CORNWALL RAILWAY GALLERY
BRANCHES IN THE WEST OF CORNWALL
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
Order of listing
In this section we portray the branches in the west of the county. St Ives, Hayle Wharves, Helston, Roskear, Tresavean, Chacewater to Newquay, Truro to Newham, Truro to Falmouth, Burngullow to Parkandillack, Par to Newquay (together with the Pontsmill, Goonbarrow, Carbis and Meledor Mill branches). St Blazey to Par Harbour, St Blazey to Fowey and Lostwithiel.
If you do not see what you want try :-
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.
You could always visit the Cornwall Centre at Alma Place, Redruth. Very near the station.
The Cornwall Railway Gallery Sect. 3
Appreciation to contributors:-
Many thanks to :- Roger Winnen, Trevor Tremethick, Trevor Goldsworthy, Craig Munday, Mrs Vera Vigus, Graham G. Matthews (Work of the late W.F. Ivey), Ian Cavill, Mike Hitchens M.B.E. Peter Butt, Neil Phillips, and Julian Stephens
We are most grateful to Mrs. Zsuzsanna Wood for her permission to place on this site the work of her late husband John Wood.
Thanks also to Keith Lloyd for work done on some of the images displayed.
Many thanks to :- Roger Winnen, Trevor Tremethick, Trevor Goldsworthy, Craig Munday, Mrs Vera Vigus, Graham G. Matthews (Work of the late W.F. Ivey), Ian Cavill, Mike Hitchens M.B.E. Peter Butt, Neil Phillips, and Julian Stephens
We are most grateful to Mrs. Zsuzsanna Wood for her permission to place on this site the work of her late husband John Wood.
Thanks also to Keith Lloyd for work done on some of the images displayed.
This section is under construction and is regularly up-dated
N.B Click on picture to obtain an enlargement and further details
ST IVES BRANCH
Lelant Saltings 0pened in 1978
Lelant
Carbis Bay
St Ives New station into use 23 March 1971
HAYLE WHARVES BRANCH
The Hayle Railway opened in December 1837 between Redruth and Hayle. Hayle station at that time being located below the current viaduct opposite the Post Office. This line came down two inclines from Camborne, one at Penponds, the other at Angarrack. Once down to almost sea level the line ran along the north side of Copperhouse creek along what is now King George V Walk. This original line crossed the creek very close to the current, though disused, rail swing bridge and continued along side Penpol Terrace to the original station site. The Hayle Railway via the Angarrack incline closed 16 Feb 1852. A new line to the West Cornwall Railway station at Hayle was opened 11 March 1852. The line along King George V walk saw further use as a branch serving an explosive works up on Mexico Towans.
1910 saw the opening of Hayle Power Station on Harvey's Towans. It was coal-fired and the coal was supplied by ship from South Wales until the station was closed in 1977. At the same time Hayle Harbour was also closed to commercial shipping, although a locally important fishing fleet, specialising mainly in shellfish.
In the years between the World Wars a number of small works were established on North Quay, including a glass works, a small oil depot and an ICI plant for producing bromine –a fuel additive for high octane aviation fuel. The ICI plant used the power stations waste hot water and which also supplied the electricity. The bromine was shipped by rail across the old A30 to the main GWR railway line, thence to England. Can anybody advise what traffic might have been carried in the tanks after the ICI works closed? Andy Carlson does see his article after 'More Hayle Wharves Action'
1910 saw the opening of Hayle Power Station on Harvey's Towans. It was coal-fired and the coal was supplied by ship from South Wales until the station was closed in 1977. At the same time Hayle Harbour was also closed to commercial shipping, although a locally important fishing fleet, specialising mainly in shellfish.
In the years between the World Wars a number of small works were established on North Quay, including a glass works, a small oil depot and an ICI plant for producing bromine –a fuel additive for high octane aviation fuel. The ICI plant used the power stations waste hot water and which also supplied the electricity. The bromine was shipped by rail across the old A30 to the main GWR railway line, thence to England. Can anybody advise what traffic might have been carried in the tanks after the ICI works closed? Andy Carlson does see his article after 'More Hayle Wharves Action'
Above in pictures 7 to 11 is a sequence of train operations on the Hayle Wharves branch captured in about 1979. Unfortunately at that time, the lure of three miles of golden sands, was too much to tempt the photographer to follow the train movement further. However we have to be very grateful for what we have got.
Reference to picture (16) This fine view courtesy Google Earth 2001 shows the complete branch. From left to right. The site of the power station, followed by, in the inset, the former ICI works. The extensive, though at this time, disused sidings do not show in this picture. The course of the line is clearly visible curving around behind the harbour office before crossing the waterway on a swing bridge bridge. From here it climbed the incline to the main line which it joined at the approach to the viaduct. Near the foot of the incline was a bridge carrying a minor roadway, a catchpoint and sand drag being to the right of this. The original Hayle Railway came along the bank of Copperhouse Creek from the top centre of this view curving past the site of the swimming pool to cross slightly downstream of the later swing bridge and then continue alongside the road to the original station which lay in the 'crook' below the viaduct.
As this is being written, in March 2012, the swing bridge is closed to all traffic as a new bridge to give access to the redeveloping North Quay is being constructed. Sadly last year all of the complicated and valuable former trackwork on North Quay was cut up and sent for scrap. By October 2012 a new road bridge providing access to North Quay was brought into use and the old swing bridge became disused.
Reference to picture (16) This fine view courtesy Google Earth 2001 shows the complete branch. From left to right. The site of the power station, followed by, in the inset, the former ICI works. The extensive, though at this time, disused sidings do not show in this picture. The course of the line is clearly visible curving around behind the harbour office before crossing the waterway on a swing bridge bridge. From here it climbed the incline to the main line which it joined at the approach to the viaduct. Near the foot of the incline was a bridge carrying a minor roadway, a catchpoint and sand drag being to the right of this. The original Hayle Railway came along the bank of Copperhouse Creek from the top centre of this view curving past the site of the swimming pool to cross slightly downstream of the later swing bridge and then continue alongside the road to the original station which lay in the 'crook' below the viaduct.
As this is being written, in March 2012, the swing bridge is closed to all traffic as a new bridge to give access to the redeveloping North Quay is being constructed. Sadly last year all of the complicated and valuable former trackwork on North Quay was cut up and sent for scrap. By October 2012 a new road bridge providing access to North Quay was brought into use and the old swing bridge became disused.
More Hayle Wharves Action
(Through the camera of Roger Winnen, action took place on different days)
(Through the camera of Roger Winnen, action took place on different days)
A most informative e-mail from Andy Carlson for which many thanks.
Hi Keith,
I enjoyed the pictures of Hayle Wharves on your site. This is an area that has interested me for a long time.
You asked a question about tanker traffic after the bromine plant closed. I may be able to shed some light on this.
According to an (excellent) Article by Arthur Fairhurst in the 1999 Trevithick Society Journal, The bromine plant was closed by Associated Octel in 1973. You refer to it as being the ‘ICI’ works. In fact ICI ceased to have any involvement in the plant in 1948 but the plant continued to be referred to locally as ‘the ICI’.
The bromine plant was built rapidly at the beginning of WW2 to supply bromine and ethylene dibromide for petrol additives, site clearance beginning on 23rd August 1939 and production starting on 24th July 1940.
The pictures of D812 show a couple of chlorine rail tanks (the white ones). Chlorine was used by the bromine plant to extract bromine from sea water. Steam era photos also show sulphuric acid tanks – this was another of the raw materials in the process. Early 1970s photos also show RIV chlorine tanks and various flavours of bromine rail tanks, but I don’t see any examples on your site. Ethylene dibromide rail tanks are also a possibility but I can’t pick these out with any certainty in any Hayle photos.
As well as the bromine plant, North Quay was also home to coal merchants, the power station and an Esso oil depot. The oil depot was supplied by sea while the harbour was open but when the harbour closed the oil depot continued to operate. An article in the Cornishman (sorry, I don’t have the exact reference to hand) describes the changeover from sea to rail supply.
Conveniently, another Roger Winnen photo also shows an Esso tanker lorry leaving the quay area…
http://www.rmweb.co.uk/community/index.php?/topic/43018-demountable-bromine-tanks/page__st__50
The above web site is well worth looking at - excellent pictures, especially one of North Quay showing the enormity of the installations once there. There is detailed information on the tankers used.
The oil depot was in the confined area to the east of the bromine works that looks like an old quarry and seemed to be in use as a fishermans’ store when I was there a year ago. Later photos (e.g. the one of 25 155 on your site) show a rail connection kicking back from the lines on North Quay to enter the depot. It seems likely based on the Cornishman article that this was put in at around the time of the harbour’s closure.
The picture seems to be more complex that that though, because the photos on your site and in other places show Esso rail tanks (with their logos removed) being shunted into the sidings belonging to the erstwhile bromine plant rather than using the kickback into the oil depot itself. Quite how this arrangement worked is not clear to me. Possibly the oil was unloaded here and piped to the depot or perhaps the tanks were moved again using a tractor.
Regards, Andy Carlson
Hi Keith,
I enjoyed the pictures of Hayle Wharves on your site. This is an area that has interested me for a long time.
You asked a question about tanker traffic after the bromine plant closed. I may be able to shed some light on this.
According to an (excellent) Article by Arthur Fairhurst in the 1999 Trevithick Society Journal, The bromine plant was closed by Associated Octel in 1973. You refer to it as being the ‘ICI’ works. In fact ICI ceased to have any involvement in the plant in 1948 but the plant continued to be referred to locally as ‘the ICI’.
The bromine plant was built rapidly at the beginning of WW2 to supply bromine and ethylene dibromide for petrol additives, site clearance beginning on 23rd August 1939 and production starting on 24th July 1940.
The pictures of D812 show a couple of chlorine rail tanks (the white ones). Chlorine was used by the bromine plant to extract bromine from sea water. Steam era photos also show sulphuric acid tanks – this was another of the raw materials in the process. Early 1970s photos also show RIV chlorine tanks and various flavours of bromine rail tanks, but I don’t see any examples on your site. Ethylene dibromide rail tanks are also a possibility but I can’t pick these out with any certainty in any Hayle photos.
As well as the bromine plant, North Quay was also home to coal merchants, the power station and an Esso oil depot. The oil depot was supplied by sea while the harbour was open but when the harbour closed the oil depot continued to operate. An article in the Cornishman (sorry, I don’t have the exact reference to hand) describes the changeover from sea to rail supply.
Conveniently, another Roger Winnen photo also shows an Esso tanker lorry leaving the quay area…
http://www.rmweb.co.uk/community/index.php?/topic/43018-demountable-bromine-tanks/page__st__50
The above web site is well worth looking at - excellent pictures, especially one of North Quay showing the enormity of the installations once there. There is detailed information on the tankers used.
The oil depot was in the confined area to the east of the bromine works that looks like an old quarry and seemed to be in use as a fishermans’ store when I was there a year ago. Later photos (e.g. the one of 25 155 on your site) show a rail connection kicking back from the lines on North Quay to enter the depot. It seems likely based on the Cornishman article that this was put in at around the time of the harbour’s closure.
The picture seems to be more complex that that though, because the photos on your site and in other places show Esso rail tanks (with their logos removed) being shunted into the sidings belonging to the erstwhile bromine plant rather than using the kickback into the oil depot itself. Quite how this arrangement worked is not clear to me. Possibly the oil was unloaded here and piped to the depot or perhaps the tanks were moved again using a tractor.
Regards, Andy Carlson
HELSTON BRANCH
Praze
On the date of my visit in 1965 your webmaster was dreaming of returning from regular service in the RAF to come back to Cornwall to live. As you will see Praze Station presented quite an attractive prospect for conversion into a home. However, alas, as can be seen from a picture taken by Roger Winnen in 1973 my dream site was demolished - there is now a very nice bungalow built across the trackbed here, thwarting any efforts to return the trains to Gwinear Road. There was once a passing loop here but this was reduced to a siding facing Gwinear Road - date unknown. Note the water tower.
On the date of my visit in 1965 your webmaster was dreaming of returning from regular service in the RAF to come back to Cornwall to live. As you will see Praze Station presented quite an attractive prospect for conversion into a home. However, alas, as can be seen from a picture taken by Roger Winnen in 1973 my dream site was demolished - there is now a very nice bungalow built across the trackbed here, thwarting any efforts to return the trains to Gwinear Road. There was once a passing loop here but this was reduced to a siding facing Gwinear Road - date unknown. Note the water tower.
Nancegollan
Truthall Halt/Platform
Truthall Halt opened as such but changed its name to Truthall Platform in July 1906. Closing with this name 5 Nov 62
Cober viaduct
Faulls Crossing
Helston station
Worthy of note:- At very busy times the run round loop was unavailable due to its being occupied with wagons etc. At times such as these once an incoming train had been unloaded of passengers the stock would be pushed out under the bridge. Once the brakes on the coaches had been applied the locomotive came back on the platform line then went 'to shed'. The guard then gravitated the stock down into the platform to allow the engine to rejoin at the front of the train.
It has also been told that on one occasion the driver of an up train once given the 'right away' from the guard accelerated away very sharply but failed to check his signals. the points were still set for the shed. It is said that the loco hit the back of the shed, perhaps the story goes a bit far when it was reported that a passenger said that he was unaware of any tunnels on the branch! (When the train entered the shed!!)
It has also been told that on one occasion the driver of an up train once given the 'right away' from the guard accelerated away very sharply but failed to check his signals. the points were still set for the shed. It is said that the loco hit the back of the shed, perhaps the story goes a bit far when it was reported that a passenger said that he was unaware of any tunnels on the branch! (When the train entered the shed!!)
Recommended website
If you want to know more about Helston and its transport take a look at www.helstonhistory.co.uk
ROSKEAR BRANCH
The Roskear branch, part of the Hayle Railway opened 23 Dec 1837. The line closed beyond the A30 crossing in 1963 and was ifted in that year. On Saturday 14 April 1963 Mr. Cyril Hitchens was on duty in Roskear Junction signalbox on the occasion of the first and last passenger train to traverse the line. Cyril contacted his son Mike who cycled to the A30 crossing to witness the event. Unfortunately Mike didn't have a camera in those days. Please if you know of any photos of this historic event when the train visited several rare branches please let us have them. Many thanks. See front of this section for details of the route covered.
Of the remainder of the branch Holmans purchased the section between MP's 313.34 and 313.44. A new road/rail transfer depot was created in the 70's (See picture 9 below). This remaining stub of the branch was closed on 6 Sept 1987.
Of the remainder of the branch Holmans purchased the section between MP's 313.34 and 313.44. A new road/rail transfer depot was created in the 70's (See picture 9 below). This remaining stub of the branch was closed on 6 Sept 1987.
PORTREATH BRANCH
The line opened as part of the Hayle Railway on23rd December 1837. It was single track with intermediate loops serving Illogan Highway, or Agar siding and North Pool siding. There was a double track incline worked by a winding engine, at the foot of the incline there was a level crossing prior to entry to the docks. Portreath goods closed on 1st January 1936. However the line remained in position over the war years and was used for the dispersal of rolling stock. Passengers were never officially carried though it had been know for people to hitch a lift.
The bridge over Spar Lane, one of two bridges on the branch where the line passed over a road way, was, as can be seen, a serious obstruction to traffic. It succumbed to a demolition gang in the early 70's. The other bridge, which is still extent, is very near the foot of the Portreath Incline. All other crossings were by means of level crossings, there were no road overbridges.
TRESAVEAN BRANCH
The Tresavean branch left the main line at Redruth Junction and headed up a steep rope worked incline before heading over top of Lanner Hill where it crossed the Redruth and Chasewater Railway on the level. However as the R & C was of 4'gauge and the Tresavean of standard gauge there was no rail interconnection. The incline was double tracked throughout its length, haulage was by means of the train loco. The loco, having left its wagons at the foot of the line proceeded to the top on its own. At the top the loco was attached to the 'rope' and then proceeded back down the incline passing its own train midway. The line closed on 1 Jan 1936
CHACEWATER - NEWQUAY BRANCH
Staffs and Tokens without these one could not travel the line - so here they are. The sections Chacewater to St Agnes and St Agnes to Perranporth were protected by the Webb - Thompson train staff system. These staffs are 23" long, the former painted blue, the latter painted red. Note that the staffs differ in the position of the left hand ring, this would prevent their insertion in the wrong section of the machine at St Agnes.
The Perranporth to Shepherds and Shepherds to Tolcarne sections were were protected using aluminium tokens. These tokens are 7 7/8" long and were painted green and yellow respectively. To prevent their insertion in the wrong section of the machine at Shepherds these originally had different keys on the sawn off part of the token.
The two W.R. Telephone Circuit No. 616 notices dating September 1955 and July 1956 only differ in that the later example includes an ability for the Newquay box to switch to the Newquay - St. Columb Road Circuit No. 1833
The Perranporth to Shepherds and Shepherds to Tolcarne sections were were protected using aluminium tokens. These tokens are 7 7/8" long and were painted green and yellow respectively. To prevent their insertion in the wrong section of the machine at Shepherds these originally had different keys on the sawn off part of the token.
The two W.R. Telephone Circuit No. 616 notices dating September 1955 and July 1956 only differ in that the later example includes an ability for the Newquay box to switch to the Newquay - St. Columb Road Circuit No. 1833
Signalmans stories. (1) On one occasion a relief signalman who was a practical joker threw stink bombs on the footplate of a Chacewater bound train. The engine crew not to be outdone when approaching St Agnes on the return run heated the token in the firebox before handing it to the signalman!!
(2) It was common practice for the late turn signalman having seen the last train of the day off to Chacewater to lock up the box and go home without waiting to acknowledge the 'train out of section' from Chacewater once the service had arrived there. However, on this fateful night the engine crew threw the staff out of the engine with great force at Chacewater and on hitting a lamp standard on the platform it became bent and would not enter the token machine. The poor old signalman had to be called out back to his box to make the necessary adjustments at the St Agnes end to overcome the effectively missing token!
(2) It was common practice for the late turn signalman having seen the last train of the day off to Chacewater to lock up the box and go home without waiting to acknowledge the 'train out of section' from Chacewater once the service had arrived there. However, on this fateful night the engine crew threw the staff out of the engine with great force at Chacewater and on hitting a lamp standard on the platform it became bent and would not enter the token machine. The poor old signalman had to be called out back to his box to make the necessary adjustments at the St Agnes end to overcome the effectively missing token!
Mount Hawke Halt
St Agnes
Goonbell
Wheal Liberty viaduct
Mithian Halt
Perranporth Beach Halt
Perranporth
Goonhavern
Shepherds
Chacewater - Newquay branch. Scrapping operations on 21 February 1964
Thank heavens at the time there were none of todays Health & Safety Regulations. Having parked at Shepherds I wandered in to the station area. Here the main buildings on the 'Chacewater side' were open and being used as a temporary headquarters for the operation. I asked if I might take a few photographs and take a stroll down the line to the railhead where the lifting was taking place. "Yes, help yourself" was the reply - I think the gentleman may have had an Irish accent! As I wandered down the line towards Newquay smoke appeared in the distance, alas not a steam engine but the contractors loco taking another load to the sorting sidings at the station. Perhaps the gentlemen operating the crane and taking up the line were used to photographers, they took no notice of me!
Thank heavens at the time there were none of todays Health & Safety Regulations. Having parked at Shepherds I wandered in to the station area. Here the main buildings on the 'Chacewater side' were open and being used as a temporary headquarters for the operation. I asked if I might take a few photographs and take a stroll down the line to the railhead where the lifting was taking place. "Yes, help yourself" was the reply - I think the gentleman may have had an Irish accent! As I wandered down the line towards Newquay smoke appeared in the distance, alas not a steam engine but the contractors loco taking another load to the sorting sidings at the station. Perhaps the gentlemen operating the crane and taking up the line were used to photographers, they took no notice of me!
Mitchell & Newlyn
Trewerry & Trerice Halt
It was noticed that in the third picture the little boy is wearing boots. Reminds me of the story of the lady who lived in the cottage and 'manned' the gates - it is said that she always wore a pair of Wellington boots when she came out to tend the gates - these boots were several sizes too big and she slipped them over her shoes or slippers - a nice tale.
Trevemper Siding
Trevemper Siding was located along the original alignment of the Treffry Tramway from Tolcarne to East Wheal Rose. This line was taken over by the Cornwall Minerals Railway wef from 1st June 1874 and the line extended to Gravel Hill Mine . On 2nd August 1898 further improvements were made when this original alignment was abandoned and a new more direct route established which had the bonus of removing three level crossings. A short length of the original route was left with trackbed occupied by Trevemper siding. The siding was accessed off the main running line by means of a ground frame. This sign was acquired by a Mr Toms and relocated to his miniature railway on Hayle Towans - it was seen there in the 70's. The current location of this sign is not known.
On 2nd January 1905 the re-aligned section and the line from thence to Shepherds was extended to Perranporth becoming a through route to Chacewater. The Chacewater - Newquay line was closed 4th February 1963. The closure at the time left Trevemper siding still accessed from Tolcarne Jct. However it is understood that the demolition contractors, due to a misunderstanding, lifted the section between Tolcarne Jct and Trevemper when it was still officially in use.
Trevemper Siding was located along the original alignment of the Treffry Tramway from Tolcarne to East Wheal Rose. This line was taken over by the Cornwall Minerals Railway wef from 1st June 1874 and the line extended to Gravel Hill Mine . On 2nd August 1898 further improvements were made when this original alignment was abandoned and a new more direct route established which had the bonus of removing three level crossings. A short length of the original route was left with trackbed occupied by Trevemper siding. The siding was accessed off the main running line by means of a ground frame. This sign was acquired by a Mr Toms and relocated to his miniature railway on Hayle Towans - it was seen there in the 70's. The current location of this sign is not known.
On 2nd January 1905 the re-aligned section and the line from thence to Shepherds was extended to Perranporth becoming a through route to Chacewater. The Chacewater - Newquay line was closed 4th February 1963. The closure at the time left Trevemper siding still accessed from Tolcarne Jct. However it is understood that the demolition contractors, due to a misunderstanding, lifted the section between Tolcarne Jct and Trevemper when it was still officially in use.
Tolcarne Junction
Newquay
TRURO - FALMOUTH BRANCH
The Falmouth branch token - in the old days one couldn't travel on the Falmouth branch without the token. On the end of the token is the key which was used to operate the loop points at Falmouth giving access to Falmouth Docks. The picture below, taken not on the branch, but in Truro East signalbox depicts not only the token, but also one of our 'prime contributors' - Craig Munday, he is the gentleman on the left. Accompanying him is Roger Matthews a fellow signalman.
The picture is full of interest - above and behind Craig and Peter is the branch diagram including the loop at Falmouth. Note mention of Roskear Junction - this box is some 13 miles away, a very long section.
The picture is full of interest - above and behind Craig and Peter is the branch diagram including the loop at Falmouth. Note mention of Roskear Junction - this box is some 13 miles away, a very long section.
Sparnick Tunnel. A very recent view of the 491 yard bore during engineering work on the branch - courtesy of Network Rail & Amey Colas.
Perranwell
Perran Tunnel 374 yards long, constructed for double track in 1863
Penryn
Collegewood Viaduct 954 feet long and 100 feet high. The original timber viaduct here lasted until 22nd July 1934
Penmere Platform
Falmouth Town (The Dell)
Falmouth Docks Station
A note with reference to picture 14 of the set above. Trevor Tremethick writes :- This shot is from the cab of Formidable and I was lucky that the driver allowed me to act as second man for the
run-round and up the branch, taking the right away at Falmouth, The Dell,
Penmere, Penryn and Perranwell. We were on time at Truro. Both the driver and guard were from Penzance depot. Formidable was a
Laira engine but still bearing a ‘BR’ shedcode for Bath Road. The Penzance crew
continued to St Austell, returning West with the 08:00 Bristol to
Penzance.
Falmouth Station - the Patrick English Collection
Patrick English was a highly rated railway modeller his work being recognised and used to form part of the famous Pendon Model Railway. Pat was a member of the Falmouth Model Railway Club and also at one time secretary of the Cornwall Railway Society. Unfortunately Pat passed away prematurely, but fortunately due to the kindness of his widow Phyllis English, some of his photographic work has been given to us for use on the this site. Pat had two sessions of photographing many of the details of Falmouth station during the 1960;s and 1970's. His work in the 60's comprised the station itself and immediate area including the goods shed. From the state of the buildings and the fact that the track was already being rationalised it is obvious that 'the writing was on the wall' and that gave Pat the impetus to go around with his camera. Something for which we must be eternally grateful. On December 7th 1970 passenger trains ceased to run to the original Falmouth station, a new station using the platform from Perranporth Beach Halt was opened at the Dell (It was called simply 'Falmouth') and it appeared the the future of the remaining terminus platform was terminal. However a saving factor was that due to the gradient at 'The Dell' the driver could not leave his position to change cabs at that location and the DMU's had to continue to a location on level track not far from the former terminus to reverse. Pat again went out to the area between 'The Dell' and the old terminus to capture what he could.
We are very fortunate in that Nigel Tregoning, Vice Chairman of the Cornwall Railway Society, was asked to help dispose of Pat's effects after his death and as a result both the Falmouth Model Railway Club and the Cornwall Railway Society benefited from Pat's photographs. Those within the county going to the CRS and those outside to the Pendon Collection. Nigel Tregoning deserves a special thank you for his very considerable efforts in restoring Pat's pictures to the pristine condition you can see. Without Nigel's appreciation of the value of this collection it could all have been lost forever. All of the Patrick English collection is copyright.
Comments on the pictures added by Nigel Tregoning, for which many thanks
The following pictures show the exterior of the original station at Falmouth. Opened on 24th August 1863, Falmouth was the terminus of the Cornwall Railway mainline from Plymouth. Falmouth was and still is an important deep water port. It's extensive dockyards have provided the railway with much needed goods traffic for much of the lines existence. The station buildings were quite exquisite, but sadly succumbed to the demolition men around 1969. The three views below show the main building's roadside elevation. The gas lamp in the first view has sadly seen better days. This building contained the ticket office, gentlemen's toilets, ladies waiting room/toilets and a general waiting room.
The wooden goods shed was truly massive, with two roads and platform sections which swung out to serve wagons on the outer road. The brick built office was probably a later addition, although details about this are sketchy at present. The posters in these 1966 views give details of cheap day return fares, Plymouth 22/-, Truro 4/- and Penzance 12/6.
These views (two above & three below) show the signal box in detail. The GWR Type 5 box opened in 1894, some thirty-one years after the line. The box measured 25' x 12'. In July 1919, a new VT 3-Bar frame with forty-one levers was installed and this remained in use until closure on 27-2-1966. The windows are mainly of the early style, except for the 'up end' which appear to have been replaced with the later style in the late 1950s.
The 1971 photographs
Falmouth Docks
More Falmouth Docks by Nigel Tambling
More Falmouth Docks by the late Theo Beckett
Falmouth docks bids farewell to steam By Julian Stephens
NEWHAM BRANCH
In response to an appeal for pictures of something moving on the branch it was a delight on 31st May 2012 to receive a picture of a Class 22 on the branch at Calennick from Neil Phillips - this is an extremely rare shot.
Tailpiece - the very last passengers on the Newham branch. A true story by Neil Phillips
The ganger's trolley incident.... OK, here goes! Contractors soon got to work on lifting the track following closure in 1972 but not before four of us became the last “passengers” to travel the line as far as the former gasworks spur (there was no track beyond that) by means of the trolley which we found sitting on the track near Penwithers Junction one Sunday afternoon! Achieving this feat meant replacing some lengths of rail on the inside of the curve over the A39 Arch Hill bridge – removed by workmen to make access easier for their dumper truck – but we were considerate enough to return the trolley to where we’d found it, even though it meant pushing it nearly two miles mostly uphill! The workmen must have been baffled to find the rails on the bridge back in their chairs the following day though!! I still smile at the thought every time I drive under this bridge
The ganger's trolley incident.... OK, here goes! Contractors soon got to work on lifting the track following closure in 1972 but not before four of us became the last “passengers” to travel the line as far as the former gasworks spur (there was no track beyond that) by means of the trolley which we found sitting on the track near Penwithers Junction one Sunday afternoon! Achieving this feat meant replacing some lengths of rail on the inside of the curve over the A39 Arch Hill bridge – removed by workmen to make access easier for their dumper truck – but we were considerate enough to return the trolley to where we’d found it, even though it meant pushing it nearly two miles mostly uphill! The workmen must have been baffled to find the rails on the bridge back in their chairs the following day though!! I still smile at the thought every time I drive under this bridge
PARKANDILLACK BRANCH
The Burngullow to St Dennis Junction opened to Drinnick Mill (as broad gauge) on 1 July 1869 and was worked by contractors until 1 June 1874 when the Cornwall Minerals Railway took over. The CMR extended the line through to St Dennis Junction wef 1 June 1874. The through route between Burngullow and St Dennis Junction was broken when the section between Parkandillack and St Dennis Junction was closed 6 February 1962
A trip up the Parkandillack branch takes one into an almost 'lunar landscape. Views taken from the Branch Line Society Railtour.
Lanjeth Crossing
Near High St
Drinnick Mill / Nanpean Wharf
Goonvean/Restowrack
Treviscoe
Parkandillack
TRENANCE VALLEY RAILWAY
No entries as yet
PAR - NEWQUAY BRANCH
St Blazey - for the depot and Par Harbour see separate section
Approaching Par
St Blazey Signalbox interior
Interior shots of St Blazey box. They include the CCTV equipment for Middleway & St Blazey bridge CCTV crossings, the block instrument to Par & Electric Token machine for the Single line to Goonbarrow.
Middleway Level Crossing
St Blazey Bridge crossing
PONTSMILL BRANCH
Luxulyan Valley
Luxulyan
Goonbarrow Junction
GOONBARROW BRANCH
Bugle
CARBIS BRANCH
Carbis Terminus
Roche
Crossing Goss Moors and the iron bridge
Tregoss Moors Signal Box
St Dennis Junction
RETEW & MELEDOR MILL Branch
As mentioned elsewhere, through the generosity of the then Cornwall Railways Manager, Mr. Rusty Epplet, the Cornwall Railway Society was granted on various occasions permission to walk many of the Cornish branches. We had, of course, all to sign the indemnity form. But what pleasant days out we had. There were no trains on the days we walked but there was plenty to see, much of it hidden from public view.
St Columb Road
Coswarth Crossing
Coswarth tunnel
Quintrel Downs Platform
Trencreek Crossing
Newquay
St Blazey Depot & Par Harbour
Many thanks to Roger Geach who provided this comprehensive list of the motive power at St Blazey on the three open days held in 1969, 70 & 71.
3rd May 1969
1675
1023
824/831
7041
6322 /6319/6307/6308/6348
4007/4009/3517/3526
Steam 1363
Alfred from Par docks
2nd May 1970
4009/4008/4007/3526
6312/ 6323/ 6337
845/807
154
1010
7014
A three car DMU
Steam 1363
Alfred from Par docks
1st May 1971
1596/1673
1069 Western Vanguard & 1020 Western Hero
806/854/855
6330
4007/4009/
6309/6312/6319/6326/6330/6333/6338
Steam 1363
Alfred from Par docks
806 and 6330 were giving rides in the yard.
Cornwall's first Class 25, D5180, arrived at St Blazey on Friday July 30 1971. This photo was taken at the depot on Monday August 16. A Leeds Holbeck 55A shed plate is still attached to the cabside below the works plate, despite the 'Ebbw Junction' stickers on all four corners.
ST BLAZEY - FOWEY - LOSTWITHIEL
St Blazey station
Line to Fowey travelling by train including the 1173 yard Pinnock tunnel
Fowey station and area
The route Par to Fowey via the 1173 yard Pinnock tunnel.
With effect from 1 July 1968 the line was sold to English China Clays and converted for use as a haul road. Several enthusiasts excursions have taken place over the private haul road from Par Docks to Fowey Docks.
With effect from 1 July 1968 the line was sold to English China Clays and converted for use as a haul road. Several enthusiasts excursions have taken place over the private haul road from Par Docks to Fowey Docks.
Fowey Docks. The history and development of Fowey Docks is beyond the scope of this site. Recommended reading includes 'Wenford Bridge to Fowey Docks' by Middleton Press.
Carne Point - this is the boundary to which most railtours operate.
Golant Halt
Fowey branch
