Historical - Outdoor Events up to 2009
This is a series which lists events on which the C.R.S. Headboard was carried. This was fitted on Charter Trains and also taken to private railways. The period covered is up to 2009.
In this section events are in chronological order - the most recent last.
All Photographs in this section were taken by Roger Winnen and are his copyright. We are most grateful to him for his work recording the railway scene over the years.
Appreciation is also expressed to Keith Lloyd who has scanned Roger's slides and adjusted them to optimise them for this presentation.
From the outset the Cornwall Railway Society has had a headboard. This was made by Ian Croft and skilfully painted by Peter Butt. The headboard has enabled us to advertise our society around the south west. It first appeared, together with a pair of semaphore signals on a signal post, at various shows and exhibitions. The headboard was then fitted with a variety of metal ware to suit various locomotive lamp brackets - it had become mobile. We even had a special 'clamp on' bracket to suit the various minibuses which were hired on visits to places of interest.
The headboard's first train was the ‘Camel Train’ – organised by the Lea Valley Railway club. This train made two return runs from Plymouth to Wadebridge on Saturday 6th May 1978. In return for advertising the railtour and selling tickets, we had the privilege of mounting our headboard. It was on this train that the headboard made its first crossing of the Royal Albert Bridge, proudly displayed on the front of DMU B803. (We’d left Wadebridge with two DMU’s but one failed at Boscarne Junction and had to be left in the sidings there). The Wadebridge line closed to passengers on 30 January 1967 , and sadly closed completely on 30 October 1983.
The next outing was on 28 May 1978 - the society travelled by minibus to visit the Dart Valley. Our motive power was 1638. Later that day we made a visit to the Torbay Steam Railway. The headboard again graced our train which was headed by 4588.
On 31 March 1979 the CRS made a trip to Swindon Museum using service trains – the headboard made its first HST trip (in the train) – Pat English timed the HST down Dauntsey bank at 130 mph on the return journey (this was before speed limiters were fitted). We were honoured, whilst at Swindon museum, to be granted permission to fit our headboard on 3717 ‘City of Truro’. Little did we realise that our headboard would later be fitted to the same locomotive in steam.
In 1979, on the 23 June, the headboard had an outing to the Seaton Tramway – here it was strapped to an upper deck rail on one of the trams from Colyton to Seaton. On the same day we made our way to Bicton Gardens where ‘Woolwich’ carried our symbol around the track through the trees and past the lake.
In the autumn of 1979 on the 8 September, we paid a visit to the 2' gauge Eclipse Peat Railway. Here, while the majority of the party rode in the peat wagons, we all took it in turn to have a go at driving along the bumpy and twisting track of this long-since closed industrial line. En route we crossed the trackbed of the Somerset and Dorset line near Ashcott – scene of a serious collision on 26 August 1949 when a passenger train ran into a peat train which had stalled across the crossing.
We made a repeat visit to Swindon on 29 March 1980 but this time we toured the works. The works closed completely in 1986. The considerable group posed for a photograph on the edge of the works turntable – the headboard was fitted to Warship D821 ‘Greyhound’ on this occasion.
The 7 June 1980 Gordon Dobbs, a late President, drove us on his last minibus tour when we visited the Morwellham Mine Tramway. Here, with the headboard secured to the front of the battery loco, we trundled into the ‘bowels’ of the mine. The same day saw us at Gunnislake from where we journeyed into Plymouth and back. Our headboard was fitted to P 480 for a short time. We recall how Len Baker, a CRS member and former driver on the branch, took his place in the cab.
The 6th September 1980 saw us on a visit to the West Somerset Railway where our transport was one of the Park Royal DMU's.
At about this time a small sub-committee was formed to liaise with British Rail. Members included the late Walter Julian, then chairman, Peter Butt, Roger Winnen and Keith Jenkin.
In 1981 on the 4th of April the headboard made its first official trip on British Rail – for this it had to be checked by an inspector. Subject to the replacement of some brass screws with steel it passed the test. We travelled to visit the Mid Hants Railway (Watercress line). A fleet of buses provided the missing link between Winchester and Alresford. Our route was Penzance – Exeter – Honiton – Southampton – Winchester and return via Basingstoke – Westbury – Penzance . It must be said that we had a very good relationship with British Rail and in particular with the late Reg James, Travel Centre Manager at Penzance. The arrangement for this train was that we advertised it and sold the tickets for the train which was run as a Merrymaker.
In 1981 on the 4th of April the headboard made its first official trip on British Rail – for this it had to be checked by an inspector. Subject to the replacement of some brass screws with steel it passed the test. We travelled to visit the Mid Hants Railway (Watercress line). A fleet of buses provided the missing link between Winchester and Alresford. Our route was Penzance – Exeter – Honiton – Southampton – Winchester and return via Basingstoke – Westbury – Penzance . It must be said that we had a very good relationship with British Rail and in particular with the late Reg James, Travel Centre Manager at Penzance. The arrangement for this train was that we advertised it and sold the tickets for the train which was run as a Merrymaker.
On 3 May 1981 we visited the, now renamed, Kingswear and Dartmouth Railway where 5239 provided our motive power. Just a month later on 6 June 1981 we visited the East Somerset railway at Cranmore – there was nothing in steam but our presence was recorded by means of the headboard mounted on ‘Bluebell’. (SECR Class P).
The 3 May 1982 saw our longest excursion, this time a charter train to visit the Bluebell Railway in Sussex. Our journey from Penzance was powered by 47076 ‘City of Truro’. Our route took us via North Pole Junction, Kensington Olympia and Clapham Junction to Haywards Heath. Buses provided transport to Sheffield Park – a few passengers continued to Brighton where the stock was berthed.
On the Bluebell Railway we saw the wonderful bluebells as we climbed Freshfield Bank from Sheffield Park to Horsed Keynes behind S15 30847. There was time at both termini to explore the stations and workshops etc.
On the Bluebell Railway we saw the wonderful bluebells as we climbed Freshfield Bank from Sheffield Park to Horsed Keynes behind S15 30847. There was time at both termini to explore the stations and workshops etc.
Later in 1982 on the 18 September we visited the Beer Heights Light Railway where our motive power was supplied by 0-4-0 ?? ‘Dickie’. Big headboard, little engine!
On the 2nd May 1983 50 009 'Conquerer' took us from Penzance via the southern route to Salisbury and then via the freight only (at that time) line through Chandlers Ford and on to Portsmouth. Here we boarded a ferry to cross the Solent to Ryde. The weather was atrocious. Once on the Isle of Wight we boarded a fleet of buses for the journey to Haven Street, at that time a terminus. From here we took a ride on the short steam line to Wootton and return. Our locomotive on this journey was Terrier No. 8 'Freshwater' which did the honours of carrying our headboard. With the driving rain making anything other than a short stay at Haven Street unpleasant, we rounded up our passengers and returned to Ryde early where we took a trip on the Vectis Railway (BR) to Shanklin and back. While at Shanklin and Ryde Pier Head we, unofficially, put our headboard on the front of the ex London Underground train scoring a first for us.
Later in the year on 28 May 1983 the society paid a visit to St Blazey depot where we found 46026 ‘Leicestershire and Derbyshire Yeomanry’ in residence – the headboard was fitted for the duration of our stay.
Less than a month later, on 25 June 1983 we hired a minibus to take us to visit the Dean Forest Railway at Norchard. 5541 was in steam and took our party a short distance down the line, which was not yet open through to Lydney Junction.
1983 was a busy year for the headboard as we visited the Bristol Avon Railway at Bitton on 17 September. Locomotive 1751 was in steam and took us the ½ mile or so out towards Oldland Common.
On the 22 October 1983 a minibus visit to the Launceston Steam Railway was made and ’Lillian’ did the honours of carrying us and the headboard up the line. The same day we also travelled on to visit the Plym Valley Railway at Marsh Mills – it was very early days and nothing moved but the headboard recorded our visit, fitted to 75079.
On 12 May 1984 50035 ‘Ark Royal ‘ took us on our ‘Avon Explorer’ railtour. We went from Penzance to Bristol thence via Avonmouth and around the rarely covered freight only line to Filton Jct, and from there to Dr Days Junction and then on to Swindon. We had some passengers for Bath. It had been planned on our outward journey to go via Westbury but due to a major redesign at that station there were no rails! On our return journey we stopped at Bristol Temple Meads to pick up our passengers who had elected to spend the day there or at Longleat. However, we suddenly found ourselves overloaded with a complement of commuters wishing to get to Weston- super -Mare.They had been wrongly advised to board at our platform. These passengers were not happy at being taken non-stop to Exeter – however they did enjoy our cheap refreshments! Another feature of this tour was to have been that we were ‘booked’ to take the freight only avoiding line around the back of Taunton station. Unfortunately due to a misunderstanding the signalman routed us only on the goods loop from Taunton to Silk Mill. We never got the chance to do the avoiding line! We had 415 passengers that day, and we returned home at least 30 minutes early.
On 27 May 1985 50030 ‘Repulse’ powered our ‘Oxford Explorer’. Penzance to Westbury thence via the then freight only line passing via Melksham to Thingley Jct thence to Didcot. Here participants had the choice of spending the day at the Didcot Railway Centre or traveling on to Oxford where coaches were laid on for a visit to Blenheim Palace. Our return from Oxford was via Didcot then Reading West to Penzance. Whilst at Didcot Railway Centre, our headboard enjoyed a ride on 5051 ‘Drysllwyn Castle’ hauling the TPO demonstration train.
Next, on 17 May 1986 came the ‘Severn Explorer’. This train was powered by 50002 ‘Superb’, which lived up to its name. Our outward route was via Bristol Temple Meads where due to an error we were routed into the middle line without a platform . We had a few passengers for Bristol who were prepared to climb down ladders – however this was not seen to be a good public image! BR officials offered to go out of TempleMeads and back into a platform, however, a sensible solution was reached when it was agreed that the train would make an additional stop at Lawrence Hill and taxis would be laid on to the centre of the city. At Cheltenham we dropped off a party for Berkley Castle, coaches were laid on. On arrival at Kidderminster the headboard was removed and placed on no other than 3440 ‘City of Truro’ for our journey to Bridgnorth. The headboard remained on this engine for the return run as far as Highley where it was removed and carried on the cushions back to Bridgnorth. Here it was fitted to 6960 ‘Raveningham Hall’ for the return to Kidderminster.
‘Superb’ appeared on time from Tysley to take us home, the headboard was duly fitted. At Cheltenham, where we picked up our Berkley Castle party, we asked the crew to change ends with the headboards at Severn Tunnel Junction as we were not to be platformed for the ‘run round’. This they did. After a journey through the Severn Tunnel we returned to Bristol where our passengers had a platform this time. Arrival at Penzance was on time. One other little problem which was overcome was that on previous occasions BR had printed our tickets for us. On this charter we were told, quite late on, that we would have to provide our own. This we did on card using a computer, a printer and a guillotine. They were individually numbered. We had 459 participants.
It is interesting to note that two class 50’s which have powered our trains have made it into preservation – they are 50035 ‘Ark Royal’ and 50002 ‘Superb’.
‘Superb’ appeared on time from Tysley to take us home, the headboard was duly fitted. At Cheltenham, where we picked up our Berkley Castle party, we asked the crew to change ends with the headboards at Severn Tunnel Junction as we were not to be platformed for the ‘run round’. This they did. After a journey through the Severn Tunnel we returned to Bristol where our passengers had a platform this time. Arrival at Penzance was on time. One other little problem which was overcome was that on previous occasions BR had printed our tickets for us. On this charter we were told, quite late on, that we would have to provide our own. This we did on card using a computer, a printer and a guillotine. They were individually numbered. We had 459 participants.
It is interesting to note that two class 50’s which have powered our trains have made it into preservation – they are 50035 ‘Ark Royal’ and 50002 ‘Superb’.
With our appetites whetted and a thirst for even longer railtours to distant parts we set our sights on planning the ‘Nene Valley Explorer’. However at the time British Rail was changing – no longer did they have rakes of coaching stock penned up in sidings to cope with the heavy summer tourist trade. In previous years the stock for our trains had either been lying in sidings at Penzance or Plymouth. In the case of our ‘Severn Explorer’ the stock was a set of coaches normally kept for working a heavily loaded Friday evening Paddington – Bristol service. This had to be brought to Penzance overnight as an empty stock working, and later returned, an expense not built into the costs of the train hire. Our ‘Nene Valley Explorer’ train was abandoned for two reasons, one of which was the high charges which reflected long empty stock workings, and the final death knell was the advice that due to engineering work we would have to be routed out and back via the southern route. This would have entailed an exceptionally early start – at about four in the morning and an equally late return in the early hours. Our supporters, we knew, could not be expected to support us to this extent as there would have been very little time at the Nene Valley.
On the 28 June 1986 we visited the East Somerset Railway at Cranmore. Here we did a return trip to Mendip Vale behind Jinty 3F 47493. This was our only rail trip for the year.
After a ‘gap’ year our railtour sub-committee decided to try and do something a little more local and to this end we organised the ‘Devon Rambler’ railtour. Using a two car DMU P956 this ran on 4 September 1988 from Penzance. At Exeter St Davids, there was some panic here as an urn sent up the previous day for use by our catering staff was not ready and the platform inspector was keen to dispatch our train without the catering crew, luckily we just made it. We called at Bow, the first passenger train to stop there since 5 June 1972. We then went on to Meldon Quarry where ladders were put down and the track explored. Next we returned to Okehampton where a lunch stop was made, after which we called at Sampford Courtney, however due to the raising of the trackbed at North Tawton, done to improve clearances at a nearby rail over road bridge, we didn’t stop there but crawled through at walking pace. We returned to Newton Abbot, here again we had hot water problems – the urn had ‘blown up’ - however we made it to Heathfield ( Closed 2 Mar 1959). Almost as soon as we gained the branch, the train stopped while the guard returned to Newton Abbot to get the keys for a level crossing. On our outward journey we also made a photographic stop at Teigngrace (Closed 2 Mar 1959). We had an hour long tea break at Paignton before retracing our steps to Newton Abbot. Our final bit of unusual track was when we turned off the main line at Laira Junction and took the ‘speedway curve’ alongside Laira depot out to Plymouth Friary (C. 15 Sept. 1958). At Laira we paused to change inspectors. The new inspector obeyed the rule book strictly – said he didn’t like us getting off using ladders and also insisted that we remove the headboards which were obscuring the marker lights. We were very relieved that he hadn’t joined us earlier in the day!
On 18 May 1989 a party visited the Swanage Railway and travelled to the full extent of the line from Swanage to Harmans Cross behind Ivat 2MT 46443.
On 21 October 1989 we celebrated with the Bodmin and Wenford Railway their first day of regular operation between Bodmin General – Bodmin Parkway, number 19 leading to General and 08444 leading on the return. Prior to our run over the line, the Cornwall Railway Society presented the Bodmin and Wenford Railway with a smart new sign to be fitted on the outside of Bodmin General station.
Having not run a railtour on BR metals for some five years our sub-committee was augmented by Steve Horne an ex RAF officer. Steve befriended the manager of Plymouth station Andy Johnston, an ex RN officer and our plans for a Cornish Railtour were put to him.
Thus on 3 July 1990 we ran our last charter on British Rail. Called the ‘China Clay Rambler’, our train, comprising one 2-car and one 3-car unit P955 and P828, spent a long day comprehensively covering all the china clay sidings. It is worthy of note that both of the units were immaculately turned out. Luckily this was in the days before Health and Safety regulations – we hired in extra ladders and at every stopping point participants were able to detrain and explore. Every ladder was safe guarded by a steward, there were no accidents whatsoever.
Our route was from Penzance to Par thence to Goonbarrow Jct – from where we traversed the remains of Carbis branch. Next was to St Dennis Junction and into the Tip sidings. At Pontsmill the train reversed to travel the full length of the sidings, brushing aside the saplings and undergrowth prior to the buffer stop. A visit to Par Harbour followed, where we stopped at the BR boundary. We took a lunch stop in the Fowey bay at Lostwithiel - the first passenger train in there since the withdrawal of passenger services on 4 Jan 1965. A run was then made down the Fowey branch. We went way beyond the BR boundary at Carne Point to almost buffer up to a line of CDA’s awaiting discharge. After this we made our way to Burngullow and took the steeply graded branch to Parkandillack,, our surroundings looking like a ‘moonscape’. Ladders were put out at Parkandillack, then came a return to Drinnick Mill before reversing to drop down to Nanpean Wharf. Here the high level clay loading platforms prevented a dignified exit so it was down with the ladders once again. After this a spirited dash was made to Par to provide a connecting service to London. We then returned to Penzance, well pleased with an excellent day out. This was to be our last BR charter.
Thus on 3 July 1990 we ran our last charter on British Rail. Called the ‘China Clay Rambler’, our train, comprising one 2-car and one 3-car unit P955 and P828, spent a long day comprehensively covering all the china clay sidings. It is worthy of note that both of the units were immaculately turned out. Luckily this was in the days before Health and Safety regulations – we hired in extra ladders and at every stopping point participants were able to detrain and explore. Every ladder was safe guarded by a steward, there were no accidents whatsoever.
Our route was from Penzance to Par thence to Goonbarrow Jct – from where we traversed the remains of Carbis branch. Next was to St Dennis Junction and into the Tip sidings. At Pontsmill the train reversed to travel the full length of the sidings, brushing aside the saplings and undergrowth prior to the buffer stop. A visit to Par Harbour followed, where we stopped at the BR boundary. We took a lunch stop in the Fowey bay at Lostwithiel - the first passenger train in there since the withdrawal of passenger services on 4 Jan 1965. A run was then made down the Fowey branch. We went way beyond the BR boundary at Carne Point to almost buffer up to a line of CDA’s awaiting discharge. After this we made our way to Burngullow and took the steeply graded branch to Parkandillack,, our surroundings looking like a ‘moonscape’. Ladders were put out at Parkandillack, then came a return to Drinnick Mill before reversing to drop down to Nanpean Wharf. Here the high level clay loading platforms prevented a dignified exit so it was down with the ladders once again. After this a spirited dash was made to Par to provide a connecting service to London. We then returned to Penzance, well pleased with an excellent day out. This was to be our last BR charter.
June 6 1992 saw us off by minibus to the Gartell Light Railway where the headboard and party made several journeys on the Common Lane to Park Lane line (No1 Amanda), Common Lane to Park Lane (No2 Andrew), and Park Lane to Common Lane (No 6 Mr G).
On 3 July 1993 we visted the Vobster Light Railway, a short narrow gauge line laid on a former mineral tramway, and we also called at the site of Radstock wagon works.
On 2 July 1994 we again visited the Forest of Dean Railway at Norchard and travelled right through to Lydney Junction. Our motive power was 41708.
Bicton Gardens Railway was re-visited on 3 September 1994. Little had changed: our motive power was the resident diesel.
20 May 1995 saw our last standard gauge railtour. We chartered the Bodmin and Wenford’s DMU for our ‘Bodmin Septet’ railtour. Our intensive day covered almost all of the B & W metals possible. Leaving from Bodmin General, we first went to Boscarne Jct thence back to Bodmin General and then to Bodmin Road (Parkway) where the run-round loop and the sidings were traversed. Next to Walker Lines sidings, followed by a return to Bodmin General where all the sidings were covered. Back once more to Boscarne, where we covered the other half of the run-round loop. A significant feature of this tour was that the CRS re-opened St Lawrence Platform for the day – a special sign being prepared and located at the site of this facility, which closed 1 January 1917.
The Gloucestershire and Warwickshire Railway was visited on 22nd July 1995 – the headboard riding on 7029 ‘Clun Castle’ from Toddington to Far Stanley.
On 6 July 1997 a coach trip took us to the Forest of Dean and afterwards to the GWR Museum at Coleford where the headboard was fitted to the Pecket tank for a group photograph.
18 July 1998 saw the 21st anniversary Celebrations of the Cornwall Railway Society with a visit to the South Devon Railway.
On the evening of 31 July 1999 the society visited the Forest Railway at Dobwalls. ‘Queen of Nebraska’ did the honours, carrying the headboard on several circuits. Alas the Forest Railway is no more.
3rd July 1999 Visit to the Bristol Area
CRS Trip To Bristol 3 July 1999 – by Keith Lloyd
3 July 1999 saw around a dozen members taking a mini-bus trip to Bristol. Our first ‘port of call’ was Bristol Harbour, where we disembarked at the Bristol Industrial Museum, here we had time to visit the Museum, the SS Great Britain as well as being booked for a harbour trip on the preserved steam tug ‘Mayflower’. An added bonus that we were unaware of was the operation of a Parry People Mover between Prince Street Bridge and the SS Great Britain on the tracks of the harbour railway. Most members took advantage of sampling this ‘new’ form of transport. After everyone had had their ride on the ‘Mayflower’ we embarked on our mini-bus and set off for the Bristol Omnibus Depot at Brislington. Our route took us via the top station of the old Bristol Cliff Railway in Clifton, close by the Clifton Suspension Bridge.
A conducted tour of the depot revealed several signs of the origins of the depot when it was used by Britol trams. the trams were already under threat but the war had delayed closure. However final abandonment came on 3rd January 1941 when enemy action brought forward the imminent closure.
Re-joining our mini-bus we headed for the Avon Valley Railway at Bitton, where Ribble Steam Centres Lancs & Yorks 0-6-0 12322 was visiting and we all enjoyed our ride out over the length of the line behind this locomotive.
Teatime loomed and we joined our minibus for the journey home – all in all a very enjoyable day.
3 July 1999 saw around a dozen members taking a mini-bus trip to Bristol. Our first ‘port of call’ was Bristol Harbour, where we disembarked at the Bristol Industrial Museum, here we had time to visit the Museum, the SS Great Britain as well as being booked for a harbour trip on the preserved steam tug ‘Mayflower’. An added bonus that we were unaware of was the operation of a Parry People Mover between Prince Street Bridge and the SS Great Britain on the tracks of the harbour railway. Most members took advantage of sampling this ‘new’ form of transport. After everyone had had their ride on the ‘Mayflower’ we embarked on our mini-bus and set off for the Bristol Omnibus Depot at Brislington. Our route took us via the top station of the old Bristol Cliff Railway in Clifton, close by the Clifton Suspension Bridge.
A conducted tour of the depot revealed several signs of the origins of the depot when it was used by Britol trams. the trams were already under threat but the war had delayed closure. However final abandonment came on 3rd January 1941 when enemy action brought forward the imminent closure.
Re-joining our mini-bus we headed for the Avon Valley Railway at Bitton, where Ribble Steam Centres Lancs & Yorks 0-6-0 12322 was visiting and we all enjoyed our ride out over the length of the line behind this locomotive.
Teatime loomed and we joined our minibus for the journey home – all in all a very enjoyable day.
Beattie well tank 30587 carried the headboard for the day out on our Bodmin and Wenford brake van charter. This was on 17 May 2003
On 18 July 2003 we again visted the Gartell Light Railway, 'Mr G' did the honours of carrying the headboard.
The most recent outing of the headboard was on 1 July 2006 when it was carried by the Redruth & Chasewater Railway’s, lookalike, ‘Smelter’ on the Tumbly Down Railway.
On 18 April 2009 the society visited the Lappa Valley and Newquay branch - unfortunately the headboard was not carried.
Select Part 2 for events from 2012 onwards.