Lostwithiel Box
a brief history
Roy Hart
In the days of the old Cornwall Railway (broad gauge, single track) trains were signalled from station to station by means of the electric telegraph. Each station had a short crossing loop and a siding or two. In addition to the above, Lostwithiel had a level crossing.
The crossing keeper operated the few points and signals (which were not interlocked). He was issued with a large oldfashioned wooden football rattle with which he alerted Lostwithiel to the approach of a train!
Lostwithiel was also the headquarters of the Cornwall Railway's engineering department, responsible, among other things, for the everlasting task of maintaining and renewing over thirty wooden viaducts. This depot, on the up side, was in use until the mid 1960s. Today it survives, converted into some rather smart flats.
In 1869 an independent company, allied to the Cornwall Railway, constructed a broad gauge branch line from Lostwithiel to Fowey, where it met the standard gauge Cornwall Mineral Railway from St Blazey. The line was a business failure, however. It closed in 1879 and was allowed to become derelict.
The conversion of the gauge in 1892 marks the beginning of the modern age and there were great changes at Lostwithiel. The Great Western immediately embarked on an extensive programme to construct a new double track (and perforce to rebuild the viaducts) together with the introduction of modern signalling and the absolute block system.
With only one viaduct to rebuild (Milltown) the stretch from Bodmin Road to Par would be relatively easy and quick to complete and this was achieved in 1893.
In that year, Lostwithiel acquired a new signal box, closely followed by a second, for the GWR had purchased the abandoned line to Fowey and relaid it to standard gauge. Thus at Lostwithiel was Lostwithiel Crossing box, controlling the main line, junction points for the branch and the goods yard. To the west of the station was Lostwithiel Branch signal box, which controlled only the signals and points on the branch.
The reason for two boxes was the Board of Trade regulations regarding the working of manual points: the rule prevented facing points more then 1 80 yards from the box and trailing points 300 yards.
Both boxes were of the same design ('type 5) . Crossing box had a frame of 35 levers and Branch box 33, both equipped with double twist interlocking.
For a train to pass from main to branch, the signalman at Crossing box had to reverse the lever operating the points and then the FPL to lock them. Then the signalman at Branch box reversed a bolt lockl lever. When this had been done, the signal could be lowered. This, too, was dual-controlled ('slotted) which meant that the levers in both boxes had to be reversed in order for the arm to fall to 'clear'.
This unwieldy arrangement came to an end in 1923, when, following a relaxation of the BOT rule, the layout was remodeled and Branch box abolished.
Lostwithiel Crossing box now became simply 'Lostwithiel l (although the nameboard was never changed).
To operate the new layout, the box was fitted with a new frame of 63 levers, locked by the 3-bar tappet system. So large was the new frame that a porch had to be added to the building to enable the signalmen to get in and out.
The layout continued to grow between the wars: in 1927 a siding (accessed by ground frame) was provided for the new Cow & Gate creamery and in 1936 the down refuge siding was extended eastwards to form a new goods loop, with motor points at the remote end.
World War 2 saw the layout reach its peak. In the year preceding the D-Day landings, the river estuaries of south Cornwall became busy with bases for men and materials. The degree of traffic on the Fowey line is illustrated by the fact that the line was closed to passengers for two long periods during the war. In the war years Lostwithiel gained a new up goods loop in 1943 and a special long siding behind the box for the war department.
Lostwithiel box now had all 63 levers in use, with the frame converted to 5-bar locking. Continuous track circuiting and an illuminated diagram completed the equipment.
Lostwithiel box controlled a long stretch of main line (the distance between the up and down distant signals was two and a quarter miles). On the up main, for example, to pass a train the signalman had to close the gates, lock them, then walk the full length of the frame to lower six signals. Enginemen of the steam era would always complain that they never seemed to 'get' Lostwithiel up distant, which is not surprising given the above and the fact that the signal was the longest 'pull/ in Cornwall - at 1978 yards. Mercifully, the up distant was converted to power operation after the war. At the time of its closure, Lostwithiel box operated no fewer than 7 signals on the up main -more than any other surviving box on Network Rail.
The closure of Treverrin box in 1956 saw the introduction of Intermediate Block Signals (IBS). There being no spaces left in the frame, these were operated by switches on the block shelf.
In the 1960s the Fowey branch closed to passengers, the goods yard closed and the engineering works abandoned. The layout was simplified and now, since the closure of the St Blazey to Fowey line, all export clay was routed via Lostwithiel.
In 1970 the level crossing gates were replaced by barriers. Milk traffic was subsequently lost, leaving clay as the only non-passenger traffic.
In 1991 the box gained a miniature panel to take over the work of Largin box. By the beginning of the 21 st century only about half of the 63 levers remained in use.
In the 1980s the box was re-windowed in poor style, spoiling the look of the building, which is today listed Grade Il by English Heritage.
Lostwithiel box closed in its 131st year of service, in 2024.
The crossing keeper operated the few points and signals (which were not interlocked). He was issued with a large oldfashioned wooden football rattle with which he alerted Lostwithiel to the approach of a train!
Lostwithiel was also the headquarters of the Cornwall Railway's engineering department, responsible, among other things, for the everlasting task of maintaining and renewing over thirty wooden viaducts. This depot, on the up side, was in use until the mid 1960s. Today it survives, converted into some rather smart flats.
In 1869 an independent company, allied to the Cornwall Railway, constructed a broad gauge branch line from Lostwithiel to Fowey, where it met the standard gauge Cornwall Mineral Railway from St Blazey. The line was a business failure, however. It closed in 1879 and was allowed to become derelict.
The conversion of the gauge in 1892 marks the beginning of the modern age and there were great changes at Lostwithiel. The Great Western immediately embarked on an extensive programme to construct a new double track (and perforce to rebuild the viaducts) together with the introduction of modern signalling and the absolute block system.
With only one viaduct to rebuild (Milltown) the stretch from Bodmin Road to Par would be relatively easy and quick to complete and this was achieved in 1893.
In that year, Lostwithiel acquired a new signal box, closely followed by a second, for the GWR had purchased the abandoned line to Fowey and relaid it to standard gauge. Thus at Lostwithiel was Lostwithiel Crossing box, controlling the main line, junction points for the branch and the goods yard. To the west of the station was Lostwithiel Branch signal box, which controlled only the signals and points on the branch.
The reason for two boxes was the Board of Trade regulations regarding the working of manual points: the rule prevented facing points more then 1 80 yards from the box and trailing points 300 yards.
Both boxes were of the same design ('type 5) . Crossing box had a frame of 35 levers and Branch box 33, both equipped with double twist interlocking.
For a train to pass from main to branch, the signalman at Crossing box had to reverse the lever operating the points and then the FPL to lock them. Then the signalman at Branch box reversed a bolt lockl lever. When this had been done, the signal could be lowered. This, too, was dual-controlled ('slotted) which meant that the levers in both boxes had to be reversed in order for the arm to fall to 'clear'.
This unwieldy arrangement came to an end in 1923, when, following a relaxation of the BOT rule, the layout was remodeled and Branch box abolished.
Lostwithiel Crossing box now became simply 'Lostwithiel l (although the nameboard was never changed).
To operate the new layout, the box was fitted with a new frame of 63 levers, locked by the 3-bar tappet system. So large was the new frame that a porch had to be added to the building to enable the signalmen to get in and out.
The layout continued to grow between the wars: in 1927 a siding (accessed by ground frame) was provided for the new Cow & Gate creamery and in 1936 the down refuge siding was extended eastwards to form a new goods loop, with motor points at the remote end.
World War 2 saw the layout reach its peak. In the year preceding the D-Day landings, the river estuaries of south Cornwall became busy with bases for men and materials. The degree of traffic on the Fowey line is illustrated by the fact that the line was closed to passengers for two long periods during the war. In the war years Lostwithiel gained a new up goods loop in 1943 and a special long siding behind the box for the war department.
Lostwithiel box now had all 63 levers in use, with the frame converted to 5-bar locking. Continuous track circuiting and an illuminated diagram completed the equipment.
Lostwithiel box controlled a long stretch of main line (the distance between the up and down distant signals was two and a quarter miles). On the up main, for example, to pass a train the signalman had to close the gates, lock them, then walk the full length of the frame to lower six signals. Enginemen of the steam era would always complain that they never seemed to 'get' Lostwithiel up distant, which is not surprising given the above and the fact that the signal was the longest 'pull/ in Cornwall - at 1978 yards. Mercifully, the up distant was converted to power operation after the war. At the time of its closure, Lostwithiel box operated no fewer than 7 signals on the up main -more than any other surviving box on Network Rail.
The closure of Treverrin box in 1956 saw the introduction of Intermediate Block Signals (IBS). There being no spaces left in the frame, these were operated by switches on the block shelf.
In the 1960s the Fowey branch closed to passengers, the goods yard closed and the engineering works abandoned. The layout was simplified and now, since the closure of the St Blazey to Fowey line, all export clay was routed via Lostwithiel.
In 1970 the level crossing gates were replaced by barriers. Milk traffic was subsequently lost, leaving clay as the only non-passenger traffic.
In 1991 the box gained a miniature panel to take over the work of Largin box. By the beginning of the 21 st century only about half of the 63 levers remained in use.
In the 1980s the box was re-windowed in poor style, spoiling the look of the building, which is today listed Grade Il by English Heritage.
Lostwithiel box closed in its 131st year of service, in 2024.
Our sincere thanks to you Roy for putting together this excellent and informative article, we are most grateful.
The naming ceremony of Class 37196 Tre Pol & Pen at Truro Station on 16th July 1985
Roger Winnen
Roger Winnen
The Penryn Concert Band entertains the public on Truro. Copyright Roger Winnen
37196 at Truro Station prior to the nameing ceremony. Copyright Roger Winnen
Prior to the naming veremony on Truro Station. Copyright Roger Winnen
The name is unveild Tre Pol and Pen. The Guard on the left is Vic Millington and Rusty Eplett stands second from the right. Copyright Roger Winnen
A close up of the nameplate. Copyright Roger Winnen
Looking down from the footbridge steps. Copyright Roger Winnen
Looking across from Platform 2 at Truro. Copyright Roger Winnen
Penryn Concert Band awaiting to performi at Truro. Copyright Roger Winnen
Tre Pol and Pen returns to St Blazey after the naming. Copyright Roger Winnen
Reversal at Platform 3 Par Station. Copyright Roger Winnen
37196 Tre Pol and Pen goes off to St Blazey Depot. Copyright Roger Winnen
Empties at Par/St. Blazey
Jon Hird
66130 arrives at Par at 12:46 with empty wagons from Exeter Riverside. The train had made an interesting journey, having left Exeter almost 90 minutes early, it arrived at its destination of St. Blazey 23 minutes late. The train was looped at Laira and Lostwithiel. 30.03.2024, copyright Jon Hird.
Due to the length of the train, it was necessary to pull over Middleway Level Crossing before reversing the 17 wagons back into the yard. 30.03.2024, copyright Jon Hird.
From this angle, it's easy to envision the route of the former Cornwall Mineral Railway/tramway which continued straight on, the present route being diverted via the iron bridge over the waterway. Copyright Jon Hird.
66130 continues to push back the 17 wagons into the yard. Copyright Jon Hird.