Time for Tea
with JC
with JC
The Cornwall Railway Society has every reason to be extremely grateful to John Cornelius who has supplied us with, at the moment, and still counting, 1004 unique pictures from his own very extensive and extremely interesting collection. Thank you so very much John, long may you enjoy your cups of tea.
Here is John 41 years younger on duty in Athelney signalbox. A good advert for Ty-phoo tea! Copyright John Cornelius
Largin & St Pinnock
Michael Manning
Michael Manning
Michael write - Keith,
I have just acquired a pile of the 1960’s copies of the Railway
Observer. In the February 1962 copy it states that both the
St.Pinnock and East Largin viaducts had been condemned.
Can you tell me what was replaced to enable mainline trains
to continue using this line after it was singled. Was the line out
of use for a time, or did they manage to complete the work
without disruption just as happened on the Walkhampton
Viaduct back in 1910 near Tavistock.
Regards,
Mike Manning Can anybody help please - it would be very interesting.
I have just acquired a pile of the 1960’s copies of the Railway
Observer. In the February 1962 copy it states that both the
St.Pinnock and East Largin viaducts had been condemned.
Can you tell me what was replaced to enable mainline trains
to continue using this line after it was singled. Was the line out
of use for a time, or did they manage to complete the work
without disruption just as happened on the Walkhampton
Viaduct back in 1910 near Tavistock.
Regards,
Mike Manning Can anybody help please - it would be very interesting.
The reply - quick as a flash from Burma. Many thanks to Roy Hart
Dear Keith, Largin and St Pinnock viaducts were originally Brunel timber, single line structures, of course. Both were rebuilt for double track by raising the masonary piers and installing decking of iron girders: St Pinnock in 1882 and Largin in 1886. In 1963 the Chief Civil Engineer reported that these two viaducts were unlikely in future years to withstand two heavy trains passing at speed on them. The cheapest solution (rebuilding being out of the question) was to single the line. Luckily, Largin signal box (9 levers, controlling signals and a crossover) was immediately west of the viaducts, so a short single line section controlled by Largin was feasible. Largin box opened in 1908, to break the long section between Bodmin Road and Doublebois. It was closed and boarded up for a few years in the 1920s, but was revived in about 1927 and still working in 1964. It was one of the loneliest posts on the system, no piped water, no electricity, no habitation or light in sight. Water came by train. Over two weekends in May 1964, the line was slewed into single track outside Largin box and over the viaducts. I remember being on a train passing over the site at walking speed. The new single line passed down the centre line of the viaducts when the work was complete. Mains electricity arrived and the points at the Doublebois end were power-worked. Because of the steep down gradient, there were sand drags on both up and down main for a third of a mile at the London end. The 'up' drag had spring points, to catch any backward movement. All signals were colour light, distant and home on the up line and distant , home and IBS signal on the down (this to increase line capacity because of possible single line delays). As far as I know, there was little disruption of traffic (I think there were 2 Sunday occupations). The new line and signals came into full use (except for temporary speed restrictions) on May 24th 1964. The up side sand drag was later removed: the down one remains, but much shorter than the original. The single line meant that Largin box now had to be open during all traffic hours; today the entire installation is controlled by a miniature panel in Lostwithiel box.
Dear Keith, Largin and St Pinnock viaducts were originally Brunel timber, single line structures, of course. Both were rebuilt for double track by raising the masonary piers and installing decking of iron girders: St Pinnock in 1882 and Largin in 1886. In 1963 the Chief Civil Engineer reported that these two viaducts were unlikely in future years to withstand two heavy trains passing at speed on them. The cheapest solution (rebuilding being out of the question) was to single the line. Luckily, Largin signal box (9 levers, controlling signals and a crossover) was immediately west of the viaducts, so a short single line section controlled by Largin was feasible. Largin box opened in 1908, to break the long section between Bodmin Road and Doublebois. It was closed and boarded up for a few years in the 1920s, but was revived in about 1927 and still working in 1964. It was one of the loneliest posts on the system, no piped water, no electricity, no habitation or light in sight. Water came by train. Over two weekends in May 1964, the line was slewed into single track outside Largin box and over the viaducts. I remember being on a train passing over the site at walking speed. The new single line passed down the centre line of the viaducts when the work was complete. Mains electricity arrived and the points at the Doublebois end were power-worked. Because of the steep down gradient, there were sand drags on both up and down main for a third of a mile at the London end. The 'up' drag had spring points, to catch any backward movement. All signals were colour light, distant and home on the up line and distant , home and IBS signal on the down (this to increase line capacity because of possible single line delays). As far as I know, there was little disruption of traffic (I think there were 2 Sunday occupations). The new line and signals came into full use (except for temporary speed restrictions) on May 24th 1964. The up side sand drag was later removed: the down one remains, but much shorter than the original. The single line meant that Largin box now had to be open during all traffic hours; today the entire installation is controlled by a miniature panel in Lostwithiel box.
Collecting the flask
Devonport Dockyard
Craig Munday
Devonport Dockyard
Craig Munday
Hi Keith, A glimpse of (albeit brief) sunshine at last on a trip up to Exeter & Keyham on 22nd & 23rd March. DRS ran a pair of class 66s 66302 / 431 down to collect a flask from the dockyard on 23rd.
I attended at the ground frame and captured some pictures at Exeter & Keyham.
The varieties of daffs near the A38 at Menheniot were too good to miss on the return and some trains were captured near Coldrenick viaduct with lovely sharp light and a great sky.
All the best, Craig As usual many thanks Craig
N.B. I'll save your flowers for tomorrow
I attended at the ground frame and captured some pictures at Exeter & Keyham.
The varieties of daffs near the A38 at Menheniot were too good to miss on the return and some trains were captured near Coldrenick viaduct with lovely sharp light and a great sky.
All the best, Craig As usual many thanks Craig
N.B. I'll save your flowers for tomorrow
66341 and 66 302 at Exeter before proceeding to Keyham. 22nd March 2017
66302 leading at Keyham Junction. 22nd March 2017. Copyright Craig Munday
Keyham 23rd March 2017 66302 and 66341 complete with the flask form the 6z63. Copyright Craig Munday
Lostwithiel
Alan Harris
Alan Harris
Many thanks to all who replied concerning the 'Mystery Photograph' It turned out to be at Wroxham - quite a few miles from Lostwithiel! Todays picture from Alans envelope of snaps for the 60's is, we think at Lostwithiel.
Lostwithiel, a 'be-wiskered Bubble' comes in off the Fowey branch. - Copyright Alan Harris The passenger service on this branch ceased in January 1966. Sometime after this, in 1972, the access to the Fowey branch was moved to a location west of the bridge over the river Fowey and the associated section of the bridge removed,
SDJR to Padstow
David Bown
David Bown
Hello Keith, I was going through the minutes of the S&DJR Officers meeting when I came across an interesting one, for you that is. Dated 1896 July 29th
Might be of interest
Regards, Dave Bown. Many thanks David
Might be of interest
Regards, Dave Bown. Many thanks David
Another interesting point is in the punishments awarded towards the bottom of this extract. Copyright Dave Bown