Redruth Possession
Mick House
Mick House
Day three (15-12-2021).
Photo 1) Wrong line working, heading for Apex Bridge is Class 66 849 top and tailed with 66 847 on a rake of 8 auto ballesters.
Photo 2) Wrong line working Class 66 847 on the rear of the 8 auto ballesters with 66 849 at the front about to cross Wheal Busy foot crossing.
Photos 3 & 4) DR 73907 stands on the up line at Treleigh Bridge (A3047
1) Class 66 849 & 66 847
2) Class 66847 & 66 849
3) DR 73907
4) DR 73907
All photographs are the Copyright of Mick House
Many Thanks Mick
Trackwork
Roger Aston
Roger Aston
When parking at Truro on Tuesday evening to join Sleeper to London I photographed Tamper DR 73907 obviously awaiting the track gangs to clear before tamping the worked areas.
The sleeper itself was interesting in that starting from Truro the stock came from Laira behind DRS 57306 with Pendennis Castle on the tail to be train engine for Paddington with 57306 on the tail all the way so as to move train back from Paddington to Reading..
Being a train with passengers on departing East from platform 2 the normally trailing points, now facing points to cross to the up line had to be clipped whereas the train before from platform 2 being ECS did not have to have them clipped.
Best regards from London
Roger
The sleeper itself was interesting in that starting from Truro the stock came from Laira behind DRS 57306 with Pendennis Castle on the tail to be train engine for Paddington with 57306 on the tail all the way so as to move train back from Paddington to Reading..
Being a train with passengers on departing East from platform 2 the normally trailing points, now facing points to cross to the up line had to be clipped whereas the train before from platform 2 being ECS did not have to have them clipped.
Best regards from London
Roger
Many Thanks Roger
Replacing common crossings & trackwork Penzance Station
Roger Salter
Roger Salter
With the ongoing track replacement at Treleigh, Redruth additional work was underway replacing the frogs leading to the see siding at Penzance. Copyright Roger Salter
A close up of the activities at Penzance Station. Copyright Roger Salter
The orange army watches the proceedings. Copyright Roger Winnen
Not a train in sight at the terminus. Copyright Roger Salter
Thanks Roger
Cockwood
Ron Kosys
Ron Kosys
47523 passes Cockwood at low tide 23rd June 1989 1E03 1347 Penzance to Leeds letter mail.
Many thanks Ron - taken from a much favoured spot, unfortunately fairly recently fencing along the lineside has rather spoiled the shot.
Newham Branch
Andrew Vines
Andrew Vines
I hope the attached pictures from my collection are of interest. They show a rare event: a visit by D1054 Western Governor to the Newham branch, and are thought to have been taken in March 1970. In the first picture the loco is being watched carefully by BR staff as it traverses to the end of one of the sidings, with tail light on. In the second, it is returning to Penwithers Junction, with a rather stark looking County Hall in the background. A further picture of this event appears in my recent book on the diesel hydraulics, and Neil Phillips tells me that a couple of other type 4s are rumoured to have visited the branch around the same time. It appears from the picture taken at Newham that the loco may be undertaking clearance tests. Perhaps the operating authorities were looking for greater flexibility in the motive power employed on the branch at the time.
I would be interested to hear if any members know more about this event. The pictures were apparently taken by a Michael Parsonage who lived in West Cornwall. Does any member know of him, or was he perhaps a Society member?
Best wishes
Andrew
I would be interested to hear if any members know more about this event. The pictures were apparently taken by a Michael Parsonage who lived in West Cornwall. Does any member know of him, or was he perhaps a Society member?
Best wishes
Andrew
Newham branch 1 D1054 Western Governer March 1970 Thought to have been taken by Mike Parsonage - supplied by Andrew Vines.
Newham branch 2 D1054 Western Governor leaves the Newham branch at Penwithers Junction - March 1970. This photograph thought to have been taken by Mike Parsonage.
With regard to Mike Parsonage - He certainly did come to meetings at the Ambulance Hall Redruth, but that was a very long time ago, we hope he is still with us, but we think not.
Copyright Andrew Vines.
In the letter above Andrew mentions his book, a very well illustrated and fine reference work. This recently published books is on sale - please refer to our News Column item dated 1st December 2021 for purchase details.
Newham Branch Video
Phil Hadley
Phil Hadley
By clicking on the link below you will find a most interesting video on the Newham branch.
Newham Branch Line Pt 1
Newham Branch Line Pt 1
Many thanks Phil.
Penwithers Junction
The late Cyril Hitchens
The late Cyril Hitchens
A goods train coming up from Newham. A picture taken by our very good friend - the late Sid Sponheimer. Copyright.
The above photograph by the late Sid Sponheimer clearly shows the trackwork at Penwithers and brings about the question as to how this train coming from Newham eventually got to Truro. You'll find the answers in the fascinating article written by one time member the late Cyril Hitchens.
Penwithers Junction Signal Box was situated in the triangle between the Falmouth Branch which follows a straight course and the main line to Penzance, which curves sharply away to the right. It also controlled the Newham goods line. Readers will be aware of the development of railways in the Truro area which accounts for the rather odd appearance of the junctions.
The box was brick built with the usual large sliding windows two of which were at the back overlooking the Falmouth line. Inside was a coal stove and oven, an oil stove and oil lamps for lighting. It was fitted with a 36 lever frame and had the usual block instruments for working with Chacewater and Truro West. There was also an electric token instrument for the single line section between Penwithers and Perranwell and a wooden train staff for the Newham branch which was worked "one engine in steam". Penwithers also controlled the IBS on the down main after the closure of Baldhu box. When I was learning different boxes it was my practice to sketch the layout, note the lever numbers etc.... A copy of my original sketch (probably done in about 1958) accompanies this article and can be compared with photographs of the layout as it existed at the time.
The steps to the upper floor were outside and there was a wooden walkway across the branch line loop to hand the token to the drivers of the down branch trains and to collect it from the up. There was a chemical toilet in a separate building a short distance from the steps. It was a busy box with main line traffic, Falmouth branch trains and awkward access to the Newham line. A lot of walking was involved to hand over and collect tokens. Certain branch drivers tried to do this at some speed especially when dmus were introduced!
The goods for Newham, mainly coal for the gasworks, would come out from Truro West hauled by a pannier tank, a 45xx, 55xx or, latterly, a D63xx. It would collect the staff, draw clear of the point and then propel down to Newham. On return it would draw in on the down Falmouth line and stop to allow the engine to run round. This was done by sending the loco down clear of the up branch points, back on the up branch, across the down and up mains, back through the crossover to the down main, onto its train on the down branch, couple up, back through the crossover to the up main and thence through Highertown Tunnel and back to Truro. Timing this operation was important so as not to delay any other traffic.
Penwithers Box was very difficult to access (this was obviously well before the days of Health and Safety). By this time I had a car (a Reliant 2x1) so I would drive from Camborne to the outskirts of Truro, turn down Penwithers Lane and then turn into another lane by a Falmouth branch bridge where there was a pull in with room for a couple of cars. Then I had to climb a 5ft. wall, scramble up a 20ft. embankment and finally walk to the box on the Falmouth branch track. Try this at 4.30 on a wet morning in pitch darkness!
One evening, on leaving work at 11pm., I locked up and began the journey back to my car. From the top of the embankment I could see there was another car parked beside mine. I slid down the bank, climbed over the wall and jumped down with a THUMP, landing right beside the other car, scaring the occupants, a courting couple, out of their wits. I never saw them there again.
During lulls in traffic signal boxes could be good places to be. There were unrivalled views from Penzance and St. Ives and the peace and quiet of isolated Baldhu and Shepherds. Penwithers was no exception. One summer Sunday I was relieving there-the weather was beautiful-no trains about-so I settled down to read the paper which had been dropped off by one of the Falmouth bound drivers earlier in the day. Suddenly I heard a noise which I ignored at first, then it happened again so I looked out if the back window. I could see two young boys playing on the bank near the up branch home. The became more adventurous and started playing with the weights. They realised that by lifting them they could place the signal in the off position. As their confidence grew the began to climb the signal and play with the arm pulling it on on and off. They were too far away for me to shout to them so, as there were no trains about, I gently pulled the lever to place the lever in the off position. For the next 15 minutes I watched as the boys tried to replace the signal to danger, climbing up and down, pushing the signal arm, on the ground lifting the weights, one up the post and one on the ground pulling at the wires etc. etc......all to no avail. Eventually they scampered off, convinced they had broken the signal and would be responsible for a train crash later that afternoon.
From 7th. November 1971 the junction was rationalised, the Newham line was taken out of use, the signal box was closed and 2-way working was introduced for the Falmouth branch from Truro.
C. H.
The box was brick built with the usual large sliding windows two of which were at the back overlooking the Falmouth line. Inside was a coal stove and oven, an oil stove and oil lamps for lighting. It was fitted with a 36 lever frame and had the usual block instruments for working with Chacewater and Truro West. There was also an electric token instrument for the single line section between Penwithers and Perranwell and a wooden train staff for the Newham branch which was worked "one engine in steam". Penwithers also controlled the IBS on the down main after the closure of Baldhu box. When I was learning different boxes it was my practice to sketch the layout, note the lever numbers etc.... A copy of my original sketch (probably done in about 1958) accompanies this article and can be compared with photographs of the layout as it existed at the time.
The steps to the upper floor were outside and there was a wooden walkway across the branch line loop to hand the token to the drivers of the down branch trains and to collect it from the up. There was a chemical toilet in a separate building a short distance from the steps. It was a busy box with main line traffic, Falmouth branch trains and awkward access to the Newham line. A lot of walking was involved to hand over and collect tokens. Certain branch drivers tried to do this at some speed especially when dmus were introduced!
The goods for Newham, mainly coal for the gasworks, would come out from Truro West hauled by a pannier tank, a 45xx, 55xx or, latterly, a D63xx. It would collect the staff, draw clear of the point and then propel down to Newham. On return it would draw in on the down Falmouth line and stop to allow the engine to run round. This was done by sending the loco down clear of the up branch points, back on the up branch, across the down and up mains, back through the crossover to the down main, onto its train on the down branch, couple up, back through the crossover to the up main and thence through Highertown Tunnel and back to Truro. Timing this operation was important so as not to delay any other traffic.
Penwithers Box was very difficult to access (this was obviously well before the days of Health and Safety). By this time I had a car (a Reliant 2x1) so I would drive from Camborne to the outskirts of Truro, turn down Penwithers Lane and then turn into another lane by a Falmouth branch bridge where there was a pull in with room for a couple of cars. Then I had to climb a 5ft. wall, scramble up a 20ft. embankment and finally walk to the box on the Falmouth branch track. Try this at 4.30 on a wet morning in pitch darkness!
One evening, on leaving work at 11pm., I locked up and began the journey back to my car. From the top of the embankment I could see there was another car parked beside mine. I slid down the bank, climbed over the wall and jumped down with a THUMP, landing right beside the other car, scaring the occupants, a courting couple, out of their wits. I never saw them there again.
During lulls in traffic signal boxes could be good places to be. There were unrivalled views from Penzance and St. Ives and the peace and quiet of isolated Baldhu and Shepherds. Penwithers was no exception. One summer Sunday I was relieving there-the weather was beautiful-no trains about-so I settled down to read the paper which had been dropped off by one of the Falmouth bound drivers earlier in the day. Suddenly I heard a noise which I ignored at first, then it happened again so I looked out if the back window. I could see two young boys playing on the bank near the up branch home. The became more adventurous and started playing with the weights. They realised that by lifting them they could place the signal in the off position. As their confidence grew the began to climb the signal and play with the arm pulling it on on and off. They were too far away for me to shout to them so, as there were no trains about, I gently pulled the lever to place the lever in the off position. For the next 15 minutes I watched as the boys tried to replace the signal to danger, climbing up and down, pushing the signal arm, on the ground lifting the weights, one up the post and one on the ground pulling at the wires etc. etc......all to no avail. Eventually they scampered off, convinced they had broken the signal and would be responsible for a train crash later that afternoon.
From 7th. November 1971 the junction was rationalised, the Newham line was taken out of use, the signal box was closed and 2-way working was introduced for the Falmouth branch from Truro.
C. H.
Many thanks to Cyril and his son Mike Hitchens for this very interesting and amusing report.