Three pictures from Andrew Jones
The Par - Fowey line
The Par - Fowey line
In this picture you can see the Par to Fowey line climbing at 1 in 50 towards Pinnock tunnel. In the distance on the hill is Trenython Manor. Trenython was a Great Western railway convalescent home for 50 years from 1906. A local paper reported “Trenython, the seventh Railwaymen’s convalescent home was opened by Viscount Churchill, chairman of the GWR. It has accommodation for 85 men – the cost of refurbishment about £25,000 – and the architect was Mr B. Andrew of St Austell. Copyright Andrew Jones.
The western end of Pinnock tunnel in June 68 before the tracks were lifted and extraction fans fitted to remove diesel lorry fumes. Copyright Andrew Jones
Looking out from the western end of Cornwall's longest tunnel. 1173 yards. Copyright Andrew Jones
Dear Keith I have come across a small set of pictures taken in June 1968. The second two photos, are of the western portal of Pinnock tunnel (Par side) Tempted as I was, I never attempted walking the tunnel as you could not see the other end, because the track entered on a curve and exited on a curve.
Much later in life, I did a short spell on security, for Par Docks and regularly drove through the tunnel , one of my duties was to check the emergency phones. Although lit throughout, it was not somewhere you wished to break down! Best wishes Andrew Jones. Many thanks Andrew.
Much later in life, I did a short spell on security, for Par Docks and regularly drove through the tunnel , one of my duties was to check the emergency phones. Although lit throughout, it was not somewhere you wished to break down! Best wishes Andrew Jones. Many thanks Andrew.
St Dennis Jct.
There is a website called Cornishmemory.com and the St. Dennis photo can be accessed at http://cornishmemory.com/item/WMA_P1_1_147 There are many more photographs on this share for all site - highly recommened.
This most interesting picture shows St Dennis Junction probably in the period 1958/9 with, on the left 4294, a Churchwood 2-8-0 of 1910 and 5519 one of the 4575 class. What an interesting shot this is two steam locos, the one on the right with a heavy train coming up off the Meledor Mills branch. Note in middle distance the shunter with his pole and then, to the left above the signalbox roof, can be seen, almost at right angles, the 'Tip Sidings' with a long line of wagons. Also note the conical clay tips now a thing of the past, St Dennis Church can also be seen to left of the right most clay tip.
Exeter's 3rd New Station
David Tozer
David Tozer
Recently there's been Newcourt and then with the start of the new timetable, Cranbrook, and now very close to the City Centre work has started on the construction of a third station to serve Marsh Barton.
Many thanks to David Tozer for bringing three pictures of work in progress and the site.
Many thanks to David Tozer for bringing three pictures of work in progress and the site.
1. My way into the Marsh Barton Estate was blocked by flooding at the site of the bridge which carried part of the old Teign Valley line. To the right is the scrap yard which sees irregular visits by freight trains. 7th February 2016 Copyright David Tozer
2). The route to the new station site with trees felled. 7th February 2016, Copyright David Tozer
Marsh Barton - the station area, from Clapperbrook Lane bridge. 7th February 2016 Copyright David Tozer.
Roskear Junction Signal Box
The late Cyril Hitchens
The late Cyril Hitchens
Roskear Junction Signal Box IS situated about 400 yards east of Camborne Station and about the same distance west of Dolcoath Siding. The three boxes, each controlling level crossings, worked closely together in order to avoid any possibility of delay. Special regulations at Roskear included: Is line clear? must be sent for up & down trains as soon as line clear is received and Train Approaching 1-2-1 must be sent to Camborne on receipt of 1-2-1 from Dolcoath. The box is of the usual construction with brick base and glazed upper level. The external stairs are at the Camborne end and the toilet is within the box at the top of these. During my time working Roskear there was a coal fire with a small oven plus a gas ring for summer use. Lighting was by gas and there were also gas lights on the footbridge-it was part of the signalman's duty to go out and light and extinguish these. Some time later these were replaced by electric lights. The box was fitted with a 29 lever frame and a large wheel and ratchet to control the gates across Stray Park Road.
As well as the up and down mains there were a couple of crossovers to give access to the Roskear Branch and to Harvey's Siding. The local goods from Camborne to Truro did the shunting often visiting the branch twice a day and dealing with traffic for Harvey's Siding as required. The branch was operated on the "one engine in steam" regulation and the staff was kept in the box. Trains worked by 45XX and 57XX tanks regularly visited the sidings at Holmans on the far side of Foundry Road level crossing and, less frequently, traversed the full length of the line to berth a tank wagon in the loop at North Roskear or to deliver supplies to the Holman Boiler Works. The shunter and guard operated the numerous level crossings on this journey, the busiest being that over the then A30 near Roskear School. The far end of the branch was used as a right of way by local people sometimes as a short cut to the cricket ground. The section of the branch between Dolcoath Road crossing and the main line could be used to refuge freight trains when there was no other train on the branch. The driver had to be in possession of the token for this movement and the train could be propelled back onto the main line when the guard had received the signalman's permission and the signal had been lowered. The branch, which was under the supervision of the Camborne Stationmaster, could not be used after dark. All the shunting, the crossing and the main line work made the box a busy and interesting one to operate. It was designated Class 3.
In 1962 changes began to take place. Harvey's Siding and one crossover were removed. This siding served Harvey's, then trading as builders merchants although the name can be traced back to John Harvey, the Gwinear blacksmith who established the foundry at Hayle in the late 18th century which led to the development of Hayle as a port and ultimately the building of the Hayle Railway. The following year the section of the branch beyond Holmans was closed and the layout at the works modified. A loop was installed adjacent to Fraser Metals who used the railway to transport scrap. Just before the partial closure in 1963 I was on duty at Roskear one Sunday morning when an enthusiasts DMU special travelled almost the whole length of the branch to the ungated crossing at North Roskear. Points had to be clipped and men provided to open the crossing gates to ensure the safe passage of the only passenger train ever to use the Roskear Branch. In the 1970s a new loading bay was built at Holmans and this was regularly visited by a variety of main line diesels. I recall D1013 Western Ranger removing one fitted scrap wagon from Fraser Metals and use the remaining crossover to head off in the direction of St. Erth to run round. Later the junction was reduced to a single lead off the up main and a crossover operated by a ground frame installed just west of the level crossing. By this time the stub of the Roskear Branch was the only survivor of the mining branches of the Hayle Railway and the only piece of rail, apart from the main line, left working in the Camborne area. By the time the branch was closed and removed in the 1980s I had left the railway. In 1970 Roskear's crossing gates were replaced by barriers and the signalman became responsible for these as well as monitoring those at Camborne following the closure of the signal box there. Roskear remains one of the few boxes that I worked which is still in use.
C. H
As well as the up and down mains there were a couple of crossovers to give access to the Roskear Branch and to Harvey's Siding. The local goods from Camborne to Truro did the shunting often visiting the branch twice a day and dealing with traffic for Harvey's Siding as required. The branch was operated on the "one engine in steam" regulation and the staff was kept in the box. Trains worked by 45XX and 57XX tanks regularly visited the sidings at Holmans on the far side of Foundry Road level crossing and, less frequently, traversed the full length of the line to berth a tank wagon in the loop at North Roskear or to deliver supplies to the Holman Boiler Works. The shunter and guard operated the numerous level crossings on this journey, the busiest being that over the then A30 near Roskear School. The far end of the branch was used as a right of way by local people sometimes as a short cut to the cricket ground. The section of the branch between Dolcoath Road crossing and the main line could be used to refuge freight trains when there was no other train on the branch. The driver had to be in possession of the token for this movement and the train could be propelled back onto the main line when the guard had received the signalman's permission and the signal had been lowered. The branch, which was under the supervision of the Camborne Stationmaster, could not be used after dark. All the shunting, the crossing and the main line work made the box a busy and interesting one to operate. It was designated Class 3.
In 1962 changes began to take place. Harvey's Siding and one crossover were removed. This siding served Harvey's, then trading as builders merchants although the name can be traced back to John Harvey, the Gwinear blacksmith who established the foundry at Hayle in the late 18th century which led to the development of Hayle as a port and ultimately the building of the Hayle Railway. The following year the section of the branch beyond Holmans was closed and the layout at the works modified. A loop was installed adjacent to Fraser Metals who used the railway to transport scrap. Just before the partial closure in 1963 I was on duty at Roskear one Sunday morning when an enthusiasts DMU special travelled almost the whole length of the branch to the ungated crossing at North Roskear. Points had to be clipped and men provided to open the crossing gates to ensure the safe passage of the only passenger train ever to use the Roskear Branch. In the 1970s a new loading bay was built at Holmans and this was regularly visited by a variety of main line diesels. I recall D1013 Western Ranger removing one fitted scrap wagon from Fraser Metals and use the remaining crossover to head off in the direction of St. Erth to run round. Later the junction was reduced to a single lead off the up main and a crossover operated by a ground frame installed just west of the level crossing. By this time the stub of the Roskear Branch was the only survivor of the mining branches of the Hayle Railway and the only piece of rail, apart from the main line, left working in the Camborne area. By the time the branch was closed and removed in the 1980s I had left the railway. In 1970 Roskear's crossing gates were replaced by barriers and the signalman became responsible for these as well as monitoring those at Camborne following the closure of the signal box there. Roskear remains one of the few boxes that I worked which is still in use.
C. H
Dolcoath Signal Box
The late Cyril Hitchens
The late Cyril Hitchens
Dolcoath Box was of the usual appearance and construction and contained all the fittings for the comfort of the signalman including a large wooden armchair next to the stove. The external stairs were at the Camborne end with the toilet at the top. It had a 23 lever frame and a large wheel to operate the adjacent crossing gates. The layout, in my time, consisted of a crossover some distance to the west plus a trailing lead from the up main into the siding to the east. The crossover was used on the occasions when single line working was in operation, which was not very often. I worked Dolcoath regularly on alternate Sundays. This was a quiet shift just passing mainline trains and was known as a "snip"-in addition you received overtime pay!! Because of the proximity of the boxes at Roskear and Camborne, all with level crossings, there were special regulations for operating the short sections to avoid delay. Is line clear must be sent for down trains as soon is line clear is received-The train approaching signal must be sent for down trains on receipt of train entering section-Reg.4.
On weekdays I always found Dolcoath a pleasant box to work and there were good views of up steam hauled trains coming up the stretch of straight track working hard to accelerate from their stop at Camborne while down trains would burst under the bridge and round the curve to the east before crossing the road with the crew preparing to slow if they had to call at Camborne. There was also the interest of the daily milk siding shunt. On one occasion shunting was taking place at Camborne so the section to the west was occupied. A down passenger was approaching so I kept all my signals at danger. Roskear phoned to say that the freight was just about to leave for Gwinear so, as usual, I closed the gates across the road and listened for the line clear signal so that I could immediately give the down train the road, hopefully, without causing it to stop. At that moment Arlington Grange plus train appeared under the bridge, braking hard, passed the signal at danger and screeched to a halt just past the box with the train straddling the level crossing. The fireman climbed down and came back to the box. He was not in a good mood! He explained that the driver had recently been transferred from Cardiff, despite having signed for it, did not really know the road and had ignored all the his advice. At that moment "line clear" rang so I cleared all the signals and we agreed not to say any more about it. The fireman returned to the engine still muttering about the driver, Welshmen in general, Welsh rugby players and anything else to do with Wales!
I especially enjoyed the afternoon shift. Bill Carne would turn up with his tanker to load the 6-wheeled milk tanks berthed in the siding and then visit the box for a chat. Later in the day, at around 7pm. the fun would begin. There would be a flurry of bells to announce that the up Postal had passed Gwinear so gates at Camborne, Roskear and Dolcoath were opened and signals cleared as the Postal was "2nd only to the Royal Train", was non-stop through Camborne and should never be delayed. A few minutes later it passed the box at speed usually Castle hauled, but it could be anything Long Rock had available-a County, Grange or Hall. I would replace the signals to danger, remembering to use the duster on the stainless steel of the lever handles, and re-open the gates to road traffic. I would open up again for the passage of a down train nearing the end of its long distance journey, but the real interest lay in the next up train. This was the Milky which plodded into sight under the Foundry Road bridge, crossed slowly over the level crossing and came to a halt almost round the bend to the east ready to shunt the siding and pick up the loaded milk tanks. The train was hauled by the usual GW types, often a Castle, and was tailed by a passenger brake van as it ran at passenger train speeds. When the shunt was completed the train resumed its journey eastwards, the gate separating the siding from the main line was closed by the shunter, who then rode his bike home, and I could make another cup of tea.
The crossover was taken out of use in January 1965 and the box closed in the same month with automatic half barriers installed at the level crossing. A ground frame then operated the milk siding. I remember doing some shifts in the box during the next six months just to monitor the operation of the barriers. Milk traffic continued until 1980 and the siding was disconnected in 1983.
C. H.
On weekdays I always found Dolcoath a pleasant box to work and there were good views of up steam hauled trains coming up the stretch of straight track working hard to accelerate from their stop at Camborne while down trains would burst under the bridge and round the curve to the east before crossing the road with the crew preparing to slow if they had to call at Camborne. There was also the interest of the daily milk siding shunt. On one occasion shunting was taking place at Camborne so the section to the west was occupied. A down passenger was approaching so I kept all my signals at danger. Roskear phoned to say that the freight was just about to leave for Gwinear so, as usual, I closed the gates across the road and listened for the line clear signal so that I could immediately give the down train the road, hopefully, without causing it to stop. At that moment Arlington Grange plus train appeared under the bridge, braking hard, passed the signal at danger and screeched to a halt just past the box with the train straddling the level crossing. The fireman climbed down and came back to the box. He was not in a good mood! He explained that the driver had recently been transferred from Cardiff, despite having signed for it, did not really know the road and had ignored all the his advice. At that moment "line clear" rang so I cleared all the signals and we agreed not to say any more about it. The fireman returned to the engine still muttering about the driver, Welshmen in general, Welsh rugby players and anything else to do with Wales!
I especially enjoyed the afternoon shift. Bill Carne would turn up with his tanker to load the 6-wheeled milk tanks berthed in the siding and then visit the box for a chat. Later in the day, at around 7pm. the fun would begin. There would be a flurry of bells to announce that the up Postal had passed Gwinear so gates at Camborne, Roskear and Dolcoath were opened and signals cleared as the Postal was "2nd only to the Royal Train", was non-stop through Camborne and should never be delayed. A few minutes later it passed the box at speed usually Castle hauled, but it could be anything Long Rock had available-a County, Grange or Hall. I would replace the signals to danger, remembering to use the duster on the stainless steel of the lever handles, and re-open the gates to road traffic. I would open up again for the passage of a down train nearing the end of its long distance journey, but the real interest lay in the next up train. This was the Milky which plodded into sight under the Foundry Road bridge, crossed slowly over the level crossing and came to a halt almost round the bend to the east ready to shunt the siding and pick up the loaded milk tanks. The train was hauled by the usual GW types, often a Castle, and was tailed by a passenger brake van as it ran at passenger train speeds. When the shunt was completed the train resumed its journey eastwards, the gate separating the siding from the main line was closed by the shunter, who then rode his bike home, and I could make another cup of tea.
The crossover was taken out of use in January 1965 and the box closed in the same month with automatic half barriers installed at the level crossing. A ground frame then operated the milk siding. I remember doing some shifts in the box during the next six months just to monitor the operation of the barriers. Milk traffic continued until 1980 and the siding was disconnected in 1983.
C. H.
Wartime Timetable revealed
Mike Roach
Mike Roach
Hi Keith
Thanks to help from a friend I have acquired a 1944 Great Western Railway Timetable. Enclosed is a scan of the passenger services on the Yealmpton Branch at the time. The line had closed to passengers in 1930, but reopened for the duration of World War 2 because of the number of city dwellers trying to escape the bombing in Plymouth. The timetable commenced on 22 May 1944. Regards Mike
Many thanks for this Mike, I would imagine that details of services on other lines would make interesting reading too.
Thanks to help from a friend I have acquired a 1944 Great Western Railway Timetable. Enclosed is a scan of the passenger services on the Yealmpton Branch at the time. The line had closed to passengers in 1930, but reopened for the duration of World War 2 because of the number of city dwellers trying to escape the bombing in Plymouth. The timetable commenced on 22 May 1944. Regards Mike
Many thanks for this Mike, I would imagine that details of services on other lines would make interesting reading too.
From the Mike Roach Collection The branch re-opened to passengers in 1941 finally closed to passengers on the 6th October 1947 and to goods on the 29th February 1962