CHACEWATER to NEWQUAY BRANCH
With effect from 4th February 1963 the branch line between Chacewater and Tolcarne Junction where it joined the Par to Newquay branch closed to all traffic. The stations closed included Mount Hawke Halt, St Agnes, Goonbell, Mithian, Perranporth Beach Halt, Perranporth, Goonhavern, Shepherds, Mitchell and Newlyn Halt, and Trewerry & Trerice Halt.
Now fifty years on very few 'new' pictures come to light, and it is through the kindness of Mike Roach that we bring you his collection to remind you of what was once a lovely branch line. Having said that, if you seeing this feature, have any pictures tucked away in albums we'd only be too pleased to show them.
To see more of the CHACEWATER - NEWQUAY BRANCH go to 'GALLERIES' select 'CORNWALL' and scroll down.
Memories are made of this - The branch seen on 23rd Oct 1961
A Truro bound train coasts down that long sweeping curve just before Mount Hawke Halt. 21Oct61 Copyright Mike Roach
End of the line on the Truro - Newquay line
A copy of a report prepared by Barrie Bennetts and published on Thursday 7th February 1963.
We thank Barrie very sincerely for allowing us to place his extremely interesting report on this website.
A copy of a report prepared by Barrie Bennetts and published on Thursday 7th February 1963.
We thank Barrie very sincerely for allowing us to place his extremely interesting report on this website.
Before we start the tale it must be told that Barrie was an extremely privileged passenger for this last journey. The driver seeing him with ‘a notebook in hand’ realised he was a reporter and invited him to join him in the cab. You’ll all be green with envy!
At exactly ten minutes to nine on Saturday evening at the lonely Tolcarne Signalbx, near Newquay, an engine driver handed to the signalman his “staff” it looks like a large metal key - and in that action the Chacewater – Newquay branch had died. Its death was quiet, without ceremony, but marked the closing of a page of Cornish Railway history.It was the last branch line to be constructed in Cornwall (One section to Perranporth opening in 1905, the second section to Newquay opening in 1905), and is the first to be completely closed to all traffic. It follows the Gwinear Road – Helston branch which closed a few months ago.
This is the busiest branch line so far to be closed in the South West receipts covering about two thirds of the annual expenditure of £38,000 . Even in the winter it has been used by about 600 passengers each way daily and the total number of passengers has exceeded 250,000 each year.
When the “staff” was handed over at Tolcarne it signified that the last train had safely travelled the 18 miles from Chacewater to Newquay. It comprised of four Diesel unit coaches, and on board were 150 people.
Among those on the last train were several railway enthusiasts including a few from Launceston, Bodmin, St Ives and Falmouth. At least two of the passengers had been on the first train in 1903 – Mrs. Maud Murrish (St Agnes) and Mr. J.R. Bennetts (Reduth). The late Mr. J.R. Bennetts was the authors father. The last scheduled journey had passed without incident, except for searing camera flashlights as pictures were taken at each station or halt.
The final train powered by eight 150 HP Diesel engines, left Truro station on time at 7.40 PM. Driver Williams Stevens was at the controls as the train left the main-line at Chacewater station, where about 20 people were waiting, including two policemen. At St Agnes it was greeted with cheers from quite a large crowd, and it was also here that it passed the last train from Newquay.
When the “staff” was handed over at Tolcarne it signified that the last train had safely travelled the 18 miles from Chacewater to Newquay. It comprised of four Diesel unit coaches, and on board were 150 people.
Among those on the last train were several railway enthusiasts including a few from Launceston, Bodmin, St Ives and Falmouth. At least two of the passengers had been on the first train in 1903 – Mrs. Maud Murrish (St Agnes) and Mr. J.R. Bennetts (Reduth). The late Mr. J.R. Bennetts was the authors father. The last scheduled journey had passed without incident, except for searing camera flashlights as pictures were taken at each station or halt.
The final train powered by eight 150 HP Diesel engines, left Truro station on time at 7.40 PM. Driver Williams Stevens was at the controls as the train left the main-line at Chacewater station, where about 20 people were waiting, including two policemen. At St Agnes it was greeted with cheers from quite a large crowd, and it was also here that it passed the last train from Newquay.
The 2.35 service to Newquay , a four car unit. pauses at St Agnes. Note snow on the ground. Copyright Mike Roach
SOLITARY LAMP
On through Goonbell Halt and on to Mithian, where the solitary oil lamp – its companion was stolen last week - glowed. The guard, Mr. K. Boynes (Truro), turned out the lamp, as is the custom every Saturday evening, but this time he brought it into the train.
Next came Perranporth Beach Halt, the last halt to be built on the line, and on to Perranporth station, where the biggest crowd waited. A television camera captured the scene, as passengers huddled in the cold to sing ‘Auld Lang Syne’. The chairman of Perranzabuloe Parish Council (Mr. Paul Thomas) chatted with the engine driver as the station master, Mr. Henry Morgan, shook his hand.
On through Goonbell Halt and on to Mithian, where the solitary oil lamp – its companion was stolen last week - glowed. The guard, Mr. K. Boynes (Truro), turned out the lamp, as is the custom every Saturday evening, but this time he brought it into the train.
Next came Perranporth Beach Halt, the last halt to be built on the line, and on to Perranporth station, where the biggest crowd waited. A television camera captured the scene, as passengers huddled in the cold to sing ‘Auld Lang Syne’. The chairman of Perranzabuloe Parish Council (Mr. Paul Thomas) chatted with the engine driver as the station master, Mr. Henry Morgan, shook his hand.
On the last day the 5.10 service to Newquay pauses at Perranporth station. A member of the station staff with the with the 'staff' in his hand chats to the driver. The staff will have to be returned to the signal box to clear the section back to St Agnes. Perranporth Beach Halt lay a short distance though the cutting in the distance. Copyright Mike Roach
As the train rolled on towards its final destination, sometimes at 50 mph, through Goonhavern, Shepherds, Newlyn and Mitchell, Trewerry and Trerice, gangers had placed detonators on the lines which exploded, shattering the stillness of the evening. After the stop at Tolcarne Box, the train moved on to its terminus, Newquay, where only a few people were waiting. There were no representatives of the Urban Council there, and the station master (Mr. Percy Frampton) did not witness the scene. However, one man there saw the delivery of the first train in 1903. He was Mr. John Rosewarne, president of Truro Old Cornwall Society, who had earlier left the last train to go on by Newquay.
Newquay as we'd like to remember it, features such as the water columns, the goods trucks, activity at the Goods shed. 23Oct 1961 Copyright Mike Roach
Newquay - taken on 23rd October 1961. The fireman is seen checking his engine. Note the intrusion of a diesel - a class 22 presumably on a Par service. Copyright Mike Roach.
TWO SECTIONS
So ended the last run over the line originally constructed in two sections. The first section of about eight miles to Perranporth, was opened on July 6, 1903. The contractor was Arthur Carkeek, who was knighted in 1916. Hundreds of men, without mechanical aids, cut their way through high mounds of stone and rubble, shovelled thousands of tons of rocks into gullies to make embankments, built some thirty bridges and the fine five arch viaduct near Goonbell.
The 10-mile second section from Perranporth to Newquay was completed on January 2, 1905, well behind schedule, as it had been hoped the line would be in use for holidaymakers in the summer of 1904, but the engineers had met considerable difficulty. At Goonhavern, sand instead of stone was found, and there were many falls.
Although he did not travel on the last train, one man who helped to build the line is 79 year old Mr. Bob Mannell, who lives alone at Gollawater, near Perranporth.
He told a West Briton reporter that the line’s construction started four years before it opened and he was employed on its building as a navvy for three years. He stayed with the GWR until his retirement at the end of the last war. “Hundreds of men worked on the line’s construction,” he said, “including a large number of Irishmen brought over for the job.” Many settled in Cornwall, and their descendants still live in the county.
“I swung a navvy shovel and pick for three long years. First we were under Mr. Carkeek and then under Ralph and Sons, who built the second part of the line. It was hard work. We had to do a ten and a ½ hour day and got 4 ½ d. an hour. We started at 5.30 each morning and worked until 5.30 each evening. We had an hour and a half off for meals.
“We used to earn 3s. 9d. a day which was a lot of money.”
Another who worked with Mr. Mannell is Mr. William Brown, of Mithian River, and a man who helped in the line’s construction at Chacewater is 90-year-old Mr. John Roberts. With this wife he stood in their small cottage doorway at Chacewater to see the last train leave on Saturday.
JOINED IN 1888
Mr. Roberts started work with the GWR in 1888 and saw the construction of Chacewater’s viaduct as well as the one at Truro. He was also engaged, in May, 1892, on the conversion of the main line from the old broad gauge to the present narrower gauge.
One of his sons, Mr. Leslie Roberts, who has worked 42 years with British Railways, was the signalman at Chacewater when the last train left, and the signalman at Perranporth, Mr. G. K. Rice, followed his late father, who was one of the first porters on Perranporth.
What of the railwaymen employed on the line ? They have been offered jobs at stations in the district.
The delivery of goods to villages up to Goonhavern from Chacewater will be made from Redruth. As a condition of the closure, a parcels and advance luggage depot will be run at Perranporth this summer and in charge will be Leading Porter T. G. Pedlar.
Eighty passengers on the branch line on Thursday were pupils and teachers of Blackwater C P school on an educational excursion. For many of the children, it was their first and last trip on the line and some were making the same journey that their grandparents did on the opening day of the line. An entry in the Blackwater school log-book dated July 6, 1903, reads : “The school was closed today, by order of the new school board, when the new Truro-Newquay railway line was opened to Perranporth. The children and teachers were granted free tickets and a good number, accompanied by parents, availed themselves of the trip.”
Footnote : One feature of the branch line at Blackwater is the large number of rhododendrons which line the high embankment. These were planted by the GWR soon after the line opened on the suggestion of a local schoolmaster, Mr. John Oates, who said the mounds of stone were unsightly. Hardly a year has passed when they have not flowered.
P.S. It is worthy of note that the handing in of the token at Tolcarne Jct was indeed significant – the Chacewater – Newquay branch was no longer available for traffic. The DMU which had formed that last train returned to Truro depot, but it did so via Par.
So ended the last run over the line originally constructed in two sections. The first section of about eight miles to Perranporth, was opened on July 6, 1903. The contractor was Arthur Carkeek, who was knighted in 1916. Hundreds of men, without mechanical aids, cut their way through high mounds of stone and rubble, shovelled thousands of tons of rocks into gullies to make embankments, built some thirty bridges and the fine five arch viaduct near Goonbell.
The 10-mile second section from Perranporth to Newquay was completed on January 2, 1905, well behind schedule, as it had been hoped the line would be in use for holidaymakers in the summer of 1904, but the engineers had met considerable difficulty. At Goonhavern, sand instead of stone was found, and there were many falls.
Although he did not travel on the last train, one man who helped to build the line is 79 year old Mr. Bob Mannell, who lives alone at Gollawater, near Perranporth.
He told a West Briton reporter that the line’s construction started four years before it opened and he was employed on its building as a navvy for three years. He stayed with the GWR until his retirement at the end of the last war. “Hundreds of men worked on the line’s construction,” he said, “including a large number of Irishmen brought over for the job.” Many settled in Cornwall, and their descendants still live in the county.
“I swung a navvy shovel and pick for three long years. First we were under Mr. Carkeek and then under Ralph and Sons, who built the second part of the line. It was hard work. We had to do a ten and a ½ hour day and got 4 ½ d. an hour. We started at 5.30 each morning and worked until 5.30 each evening. We had an hour and a half off for meals.
“We used to earn 3s. 9d. a day which was a lot of money.”
Another who worked with Mr. Mannell is Mr. William Brown, of Mithian River, and a man who helped in the line’s construction at Chacewater is 90-year-old Mr. John Roberts. With this wife he stood in their small cottage doorway at Chacewater to see the last train leave on Saturday.
JOINED IN 1888
Mr. Roberts started work with the GWR in 1888 and saw the construction of Chacewater’s viaduct as well as the one at Truro. He was also engaged, in May, 1892, on the conversion of the main line from the old broad gauge to the present narrower gauge.
One of his sons, Mr. Leslie Roberts, who has worked 42 years with British Railways, was the signalman at Chacewater when the last train left, and the signalman at Perranporth, Mr. G. K. Rice, followed his late father, who was one of the first porters on Perranporth.
What of the railwaymen employed on the line ? They have been offered jobs at stations in the district.
The delivery of goods to villages up to Goonhavern from Chacewater will be made from Redruth. As a condition of the closure, a parcels and advance luggage depot will be run at Perranporth this summer and in charge will be Leading Porter T. G. Pedlar.
Eighty passengers on the branch line on Thursday were pupils and teachers of Blackwater C P school on an educational excursion. For many of the children, it was their first and last trip on the line and some were making the same journey that their grandparents did on the opening day of the line. An entry in the Blackwater school log-book dated July 6, 1903, reads : “The school was closed today, by order of the new school board, when the new Truro-Newquay railway line was opened to Perranporth. The children and teachers were granted free tickets and a good number, accompanied by parents, availed themselves of the trip.”
Footnote : One feature of the branch line at Blackwater is the large number of rhododendrons which line the high embankment. These were planted by the GWR soon after the line opened on the suggestion of a local schoolmaster, Mr. John Oates, who said the mounds of stone were unsightly. Hardly a year has passed when they have not flowered.
P.S. It is worthy of note that the handing in of the token at Tolcarne Jct was indeed significant – the Chacewater – Newquay branch was no longer available for traffic. The DMU which had formed that last train returned to Truro depot, but it did so via Par.
An Epilogue
It seemed such a shame that the a line which had so much to offer became a Beeching casualty, it was a wonderful holiday line, and also at times used as a diversionary route for prestige trains such as the Cornish Riviera. It would probably, in the current environment, have made a good line for the preservation movement had Chacewater station survived.
‘Put a diesel on for four months’. I The Western Morning News on 13th April 1963 carried a plea suggesting that the roads were inadequate for the necessary replacement bus service. A railbus service was mooted with tickets issued on the trains and a reduction in staff at stations.
‘Will Cornish Branch Line be Saved?’ On 9th May 1963 ‘The West Briton’ made a strong headline with – Bold bid for Chacewater – Newquay line. :- It was disclosed yesterday of a bold move made by a group of Redruth business people to take over the Chacewater – Newquay branch railway line closed under the Beeching axe. They hope to operate a passenger service over the line by June 1963. Negotiations are in progress with British Railways at top level. It is understood that a firm cash offer is to be made by the group this week.
Last week-end British Railways provided a trolley over the entire length of the line for the benefit of the group who then inspected the buildings and the track.
The group’s legal adviser, a well known Cornish solicitor, who declined for the time being to name the people in the group told a reporter “If the offer is accepted by British Railways, the contract could not be drawn up until after June, but my clients would like to begin operation in June.
He also said that provided the offer was accepted, a company would probably be formed. “The idea is, first of all to try and run a service during the summer. If this was well supported then trains might run in the winter.
Small diesel railcars operated by a conductor/guard would be operated. It was hope to use as many of the original staff as possible. Steam trains might be operated, the track was in excellent condition. It was suggested that Mr. Henry Morgan former stationmaster for Perranporth and St Agnes would be invited to become manager of the whole enterprise.
It seemed such a shame that the a line which had so much to offer became a Beeching casualty, it was a wonderful holiday line, and also at times used as a diversionary route for prestige trains such as the Cornish Riviera. It would probably, in the current environment, have made a good line for the preservation movement had Chacewater station survived.
‘Put a diesel on for four months’. I The Western Morning News on 13th April 1963 carried a plea suggesting that the roads were inadequate for the necessary replacement bus service. A railbus service was mooted with tickets issued on the trains and a reduction in staff at stations.
‘Will Cornish Branch Line be Saved?’ On 9th May 1963 ‘The West Briton’ made a strong headline with – Bold bid for Chacewater – Newquay line. :- It was disclosed yesterday of a bold move made by a group of Redruth business people to take over the Chacewater – Newquay branch railway line closed under the Beeching axe. They hope to operate a passenger service over the line by June 1963. Negotiations are in progress with British Railways at top level. It is understood that a firm cash offer is to be made by the group this week.
Last week-end British Railways provided a trolley over the entire length of the line for the benefit of the group who then inspected the buildings and the track.
The group’s legal adviser, a well known Cornish solicitor, who declined for the time being to name the people in the group told a reporter “If the offer is accepted by British Railways, the contract could not be drawn up until after June, but my clients would like to begin operation in June.
He also said that provided the offer was accepted, a company would probably be formed. “The idea is, first of all to try and run a service during the summer. If this was well supported then trains might run in the winter.
Small diesel railcars operated by a conductor/guard would be operated. It was hope to use as many of the original staff as possible. Steam trains might be operated, the track was in excellent condition. It was suggested that Mr. Henry Morgan former stationmaster for Perranporth and St Agnes would be invited to become manager of the whole enterprise.
Hopes Dashed. By 20th June 1963 hopes were dashed. The ‘West Briton’ reported that the Redruth group of businessmen had offered £40,000 for the line but they were told that the price British Railways wanted was £60,000. The syndicate felt unable to raise this money, it have cost another £10,000 to by an engine and rolling stock. It was understood that the scrap value of the track was between £23,000 and £25,000. It was also understood that in the very near future contracts would be let for lifting the line.
Track to be torn up – a report on 1st Dec 1963.
Ripping up of Newquay line. The final blow came when on 2nd January 1964 when there was a short item in the ‘West Briton’. The final episode in the 60 year history of the Chacewater – Newquay line was begun yesterday, when a start was made on the removal of the rails. A train drawing five trucks went from Chacewater to Shepherds, and this will continue once a week until the rails are removed back to Chacewater. Mr. S.J. Jeffery, then station master at Chacewater, was given the task of supervising the demolition.
Track to be torn up – a report on 1st Dec 1963.
Ripping up of Newquay line. The final blow came when on 2nd January 1964 when there was a short item in the ‘West Briton’. The final episode in the 60 year history of the Chacewater – Newquay line was begun yesterday, when a start was made on the removal of the rails. A train drawing five trucks went from Chacewater to Shepherds, and this will continue once a week until the rails are removed back to Chacewater. Mr. S.J. Jeffery, then station master at Chacewater, was given the task of supervising the demolition.
More pictures:-
St Agnes on the last day - a few mourners wait around the platform end. The 2.34 to Newquay hasn't long gone, the signal is still down. Copyright Mike Roach
St Agnes, taken a few minutes after the previous shot. When the line opened this wasn't a passing place and the platform was in the conventional position by the building. There was once a footbridge here.
2Feb63 Copyright Mike Roach
Late afternoon at Perranporth on the last day. The gentleman just visible in the signalbox is probably Glen Pedlar. 2Feb63 Copyright Mike Roach
Perranporth on the last day. The island platform was accessed by means of a subway seen rising up in the foreground. Note the weighing machine and the platform trolleys. 2 Feb 63 Copyright Mike Roach
Timetable
Chacewater - Newquay line for the winter service 1962/63
Chacewater - Newquay line for the winter service 1962/63
Closure date was 4th February but as there was no Sunday service the last trains ran on Saturday 2nd February 1963
On that sad last day considering the length of line which was to be closed viz Trenance Siding to Chacewater the last train to leave these metals was the 7.42pm from Truro to Newquay which was due to arrive at Newquay just over one hour later at 8.48pm. It had crossed the 7.12pm Newquay to Truro working at St Agnes at 8.04, thus St Agnes was thus the last crossing place used.
Earlier crossings had been at 12.37pm at St Agnes, 2.25pm at Chacewater (Here the train from Newquay must have run onto the up main whilst the train for Newquay used the crossover on the viaduct to make its way to the Newquay branch side of the island platform). Shepherds saw its only crossing of trains for the day at 3.49pm. Perranporth witnessed the next two crossings at 5.10pm and 6.35.
Note that in the timetable above that Sunday services start on 2nd June 1963. This was of course after the closure date and didn't happen!
Footnote
Mike Roach, then living at Plymouth gives us details of the trains he travelled on on that last day.
The trains that I caught that day were:
11.30 Plymouth to Truro arr 1.10pm
2.10 Truro to St. Agnes arr 2.34 4-car dmu
3.19 St. Agnes to Perranporth arr 3.34 2-car dmu
5.10 Perranporth to Shepherds arr 5.24 4-car dmu
6.49 Shepherds to Newquay arr 7.06 5-car dmu
7.12 Newquay to Truro arr 8.35 5-car dmu (2 + 2 + 1) The arrival of this train, the last ever from Newquay, was 11 minutes late.
8.45 Truro to Plymouth arr 10.23
On that sad last day considering the length of line which was to be closed viz Trenance Siding to Chacewater the last train to leave these metals was the 7.42pm from Truro to Newquay which was due to arrive at Newquay just over one hour later at 8.48pm. It had crossed the 7.12pm Newquay to Truro working at St Agnes at 8.04, thus St Agnes was thus the last crossing place used.
Earlier crossings had been at 12.37pm at St Agnes, 2.25pm at Chacewater (Here the train from Newquay must have run onto the up main whilst the train for Newquay used the crossover on the viaduct to make its way to the Newquay branch side of the island platform). Shepherds saw its only crossing of trains for the day at 3.49pm. Perranporth witnessed the next two crossings at 5.10pm and 6.35.
Note that in the timetable above that Sunday services start on 2nd June 1963. This was of course after the closure date and didn't happen!
Footnote
Mike Roach, then living at Plymouth gives us details of the trains he travelled on on that last day.
The trains that I caught that day were:
11.30 Plymouth to Truro arr 1.10pm
2.10 Truro to St. Agnes arr 2.34 4-car dmu
3.19 St. Agnes to Perranporth arr 3.34 2-car dmu
5.10 Perranporth to Shepherds arr 5.24 4-car dmu
6.49 Shepherds to Newquay arr 7.06 5-car dmu
7.12 Newquay to Truro arr 8.35 5-car dmu (2 + 2 + 1) The arrival of this train, the last ever from Newquay, was 11 minutes late.
8.45 Truro to Plymouth arr 10.23
In December 1963 Mike Roach took a last look at the branch stations as they lay awaiting their fate - demolition of the line would start the following month. These final pictures have now been included with the others on the branch in the main section.