Spot the difference at Par Harbour -
Par Rail bridge
Andrew & Diane Jones
Par Rail bridge
Andrew & Diane Jones
For most of its existence, Par Harbour had a very restricted road entrance. The mainline runs past on an alignment which does not allow for easy crossing, hampered by flooding and being only just above sea level.
For many years discussions had taken place on the best course of action to allow road tankers access from the direction of Par Moor. The railway bridge had only 11 feet maximum headroom and although surprisingly not the subject of many damaging collisions, it did cause the numerous cross channel road tankers to reverse back up the main road so that they could turn round (a risky manoeuvre) and in the short time that I worked on security I had to escort 11 lorries on a lengthy deviation around St Blazey.
I often considered why this traffic was not transferred to rail, but as with so much to do with freight, the economics are impossibly complex.
Eventually a decision was made to lower the road and as can be seen this was not straight forward. Extensive foundation work was carried out with elaborate under pinning and there was minimal disruption to rail traffic.
Unfortunately as with so many projects of this type it came too late to save the once busy port and decisions had already been made towards partial closure, there were even proposals to redevelop the site for housing.
However clay is still processed at Par Harbour and a rail connection is occasionally used for bagged clay. Hopefully the Port will continue to exist, but with an under used rail and private road connected deep sea port at Fowey, one wonders if another piece of local history will just slowly die away.
Best wishes Andrew and Diane
For many years discussions had taken place on the best course of action to allow road tankers access from the direction of Par Moor. The railway bridge had only 11 feet maximum headroom and although surprisingly not the subject of many damaging collisions, it did cause the numerous cross channel road tankers to reverse back up the main road so that they could turn round (a risky manoeuvre) and in the short time that I worked on security I had to escort 11 lorries on a lengthy deviation around St Blazey.
I often considered why this traffic was not transferred to rail, but as with so much to do with freight, the economics are impossibly complex.
Eventually a decision was made to lower the road and as can be seen this was not straight forward. Extensive foundation work was carried out with elaborate under pinning and there was minimal disruption to rail traffic.
Unfortunately as with so many projects of this type it came too late to save the once busy port and decisions had already been made towards partial closure, there were even proposals to redevelop the site for housing.
However clay is still processed at Par Harbour and a rail connection is occasionally used for bagged clay. Hopefully the Port will continue to exist, but with an under used rail and private road connected deep sea port at Fowey, one wonders if another piece of local history will just slowly die away.
Best wishes Andrew and Diane
1 The originalPar Harbour railway bridge looking towards Par Moor in 2005. Copyright Andrew and Diane Jones
2 Note the multi lingual warning sign 2005 Copyright Andrew and Diane Jones
3 Par railway bridge looking toward the Par Moor 2021 (2) Copyright Andrew and Diane Jones
4 Par railway bridge looking toward the Port entrance 2021 (1) Copyright Andrew and Diane Jones
Many thanks Andrew for recording this significant change to a local bridge - your job as a local security man proving excellent for your on the spot report.
Moules Maps
Devon & Somerset
Michael L. Roach
Devon & Somerset
Michael L. Roach
Moules Devon map, copy sent by Mike Roach.
Moules Somerset map, copy sent by Mike Roach
Both of the maps date originally from 1837 when there were no main line railways in either county. The Bristol & Exeter opened from Bristol to Bridgwater in June 1841; to Taunton in July 1842; to Beam Bridge in May 1843 and Exeter in May 1844.
The South Devon Railway opened from Exeter to Teignmouth in May 1846; to Newton in December 1846; to Totnes in July 1847; and to Plymouth April 1848. its surmised that the Devon map was revised in 1847 before the line was completed to Plymouth,
Perhaps the most interesting aspect of the maps is spotting the roads that are not shown at all, either because they were not then important routes or had not been built. Coming westwards out of Bideford the road heads straight to Hartland and Hartland Quay. The present A39 southwards to Stratton is not shown and Bude does not feature on the Devon or Cornwall map.
Regards, Mike.
The South Devon Railway opened from Exeter to Teignmouth in May 1846; to Newton in December 1846; to Totnes in July 1847; and to Plymouth April 1848. its surmised that the Devon map was revised in 1847 before the line was completed to Plymouth,
Perhaps the most interesting aspect of the maps is spotting the roads that are not shown at all, either because they were not then important routes or had not been built. Coming westwards out of Bideford the road heads straight to Hartland and Hartland Quay. The present A39 southwards to Stratton is not shown and Bude does not feature on the Devon or Cornwall map.
Regards, Mike.
Many thanks Mike for your comments on the two very ancient maps copies of which you have supplied - history in the making.
Fairwood Junction
Ron Kosys
Ron Kosys
47472 at Fairwood Junction on the 23rd September 1989. The 09.05 Saturdays only Paignton-Paddington is not calling at Westbury. Copyright Ron Kosys
Many thanks Ron.