco run round. A further complication was the short down platform meaning that many down trains had to draw up twice and the steep gradient down towards Gwinear meant that down goods trains had to stop before the level crossing to pin down their brakes. One highlight of my time at Cambone was berthing City of Truro in the siding behind the down platform when it visited with the Westward Television Train. Another was on the occasion of Camborne School of Mines Rag Week when some students chained and padlocked the crossing gates when they were across the road. Unknown to them one of the waiting cars contained some members of a local rugby team who detained the culprits and "persuaded" them to unlock the gates.
       I have already mentioned the steep gradient up through the station and non stop steam hauled trains made a fine sight from the box as they burst under Pendarves Bridge and pounded through the platforms. However, sometimes stopping trains caused a problem and as the loco stopped right outside the box you had a grandstand view of the efforts of the crew to restart heavy trains. If the loco had come to a stand with the rods at "top dead centre" they would let the train roll back slightly before opening the regulator just the right amount to effect a start without slipping. Often this took two or three attempts. One late turn the 8.45pm Penzance to Paddington train hauled by D600 Active ran into the platform for the station stop. On completion of the station work the guard gave the right away and the driver revved the engine but could not get away because of the damp rails. After several attempts he went to check the sandboxes on the loco and found they had not been topped up back at Long Rock that night. He asked a porter (who shall remain nameless!) to spread some sand from the fire buckets under the wheels and climbed back aboard and tried to get away again. After several attempts he found the wheels were still spinning so he went back to see what was going on and found the porter spreading sand under the wheels of the coaches! This was the same porter who, when asked by a lady the time of the next train to Hayle, pointed to a plume of smoke disappearing under Pendarves Bridge and replied, "There it is, it's just gone..."
       Still on the subject of the gradient I heard a story of an incident that happened at Camborne during WW11 when I was otherwise engaged in the Merchant Navy. An up train ran into the station with wagons containing explosives to be shunted into the yard on the down side. As there were several other trains about it was decided to split the train on the main line, uncouple the explosive wagons and fly shunt them across the down main and into the yard-breaking all the rules. Initially all went well until the shunter tripped and fell at the crossover as the wagon gained speed. Luckily he picked himself up and set off on a record breaking run to catch up the wagons and pin down the brakes until they came to rest helped by the buffer stops-a lucky escape for Camborne...
         As is well known, the yard fell out of use and the crossing gates were removed and replaced by barriers monitored from Roskear Junction, the redundant Camborne Signal Box officially closing on 8th. June 1970. However, occasional steam hauled specials can still be seen speeding up the grade through the station.

                                                                                C. H.

Camborne Platform Extension

The extremely short length of the down platform at Camborne is well shown in this view by Mike Roach taken on the 1st April 1981, This often necessitated the 'double stopping of down trains' a move not at all popular with motorists held at the crossing gates! Copyright Mike Roach

However with the closure of Camborne Goods Yard with effect from 5th October 1964 ample space was now available to extend the platform - the work can be seen in progress in April 1981. Copyright Mike Roach

Camborne platform extension works. The down platform was being extended specifically to cater for the introduction of the HSTs. At the time the HSTs were 2 + 7 coaches long. Many years later the HSTs were themselves extended to 2 + 8 coaches which they still are in 2014. This means that the doors at the front of the train are kept locked as they are off the platform. 3rd June 1981 Copyright Mike Roach

The extension continued past the old goods shed now a Magnets Store. 45148 has come to a halt with no doubt with the tail end of its train well beyond the crossing. April 1981. Copyright Mike Roach

An interesting incident at Camborne Level Crossing

This picture is, at the moment undated. Class 50 035 Ark Royal (which incidentally hauled a Cornwall Railway Society Railtour to Swindon) , is seen here stopped on the up line at Camborne Level Crossing. One wonders why so many railwaymen are observing the scene? Take a look at the extreme right of the picture and you'll see a vehicle has become trapped on the crossing inside the barriers, no doubt an inquiry followed as to how this happened?

Roskear Jct.

D1053 Western Patriarch heads an up service over Roskear Junction level crossing in September 1973. Copyright Roger Winnen

Roskear Junction crossing and signalbox from an up train. September 1973. Copyright Roger Winnen

With reference to the two pictures above. Roskear is the last of the eight boxes opened between Camborne and Redruth in the early 1890s. The pictures were taken after the resignalling following closure of Camborne box. All signals became colour light. On the extreme right of one picture, the red light of the down starter can be seen: this signal proved to be badly positioned and was moved westwards to a new site towards Penponds. The lever frame at Roskear failed a routine locking test about 15 years ago and the signals etc are now controlled by switches. Soon a new panel will be installed.
There are 3 boxes of this type in Cornwall: Lostwithiel, Roskear and St Erth. The ignorant oafs at English Heritage have listed Lostwithiel, which has ugly modern windows and a porch which dates from 1923 and does not fit, while Roskear and St Erth, both well looked after and beautifully restored to original appearance, are unlisted.
Much appreciated comment from Roy Hart.

A nice tidy picture taken in 2007. Copyright John Cornelius

50031 Hood passing Roskear Jc with an up service 5th February 1977 Copyright Sid Sponheimer

P465 approaches Roskear Junction running wrong line in July 1985. Note the Roskear branch bearing off to the left. Taken from Roskear Crossing footbridge. Copyright Mike Roach

With the platforms of Camborne station in the background P465 uses the crossover to gain the down main to continue its journey towards Penzance. This crossover was removed in 2013, leaving no crossover between St. Erth and Truro. July 1985 Copyright Mike Roach

An immaculate 50038 Formidable approaches Roskear Crossing in February 1984 Copyright Mike Roach. In the distance Camborne station.

A class 52 Western disturbs the peace as it thunders over the level crossing at Roskear Sept 1973 - Copy right Mike Roach

750309aa A Western departs Camborne wrong line running on the 12.05 Penzance to Paddington. On the extreme right is Harveys Siding. Copyright Roger Winnen

With reference to the picture above Shane Webster would like this picture titled '41 years on' and rightly so as First Great Westerns 43149 University of Plymouth with 1A81 08.44 Penzance to London Paddington thunders past Roskear Junction signalbox on the 9th June 2014 Copyright Shane Webster

750309aa A Western departs Camborne wrong line running on the 12.05 Penzance to Paddington. On the extreme right is Harveys Siding. Copyright Roger Winnen

750309b Roskear Junction with work taking place to install a new point for the Roskear Branch, in the distance is a Western with a ballast wagon. Copyright Roger Winnen

121209e Removal of crossover at Roskear Junction Camborne 9th December 2012 Copyright Roger Winnen

121209f Removal of crossover at Roskear Junction Camborne 9th December 2012 Copyright Roger Winnen

121209k The Cage as it was known as, Roskear Junction Signal Box. Copyright Roger Winnen

121209j The single lever of Roskear Ground Frame can be seen in situ on the left of the photograph. Copyright Roger Winnen

121209l The redundant Ground Frame Sign which worked the crossover from the outside of the Signal Box. Copyright Roger Winnen

121209oRemoval of crossover at Roskear Junction Camborne 9th December 2012 and relaying the line with steel sleepers. Copyright Roger Winnen

Another 'quick' snap of Roskear Jct. This photograph I forgot I had but cannot remember who gave it to me. Possibly Reg Eva who was a regular signalman there at that time. It is taken before the barriers replaced the gates and shows the gate wheel, ratchet and Roskears gas lighting which Cyril Hitchens mentions below. Julian Hanwell Collection.

More notes and pictures of Roskear Junction

Roskear Junction signalbox interior. Signalman Walford Beard. Geoff Ryall family collection

Roskear Junction Box - Roy Hart writes :- A delightful view of the interior of Roskear Junction box taken in about 1950 and little changed since the Victorian era. The box dates from the doubling of the main line in 1895. At this time, the box was lit by gas and warmed by a cast iron stove.
The signalman (Walford Beard) has his hands on the levers for the down running signals, which are 'off' for a train.
Note the gate wheel and the last two levers in the frame (28 and 29) which lock the gates either across the railway or the road.
The instrument shelf is simple and uncluttered -probably unchanged since 1895. From left to right: the tall and short wooden-cased instruments are the repeaters for the up main distant signals (mounted below Camborne home and starter) then comes the signalman's lamp and below it a 'collar' -used to prevent a lever being moved (during maintenance, for example). The block bell and instrument for Camborne are followed by the closing switch (an odd provision at Roskear, for being a level crossing box, it had to be switched in for all traffic). Then comes the block instrument and bell for Dolcoath: note that the two bells are different - to enable the signalman to distinguish between them. Finally come the repeaters for the arms of the down distant signals, mounted below Dolcoath home and starter.
The white stripe on the down inner home lever indicates that it cannot be pulled unless Camborne has given 'line clear' on the block instrument. This would have been quite a new feature in 1950.
The metal columns surmounted by wheels behind the running signals are wire adjustors, for use in summer, for example, when signal wires expand and become slack.
The lever frame at Roskear had an odd characteristic: the catch handles were mounted about two inches lower than on all other GW frames. The reason for this is obscure.
The lever frame had GW 'double twist' type interlocking, typical of its period. In about 1998 it failed a routine locking test and was taken out of use. The few remaining signals (all colour light) are now operated by switches on the shelf.
In the coming days and weeks Roskear will be fitted with a new IFS (individual function switch) panel which will control all existing signals plus the new ones running from Baldhu to Gwinear Road.

Many thanks to you Roy for this very informative note.

Roskear Junction signalbox viewed from across the lines. Signalman Walford Beard. Note a glimpse of the old footbridge at Roskear, which dated from the doubling of the main line in 1895 and was replaced in about 1950 by the steel structure which exists today .Geoff Ryall family collection

The back of Roskear Junction signalbox, note the wooden crossing gates in background. Signalman Walford Beard views the scene. Geoff Ryall family collection

Roskear Junction Signalbox              Memories of the late Cyril Hitchens
Roskear Junction Signal Box IS situated about 400 yards east of Camborne Station and about the same distance west of Dolcoath Siding. The three boxes, each controlling level crossings, worked closely together in order to avoid any possibility of delay. Special regulations at Roskear included: Is line clear? must be sent for up & down trains as soon as line clear is received and Train Approaching 1-2-1 must be sent to Camborne on receipt of 1-2-1 from Dolcoath. The box is of the usual construction with brick base and glazed upper level. The external stairs are at the Camborne end and the toilet is within the box at the top of these. During my time working Roskear there was a coal fire with a small oven plus a gas ring for summer use. Lighting was by gas and there were also gas lights on the footbridge-it was part of the signalman's duty to go out and light and extinguish these. Some time later these were replaced by electric lights. The box was fitted with a 29 lever frame and a large wheel and ratchet to control the gates across Stray Park Road.
      As well as the up and down mains there were a couple of crossovers to give access to the Roskear Branch and to Harvey's Siding. The local goods from Camborne to Truro did the shunting often visiting the branch twice a day and dealing with traffic for Harvey's Siding as required. The branch was operated on the "one engine in steam" regulation and the staff was kept in the box. Trains worked by 45XX and 57XX tanks regularly visited the sidings at Holmans on the far side of Foundry Road level crossing and, less frequently, traversed the full length of the line to berth a tank wagon in the loop at North Roskear or to deliver supplies to the Holman Boiler Works. The shunter and guard operated the numerous level crossings on this journey, the busiest being that over the then A30 near Roskear School. The far end of the branch was used as a right of way by local people sometimes as a short cut to the cricket ground. The section of the branch between Dolcoath Road crossing and the main line could be used to refuge freight trains when there was no other train on the branch. The driver had to be in possession of the token for this movement and the train could be propelled back onto the main line when the guard had received the signalman's permission and the signal had been lowered. The branch, which was under the supervision of the Camborne Stationmaster, could not be used after dark. All the shunting, the crossing and the main line work made the box a busy and interesting one to operate. It was designated Class 3.
       In 1962 changes began to take place. Harvey's Siding and one crossover were removed. This siding served Harvey's, then trading as builders merchants although the name can be traced back to John Harvey, the Gwinear blacksmith who established the foundry at Hayle in the late 18th century which led to the development of Hayle as a port and ultimately the building of the Hayle Railway. The following year the section of the branch beyond Holmans was closed and the layout at the works modified. A loop was installed adjacent to Fraser Metals who used the railway to transport scrap. Just before the partial closure in 1963 I was on duty at Roskear one Sunday morning when an enthusiasts DMU special travelled almost the whole length of the branch to the ungated crossing at North Roskear. Points had to be clipped and men provided to open the crossing gates to ensure the safe passage of the only passenger train ever to use the Roskear Branch. In the 1970s a new loading bay was built at Holmans and this was regularly visited by a variety of main line diesels. I recall D1013 Western Ranger removing one fitted scrap wagon from Fraser Metals and use the remaining crossover to head off in the direction of St. Erth to run round. Later the junction was reduced to a single lead off the up main and a crossover operated by a ground frame installed just west of the level crossing. By this time the stub of the Roskear Branch was the only survivor of the mining branches of the Hayle Railway and the only piece of rail, apart from the main line, left working in the Camborne area. By the time the branch was closed and removed in the 1980s I had left the railway. In 1970 Roskear's crossing gates were replaced by barriers and the signalman became responsible for these as well as monitoring those at Camborne following the closure of the signal box there. Roskear remains one of the few boxes that I worked which is still in use.
                                                                                    C. H
Footnote: Roskear's remaining crossover was removed in 2013.
                                                                                        M. H.

Roskear box interior 14th August 2014 Copyright Craig Munday

Craig Munday and Claire Staniland at Roskear Junction signalbox on the 14th August 2014 Copyright Craig Munday. The occasion was the retirement of Claire from the post of signaller, however,she was going on to another post within FGW.

SOME NOTES ON THE CORNWALL RESIGNALLING, PHASE 1.
In 1948, at the time of nationalisation, there were no less than eight signal boxes between Camborne and Drump Lane, Redruth (nine if North Crofty is counted). Between Drump Lane and Truro were four more. Thus, it was possible to have many trains in transit between Camborne and Truro; some of the block sections were very short, but line capacity was enough to sustain the variety of passenger, perishable, mail and freight traffic which characterised the Cornish main line.
By 1970, when Camborne box closed, there were still four block sections between Roskear and Truro, plus the IBS at Baldhu: theoretically, five trains could be held in transit between Camborne and Truro.
Today, Roskear Junction Up Home signal, at the end of Camborne up platform, is the last ‘stop’ signal before Truro Up Home, near Penwithers: one train capacity! In the down direction, Baldhu IBS (Intermediate Block Signals –in effect an extra block section) remains, controlled by Truro, which permits two trains between Truro and Roskear, with a third train at Camborne station.
The new plan, for which the contract has been let, is for the installation of an OCS (One Control Switch) panel at Roskear Junction, which will control a series of (mostly) 2-aspect colour light signals between Baldhu and Hayle. At present, the Roskear Junction signals are controlled by individual switches on the shelf –a leftover from when the old (1895) lever frame was condemned, having failed a test of the interlocking some years back. The OCS panel combines signal switches with visual display whereby the signaller will have a display of all movements between Truro (exclusive) and St Erth (exclusive). Truro and St Erth will retain their present signalling for now.
The original master plan was for the entire Cornish main line, along with Bristol, Westbury, Exeter and Plymouth panel boxes in their entirety, to be absorbed by the new Thames Valley Signalling Centre at Didcot; it now seems more likely that a modified Exeter panel will eventually take over the work of the existing Exeter panel, plus Plymouth panel and the remaining seven boxes in Cornwall.

Roy Hart Many thanks to Roy for this very comprehensive article.

Harveys siding. This lay to the right in the picture of a class 50 above. It was accessed from points off the down main line quite near the distant road crossing using a crossing over the up main. This facility and an associated cross-over were taken out w.e.f 14th October 1962. Below are a selection of interesting and antique rail chairs photographed on this siding by Mike Roach

Dolcoath Signal Box   Memories of the late Cyril Hitchens
Dolcoath Box was of the usual appearance and construction and contained all the fittings for the comfort of the signalman including a large wooden armchair next to the stove. The external stairs were at the Camborne end with the toilet at the top. It had a 23 lever frame and a large wheel to operate the adjacent crossing gates. The layout, in my time, consisted of a crossover some distance to the west plus a trailing lead from the up main into the siding to the east. The crossover was used on the occasions when single line working was in operation, which was not very often. I worked Dolcoath regularly on alternate Sundays. This was a quiet shift just passing mainline trains and was known as a "snip"-in addition you received overtime pay!! Because of the proximity of the boxes at Roskear and Camborne, all with level crossings, there were special regulations for operating the short sections to avoid delay. Is line clear must be sent for down trains as soon is line clear is received-The train approaching signal must be sent for down trains on receipt of train entering section-Reg.4.
       On weekdays I always found Dolcoath a pleasant box to work and there were good views of up steam hauled trains coming up the stretch of straight track working hard to accelerate from their stop at Camborne while down trains would burst under the bridge and round the curve to the east before crossing the road with the crew preparing to slow if they had to call at Camborne. There was also the interest of the daily milk siding shunt. On one occasion shunting was taking place at Camborne so the section to the west was occupied. A down passenger was approaching so I kept all my signals at danger. Roskear phoned to say that the freight was just about to leave for Gwinear so, as usual, I closed the gates across the road and listened for the line clear signal so that I could immediately give the down train the road, hopefully, without causing it to stop. At that moment Arlington Grange plus train appeared under the bridge, braking hard, passed the signal at danger and screeched to a halt just past the box with the train straddling the level crossing. The fireman climbed down and came back to the box. He was not in a good mood! He explained that the driver had recently been transferred from Cardiff, despite having signed for it, did not really know the road and had ignored all the his advice. At that moment "line clear" rang so I cleared all the signals and we agreed not to say any more about it. The fireman returned to the engine still muttering about the driver, Welshmen in general, Welsh rugby players and anything else to do with Wales!
       I especially enjoyed the afternoon shift. Bill Carne would turn up with his tanker to load the 6-wheeled milk tanks berthed in the siding and then visit the box for a chat. Later in the day, at around 7pm. the fun would begin. There would be a flurry of bells to announce that the up Postal had passed Gwinear so gates at Camborne, Roskear and Dolcoath were opened and signals cleared as the Postal was "2nd only to the Royal Train", was non-stop through Camborne and should never be delayed. A few minutes later it passed the box at speed usually Castle hauled, but it could be anything Long Rock had available-a County, Grange or Hall. I would replace the signals to danger, remembering to use the duster on the stainless steel of the lever handles, and re-open the gates to road traffic. I would open up again for the passage of a down train nearing the end of its long distance journey, but the real interest lay in the next up train. This was the Milky which plodded into sight under the Foundry Road bridge, crossed slowly over the level crossing and came to a halt almost round the bend to the east ready to shunt the siding and pick up the loaded milk tanks. The train was hauled by the usual GW types, often a Castle, and was tailed by a passenger brake van as it ran at passenger train speeds. When the shunt was completed the train resumed its journey eastwards, the gate separating the siding from the main line was closed by the shunter, who then rode his bike home, and I could make another cup of tea.
       The crossover was taken out of use in January 1965 and the box closed in the same month with automatic half barriers installed at the level crossing. A ground frame then operated the milk siding. I remember doing some shifts in the box during the next six months just to monitor the operation of the barriers. Milk traffic continued until 1980 and the siding was disconnected in 1983.
C. H.

Dolcoath Level Crossing. Converted to automatic half barrier on 22 January 1968. After the barriers came into full operation signalmen remained on duty for a further six months with nothing to do other than watch the operation of the AHB's.

This picture from a postcard, which carries no copyright markings, was produced presumably to earn funds for the maintenance of the Mawla Well site. The box was a labour of love by a former Cornwall Railway Society member the late Bill Carne. See details on the back of the card reproduced below. The box nameboard would appear to belong to theposition on our web site.

We copy this in fond memory of a stalwart member of the Cornwall Railway Society .

Here, courtesy of Julian A Hanwell, we have a photograph of the block instruments at the Box assembled at Mawla Well by the late Bill Carne. Copyright of Bill Carne

I used to visit most of those boxes in the early 1970s as a school boy.
I have many happy memories of these boxes especally Penwithers Jct, Carn Brea Yard and Drump Lane.
I also knew the late Bill Carne as he gave me this photo of the interior of his box (ex Dolcoalth) when he built his 'home made box at Reggie Morse's farm museum near Porthtowan.
I attach this photo for your consideration for it to be included in your gallery along with Bill's post card already featured. He bought the whole block shelf complete with instruments from Reggie Gifford (St Blazey S & T Inspector) for £5 ! The levers mostly came from Truro West Box.
I have (My Mums has) some slides of the interior of Carn Brea Yard Box during 1972. If you're interested in copies I'll get her to find them although I need to convert them into prints if she still has them.
My Brother and I used to play in the Yard during the 1960s and on the short section of the Branch. Happy days I can tell you.
One more thing. Do you have or know anyone who has any photos or memories of 'The Agar Knitting Factory' at 146 Agar Road? It was the Kneebone Factory. My Mum is the youngest Daughter of the founder Mr J Kneebone. Kind Regards. Julian A Hanwell.

Days of Yore!! Roy Hart

John Cornelius's article about Lamps brought back some memories. Joe, the Camborne-Redruth area lampman lived at Brea. His duties began at Chacewater on Mondays and proceeded westwards, reaching Carn Brea yard on a Thursday and finishing Camborne on a Friday. I accompanied him sometimes -easy when the weather was good, but climbing every signal post twice and keeping the lamp alight was not easy. The railway signals and discs had long-burning lamps. Each one had to be brought down and replaced. The wick had to be trimmed and the oil topped up. Chacewater, for example had 26 lamps, Carn Brea Yard 17. Many of these lamps required a long walk. Drump Lane down distant was near the old Redruth by-pass bridge at Treleigh. The lampman had to bring out a fresh lamp (the signal was 1200 yards from the box) and then trudge back with the old one. Lamps would blow out halfway up the ladder etc. You get the idea!
One man covered all lamps Penzance to Gwinear Road; one had Camborne to Chacewater and one the Truro area up to Grampound Road. The smell of lamp oil still brings back memories.

Roy Many thanks for your memories Roy

Dolcoath Crossing upgrade - October 2018

Dolcoath crossing a former Automatic half barrier crossing becomes the Duchy's first Obstacle Detection (OD) crossing.

Dolcoath crossing refit 8th October 2018 Copyright Craig Munday

Dolcoath siding

750309c Dolcoath with Milk Tanks being loaded in the background. Copyright Roger Winnen

750309d D1059 Western Empire passes Dolcoath with ECS coaching stock to Penzance. Copyright Roger Winnen

Pengegon Leat with 50014 Warspite and a down train 15th June 1978. The iron bridge was built to carry water to Dolcoath Mine, and was almost certainly there before the railway was built. Copyright Mike Roach

Brea Embankment

Brea embankment. Peak 45137 on a Penzance bound service crosses Brea embankment on the 15th June 1978 Copyright Mike Roach

GWR green livery HST 43041 and 43194 pass over Brea embankment. 20th May 2017 Copyright Emma Shard

A short embankment crosses the deep valley at Brea, through this are two 'tunnels' one takes quite a busy road under the line, the other lessor known one a few yards NE provides a little used pedestrian route. At the extreme east end of the embankment yet another steeply graded lane passes underneath.

The 1837 pedestrian tunnel through the Brea embankment. Copyright Michael Hitchens

Bridge under the railway at the Crofty end of Brea embankment showing the metal extension which may have been added when the line was doubled. Copyright Mike Hitchens.

Carn Brea in the bg 70801 passes over Brea embankment with a Westbury to St Austell via Penzance rail train. 20th May 2017 Copyright Emma Shard

The evening sun in September 1985 lights an up HST service crossing Brea Embankment with the builidings of Dolcoath mine silhouetted in the background. The HSTs were then being repainted in the new inter-city colours of raspberry ripple. Copyright Mike Roach

The 12.00 Penzance to Plymouth with 50102 Benbow and 50038 Formidable passes the site of Carn Brea Station, in the background where the black footbridge is located. The pile of soil on the right was put there in 1973 and was meant to be a ski-slope, but it was never finished. It was removed in 2013 to allow the construction of a new road. 9 May 1987 Copyright Roger Winnen

North Crofty Junction

North Crofty Junction 50041 Bulwark and 50002 Superb team up to haul the Up Riviera on 11 June 1978 Particularly noticeable is the clean formation of the North Crofty branch leading away to the right. Copyright Mike Roach

North Crofty Junction 67027 + 67023 on test train 1Q18 Reading Triangle to Paignton via Penzance. 15th January 2021. Copyright Mark Lynam

The signalbox which was in the inside of the 'V' of the junction was closed on the same date as the branch was officially lifted.7th November 1969.

West Cornwall Railway timetable from the Great Western Railway timetable of June 1865

Carn Brea

Carn Brea station closed 2 Jan 1961, the goods yard closed 1 May 1967

Carn Brea station up platform buildings. station closed 2nd January 1961 From the Roger Salter Collection - Copyright

Some valuable notes about Carn Brea station from Roy Hart

Carn Brea changed its name three times in the nineteenth century: it opened as Pool, changed to Carn Brea, back to Pool and finally to Carn Brea!
The original WCR building is the stuccoed one on the down side. The small building on the up side is GW standard, dating from the doubling of the line in the 1890s.
In one picure, the signalbox can be glimpsed. It stood at the Redruth end of the up platform, and was replaced by a ground frame in October 1953. The building stood empty for a good few years after that.
Carn Brea shared with Truro the distinction of having two footbridges (until about 1935). One bridge went from the up to the down platform, the other for pedestrians from street to street, avoiding the platforms.
From the passenger point of view, Carn Brea was not busy, but there was always plenty of freight. After the closure of the Perranporth branch, all coal for that area came to Carn Brea. From the 1950s Holman's provided traffic (after their absorbtion of the nearby Climax company).
The station closed in January 1961. Freight ended and the yard was lifted in 1967. Today, there is little more than a gatepost to see of the entire installation.

Roy Many thanks Roy

Bill Haines writes - Please find attached a copy of a letter of recommendation about a distant ancestor John Westcott.
My understanding from a great aunt (his granddaughter) is that he carried the letter to Italy where trained engine drivers on their newly formed railway system.
This may be of interest for your records.
Regards
Bill Haines
A very valuable document - please ensure it is kept in a safe place. - many thanks for sending in a copy.

This image very kindly sent in by Bill Haines

Carn Brea station after closure. Note the gates leading to the yard on the upside. A colleague used the booking office, after closure as a quiet venue for studying for his HNC - quieter than home! Copyright Keith Jenkin

A note from Julian Hanwell - Carn Brea Station Box closed about 1953. The down main starting signal (seen at the end out Carn Brea's down platform) was taken over by CB Yard box and worked by No 3 lever.

In the middle of the block shelf was a curious wooden box always locked. Jimmy Hendra told me that inside this box was the key release comutator instrument to give permission to the Key box at Carn Brea carriage sidings. I never saw what was inside !

An unusual, unused and undated ticket from the Alan Harris Collection. Train, Carn Brea to Redruth, bus to Falmouth (Because Falmouth station was a long way from the Prince of Wales Pier), then Enterprise ferry up the Fal to Truro and finally train Truro to Carn Brea (A long walk in Truro from the river to the station). Carn Brea station closed 2nd January 1961 and Enterprise Ferrys started in the very late '50's so it is likley that this ticket dates from Summer 1960. Many thanks Alan. However, a further note from Roy Hart -- Carn Brea to Falmouth: 3rd class was abolished in 1956. Carn Brea closed in 61. Though it is conceivable that leftover stock of 3rd class tickets survived for some time. Not many takers from Carn Brea for any service - it was the quietest station on the Cornish main line. I go for about 1958-60.

The yard at Carn Brea station - a class 63 calls to shunt, note at least eight Holmans Compressors loaded on flats ready for towing up country. Source of this most interesting picture unknown.

A copy of a very historic label for knitted products to be dispatched from Carn Brea Station. Image from Julian Hanwell

A large load arrives at Carn Brea Station Yard

Unloading such a large load provides an interesting task. In the background can be seen Carn Brea Hill. The dim outline of the castle is visible to the left - the monument is almost hidden by the stack in the foreground. From the Paddy Bradley Collection.

The back of the above photograph has a note written by the late Jack Trounson.

A general view of the task before unloading commenced. From the Paddy Bradley Collection.

Steady as she goes - the traction engine is winched off the well wagon as assistants anxiously watch. Pictures from the Paddy Bradley Collection.

A final note by the late jack Trounson.

A much appreciated note on the above pictures by expert Roy Hart
A bit of background: New Cook's Kitchen shaft at South Crofty opened in the 1920s with, as was common, a secondhand beam pumping engine. These engines worked continuously, of course. At 5-45 am on December 28th 1950 (a singularly cold night, it seems) the beam cracked and broke (the engine being in motion, of course) and a 7 -ton piece of it crashed downwards, fortunately not crashing down the shaft and smashing all the pitwork, but landing at the lip of the shaft. Electric pumps were quickly installed, but there was a lot of heavy lifting to do, so the company hired a traction engine for the job. These pictures show it being unloaded at Carn Brea station.
Carn Brea station box (closed in 1953) can be seen. The handwriting is, of course, Jack Trounson's.

6814 Enborne Grange hauls an up express through Carn Brea in the summer of 1953. She was a Newton Abbot engine at the time. This is yet another landscape which has been transformed in the last half century: once surrounded by mine tips (and a multitude of unfenced mineshafts) the area is now almost unrecognisable. Copyright Roy Hart

Carn Brea 4086, Builth Castle of Laira shed, hauls an immacculate Cornish Riviera Express through Carn Brea in 1954. Mark 1 coaches had just been inroduced. Note the two old, heavyweight dining cars in the middle of the train. Carn Brea Station box (closed a few months before) lies behind. Copyright Roy Hart

A D. Lawrence photograph of Carn Brea station from the front of a DMU. March 1964. Copyright Gavin Johns.

Interesting. Around about the time HST's were about to start running in Cornwall. This road bridge, just west of Carn Brea station was raised to improve clearances. 3rd Febrary 1979 Copyright Mike Roach

Carn Brea Yard Signal Box

Carn Brea Signal Box March 73 Copyright Doug Nicholls

Carn Brea Yard Signal Box                   Memories of the late Cyril Hitchens

Carn Brea Yard Box was of brick construction with the usual large sliding windows at the front and ends. The access steps were outside and a toilet was fitted to the right hand side at the top of these steps. It occupied a site of historic interest adjacent to the former West Cornwall Railway Works and close to the point where the former branch to Portreath left the main line.
        The box was fitted with a 23 lever frame a large wheel to operate the level crossing gates. Latterly this was disconnected and the gates were operated by hand. The normal position of the gates was across the road as the crossing was infrequently used. During a shift there was only the occasional horse rider, cyclist, motor vehicle or goat-of which more later! The box was designated Class 3 and in the 50s and 60s was a quiet, isolated spot-hard to believe nowadays as the site is surrounded by industrial units off Wilson Way.
       The comfort of the signalman was taken care of by the provision of a coal burning stove with an oven for the winter and a small paraffin stove for summer use. Lighting was provided by two tilley lamps hanging from the roof. There were also two paraffin lamps on the crossing gates which had to be lit by the signalman when darkness fell.
       Before track removal and alterations in the mid 1960s a fair amount of shunting was carried out, sorting wagons brought up from Camborne and Carn Brea Station Goods Yards. Shunting could be carried out inside without fouling the main line using the remaining stub of the Portreath Branch as a headshunt. In the early 1970s there was still a crossover and an up refuge siding, all other sidings having been taken out of use by then.
       After switching in at 5am one dark winter's morning and establishing contact with the neighbouring boxes (Dolcoath Siding and Drump Lane) I was startled to hear someone-or something-knocking on the door. Upon investigation it turned out to be the previously mentioned goat which had climbed the signal box steps to eat some ivy which was growing out of the brickwork at the top. The goat belonged to a "character" who lived in a dilapidated shack down the road. Needless to say the goat was sent home rather quickly that morning! The "character" was often invited into the cosy signal box for a cup of tea and a chat-minus his goat...
       Apart from the main lines all the remaining track was disconnected in 1972, the level crossing was taken out of use in May 1973 and the box closed the following month. The location can still be traced.
                                                                               C. H.

As a youngster Julian Hanwell, then a local lad, spent quite a bit of time in the signalbox at Carn Brea Yard and we are most grateful to him for the following photographs some of which were taken by his mother Peggy Le Hanwell.

Carn Brea Yard Box 1972 Note the level crossing just beyond the box. Copyright Peggy Le Hanwell

Carn Brea Yard Signal Box 1972. Note the neat array of fire buckets, and the steps up which Cyril's goat climbed - see Cyril's Memories. Copyright Peggy Le Hanwell.

Carn Brea Yard Signal Box - a general view including the levers, instrument shelf and the paraffin heater for summer use. 1972 Copyright Peggy Le Hanwell.

Carn Brea Yard Signal Box Lever Frame and Track diagram seen in its later years. 1972 Copyright Julian Hanwell

A close up of the track diagram 1972 Copyright Julian Hanwell

-- And here is Julian Hanwell himself - pictured in Carn Brea Yard Signal Box by Mum, Peggy Le Hanwell. Copyright

The view looking east, towards Redruth. All that remained at the time was a short refuge siding, however there is ample evidence of many more sidings associated with the yard and of course the works. The branch to Portreath curved away to the left at the far end of the yard. Also at that end of the yard was a water column - this was dismantled a long time ago but the components remained on site for several years. Of particular interest to the photographer Peggy Le Hanwell is that her wedding cake was baked in the Yardmasters House, the prominent building in the centre of the page. Unfortunately this important relic was demolished a short while after this picture was taken. Copyright

Interesting snippets concerning Carn Brea Yard from Julian Hanwell.
I bought the Carn Brea Yard diagram at £2. It was dated 1953 and when originally drawn had Carn Brea Yard on it along with the cross over which went under the foot bridge of which I used to watch trains with my brother Miles about 1966. The foot bridge was gone by the time I got back to Carn Brea in 1972.
I can remember trucks being in the Yard as a boy. Roy Hart told me the track from the closed Chacewater - Newquay branch was stored there for a short while before being moved out somewhere.
When the box closed and the frame was being dismantled, a 1/2 gold sovereign coin fell out presumably being lost years ago.

Further revelations concerning Carn Brea Yard from Roy Hart
Dear Keith,
Julian's pictures bring back a host of memories: like Julian, as a local schoolboy I haunted Carn Brea Yard in the early sixties. At that time it was a fascinating place. There were, behind the box, sidings with ashpits between the rails -relics of the old engine shed (closed in 1917) together with the stone-built repair shop, trackless by then, and the massive granite coal stage, surmounted by a large water tank. This is visible (minus the tank) in one of the photos. Because CBY had the only water facilities on the main line between Hayle and Truro, the Drump Lane pilot made a daily trip to the yard at about 2pm every day to fill up. There was a 'parachute' tank on the up side, beteen the up main and the Portreath branch, and a conventional water column on the down main almost opposite the box.
Behind the old repair shop was a derelict siding of Barlow rail ( a failed type of rail used by Brunel) which ran across the roadway into an overgrown walled coal yard.
The outermost of the sidings was a private siding for Carn Brea mine (known as 'mine siding'). It was still fenced and gated, the fence made of old boiler tubes (waste not, want not on the GWR).
In the early sixties, the yard was used for the storage of condemned stock and, as Julian mentions, was
employed as a depot for refurbishing con crete sleepers recovered from the Perranporth and Helston branches. These were relaid mostly on the Falmouth branch and when replaced in recen t years, were donated to the Helston railway - a supreme irony as this is where they started off!
The yard was closed and the points disconnected and spiked, the associated signals removed, in 1967. In 1969, the siding nearest the main line was reinstated as part of an abortive local freight sceme. This failed and Julian's pictures date from shortly after this.
The old Carn Brea station box controlled the station sidings, together with a down refuge. The box was opened just for the daily 'mineral' to shunt and was manned by a porter-signalman for that hour or so each day. The box closed in September 1953 and the yard points at the station operated by a ground frame released from the Yard Box.

Until 1900 Carn Brea Yard had the only repair shop on the main line west of Plymouth; it had busy coal traffic connected with the mines and it was the junction for the Portreath branch. Today, looking at the site from the overbridge at the Redruth end it is hard to believe anything ever existed there.
Roy Hart (Rangoon)
Many thanks Roy.

Carn Brea Yard to North Pool Siding staff Copyright Dave Hayball This token controlled access to the remaining stubb of the former Portreath Branch which had closed back to North Pool Siding w.e.f. 1st January 1936 Dave Hayball Collection

A further note from Roy Hart follows.
This staff dates from 1936, when the Portreath branch was closed beyond North Pool. At that time, traffic had been nil since the 1920s and even North Pool saw virtually no traffic until it, too, closed in April 1938.
When I last saw this staff it was in the posession of the late C.R Clinker, the noted railway historian. He told me that when he worked for the railway he visited Carn Brea Yard box in about 1948, long after the branch had gone, but the staff still hung on its hook in the box!
The Porteath branch was lifted in 1945 (the incline was dismantled in 1940). A stub of the branch remained, used generally for wagon storage, until 1967.
Many thanks Roy

The view looking west from the box towards Carn Brea station. 1972 Copyright Peggy Le Hanwell

Carn Brea Yard Box 1 Walter Haine picture from Geoff Leonard Collection

The above picture was displayed on our Newspage asking where it might be. The answer came from Roy Hart, who as you will read above frequented the box in his childhood. Many thanks Roy.
Roy writes - Here is the evidence: Next to the signalman is the gate bolt lever (no 23). It is in the normal position -gates locked across road. Moving towards the camera, next are 2 white (spare) levers. These were once the gate bolt for locking gates across railway in the days before 1961, when there were 4 gates, worked by a wheel and number 21, which was the outer up distant in the days of Carn Brea station box. Next comes the yellow lever number 20, the up distant. 19, 18 and 17 are the up running signals, all reversed. Carn Brea Yard box closed in 1973. Roy

Carn Brea Yard Signalbox after closure of the crossing and box. September 1973. Note the nameboard has been removed. Copyright Roger Winnen

Another September 1973 picture of the box. Sadly vandals had already smashed one pane of glass. This had been replaced in this view by editing. Copyright Roger Winnen

An 84XX class pannier tank at Carn Brea Yard. These engines came brand new to Truro and Penzance sheds in 1950-51, replacing antique panniers which went for scrap. At PZ they were station pilots, but at Truro they had more general duties. They were limited because of their weight (they were 'red' engines -same as a Castle or Hall) so were confined to yard duties, the Falmouth branch, or the main line. Here, the train is the daily 'mineral'. Notice the hoist for an oil lamp in the yard. Cattle wagons stand in number 1 siding: these were whitewashed inside and used for seasonal broccoli (cauliflower) traffic. Out of season they were to be found stabled on quiet backwaters like the Portreath branch stub at Carn Brea. Copyright Roy Hart

The pioneer 'County' class engine 1000 COUNTY OF MIDDLESEX passes Carn Brea Yard in 1953 with an up express. Behind it, lurking in the yard, is a Truro 84XX class pannier tank on the daily 'Mineral' -Truro to Camborne freight. In the County picture, moving from left to right: the first building on the skyline is the old 'Count house' of Carn Brea mine; then comes the granite coal stage, surmounted by a water tank, of the old Carn Brea engine shed.Next is the engine, carriage and wagon workshop of the West Cornwall Railway, disused and trackless since c1920. Above the fifth carriage is the WCR Superintendent's house. The pillar water tank serves the main line and the (former) Portreath branch. Extreme right background is Highburrow East engine house of Carn Brea mine. This was the last working remnant of Carn Brea mines, stopping in 1914. The building housed the gigantic Harvey 90 inch beam engine which, having been redundant for some years, was purchased by East Pool mine and re- erected at Taylor's shaft in 1924, where it remains today, in the care of the National Trust. Note the line of telegraph poles. In the right foreground container wagons are stabled on the stub of the Portreath branch. It is worth noting that every single man-made structure in this picture, with the exception of the double track and the retaining wall on the left, has disappeared. Copyright Roy Hart

The Cornish main line was characterised by sights such as this a powerful engine on a pick-up goods. The guard's van has been left on the up main and a selection of ancient former private-owner wagons is being shunted. The train is stationary (both the disc to enter the yard and the signal to leave are at 'danger'). Perhaps they are about to take water. Fowey Hall (7905) was one of the final batch of Halls (1949-50) of which two came new to Laira (7905/9) one to St Blazey (7916) and one to Penzance (7925). 7905 was but two years old at the time of the picture. Copyright Roy Hart

50048 Dauntless was too fast to stop as it flashed under the footbridge at Boscarne Park (Carn Brea) on the 7th October 1978. Copyright Mike Roach

750309e A Western wrong line running near the former junction of the Portreath Branch on its way to Redruth. Copyright Roger Winnen

Portreath branch Junction - the Portreath branch was in effect an extended siding from Carn Brea yard.

Barncoose cutting

Having crossed Barncoose embankment an unidentified Western powers through Barncoose cutting and on towards Penzance with the 09.20 Liverpool to Penzance. September 1973 Copyright Roger Winnen

Trevingey Crossing

760724c 45054 at Trevingey Crossing Redruth. 24th July 1976. In the background stands Redruth Woman's Hospital. Copyright Roger Winnen

Comment from Roy Hart. I would date this picture about 1908. The engine (though the name is indistinct) appears to be Bulldog no 3304 River Tamar. She was converted fro m a 'Duke'. The coaches are 'concertinas' -70 footers introduced in 1906-7. In the background is Redruth Junction up home signal, with lower distant for Redruth station. Distant arms were red in those days. The Berks and Hants cut-off had just opened, reducing the schedule for the train by 20 minutes. In the foreground, of course, is the hut and apparatus for mail set-down.

Trevingey Level Crossing. Setting up the mail bags and nets for the 'Up mail 6th April 1923 Apparatus still working in 1933. Paddy Bradley Collection.

Trevingey Level Crossing. Setting up the mail bags and nets for the 'Up mail 6th April 1923 Apparatus still working in 1933. Copyright Paddy Bradley Collection.

Trevingey Crossing - standing by the downside apparatus. Probably an inspector wearing the trilby hat. Copyright the Paddy Bradley Collection.

The apparatus ready for the collection of mail by an up train. Trevingey Crossing with Carn Brea Village and Carn Brea Hill with castle and monument in the background. From the Paddy Bradley Collection. Copyright

Barncoose embankment

A moment in time caught as against that unforgettable silhouette of Carn Brea a railmotor and trailer head for Penzance. The location is on Barncoose embankment about half a mile west of Redruth station. This view would be impossible today as the site is occupied with a housing development. Many thanks to Alan Harris and Phil Trevena for drawing our attention to this picture.

A Class 52 Western heads the up mail on a summers evening, a sight no longer to be savoured. The vegetation growth on the embankment and in the valley make this view impossible these days. In the original plans of the Hayle Railway for this location the railway would not have crossed this valley at this point but followed the contours making a 'horseshoe curve'. The embankment was later raised requiring the extension of the bridge to Carn Brea Village (Centre of picture) necessary. Copyright Sid Sponheimer

A Cornishmemory view of Barncoose embankment taken somewhat earlier than the one above but a view, which apart from the trees has changed little over the years.Click here to go back in time http://cornishmemory.com/item/BLA_02_045 N.B. Carn Brea spelt correctly on the orignal post card.

A class 50 heads a down train across Barncoose embankment in the summer of 1985. The very last coach of this train is just passing over Trevingey Level Crossing. Many green areas of Redruth have since, unfortunately, been filled with housing. Copyright Mike Roach

This grand photograph by Craig Munday includes a lot of interest. Not only the yellow line of the NRMT crossing Barncoose embankment but of course Carn Brea Castle and Redruth beyond - home of the CRS. Also in the distance can be seen St Agnes Beacon. Rumour has it that two giants one on the Beacon and one on the Carn fought a battle throwing boulders at each other! The giant on Carn Brea lost - that is why there are no boulders of St Agnes Beacon and many on Carn Brea. Various rock formations are named after the giant - his head, his couch, his well and of course the Cup and Saucer Rock. If you haven't visited the Carn you ought to try it out. Other points of interest are the numerous hut circles and of course, the monument. Pick a good day though as has Craig - a most interesting picture. Many thanks. KJ is, of course, a 'Redruthian'!

Carn Brea Quarry branch also Redruth, Church Lane and William Murdoch.

Carn Brea Quarry branch. This was opened in 1844 to provide stone for the reconstruction of Redruth viaduct. The branch was only in use for a short time - the new viaduct being brought into use for single line on 13th March 1887 and for double line on 21st January 1900. The Quarry can be seen to the left of the pinnacles of the tower of St Uny Church. The branch line, nowadays lost in gorse and brambles ran from the quarry passing just in front of the building - its course can be seen on this old post card continuing to the right. It descended across fields to the join the present main line at the west end of Barncoose embankment. The local farmer reported that he had ploughed up a number of sleeper blocks many years ago. The quarry (dis) is marked on the OS map. The lane in the foreground is Church Lane - this ran parallel to Trevingey Road (Now absorbed into Trevingey Road) before diverting off to the left to pass to the rear of the old vicarage. The lane, which still exists, is where William Murdoch tested his model steam locomotive and is thus is the location of the testing of the first ever steam powered vehicle in the world. The local vicar, witnessing this 'devil' puffing fire and smoke quickly retreated back into the vicarage grounds through a gateway which still exists at the St Uny Church end of the lane. This event is recorded on the weather vane located on an out building of the old vicarage.

Trevingey Level Crossing
Also known as suicide crossing on account of a gentleman who took his life here many years ago.

45054 at Trevingey crossing Redruth on the 24th July 1976 Copyright Roger Winnen. In the background is the old Redruth Womens and Miners Hospital - the main buildings of which were seriously damaged by fire but have subsequently been restored as flats. Part of the Gweal Pawl Estate.

Redruth Junction

Picture from the collection of the late Patrick English, reprinted from the Cornwall Railway Society Magazine This is (was) an official GWR photograph, published in the Great Western Railway magazine in 1936, to commemorate the closure of the Tresavean and Portreath branches. I suppose copyright is not an issue after 80 years, presumably Pat English, an avid GWR fan had permission to use the picture. The photo was taken immediately after the closure of the Tresavean line (note that the Tresavean branch starting signal is armless). Comment by Roy Hart

Redruth Junction Signal Box Memories of the late Cyril Hitchens

Redruth Junction Signal Box was situated a short distance west of Redruth Station and, in my day, controlled a crossover and the access to West Yard, one of the oldest track formations in the country as this was the site of the Redruth terminus of the 1838 Hayle Railway. The box, a typical brick built GW design with external stairs projecting at the Carn Brea end, had a magnificent cast sign REDRUTH JUNCTION. In the early 1960s it was only open on an "as required" basis for coal traffic to Hampton's Coal Merchants. It had a 17 lever frame.
       One day in the early 60s I had to work the middle turn at Drump Road. I reported for duty at Redruth Station at 11am and phoned the early turn man at Drump to see if there was any traffic for Junction. I'm told there are four trucks of coal for West Yard and empties to pick up so I walked across the viaduct to Junction Signalbox and switch in, working with Carn Brea Yard and Drump Lane. The box is clean and tidy with shining brasses and the unmistakeable, characteristic smell-a mixture of oil and polish; but it doesn't have the personal touches and home comforts of the regular boxes. After a few minutes, three beats on the bell from Drump asked me to take the down pick up freight, K headcode which I accepted. Soon it appeared, travelling slowly down the down the main line behind one of the green North British spoked wheeled diesels, D6312, which later would have the dubious distinction of operating the last passenger train on the Helston Branch.
      I brought him to a stand at my signal and with a flurry of bells and a clash of levers, let him back through the crossover and into the siding exchanging a cheerful greeting with the guard and shunter as they passed the box. Once onto the siding, under the protection of the junction signal, the crew are left to their own devices, the points in the yard itself being hand operated. That day the train was short enough to shunt without fouling the main line, which was just as well, because the Paddington was about. Leaving the shunter to cut off  the brake van, berth the loaded wagons and pick up the empties, I turned my attention to the main line. Carn Brea Yard offered the up express and it soon passed the box, slowing for the Redruth stop, hauled by D816 Eclipse with a 10 coach train in a mixture of colours. Apart from occasions during Sunday single line working, not many main line trains were controlled from here.
      Soon, shunting completed, D6312 and its train of empties inched down the rather rough track towards the stop signal. I exchanged the necessary communication with the adjacent boxes and let the train out onto the down main where it headed off in the direction of Carn Brea to run round. When it arrived at Carn Brea I pulled off the main line signals, switched out, locked up the box and walked back over the viaduct, past Redruth Station, through the tunnel in time to relieve the early turn signalman at Drump.
       During the walk back I reflected that the yard had been quite busy following the demise of coastal shipping at Portreath-however time moves on and the box was replaced by a ground frame on 16th October 1966 which in turn was taken out of use with all the siding trackwork on Valentines Day 1968.
                                                                                                                                                        C. H.

From the Instrument shelf at Redruth Junction Signalbox. This box closed 16th October 1966. Carn Brea Yard box was a couple of miles to the west. From the Julian Hanwell Collection

From the Instrument shelf at Redruth Junction Signalbox. Redruth station box was a few hundred yards away east, across the viaduct. This box closed 16th October 1966. From the Julian Hanwell Collection

Resignalling at Redruth Junction and Redruth Station

Redruth station and Redruth Junction resignalling. Comment from Roy Hart
The above document is a rare survival from 1894.
Immediately after the conversion of the gauge, in 1892, the GWR planned to double the line from Camborne to Redruth. This work, naturally, involved resignalling. The existing signals at the time were semaphore, but showed red for danger and white for all clear. Note the emphasis on the document that all the new signals would carry 'red and green lights' -obvious to us today, but not then.
New boxes were planned at Redruth station (by the tunnel because of the need to handle train staffs for the single line to Scorrier) Redruth Junction,Carn Brea Yard East and West (later cancelled and reduced to one box), Carn Brea Station, North Crofty, Dolcoath, Roskear Junction and Camborne. The work was finished in 1896.
It will also be noticed that each of the two boxes had 'outer home' signals. These were a Victorian 'fad' on the GW: they had fishtail arms and worked in tandem with the home signal 1-200 yards ahead, thus giving enginemen some extra warning on curves etc. They had all gone by about 1910. These are not to be confused with the term 'outer home' used by foreigners like the LMS to mean an extra home signal 440 yards on the approach to the home signal, enabling the signalman to accept a train while his area was still occupied by shunting, for example. It should be borne in mind that distant signals in those days carried red arms and lights: drivers simply had to know at night, for instance, what type of signal they were approaching. All distant signals in Britain became yellow arm + light in 1927-9.
From this notice it can be learned that the old broad-gauge signalling at Redruth was pretty basic: Redruth Junction, for example, operated only two signals on the main line. The old box at Junction was on the down side, in the 'v' of the junction for Tresavean.
There is reference to 'independent discs' -these are what we know today: a ground signal operated by a lever in the box. This was a new innovation in the 1890s - previously, ground signals were simply rotating lamp cases bearing red and green targets at 90 degrees to each other and operated by a rod connected to the point blades. Their weakness is obvious: a green target was possible even if the points were not quite over.
This new Redruth station box in 1894 lasted only until 1914. Redruth Junction closed in 1966.
This document is a window into 1890s train operation and is a wonderful survivor.

Roy
Many thanks Roy for this fascinating insight into the operations way back in 1874.

Redruth Junction, old station site, & Coach Lane bridge

Redruth Old Station (Hayle Railway)

The original Redruth Station from a glass plate given to Roger Winnen by a former President - the late and much respected mining engineer Jack Trounson. Opened as a passenger station 1843 - the terminus of the Hayle Railway. The West Cornwall Railway entered into possession of the Hayle Railway on 3rd November 1846 and closed it for reconstruction from 1852. The present Redruth station came into use 11th March 1852 and this location became the Old Goods Yard and remained in use until 1st May 1967. This location, now a car park is situated at West End, Redruth - the buildings beyond the station are in Coach Lane. A siding crossed Coach Lane to serve a coal yard.

A query posed by an illustration in the Railway Signaling Records Society Journal prompted John Roberts to contact us. This was placed on our website and resulted in the following prompt and detailed reply from expert Roy Hart.

Dear Keith,

This is Redruth Junction up starting signal. It was erected in 1914 (wooden posts were usually stamped with their erection date.). The distant arm, from 1914 till 1955 was Redruth Station box up inner distant (there was an 'outer' distant below Junction box up home). There were signal alterations at this spot in 1914. The 1908 O.S. map shows the old signalling, dating from 1894.
When Redruth station box closed, in December 1955, the lower arm became Drump Lane up distant.
Contrary to what the caption says, these are not centre-balanced arms. This type of arm, with the spectacle plate to the left of the post, was often employed in confined locations, where sighting was difficult (in this case, the Coach Lane overbridge, which is immediarely behind the photographer.).
The signal lasted until 1966, when Redruth Junction box closed.

All the best, Roy Hart.

Many thanks Roy.

Redruth Viaduct 489 feet long height 61 feet. The timber viaduct was replaced by stone in two halves along its length. It was opened for single line working 15th March 1887 and for double line working 21st January 1900. Presumably it was constructed in two phases to allow the removal of the old viaduct in amongst the clutter of existing properties. See also the picture and note on the branch line to Carn Brea Quarry from which much of the stone was obtained.

A most interesting view of a steam hauled train crossing the viaduct and heading for Penzance. Roy Hart Collection. N.B. In the foreground lies the market place, the prominent building in the beyond this is the Baptist Chapel in Station Hill. Basset Carn rises in the distance.

A nice bright autumn view as the 9.35 (ex Penzance) to Manchester Piccadilly (10.03 off Redruth) passes over Redruth viaduct. Taken from Treruffe Hill on the 25th September 2017 Copyright Martin Scane N.B. This view wasn't, in KJ's schooldays possible. The area in the foreground was a tipping point for coal into the gasworks. One could look down into the gas retorts, beyond this building lay a large gas holder. Note the spire of the old fire station.

Redruth

Redruth, Bond St Bridge. A Hall departs westward with an interesting leading coach in the formation. This location is very familiar to us Redruthians, Peter is standing outside the old GWR garage which is still there. Opposite lies a timber built hardware shop, this contained a variety of building materials and smelt of freshly cut timber, paraffin and creosote.. We are most grateful to David Bastion who has permitted this photograph from his collection to be used on this website. Copyright David Bastion.

An aerial view of Redruth station and the town dated late 1950's. This view from the Paddy Bradley Collection shows many things of interest particularly to 'Redruthians'. Note the station with the goods siding having been recently removed - there is no sign of the signal box which closed in 1955.The bare earth of the fairground top centre shows where roundabouts and dodgem rinks were located. Just beyond this lay the Redruth Old station. More clearly can be seen the route of the Tresavean branch which came in at the top left and descended to pass under Trevingey Road to make a junction with the main line facing Penzance. Also clearly visible is the old gas works with its gas holder. However, concentrate on main road into Redruth from the Camborne direction - just above the middle of this picture can be seen four pitched roofs - these are in two sections. These roofs are of the West End Departmental stores a fine shopping area which gave lot of class to this end of Redruth. this was twice destroyed by fire and now has been rebuilt as flats though retaining the fine frontage. Paddy Bradley Collection.

Another 'Gem' from the Paddy Bradley Collection. A most interesting view taken from the tunnel end. Note the profusion of wagons in the down goods yard, also the tall goods shed dominating the station buildings. To the right, across the road lies the timber shed which still exists albeit in a very sad state. What would Redruth be without the Carn topped by the castle and monument. Many thanks to Paddy for allowing us to reproduce his postcard.

Further much appreciated comment from Roy Hart:- I would date the picture 1908-9. Note that the carriages are now elliptical-roofed instead of clerestory, which would not have been the case only a year or two earlier. These coaches were the famed 'dreadnoughts' -70 footers.
The signal box opened in 1894 and closed in 1914 -the goods shed and the down sidings went at the same time. Notice how small Redruth station building was -almost invisible in the picture. It was rebuilt in the present form in 1927.

Roy

Redruth station dominated, from this angle (The picture being taken from over the tunnel) by Redruth's mountain - Carn Brea Hill. Redruth's third signalbox can be seen behind the footbidge at the east end of the down platform. Note the old bus waiting outside the station and further away the still familiar facade of the Mining Exchange and Post Office buildings. The signalman has not had time to clear the home signal seen out on the viaduct. Copyright the Paddy Bradley Collection.

Very early Redruth - this view would be impossible nowadays - the current up platform building stands such as to block this view. From the Alan Harris Collection

As promised, here is the scan of Redruth with an auto train. I believe the photo was taken c1900 and is of a an 0-4-2 loco Class 517 built by the GWR at Wolverhampton between 1868 and 1885., designed by George Armstrong. Copyright - from the Alan Harris Collection (With many thanks)

A train waits at the down platform. The large building on the right hand side in the distance is Redruth Wesley. The footbridge was taken away for shot blasting and repainting a number of years ago and returned looking like new, The up platform buildings have been replaced however the down side building remains in use having been refurbished with the centre section being made open to the platform. Note that about ten men stand smiling for the camera whereas a lady stands discretely by the station building though not unwilling to be included in the picture. The gentleman, nearest on the up platform, is extremely tall. Copyright the Paddy Bradley Collection.

Another interesting view of Redruth station with the down goods yard around the back of the station. Note the very short platforms. With a 'crowbar' on his shoulder the nearest gentleman looks like he's off to work somewhere - note the chain across his waistcoat - he would appear to have some time keeping function. The Paddy Bradley Collection.

An up good pauses at Redruth. Redruth station is dominated by that marvelous 738' hill, Carn Brea, of which all 'Redruthians' are very proud. Note the busy yard on the down side. Also note the roof of the signalbox in the left foreground. This closed in 1914 to be replaced by another box also on the down side at the far end of the platform - this closed 11th December 1955 overlooking Bond Street. Looking down Station Hill to Alma Place the view is the same today. The station footbridge has recently been restored and the original down platform building restored. Note the very high telegraph poles wires from which cross the bottom of this picture. The down sidings have long been removed and a railway social club occupies the spot. All in all Redruth station has survived modernisation far better than neighbouring Camborne. Courtesy the Alan Harris Collection

A steam railmotor stands at the up platform. Apart from the train and people you could stand in this position today and get virtually the same view. From the Alan Harris Collection. Copyright

An early view taken at Redruth and looking almost like a film set. The hustle and bustle as an up train waits to depart. Note the gas lighting and Redruth Methodist Chapel building overlooking the scene also note that everybody are wearing hats! From the Paddy Bradley Collection.

Redruth Station Passenger and Goods Staff in 1924. See comment by Roy Hart below. From the Paddy Bradley Collection.

Names of the staff above.

What a splendid picture! It shows how big the railway community was in those days. Note the GWR bus in the background -and its wheels (a hard ride, though I'm told that hard rides are coming back on GW trains!).
Note also the drivers, in their splendid uniform (one is at the front, holding a carriage destination board with REDRUTH on it).
Two gents next to the stationmaster look dressed for a day at the races. Could young Mr Kingdom be the man who came back to Redruth as stationmaster around 1959?
The station delivery man who appeared a week or two ago looks out from the back row.
These pictures are gorgeous: the longer you look, the more you discover.

Roy Hart.

Redruth Platform 3 We are most grateful to Roy Hart for revealing to us this facility which once existed at Redruth.

Relatively recently a bus service to Helston has been advertised as leaving from Platform 3. However it came as a complete surprise to me (KJ) that there once was a fully signalled third passenger platform at the station.

Freight facilities at Redruth were very limited at the beginning of the twentieth century: Redruth station had a small goods yard on the down side and the up side had a short siding leading to a goods shed. There was a depot at Redruth west yard (the old Hayle railway station) as well. In 1911 a new and extensive goods yard was opened at Drump Lane. At the same time the line from Redruth station to Drump Lane was doubled.
This gave the GWR an opportunity to develop Redruth station for passenger trains. The Camborne to Redruth trams opened in 1902 and buses were on the horizon, so the railways needed to meet the competition. The result was railmotors, running from Penzance, which could compete. At Redruth, a new layout was planned: the official Great Western plan was to scrap the down sidings at the station and extend the down platform. A new signal box was to be built on the Penzance end of the down platform, supported on brick arches, and controlling a new up siding extending from the viaduct to a new passenger bay on the site of the old goods shed. It was connected to the up main by a scissors crossover. There was a crossover in the tunnel and another on the viaduct.
The Board of Trade would not allow trains to run straight off the up main on to a dead- end line, so it worked like this: railmotors arrived from Penzance on the up main platform; they then backed over the scissors on to the viaduct siding and pulled forward into the bay. They departed over the scissors on to the up main and crossed over to the down.
All of this died in about 1922, when local railmotor traffic ceased. After this, the up siding and bay saw some use with traffic on Redruth market days, but this was small.
Redruth station box opened in 1914. It had 34 levers and after the end of railmotor traffic was in circuit for just a short time each day. It closed in December 1955 and the siding remained, accessed by means of a ground frame. Traffic was virtually nil and it was all removed in 1964.
Today the remains of the brick arches on which Redruth signal box was built are visible from Bond Street.
The old passenger bay is the station car park.
The present station building at Redruth dates from about 1930: it replaced the rather mean wooden buildings left from West Cornwall Railway days.

To see an aerial view of Station at Redruth showing clearly the arrangement of 'platform 3' in 1921 click here for an excellent image from Cornwall Memories. http://cornishmemory.com/item/BLA_02_047 Note in the Cornwall Memories picture (1) Redruth signal box right by Bond Street Bridge. (2) in the top right hand corner Drump Lane Goods Yard.

Another aerial view of Redruth - this one looking at the station from an easterly aspect. To see it click here
http://cornishmemory.com/item/BLA_02_048
You will note the main street almost devoid of traffic. Opposite the main station entrance you will see an area known as 'Jacksplatt'. One of the few bombs which fell on Redruth during WW2 fell here demolishing cottages, no doubt the bomb was intended for nearby RAF Portreath. This site is currently occupied by the Post Office.

The up platform is crowded this time with men presumably heading off to war, so not a pleasant time. The third signalbox is shown particularly well in this photograph which was taken from the footbridge. From the Paddy Bradley collection.

At this point Roy was sent a copy of the photograph above from the Paddy Bradley Collection- you will note the signals just visible above and beyond the up platform canopy.
Roy comments - Paddy Bradley's photo dates from the 1920s, going by the female fashions. The photo also shows the bay starting signal, which had two arms: the left hand (larger) arm read from bay to down main, while the shorter arm read from bay to viaduct siding. This signal dated from 1914 and was there until 1955.
Thus, the passenger arrangements in the bay lasted until Redruth station box closed.
In December 1955, over a week, Redruth box was replaced by a 4-lever ground frame and a new siding arrangement was laid in; this is shown in your Cornubian photos. (These are in the photo gallery 2, 4, & 5 below) There was a new lead from the down main, across the up main via a diamond crossing, while the scissors was replaced by a trailing point at the end of the up platform. The GF was electrically released from Drump Lane. The signal shown in the 1964 photos was Redruth down starting signal, with lower distant arm for Redruth Junction. After 1955 it became Drump Lane advanced starting signal. Goodness knows why they laid in all that expensive pointwork in 1955: I think I saw one wagon in the siding in the space of 4 or 5 years!

...I almost forgot: if you want to see Redruth in all its passenger glory, go to www.britainfromabove.org.uk
..this is the aerofilms archive and there is a peach of a shot of Redruth station from the air in about 1930.
Just follow the instructions on the site.
Very many thanks to Roy Hart for this extremely interesting article

Some notes from Chris Osment (Railwest) There were three boxes here over the years. The first box was at the west end of the loop, on the Up side, nor far off being opposite the final (third) box. This box was in use by sometime in 1880. The second box was at the east end, on the down side, and presumably therefore is the one seen in the ‘Sunday School’ picture. This box was reported to the Board of Trade as ‘interlocking completed’ in 1894, so one may assume that the change from 1st to 2nd box occurred circa-1894. The third box was at the west end on the Down side, and is the one that survived until BR days. It was opened on 20th Dec 1914 (on which date the 2nd box closed) and was closed on 11th Dec 1955 (apparently being replaced by a GF for about 9 years thereafter).

The photo was taken in December 1955. A huge team of permanent way, signal & telegraph etc were based at Redruth for the week-long work of closing Redruth signal box, removing the scissors crossover leading to the bay line and laying in the new layout. The carriage is their mess van/store. The work was completed on December 11th 1955. We are indebted to Roy Hart for this information and to Paddy Bradley from whose collection the picture came. All the best, Roy

Bert Tossel with his horse. From the Paddy Bradley Collection.

Resignalling at Redruth Junction and Redruth Station

A most interesting notice, GWR Notice number 15 has come to light in my files. It is of the old foolscap size and really was waiting for reduction to A4 and a little brightening up of the yellowing paper and fading text. The notice dated March 1874 details signalling changes at both Redruth Junction and also Redruth station. The three page notice appears earlier in this section and that part dealing with Redruth station.
I am not sure of the origin of this notice and forget who passed it on to me several years ago.

750907g D1036 Western Emperor at Redruth on 7th September 1975. Copyright Roger Winnen

On the 29th May 2017 'Tornado' passed through Redruth with the 'Cornishman' en route to Penzance. This super picture is taken by John Ball and shows, just above and to the right, Redruth Methodist Church. Part of this building complex contains the Memorial Hall where the Cornwall Railway Society indoor meeting are held. Copyright.

Redruth Gallery 1

Redruth 17th October 1973 Copyright Howard Sprenger. Note the BRUTES lyinhg about, the poter trundling his sack truck under the shade of the down roof and The National Carriers lorry waiting outside the station.

1035 Western Yeoman Bond Street bridge, Redruth. Tommy HARRIS's timber and hardware store was to left immediatly before the bridge. There was always an odour of creosoate and freshly cut timber there. The stone two storey building nearest us was Channons whole food store. 9th May 1973 Copyright Sid Sponheimer N.B. Western Yeoman was put to traffic on the 17th July 1962 and was scrapped at Swindon on the 30th September 1976.. The base of the signalbox can also be seen in this picture.

1049 Western Monarch on the 1B81, the 0800 Bristol to Penzance stood at Redruth on the 25th August 1975. The buffet was next to the loco on this train , the only one to have a buffet in Cornwall in those days. The buffet returned on the 1M74 the 1400 Penzance to Birmingham service. Copyright Roger Geach To the extreme left, just beyond Bond Street bridge can be seen Redruth's starter signal - this was worked from Drump Lane Signalbox.

50045 Achilles with a large down train of 14 coaches. Far too long for the platform, did it have to stop twice? 15th June 79 Copyright Mike Roach Other points of interest, in the top right hand corner stands Pednandrea Mine chimney stack now three sections high, was five. Also the roof with the ventilators in front of the stack is that of the St John Ambulance Hall, for a long time the meeting place of the Cornwall Railway Society.

1003.Western Pioneer rolls into Redruth with an up service on the 17th June 1973. Taken from the platform of the old cattle dock on the down side. Copyright Sid Sponheimer

On the 4th May 1979 47 492 brings in the up Royal Mail. The sky already taking on a pink tinge in the evening sun. Copyright Mike Roach

Still the 4th May 1979 and the up Mail has come to a stand. Interestingly mail for further west was often loaded on the up train where it got sorted and later transferred to the down mail. Copyright Mike Roach

Redruth Gallery 2
These lovely snow pictures a tribute to Keith Lloyd our late magazine editor.

Peak 45121 pauses at Redruth on the 3rd March 1983. This picture reminds KJ of childhood days - on the way home from school I used to pass this location and remember clearly on one occasion 70019 'Lightning', then a very new engine was standing at the platform, it gleamed! i wish I'd had a camera then, the up starter signal at the end of this platform would have been included. Memories are made of this. Copyright Mike Roach

47530 enters Redruth on the 5th March 1983 - Copyright Mike Roach It is interesting to note that the tunnel dates from 11th March 1852 when the Hayle Railway now the West Cornwall Railway was extended to Truro. The adjacent Methodist Church dates from 1826. This tunnel, being as the roof of the arch is close to the road surface must have been built by the 'cut and cover' method.

'Hector' Redruth Station Cat - well it visits regularly, its home is not far away. 25th August 2013. Copyright K. Jenkin

The 47 yard long Redruth tunnel was opened in 1852. Judging by the thinness of the cover it must have been produced by the cut and cover method. A Local South West Water engineer (Who incidentally took this photograph) reports that in laying a new main down Higher Fore street the crown of the tunnel arch was reached. In the early days the line was single from here to Scorrier, and was the last section in Cornwall to be doubled. A signal box controlling the point here was located approximately behind the most distant lamp post on the down platform. The train by the way was the return Royal Albert Bridge 125th Anniversary special on the 29th April 1984 Copyright Mike Roach

A most interesting picture at Redruth of a very crowded down platform as we're off to St Ives, probably changing at St Erth. However note the up starter signal and the crossover within the 47 yard tunnel. Redruth to Drump Lane was not doubled until 17th December 1911- the later down main seen in this picture being used as a siding at the time. Whether the collection of mainly young boys on the up platform were going on an up service or whether they had run over the footbridge to ensure they were in the pictures is, of course, not known. The 'banner' caption reads 'Redruth Wesley Sunday School Tea Treat 20th July 1905.Copyright the Paddy Bradley Collection.

An enlargement of the picture above. The polished metals of the point and track towards Drump Lane contrasting with the siding on the down side of the tunnel. Copyright the Paddy Bradley Collection

D818 heads the Billy Graham special - Penzance to London. July 1966. Permission to use his photograph given by Mr. Sibthorpe

50033 Glorious at Redruth possibly on the Penzance Waterloo service. 47 yd tunnel dating from 1852 Courtesy the Mike Hitchens Collection

A nice view of the tunnel - the first up from Penzance. Due to the shallowness of the cover this must have been constructed by the 'cut and cover' method. The Methodist Church alongside pre-dates the tunnel. 13th February 1993, Copyright Mike Roach

A hopper bus waits outside, while in the foreground we see the footbridge long before it was taken away to be re-furbished and returned in pristine condition. 13th February 1993 Copyright Mike Roach

Dear Keith, I know little about St Erth footbridge beyond what you say. However... dld you know the story of Redruth footbridge? In the mid-1960s, the newly-renamed 'British Rail' established its new blue and grey corporate image and Redruth station was (I think) the first in the county to get the treatment. The footbridge carried the legend '1888' together with some decorative metal scrollwork. This was all stripped off and scrapped because it did not match with the image of a modern, go-ahead railway, leaving ugly scars and holes on the bridge. So it remained until 28th September 1987, when the bridge was listed (together with the down side waiting room , also 1888). English Heritage listing 66866. Rapid replacement of metal and scrollwork with replicas. Well, would you believe it! Roy Many thanks to Roy Hart for this true tale from the past.

A picture taken on 'Murdoch Day' at 11.00 on the 17th June 2017. This clearly shows the replica scrolls and decorative work on the footbridge. KJ

A down service runs in past the rather 'run down' down buildings - since restored. 13th February 1993 Copyright Mike Roach

'Mum and Dad' watch a departing train - thanks to the tunnel farewells are brief. No yellow line on the platform in those days. 13th February 1993 Copyright Mike Roach

A summer 1986 scene at Redruth as an HST rolls in. The platform here, was in the early days, shorter, and sidings existed where the railway social club now exists to the right of this picture. Copyright Craig Munday

Turning about this is a scene from the past - 1986 of the up Royal Mail, in its striking red, entering Redruth with a backdrop of Carn Brea. It's about to pass over Bond Street bridge and one can see from the oil drenched track this is the location where the locos of down trains pause a while. Copyright Craig Munday

A view along the outside of the up platform building the Red Star Parcels sign being clearly visible,on the 13th February 1993 but now long gone. Copyright Mike Roach

The newly repainted building on the downside. 15th March 2016 Copyright Mike Roach

A view of the seating in the 'cut away' area of the building. 15th March 2016 Copyright Mike Roach

An intriguing message to the voters of Redruth! 57303 departs with 1C99, the 23.50 Paddington - Penzance Night Riviera Sleeper on 6 June 2016. Copyright Keith Barrow This low bridge has caught out quite a few high vehicles over the years, the tally has included at least two double decker buses!

Redruth low bridge. Lorry caught under low bridge at Redruth. 11th March 2022. Leslie Curnow Collection - Copyright

57605 hurries through Redruth with 5P70, the 10.15 Penzance T&RSMD - Par ECS on 18 June 2016. Reproduced with kind permission. Copyright Keith Barrow

5X82 1110 Penzance to Stoke Gifford - 802101 through Redruth 1st March 2018 Copyright Jacob Hampson

150234 arriving at Redruth with 2C45 0924 Exeter St Davids to Penzance 1st March 2018 Copyright Jacob Hampson

The former railway garage at Redruth Station

Following a tip off from Derek Buttivant that a building with railway connections in the downside approach road to Redruth station is up for sale for development KJ took a few photographs and Roy Hart kindly provided some background.
As is well known, the GWR introduced 'road motors' in Cornwall in 1903. They were based at Penzance, which had a huge official allocation, concealing the fact that buses were out-stationed at 'dormy' sheds, like the one at Redruth. Redruth operated two services - to Helston and to Falmouth.
The sheds were built of corrugated iron with curved roofs ( similar, really to the sheds built around the same time for steam railmotors). They were painted in the standard GW livery of 'light and dark stone'. Oddly, stations and other buildings were not painted in choc/ cream until the BR era.
In 1929 the GWR created the Western National bus company and ceased to operate buses. Buses were getting bigger, of course and these little garages became redundant and were sold or transferred to other use. The number of services starting at Redruth multiplied in the 1930s, when large modern garages for the Penzance district were built at Falmouth and Helston. I believe that the garage at Redruth was in BR hands until the late 1950s.

The Redruth garage dates from about 1907-10. By the 1920s all of the GWR buses in Cornwall were based at either Penzance or St Austell. In 1929 PZ had 60, covering all of Land s End to east of Truro. Redruth was a sub-shed!
Roy Hart.
A note received om John Roberts on the 30th of January 2022 talks of a happier future for the building -
Last September you warned of the sale of the Redruth Station GWR bus garage. I contacted my bus fraternity and I am and pleased to say that the GW Trust hopes to relocate the building to Didcot later this year. Miller Commercial have removed the sale documents from their website; do we know who has bought the site? Regards, John R.

Redruth Old GW garage latterly Bond Street Garage as the 14.37 departs for Penzance. 5th September 2021

The garage from Bond Street. Copyright KJ

Drump Lane

Some useful Drump dates:
Box and yard opened 1911, with new double track to Redruth station.
Bacon factory siding added 1926.
Double line to Scorrier 1930. Many thanks to Roy Hart for these.

A track plan of Redruth, Drump Lane recently acquired from the collection of the Late Cyril Hitchens, a former signalman.

A view of the track layout in Drump Lane Signalbox as seen by Roger Winnen on the 11th September 1976. Copyright .. Of interest here are signs of diagram alterations. For instance the spur off the up main at Redruth station serving the sidings has been 'whited out' as has an extra connection to the down main.

A classic photograph taken by David Bastion of shunting in progress at Drump Lane Goods yard.. 3702 was a regular engine on this duty at the time. Copyright David Bastion

3702 A note from Alan Harris
I was very interested to see Peter Butt's photo of 3702 appear on the website whilst shunting at Drump Road, Redruth. Thank You, Peter, This was probably my favourite loco as a youngster have watched it shunt and had the privilege of "cabbing it" from Drump Road in about 1958 courtesy of a friend of my father who drove a Scammell three wheeler out of Drump Road. 3702 was shedded at Truro from October 1955 to December 1961 and was scrapped at Cashmores of Newport in December 1964. Whilst at Truro, I believe it's daily run was from Truro, then shunting at Chacewater, Drump Road, Camborne and returning to Truro after shunting at Carn Brea, Redruth Coal Yard, and Redruth Station. I was also well pleased when Dapol produced an N gauge model of 3702 about 3 years ago. I hope this is of interest to you.

Kind Regards, Alan Harris Many thanks for this info. Alan.

Thought to be inside the Goods Shed at Drump Lane. Probably taken during WW2 years - note the large proportion of women working. Also note the Oxydol washing powder box. This picture courtesy of the Paddy Bradley Collection

Some very interesting footage.
Many thanks to John Roberts for supplying the information and links.
Great shots of Truro Yard and St Blazey AFC, as well as Stoke, Bescot, Dover Marine and Exeter. Even a shot of the Cathedral with bells ringing. I recognise some of the people in the first shots of the old AMO who used to double in the old booking office and travel centre. Beeching saw the decline in wagonload and guard's vans were removed from fully-fitted freights in 1968. Air-braked freight started in 1972 and Speedlink was launched in Sep 1977, so I'm surprised to see so much vacuum-braked and loose-coupled traffic still running. Penzance and Redruth are still divided into NCL and Full Loads. https://www.youtube.com/watch?v=7-yY8nRu3RA

The picture of 50039 at Drump Lane kindly sent in by Andy Stace to Craig Munday is most interesting. Andy asks Craig 'The question is regarding the signal. The box had been demolished and all other signals removed. For some reason the signal in the photo was left and it had a motor fitted. I'm guessing that it was added to Roskear Jcn box but that is a pure guess. Do you have any idea about this oddity?'
Craig's answer 'The signal (and down distant) were retained and controlled from Roskear as an emergency replacement signal in case of an incident on Dolcoath AHB crossing. It was replaced some years later by a conventional three aspect stop signal (R25) which became Roskear's down main home signal. I have included a recent shot of Roskears diagram to help illustrate this - See Roskear Jct Box. Webmasters note - See the redundant trackwork still in position, except one point blade missing. In the distance St Agnes Beacon, and to the left the buildings of the bacon factory in a sad state.

Drump Lane a class 52 D1002 Western Explorer passes with an up parcels train. Copyright Sid Sponheimer

Sid Sponheimer catches some activity at Drump Lane Goods Yard. The western carrying out the shunting is D1013 Western Ranger, yet to receive its red nameplates. The class 25 passing by is 7577. In the yard note the yellow compressors from Holmans and close to the running line a train of cement wagons.Copyright picture.

D1013 Western Ranger. Is shunting over, or about to commence? The train, complete with Holmans compressors on the flats at the front stands on the down main. Copyright Sid Sponheimer.

D1023 Western Fusilier at Drump Lane, Redruth.11th September 1976 Copyright Roger Winnen

Drump Lane Box - taken in the 60's - does anyone know the signalman? Picture donated by the late Percy Brookes to Julian Hanwell for his collection. In response we do know that Jack Barber, became a signalman here on closure of St Ives box which closed in September 1963. Quote Roy Hart.

Interesting workings serving Drump Lane - from David Ward.

Taken From Marshalling Instructions BR Western Region November 1948 David Ward Collection.

Taken From Marshalling Instructions BR Western Region July 1956 David Ward Collection

Drump Lane Signalbox Class 4
   Memories of the late Cyril Hitchens
Drump Lane Box was of the usual appearance and construction and was situated on the up side east of Redruth at M.P. 309. The external steps projected outwards at the Redruth end and the toilet was on the left hand side at the top of these steps. As well as the normal coal stove and oven there was an electric boiling ring and electric lighting. There was a 29 lever frame and a switch to enable the box to be switched out of circuit. When this happened all main line signals were left in the off position. There was a long refuge on the down side to accommodate the goods trains and also a long inside road running parallel to the refuge to enable shunting to be carried out without fouling the main line. There was also a crossover and lead from the up main to set back into the goods shed and it was possible to run an engine round if required. On the up side near the box was the aptly named "sunset siding" which served the bacon factory of C. T. Harris (Calne) Ltd. This was disconnected in the mid 1960s. It was quite a busy shift as all passing up and down local goods trains called to attach or detach wagons. All these movements had to take place without delaying mainline traffic.
      All this complex shunting resulted in only one "incident" when I was working the box. Shunting was taking place in the yard when the down parcels arrived. It was the practice to back this train into the refuge tom allow the uninterrupted passage of the following passenger train. However, darkness and poor visibility resulted in the guard of the parcels mistaking a green light from a dummy in the yard for his own green signal so he waved his train back while the point was being pulled. This resulted in the derailment of a bogie parcels van and the blocking of the down main. Single line working had to be set up between Chacewater and Carn Brea Yard for the rest of the evening and the blockage was cleared during the night.
       With all the points and signals being heavily used maintenance was important. One afternoon, during a lull in traffic, the lineman was working in the interlocking room under the box having put the WORKMAN DISCONNECTED tags on the levers not to be pulled. The regular signalman (not me!), after finishing his cup of tea, thought to himself, "I wonder if he's finished down there??" and tentatively began to pull one of the levers. Immediately he was greeted by the sound like the peal of a hundred church bells as all of the dismantled slides and connections fell onto the floor of the room below. The lineman was not amused and some words not normally found in the dictionary were used that day!
       Goods traffic, in addition to that from the previously mentioned bacon factory, included cattle loaded from the cattle pens and meat from an adjacent slaughter house. This was loaded into insulated vans containing dry ice. During quiet evenings after normal working hours I remember seeing rats forming an orderly queue on a nearby wall before setting off to explore round the trucks. There were also regular arrivals of fruit vans for Rowe & Co. Some of the movements through the goods shed and in the back roads were done by gravity to simplify matters.
         During my last years on the railway the layout was altered and progressively reduced. The goods shed became disused and all track, apart from the main lines was taken out of use in January 1986 and the box closed in the same month. Now the site of this once busy little yard is occupied by large road trucks.

                                                                                                                                                    C. H.

Drump Lane 50031 Hood passes the signalbox with an up service 19th June 1978 Copyright Mike Roach Note :- This location holds memories for the webmaster as a very young train spotter - I used to spend hours here watching the shunting in this one time busy yard. In the background above the train one can see the Buller Hill Television mast and to the right of the signalbox the monument on Carn Brea Hill. Note the high telephone pole with many wires - these used to 'sing in the wind'! part of the railway scene.

Drump Lane, again on the 15th November 1983. To me as a Redruthian the picture is complete with the monument on Carn Brea hill. One wonders if the signalman has his fire going, if so the bird on the chimney is having a 'warm up'!. Copyright Mike Roach

Drump Lane in 1979 ' ish Copyright Julian A Hanwell

Drump Lane Signalbox. Copyright the late John Cornelius.

A very sad picture of a vandalised signalbox, why can't these mindless people find something sensible to do? 20th November 1986 Copyright Geoff Salmon

20th November 1986 - some mechanical defect has brought tamper 77902 to a stop on the down main alongside Drump Lane Goods yard. Although the box and sidings had closed in January engineers were able to move the tamper on to the sidings and clear the main line - so for a few days the sidings were re-opened!! The signal in this picture was remotedly operated from Roskear signalbox. The signal position was later transferred to Barncoose cutting as a colour light. Copyright Geoff Salmon.

Another view of the tamper by Geoff Salmon. In the distance beyond the footbridge lies Drump Lane Signalbox. The tamper, was, according to Martin Duff later put on skates and towed to Truro Yard where it was eventually cut up. 20th November 1986. Copyright

Another view of the sad remains of Drump Lane Signalbox on the 9th May 1987. Copyright Roger Winnen

Drump Lane According to the Signalling Record Society this was opened on 17th Dec 1911 and closed on 12th Jan 1986. Info from Chris Osment.

Drump Lane Yard on the 15th November 1983 A picture which tells a story. The sidings in the foreground look disused, yet have been reballasted, or is that surplus just spread around? Behind the passing train with an unusual consist hauled by a class 47 lie the remains of the West Of England Bacon Factory. Now a housing estate. to the right of the picture the field is now an industrial estate. The area to the left of the '47' right along to Treleigh is now an industrial estate. The signals are both off means it is likely that the Dramp Lane Signalbox has closed. In the far distance is St Agnes beacon. Copyright Mike Roach

For more pictures of this area and many other locations in Cornwall please click below to see a wonderful selection of Cornish railway pictures which have been made available to us by Andy Kirkham. All his pictures are, of course Copyright.
https://www.flickr.com/photos/52554553@N06/albums/72157636828119615/with/10419848883/

Redruth - Lightning on the down Riviera. 1953. Copyright Roy Hart.

Photographs from Scorrier to the outskirts of Truro are continued in the next section