Helston Branch
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.
For notes on the new Helston Railway line beyond Truthall Halt please go to the very end of this section.
Also for further notes on a Road Motor service beyond Helston see an item by Michael L. Roach at the very end of the section incuding Coverack Road Motor Halt.
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.
Credits, Many thanks to all contributors - please see a list on the home page.
Members and general visitors to the CRS site will be interested in visiting http://www.railmaponline.com From the opening page a full map of the UK can be accessed which can then be enlarged to show every railway line in the UK. Not just today's network but lines from the past have been overlaid. As you zoom in sidings and even tramways become visible.
A valuable tip from Guy Vincent.
A valuable tip from Guy Vincent.
N.B Click on picture to obtain an enlargement and further details
Original signs from Gwinear Road. (1) Photographed by Mike Roach. 11th August 2019
Original signs from Gwinear Road (2) The later GWR sign. 11th August 2019.
Copyright Mike Roach
Notes on the demise and rise of Helston Branch line
The Helston Railway closed to passengers with effect from 5th November 1962 and to goods with effect from 5th October 64, the same date as the closure of Gwinear Road to passengers. Track lifting commenced in April 1965 and by the end of the year the British Oxygen Company had removed all the metals. It appeared that this was the end of the line.
However this was not to be, a preservation group known as the Helston Railway Preservation Society was formed and it is very much thanks to them and their very hard work that a section of this once busy GWR branch is being re-created.
It all started on Sunday 24 April 2005 when with the kind permission of the landowner, a volunteer labour force started clearing the track bed at Trevarno Estate.
Our volunteers have worked wonders since work commenced in April 2005. Starting with a totally overgrown, and in some places impenetrable track bed, the team has cleared and made ready just over a mile down to the formation. A mile of new track has been laid, starting at Prospridnick in the north and travelling south towards the original site of Truthall Halt. We now have a temporary platform called Prospridnick Halt, and there is a platform at Tregadjack (originally called Trevarno), which we do not use any more. We have been granted planning permission to reinstate Truthall Halt and work has started there as well
Work has now started on our new operating base at Trevarno Farm, just north of Prospridnick, where a station will be constructed with car parking and other facilities, including an events field.
More details of the Helston Railway, its history, the operating details, rolling stock list and many other facts and figures may be obtained by going to their profusely illustrated web site - click here.
The Helston Railway closed to passengers with effect from 5th November 1962 and to goods with effect from 5th October 64, the same date as the closure of Gwinear Road to passengers. Track lifting commenced in April 1965 and by the end of the year the British Oxygen Company had removed all the metals. It appeared that this was the end of the line.
However this was not to be, a preservation group known as the Helston Railway Preservation Society was formed and it is very much thanks to them and their very hard work that a section of this once busy GWR branch is being re-created.
It all started on Sunday 24 April 2005 when with the kind permission of the landowner, a volunteer labour force started clearing the track bed at Trevarno Estate.
Our volunteers have worked wonders since work commenced in April 2005. Starting with a totally overgrown, and in some places impenetrable track bed, the team has cleared and made ready just over a mile down to the formation. A mile of new track has been laid, starting at Prospridnick in the north and travelling south towards the original site of Truthall Halt. We now have a temporary platform called Prospridnick Halt, and there is a platform at Tregadjack (originally called Trevarno), which we do not use any more. We have been granted planning permission to reinstate Truthall Halt and work has started there as well
Work has now started on our new operating base at Trevarno Farm, just north of Prospridnick, where a station will be constructed with car parking and other facilities, including an events field.
More details of the Helston Railway, its history, the operating details, rolling stock list and many other facts and figures may be obtained by going to their profusely illustrated web site - click here.
More notes and recent pictures are located at the end of this section.
Gwinear Road Goods Yard July 1960 Trevor Smitheram Collection
The HELSTON BRANCH
On the last day of passenger services *
Saturday 3rd November 1962
Photographs by Mike Roach
* For an article and pictures of the last days of the diesel freight service by Laurence Hansford please see the end of this section.
On the last day of passenger services *
Saturday 3rd November 1962
Photographs by Mike Roach
* For an article and pictures of the last days of the diesel freight service by Laurence Hansford please see the end of this section.
Mike travelled down from Plymouth to Gwinear Road on the 7.45am train which had left Paddington at 11.50pm the previous night. The cost was 14 shillings for a day return ticket. The train was hauled by 5934 Kneller Hall with 7 coaches. From Gwinear Road he caught the 10.55am to Helston on a cheap day return ticket costing 2 shillings and 6 pence. All tickets were collected during a 5 minute stop at Nancegollan. After some 2 hours at Helston he caught the next train back, the 1.15pm as far as Praze where he alighted, using a cheap day return ticket costing 2 shillings and 4 pence. He stayed there long enough to see the 2.10pm from Gwinear Road go through at about 2.17pm. Mike then walked the two and a half miles to Nancegollan along the B3303. He made his last trip on the branch that day on the 3.44pm from Nancegollan to Gwinear Road. Daylight was fading fast as he returned to Plymouth on the 4.42pm from Gwinear Road, the 4.20pm off Penzance, which comprised 8 coaches hauled by an early "Warship" in the D600 series.
Truthall Bridge Halt Ticket From the Alan Harris Collection Worth considerably more than 8d now!
Truthall Bridge Halt Ticket Alan Harris Collection Issued on the last day.
From the B.R. Timetable Winter 1962/3.
Class 22 D6312 arrived at Helston with the 10.55am from Gwinear Road. Saturday 3rd November 1962. Copyright Mike Roach
Waiting outside the station was this fine Bristol ready to provide the bus link to The Lizard. The station had been built as a through station with a rail extension to the Lizard in mind. 3Nov62 Copyright Mike Roach.
Helston station from the bridge at the throat of the station. The engine shed to the right whilst to the left lay the 'surpentine siding' served by a shute. The locomotive has come off the train and is commencing the 'run round'. 3Nov62 Copyright Mike Roach.
The train is still waiting, time for a shot of the fine station building complete with its Refreshment Room. A footpath led alongside the cutting to the bridge at the throat of the station. 3rd November 1962 Copyright Mike Roach.
The exterior of Helston station.
This must have been taken shortly before closure as the middle poster of the three below the Refreshment sign bears the ominous words 'Public Notice'. It would appear to be on the same day as the picture above - 3rd November 1962 as the car parked on the pavement is the same one as in Mike Roaches above.
The nearest car carries the registration of AF. At that time all Cornish Registered vehicles were either AF, CV, or RL. From the Paddy Bradley Collection.
6312 now sits at the head of the train waiting for the return journey to Gwinear Road at 1.15pm. 3Nov62 Copyright Mike Roach
D6302 waiting to return to Gwinear Road with the late afternoon service on the very last day. 16.10 3rd November 1962. Copyright Michael Forward.
Nancegollan looking North towards Gwinear Road. 3Nov62 Copyright Mike Roach.
With the water tower still available here it was a great pity that steam couldn't have been laid on for this, the final day of passenger trains on the branch. This is Praze looking north towards Gwinear Road. The village it served was a quarter of a mile to the north, and was called Praze-an-Beeble. 3Nov62 Copyright Mike Roach
A general view of Praze station looking towards Helston. There were two road approaches to the station. From the left for access to coal and goods and to the right behind the building was a small parking area. Note the water tank appears full. 3Nov62 Copyright Mike Roach.
Praze. Note it is still dealing with goods traffic. This continued for nearly another two years 3Nov62 Copyright Mike Roach
The 2.10pm from Gwinear Road to Helston stops at Praze. This was the first train in that direction for more than 3 hours. 3Nov62 Copyright Mike Roach
The service from Helston approaches over the wide level crossing. The main line to Camborne and beyond bears away to the left, whilst extensive sidings were provided to service the heavy broccoli traffic. 3Nov62 Copyright Mike Roach
The evening sun illuminates the last daylight service to Helston as it leaves Gwinear Road behind D6339 on the 4.11pm to Helston. It would cross the 4.10pm from Helston at Nancegollan. Although the train service was relatively sparse, twice a day it would require two sets of loco/coaches/staff to operate it. 3Nov62 Copyright Mike Roach.
The HELSTON BRANCH
As it was
As it was
Safe operation
The branch was operated in two sections - that from Gwinear to Nancegollan and from Nancegollan to Helston. Train staffs (tokens which would permit only one train to be on a branch section) were provided.
The branch was operated in two sections - that from Gwinear to Nancegollan and from Nancegollan to Helston. Train staffs (tokens which would permit only one train to be on a branch section) were provided.
From the collection of Julian Hanwell
From the collection of Julian Hanwell
From the collection of Julian Hanwell
From the collection of Julian Hanwell
A note from Julian Hanwell
The train staffs were all locked inside a Staff instrument. Only one could be removed at any time. Both Staffs have Nancegollan Crossing Place rivetted onto the staff. So the sections were 'Gwinear Road West' - 'Nancegollan crossing place' (Green) and 'Nancegollan crossing place' - 'Helston' (Yellow).
Nancegollan signal box was originally called 'Nancegollan Crossing Place Signal Box'. However I believe a new box was built with a new plate cast which read, 'Nancegollan Signal Box'. The Staffs were never altered. N.B.A crossing loop on the Gwinear side of the station existed until 13th November 1937 when the station was drastically altered by adding an additional platform and the passing place transferred to the south of road overbridge.
The train staffs were all locked inside a Staff instrument. Only one could be removed at any time. Both Staffs have Nancegollan Crossing Place rivetted onto the staff. So the sections were 'Gwinear Road West' - 'Nancegollan crossing place' (Green) and 'Nancegollan crossing place' - 'Helston' (Yellow).
Nancegollan signal box was originally called 'Nancegollan Crossing Place Signal Box'. However I believe a new box was built with a new plate cast which read, 'Nancegollan Signal Box'. The Staffs were never altered. N.B.A crossing loop on the Gwinear side of the station existed until 13th November 1937 when the station was drastically altered by adding an additional platform and the passing place transferred to the south of road overbridge.
Gwinear Road
Gwinear Road. A train has just arrived from Helston behind 4564 and station staff are busy unloading, or is it loading goods. March 62 Copyright Sid Sponheimer
5545 stands under the footbridge whilst the signalman prepares to hand over the staff for the branch. March 1962 Copyright Sid Sponheimer
Another shot, another train as this time its 5537 ready to take the next service to Helston. March 62 Copyright Sid Sponheimer
5545 shunts the extensive yards at Gwinear Road. March 1962 Copyright Sid Sponheimer In the distance can be seen Gwinear East signalbox?
Gwinear Road on the 27th Dec 1960 the fireman goes about his duties on 4588 - Copyright Mike Roach
This ticket is dated 03 NOV 62, the last day of passenger services. Note that Nancegollan has been spelt wrong. From the Mike Roach collection
This sign at Carnhell Green on the 29th September 1979 Copyright Mike Roach. It was a long walk on an open road to the station - fortunately this cast sign was still in position in 2014, long may it last.
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.
An interesting box camera shot from the early 60's. There was once a loop here, however this was later reduced to a siding facing Gwinear Road. Note the casual scene with the lorry back up backed up to load/unload. There was no water at Gwinear Road and the water column saw regular use topping up the tanks of locos which were shunting at Gwinear. Copyright Alan Harris.
Praze 1962. It would appear from the arm out of the window and on the door handle and from the lady and gentleman walking up the platform that the train has not quite come to a stand as yet. Copyright Sid Sponheimer
Not necessarily at Praze?
A note from Roy Hart
A note from Roy Hart
The Blue on White enamel nameplate 'Lamps' Taken on the 10th December 1977. Copyright Roger Winnen
Roger is wise not to mention the exact location of this sign!
Blue-on-white enamel signs were common on the GWR in the late ninteenth century. I have a 'Ladies Waiting Room' done in the same style, which came from Praze and probably dates from the opening of the line (1887). By 1900 all signs on doors and gates etc. were of cast iron, produced at the Swindon foundry. The Perranporth branch (1903/5) had all cast iron signs, so the change must have happened around 1890-1900. I have 'Waiting Room' from Shepherds (it cost me 2/6) and it is cast iron in the style of GW signal box nameplates. Another common enamelled sign which survived into the 1960s in many places was SEASON TICKETS MUST BE SHEWN HERE (note the archaism)-this spelling was GW standard on all documents till 1948!
Roy Many thanks Roy.
Blue-on-white enamel signs were common on the GWR in the late ninteenth century. I have a 'Ladies Waiting Room' done in the same style, which came from Praze and probably dates from the opening of the line (1887). By 1900 all signs on doors and gates etc. were of cast iron, produced at the Swindon foundry. The Perranporth branch (1903/5) had all cast iron signs, so the change must have happened around 1890-1900. I have 'Waiting Room' from Shepherds (it cost me 2/6) and it is cast iron in the style of GW signal box nameplates. Another common enamelled sign which survived into the 1960s in many places was SEASON TICKETS MUST BE SHEWN HERE (note the archaism)-this spelling was GW standard on all documents till 1948!
Roy Many thanks Roy.
Approaching Nancegollan
A '45' (Could be 4566)on a standard 'B set' approaches Nancegollan from Gwinear. Note - this cutting is due to be infilled in 2013. The large Methodist Chapel in the background gives a reference to this shot. Copyright Mike Roach
4566 leaves Nancegollan with a large train bound for Gwinear Road. Helston trains were strengthened on Flora Day. 8th May 1957 Copyright the Late Jon Wood Collection
Nancegollan
Now how is it spelt - even the Great Western Railway got it wrong sometimes! Courtesy the Alan Harris collection
Happier days as 4566 makes ready to head for Gwinear Road. Maurice Dart Collection
4570 entering the station with the Methodist Church in the background. 28th October 1961. Copyright Michael L. Roach
4570 standing in the station with its B Set. Note the wooden bodied truck waiting to be loaded. 28th October 1961, Copyright Michael L. Roach,
Signalbox still fully equipped. 8th June 1965 Copyright K. Jenkin
Nancegollan Signal Box. Memories of the late Cyril Hitchens
Although Nancegollan Signal Box was one of the boxes in my area I was only sent there on a handful of occasions. The box was of the usual GW appearance and was situated at the Gwinear end of the up platform with the external stairs projecting outwards towards the station. It had a cast nameplate saying Nancegollan Signal Box. It contained a 30 lever frame plus the instrument containing tokens for the sections Nancegollan-Helston and Nancegollan-Gwinear. I remember doing quite a lot of walking collecting and delivering tokens when trains crossed. There were special arrangements to admit a light engine into the Nancegollan-Gwinear section if it needed to travel from Gwinear to Praze to visit the water tank there. The layout included a goods loop and several sidings installed later in the existence of the branch. In summer one of the sidings housed a camping coach whose occupants used the station facilities. There was also a grounded clerestory coach body, a large store and a few smaller sheds and van bodies. Freight traffic shunts were quite frequent with agriculture produce and supplies, overflow traffic from Helston and traffic for Culdrose which could be taken away via the adjacent B3303 Camborne-Helston road. The station often won awards in the WR station gardens competition right up to the year before closure to passengers. I worked a couple of day shifts at Nancegollan during the freight only period to deal with the two daily return workings and any shunting required. Following total closure I bought one of the grounded van bodies in the yard which was split into sections and transported to my home in Camborne to form the basis of a garden shed. I have since moved but the shed is still there as the 21st century begins.
C. H.
C. H.
Happy staff at Nancegollan. Picture from the collection of the Late Cyril Hitchens, Kindly given by Mike Hitchens MBE The view includes Mr. H. Ingram Signalman
NancegollanSignalbox - Mr Ingram at Nancegollan - Mike Hitchens collection
Nancegollan signal box rear view - Patrick English collection
Note - for pictures inside this signalbox please the aricle by Laurence Hansford at the end of this section
Nancegollan, a March1962 action shot by Sid Sponheimer. The signalman stands with the staff, is this the one from Helston to Nancegollan or that on to Gwinear Road one asks? Anyway there seems to be no hurry to get the staff into the machine and pull the signals off. Copyright Sid Sponheimer
It was May 1972 when Roger Winnen visited the scene - it looks as if somebody has removed the down platform edging slabs. Copyright.
Weeds choke the trackbed - May 1972. Copyright Roger Winnen
The signalbox reduced to rubble. May 1972 Copyright Roger Winnen
Nancegollan, the main building on the down side in 1974, as seen by Peter Radford. Copyright
A close up at Nancegollan in 1974 as seen by Peter Radford. Copyright
The rear view of the main station building at Nancegollan in 1974 as seen by Peter Radford. Copyright
Nancegollan in 1974 as seen by Peter Radford. Copyright
Nancegollan in 1974 as seen by Peter Radford. Copyright
Nancegollan 11th May 1975 Copyright R. Winnen
Nancegollan 11 May 1975 Copyright R. Winnen
Aerial view
An aerial view of a section of the trackbed between Prospridnick and Truthall being re-laid. This section runs from a heavily wooded area to an open section at Truthall where from a high vantage point a wide seascape can be viewed. More views of this re-created line are presented at the end of this section.
An aerial view of a section of the trackbed between Prospridnick and Truthall being re-laid. This section runs from a heavily wooded area to an open section at Truthall where from a high vantage point a wide seascape can be viewed. More views of this re-created line are presented at the end of this section.
This view dated Mar 2012 shows the ballast completed from Cattle Bridge towards Prospridnick which is just out of view at the top. Truthall is a little further south. Mar2012 Copyright Helston Railway Preservation Society
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
Nobody waiting at Truthall Halt as this train rushes through in March 1962. Fine views of the surrounding countryside and a seascape are to be had both from a train and, indeed from this bridge. Copyright Sid Sponheimer
Truthall Platform November 1967 Copyright K. Jenkin. A box camera image, but still a memory of Truthall at perhaps its lowest ebb. Note the milepost and that the contractors have tornaway the platform which was supported by Barlow Rail. Also note the smoke stain on the bridge. The figure walking towards the bridge is the late Lewis Jenkin, Keith's Dad.
Progress at the Platform
Truthall Halt (Platform) A report from Andrew Triggs 29th July 2017
Truthall Halt (Platform) A report from Andrew Triggs 29th July 2017
Hi Keith, As Roger is away with CRS today on 'Cornwall in a Day' find enclosed shots of the ongoing restoration work at Truthall Halt, I took a few shots (with permission of the Works gang there today) It's certainly coming along nicely there,
All the Best, Andrew. Many thanks to you Andrew
All the Best, Andrew. Many thanks to you Andrew
Congratulations to all involved in this work - it all looks very smart.
View from Truthall bridge, with the ongoing work with the Pagoda shelter base on the right hand side of the picture. 29th July 2017 Copyright Andrew Triggs
The recently erected station name board. 29th July 2017 Copyright Andrew Triggs
The BR 20Ton brake van 'Daisy' providing shelter for the Works gang. 29th July 2017 Copyright Andrew Triggs
1954 vintage BR Blue livery Ruston & Hornsby shunter (Build No.327974/fake BR No 97649) 29th July 2017 Copyright Andrew Triggs N.B. How much longer before we see smoke stains on the bridge caused by trains from Helston - soon we hope.
Finger post for Truthall Halt 18th December 2017 Copyright Mark Lynam
Shunter 97649 Truthall Halt 18th December 2017 Copyright Mark Lynam
The Cober viaduct lies in the valley beyond this overbridge. Here we see 4566 hauling a train 'Gwinear Bound'. 8th May 1957
Copyright the Late Jon Wood Collection
This time standing on the bridge pictured above we see 4566 with another long train, this time coasting down the grade heading for Helston. 8th May 1957 Copyright the Late Jon Wood Collection
Cober viaduct
A lovely view taken by Rod Garner in the early sixties, before the demise of steam, showing Cober Viaduct well lit by the sun. A small bridge can be seen midway between the edge of the page and the end of the viaduct - it is this bridge from which the picture above was taken and from which the train is emerging in the view above. Don't confuse the farm track clearly seen with the course of the railway which is up to the left. Copyright
The locomotive will be putting its feet down now for the climb to Truthall Halt. The webmaster knows of a local gentleman, who when a schoolboy, won a six penny bet in transferring from one compartment of a non-corridor coach to another while the train was crossing this viaduct. He earned his money! In the distance, beyond the telephone pole, can be seen the quarry from which stone for this structure was obtained. Copyright Sid Sponheimer
Faulls Crossing
Helston Station
Metro Tank No. 1496 poses at the loading bank at Helston. This loco was withdrawn in October 1935 - Copyright Maurice Dart Collection. Whether the gentleman in the cab is a cleaner, fireman or driver we'll never know. Likewise the gentleman with the shunters pole - tool of the trade. A classic from the Maurice Dart Collection.
The refreshment room was quite popular with passengers and pupils at the local school alike. With a sign that big one couldn't miss it! A local bus stands waiting passengers, a lady can be seen leaving the station - it was quite a walk to the centre of town. March 1962 Copyright Sid Sponheimer.
5537 has arrived with a train from Gwinear Road and is yet to run round. No sign of the train crew or station staff, perhaps all are enjoying a cup of char in the refreshment room? At busy times when the run round loop was occupied it was common practice for the locomotive to push the coaches back up the branch and then uncouple leaving them there. The engine then returned into the station and retreated into the shed . The coaches were then gravitated into the station under control of the guard. The engine now left the shed and thus gained the head of its train. March 1962 Copyright Sid Sponheimer.
There is a wealth of detail in this picture by Sid Sponheimer. A wagon stands below the shute at the Serpentine siding. It is reported that one enginman, perhaps, having made use of the engine shed road as part of the run round operation forgot to check his signals on being given the 'green flag' and headed complete with his passenger train into the shed. March 62 Copyright Sid Sponheimer
It's 1960 and an unidentified '45' has just arrived at Helston. Copyright Andrew Jones Steamindex
Helston station in the early sixties. The 45 or 55 tank has gone to the water column on the shed road. Also of interest is the shute serving the wagon standing on the serpentine siding. Copyright Rod Garner
Helston Signalbox Memories of the late Cyril Hitchens
Helston Signal Box had a slate roof and a timber upper storey fitted with the usual large sliding windows. The base was of red brick and there was a porch accessed by external stairs at the Gwinear end. Situated, as it was, at the end of the single platform you could easily reach out through the window to take the staff from the enginemen. The electrically lit box was equipped with a coal burning stove with an oven above and an electric boiling ring for summer use. The signalman used the station toilet. The compact track layout made it a pleasant box to work.
When I first came to Helston in about 1958 the frame had recently been renewed and had 11 levers for signals, 5 for points, 2 for facing point locks and 3 spares. There was a token instrument for the section to Nancegollan. The station was laid out as a through station with the platform line running on an embankment ending at the road from the town. A bridge would have been needed here had the proposed extension to The Lizard been built. The carriage shed at the end of this line had been demolished and the stone siding for serpentine traffic reinstated just before I came on the scene. As well as dealing with the regular passenger trains, running round the loco and visiting the shed for servicing there was also quite a bit of shunting each day with meat, stone and general traffic plus seasonal produce for the up perishables at Gwinear Road. There was a shunt ahead subsidiary signal fitted underneath the up advanced starter by the Church Hill bridge to allow shunting to be carried out without lowering the starting signal itself. At the end of the platform was a spur leading straight into the engine shed (more of this later). As this was a facing point on a passenger line a facing point lock was fitted. Quite often the siding space became congested with the result that the run round loop would be blocked with goods wagons. When an incoming train arrived and the passengers had disembarked the loco would push the coaches back up the branch where the guard would put on the brake. The loco then backed up and retired to the shed, the points reversed and the coaches would roll back under gravity to the platform where the guard would stop them. The loco would then be reattached ready for the return journey. If time was short instead of placing the coaches up the branch the engine would be uncoupled and just give the coaches a "shove" to make them run up the grade and then go to the shed, leaving the carriages to return to the platform under the guard's control. Some slick point operation was required for this! It worked for the usual two carriage train-I never saw it done with more. On busy days I experienced trains of up to six coaches if memory serves me correctly.
One summer's evening the train from Gwinear Road came in, the engine was uncoupled and ran round, but before coupling up went to the shed to take on water. The train staff was returned to me and I put it through the instrument and asked Nancegollan Is Line Clear? for the return journey. Nancegollan acknowledged, the engine came off shed, coupled up and I gave the staff to the driver. Things were very relaxed at this time in the evening and the train crew disappeared into the Refreshment Room. After a while the guard announced that it was nearing departure time so the driver and fireman returned to the engine and started away. Unfortunately they did not check the up starting signal which was on as the points were still set for the shed and this is where they went complete with train. At the far end of the shed there were two triangular wheel stops fitted to the rails and the front pony truck of the 45XX went over these and was derailed. The back wall of the shed was" slightly" damaged by the buffers. Fortunately the derailed wheels came back onto the rails as they reversed back into the platform. This time they checked the signal and went safely on their way back to Gwinear Road and no more was said-although it is reputed that a lady in the front compartment remarked that she didn't realise there was a tunnel on the Helston branch!
On another occasion, when I was working at Truro my wife and son visited Helston by train from Camborne. I had told them to return by a certain train in the afternoon. Unfortunately I had used my working timetable and the train I had told them to catch was an "empty stock" working to which any wagons to be returned to Gwinear Road would be attached. On this day the driver was keen to get back to Gwinear in good time to complete his shunt before a scheduled down passenger was due to arrive so he had contacted Nancegollan to arrange a swift token exchange to ensure he had a good run. All went well and the train reached Gwinear in record time running straight into the down platform where my wife and son escaped. Unfortunately, unknown to the driver, the guard's compartment contained a track recording machine which had recorded on its graph a number of serious track irregularities almost to the point of the wheels leaving the rails. It would be interesting to find out what speeds were reached as the limits were 35mph from Gwinear to milepost 5 and 25mph for the remaining 3 3/4 miles to Helston.
As is well known freight traffic continued for a couple of years after closure to passengers, total closure taking place on October 5th 1964. I did some occasional day shifts at Helston during the goods only period, opening up the box to deal with the two daily return workings.
C. H.
Footnote-I still have the Hornby cattle wagon bought at Eddy's Toyshop in Meneage Street on the day of my steam hauled record breaking run on the Helston Branch in 1960...........M. H.
Helston Signal Box had a slate roof and a timber upper storey fitted with the usual large sliding windows. The base was of red brick and there was a porch accessed by external stairs at the Gwinear end. Situated, as it was, at the end of the single platform you could easily reach out through the window to take the staff from the enginemen. The electrically lit box was equipped with a coal burning stove with an oven above and an electric boiling ring for summer use. The signalman used the station toilet. The compact track layout made it a pleasant box to work.
When I first came to Helston in about 1958 the frame had recently been renewed and had 11 levers for signals, 5 for points, 2 for facing point locks and 3 spares. There was a token instrument for the section to Nancegollan. The station was laid out as a through station with the platform line running on an embankment ending at the road from the town. A bridge would have been needed here had the proposed extension to The Lizard been built. The carriage shed at the end of this line had been demolished and the stone siding for serpentine traffic reinstated just before I came on the scene. As well as dealing with the regular passenger trains, running round the loco and visiting the shed for servicing there was also quite a bit of shunting each day with meat, stone and general traffic plus seasonal produce for the up perishables at Gwinear Road. There was a shunt ahead subsidiary signal fitted underneath the up advanced starter by the Church Hill bridge to allow shunting to be carried out without lowering the starting signal itself. At the end of the platform was a spur leading straight into the engine shed (more of this later). As this was a facing point on a passenger line a facing point lock was fitted. Quite often the siding space became congested with the result that the run round loop would be blocked with goods wagons. When an incoming train arrived and the passengers had disembarked the loco would push the coaches back up the branch where the guard would put on the brake. The loco then backed up and retired to the shed, the points reversed and the coaches would roll back under gravity to the platform where the guard would stop them. The loco would then be reattached ready for the return journey. If time was short instead of placing the coaches up the branch the engine would be uncoupled and just give the coaches a "shove" to make them run up the grade and then go to the shed, leaving the carriages to return to the platform under the guard's control. Some slick point operation was required for this! It worked for the usual two carriage train-I never saw it done with more. On busy days I experienced trains of up to six coaches if memory serves me correctly.
One summer's evening the train from Gwinear Road came in, the engine was uncoupled and ran round, but before coupling up went to the shed to take on water. The train staff was returned to me and I put it through the instrument and asked Nancegollan Is Line Clear? for the return journey. Nancegollan acknowledged, the engine came off shed, coupled up and I gave the staff to the driver. Things were very relaxed at this time in the evening and the train crew disappeared into the Refreshment Room. After a while the guard announced that it was nearing departure time so the driver and fireman returned to the engine and started away. Unfortunately they did not check the up starting signal which was on as the points were still set for the shed and this is where they went complete with train. At the far end of the shed there were two triangular wheel stops fitted to the rails and the front pony truck of the 45XX went over these and was derailed. The back wall of the shed was" slightly" damaged by the buffers. Fortunately the derailed wheels came back onto the rails as they reversed back into the platform. This time they checked the signal and went safely on their way back to Gwinear Road and no more was said-although it is reputed that a lady in the front compartment remarked that she didn't realise there was a tunnel on the Helston branch!
On another occasion, when I was working at Truro my wife and son visited Helston by train from Camborne. I had told them to return by a certain train in the afternoon. Unfortunately I had used my working timetable and the train I had told them to catch was an "empty stock" working to which any wagons to be returned to Gwinear Road would be attached. On this day the driver was keen to get back to Gwinear in good time to complete his shunt before a scheduled down passenger was due to arrive so he had contacted Nancegollan to arrange a swift token exchange to ensure he had a good run. All went well and the train reached Gwinear in record time running straight into the down platform where my wife and son escaped. Unfortunately, unknown to the driver, the guard's compartment contained a track recording machine which had recorded on its graph a number of serious track irregularities almost to the point of the wheels leaving the rails. It would be interesting to find out what speeds were reached as the limits were 35mph from Gwinear to milepost 5 and 25mph for the remaining 3 3/4 miles to Helston.
As is well known freight traffic continued for a couple of years after closure to passengers, total closure taking place on October 5th 1964. I did some occasional day shifts at Helston during the goods only period, opening up the box to deal with the two daily return workings.
C. H.
Footnote-I still have the Hornby cattle wagon bought at Eddy's Toyshop in Meneage Street on the day of my steam hauled record breaking run on the Helston Branch in 1960...........M. H.
Flora Day at Helston in 1957 4566 prepares to head a long train to Gwinear Road. Note the full truck at the Serpentine shute. 8May57 Copyright the Late Jon Wood Collection
Note - for pictures inside this signalbox please the aricle by Laurence Hansford at the end of this section
A glimpse of the locking frame of Helston Signal Box. Picture by the late Patrick English From the Mike Hitchens collection
Helston plays host to both 4566 and 4588 which have arrived on the same working. Later 4588 took the passenger train back. 27th Dec 1960 Copyright Mike Roach
A lovely day to see Helston station building July 1967 Copyright Doug Nicholls
Helston as seen in July 1967. Most structures intact, except the engine shed. The area once occupied by the serpentine siding now covered farm machinery. This scene was captured by Doug Nichols.
Helston station in 1972. It awaits its fate, the foreground filled with rubble and weeds, the engine shed already gone. Copyright Roger Winnen
This ticket is dated 03 NOV 62, the last day of passenger services. Courtesy of the Mike Roach collection
K Jenkin Collection
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
A trip down the branch
in 1964
After the passenger service finished wef 5th November 1962 freight continued for a further two and half years until 5th October 1964.
Luckily for us Laurence Hansford happened to ride on and photgraph one of the last freights.
in 1964
After the passenger service finished wef 5th November 1962 freight continued for a further two and half years until 5th October 1964.
Luckily for us Laurence Hansford happened to ride on and photgraph one of the last freights.
Homage to the last days of the Helston Branch Laurence Hansford
Whilst I was back in St Ives during late August 1964 (when I took the pictures of devastation at St Agnes*) I also decided to check out the Helston Branch. Obviously, I was aware that it had already closed to Passenger traffic but was still open for Goods but I had heard rumours that total closure was imminent. It was also obvious that I was unlikely to ever get a second chance so after breakfast I bought a return ticket to Camborne with the eventual intention of catching a bus to Helston.
I travelled in the front of the DMU to watch the track ahead and when we got to Gwinear Road (still open) I got off because I could see there was some activity there. I took a couple of photos and, on wondering across to the Branch platform, I found D6320 waiting with a Guards Van and, much to my surprise I instantly recognised the Driver and he me. This was from the days in the mid to late 50s when he was frequently to be found in St Ives on a 45XX.
In those days he was only the Fireman but, unlike most of the other Engine crews who worked the St Ives Branch, he and his Driver were quite happy to let a 12 year old hop up onto the footplate, as long as there was no Inspector on the prowl. Consequently I took full advantage and got to know what all the valves, levers and handles were for, had quite a few footplate rides and even operated the Regulator and Reverser. I have been trying to remember their names but with no luck; all I can do is describe them in the hope that someone else may be able to name them. The Driver was rather on the short side and wiry with a good sense of humour but his young Fireman, who can’t have been that many years older than me (although it appeared so at the time), was tall and ginger haired.
Having exchanged pleasantries, our young ginger haired Driver asked me what I was doing at Gwinear Road and I replied that I had come to pay my last respects to the Helston Branch. He then said something like “Well, I’ll be leaving for Helston in a few moments. We have to call in at Praze and Nancegollan on the way but you are welcome to come along, as long as you don’t get in the way.” As you can imagine, I didn’t need to be asked twice and jumped up into the cab of D6320.
Off we went at a modest pace and soon got to Praze, where the crew got off to see if there were any wagons which needed collection on the way back. I also got off and took some pictures and noted that there was an old lorry which was used for bringing agricultural produce but nothing much going on. Apparently there were no waggons ready to go so next stop was Nancegollan where the crew had a good old natter with the station staff in the sun, giving me the opportunity to take some more pictures and I was even allowed up into the Signal Box.
As there was nothing to be shunted, nothing waiting for despatch and nothing more to be discussed we eventually set off again, sailing past Truthall Halt, this time Helston last stop.
When we got to Helston I got off and thanked the Driver for a most interesting and enjoyable trip (whilst thinking to myself how fortunate I had been to have viewed the line from the comfort of a cab, a much better view than from the footplate of a steam engine or, for that matter, an ordinary coach). As I was about to walk away he said “How are you going to get back?” I replied that I was going to go and catch a bus to Camborne, to which he replied that he would be going back later and I could have a lift back if I wanted. Hard to resist an offer like that.
He gave me a time to be back by (I seem to think something like half past two in the afternoon) so I wandered off down into the town, selected a pub I liked the look of and enjoyed a pint and a pastie. I am, though, ashamed to say that I was quite unaware of the fact that The Blue Anchor had always brewed its own beer with a history going back 600 years. Had I known, that would have been my choice but it was to be another 7 or 8 years before I discovered that, of the tens of thousands, it was one of only four home-brew houses remaining in the whole country.
Anyway, I got back to the station with plenty of time so as to take a few pictures and I was rather pleased to be able to get into the Helston Signal Box as well for a nose around. Being at the end of the line, I remember thinking that it wasn’t as interesting as the one at Nancegollan. It appeared that there was no traffic to be collected from Helston either as all that had been done whilst I was having my lunch was that the engine had run round its Guards Van.
When the appointed time came, off we went with just the Guards Van and when we got to Gwinear Road we arrived with just the Guards Van. If that was all there was to show for a day’s work, one can well understand why the powers-that-be deemed this state of affairs unsustainable.
As we approached the main line, our Driver said “after we have dumped the Van in Gwinear Yard, we’ll be returning light-engine to Ponsandane so I might as well drop you off at St Erth”. This was yet another “too good to refuse” offer so as we drew into the bay platform I jumped off whilst he reversed into the yard to stable the Van. This gave me the opportunity to take a few more pictures before getting back in the cab and saying goodbye to Gwinear Road.
Once out on the down Main Line we picked up speed quickly (a bit different from pootling along the Branch) and I asked the Driver if I could go through into the Engine Compartment to have a look at the beast within. He said “Help yourself but make sure you don’t touch anything” so I opened the door and in I went.
Once inside, the walk-way continued along one side of the engine itself – a big, hot, oily, smelly and pulsating lump. Having “admired” it I slid past it and the train heat boiler to the other end, opened the door into the rear cab and poked my head in. There seemed little point in venturing inside as, not surprisingly, it looked the same as the one I had just come from so I shut the door and retreated back to the other cab. Two things stick in my mind from that experience: The first is that it was unbelievably noisy, indeed it was the loudest continuous noise I had ever experienced up to that time. The second instead, was more an expression of surprise when I found a fully plumbed-in white porcelain urinal, complete with flush, simply fitted in the corner behind the front cab. When I mentioned this to the driver he just replied “Well, the Warships have got a sit-down job”. Nowadays, one has to remember that Lady Drivers hadn’t yet been invented.
As we passed through Hayle the Driver said “now, when we get to St Erth I’ll slow down to a walking pace as we approach the end of the platform and you jump out when we get to the foot-bridge.” I said “what if somebody sees me?” to which he replied “just show them your ticket, you’ll be alright”. I thanked him for an unexpected and most interesting day and jumped out as instructed. As he accelerated away towards Penzance I stood at the end of the platform and reflected on how privileged I was to have been a cab passenger on a line officially closed to passengers a couple of years earlier and was more or less allowed to poke my nose wherever I wanted.
There was nobody else on the platform as I crossed over the foot bridge, clutching my ticket in case I might be challenged, but all I got was a knowing look from a Porter. When the train from St Ives arrived in the Bay, I got in and that was the end of that. Freight ended on the Helston Branch a few weeks later on the 4th October and Gwinear Road Station closed for ever the following day.
L I Hansford 21st July 2017 With many thanks
Whilst I was back in St Ives during late August 1964 (when I took the pictures of devastation at St Agnes*) I also decided to check out the Helston Branch. Obviously, I was aware that it had already closed to Passenger traffic but was still open for Goods but I had heard rumours that total closure was imminent. It was also obvious that I was unlikely to ever get a second chance so after breakfast I bought a return ticket to Camborne with the eventual intention of catching a bus to Helston.
I travelled in the front of the DMU to watch the track ahead and when we got to Gwinear Road (still open) I got off because I could see there was some activity there. I took a couple of photos and, on wondering across to the Branch platform, I found D6320 waiting with a Guards Van and, much to my surprise I instantly recognised the Driver and he me. This was from the days in the mid to late 50s when he was frequently to be found in St Ives on a 45XX.
In those days he was only the Fireman but, unlike most of the other Engine crews who worked the St Ives Branch, he and his Driver were quite happy to let a 12 year old hop up onto the footplate, as long as there was no Inspector on the prowl. Consequently I took full advantage and got to know what all the valves, levers and handles were for, had quite a few footplate rides and even operated the Regulator and Reverser. I have been trying to remember their names but with no luck; all I can do is describe them in the hope that someone else may be able to name them. The Driver was rather on the short side and wiry with a good sense of humour but his young Fireman, who can’t have been that many years older than me (although it appeared so at the time), was tall and ginger haired.
Having exchanged pleasantries, our young ginger haired Driver asked me what I was doing at Gwinear Road and I replied that I had come to pay my last respects to the Helston Branch. He then said something like “Well, I’ll be leaving for Helston in a few moments. We have to call in at Praze and Nancegollan on the way but you are welcome to come along, as long as you don’t get in the way.” As you can imagine, I didn’t need to be asked twice and jumped up into the cab of D6320.
Off we went at a modest pace and soon got to Praze, where the crew got off to see if there were any wagons which needed collection on the way back. I also got off and took some pictures and noted that there was an old lorry which was used for bringing agricultural produce but nothing much going on. Apparently there were no waggons ready to go so next stop was Nancegollan where the crew had a good old natter with the station staff in the sun, giving me the opportunity to take some more pictures and I was even allowed up into the Signal Box.
As there was nothing to be shunted, nothing waiting for despatch and nothing more to be discussed we eventually set off again, sailing past Truthall Halt, this time Helston last stop.
When we got to Helston I got off and thanked the Driver for a most interesting and enjoyable trip (whilst thinking to myself how fortunate I had been to have viewed the line from the comfort of a cab, a much better view than from the footplate of a steam engine or, for that matter, an ordinary coach). As I was about to walk away he said “How are you going to get back?” I replied that I was going to go and catch a bus to Camborne, to which he replied that he would be going back later and I could have a lift back if I wanted. Hard to resist an offer like that.
He gave me a time to be back by (I seem to think something like half past two in the afternoon) so I wandered off down into the town, selected a pub I liked the look of and enjoyed a pint and a pastie. I am, though, ashamed to say that I was quite unaware of the fact that The Blue Anchor had always brewed its own beer with a history going back 600 years. Had I known, that would have been my choice but it was to be another 7 or 8 years before I discovered that, of the tens of thousands, it was one of only four home-brew houses remaining in the whole country.
Anyway, I got back to the station with plenty of time so as to take a few pictures and I was rather pleased to be able to get into the Helston Signal Box as well for a nose around. Being at the end of the line, I remember thinking that it wasn’t as interesting as the one at Nancegollan. It appeared that there was no traffic to be collected from Helston either as all that had been done whilst I was having my lunch was that the engine had run round its Guards Van.
When the appointed time came, off we went with just the Guards Van and when we got to Gwinear Road we arrived with just the Guards Van. If that was all there was to show for a day’s work, one can well understand why the powers-that-be deemed this state of affairs unsustainable.
As we approached the main line, our Driver said “after we have dumped the Van in Gwinear Yard, we’ll be returning light-engine to Ponsandane so I might as well drop you off at St Erth”. This was yet another “too good to refuse” offer so as we drew into the bay platform I jumped off whilst he reversed into the yard to stable the Van. This gave me the opportunity to take a few more pictures before getting back in the cab and saying goodbye to Gwinear Road.
Once out on the down Main Line we picked up speed quickly (a bit different from pootling along the Branch) and I asked the Driver if I could go through into the Engine Compartment to have a look at the beast within. He said “Help yourself but make sure you don’t touch anything” so I opened the door and in I went.
Once inside, the walk-way continued along one side of the engine itself – a big, hot, oily, smelly and pulsating lump. Having “admired” it I slid past it and the train heat boiler to the other end, opened the door into the rear cab and poked my head in. There seemed little point in venturing inside as, not surprisingly, it looked the same as the one I had just come from so I shut the door and retreated back to the other cab. Two things stick in my mind from that experience: The first is that it was unbelievably noisy, indeed it was the loudest continuous noise I had ever experienced up to that time. The second instead, was more an expression of surprise when I found a fully plumbed-in white porcelain urinal, complete with flush, simply fitted in the corner behind the front cab. When I mentioned this to the driver he just replied “Well, the Warships have got a sit-down job”. Nowadays, one has to remember that Lady Drivers hadn’t yet been invented.
As we passed through Hayle the Driver said “now, when we get to St Erth I’ll slow down to a walking pace as we approach the end of the platform and you jump out when we get to the foot-bridge.” I said “what if somebody sees me?” to which he replied “just show them your ticket, you’ll be alright”. I thanked him for an unexpected and most interesting day and jumped out as instructed. As he accelerated away towards Penzance I stood at the end of the platform and reflected on how privileged I was to have been a cab passenger on a line officially closed to passengers a couple of years earlier and was more or less allowed to poke my nose wherever I wanted.
There was nobody else on the platform as I crossed over the foot bridge, clutching my ticket in case I might be challenged, but all I got was a knowing look from a Porter. When the train from St Ives arrived in the Bay, I got in and that was the end of that. Freight ended on the Helston Branch a few weeks later on the 4th October and Gwinear Road Station closed for ever the following day.
L I Hansford 21st July 2017 With many thanks
Gwinear Road Yard
What initially caught my eye here was a Type 22 on a pick- up goods in the big yard in the "V" between the Branch and the Down Main. Copyright Laurence Hansford
Praze
Class 22 6630 arrives at Praze September 1964 Copyright Laurence Hansford
Class 22 6630 at Praze, note the 'Mushroom' water tower. September 1964 Copyright Laurence Hansford
Class 22 6630 at Praze September 1964 A view from the Gwinear end. Copyright Laurence Hansford
The lorry loading agricultural produce at Praze. September 1964 Copyright Laurence Hansford
Detail of the lorry at Praze. September 1964. Copyright L:aurence
Nancegollan
6630 arrives at Nancegollan in September 1964 and stands awaiting orders. Copyright Laurence Hansford
A view from the road bridge. You can see six people passing the time of day in this view. September 1964 Copyright Laurence Hansford
A view from the road bridge looking back towards Gwinear Road. September 1964 Copyright Laurence Hansford.
Looking at the goods yard, note the grounded clerstory coach. September 1964. Copyright Laurence Hansford.
A view along the down platform at Nancegollan in September 1964. Note the concrete lamp standard. Copyright Laurence Hansford.
A zoomed in view of the lamp standard. September 1964 Copyright Laurence Hansford.
Tilley Challow
Almost all of the outdoor Nancegollan shots show at least one of a number of tall concrete lamp standards scattered around the station. Now, many of you will be aware that these were often found on more important rural stations where neither gas nor electricity were available and that each was provided with a hand-winch for hoisting up an oil lamp. But not so many people will know precisely what sort of lamp these were designed for. A Tilley pressure lamp? Definitely, but not just any old Tilley, although it would have been perfectly possible to hoist up a ubiquitous Storm Lantern.
There is an excellent example on the Down Platform. On the photo looking along the platform towards D6320, zoom-in to the top of the post and you will see that either side of the weighted hook there were a pair of semi-circular saddles. These were fixed to the swan-neck and intended to ensure that a Tilley “Challow” lamp shone up and down the platform as well as to stop it from swinging around in the wind. Whilst they worked on the same principle as the familiar Storm Lantern and indeed shared many of the same components, the gallery was underneath the tank which was in the shape of a doughnut and much larger. They were also much more expensive (190/- in 1957) and, being special purpose, were never made in large numbers. Consequently, few have survived into preservation and are rarely seen.
Incidentally, this pattern lamp was called “The Challow” because The GWR first used it to illuminate Challow Station (long gone) between Didcot and Swindon. Note that not all the lamp standards were intended for Challows: study the gadget at the top of the post in the foreground of the photo looking back towards Gwinear Road and you will see that this is in the form of a circular collar. This was meant to take a different style of doughnut Tilley with a circular reflector which cast its light all round rather than in two beams.
Almost all of the outdoor Nancegollan shots show at least one of a number of tall concrete lamp standards scattered around the station. Now, many of you will be aware that these were often found on more important rural stations where neither gas nor electricity were available and that each was provided with a hand-winch for hoisting up an oil lamp. But not so many people will know precisely what sort of lamp these were designed for. A Tilley pressure lamp? Definitely, but not just any old Tilley, although it would have been perfectly possible to hoist up a ubiquitous Storm Lantern.
There is an excellent example on the Down Platform. On the photo looking along the platform towards D6320, zoom-in to the top of the post and you will see that either side of the weighted hook there were a pair of semi-circular saddles. These were fixed to the swan-neck and intended to ensure that a Tilley “Challow” lamp shone up and down the platform as well as to stop it from swinging around in the wind. Whilst they worked on the same principle as the familiar Storm Lantern and indeed shared many of the same components, the gallery was underneath the tank which was in the shape of a doughnut and much larger. They were also much more expensive (190/- in 1957) and, being special purpose, were never made in large numbers. Consequently, few have survived into preservation and are rarely seen.
Incidentally, this pattern lamp was called “The Challow” because The GWR first used it to illuminate Challow Station (long gone) between Didcot and Swindon. Note that not all the lamp standards were intended for Challows: study the gadget at the top of the post in the foreground of the photo looking back towards Gwinear Road and you will see that this is in the form of a circular collar. This was meant to take a different style of doughnut Tilley with a circular reflector which cast its light all round rather than in two beams.
Nancegollan Box - track diagram. September 1964. Copyright Laurence Hansford
Nancegollan Signalbox Lever Frame. September 1964. Copyright Laurence Hansford.
Helston
Helston - looking towards the terminus station - the loco shed on the right, surpentine siding on the left. September 1964. Copyright Laurence Hansford.
A view from the base of the signal box looking towards the shed - left and the surpentine siding right, before the bridge. September 1964. Copyright Laurence Hanford.
Helston Box track diagram and lever frame. September 1964. Copyright Laurence Hansford.
Helston Signalbox Diagram. September 1964. Copyright Laurence Hansford.
Helston - still vans in the sidings. September 1964 Copyright Layrence Hansford.
6320 ready to depart back along the branch. September 1964. Copyright Laurence Hansford.
Back at Gwinear Road
D6320 puts the van away ready for another trip down the branch. September 1964. Copyright Laurence Hansford.
D6320 returns from parking the brake van. A chance to observe the dead staright run of Helston branch, the sharp curve of the main line, and the multitude of telphone and telegraph cables crossing the top of the picture. September 1964.
A Cross Country set calls at the up platform. An example which we wished modern uints had copied, a forward view plus comfort. The good old days - September 1964
Copyright Laurence Hansford
Many thanks to Laurence Hansford for a very valuable collection of pictures.
More about the preserved section of line.
The current limit of operations is between Prospridnick Halt and just short of Truthall platform.
Please refer to the Helston Railway Preservation Society excellent Website for details of history, running days and stock lists etc. Click here for their website and when nearby make sure you visit.
Many thanks from the Cornwall Railway Society for use of the Helston Railway Preservation Society pictures.
The current limit of operations is between Prospridnick Halt and just short of Truthall platform.
Please refer to the Helston Railway Preservation Society excellent Website for details of history, running days and stock lists etc. Click here for their website and when nearby make sure you visit.
Many thanks from the Cornwall Railway Society for use of the Helston Railway Preservation Society pictures.
Take an end of season view of the Helston Railway in 2017 care of Steve Widdowson, more on features September to December 2017 - click here.
A smashing 'framed view' through the bridge ot Trevarno. 5th October 2017
Copyright Steve Widdowson.
Ambition achieved - for the time - Helston next stop! 5th October 2017. Copyright Steve Widdowson.
Helston station former goods shed 18th December 2017 Copyright Mark Lynam
January 2020
Kilmersdon makes its final runs before returning to Somerset for overhaul.
Kilmersdon makes its final runs before returning to Somerset for overhaul.
Kilmersdon on its last day before return to Somerset. 4th January 2020. Copyright Andrew Triggs. Picture taken with special permission from the Helston Railway.
Last day for Kilmerston - at Truthall Halt. 4th January 2020 Copyright Andrew Triggs
Peter Gallassini our guard at Truthall. 4th January 2020. Copyright Andrew Triggs.
The final departure. Killmesdon departs Truthall Halt. 4th January 2020. Copyright Andrew Triggs.
Going beyond Truthall -
the extension work towards Helston.
Work started in 2020.
the extension work towards Helston.
Work started in 2020.
A view from the bridge just beyond Truthall. The clearance of vegetation of the track bed beyond Truthall . 1st February 2020 Copyright Emma Shard.
The view of Truthall Halt through the Bridge. 1st February 2020. Copyright Emma Shard.
The view from Truthall bridge looking towards Helston. 1st February 2020. Copyright Emma Shard.
ruthall by the canal 23rd December 2020. Copyright Phil Hawke
Going beyond Prospidnick -
the extension work in the Nancegollan direction.
Work started in November 2020.
the extension work in the Nancegollan direction.
Work started in November 2020.
15th November 2020. Track laying is well under way at the Prospidnick end of the Helston Railway, to extend the line from Prospidnick Halt towards the existing car parking area. This will be used to move the buffet and waiting room Class 103 DMU and the shop RES GUV to a new home adjacent to the car park, also for the future running line. However, the existing platform will remain in use for passenger trains due to current restrictions of operating public passenger trains over the bridge. The track between the car park and platform will be infilled with ballast to allow safe public access. It is hoped that the railway will reopen for visitors in March 2021.
With Thanks to
Emma Shard. Congratulation - great to see extension work in progress.
With Thanks to
Emma Shard. Congratulation - great to see extension work in progress.
Helston extension 1 Track laying extending away from Prospidnick Halt 15th November 2020 Copyright Emma Shard
Helston extension 2 With the car park at Prospidnick in the background, the track is being laid ever closer. 15th November 2020 Copyright Emma Shard
Helston extension 3 Another rail section being maneuvered into place on the next panel. 15th November 2020 Copyright Emma Shard
Helston extension 4 Completion of a days work. Prospidnick Halt is in the distance behind the trees. 15th November 2020. Copyright Emma Shard
Thank you Emma.
Pushing on towards Cober viaduct
Ken Babbage
Ken Babbage
Went to see a friend of mine on Sunday at Ashton and he said that he
had a job this week driving a digger for the Helston Railway clearing the
cutting, this excited me.
Came back from Falmouth this morning and remembered coming up
Sithney Common Hill so popped down to see how Paul was doing.
Pictures attached maybe the Cober Viaduct is not a “bridge so far”. I think that the interest will greatly increase once the track is laid across
the Cober Viaduct.
Kindest Regards, K.J. Babbage
had a job this week driving a digger for the Helston Railway clearing the
cutting, this excited me.
Came back from Falmouth this morning and remembered coming up
Sithney Common Hill so popped down to see how Paul was doing.
Pictures attached maybe the Cober Viaduct is not a “bridge so far”. I think that the interest will greatly increase once the track is laid across
the Cober Viaduct.
Kindest Regards, K.J. Babbage
Helston Railway extension. 18th January 2023. Copyright Ken Babbage
Helston Railway extension. 18th January 2023. Copyright Ken Babbage
Helston Railway extension. 18th January 2023. Copyright Ken Babbage
Helston Railway extension. 18th January 2023. Copyright Ken Babbage
Many thanks Ken.
Coverack Road Motor Halt
- Michael L. Roach.
- Michael L. Roach.
COVERACK ROAD MOTOR HALT Michael L. Roach
Sometime around 1927 the Great Western Railway commenced a new bus service from Helston Railway Station the 12 miles to Coverack Harbour on the east side of The Lizard peninsula. In the wording of the day it was called a “road motor service.” At first Coverack passengers waited in the open for the bus to arrive. The GWR announced that a shelter was to be provided and a Mr. Francis Roxburgh stepped forward to donate a suitable building for the purpose. Mr. Roxburgh was a retired judge and a frequent visitor to Coverack from his home in London near Paddington Station. The attached photograph of the opening ceremony appeared in the GWR Magazine for March 1928.
SCAN 5289
MLR / 01 December 2021
Sometime around 1927 the Great Western Railway commenced a new bus service from Helston Railway Station the 12 miles to Coverack Harbour on the east side of The Lizard peninsula. In the wording of the day it was called a “road motor service.” At first Coverack passengers waited in the open for the bus to arrive. The GWR announced that a shelter was to be provided and a Mr. Francis Roxburgh stepped forward to donate a suitable building for the purpose. Mr. Roxburgh was a retired judge and a frequent visitor to Coverack from his home in London near Paddington Station. The attached photograph of the opening ceremony appeared in the GWR Magazine for March 1928.
SCAN 5289
MLR / 01 December 2021
Coverack Road Motor Halt. Image 5289 from the Michael L. Roach archive.
Coverack Road Motor Halt. Image 5289 from the Michael L. Roach archive.
As a follow-up here are two scans of buses from the same era both with bodies by long gone coach builders. Perhaps one of our readers will be able to identify the builder of the chassis in each case.
Best wishes
Mike
Best wishes
Mike
