Features October to December 22

Features October to December 2022

Item 2238 MILK by RAIL – PART 1 The Origins of the Lostwithiel Milk Depot Michael L. Roach

Item 2238
MILK by RAIL – PART 1
The Origins of the Lostwithiel Milk Depot
Michael L. Roach
Milk had been transported in churns since the earliest days of railways usually into the nearest town or city In the 1920s there was a step-change in the quantities being carried by the introduction of bulk milk tanks on 4-wheel chassis, soon changed to 6-wheel chassis. The tanks were glass-lined and belonged to the milk companies while the rail chassis belonged to the four mainline railway companies. London needed fresh milk in huge quantities and was the principal destination for the bulk rail tanks. In 1932 the GWR was able to boast that it was sending milk to a couple of depots in London from a large number of loading points on the GWR system at: Bason Bridge, Carmarthen, Chippenham, Frome, Hemyock, Lavingtion, Lostwithiel, Melksham, Thorney Halt, Whitland, Woooton Bassett and Yetminster. More loading points would be added later in the 1930s, including in Cornwall:- Camborne, St. Erth and Saltash. The first loading point in Cornwall was at Lostwithiel opened in 1932 by the Nestle Company an Anglo-Swiss Company founded in 1866. Later a milk processing factory was built alongside the rail loading point at Lostwithiel. At Camborne the milk factory was constructed a mile away from the rail loading siding. Sixty years later there was too much capacity in the milk industry and both Camborne and Lostwithiel plants were dismantled and sold abroad. The Lostwithiel plant went to Mexico and Camborne to Australia. Saltash had closed earlier and St Erth closed later. No milk has left Cornwall by rail since 1980 but it is believed that large quanties still travel to London by road each day. There are believed to be three large buyers of milk in Cornwall. Davidstow Creamery makes huge quantities of cheese from Cornish and Devon milk. Trewithen Dairies near Lostwithiel bottle milk and make clotted cream, butter and yoghurt; and Roddas at Scorrier are world famous for their clotted cream but also bottle milk for sale locally. The Southern Railway did not stand idly by but was also busy transporting milk by rail from loading points at Torrington, Lapford and Seaton Junction (all in Devon despite the fact that it is more than 65 miles from the first to the third) and places further east on their main line to Waterloo.
To return to 1932 when Nestle's constructed their concentration depot in the station yard at Lostwithiel; the site opened 90 years ago today on 1st October 1932. The GWR were contracted not only to transport the liquid milk to London but also to collect it from the farms and deliver it to the concentration depot, which they did by a combination of road and rail transport.. There were 600 farmers supplying their milk from Lands End to the River Tamar in churns which were collected by 24 lorry routes. The lorries were based at ten different locations in the County and many of the lorries never visited the depot at Lostwithiel but instead they took the collected churns to railway stations like Saltash, Looe and Liskeard where they were put aboard a passenger train for the journey to Lostwithiel. Just imagine how many times a churn from a farm near Looe was handled on its journey to Lostwithiel. Many farmers erected a stand or platform of timber, stone or concrete beside the road at their farm gate where they deposited the churns to be picked up later; and these platforms can still be seen beside the road in places. The use of milk churns faded away in the 1960s and 1970s in favour of bulk tanks both at the farm and on the lorry and the last churn collection was made in 1979. The use of rail transport also faded away and by the late 1970s there were only two milk trains left on the Western Region from West Cornwall and West Wales, both to London. The GWR had once been largest provider of milk trains in Britain. When the new concentration system was started in Cornwall the GWR was collecting 7000 gallons of milk a day for transport to London which filled just two 3000 gallon rail tanks. These were attached to a passenger train departing Lostwithiel at 12.57pm and/or 2.59pm. The balance of 1000 gallons was sent all the way to London in the churns. The original destination of the bulk tanks in London were the Nestle depots at Battersea and Bow. Interestingly on Sundays only the tanks went to the Nestle depot at Trowbridge which made condensed milk. Two other events occurred in the milk industry soon after the construction of Lostwithiel Depot. One was the replacement of the standard conical milk churn by a slightly smaller 10-gallon design with vertical sides; and the other was the formation of the Milk Marketing Board in 1934. The Board successfully carried out its mission until 1994 when it was abolished because it did not accord with Thatcherite principals. The unintended consequence of the abolition of the MMB was that the balance of power in the milk industry shifted from the producers to the supermarkets.

MLR / 29 September 2022

Many thanks Mike.

Item 2239
The Budleigh Branch then and now - a detailed survey with over 150 pictures

The "Belle," a stone corpse, the Otter, Ken Norman, the "million brick bridge" and terraced houses feature in this account of my recent ramble, taking in another lost East Devon branch.

https://www.teignrail.co.uk/scouting/75-tipton-st-johns-to-exmouth/

Cheers,Colin.

Click above and spent a few hours exploring the branch as Colin did. Your devotion to railways and associated histories is very much appreciated

Item 2240
Anything that moves goes - 9th October 2022
Bodmin and Wenford -
Jon Hird and Roger Winnen

Both John and Roger were busy capturing the scene at Bodmin on Sunday 9th October 2022.

50042 Triumph arrives at Bodmin Parkway on the 10:30 from Bodmin General Copyright Jon Hird

50042 running around its train at Bodmin Parkway. Copyright Jon Hird

50042 Powering through Coleslogget on the 11.00 Bodmin Parkway to Bodmin General. Copyright Jon Hird

221009aa The 11.25 Bodmin General departs for Boscarne Junction behind 2766 Austerity Saddle Tank of 1944 which was built for the war effort. Copyright Roger Winnen

221009b Working hard up the grade returning from Boscarne. Copyright Roger Winnen

08359 passing Quarry Curve with Bodmin Beacon in the background with the 11:35 clays to Bodmin Parkway. Copyright Jon Hird

Round Quarry curve heading for Coleslogget. Copyright Jon Hird

7 Coleslogget with the 11.35 Clays to Bodmin Parkway. Copyright Jon Hird

8 08359 runs downhill viewed from the overbridge at Coleslogget. Copyright Jon Hird

9 08359 at Charlies Gate with the 11.35 clays to Bodmin Parkway. Copyright Jon Hird

221009c 08359 has been visiting the Bodmin & Wenford since March so that the B&W shunters can undergo an overhaul in the workshops. The clay hoods and a guards van approaches Bodmin General Copyright Roger Winnen

221009d 50042 Triumph takes over the clay for a run down to Boscarne, 11 people were permitted in the Guards Van. Copyright Roger Winnen

10 50042 with the clay arriving at Boscarne Junction. Copyright John Hird

11 Arrival at Boscarne Junction with his son watching the activity. Copyright Jon Hird

12 Arrival at Boscarne Junction with his son watching the activity. Copyright Jon Hird

13 Departure from Boscarne Junction of the clay. Copyright Jon Hird

14 50042 at Crabtree Lane on the 13.35 to Boscarne Junction. Copyright Jon Hird

15 50042 returns from Boscarne Junction with the 13.48 to Bodmin General. Copyright Jon Hird

16 50042 heads for Bodmin General. Copyright Jon Hird

221009e 50042 Triumph arrives back at General seen passing the Signal Box, the 08 and 37142 in the workshops under repairs. Copyright Roger Winnen

221009g The clay at the platform of Bodmin General with three clay goods and a guards van. Copyright Roger Winnen

17-47306 The Sapper arrives at Bodmin Parkway on the 14.35 service from Bodmin General. Copyright Jon Hird

18 Running around at Bodmin Parkway. Copyright Jon Hird

221009f Driver Dave Pond in charge of 47306 The Sapper at Bodmin Parkway. Copyright Roger Winnen

221009h The late afternoon sun came out just as the train came around the bend into Parkway. Copyright Roger Winnen

221009i Home again as I await the next Castle Class HST to Penzance. A very nice day indeed. Many Thanks Roger Winnen

Many thanks to Jon and Roger - a busy day.

Item 2241

A Minibus Tour to the Tamar Valley and the Heathfield Branch Saturday 4th September 1976

760904a What remains of Callington Station is now obliterated as an industrial estate is been created. Copyright Roger Winnen

760904a The remains of Luckett Station. Copyright Roger Winnen

760904c Chilsworthy Station. Copyright Roger Winnen

760904d Chilsworthy Station. Copyright Roger Winnen

760904e Gunnislake Old Station with Keith Jenkin and Richard Angove. Copyright Roger Winnen

760904f Gunnislake Old Station. Copyright Roger Winnen

760904g Morwellham. Copyright Roger Winnen

760904h Morwellham. Copyright Roger Winnen

760904i Morwellham. Copyright Roger Winnen

760904j Morwellham. Copyright Roger Winnen

760904k Morwellham. Copyright Roger Winnen

760904l Morwellham. Copyright Roger Winnen

760904m Morewellham. Copyright Roger Winnen

760904n Shillamill Tunnel near Tavistock. Copyright Roger Winnen

760904o Shillamill Tunnel near Tavistock. Copyright Roger Winnen

760904aa Brentor Station. Copyright Roger Winnen

760904p Haytor Tramway. Copyright Roger Winnen

760904q Haytor Tramway. Copyright Roger Winnen

760904r Haytor Tramway. Copyright Roger Winnen

760904s Haytor Tramway. Copyright Roger Winnen

760904t Haytor Tramway. Copyright Roger Winnen.

760904u Mortonhampstead Station. Copyright Roger Winnen

760904uu Mortonhampstead Station. Copyright Roger Winnen

760904v Bovey Tracey Station. Copyright Roger Winnen

760904x Bovey Tracey Station. Copyright Roger Winnen

760904y Bovey Tracey Station. Copyright Roger Winnen

760904z Bovey Tracey Station. Copyright Roger Winnen

760904w Heathfield Station. Copyright Roger Winnen

760904zb Heathfield Station. Copyright Roger Winnen

760904zc The Junction at Heathfield. Copyright Roger Winnen

760904zd Heathfield Station. Copyright Roger Winnen

760904ze Heathfield Station with Keith Jenkin Kevin Jenkin son and Gordon Dobbs.. Copyright Roger Winnen

760904zf Heathfield Station with Maurice Blair in the station doorway. Copyright Roger Winnen

760904zg Teigngrace. Copyright Roger Winnen

760904zi Treigngrace. Copyright Roger Winnen

Item 2242 The Dean Forest Railway 12th October 2022.
A report by Andrew and Diane Jones.

Diane and I embarked on our epic EV trip (electric vehicle) last Tuesday, noting that the Dean Forest Railway operates on a Wednesday, Saturday and Sunday during October.
We visited the magnificently restored Tintern station on the closed Wye Valley Railway (unfortunately outside the CRS boundary}and adjourned to our accommodation at St Arvans near Chepstow.
Wednesday morning was bright, but chilly, ideal conditions for our visit to Dean Forest Railway.
First train out departed at 11.15 from Norchard Low Level, which is the best place to park if you are not arriving by train on the BR network at Lydney.
Norchard Station was once the site of a power station served by adjacent mines which suffered from ground water problems leading to its closure in 1961.
The Railways main operating base is situated here with plenty to see and superb facilities including a cafe and toilets.
All the staff are extremely friendly and you certainly feel valued as a customer.
I have attached photographs of our trip.
It seems we had arrived at a very busy time with a school trip so I had a chat with the guard who suggested we ride in the observation saloon for a small supplement which he said we would not regret!
Ex GWR small praire 5541 backed on and we headed for Lydney via three level crossings which must be very difficult to operate during the busy summer months.
5541 ran round at Lydney junction now attached to the inspection saloon and departed at 11.44,

a Dean Forest Railway Norchard Low Station 5541 about to attach to the 11.15 12th October 2022 Copyright Andrew and Diane Jones.

b Dean Forest Railway 5541 backing on to first train of the day Norchard Lower level Station 12th October 2022. Copyright Andrew and Diane Jones

c Dean Forest Railway leaving Norchard Lower level viewed from the inspection salon 12th October 2022. Copyright Andrew and Diane Jones

d Dean Forest Railway Brakes released awaiting departure Lydney 12th October 2022 . Copyright Andrew and Diane Jones

e Dean Forest Railway all the ingredients that provide the magic of nostalgia Parkend Station 12th October 2022. Copyright Andrew and Diane Jones

f Dean Forest Railway a quick chat to the signal man waiting to run round at Parkend Station 12th October 2022. Copyright Andrew and Diane Jones

g Dean Forest Railway collecting the token at Parkend Station 12th October 2022. Copyright Andrew and Diane Jones

h Dean Forest Railway our inspection saloon for the trip a bargain at a fiver supplement 12th October 2022. Copyright Andrew and Diane Jones

i Dean Forest Railway view from the inspection saloon Parkend Station well worth every penny 12th October 2022. Copyright Andrew and Diane Jones

j Dean Forest Railway approaching Norchard High Level Station 12th October 2022. Copyright Andrew and Diane Jones

Many thanks indeed Andrew and Diane - glad you obviously had a good time courtesy of the DFR.

item 2243

Okehampton to Barnstaple
Andrew Jones retraces old steps.

My oldest Daughter Amber and I embarked on a trip, common in the 50’s but rare these days. (interconnecting branch lines)
Once North Cornwall and North Devon had a multitude of lines and junctions enabling passengers to sample the delights of sea side towns like Ilfracombe, Padstow and beyond. This often required changing trains on branch line connections well away from the mainline, something almost lost on todays modern network. Thankfully with the re opening of the Okehampton line we can now experience all this again.
We purchased our tickets at Okehampton, a little bit of Southern Railway time warp, with its bright new cafe carefully retaining the original booking office windows behind a glass protective screen, for our 2 hour journey to Barnstaple changing at Crediton, all for the princely sum of £13.90 return for the 2 of us.
We were swept back in time leaving Okehampton dreaming of the ‘Atlantic Coast Express’ only today in our 2 car class 150 dmu departing at 09.25 and arriving at Crediton 09.48.
With a short while to wait for our connection to Barnstaple, we explored the recent restoration and admired what is said to be the oldest surviving station in the Westcountry. Now repainted in LSWR colours in use around 1900, the main building 1847 pre dates the waiting shelters and the LSWR type 1 signal box built in 1875 is possibly the oldest still working on the entire BR network.
Crediton was opened in 1851 after a short dispute over track gauge, by the Exeter and Crediton Railway. The line on to Barnstaple was opened in 1854 by the Bristol and Exeter railway. The LSWR was a major shareholder in both companies and on completion of the line to Okehampton in 1865 , LSWR trains ran through Crediton.
At 10.31 we boarded our comfortable 3 car class 158 dmu for the 55 min journey to Barnstaple.
The railway follows the River Taw for much of the way and although heavily wooded, glimpses of the surrounding countryside abound.
All went well until Eggesford when there was difficulty with adhesion accompanied with considerable slipping, the driver gradually regained control and our 3 car set continued without a reoccurrence. I know leaves on the track can be a problem on this line but was surprised so early in the season to encounter issues, as most of the leaves haven’t dropped!
We arrived at Barnstaple a little after booked time at 11.30 and noted that there was a real possibility of a bus replacement on our return due to the earlier issue.
Barnstaple station is in good condition, but unfortunately not as I remember, with just a single track, no run round and of course nothing left to indicate the existence of the Torrington or Ilfracombe lines.
The junction engine shed here once boasted 44 drivers and fireman forming a hub serving the outlying areas, including the GWR Taunton line at Barnstaple Victoria Road.
We walked into town over the river bridge and I explained to Amber the layout of the adjacent curved railway bridge but again very little remains of this once popular holiday route at this site.
I also explained the possibility of re opening the Lynton and Barnstaple line, although many years away and possibly not in my lifetime, which terminated at Braunton Road exchange siding adjacent Barnstaple Town Station.
During lunch I checked if our return journey was still running and with much relief found that the 14.35 was indeed on schedule.
We departed on time from Barnstaple, (a gentleman asked me if he was on the right platform to which I answered that there was only one ),arriving in Crediton at 15.35 we had a 14 minute wait for our connection to Okehampton departing at 15.49 and arriving 16.15 at our destination.
Thus ending an enjoyable day reliving a trip on the ‘withered arm’ (a little less withered), with hope for the future, our trains were very well loaded, with standing room only on the last leg.
The authorities should be congratulated, delivering a much needed service and revitalising Okehampton an important lesson to government of the need for reinstatement to Tavistock and Plymouth.
I had the impression from the guard when inspecting my ticket that our journey was quite unusual and I suppose 2 hours for approx 40 miles does seem rather slow, it would certainly be quicker by car or bus, but what a way to travel, I know what I prefer… next stop Halwill Junction!!
Very best wishes Andrew and Diane and Amber

a) Barnstaple ticket £6.95 for 4 hours travel, a bargain. Copyright Andrew Jones

b) Okehampton Station 09.25 to Crediton and Exeter 25th October 2022. Copyright Andrew Jones.

c) Okehampton 25th October 2022. Copyright Andrew Jones

d) Okehampton new cafe 25th October 2022. Copyright Andrew Jones.

e) Crediton 10.31 connection for Barnstaple 25 October 2022. Copyright Andrew Jones.

f) Crediton Box showing crossovers 25 October 2022. Copyright Andrew Jones.

g) Crediton station. 25 October 2022. Copyright Andrew Jones.

h) Crediton LSWR signage still in use 25th October 2022. Copyright Andrew Jones

h) Crediton LSWR signage still in use 25 October 2022. Copyright Andrew Jones

j) Barnstaple a shadow of its former self 25th October 2022. Copyright Andrew Jones.

k) Barnstaple as I remember in the 80's Copyright Andrew and Diane Jones.

l) Crediton to Exeter 15.25 waiting crossover 15.31 Crediton to Barnstaple 25th October 2022. Copyright Andrew Jones.

Many thanks indeed Andrew for your extensive coverage of a good day out.

Item 2244

Pentewan Railway
(New Findings)
Michael Bussell

A Visit to Pentewan in April 1965
Michael Bussell

During a family spring holiday in 1965 I was able to visit Pentewan on a bright dry Saturday morning and take these photographs. I had first learned of the original St Austell & Pentewan Railway a few years earlier from a brief entry in Mineral Railways by R W Kidner, one of the slim Light Railways Handbook series published by the Oakwood Press. The appearance of the first edition of The Pentewan Railway 1829-1918 by M J T Lewis further stimulated my interest; this was, for its time, a pioneering study of a small narrow-gauge line, built primarily to transport china clay from the hinterland to be shipped from the small harbour at Pentewan. This had ceased operations in 1918, but the book noted that industrial activity and rail working continued in a modest way at Pentewan. (Both lines were of 2 feet 6 inches gauge). My visit in April was, I subsequently discovered, just two months after the sand and concrete block-making works with its railway had in its turn closed down.
Once back home, I wrote up my visit, and filed my notes and photos as I started a working life as a structural engineer. A mere 34 years later(!) I tidied up my notes and submitted a text and photos to Railway Bylines, which published my ‘Pentewan’s Other Tramway’ piece in its October 1999 issue. And a mere 23 further years later I have now passed my negatives (original and scanned images) to the care of the Cornwall Railway Society.
More comprehensive information on both the original St Austell & Pentewan Railway and its successor at Pentewan has been published in recent years. A well-illustrated article on the original railway by local historian Robert E Evans appeared in Railway Archive issue 29, December 2010, which included a full-page reproduction of the Pentewan Harbour area from the 25 inch 1907 edition OS map. This was followed in Archive issue 74, June 2012, by an equally well-illustrated account of the Pentewan Sand and Block Works by the same author. Most recently, the third and much enlarged edition of The Pentewan Railway was published by the Twelveheads Press in 2018, with Michael Messenger providing additional material to that of the original author M J T Lewis.
My interest in railways has always been more in their buildings and civil engineering rather than locomotives and rolling stock, so I should perhaps explain that I did not investigate or photograph the nondescript shed which, at the time of my visit, still housed three small diesel locos – which others than I would undoubtedly have found of more interest! (I understood that although one was later scrapped in situ, the other two survived into preservation, one at the Wheal Martyn China Clay Museum and one privately.)
For those unfamiliar with the geography of Pentewan, it may be helpful to note that the St Austell River runs roughly north-west to south-east, discharging into Mevagissey Bay. The man-made Harbour is to the north of this, with a basin extended further north from the channel. The quays on the west, north, and east sides of this basin all previously held waterside sidings of the St Austell & Pentewan Railway, which entered Pentewan paralleling the course of the St Austell River on its north side, and terminated on the south quay.
The formation of the Harbour meant that the land between it and the St Austell River had become what was in effect a peninsula. This offered a south quay to the basin, and was wider at its seaward end, where beach sand deposits were extracted for dispatch inland by rail, and subsequently for use by the adjacent sand and concrete block works located westwards along the ‘peninsula’ and a little further inland. The sand here actually included gravel, which meant that – suitably graded and mixed – both sand and gravel could form the aggregate. This, when mixed with cement and water and placed in moulds, would harden as the cement set, to form concrete blocks for use in building.
The St Austell & Pentewan Railway ran onto this south quay, with an elevated timber trestle viaduct built along the waterside, and originally three timber chutes from which wagons loaded with china clay could be discharged from the viaduct into shipping moored alongside. The later tramway associated with the sand and concrete works made use of this viaduct; at some time much of its timber had been encased with concrete, presumably as a result of timber decay.
Further sand supplies were extracted from the dunes south of the St Austell River. To facilitate this, the works railway added a line that ran from the peninsula across the St Austell River to these dunes, where it branched into several sidings (largely buried under drifting sand at the time of my visit).

1 The approach to the works from the north-west, with Pentewan village behind the camera. Sheds and sand storage hopper are in the distance. April 1965. Copyright Michael Bussell.

2 The road entrance to the works from the north-west, with weighbridge and adjacent weigh-house. The building is not shown on the 1907 OS map and is therefore unlikely to be an original Pentewan Railway structure, particularly as the road weigh-bridge is on the line of the original railway track leading to St Austell. Beyond is the south quay of the basin, on which some at least of the sheds visible may well be from the earlier railway. April 1965. Copyright Michael Bussell.

3 View from the north quay. Across the basin on the south quay is the sand and block works, with to its right the concrete-encased timber trestle viaduct along the quay wall. Cement for the works came in by ship, and was stored in one or both of the buildings on the east quay buildings, to the left, which show evidence of having been altered by the insertion of wide ground floor doors for this storage. April 1965. Copyright Michael Bussell.

4 View along the east quay and towards the viaduct and the sole survivor of what were once three timber chutes used to load sand (and, earlier, china clay) into the small ships that once came into the harbour. April 1965. Copyright Michael Bussell.

5 A point on the disused track looking north-west towards the weigh-house in the distance, with the basin and trestle viaduct on the right. April 1965. Copyright Michael Bussell.

6 Looking south-east from the viaduct through the loading chute, with the harbour dock gate on the left and beyond that the channel leading out to Mevagissey Bay. The shed in the middle distance once housed works locomotives. To the right a tipper wagon stands on the track. April 1965. Copyright Michael Bussell.

7 A closer look at the timbering of the loading chute on the south quay. April 1965. Copyright Michael Bussell.

8 A point on the disused track looking north-west towards the weigh-house in the distance, with the basin and trestle viaduct on the right. April 1965. Copyright Michael Bussell.

9 The railway bridge built to carry sand excavated from the dunes south of the works across the St Austell River, also known as the White River because of the colour of the slurry that was washed down from upstream china clay working. This bridge was built just after World War II, of simple construction with two steel I-beams under the rail tracks and a deck of close-laid baulks of timber (possibly old railway sleepers), which also served as a footway. A gate, partly visible on the left, could be closed across the bridge. April 1965. Copyright Michael Bussell.

10 Sheds on the south quay, looking south-east, with the sand plant beyond. The track in the foreground is largely obscured by mud. The sheds walls are of concrete blocks, probably made on site. April 1965. Copyright Michael Bussell.

11 Looking north-west along the roadway on the south side of the basin towards sheds at the north-west end of the works. April 1965. Copyright Michael Bussell.

12 A raised loading platform and shed on the south side of the works roadway along the south quay. April 1965. Copyright Michael Bussell.

13 A view west along the north quay towards the north-east corner of the basin. The St Austell & Pentewan Railway had tracks alongside the quays on all four sides of the basin, but the later sand and block works confined its activities and its trackwork to the south quay. April 1965. Copyright Michael Bussell. Picture

14 Buildings at the southern end of the eastern quay, which, as evidenced by old photographs of the harbour, and apart perhaps from the insertion of wider loading doors at ground floor in two buildings here for cement storage, appeared in 1965 to have changed little over the preceding century, like their neighbours on the western and northern quay. April 1965. Copyright Michael Bussell.

15 Side view of a disused Robert Hudson tipper wagon on the south quay, with distinctive seven ‘curly-spoke’ wheels. April 1965. Copyright Michael Bussell.

16 End view of a tipper wagon. The centre coupling is of a type different from the more usual ‘chopper’ coupling used on many narrow-gauge railways. Clearly visible is the central pivot at one end; these pivots allow the tipper wagon body to be swung sideways to discharge its contents. Another tipper wagon is visible to the right, close to the loading chute on the trestle viaduct. Just visible behind the nearer wagon are brick walls enclosing a narrow channel that links the harbour basin to the St Austell River, crossed by the rail tracks on short-span bridges of timber beams and decking. April 1965. Copyright Michael Bussell.

Many thanks indeed to Michael Bussell who has honoured us with his article and pictures taken in 1965. Also thanks to Mick House who has been in contact with Michael over the inclusion of this item on our website.

Item 2245

Pembroke Coast Express - 1960
A memorable day out Michael L. Roach

Mention of the Pembroke Coast Express a couple of times recently made me dig out my records of my one-and-only trip on this named train and it was a really memorable trip engrained in the memory for ever more. My introduction to the South Wales Main Line was on Saturday 27 August 1960 soon after moving to Cardiff earlier that month. I made a day trip to Swansea in the company of a friend who joined me at Bridgend Station, It was a day of mist, drizzle and persistent light rain. We arrived at Swansea High Street (mileage 216m 08c) at 1.30pm on the 8.55am from Paddington to Pembroke Dock and Neyland, hauled by 5004 “Llanstephan Castle” of Landore Shed with 13 coaches in tow. The train had been banked from Neath General Station to Skewen East Box by a pannier tank in the 8400 series. We did not go far from the station because of the dreadful weather. The chosen train back to Cardiff was the 3.45pm which had started its run at Pembroke Dock at 1.05pm and was The Pembroke Coast Express. The train was nominally non-stop to Cardiff in 70 minutes so my friend chose a different train and missed what was to follow. The PCE was hauled by Britannia 70016 “Ariel” of Canton Shed and of Laira Shed earlier in the 1950s. The train crawled out of Swansea High Street at 3.50pm and was obviously in great difficulties getting a grip on the greasy rails in the drizzle which had turned heavier. The train continued like this for seven minutes before the driver gave up the struggle and stopped at Hafod Junction distant signal to await help. This came in the shape of rear-nend assistance from a pannier tank and after just over six minutes we were off again with the help continuing for just under five minutes with the banker dropping off at Landore Station (mileage 214m 63c). We only travelled a couple of miles before slipping to a halt again on a rising gradient of 1 in 91 at milepost 212. The guard and fireman walked off to get help which took a lot longer to arrive this time in fact just over 32 minutes and was again rear-end assistance which helped the train to start easily and the banker soon dropped off. After two episodes like this the driver was taking no chances and the train stopped at Port Talbot Station to attach pannier tank 9736 in front of the Britannia. 9736 spent the whole of its BR career from 1948 until withdrawn in June 1961 at Duffryn Yard Shed. There was a five minute signal stop at Margam and then the duo attacked Stormy Down bank but the time taken would suggest that speed was not very high – 20 mins to cover the 6 miles to Stormy Down Box where the pannier tank came off leaving the Britannia to soldier on alone. There was one more summit to surmount at Llanharan but the gradients were more gentle and the last 24½ miles from Stormy Down to Cardiff General were reeled off in 34 minutes at an average speed of 43 mph. The train arrived at Cardiff at 6.21pm and had taken 151 minutes to cover the 46 miles from Swansea instead of the 70 minutes allowed.
MLR / 17 October 2022

4098 “Kidwelly Castle” of Old Oak Common Shed passes through Peterston Station with nine coaches on the 11.55am Pembroke Dock to Paddington on Sunday 2 September 1962. Diselisation of the trains to London had commenced three months earlier and 4098 would be stored the same month and would never work again although not formally withdrawn for another 15 months. At the time Peterston Station had just one passenger train each way; eastbound at 8.19am and westbound at 5.40pm. 2nd September 1962. Copyright Michael L. Roach 3407 A Western Region pamphlet of 1960. It can be seen that the Region had no less than 18 named trains at the time.

From the Michael L. Roach collection.

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Item 2246

Saturday 9th September 2000
Cornwall Railway Society Mini Bus Tour of Crediton-
Boat Trip on the Exeter Canal-Cockwood Harbour-Okehampton Shuttle to Meldon-Tavistock and Calstock Roger Winnen

Itinerary
Connecting Rail Service
Penzance 07.21 Camborne 07.42 Redruth 07.49 Truro 08.01
Mini Bus Truro Station    08.05
St Austell Penwinnick Road 08.30
Penwithick                          08.40
Bodmin                               08.50
Launceston                         09.15
Sourton (Toilets)                 09.35/09.45
Crediton Station                 10.20/10.35
Cowley Bridge                    10.50/11.10
St David's Station (Toilets)
Double Locks 11.45
Boat departs on the canal 12.00
Turf Lock Hotel                  12.45/13.00
Arrive back                        13.45/13.55
Starcross Toilets                14.15/14.25
Cockwood Harbour            14.30/15.00
Okehampton Station          15.45
Train to Meldon                 16.00 arr 1615
Train to Okehampton        16.40 arr 16.55
Dep Okehampton Station 17.10
Walk Tavistock Viaduct     17.45/18.10
Calstock Quay                   18.30/18.50
Gunnislake                        19.00
Bodmin                              19.50
Penwithick                         20.05
St Austell                         20.15
Truro Station                     20.40
Rail Connections at         20.41 or 21.16 to Penzance

Thanks to our Mini Bus Drivers

Tony Wright & Keith Lloyd

000909a The ECS Royal Mail working from Penzance to St Blazey enters Truro at 08.00hrs. Copyright Roger Winnen edits

000909c Crediton Station at 10.20 Copyright Roger Winnen

000909e Renovation work on the Station Buildings at Crediton. Copyright Roger Winnen

000909f 150251 on a Barnstaple working at Crediton. Copyright Roger Winnen

000909g The driver collects the token from the Crediton Signalman. Copyright Roger Winnen

000909h The 150 units departs for Barnstaple. Copyright Roger Winnen

000909i A Cross Country service passes the Cowley Bridge Inn on the approaches to Exeter St David's Station. Copyright Roger Winnen

000909j Two Class 153s and a Class 150 passes Cowley Bridge Junction on route to Taunton & Bristol. Copyright Roger Winnen

000909k Exeter Canal Lift up Bridges. Copyright Roger Winen

000909l The White Heather arrives where the old Exeter Bypass crosses the Canal. Copyright Roger Winnen edit

000909ll-exeter-canal-crs-party-boarding-the-white-heather-for-a-trip-down-the-canal-sept-00-coyyright-tony-wright_orig

000909n The Cornwall Railway Society Left to Right Andrew Alway Tony Wright Mike Hitchens John Quick Peter Bragg ? Martin Duff Keith Lloyd Nigel Tamblyn Tony Brokenshire Peter Butt John Gallagher Tony Goulding Ken Gent Jim Green

000909o Cruising the Exeter Canal to the Turf Lock Hotel. Copyright Roger Winnen

000909p Our Crew aboard the White Heather. Copyright Roger Winnen

000909q Our Crew aboard the White Heather. Above is the start of the M5 Motorway Copyright Roger Winnen

000909r A First Great Western service skirts the estuary. Copyright Roger Winnen

000909s Crossing under a bridge which leads to a Topsham Ferry Copyright Roger Winnen

000909t The bridge in the background leads to the ferry for Topsham. Copyright Roger Winnen

000909l The White Heather on the Canal. Copyright Roger Winnen edit

000909v Entering Turf Lock. Copyright Roger Winnen

000909w A tanker train passes us by as we arrive a Turf Lock. Copyright Roger Winnen

000909x Arrival at the Turf Lock. Copyright Roger Winnen

000909y The Turf Lock. Copyright Roger Winnen

000909z The Turf Lock. Copyright Roger Winnen

000909za The Turf Lock. Copyright Roger Winnen

000909za A Virgin Cross Country Train heads west. Copyright Roger Winnen

000909zc A Great Western servive to Penzance with two motorail vechicles at the front of the train. Copyright Roger Winnen

000909zd A Fragonset Livery Class 47 with a Virgin Cross Country service heeads for Exeter and the North of England. Copyright Roger Winnen

000909ze Turf Down Locks from the seaward side. Copyright Roger Winnen

000909zf Fragonset Livery Class 47 heads for Exeter etc. Copyright Roger Winnen

000909zg South West Trains Class 159 skirts the canal. Copyright Roger Winnen

000909zi Turf Lock. Copyright Roger Winnen

000909zj Take off.

000909zk Arrival back a the Canal Lift Bridges. Copyright Roger Winnen

000909zl Our Mini Bus at Cockwood Harbour as a Virgin Cross Country HST heads west Copyright Roger Winnen

000909zm The Virgin HST heads for Newton Abbot etc. Copyright Roger Winnen

000909zn A Class 159 at Cockwood Harbour. Copyright Roger Winnen

000909zo A Fragonst Class 47 together with a DVT passes through Starcross. Copyright Roger Winnen

000909zp A Class 08 on the Meldon Quarry shuttle at Okehampton. Copyright Roger Winnen

000909zq A former Southern Region Electric unit at Okehampton with the Class 08 at the rear. Copyright Roger Winnen

000909zr Meldon Quarry. Copyright Roger Winnen

000909zs Meldon Quarry. Copyright Roger Winnen

000909zt Meldon Quarry. Copyright Roger Winnen

000909zu Southern Region coaches at Meldon. Copyright Roger Winnen

000909zv Meldon and Dartmoor. Copyright Roger Winnen

000909zw Awaiting departure from Meldon to Okehampton. Copyright Roger Winnen

000909zx Awaiting departure from Meldon to Okehampton. Copyright Roger Winnen

000909zy Meldon Quarry Station.Copyright Roger Winnen

000909zz The 08 waits departure from Meldon Quarry Station.Copyright Roger Winnen

000909zza Okehampton Station.Copyright Roger Winnen

000909zzb Okehampton Station.Copyright Roger Winnen

000909zzc Tavistock Viaduct. Copyright Roger Winnen

000909zzd Tavistock Viaduct. Copyright Roger Winnen

000909zze Tavistock North Station. Copyright Roger Winnen

000909zzf Tavistock North Station. Copyright Roger Winnen

000909zzg Gunnislake Viaduct. Copyright Roger Winnen

000909zzh Gunnislake Viaduct. Copyright Roger Winnen

000909zzi Gunnislake Viaduct. Copyright Roger Winnen

000909zzj Gunnislake Viaduct. Copyright Roger Winnen

Item 2247

Three Crows - not the feathered type
a most interesting article by
Ken Mumford
a very regular contributor to our website.

Front cover - page one

With a very sincere Thank You to Ken who I know has spent many pleasureable but long hours putting together this detailed account of younger days.
Please note that Kens article has been prepared as a booklet and in assembling it as a feature has resulted in slight differences in font size etc.

Item 2248

The END of 1962
Tavistock / Launceston Branch closure
By Michael L. Roach

THE END of 1962 – PART 1
Introduction
In this series we will be recalling the second half of December 1962, the start of “The Big Freeze” and the end of the Western Region's Launceston Branch as recorded through the logs of my rail journeys and through the lens of my camera. The short and dull days meant that most photos were taken between 11.00am and around 3.30-3.40pm. The last photos of the day were often taken at a thirtieth of a second at f2.8 It was a time of great change on the railways of Britain as steam was replaced by diesel and electric haulage. The first diesels had arrived at Laira Shed in 1958 and after 4½ years there was stilll a selection of steam locos arriving at Plymouth each day and needing servicing before being dispatched on their return journey; but not for much longer. At the end of December the 34-mile branch to Tavistock and Launceston was due to close to passengers and it needed 7 locos Monday to Friday to operate the train service. 1963 would see far fewer steam locos arriving at Plymouth but they still kept coming to Plymouth and Laira Shed from Exeter, via Okehampton, up until the first weekend in September 1964. Even after that date they arrived twice a day from Okehampton for another four months but not needing servicing.
No history of this time would be complete without mentioning the weather which dominated the news for months on end. There was a short cold spell on 12-13 December and then on 22 December1962 the low temperatures returned and this time they stayed for week after week. We had no idea at the time that this was the start of “The Big Freeze,” a cold spell that would last 12 weeks. There was a frost, lying snow and treacherous ice almost every morning. The main roads were kept clear but as the Council cleared the footways more snow fell and the Council had to start all over again. The snow became frozen and dangerous with deep drifrts in places. It was the longest and worst cold spell for 250 to 300 years. It is worth looking at what Wikipedia has to say about The Big Freeze.
In this first part we feature some typical photos of the locations which will be seen over the coming days.
MLR / 02 December 2022

5859 6430 is seen north of Marsh Mills with an ECS train heading to Tavistock where it will return with the 12.40pm Tavistock to Plymouth auto on 22 December 1962 which was the first day of the start of a long cold spell lasting 12 weeks. 22nd December 1962. Copyright Michael L. Roach.

5880 Boxing Day 1962, inside Laira roundhouse with 5568, 4658 and 4701 of Old Oak Common. 26th December 1962. Copyright Michael L. Roach.

5883 4574 takes water at Launceston at 8.53am on 27 December 1962 having just arrived with the 7.10am from Plymouth. Copyright Michael L. Roach.

Many thanks Mike - watch out for part 2.

THE END of 1962 – PART 2
Marsh Mills Station
On the afternoon of Saturday 15 December 1962 I went to Marsh Mills station to take a couple of photos and see two trains go through. First to appear was small prairie 5568 with two coaches on the 12.40pm SO Launceston to Plymouth. This Saturday extra broke up the long gap on weekdays between the second train of the day (at 10.15am) and the third train (at 5.40pm). I recorded that it was a wet dreary day and the resultant photo of 5568 is not worth showing. Next train to appear was the 2.10pm Plymouth to Tavistock South auto hauled by pannier 6430. From Marsh Mills Station I moved on to Bickleigh Station which was four miles away by rail but further by road.
MLR / 03 December 2022

5850 Marsh Mills 15th December 1962. Copyright Michael L Roach

5852 The 2.10pm Plymouth to Tavistock South with 6430 hauling two auto coaches. 15th December 1962. Copyright Michael L Roach.

THE END of 1962 – PART 3
Bickleigh Station
After visiting Marsh Mills Station on the afternoon of Saturday 15 December 1962 I moved on to Bickleigh Station which was the next staffed station down the line to Tavisock and Launceston. There was no sun, but if there had been sunset would have been around 4,13pm. I saw one train pass through, the 3.05pm Plymouth to Launceston which was scheduled to stop here from 3.24 to 3.27 although nothing passed the other way. The train was hauled by the now preserved 4555. The loco had arrived at Laira Shed on 19 May 1962 and was withdrawn from Laira on 2 December 1963 and sold for preservation on 19 May 1964 – the formal date of exchange of ownership because 4555 actually worked the last passenger train out of Brecon, a railtour, on 2 May 1962 double heading with pannier tank 3690.
I took five photos at a very dull Bickleigh Station in five minutes all at a shutter opening of f2.8 and the three included here were all taken at a shutter speed of one thirtieth of a second
MLR / 03 December 2022

5854 4555 stands at Bickleigh with the 3.05pm Plymouth to Launceston which arrived 3L that day just two weeks before the train would run for the last time. 15th December 1962. Copyright Michael L. Roach.

5855 Looking south at Bickleigh towards Plymouth. Note the wide gap between the tracks a legacy of the line's broad gauge origins. 15th December 1962. Copyright Michael L. Roach.

5856 The up platform showing the 1923 signal box. There was a disused signal box directly opposite used as a goods shed, but it was not the previous box but the one before that. 15th DEcember 1962. Copyright Michael L. Roach.

THE END of 1962 – PART 4
Hillsides of the Plym Valley
As the last weeks of the Plymouth to Tavistock and Launceston passenger train service went by I was constantly thinking of the locations that still needed to be visited and photographed again, or indeed for the first time in some cases. All the photos attached were taken on the afternoon of Saturday 22 December 1962 when there was just one week left before the “last day.” It was pure chance, and not by design, that 60 years later they can all be put under the heading of hillsides. The railway followed the Plym Valley from Marsh Mills to Shaugh Bridge where the river turned eastwards up on to the high moor and its source on Dartmoor. The railway then followed a tributary of the Plym from Shaugh Bridge to Yelverton. As the line progressed northwards up the two valleys it was climbing higher and higher above the rivers on a more or less continuous gradient all the way from Tavistock Junction to Yelverton (7½ miles). The date of 22 December was significant as it was the very first day of a continuous cold spell that came to be known as “The Big Freeze” of the 1962 - 63 winter. One result of the cold is that the locomotive's exhaust steam hangs in the air for some time to often dramatic effect. I only took three photos that afternoon, and they are all here. All three were taken at 1/125 of a second but as the afternoon wore on and the weather detiorated the shutter opening went from f11 to f7 and finally f2.8
MLR / 04 December 2022

5860 The 12.40pm SO Launceston to Plymouth has just departed Plym Bridge Platform and is about to cross the former Lee Moor Tramway as it heads for Marsh Mills and Plymouth on 22 December 1962. The River Plym runs between the two lines of trees. Copyight Michael L. Roach

5861 6430 with two auto coaches is seen soon after departing Shaugh Bridge Halt (bottom right) and approaching Shaugh Tunnel. The tunnel mouth is just to the right of the loco's exhaust. Copyright Michael L. Roach

5862 4555 is seen on a ledge cut into the hillside at the end of the first curve north of Clearbrook Halt. The time is 3.38pm and just 35 minutes before theoretical sunset. Copyright Michael L. Roach.

THE END of 1962 – PART 5
Castles on Laira Shed
As 1962 wore on fewer and fewer steam locomotives arrived at Plymouth but there was probably a bit of a resurgence of steam arrivals in the days leading up to Christmas with extra passenger and parcels trains. I visited Laira Shed to see what was on offer at mid-day on Sunday 23 December 1962 and it was almost like the old days with a long line of locos on the coaling line waiting to be serviced and an express passenger 4-6-0 receiving attention under the crane, which was not common as it was mostly tank engines that were repaired under the crane.
MLR / 05 December 2022

5863 7032 Denbigh Castle of Old Oak Common Shed is seen under the crane at Laira Shed at mid-day on 23rd December 1962. The low building to the right was a bicycle shed. Copyright Michael L. Roach.

5864 In this view it can be seen that 7032 is minus its bogie and one set of driving wheels. The main line is located on the top of the embankment behind the engine; and the offices are located to the left. Copyright Michael L. Roach.

5866 7011 Banbury Castle of Reading Shed is seen outside the Long Shed at Laira a few minutes later. The fact that the loco was based at Reading suggests that it was station pilot there and had replaced an ailing diesel locomotive. Copyright Michael L. Roach.

Many thanks indeed Michael - watch out for part 6 tomorrow.

THE END of 1962 – PART 6
The Coaling Line at Laira Shed
The coaling line appeared busy on Sunday 23 December 1962. There would probably have been extra Christmas trains running into Plymouth but a contributory factor may have been the gradual reduction in the number of coaling stage workers as steam declined with each loco spending far longer on the coaling line going through the various stages of having the boiler and firebox cleaned etc. In earlier times there would have been an older driver, approaching retirement, dedicated to moving locos up the line and into the roundhouse but by now the coaling stage workers may have had to go off and find a driver each time they needed a loco moved up the line.

MLR / 05 December 2022

5865 View east of the coaling line on the right and the coaling line loop on the left. At the head of the line on the left is 5934 “Kneller Hall” of St. Phillips Marsh Shed. Copyright Michael L. Roach.

5868 The opposite end of the coaling line with three interesting main line locos in view. On the left is Laira's own 7022 “Hereford Castle” while on the right is 5988 “Bostock Hall” of Old Oak Common Shed. Copyright Michael L. Roach.

5869 The most interesting of the trio was 8F 48475. There were periods in the 1950s when 8Fs were not uncommon at Laira - generally from Bristol Sheds. Indeed 48475 was at 82B Bristol SPM Shed until March 1962 when it moved to 84F Stourbridge Shed. It was the first and only Stourbridge loco I had ever knowingly seen until going around Stourbridge Shed in September 1965. Copyright Michael L. Roach.

Many thanks Michael - look out for part 7.

THE END of 1962 – PART 7
Plymouth Station
On Christmas Eve 1962 I walked to Plymouth Station in time to see the 3.00pm departure to Cardiff which started here and picked up a portion from Paignton at Newton Abbot Station. The train was hauled by 6935 “Browsholme Hall” of 88L Cardiff East Dock Shed which historically had always been allocated only tank engines. Most of the South Wales to London trains had been dieselised earlier that year but the diesels lacked a proper depot in Cardiff. In September 1962 Cardiff Canton Shed closed to steam to be rebuilt into a diesel depot. The remaining steam engines at Canton were moved to East Dock Shed including main line 4-6-0 express locos. 6935 departed on time with five coaches.
I walked down platform 8 to find small prairie 5569 on the 3.05pm to Launceston and boarded the train for a short return trip to Tavistock South. 5569 was a long term resident of Laira Shed dating right back to nationalisation in 1948. It was now a little over 48 hours since “The Big Freeze” had commenced, and very unusually 5569 took water at Horrabridge Station rather than at Tavistock Station where it had a longer stop and normally took water. I soon learnt that the water crane on the down side at Tavisock was already frozen up and unuseable, I returned from Tavistock on the 4.30pm auto which consisted of two coaches propelled by 6430. Further down the auto coach was the transport correspondent of the Western Morning News Mr. David St. John Thomas (1929-2014) who would become a very well-known author of railway books and a publisher. He co-founded David & Charles Publishers of Newton Abbot who at their peak had 300 employees. When Mr. Thomas addressed a meeting of the Cornwall Railway Society some thirty years later he spoke for more than two hours with stories, anecdotes and amusing incidents about the railway and without a single note to refer to.
MLR / 06 December 2022

5872 6935 “Browsholme Hall” leaves platform 7 at Plymouth Station with the 3.00pm to Cardiff on 24 December 1962. The lighting was very difficult with the setting sun directly behind the train. Copyright Michael L. Roach.

5873 5569 stands at platform 8 at Plymouth Station with the 3.05pm to Launceston. Copyright Michael L. Roach.

Many thanks Michael.

THE END of 1962 – PART 8
Horrabridge Station
On Christmas Eve 1962 I made a short afternoon trip from Plymouth to Tavistock South and return; out on the 3.05pm to Launceston, returning on the 4.30pm auto. The temperature was around zero because a severe cold spell had started two days earlier. The water crane at Tavistock South was already frozen up so the loco of the 3.05pm took water at Horrabridge Station instead. In one way it was surprising that the water crane at Horrabridge was still working because the station was at a much higher elevation than Tavistock South and right on the edge of open moorland; but in another way not surprising because most of us will have seen and felt how cold air rolls down a hillside and and settles in the bottom of a valley which is where the site of Tavistock South was located right beside the River Tavy. Horrabridge was one of the original stations of the broad guage South Devon & Tavistock Railway (opened 1859) and for two years after the opening of the Princetown Branch in 1883 it was where passengers changed for the branch train to Princetown. Six minutes were allowed at Tavistock for taking water and our train left Horrabridge six minutes late.
MLR / 06 December 2022

5874 5569 takes water at Horrabridge Station on the afternoon of 24 December 1962 in freezing conditions. The water crane was situated just off the end of the platform and the loco had to stop twice but it gave me the opportunity to hop off and take photos. Copyright Michael L. Roach.

5875 The siding to the left led to the goods yard which always seemed busy right up to the last day. Note how the point rodding changes sides beneath the loco; and on the right, behind the ladder of the starting signal, is milepost 9 (from Tavistock Junction). Copyright Michael L. Roach.

Many thanks Michael.

THE END of 1962 – PART 9
Tavistock South Station
On the afternoon of Christmas Eve 1962 I made a short 15-mile trip from Plymouth to Tavistock South and return; out on the 3.05pm to Launceston returning on the 4.30pm Tavistock to Plymouth. I had just 30 minutes at Tavistock which was quite long enough in the prevailing low temperatues. Christmas Eve occurred in the middle of the first week of The Big Freeze which commenced on 22 December 1962. The Launceston Branch had just three working days left before it was due to close on 29 December 1962. The start of The Big Freeze and the end of the Launceston Branch were to collide in spectacular fashion on 29th when the line closed in a blizzard.
MLR / 09 December 2022

5876 5569 leaves Tavistock South with the 3.05pm Plymouth to Launceston. Much of the station dated from 1887 when the previous one was badly damaged by fire. Copyright Michael L. Roach.

5877 6430 waits to depart at 4.30pm with two auto coaches to Plymouth. Copyright Michael L. Roach.

Many thanks Mike.

THE END of 1962 – PART 10
Laira Shed – Inside the Roundhouse
I am not sure whether there were any trains running in the West Country on Boxing Day 1962 but if there were a few it was still a very good day to visit Laira Steam Shed as it would have been well stocked with mostly dead steam locos. On this occasion I concentrated on taking photos in the roundhouse while it was quiet, balancing the camera on a buffer beam to take the locos further around the edge of the turntable. I never did flash photography until acquiring a digital comera some 45 years later, so all photos were taken at f11 with times of 10, 20 and 60 seconds. The two photos shown here were taken at 20 and 10 secs respectively
MLR / 09 December 2022

5880 Here we see 5568, 4658 both based at Laira and 4701 of Old Oak Common Shed. Copyright Michael L. Roach

5882 In this view we see 4574, 4555 and 4920 Dumbleton Hall all of Laira Shed. Copyright Michael L. Roach

Many thanks Michael.

THE END of 1962 – PART 11
Last trip to Launceston
The date is Thursday 27 December 1962 and the Launceston Branch was due to close to passengers in a little over 48 hours; and most stations to goods as well. I got up very early (for me) and made my way to Plymouth station in the freezing conditions in order to catch the first train of the day to Launceston at 7.10am. This was not the first passenger train down the branch as there had already been the 5.45am auto to Tavistock South. In fact it was the fourth train down the branch, the other two being freight trains – to Launceston and separately to Tavistock and return. This trip was meant to be my penultimate trip to Launceston and back with the last one to be on Saturday 29 December, but as it turned out the last train never got further than Tavistock because of the apalling weather conditions on the Saturday evening.
The 7.10am left Plymouth on time consisting of small prairie 4574 with two corridor coaches. 4574 had been a regular ever since it arrived at Laira in July 1962. Since nationalisation the loco had been at Penzance, St. Ives, Truro, St. Blazey and Newton Abbot sheds. We were delayed a few minutes at Bickleigh to cross the late running 6.40am Tavistock to Plymouth auto consisting of just one coach (W255) being propelled by 6400 running a half hour late The train should have been off the branch before we reached Marsh Mills. At Horrabridge 4574 took water making us a couple of minutes late. As we ran into Tavistock South 4555 could be seen shunting the goods yard having arrived with the 5.15am Tavistock Junction (Up Yard) due to arrive Tavistock at 6.10am. We were now delayed another couple of minutes waiting for 4591 with 2 coaches on the 7.05am Launceston to Plymouth; and we were now 11L leaving Tavistock South. We now had a clear run to Launceston taking 32 mins. The present bus takes 52 mins.
We were at Launceston for about 80 minutes. 4574 took the two coaches out to the east end and than did some shunting in the goods yard on the south side of the station. We walked up the hillside to photograph the station area from the hillside. 4574 took two trucks out to a siding on the west side of the station and then brought the two coaches back into the other platform ready for departure. During all this activity by 4574 the engine of the Lanson Goods was nowhere to be seen because it had not yet arrived there. The Lanson Goods was scheduled to leave Tavistock Junction (Up Yard) at 6.25pm and pass through Marsh Mills at 6.40am just 38 minutes before the 7.10am passenger train from Plymouth which would overtake the goods train en route, but I failed to record where. We left Launceston a minute early and crossed the outward goods train at Lifton where 5569 was at the head of 15 trucks possibly having completed the shunting of the empty and loaded trucks for the traffic from the adjacent creamery as the goods train was scheduled to have arrived in Lanson at 10.05pm and it was now 10.23am. The crews of 4574 and 5569 changed footplates at Lifton. 4574 took water on the upside at Tavistock South without problem. The only train passed en route was 6400 with its one autocoach at Horrabridge. Mid-way between Clearbrook and Shaugh Bridge the train stopped for 10 seconds at Goodameavy to drop off two permanent way workers; the track was still being maintained. We reached Plymouth 6L after being 11L all the way from Horrabridge to Marsh Mills. My exploits on this day will continue tomorrow.
MLR / 11 December 2022

5884 4574 takes water at Launceston one minute after arriving with the 7.10am from Plymouth. Copyright Michael L. Roach.

5886 Birds-eye view of 4574 shunting the goods yard at Lanson. It can be seen that there is a turntable there but generally it was not used and with one exception the prairie tanks travelled out from Plymouth chimney first and returned bunker first. Copyright Michael L. Roach.

5889 In this view looking west 4574 has completed shunting the wagons in the goods yard and returned to the platform with its coaches. Copyright Michael L. Roach.

5890 There is still half an hour to departure time but 4574 is ready to leave Launceston with the 10.15am to Plymouth. Copyright Michael L. Roach.

Many thanks Michael - we look forward to part 12.

THE END of 1962 – PART 12
Plymouth Station
The date is Thursday 27 December 1962. In the morning I made a half day trip to Launceston as described yesterday; and on returning to Plymouth just before noon I stayed at the station to watch proceedings for a short while before heading home for my lunch. After two hours at home eating and warming up I was on my way back to the station to make another half day trip, this time just out to Tavistock South and return, using the same trains as on Christmas Eve described in an earlier part; i.e out at 3.05pm returning at 4.30pm. No photos were taken.
Locos seen that day working on the branch:
6400-class:      6400 and 6430
4500-class:       4555, 4574, 4591, 5564 and 5569
PHOTOGRAPHS
5891      The station pilot 5564 stands on the centre road at Plymouth between platforms 4 and 5 with four coaches. The loco would later take out the 3.05pm to Launceston.
5893      5564 moves off to Millbay with the empty coaches a few minutes later.
5894      4574 the loco that took me out to Launceston and return in the morning is now seen standing in Platform 1 with the empty stock off the 10.15am Launceston to Plymouth.
MLR / 11 December 2022

5891 The station pilot 5564 stands on the centre road at Plymouth between platforms 4 and 5 with four coaches. The loco would later take out the 3.05pm to Launceston. Copyright Michael L. Roach.

5893 5564 moves off to Millbay with the empty coaches a few minutes later. Copyright Michael L. Roach.

5894 4574 the loco that took me out to Launceston and return in the morning is now seen standing in Platform 1 with the empty stock off the 10.15am Launceston to Plymouth. Copyright Michael L. Roach.

Many thanks Michael.

THE END of 1962 – PART 13
The Plym Valley (1)

THE END of 1962 – PART 13
The Plym Valley (1)
For the first six days of the December 1962 cold spell it was mostly dry, cold and icy at times, but there was no snow in the Plymouth area. That was to change overnight 27/28 December 1962 when there was a layer of snow in some areas. As it turned out it was the last complete day of passenger services from Plymouth to Launceston. Although I had been to many locations along the 34-mile route to take lineside photos there was one area of the Plym Valley never visited before. That was the one kilometre length between Cann Viaduct and Riverford Viaduct, encompassing mileposts 2, 2¼ and 2½ (originally 6, 6¼ and 6½ from Plymouth Millbay). I had approached Cann Viaduct from the south and Riverford Viaduct from the north, with much difficulty because of its isolated location. This was a lovely area remote from any roads with the railway climbing higher and higher above the River Plym on a ledge cut into the hillside. Cleverly Brunel had designed the line to go into a cutting where two farm tracks needed to cross the line so that overbridges could be built across the cutting to give access to Riverford Cottage, but I think it was already derelict by the time of my visit in 1962. One might have expected two overbridges, a short distance apart and built at the same time, to be identical but these two were totally different (as can be seen in the photographs). They were the distinguishing feature of this stretch of the line between the two brick and stone viaducts at Riverford and Cann, which was originally called Plym Valley Viaduct
I waited for the temperature to warm up a bit and the ice and frost to clear on Friday 28 December 1962, had an early lunch and then motored out to Plym Bridge for my photographic expedition on the penultimate day of passenger services. The car was parked by the entrance to Plym Bridge Platform and I walked up the valley for a distance of about one mile to the location of the two overbridges to find snow on the ground in this remote location where I would stay for more than two and a half hours. Being a Friday there were none of the Saturday Only trains and no empty auto trains that there would have been on a Saturday. First to appear was something that I had never seen before on the line and that was a light engine speeding up the valley, but down the line; it was small prairie no 4591 a regular on the line.
MLR / 14 December 2022

5895 The first action I saw on 28 December 1962 was 4591 speeding up the Plym Valley, taken from the second (stone) overbridge south of Riverford Viaduct. Copyright Michael L. Roach.

5896 The 12.40pm Tavistock to Plymouth consists of 6400 propelling one autocoach (255) towards the camera; also showing the first overbridge south of Riverford Viaduct and the parapet of the viaduct through the bridge span. Copyright Michael L. Roach.

Many thanks Michael.

THE END of 1962 – PART 14
The Plym Valley (2)

In Part 13 yesterday I described how I spent the afternoon of Friday 28 December 1962 in the Plym Valley between the viaducts at Cann Quarry and Riverford, later moving back to an overbridge just south of Cann Viaduct. All told four trains were seen in 160 minutes while I endured the cold for my hobby. The last one was the 3.05pm Plymouth to Launceston which was running some 16 minutes late, after which I headed for home.
It is worth looking at the maps and plans of this area on the NLS website; particularly the OS 25-inch 1873 – 1888 (SW England only) because it shows the broad gauge track still extant at the time. The area around Cann Viaduct (then called the River Plym Viaduct) was at the time alive with industry, and the works of man. Besides the South Devon Railway Tavistock Branch there were tramways, a canal, a weir across the river, quarries and spoil heaps. This was a very isolated area miles from the nearest villages and I wonder if the workers who created this huge industrial complex would have walked there on a Monday morning and stayed the week in one of the many buildings on the site. The last photo was taken from the overbridge south of the viaduct beside Cann House and shows the preserved prairie 4555 heading north along the valley through deeper snow than seen earlier.
MLR / 15 December 2022

5899 I have moved a quarter of a mile south of the two overbridges seen yesterday to stand on a rock outcrop to take this view of 6430 heading north with the 2.10pm Plymouth to Tavistock auto. Copyright Michael L. Roach.

5901 Here we are looking at the west side of Cann Viaduct from the south abutment. It can be seen that remedial works have been necessary because of subsidence, including the removal of the parapet wall. Copyright Michael L. Roach.

5902 4555 approaches Cann Viaduct with the 3.05pm Plymouth to Launceston train. The precast concrete bin on the right contained small ballast used to pack up individual sleepers that had settled. Copyright Michael L. Roach.

Many thanks Michael.

The end of 62 - Part 15

Yelverton on the Last Day of Passenger Services (1)
On the 28 December1962 there had been a dusting of snow in many places after a week of intensely cold weather. The following day, Saturday 29 December 1962, was the last day of passenger services on the former Great Western branch from Plymouth to Tavistock South and Launceston and we woke to some 3 inches (75mm) of snow in Plymouth. It was a sad day for someone who had come to love this line in the preceeding three years and who would miss the atmosphere of a line that was in many ways still as it was pre-nationalisation in 1947 or even pre-war in 1938. It was still worked by the same classes of engines (the 4500s and the 6400s) that had worked the line in the nineteen thirties. I had taken hundreds of photos of the Launceston Branch trains and made many trips along the line and knew that with the crowds expected for a “last day” that I had little chance of getting my favourite position on the train which was the first window in the first coach. So instead I opted to travel out to one of my favourite stations, Yelverton, and spend several daylight hours there watching the last trains calling at the station. Later I planned to make an evening return trip to Launceston and back. I travelled out to Yelverton on the 10.40am off Plymouth which was a very popular choice for enthusiasts. The train was strengthened from the normal two coaches to four coaches hauled by 5564. At the start of the day the snow was just a bonus and few of us could have realised the severity of the weather that was approaching, even if we had listened to the forecast.
MLR / 15 December 2022

2741 5564 stands at Yelverton Station having just brought in the 10.40am Plymouth to Launceston. The overnight snow on the platform was 75 – 100 mm deep. Copyright Michael L. Roach.

2745 5569 stands at Yelverton with the 10.15am Launceston to Plymouth. The signal box had not funcntioned as such since May 1959. Copyright Michael L. Roach.

2746 6430 passes through Yelverton non-stop with the 10.53am SO Millbay to Tavistock ECS train of four autocoaches. Copyright Michael L. Roach.

2748 6430 returns from Tavistock with the 12.40pm to Plymouth. The photographer is standing on the embankment of the Princetown branch line. Copyright Michael L. Roach.

Many thanks Michael - we're now looking forward to Part 16 of your fascinating record.

THE END of 1962 – PART 16
Yelverton on the Last Day of Passenger Services (2)

The last photograph shown yesterday of 6430 on the 12.40pm Tavistock to Plymouth was taken at 1.04pm with the train running just 9L. It had started to snow at Yelverton around 12.00 noon on 29 December 1962, light at first but gradually increasing in intensity. I saw three trains pass in the hour from 1.30pm to 2.30pm, all running a bit late, and the snow was now srarting to cover the rails in places. As I was writing this on the evening of 19 December 2022 I was also watching “Winter Walks” on BBC 4 through the Yorkshire Dales and the presenter stopped to recite a very famous poem titled Leisure by the Welsh Poet W.H. Davies (1871 – 1940) which made me think. The poem goes like this:
What is this life, if full of care, we have no time to stand and stare ?
…....................................... (more)
A poor life this if, full of care, we have no time to stand and stare.
I had plenty of time to stand and stare on the afternoon of 29 December 1962. Ignoring the train that had brought me to Yelverton I saw 9 trains pass through the station in 277 minutes equalling one every half hour. Between trains I had plenty of time to strand and stare at the infrastructure of the station. The track was disappearing under the blanket of snow and only one track was in use. The Princetown track had long gone so there were two disused platforms. All the buildings remained although only the small downside booking office was in use for part of the day. The distinguishing feature of Yelverton Station was the octagonal station building on the island platfom which was made of timber and dated from 1885. It was closed when the loop was taken out of use but remained intact. It contained a large central booking hall; a booking office at the north (small) end with toilets at the other end for ladies and gentlemen. The building had an awning on the longest sides and luckily for me on such a day the footbridge also had a roof. There were plenty of places for me to shelter while waiting for the next train. With no signals to guide me and the trains getting later and later I had to select my next spot to take a photo and shelter close by and soak up my last views of a functioning station before going out into the snow at the last minute.
MLR / 19 December 2022

2751 I had walked some distance out of Yelverton Station to capture this view of 6400 taking three corridor coaches out to Tavistock on the 12.40pm off Plymouth. The loco would have had to run round at Tavistock. Copyright Michael L. Roach.

2758 View of Yelverton Station from the accomodation bridge. By now the porter has gone home and I have the station to myself. Copyright Michael L. Roach.

2761 6400 runs through the station non-stop with the 2.00pm ECS train from Tavistock to Millbay Note the stop board for freight trains/ Copyright Michael L. Roach.

Many thanks Michael.

THE END of 1962 – PART 17
Yelverton on the Last Day of Passenger Services (3)
The last photograph shown yesterday of 6400 running through Yelverton with ECS was taken at 2.30pm from the accomodation bridge at the north end of the station. The caption said note the stop board for freight trains; in fact there was a stop board at both ends of the station which was at the summit of the section from Tavistock Junction to Tavistock South. I returned to the safety of the station awnings.
The wind was not too bad when I arrived at Yelverton at 11.23am but was now increasing rapidly and by 3.00pm I was able to record that a full-scale easterly blizzard was raging. Hearing the train approaching I went out into the snow to stand on the steps of the signal box to record the 2.10pm Plymouth to Tavistock arriving at Yelverton at 3.04pm, some 21L. Although I was wearing a duffle coat with a hood the cold was so intense and the wind so strong it felt as though the icy blast was cutting straight through me; and I was glad to return to the shelter of the station awnings again. The station was now unstaffed as the porter had ended his single shift at 2.00pm, it is believed. By a strange coincidence the booking office at my local station a 5 minute walk away is, 60 years later, staffed on a single shift from 6.45am to 2.00pm – but for how much longer if the current management have their way. The resulting photograph of 6430 entering the station shows the snow blowing from only just above the horizontal. I am looking almost due south and the wind is coming from the east, all the way from Siberia according to some experts at the time. It certainly felt like it.
I now had more than 65 minutes to stand, stare and shiver until the next train which was the 3.05pm Plymouth to Launceston which eventually appeared 31L. I stood on the footbridge to watch 4591 run in with four coaches, and then walked along beside the loop to photograph 4591 stopped and moving off in a cloud of steam. I had planned to travel home on the 4.30pm from Tavistock to Plymouth due off Yelverton at 4.46pm, but soon after seeing 4591 pass very late I realised that if my train was late I would not be getting home in time for any tea before returning to the station to catch the 6.20pm to Launceston. There was nothing for it but to drag myself up the long steep station access road to the village in the hope that the buses were still running in the blizzard conditions. They were and I did not have to wait long for a red Plymouth Corporation Leyland double-decker appear on its return journey from Dousland, which up until 1956 was also served by a railway station on the Princetown branch. The bus driver somehow managed to keep the bus on the road in the newly fallen snow, and with a much shorter walk from the bus stop than the railway station, I could have a good tea before heading off to Plymouth Station for a last return trip over the branch.
Locos seen on the branch on 29 December 1962 were:
6400, 6430
4574, 4591, 5564, 5568, 5569

MLR / 21 December 2022

2763 6430 enters Yelverton with the 2.10pm Plymouth to Tavistock South in a blizzard. The streaks across the image are not flaws but snow being driven by an easterly gale force wind. Copyright Michael L. Roach.

2766 6430 leaves Yelverton in a cloud of steam. Copyright Michael L. Roach.

2768 View of Yelverton Station showing the former Princetown platform on the left. Copyright Michael L. Roach.

2771 4591 enters Yelverton with the 3.05pm Plymouth to Launceston carrying the specially made headboard. Photo taken at 1/125 of a second at f2.8. Copyright Michael L. Roach.

Many Thanks Michael.

THE END of 1962 – PART 19
Gallery (1)
When this series commenced I set myself a limit of four images per article, with an average of three. That left me with a number of scans that could not be used at the time. Here are the first batch.
MLR / 31 December 2022

5857 6430 is seen north of Marsh Mills with an ECS train heading to Tavistock where it will return with the 12.40pm Tavistock to Plymouth auto on 22 December 1962. It then worked the 2.10pm Plymouth to Tavistock. The well-known photographer Peter Gray captured the 2.10pm leaving Marsh Mills on the same day and the picture appears in his book Steam in Devon. Copyright Michael L. Roach.

5858 5568 is seen north of Marsh Mills with the 10.15am Launceston to Plymouth. The train is passing the remains of Cann Cottages. Copyright Michael L. Roach.

5887 4574 is seen at Launceston after bringing in the 7.10am from Plymouth on 27 December 1962. It has run round and will leave the coaches east of the station while it engages in a bit of shunting. Copyright Michael L. Roach.

5892 4574 is at Plymouth Station after bringing in the 10.15am from Launceston. In the background is the new power box. Copyright Michael L. Roach.

5900 View of the track about 200 yards north of Cann Viaduct on 28 December 1962. In the background is the rock outcrop that I stood on to take image 5899 published in Part 13. Copyright Michael L. Roach.

Many thanks Michael.

THE END of 1962 – PART 20
Gallery (2)
When this series commenced I set myself a limit of four images per article, with an average of three. That left me with a number of scans that could not be used at the time, but will now be shown to start rounding off the series
MLR / 31 December 2022

2744 5569 carrying a wreath runs into Yelverton with the 10.15am Launceston to Plymouth on 29 December 1962. Note where the snowballs have hit the footbridge. also note the dreaded Closure Notice on the board. Copyright Michael L. Roach.

2750 6430 leaves Yelverton over a high embankment with the 12.40pm Tavistock to Plymouth. Copyright Michael L. Roach.

2752 6400 is seen in the woods on the 12.40pm Plymouth to Tavistock. I had walked nearly half way to Clearbrook to get this picture. Note the closure wreath is very prominent in the picture. Copyright Michael L. Roach.

2772 4591 waits to leave Yelverton with the 3.05pm Plymouth to Launceston at 4.13pm running 31L.

2767 Looking nortrh to the tunnel and Tavistock during a snow storm at 2.20pm on 29 December 1962. Copyright Michael L. Roach.

2772 4591 waits to leave Yelverton with the 3.05pm Plymouth to Launceston at 4.13pm running 31L. Copyright Michael L. Roach.

Many thanks indeed Michael.

THE END of 1962 – PART 21

Conclusion
In Part 18 I related how the 6.20pm from Plymouth arrived at Tavistock South at 12.23.26am the next day some 320 minutes late. The intention was to travel all the way to Launceston returning on the 8.35pm SO to Plymouth. On the 6.20pm there were also enthusiasts from Lifton and Launceston returning home some of whom would no doubt have also travelled on the 8.35pm as far as Tavistock South where they would have crossed platforms to catch the 8.40pm SO Plymouth to Launceston; thereby catching the very last train in both directions. It did not work out like that.
We remained on the train in Tavistock South station until after ten minutes or so word came through that the train was being terminated because there was no communication between Tavistock and Lydford signal boxes. I am sure that no-one was at all surprised. Today's risk-averse management would have cancelled the train before it set out from Millbay in the prevailing circumstances that day. I believe that the passengers split into three groups. Some opted to stay on the train and sleep on the cushions while others stayed in the waiting room of Tavistock South Station. My group applied some lateral thinking that the 7.00pm from Waterloo could just be running a bit late and might take us back to Plymouth from Tavistock North that night. So we made our way across Bedford Square and up the hill to Tavistock's other station. That walk was magical. The snow had stopped and the wind had miraculously dropped almost to nothing. The scene reminded me of the words appearing in two different well-known Christmas Carols:
“snow had fallen, snow on snow, snow on snow” and “deep and crisp and even”
There had been so much snow; and it had been so long since there had been any traffic, either motorised or pedestrian, that there was nothing to mar the surface of the snow. It was clinging to one side of all lamp columns, and to every branch of every tree. It was a truly magical Christmas Card scene but we could not stop to admire it as we hurried up the hill to Tavistock North Station. We arrived to discover that the 7.00pm from Waterloo had not passed through and would not be calling as it too had also been terminated but I have not been able to find where the 7.00pm was stopped.
There was nothing for it but to pass the night in the waiting room at Tavistock North Station as best we could. Come morning the station staff told us that a rescue train was going to be sent out from Plymouth to convey us back to Plymouth via Bere Alston. However they could give no indication of timing. The rescue train would be no help to the contingent from the Launceston area so they set out to walk the 13 miles home, but some got friends and family to drive out to pick them up. I had spent the previous evening on the train with MB an enthusiast from Falmouth. He and I together decided that we were not going to wait for the rescue train and also decided to walk to Plymouth, which was 13 miles for me and 14 for MB. The story of that walk will be recounted in a forthcoming edition of the Cornwall Railway Society Magazine which is well written, laid out and printed. Some 28 percent of members do not live in Cornwall but keep in touch through the magazine and the website.
This series has covered the travelling and rambling of a Plymouth railway enthusiast over two weeks at the end of 1962 during the most inhospitable weather of his lifetime. The Launceston Branch may have closed but life went on in 1963 and so did the cold spell. I resumed travelling on Saturday 5 January 1963 with my friend Charles Fennamore on a day trip from Plymouth to Hemyock via Okehampton, Exeter and Tiverton Junction. Where Charles spent 29 December is not known but he was due to meet me on the train for the last trip out to Launceston on the 6.20pm off Plymouth. That last summer we had a made a couple of similar return trips on a Saturday evening but parking our cars at Marsh Mills Station for a change, and that is what Charles did on the 29 December. At the time Charles lived in the village of Brixton five miles south-east of Plymouth Station and Marsh Mills was a bit closer to his home. At Marsh Mills he would have witnessed the freight train abandoned in the up platform and the struggles to get the 5.40pm from Launceston past the obstruction and then to change the points for my train which arrived in the station at 10.14pm. After a couple of hours enduring the blizzard Charles gave up and drove home while it was still possible – a very wise decision in the circumstances
A contemporary BBC programme from February 1963 about The Big Freeze used these words, inter alia: chaos; the south-west bore the brunt of the storm with gusts up to 90 mph on 29 December; Princetown was cut off for days; 95,000 miles of road were ice bound; there was serious dislocation on railways; and so on. One of the best collection of photos of the Launceston and Princetown Branches appears in the Wild Swan book “The Great Western in South Devon”. Only 25 pages out of 250 pages are devoted to the two lines but there are many historic pre-war photos dating back to 1900. I first saw some of the photos of the Princetown Branch by RC Riley and RJ Doran used in the book in Trains Illustrated circa 1955 and they are just as fascinating today as they were then.

MLR / 4 January 2023

THE END of 1962 – PART 22
Postscript
Many railway enthusiasts enjoy poring over railway timetables and no matter how many times you look at a particular table there is always more to be discovered because they are just full of information. This applies equally to the working timetable if you have it or can view it online. The last timetable to show the Plymouth to Launceston branch was dated 10 September 1962 to 16 June 1963 but the line never reached 1963 as the passenger service was withdrawn on and from Monday 31 December 1962. A limited freight service continued for a few years over part of the line. Attached are scans of Table 93 of the public passenger timetable and scans of the equivalent pages of the working timetable which covered exactly the same dates.
RECOMMENDED READING
ISBN 0 906 867 90 8 The Great Western in South Devon 1990
ISBN 1 901706 19 2 Branch Lines to Launceston and Princetown 1998
ISBN 0 9508754 0 6 The Branch by Bernard Mills 1983

SCANS
5922, 5924 - 7
MLR / 10 January 2023

Scan 5922

Scan 5924

Scan 5925

Scan 5926

Scan 5927

Dear Michael, we are exceedingly grateful to you for the time and effort you have put into preparing and sending your unique present tation on the death of the Plymouth, Tavistock and Launceston branch.
One hopes that in due course we may see the results of your work printed in bookform it will be an item worthy of storing on any bookshelves throughout the world.

Many thanks Michael - look out for part 7.​

Many thanks Michael - look out for part 7.