CORNWALL RAILWAY GALLERY
Penzance area - as far as Marazion
The idea of this section is to publish photographs of the Cornwall Railway scene before 1980. However, in the interests of continuity we might include a later picture. If you are interested in contributing and seeing your work on the net then please let us have your material. You will be fully credited and you can state copyright. It is important that the material is your own work or that of a member of your family who approves or would approve of your action. Please state who took the original picture. You will be listed as the contributor and as such take responsibility for the material submitted. Please do not submit professional photographs or any which are copyright.
Order of listing
In this section we commence at Penzance station and work eastwards to Marazion. Long Rock shed is covered in a separate section.
If you do not see what you require
Go to the Links page and select Cornwall Centre, then on their home page select 'Cornwall Image Bank'. There is a selection of photographs by John Vaughan, Arthur Trevan, George Ellis and others.
You could always visit the Cornwall Centre at Alma Place, Redruth. Very near the station.
You could always visit the Cornwall Centre at Alma Place, Redruth. Very near the station.
Credits, Many thanks to all contributors - please see a list on the home page.
The big storm 14th February 2014
St Valentines Day 2014 was not a romantic occasion for the railway at Penzance which suffered immense damage in the storm. There is a separate section devoted to this towards the end of this page. This was also the occasion of the breach at Dawlish which cut off Penzance and of course anywhere west of Exeter from the rest of the country. The Dawlish breach is covered in the Devon section.
St Valentines Day 2014 was not a romantic occasion for the railway at Penzance which suffered immense damage in the storm. There is a separate section devoted to this towards the end of this page. This was also the occasion of the breach at Dawlish which cut off Penzance and of course anywhere west of Exeter from the rest of the country. The Dawlish breach is covered in the Devon section.
N.B Click on picture to obtain an enlargement and further details
CORNISH MAIN LINE Penzance to Marazion
Penzance - this is truly the end of the line on Albert Pier. The metals can just be seen curving away to the right into the concrete block structure. Seen here on 30th November 1975. Copyright of Roger Winnen, who lives just beyond the station.
Map of the Penzance area courtesy Google Maps. Zoom and Pan to see track details. Pan away to the right to see Long Rock Depot and on to Marazion. Note Long Rock Depot is subject to major changes and improvements in 2016.
Penzance Postcard. A 'Duke of Cornwall' class heads an up express - these locos were built in the period 1895 to 1899. Seen here near where the Tesco rroundabout is now situated. This section of the Penzance appraoch was washed away in a storm in 1879 Courtesy the Mike Morant collection
A classic picture from the Mike Morant Collection :- GWR_3376 Bulldog class at Penzance in 1921 Re-boilered in the 1930's Last one withdrawn Mar 51 was 3377 Penzance. The crew are keen to be in the photograph, and why not? The naming of this class after towns did cause problems as some passengers thought the nameplates were destination boards! This picture before Penzance station was remodelled includes a fine display of advertising material.
A luggage label for a long long journey, around about 750 miles. This label from the Mike Morant collection.
Another rarity from the Mike Morant Collection
A train and loco stand in platform 3 - steam rising straight up indicates a calm day. Note the old chocolate and cream platform numbers. The coaches stand clear of the buffers indicating that possibly the locomotive on the incoming train had used the release crossover once located here and were subsequently pushed back a little nearer intending passengers. From the Mike Morant Collection
An external view of the terminus station at Penzance at about the same period as the picture above. Note the gates at the end of platform 4 lines presumably to facilitate loading and unloading of vehicles from trains. Copyright the Mike Morant Collection
On a gloomy December day 6875 Hindford Grange with a big train leaving Penzance on the midday service to Manchester 27th December 1960 - Copyright Mike Roach
5003 Lulworth Castle gets into her stride with the Up Cornish Riviera Express. Penzance is still in sight in the background. From the Mike Morant Collection
Penzance 8473 complete with shunters chariot moves stock in platform 4. The leading coach is a restaurant car possibly built to run with GWR open excursion stock of the 1930s.Copyright Micheal Forward
A view from 'The wall' taken in 1961. Lots of interest. A holiday snap taken by Steve Richard. Copyright
Hi Keith,
I saw Steve Richards’ excellent photo of two Warships over the wall at Penzance in 1961, and I can narrow down the identities – the short handrails in front of the windscreens were only fitted to D800-2 (they were later modified to the standard long handrails). Close examination of nameplate widths suggests that the far one is D800 Sir Brian Robertson, in which case the nearest one will be either D801 Vanguard or D802 Formidable.
Points to note in this relatively uncommon roof view are the Maybach engines’ in-line exhaust ports (NBL’s MAN-powered D833-65 had diagonally offset exhausts, as did the unique Paxman-powered D830) and the large central circular vent panel over the train heating boiler, with trademark blistered paint around the edge – this feature was restricted to D800-12 and Swindon’s final five D866-70, all others having an extra louvre cut into the cantrail above the nameplate on one side only instead.
Best regards, Neil Phillips
I saw Steve Richards’ excellent photo of two Warships over the wall at Penzance in 1961, and I can narrow down the identities – the short handrails in front of the windscreens were only fitted to D800-2 (they were later modified to the standard long handrails). Close examination of nameplate widths suggests that the far one is D800 Sir Brian Robertson, in which case the nearest one will be either D801 Vanguard or D802 Formidable.
Points to note in this relatively uncommon roof view are the Maybach engines’ in-line exhaust ports (NBL’s MAN-powered D833-65 had diagonally offset exhausts, as did the unique Paxman-powered D830) and the large central circular vent panel over the train heating boiler, with trademark blistered paint around the edge – this feature was restricted to D800-12 and Swindon’s final five D866-70, all others having an extra louvre cut into the cantrail above the nameplate on one side only instead.
Best regards, Neil Phillips
5934 Kneller Hall stands at platform 2 having just brought its train in. Picture taken, it is thought in 1961. Copyright Steve Richard
Penzance Gallery 1
50044 Exeter stands at Penzance with the 1927 Penzance - Paddington Postal on the 4th October 1983 Copyright Roger Geach
Throughout the many pages of the CRS website you'll find a multitude of images from the widely travelled camera of Roger Geach a prolific photographer. For details of availability and price etc please click on the link below.
This new book takes the reader on a photographic journey on the Cornish railway main line from Plymouth to Penzance as seen through the camera lens of the author and friends. All the existing main stations en route are illustrated in colour, along with some of the major infrastructure, such as some of the splendid viaducts. The photographs date from the late 1960s through to the present, with the majority taken in the 1970s and 1980s. The huge variety of regular diesel motive power is shown together with a few steam hauled specials that have run in the county since 1985. Regular motive power from the 1970s, including the popular diesel hydraulic westerns, are shown working both passenger and freight traffic. The regular diesel electrics are also illustrated as well as some rare visitors to the county.
This book should be of interest to anyone who likes the railways of Cornwall. It should also appeal to modellers who wish to study train consist and station views from the past, and local historians.
This new book takes the reader on a photographic journey on the Cornish railway main line from Plymouth to Penzance as seen through the camera lens of the author and friends. All the existing main stations en route are illustrated in colour, along with some of the major infrastructure, such as some of the splendid viaducts. The photographs date from the late 1960s through to the present, with the majority taken in the 1970s and 1980s. The huge variety of regular diesel motive power is shown together with a few steam hauled specials that have run in the county since 1985. Regular motive power from the 1970s, including the popular diesel hydraulic westerns, are shown working both passenger and freight traffic. The regular diesel electrics are also illustrated as well as some rare visitors to the county.
This book should be of interest to anyone who likes the railways of Cornwall. It should also appeal to modellers who wish to study train consist and station views from the past, and local historians.
1041 Western Prince 1e21 1135 at Penzance with the to Leeds Penzance signals a Sunday 9th February 1975 Copyright Roger Geach
Penzance in May 1977 Semaphores still in control. Copyright Mike Roach
47455 brings in a service while 08643 waits to draw the train back to Long Rock. 27th July 1978 Steve Widdowson
Penzance Express Parcels 18th October 1980 - this didn't last long!!Copyright Mike Roach
D838 Rapid entered traffic on the 3rd October, 1960, it only lasted 11 years. This photo shows Rapid entering Penzance at Chyandour Cliff. Copyright Michael Forward
Penzance Gallery 2
First picture in this section :- Hymek D7032 rests under the overall roof at Penzance at around 15.00 on April 19 1972, having just arrived with a 3-coach special during an industrial dispute. It is now believed this was the last time a Class 35 was seen here.
Three views of the Albert Pier metals are shown, the Albert Quay line was taken out of use in September 1967, could have been an opportunity for a railtour to the furthest SW!!
Three views of the Albert Pier metals are shown, the Albert Quay line was taken out of use in September 1967, could have been an opportunity for a railtour to the furthest SW!!
Expert advice :- Big Western, little Craig. Another of our prime phtographers, Roger Geach advises re picture left hand side of 6th row down - I would think its 1029 Western Legionaire, no headboard clips. In 1973 1A49 was a Sunday train, the 1205 Penzance to Paddington. If the headcode is correct of course. There is damage to the front of this loco that is why I think its 1029 as it ran in poor condition in 73 before it was repainted.
Proudly displaying a banner across the bows the first ever HST service train awaits departure from Platform 2 at Penzance Copyright Roger Winnen
A selection of pictures taken during the 1970's by Neil Phillips.
A picture of Western Reliance with Mounts Bay and St Michaels Mount as a back drop. This picture with the loco at platform 4 was taken on 28th August 1974. Copyright Neil Phillips
25224 'Ownerless', it started the year as 7574 with BR Arrows. This picture on 30th December 1974. Copyright Neil Phillips
D1044 Western Duchess has uncoupled and pulled forward ready to be released over the crossover on to number 2 platform road. 30th December 1974. Copyright Neil Phillips.
'The viaduct inspection train that never was'. Class 103 M56160 + M50397 at Long Rock with Peak 45003 on the 30th December 1974. Copyright Neil Phillips.
1072 Western Glory arrives with the 1b83 2345 Paddington to Penzance 26th May 1975 Copyright Roger Geach
D1048 Western Lady near journey's end passing pilot 08840 at Long Rock 26th June 1976. Copyright Neil Phillips
A closer view of 08 840 the former D4008. Its condition displaying a combination of sea air attack and careless fueling, belies the fact that it had been overhauled and duel braked less than two years earlier. Copyright Neil Phillips.
25 225 stands at the buffers of platform 4 on 24th June 1977. Many 25's came and went in Cornwall between 1971 and 1980 but this one and 25 223 were in very near the start and amongst the last to leave. Both were overhauled in 1976, rather oddly neither were dual braked at the time which limited their usefulness beyond the South West and both went for scrap at Swindon Works in October 1980 having been replaced by Class 37's. Copyright Neil Phillips.
46004 awaits departure time on 24th June 1977. Flush ends with headlamps were still relatively new at the time. Copyright Neil Phillips
Penzance 47185 stands at platform one on the 24th June 19 77 Copyright Neil Phillips
Neil witnesses the arrival of_50017 at Penzance 24th June 1977. It was still in its original 4 arrow livery style when named 'Royal Oak', believed to be unique - (But the jury is still out on 50034 Furious) Copyright Neil Phillips
50035 Ark Royal has arrived at Penzance in platform 2 on 24th June 1977. Neil believes that only this loco and 50003 were fitted with this design of sealed beam headlight in the roof box. Copyright Neil Phillips.
DB965994 stands alongside the HST Depot at Penzance on 24th June 1977. Being so close it was an 'unmissable' shot. Copyright Neil Phillips
Many thanks Neil for your collection.
Finally a view of the the brand new HST depot at Penzance taken on 24th June 1977. Copyright Neil Phillips.
Copyright Mike Roach
Under a smashing blue sky 47484 makes a fine sight Penzance with the 1050 service to Paddington 2nd July 1985 Steve Widdowson
Penzance - early HST pictures. Supplied by Craig Munday from the late Edwin Pascoe collection
An early 80's view of Penzance taken by the Late Edwin Pascoe then a fitter at Long Rock HST maintenance facility. Photograph from Ruth a relative of Craig Munday. Copyright Note the long gone gas holder in the background and the awning over the parcels facility to the left.
NOTHING MOVES - taken on 14th July 1982 during the National Rail strike. Not a passenger in sight, all the rails are rusty, two HST's a DMU and a 47 stand quiet. Copyright Roger Winnen
The weedkiller stands at Penzance on the 6th April 1990 Copyright Roger Winnen
The weed killer train departs Penzance on the 6th April 1990 Copyright Roger Winnen
Penzance, a nice night shot. 08644 stabled on the link line at Penzance with a RES class 47 in 1993 Copyright Craig Munday
It is May 1996 an HST service disturbs the silence at Penzance as it waits outside the train shed. Copyright Dan Engstrom
A fine study, another memory of 1996 as a heritage set arrives to stand at platform 3. The HST is still loading at platform 1. May 1996 Copyright Dan Engstrom
A contrast to the previous picture - though these units are also very old. The vary rare visit of Class 143 'Donkey's' to Penzence on the 12th December 2015 caused considerable excitement. Here Craig Munday catches the rare sight under Penzance roof. Copyright Craig Munday
A quite remarkable picture taken through the cab window of the first IET to visit Penzance. Copyright Doctor Chris Page. Comment by Derek Bittivant : - The picture was taken by my friend and colleague Dr Chris Page during the first (and so far only) visit of a new IET set (two sets, actually) to Penzance. If you use the photo, please credit it to Dr Page. Of note is the control panel for train door opening and closing with its invitation to select which doors to open. Also, the train's on-board clock - accurate to the second - agrees with Penzance time as shown on the station clock.
From the Mike Roach collection
From the Mike Roach collection
Penzance Signalbox
Penzance signalbox - an interior view by Charles Fennamore Copyright
Penzance box interior A recent view 14th August 2014 Copyright Craig Munday
A track plan of Penzance recently acquired from the Late Cyril Hitchens a former signalman.
Penzance Signal Box Class 1 Memories of the Late Cyril Hitchens
In my time Penzance Signal Box had a 75 lever frame and was a very busy job. It was the only Class 1 graded box in Cornwall. Work consisted of dealing with the arrivals and departures of the passenger, parcels and mail trains. In addition there was a great deal of shunting of stock as engines of incoming trains were released and fresh trains prepared. The shunters at Penzance always had to keep their wits about them with so much activity going on, making sure trains were properly formed, stock was in the correct place and dealing with screw and buckeye couplings, brake pipes etc..
Penzance was the only box in my area with a scissors crossing which was at the east end of the station. There was also a ground frame situated near the buffers of platforms 2 and 3 which operated points to release an engine from an incoming train on platform 3 onto the platform 2 road. A train arriving in platform 3 would stop short of the ground frame. Once uncoupled the loco would move forward to the buffers. The key was then released by the signalman at the request of the shunter, the points reversed and the engine could then proceed to the shed for servicing. The coaches remaining in platform 3 would then form one of the next trains out. As Penzance was a terminus there were some special regulations in force." Is line clear?" for up passenger trains had to be sent 2 minutes before the train was due to depart. For parcels trains "is line clear?" was sent when the train was ready to start. In the case of incoming trains "line clear" could be returned provided the platform line was clear to the buffer stops. If the platform lines were occupied a point opposite the platform 3 starting signal was then regarded as the clearing point-trains being accepted under regulation "line clear to clearing point 2-2-2.
Sometimes platforms had to be cleared so the shunter used the train engine to back the coaches into the "sea sidings"-the long sidings just inside the sea wall. On one occasion when I was working the early turn in Penzance Box the shunter requested to gravitate a set of 8 coaches from sea siding into No.3 platform. Unknown to him an examiner had found a fault under one coach and had duly went in to repair it. The rules state that if anyone has to go under a vehicle a red flag should be exhibited stuck out at the side. The examiner had failed to do this so I set the road, the shunter released the brake and the stock rolled back into the platform. As it passed the box I thought I could hear a hammering noise so I looked, but could see nothing. Later, when the shunter visited the box, he told me that when he brought the coaches to a stand in platform 3 a very pale faced examiner crawled out from underneath! Fortunately he had the presence of mind to lie still on the chassis girders until the coaches came to a stop.
My abiding memory of Penzance is of 1950s Summer Saturdays early turn being so busy that my carefully packed lunchtime sandwiches stayed in the tin until the end of the shift-there had literally been no opportunity to eat them...
C. H.
In my time Penzance Signal Box had a 75 lever frame and was a very busy job. It was the only Class 1 graded box in Cornwall. Work consisted of dealing with the arrivals and departures of the passenger, parcels and mail trains. In addition there was a great deal of shunting of stock as engines of incoming trains were released and fresh trains prepared. The shunters at Penzance always had to keep their wits about them with so much activity going on, making sure trains were properly formed, stock was in the correct place and dealing with screw and buckeye couplings, brake pipes etc..
Penzance was the only box in my area with a scissors crossing which was at the east end of the station. There was also a ground frame situated near the buffers of platforms 2 and 3 which operated points to release an engine from an incoming train on platform 3 onto the platform 2 road. A train arriving in platform 3 would stop short of the ground frame. Once uncoupled the loco would move forward to the buffers. The key was then released by the signalman at the request of the shunter, the points reversed and the engine could then proceed to the shed for servicing. The coaches remaining in platform 3 would then form one of the next trains out. As Penzance was a terminus there were some special regulations in force." Is line clear?" for up passenger trains had to be sent 2 minutes before the train was due to depart. For parcels trains "is line clear?" was sent when the train was ready to start. In the case of incoming trains "line clear" could be returned provided the platform line was clear to the buffer stops. If the platform lines were occupied a point opposite the platform 3 starting signal was then regarded as the clearing point-trains being accepted under regulation "line clear to clearing point 2-2-2.
Sometimes platforms had to be cleared so the shunter used the train engine to back the coaches into the "sea sidings"-the long sidings just inside the sea wall. On one occasion when I was working the early turn in Penzance Box the shunter requested to gravitate a set of 8 coaches from sea siding into No.3 platform. Unknown to him an examiner had found a fault under one coach and had duly went in to repair it. The rules state that if anyone has to go under a vehicle a red flag should be exhibited stuck out at the side. The examiner had failed to do this so I set the road, the shunter released the brake and the stock rolled back into the platform. As it passed the box I thought I could hear a hammering noise so I looked, but could see nothing. Later, when the shunter visited the box, he told me that when he brought the coaches to a stand in platform 3 a very pale faced examiner crawled out from underneath! Fortunately he had the presence of mind to lie still on the chassis girders until the coaches came to a stop.
My abiding memory of Penzance is of 1950s Summer Saturdays early turn being so busy that my carefully packed lunchtime sandwiches stayed in the tin until the end of the shift-there had literally been no opportunity to eat them...
C. H.
Copyright John Cornelius Details 33211+33207 London Waterloo - Salisbury - Warminster - Westbury 33207+33211 Salisbury - Exeter St Davids - Penzance. Return via Honiton. The railtour was so popular that it was repeated the following Saturday.
47715 in faded NSE livery runs back into the station at Penzance. A former Scotrail push-pull class 47.7, it was transfered to the NSE pool, and then once the loco hauled services were withdrawn it eked out a living in the Parcels Sector. Copyright Craig Munday
Ponsandane
A classic but undated photograph from the Mike Morant collection. This is a Castle passing Ponsandane Siding number 5 with the up Royal Mail. Note the mail collection apparatus stowed flat against the coach bodies.
Ponsandane Signal box 20th June 1974 Copyright Roger Winnen
Ponsandane Signal Box Class 2 Signalbox memories by the late Cyril Hitchens
Ponsandane Box was situated 836 yards east of Penzance and about three quarters of a mile (57 chains!) from Long Rock. Sited on the seaward side of the track it unusually had a flat roof. It was built this way, it is said, so as not to obstruct Col. Bolitho's view of Mounts Bay. It had large windows at the front and Penzance end and access was by means of stairs at the Long Rock end. The box was fitted with a 40 lever frame and controlled access to the goods yard from the Penzance end, permission having to be obtained from the yard foreman for trains to enter the yard.
Also under control of the box on the west side was a level crossing protected by large gates operated by a wheel and ratchet together with a pair of lockable pedestrian wicket gates. A very strict watch had to be kept on these as a lot of propelling movements took place between Penzance and Ponsandane (special code 3-3-3. There was much use of the pedestrian gates, especially in the summer months when walkers were liable to take their time crossing, frustrating the signalman or, conversely, getting annoyed at being kept waiting for so long while train and loco movements were taking place. Between Ponsandane and Long Rock, in addition to the up and down mains, was a loop known as the "Long Road" which also provided a path for locos and freights at times.
The gates were replaced by lifting barriers in May 1973 although the wicket gates remained. The box itself closed in June the following year to be replaced initially by a ground frame. Nowadays the level crossing is no more and pedestrian access to the beach is by means of a footbridge.
C.H.
Ponsandane Box was situated 836 yards east of Penzance and about three quarters of a mile (57 chains!) from Long Rock. Sited on the seaward side of the track it unusually had a flat roof. It was built this way, it is said, so as not to obstruct Col. Bolitho's view of Mounts Bay. It had large windows at the front and Penzance end and access was by means of stairs at the Long Rock end. The box was fitted with a 40 lever frame and controlled access to the goods yard from the Penzance end, permission having to be obtained from the yard foreman for trains to enter the yard.
Also under control of the box on the west side was a level crossing protected by large gates operated by a wheel and ratchet together with a pair of lockable pedestrian wicket gates. A very strict watch had to be kept on these as a lot of propelling movements took place between Penzance and Ponsandane (special code 3-3-3. There was much use of the pedestrian gates, especially in the summer months when walkers were liable to take their time crossing, frustrating the signalman or, conversely, getting annoyed at being kept waiting for so long while train and loco movements were taking place. Between Ponsandane and Long Rock, in addition to the up and down mains, was a loop known as the "Long Road" which also provided a path for locos and freights at times.
The gates were replaced by lifting barriers in May 1973 although the wicket gates remained. The box itself closed in June the following year to be replaced initially by a ground frame. Nowadays the level crossing is no more and pedestrian access to the beach is by means of a footbridge.
C.H.
Mysterious building at Penzance. March 2016 Copyright Julian Stephens
Another view of the mysterious building at Penzance. March 2016 Copyright Julian Stephens
Re the mystery building above - advise from Roger Winnen and Roy Hart is that is was used as below.
The building at Ponsandane was mess and office accommodation for shunters, carriage cleaners and, I think, carriage and wagon examiners as well.
The building at Ponsandane was mess and office accommodation for shunters, carriage cleaners and, I think, carriage and wagon examiners as well.
D1072 Western Glory arrives Penzance. on the 24th May 1975 Copyright Roger Winnen
1010 Western Campaigner on the 1b83 2345 Paddington to Penzance Long Rock 10th August 1975. Note dent below the train describer. In the distance hiding behind a post is St Michael's Mount. It is also worthy of note that 1010 holds a record in being the only locomotive to haul a train non stop for Paddington to Penzance. It was down to walking pace at times to avoid passing a red! Copyright Roger Geach
Long Rock Main Line (For depot see separate page)
Long Rock Signal Box Memories of the late Cyril Hitchens
Long Rock Signal Box was built of brick and had the usual style of roof unlike its neighbour at Ponsandane. There were the normal large windows at the front and ends. The box lay to the west of a level crossing which gave access to the beach the gates of which were worked by a wheel and rachet and there were also pedestrian wicket gates which could be locked by the signalman. During the summer months pedestrian traffic over the crossing was heavy and the views over the beach was of much interest. A pair of binoculars was part of the equipment provided and they were not used for train spotting! Latterly the gates were replaced by lifting barriers controlled from a pedestal within the box. Long Rock, just over one and a quarter miles from Penzance, was located in a crucial position controlling the access to the loco shed and was thus very busy with a constant procession of engines visiting the shed for servicing, turning and coaling before returning to their trains at the station. It had a 65 lever frame and deserved its Class 2 grading. The coal sidings opposite were for loco use, domestic coal being dealt with at the goods yard at Ponsandane.
The arrival of diesels in the late 50s and early 60s considerably reduced the movements to shed and management began to consider downgrading the box to Class 3. One morning when I arrived at the box on my motorbike at 5.15am I found a man complete with briefcase and clipboard standing at the foot of the steps. He informed me that he was an inspector from Plymouth and had come to take the movements for the day. The movements were taken as a series of marks with 1 mark for operating the block instrument, answering the phone, pulling a lever etc... However 5 marks were awarded for opening or closing the crossing gates. I managed to get a message to the shed shunter that marks were being taken in the box that day and he, in turn, passed the message on to an off duty signalman who lived nearby. Knowing that his pay would be affected if the box was downgraded this helpful gentleman then contacted several of his farming and market gardening friends. After a while the first of a steady stream of tractors, trailers and pick ups began to arrive all wanting access to the beach to collect sand and seaweed. This carried on at intervals for the rest of the day. When the inspector completed his survey he had collected enough marks to make us into a Class 1 box. Nothing more was heard from management!!
The last steam loco to visit the shed was "Salisbury" on the Cornubian railtour on the 3rd May 1964 and Long Rock Box itself closed in June 1974 when the present single main line came into use. Within a few years the coaling stage and loco shed had been demolished and replaced by the HST depot. The level crossing remains now controlled remotely from Penzance.
C. H.
Long Rock Signal Box was built of brick and had the usual style of roof unlike its neighbour at Ponsandane. There were the normal large windows at the front and ends. The box lay to the west of a level crossing which gave access to the beach the gates of which were worked by a wheel and rachet and there were also pedestrian wicket gates which could be locked by the signalman. During the summer months pedestrian traffic over the crossing was heavy and the views over the beach was of much interest. A pair of binoculars was part of the equipment provided and they were not used for train spotting! Latterly the gates were replaced by lifting barriers controlled from a pedestal within the box. Long Rock, just over one and a quarter miles from Penzance, was located in a crucial position controlling the access to the loco shed and was thus very busy with a constant procession of engines visiting the shed for servicing, turning and coaling before returning to their trains at the station. It had a 65 lever frame and deserved its Class 2 grading. The coal sidings opposite were for loco use, domestic coal being dealt with at the goods yard at Ponsandane.
The arrival of diesels in the late 50s and early 60s considerably reduced the movements to shed and management began to consider downgrading the box to Class 3. One morning when I arrived at the box on my motorbike at 5.15am I found a man complete with briefcase and clipboard standing at the foot of the steps. He informed me that he was an inspector from Plymouth and had come to take the movements for the day. The movements were taken as a series of marks with 1 mark for operating the block instrument, answering the phone, pulling a lever etc... However 5 marks were awarded for opening or closing the crossing gates. I managed to get a message to the shed shunter that marks were being taken in the box that day and he, in turn, passed the message on to an off duty signalman who lived nearby. Knowing that his pay would be affected if the box was downgraded this helpful gentleman then contacted several of his farming and market gardening friends. After a while the first of a steady stream of tractors, trailers and pick ups began to arrive all wanting access to the beach to collect sand and seaweed. This carried on at intervals for the rest of the day. When the inspector completed his survey he had collected enough marks to make us into a Class 1 box. Nothing more was heard from management!!
The last steam loco to visit the shed was "Salisbury" on the Cornubian railtour on the 3rd May 1964 and Long Rock Box itself closed in June 1974 when the present single main line came into use. Within a few years the coaling stage and loco shed had been demolished and replaced by the HST depot. The level crossing remains now controlled remotely from Penzance.
C. H.
A track plan of Long Rock and depot recently acquired from the collection of the Late Cyril Hitchens a former signalman.
An extremely interesting picture by Doug Nicholls of Long Rock signal box crossing in July 1967 Long Rock signal box crossing 7 1967 It is particularly interesting not only of the stock in the sidings where today the Night Sleeper stock sits by day and HST's by night. Also interesting because the signalling is still in position, but look more carefully - and note the barriers are down but two very foolish youngsters intent on getting to beach dash across the main running lines. Long Rock signal box crossing 7 1967 Copyright Doug Nicholls
A Castle brings the Cornish Riviera Express into Penzance passing Long rock in 1955. Copyright Roger Salter.
Here is a nice shot of 5069 Isambard Kingdom Brunel, with its distinctive nameplate, at Long Rock. This engine was built in 1938 and was a common sight in Cornwall in the 1950s. The engine has reversed up from Penzance and pulled forward at the level crossing into the turntable siding. IKB ended its career in 1962, when it went from Laira for scrap.
Copyright Roy Hart.
1036 Western Emperor on the 1a49 1205 Penzance to Paddington on Sunday 8th April 1973 - Copyright Doug Nicholls
Long Rock Crossing with 50010 Monarch passing with a down train. 9th August 1978 Copyright Mike Roach
Comment from Roger Geach re the Hymeck photo above. There is some doubt as to the headcode. The 15 oct was a Friday and i have the Working Timetable for that period.
Departures that this could be were pos the following .....
1A62 1015 Penzance to Paddington
1A84 1150 Penzance to Paddington
1A94 1355 Penzance to Paddington
Looking at the sun and shadows I tend to think this was 1A84 the 1150 Penzance to Paddington but would be interested on other peoples views.
Departures that this could be were pos the following .....
1A62 1015 Penzance to Paddington
1A84 1150 Penzance to Paddington
1A94 1355 Penzance to Paddington
Looking at the sun and shadows I tend to think this was 1A84 the 1150 Penzance to Paddington but would be interested on other peoples views.
Chocolate and Cream 117 305 makes a pleasant site as it leaves Long Rock behind and joins the double track main on a St Ives working. 3rd December 1994 Copyright Roger Winnen
Thought to be between Marazion and Long Rock 7820 'Dinmore Manor' c1959 Copyright the late David Eade
Marazion
Marazion station closed 5 Oct 1964, the sidings were taken out and removed over the period 1962/67
Marazion Signal Box Class 4 Memories of the late Cyril Hitchens
Marazion Box was fitted with a 38 lever frame and was located on the down platform of the station. Access was by a short flight of steps directly from the platform. Graded a Class 4 it was a pleasant and easy box to work apart from during the potato, flower and broccoli seasons when things got very busy with sidings full to capacity and a stream of perishables and "broccoli specials" leaving.
The frame at Marazion was the best laid out in our area. For example, point lever 10 was followed by ground disc lever 11 to go one way or 12 to go the other. This was certainly not the case in many of the other boxes where a good deal of extra walking to and fro was involved. There were very long sidings on the down side used to store (cleaned out!) cattle wagons used for potato and broccoli traffic. I have often been working the box when a Venlo empty wagon train with a full load of 48 hauled by a Castle, Hall or Grange would pull in at the down platform. I would quickly set the points and the disc and the train would reverse into the long siding in one movement, the loco would be uncoupled and sent off to Long Rock Shed, thus clearing the main line in only a few minutes.
The parcels office was also very busy during the early spring labelling and loading flowers onto the up perishables. At times I was drafted in as relief goods porter (at signalman's pay!). The local knowledge of the regular staff was invaluable as odd boxes of flowers were brought in throughout the day and had to be invoiced to the correct consignee many of whom had the same surname-just the initial being different. In the 1950s Marazion's annual traffic was 5000 passengers booked, parcels 34000 out & 10000 in and 3000 wagons of freight, mainly broccoli and potatoes.
The track layout was steadily reduced during the 1960s, the station was closed to passengers on 5th. October 1964 and the box itself closed a couple of years later leaving just the main lines and the disconnected siding where the Pullman camping coaches were stabled.
C. H.
Marazion Box was fitted with a 38 lever frame and was located on the down platform of the station. Access was by a short flight of steps directly from the platform. Graded a Class 4 it was a pleasant and easy box to work apart from during the potato, flower and broccoli seasons when things got very busy with sidings full to capacity and a stream of perishables and "broccoli specials" leaving.
The frame at Marazion was the best laid out in our area. For example, point lever 10 was followed by ground disc lever 11 to go one way or 12 to go the other. This was certainly not the case in many of the other boxes where a good deal of extra walking to and fro was involved. There were very long sidings on the down side used to store (cleaned out!) cattle wagons used for potato and broccoli traffic. I have often been working the box when a Venlo empty wagon train with a full load of 48 hauled by a Castle, Hall or Grange would pull in at the down platform. I would quickly set the points and the disc and the train would reverse into the long siding in one movement, the loco would be uncoupled and sent off to Long Rock Shed, thus clearing the main line in only a few minutes.
The parcels office was also very busy during the early spring labelling and loading flowers onto the up perishables. At times I was drafted in as relief goods porter (at signalman's pay!). The local knowledge of the regular staff was invaluable as odd boxes of flowers were brought in throughout the day and had to be invoiced to the correct consignee many of whom had the same surname-just the initial being different. In the 1950s Marazion's annual traffic was 5000 passengers booked, parcels 34000 out & 10000 in and 3000 wagons of freight, mainly broccoli and potatoes.
The track layout was steadily reduced during the 1960s, the station was closed to passengers on 5th. October 1964 and the box itself closed a couple of years later leaving just the main lines and the disconnected siding where the Pullman camping coaches were stabled.
C. H.
Marazion 5th September 1964 Copyright Mike Roach
Marazion Signal Box 5th September 1964 (An enlargement) Copyright Mike Roach
A track plan of Marazion recently acquired from the collection of the Late Cyril Hitchens. a former signalman.
We are indebted to Mike Hitchens for this item from his collection.
Note from Malcolm re the four pictures below.
I have just discovered your website, and wondered if the attached might be of interest. I took the B&W shots on Marazion Station in 1960 or 1961, all on the same morning, and they depict the following (if memory serves me correctly):
D600 - 10am Cornish Riviera
D6313/7 - 10:10am to ???
D6312/x - 10:30am Cornishman
The color shot was taken in August 1961 by my grandfather, Hugh Parrish, and depicts my sister, myself and, more importantly, "Scotty," who was a porter at Marazion station. He also did 'odd jobs' at the B&B that we stayed in - perhaps some of your older readers remember him?
I spent many happy hours on Marazion station, train spotting, during our summer holidays and have no idea what possessed me to photograph only these three diesels - not a 'Castle' in sight!
If any of your readers can provide additional, or correcting, details, I'd appreciate hearing about them.
Regards, Malcolm Taylor Tulsa, OK, USA
(mailto:tayburwen@gmail.com)
I have just discovered your website, and wondered if the attached might be of interest. I took the B&W shots on Marazion Station in 1960 or 1961, all on the same morning, and they depict the following (if memory serves me correctly):
D600 - 10am Cornish Riviera
D6313/7 - 10:10am to ???
D6312/x - 10:30am Cornishman
The color shot was taken in August 1961 by my grandfather, Hugh Parrish, and depicts my sister, myself and, more importantly, "Scotty," who was a porter at Marazion station. He also did 'odd jobs' at the B&B that we stayed in - perhaps some of your older readers remember him?
I spent many happy hours on Marazion station, train spotting, during our summer holidays and have no idea what possessed me to photograph only these three diesels - not a 'Castle' in sight!
If any of your readers can provide additional, or correcting, details, I'd appreciate hearing about them.
Regards, Malcolm Taylor Tulsa, OK, USA
(mailto:tayburwen@gmail.com)
D600 Active passes through Marazion in 1960 or 61 Copyright Malcolm Taylor
Marazion D6313 and D6317 1960 or 61 Copyright Malcolm Taylor.
D6312 with the up Cornishman passes through Marazion. D6312 was one of the locos which hauled trains on the last day of passenger services, Saturday 3 November 1962. Copyright Malcolm Taylor
A holiday shot at Marazion station showing right to left, Malcolm Taylor, his sister and 'Scotty' the porter. 1960 or 61 Copyright the late Hugh Parrish, from the Malcolm Taylor collection.
Some more Marazion Pullman pictures - from Sid Sponhiemer.
More on the Marazion Pulmans -
Steve Widdowson
Steve Widdowson
Steve writes :- Hi Keith, Came across the attachment plus a photo with the following caption on it.
There was another twist to the fate of the old Pullmans at Marazion near Penzance in 1990 . The 2nd owner who brought them since BR has given them up and tried to auction them in Febuary 90 in London but they did not meet the reserve. The coaches where then put up for sale for offers in excess of £300,000 and coming with planning consent for 12 bungalows.
They where still up for sale in September 90 when this photo was taken .
Steve Widdowson Many thanks for the recall.
There was another twist to the fate of the old Pullmans at Marazion near Penzance in 1990 . The 2nd owner who brought them since BR has given them up and tried to auction them in Febuary 90 in London but they did not meet the reserve. The coaches where then put up for sale for offers in excess of £300,000 and coming with planning consent for 12 bungalows.
They where still up for sale in September 90 when this photo was taken .
Steve Widdowson Many thanks for the recall.
Pullmans at Marazion in 1990. Copyright Steve Widdowson
The Steve Widdowson Collection
Many thanks to Steve Widdowson - from his collection
155307 passes Marazion on the 16th June 1988 Copyright David Tozer.
St Erth - near and just outside.
Picture 2 taken from the top of signal SE67
Picture 2 taken from the top of signal SE67
Prior to the introduction of Class 155 Sprinters into the South West, a number of loco diagrams saw ‘local’ workings by both Class 47 and Class 50 and stock. Those really were the days (after the Westerns, Warships et al), incredibly just short of 30 years ago !
50040 Leviathan passes Marazion 27th April 1988 with 2C83 0911 Penzance to Plymouth. Copyright Ron Kosys
The
BIG STORM
hits Penzance
On February 14th 2014 a very big storm hit the south west. Hardest hit on the railway in Cornwall was Penzance though there was damage elsewhere.
The following pictures by Roger Winnen and Roger Salter serve to record the event both at Penzance station and also at the Long Rock end of the foreshore.
BIG STORM
hits Penzance
On February 14th 2014 a very big storm hit the south west. Hardest hit on the railway in Cornwall was Penzance though there was damage elsewhere.
The following pictures by Roger Winnen and Roger Salter serve to record the event both at Penzance station and also at the Long Rock end of the foreshore.
Penzance storm 140214f Not much chance of a train in this weather. Copyright Roger Winnen
Penzance storm 140214g The flooded platforms at the terminus. Copyright Roger Winnen.
Penzance storm Looking into the train shed during the storm. 140214n Copyright Roger Winnen
Penzance storm - the was a siding here connected by a ground frame at both ends. 140214a Copyright Roger Winnen
140214a The Valantine's Day storm at Penzance. Copyright Roger Winnen
Penzance storm 140214e The storm at its height looking at the Signal Box and Chyandour. Copyright Roger Winnen.
140214j The sea creeps towards the buffer stops of Platform 2 & 3. (Poof if ever its needed that water finds its own level! ) Copyright Roger Winnen
140214p Number Four DOCK (Platform) at Penzance station. Copyright Roger Winnen
26th February 2014 Another problem being solved. Salt water is a conductor and the immersion of these metals, sleepers and ballast in salt water for days has caused low resistance paths between the rails and consequent failure. Copyright Roger Salter
More heavy work in progress at Penzance station Copyright Roger Salter 26th February 2014
Penzance station was closed for a long period and St Erth became the railhead for services between Newton Abbot and St Erth. Fortunately for Cornwall and Devon sufficient rolling stock was stranded west of the Dawlish break to provide a reasonable service along the lines which remained open. The local bus and coach companies did extremely well in providing rail repalcement services between St Erth and Penzance and also between Plymouth/Newton Abbot and Exeter
An interesting shot of a roadrail vehicle parked overnight at Ponsandane 07.59 26th February 2014 Copyright Roger Salter
The main line (single at the location, Long Rock crossing) remain fixed to provided access or egress from the depot. The main line looks very rusty. 26th February 2014. Copyright Roger Salter
At 08.38 a Cross Country set prepares to leave Long Rock on its empty coaching stock run to St Erth. 26th February 2014 Copyright Roger Salter
Large boulders unloaded at the site of the former Marazion station are ferried to the beach and carefully placed to reinforce the protection for the coast path and railway. Morning of 26th February 2014 Copyright Roger Salter
