PenzanceT&R.S.M.D to Exeter
I was interested in the plan of Shepherds. It looks as if there were a level crossing over the original Treamble line, but the original road was cut off by the new station, so presumably the road was diverted over the new bridge in 1905.
The website says that the Treamble traffic ceased in August 1949, but is still shown in the 1949-50 Working Timetable. I had assumed that the Treamble branch would have been shunted by the morning Truro to Newquay goods, but that train is allowed only 15 minutes at Shepherds. A separate train runs to Treamble and back, but there's no indication how it gets to Shepherds. I surmise that the Truro goods is double-headed to Shepherds and the second loco then runs to Treamble and back, and returns to Truro double-headed with the afternoon Newquay to Truro goods. This seems very inefficient!
The Truro - Newquay goods is actually timetabled to continue to and from St Columb Road. Do we know what traffic necessitated this and why it wasn't conveyed by the Par - Newquay goods?
On the Lymington Branch, 2311 is described as a CIG whereas it's a CEP. The end detail is very different from CIG 1499 in the background. The CEPs and BEPs were built for the Kent Coast electrification in 1959 and 1961, whereas the CIGs and BIGs were build in two tranches, the Brighton Line in 1965 and the Portsmouth Line in 1970. The latter had less attractive interiors and less comfortable seats, a trend which seems to continue to this day! The era was completed with the REPs and TCs for the Bournemouth electrification in 1967 and the outer-suburban VEPs. The REPs were replaced by WESs, and when the Networkers were built for Kent, some of the CEPs moved to Brighton and Bournemouth whence they were later displaced by Eurostars and Desiros respectively. No 2311 was originally a BEP, but its buffet car was replaced by a TSO; it was one of the last three CEPs in service and is fortunately preserved on the Eden Valley Railway.
Last September you warned of the sale of the Redruth Station GWR bus garage. I contacted my bus fraternity and am pleased to say that the GW Trust hopes to relocate the building to Didcot later this year. Miller Commercial have removed the sale documents from their website; do we know who has bought the site?
Best wishes, John.
Here is my attempt at John Roberts' questions:
Treamble was, for most of its life a Q operation ('to run as required'). After the line was reopened in 1925, that meant not very often. The Perranporth branch goods engine did the honours. The line was lifted in 1917 (because no traffic) and the rails sent to France. The GWR had promises of renewed traffic, so reopened the line in 1925. It was a dud. The last train ran in 1949, but the entire line remained intact until 1956. Part of the reason for this was that the PW headquarters of the Perranporth branch was sitated about 25 yards down the Treamble line at Shepherds. Here were the stores, the motor trolley and its shed etc.,
There are pictures on the CRS website of the pw trolley being sigalled on to the Treamble branch in the 1950s.
St Columb Road was, from the 1930s, served by the Perrranporth branch freight. Luxulyan, Bugle and Roche each had a pair of sidings on the up side for general freight, but traffic was almost nothing -road competition had killed it off, so there was no daily freight from Par. St Columb Road, however, had healthy agricultural traffic right into the 1960s and it therefore made sense to serve it via the Perranporth branch, which had a daily service.
The only 'double header' seen at Shepherds was at breakfast time on summer Saturdays, when a pair of 55xx from Truro ran down to Newquay to collect the stock of the Perranporth to Paddington through train.
All the best, Roy.