Memories from last year - Alex Gaskell
It is nice to have some pictures from our youngest contributor reflecting on two specials he either rode on or saw. Many thanks Alex.
Pathfinder ran a Devon Explorer railtour on 25th April 2015 from Crewe to Meldon Quarry. The engines were 37605 and 37059 seen here at Crediton Copyright Alex Gaskell
The scene at Buckfastleigh as the HST waits to leave for the journey down the branch to the main line en route to Heathfield. 10th October 2015 Copyright Alx Gaskell
40 Years Ago 3rd January, 1976. Two of us journeyed to Menheniot, Keith Jenkin and Roger Winnen to explore a proposed route for the new route to Looe
The new line leaving the main line near this station and rejoining the existing line at Sandplace. Keith and myself left by train at 06.35 in the morning, arriving at 08.05 just as the sun was rising at Menheniot. This train was a London train, first stop from Penzance was Camborne,then Redruth, Truro, St Austell, Lostwithiel and all stations to Saltash. we walked the proposed route to Sandplace, then returning by foot via Causeland, St Keyne, Coombe Junction to Liskeard Station. which was a few miles indeed.
The new line leaving the main line near this station and rejoining the existing line at Sandplace. Keith and myself left by train at 06.35 in the morning, arriving at 08.05 just as the sun was rising at Menheniot. This train was a London train, first stop from Penzance was Camborne,then Redruth, Truro, St Austell, Lostwithiel and all stations to Saltash. we walked the proposed route to Sandplace, then returning by foot via Causeland, St Keyne, Coombe Junction to Liskeard Station. which was a few miles indeed.
760103a Menheniot Station on our arrival with the sun just rising. Copyright Roger Winnen
760103b Looking across to the down platform where behind can be seen the large works of Clinker Tor Quarry which supplied ballast to the Western Region. Copyright Roger Winnen
760103c Menheniot Signal Box was closed on the 6th May, 1973. The nameplate removed a planes of glass smashed in the windows. Copyright Roger Winnen
760103d Arriving at Menheniot with the full glare of the sun D1023 Western Fusilier arrives on the 08.42 stopping service from Plymouth to Penzance. Copyright Roger Winnen
760103e Menheniot Station buildings survived at this time. In later years a fire destoyed a large part of this building so the demolition man moved in. Copyright Roger Winnen
760103f The 07.55 Penzance to Liverpool service is seen passing through the station before we commenced our walk. Copyright Roger Winnen
Very interesting notes on the Hayle Wharves branch and the operation of the swing bridge.
Many thanks to Roy Hart for these.
As is well known, the Hayle wharves branch resulted from the construction of the West Cornwall Railway's high level line through Hayle. The descent was steep and a catch point and sand drag (historically, the first, it is thought) had to be provided.
At the foot of the descent was a logistical nightmare: a railway line which split in two (either to wharves or left to Penpol) as it crossed the A30 road, coinciding with a road junction and a swingbridge.
The wharf branch was worked by wooden train staff and descending trains as they reached the crossing, met the junction on the left side for Penpol sidings. These were a fan of three sidings serving Hayle gasworks (the site is Philps' pasty emporium today!). A horse-worked spur led along Penpol Terrace, beneath the viaduct, to the site of Harvey & Co engineers.
After passing over the level crossing and the swing bridge over Copperhouse Creek, the train passed a ground frame opating a catchpoint and a level crossing gate, protecting the wharf road and railway when the bridge was open.
Ahead lay the extensive wharf sidings. To the right, the old Hayle railway trackbed survives. It was relaid in 1917 to serve the explosive works at Upton Towans. This line closed about 1920, but the track was still there in the 1930s.
The operation of the swingbridge must have been great fun. Here's how it worked:
First, representatives of the gas and water utilities had to be present, to disconnect their pipes on the bridge. Permanent way had to disconnect the rails. A porter at the ground frame. The bridge operator in the pump house (this was a red-brick structure on the seaward side of the bridge. It contained the hydraulic pump which moved the bridge). No doubt various inspectors would be around as well.
First, the signalman would reverse the points leading to Penpol, thus diverting potential runaways to the gasworks (!). Attached to this lever was a key, which could only be withdrawn when the lever was reversed. This was handed to the man at the ground frame, who used it to release his levers to open the catch point and lock the gate across the road. Now the North end of the bridge was protected. At the GF, the reversing of the catch point lever released another key, which was handed to the man in the pump house, who inserted it into the lock to free the bridge mechanism. The bridge was then swung.
Then all of this was done in reverse!
I have found no record of when the bridge last moved. Possibly around the time of world war two.
The branch was worked by panniers and prairiesfrom PZ.
In 1964, the box was replaced by a ground frame and the gates by barriers. Later still, even the barriers went.
Many thanks to Roy Hart for these.
As is well known, the Hayle wharves branch resulted from the construction of the West Cornwall Railway's high level line through Hayle. The descent was steep and a catch point and sand drag (historically, the first, it is thought) had to be provided.
At the foot of the descent was a logistical nightmare: a railway line which split in two (either to wharves or left to Penpol) as it crossed the A30 road, coinciding with a road junction and a swingbridge.
The wharf branch was worked by wooden train staff and descending trains as they reached the crossing, met the junction on the left side for Penpol sidings. These were a fan of three sidings serving Hayle gasworks (the site is Philps' pasty emporium today!). A horse-worked spur led along Penpol Terrace, beneath the viaduct, to the site of Harvey & Co engineers.
After passing over the level crossing and the swing bridge over Copperhouse Creek, the train passed a ground frame opating a catchpoint and a level crossing gate, protecting the wharf road and railway when the bridge was open.
Ahead lay the extensive wharf sidings. To the right, the old Hayle railway trackbed survives. It was relaid in 1917 to serve the explosive works at Upton Towans. This line closed about 1920, but the track was still there in the 1930s.
The operation of the swingbridge must have been great fun. Here's how it worked:
First, representatives of the gas and water utilities had to be present, to disconnect their pipes on the bridge. Permanent way had to disconnect the rails. A porter at the ground frame. The bridge operator in the pump house (this was a red-brick structure on the seaward side of the bridge. It contained the hydraulic pump which moved the bridge). No doubt various inspectors would be around as well.
First, the signalman would reverse the points leading to Penpol, thus diverting potential runaways to the gasworks (!). Attached to this lever was a key, which could only be withdrawn when the lever was reversed. This was handed to the man at the ground frame, who used it to release his levers to open the catch point and lock the gate across the road. Now the North end of the bridge was protected. At the GF, the reversing of the catch point lever released another key, which was handed to the man in the pump house, who inserted it into the lock to free the bridge mechanism. The bridge was then swung.
Then all of this was done in reverse!
I have found no record of when the bridge last moved. Possibly around the time of world war two.
The branch was worked by panniers and prairiesfrom PZ.
In 1964, the box was replaced by a ground frame and the gates by barriers. Later still, even the barriers went.
A class 25 with a train on the wharves branch, A view from Clifton Terrace. Copyright Sid Sponheime.. The locomotive may be propelling or hauling the train. If indeed it is hauling the train ahead lies the swing bridge. Just beyond that the incline to Hayle station up under the bridge commences. The signalbox was to the right immediately after the bridge and before the main road, Penpol sidings for the gasworks etc left this line on a trailing point, in this direction, and headed off to the right. In the left foreground an embankment which once carried the old Hayle railway trackbed survives. This line was relaid in 1917 to serve the explosive works at Upton Towans. This line closed about 1920, but the track was still there in the 1930s.
Chacewater to Newquay branch - an interesting find
Going through my own collection of what some might call rubbish I cane across the 'Temporary Speed Restrictions, Permanent Way Operations' booklet seen below. As we were living in Wiltshire at the time this had been found and saved by my father, no doubt blowing around St Agnes station. The fact that this booklet survived for over two months of this treatment is remarkable. The writing on the the booklet is my fathers.
As the branch officially closed w.e.f. 4th February 1963 the entry regarding movements and recovery work on the branch on Sunday 3rd February 1963 is possibly a record of the last time a train ran during the life of the branch. The next trains were scrapping trains a year later, and these were operated from the Chacewater end. They only ran as far as Shepherds. Read Cyril Hitchens article on the end of the branch contained in the Chacewater - Newquay section of this website.
As the branch officially closed w.e.f. 4th February 1963 the entry regarding movements and recovery work on the branch on Sunday 3rd February 1963 is possibly a record of the last time a train ran during the life of the branch. The next trains were scrapping trains a year later, and these were operated from the Chacewater end. They only ran as far as Shepherds. Read Cyril Hitchens article on the end of the branch contained in the Chacewater - Newquay section of this website.
The last passenger trains ran on Saturday 2nd February 1963 and the branch closed w.e.f. Monday 4th February 1963.
This is a copy of the spread of pages 32 & 33 which detail work on the Chacewater - Newquay line and also the Somerset & Dorset amongst others.
This is the notice concerning the branch. It seems that the train was loading materials between mile posts 16 3/4 and 17 1/4. This is the section including Trewerry & Trerice Halt - it may have been the occasion on which the halt name board was taken down and the crossing sign removed. Maybe the gates were padlocked firmly shut.
Wise words from the back of the booklet.