CORNWALL RAILWAY GALLERY
Main line
Redruth to Penwithers (Exclusive)
Main line
Redruth to Penwithers (Exclusive)
Credits, Many thanks to all contributors - please see a list on the home page.
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.
Members and general visitors to the CRS site will be interested in visiting http://www.railmaponline.com From the opening page a full map of the UK can be accessed which can then be enlarged to show every railway line in the UK. Not just today's network but lines from the past have been overlaid. As you zoom in sidings and even tramways become visible.
A valuable tip from Guy Vincent.
A valuable tip from Guy Vincent.
N.B Click on small pictures to obtain an enlargement and further details
Newspaper cutting from the Guy Vincent Collection
An additional item :-
Doubling the main line between Redruth and Scorrier.
Doubling the main line between Redruth and Scorrier.
This most interesting picture of Scorrier is from the Alan Harris Collection. Note the token catching horn at the end of the up platform. Also see comments below by Roy Hart.
Roy Hart writes :- The above picture dates from the 1900s and shows the old signal box, which opened in 1902 and closed in 1930, when the line to Drump Lane Redruth was doubled. The signalman is holding the bulky electric train staff for the section to Redruth station (I suspect that this picture was taken before 1911 when Drump Lane box and yard opened).
Scorrier box controlled only the single line points and a crossover and siding in the background of the picture. The siding was a 'refuge' so that a slow down freight, for example, could be shunted for a down express to pass on to the single line.
The 1929 Loans and Guarantees Act provided government money for 'improvements' and Scorrier to Drump was doubled; this left Scorrier box with no real function, so nearby Wheal Busy box was upgraded and Scorrier box closed.
Scorrier box controlled only the single line points and a crossover and siding in the background of the picture. The siding was a 'refuge' so that a slow down freight, for example, could be shunted for a down express to pass on to the single line.
The 1929 Loans and Guarantees Act provided government money for 'improvements' and Scorrier to Drump was doubled; this left Scorrier box with no real function, so nearby Wheal Busy box was upgraded and Scorrier box closed.
Scorrier - from the Paddy Bradley Collection.
Scorrier, from the down platform, An interesting study from the Paddy Bradley Collection. Note the signals, station lighting, the milk churns on the platform. The Methodist Chapel is still there but nothing else. A note from Roy Hart. Both pictures were taken in the 1900s. Not the 'Beware of the trains' sign by the box: no footbridge yet. The line from Chacewater was doubled in 1900, when Scorrier box opened. Beside the box can be seen the staff apparatus for the single line to Redruth. The line to Redruth (Drump Lane) was doubled in 1930, when Scorrier box closed.
Roy Many thanks Roy
Scorrier area the line was single on towards Redruth on the bottom of the map. Wheal Busy Signalbox was just off the map at the top. The Poldice tramway passed across the station approach and under the main line on its way towards Portreath. The course of the tramway is now completely lost for nearly half a mile. In contrast the tramway heading towards Poldice ran along what is now a public road. On the bottom right on the map the tramway can be seen separate from the road - the course of which is now a cycleway. Courtesy of the 25 inch OS map, with permission of the National Library of Scotland.
Another enlarged view of the map above courtesy of the National Library of Scotland. The Portreath - Poldice Tramway passed under the main line where it says 'old shaft' on its way towards Portreath. Looking to the east, Poldice direction, a road now follows the course of the tramway. The buildings of the Fox and Hounds pub can be seen. Of these, the extreme left extension housed for many years the 'Directors Saloon' - an open truck fitted with bench seats now located in Truro Museum.
A very well manicured garden set in a piece of land bordered by Scorrier station approach, from which this picture is taken, and the public highway which at this point bends to pass under the main line.
To the right lay the trackbed of the Portreath to Poldice Tramway which had originated at Poldice mine and passed at road level the Fox and Hounds. The tramway continued to pass under the main line by means of a curious skew bridge which also carried the platforms above and headed towards Portreath. In the background can be seen the Fox and Hounds Public House. The Poldice Tramways Directors Truck was found in a shed to the rear of the Fox and Hounds long after the tramway it was closed - it was derelict and abandoned in 1866-7. this is now in Truro Museum. In later years this garden site was occupied by a large mobile home in which it is believed the Scorrier Station Master Jack Cantell and his son John lived. We are indebted to Mervyn Munday, one time 'Mine Host' at the Fox and Hounds' for this information. One wonders if the gentlemen posing in this picture are Father and Son? The site once the ornamental garden and then a site for a caravan is now the location of a well appointed house. As to a date for the picture Roy Hart suggests - I notice in the corner of the picture that the flag is flying. Are we celebrating an event, I wonder? Going by the oufits, could be Queen Victoria's Jubilee (1897) or maybe Edward VII coronation (1902).
Picture from the Paddy Bradley Collection.
Cornwall Railway timetable from the Great Western Railway timetable of June 1865
Carn Brea Castle and Monument provide a dramatic background to the approaching Peak and its nine coaches.
13th September 1984 Copyright Mike Roach
A Peak hauls an up train over Treleigh Crossing 0on the 13th September 1984 Copyright Mike Roach
Treleigh Crossing with a newly painted sign on the 13th September 1984 Copyright Mike Roach In the distance lies the North Coast with RAF Portreath sitting very near the cliff edge. Copyright Mike Roach
1031 Western Rifleman heads an up service at Treleigh 6th April 1973 Copyright Sid Spohneimer
The view from Treleigh bridge, which incidentally replaced a level crossing many years ago one looks east as an HST approaches with a down service. Interestingly one can see two pedestrian level crossings in this picture. The first soon after the whistle board is at Wheal Bois - this seems to have gone out of use. Further on just before the cutting lies a crossing known locally as 'Shallow Adit', so named as a stream emanating from a nearby mine flows alongside the approach lane to the crossing. This picture dated 27th June 1984 is by Mike Roach Copyright.
Even simple signs become interesting - this one at Wheal Bois Level Crossing is of slightly different construction to the one pictured two above - still the message is definitely there! This location is just east of Treleigh road overbridge. February 1984 Copyright Mike Roach
57604 on it first 2C51 with 17.50 from Exeter. 18th July 2015 Copyright Craig Munday A privileged shot taken by Craig of Pendennis Castle having just passed over Shallow Adit Crossing.
Scorrier
Just prior to Scorrier station lay the bridge over the former A30 road. KJ can remember the excitement when in the late 40's the road under this bridge was lowered and double decker buses commenced service on the Porthtowan route. Here a Western crosses the bridge on its way towards Penzance. This picture dated 14th February 1976 Copyright Sid Sponheimer
Scorrier station closed 5 Oct 1964. Main line between here and Drump Lane was single track until 13 Apl 1930 when the signal box at this location closed.
A class 117 on the 2C70 comes in to stop at Scorrier. Copyright Morven Munday
Scorrier was in the middle of a small dispersed settlement, but there were many mines in close proximity. The Poldice Tramway formerly passed below the main line on the diagonal right beneath the extended platforms.
ne strange anomaly of the up (eastbound) platform was a depression, with normal end-of-platform slopes each side, which effectively cut the platform into two parts. Regular passengers would have known of the dangers, but I just hope that there was normally a staff member on the platform to warn occasional passengers as an up train slowed to a stop. The depression can be seen in the four below photographs - Michael L. Roach.
ne strange anomaly of the up (eastbound) platform was a depression, with normal end-of-platform slopes each side, which effectively cut the platform into two parts. Regular passengers would have known of the dangers, but I just hope that there was normally a staff member on the platform to warn occasional passengers as an up train slowed to a stop. The depression can be seen in the four below photographs - Michael L. Roach.
Scorrier station in September 1964 Copyright Mike Roach As can be seen there has been a failure of the section of the bridge which should be carrying the platform at a steady level. Such a dip would never be permitted in these days of H & S Regs!
Scorrier looking east from the up platform, 8 September 1964. Copyright Michael L. Roach.
08.09.1964 - Looking west at Scorrier showing the main station building on the down platform. Copyright Michael L. Roach.
08.09.1964 - Scorrier looking east from the down platform. The Methodist Chapel is a prominent feature of the hamlet and is still in use as a place of worship. Copyright Michael L. Roach.
08.09.1964 - These large and heavy cast iron signs were once a common feature of many Great Western stations in order to deter passengers from using the board crossing. Copyright Michael L. Roach.
The former A30 crosses the picture, the bridge, which featured in the first picture of this section is to the right. Scorrier woods form a backdrop. D1038 Western Sovereign approaches Scorrier station site. The pathway to the left marks the route of the Portreath to Poldice mine tramway which passed under the main line just off the picture to the left. Copyright Sid Sponheimer.
This path is in fact the trackbed of the Portreath to Poldice Tramway which passed under the main line at Scorrier. A 'skewed brick arch carries the double track main line. The bridge beams which carried the platform were cast at Brymbo in 1866. The tramway ahead proceeds past the back of the pub and then having crossed the Scorrier to Truro road skirts the Scorrier Estate and Unity Wood to a terminus at Poldice. This picture is dated 8th March 1984 and was taken by Mike Roach Copyright
It's the 11th August 1965. Something to excite the 63 enthusiasts -D6320 heads an up goods through Scorrier Copyright Eric Curnow Collection
Scorrier station down platform still extent on the 14th January 2017. It closed on 5th October 1964. A privileged picture taken by Craig Munday, copyright.
Just to the east of the former Scorrier station site lies a bridge over the road adjacent to Scorrier Chapel. Here is an interesting working caught by Sid Sponheimer of Class 22 6317 on an engineers train standing on the down main. Scorrier station is in the background. The work appears to be the replacement of the bridge over the road. Copyright Sid Sponheimer.
Wheal Busy, Hallenbeagle, and Apex summit
Eastwards of Scorrier station the main line climbs towards the a summit at Apex. There is a road under bridge just east of Scorrier station site and a further bridge over a lane just beyond the Chapel. Beyond there were at one time two downside loops. The facing points serving these were removed 11 Feb 62 and the resulting siding disconnected on 24 Nov 63. The siding served a purpose of stabling football specials on occasions. The signalbox which controlled the loops and a level crossing was closed 10 My 64.
With the construction of new A30 alongside the railway the location at the summit has changed considerably - the original bridge spanning the cutting being blasted away and replaced by a steel bridge crossing both the railway and the new road. An excellent spot for photographs but a bit noisy for video's.
Eastwards of Scorrier station the main line climbs towards the a summit at Apex. There is a road under bridge just east of Scorrier station site and a further bridge over a lane just beyond the Chapel. Beyond there were at one time two downside loops. The facing points serving these were removed 11 Feb 62 and the resulting siding disconnected on 24 Nov 63. The siding served a purpose of stabling football specials on occasions. The signalbox which controlled the loops and a level crossing was closed 10 My 64.
With the construction of new A30 alongside the railway the location at the summit has changed considerably - the original bridge spanning the cutting being blasted away and replaced by a steel bridge crossing both the railway and the new road. An excellent spot for photographs but a bit noisy for video's.
Wheal Busy Crossing, Hallenbeagle 47-257. TREGARGUS. 23rd June 1976 Copyright Sid Sponheimer
A lovely shot of Hallenbeagle engine house with a D1033 Western Trooper nicely framed - it's got a couple cement wagons in tow - probably empties from Chacewater. Today the A30 merges in alongside the railway at the summit which is but a couple of hundred yards in the background. This picture dated 17th June 1973 Copyright Sid Sponheimer
The first of the bunch D1000 Western Enterprise passes Hallenbeagle engine house with an up service on the 20th August 1974. Copyright Sid Sponheimer. N.B. Hallenbeagle mine was included for some time with the Great Wheal Busy group. From 1835 to 1846, it produced 30,580 tons of 6% copper ore.
Another Western, this time 1055 Western Advocate on an up service hammers past Hallenbeagle engine house at Wheal Busy. The land to the left of the engine was one time occupied by a loop line which extended towards Scorrier. There was a wide level crossing here with the gates operated by Wheal Busy Signalbox - the box was located on the right at the crossing, about the third telephone pole away from the photographer. Copyright Sid Sponheimer
Through the gate, an undated picture as a Class 47 hurries a down train past Wheal Busy Siding level crossing. Copyright Sid Sponheimer
HALLENBEAGLE MINE
This unforgettable name appears again and again on the CRS website, because of the splendid setting for photography. Readers may like to know a little more about this site and its relationship to the railway.
Hallenbeagle was a copper mine and the engine house familiar to us all housed the pumping engine for Read’s (sometimes written Reed’s) shaft. The mine reached its peak of production during the copper ‘boom’ years of the 1840s, but closed after the slump of 1866-7.
Though abandoned, the shaft remained dry because it is drained by the County Adit (this is a network of tunnels originated by Williams of Scorrier in the eighteenth century to drain mines in the Gwennap area into the Carnon river; it still functions to this day, debauching up to half a million gallons daily). Read’s shaft was reopened for a period during world war 2 for the extraction of tungsten, but otherwise has been derelict since 1867.
The Hallenbeagle sett was located in Kenwyn parish: across the tracks was Wheal Rose, which had rather a longer life and survived into the era of tin after copper declined.
The single track West Cornwall Railway was opened through the site in 1852. A short dead-end siding, facing for up trains was there in 1866, but in view of Hallenbeagle’s decline, it was most probably used for general freight traffic for Scorrier and perhaps coal for Wheal Rose. There were no sidings at Scorrier station at this time, with the single line (mixed gauge from 1866) on a high embankment.
The railway from Chacewater to Scorrier was doubled in 1900 and two signal boxes opened at Scorrier: Wheal Busy Siding (at the Hallenbeagle site) and Scorrier Station. Scorrier box issued the train staffs for the single line to Redruth.
Wheal Busy Siding in 1900 was a simple loop, connected to the up main at the Truro end and the down main at the Redruth end. There was a level crossing. The line between Scorrier and Drump Lane was finally doubled in 1930 and this resulted in changes at Wheal Busy: Scorrier box closed and its down refuge siding (stretching back to Wheal Busy) was connected to Wheal Busy box to form a down goods loop. A new, larger lever frame was installed to control the new layout.
Wheal Busy officially closed to public freight traffic in 1963, though nothing had arrived or departed for some years before that: BR was simply closing the books. Two of the three siding connections to the main line were lifted in 1962 and Wheal Busy box, by now a ‘morning turn only’ box, finally closed a week after the ‘Cornubian’ passed by –the end of two eras.
Many thanks to Roy Hart for this very detailed information.
This unforgettable name appears again and again on the CRS website, because of the splendid setting for photography. Readers may like to know a little more about this site and its relationship to the railway.
Hallenbeagle was a copper mine and the engine house familiar to us all housed the pumping engine for Read’s (sometimes written Reed’s) shaft. The mine reached its peak of production during the copper ‘boom’ years of the 1840s, but closed after the slump of 1866-7.
Though abandoned, the shaft remained dry because it is drained by the County Adit (this is a network of tunnels originated by Williams of Scorrier in the eighteenth century to drain mines in the Gwennap area into the Carnon river; it still functions to this day, debauching up to half a million gallons daily). Read’s shaft was reopened for a period during world war 2 for the extraction of tungsten, but otherwise has been derelict since 1867.
The Hallenbeagle sett was located in Kenwyn parish: across the tracks was Wheal Rose, which had rather a longer life and survived into the era of tin after copper declined.
The single track West Cornwall Railway was opened through the site in 1852. A short dead-end siding, facing for up trains was there in 1866, but in view of Hallenbeagle’s decline, it was most probably used for general freight traffic for Scorrier and perhaps coal for Wheal Rose. There were no sidings at Scorrier station at this time, with the single line (mixed gauge from 1866) on a high embankment.
The railway from Chacewater to Scorrier was doubled in 1900 and two signal boxes opened at Scorrier: Wheal Busy Siding (at the Hallenbeagle site) and Scorrier Station. Scorrier box issued the train staffs for the single line to Redruth.
Wheal Busy Siding in 1900 was a simple loop, connected to the up main at the Truro end and the down main at the Redruth end. There was a level crossing. The line between Scorrier and Drump Lane was finally doubled in 1930 and this resulted in changes at Wheal Busy: Scorrier box closed and its down refuge siding (stretching back to Wheal Busy) was connected to Wheal Busy box to form a down goods loop. A new, larger lever frame was installed to control the new layout.
Wheal Busy officially closed to public freight traffic in 1963, though nothing had arrived or departed for some years before that: BR was simply closing the books. Two of the three siding connections to the main line were lifted in 1962 and Wheal Busy box, by now a ‘morning turn only’ box, finally closed a week after the ‘Cornubian’ passed by –the end of two eras.
Many thanks to Roy Hart for this very detailed information.
Wheal Busy Signalbox
Wheal Busy Signal Box Memories of the late Cyril Hitchens
Wheal Busy was designated a Class 4 box. As well as the usual main line running signals there was a rarely used crossover and a lead to the siding on the down side. Inside the box was a small coal burning stovewith an oven on top and two paraffin lamps for lighting. On the right at the top of the steps was a small chemical toilet which had to be emptied the best way possible (i.e. Down the railway bank). Adjacent was a vehicular level crossing whose gates were operated by the public after consultation with the signalman. There was also a set of pedestrian wicket gates. The box had a switch to enable the box to be switched out of circuit at the end of the shift at around 7 – 8 pm when the main line signals were left in the off position. Early shift began at 04.15am (3.30am on summer Saturday) to accept early milk, parcel and passenger trains from Truro West and shorten the section to keep traffic moving.
Despite its name the siding was not always very ‘busy’, traffic consisting of occasional trucks of coal and cement supplies for the builders merchants. Wagons were delivered by the local goods from Truro. The siding passed into history in 1963 and the box itself closed the following year. Today some traces still remain and there is still (Sept 2009) a right of way across the tracks at this site.
Cyril Hitchens
More on Wheal Busy
In these days of cancelled trains due to staff failing to turn up etc. the following story may be of interest. In June 1960, with the summer timetable in operation I was booked for a rest day on the Saturday. We went to bed on Friday with plans for an outing the next day. However, at about 2am on the Saturday morning there was a loud knock at the front door. I opened the door to find P.C. Barrett from Camborne Police s=Station who explained that he had received a telephone call from the B.R. District Inspector at Penzance to say that the early turn signalman at Wheal Busy had fallen off his moped and that I was to go and open the box at 3.30am A few sandwiches were hurriedly made and off I “sped” on my Excelsior 2 stroke motorbike. When I reached the end of Sawmills Lane at Scorrier I was surprised to see a glimmer of light in the signal box.
I climbed the stairs, opened the door and found the regular signalman lying in the chair, dazed and half asleep with blood all over his face. His story was that he had visited the Railway club in Truro on Friday evening and, rather worse for wear, decided to make his way to the box to sleep so as not to be late in the morning. Unfortunately, he fell off his moped in Highertown and was taken to the Casualty Department at Truro Hospital where he was patched up and told to go home. The hospital informed the railway of the situation.
However, instead of going home he returned to Highertown, recovered his moped and road to the box to catch up on some sleep. He wanted to work the shift, but as he was not in a fit state to do so I offered to phone for a taxi to take him home. He refused and went out in the lane to search for his moped for the second time that night and eventually made it back to Truro.
Despite its name the siding was not always very ‘busy’, traffic consisting of occasional trucks of coal and cement supplies for the builders merchants. Wagons were delivered by the local goods from Truro. The siding passed into history in 1963 and the box itself closed the following year. Today some traces still remain and there is still (Sept 2009) a right of way across the tracks at this site.
Cyril Hitchens
More on Wheal Busy
In these days of cancelled trains due to staff failing to turn up etc. the following story may be of interest. In June 1960, with the summer timetable in operation I was booked for a rest day on the Saturday. We went to bed on Friday with plans for an outing the next day. However, at about 2am on the Saturday morning there was a loud knock at the front door. I opened the door to find P.C. Barrett from Camborne Police s=Station who explained that he had received a telephone call from the B.R. District Inspector at Penzance to say that the early turn signalman at Wheal Busy had fallen off his moped and that I was to go and open the box at 3.30am A few sandwiches were hurriedly made and off I “sped” on my Excelsior 2 stroke motorbike. When I reached the end of Sawmills Lane at Scorrier I was surprised to see a glimmer of light in the signal box.
I climbed the stairs, opened the door and found the regular signalman lying in the chair, dazed and half asleep with blood all over his face. His story was that he had visited the Railway club in Truro on Friday evening and, rather worse for wear, decided to make his way to the box to sleep so as not to be late in the morning. Unfortunately, he fell off his moped in Highertown and was taken to the Casualty Department at Truro Hospital where he was patched up and told to go home. The hospital informed the railway of the situation.
However, instead of going home he returned to Highertown, recovered his moped and road to the box to catch up on some sleep. He wanted to work the shift, but as he was not in a fit state to do so I offered to phone for a taxi to take him home. He refused and went out in the lane to search for his moped for the second time that night and eventually made it back to Truro.
Wheal Busy Siding signal box diagram. This is the copyright of, and by courtesy of, the Signalling Record Society.
Signalling Record Society www.s-r-s.org.uk
A 1907 OS map of the Wheal Busy area showing the loop and siding serving the mine area. This arrangement was changed later with the siding extended to make it in effect a double loop.
The operation of Wheal Busy Box provided quite a lot of interest. This informative note from Chris Osment for which many thanks
In GWR boxes with interior staircases, then usually these were parallel to an end wall. For that reason the door was in one corner, to give the maximum length of run up to the operating floor, but even then there was usually a part-way landing and a bend near the top. With a door mid-position as per the photo, no way of getting a staircase all the way up!
It seems to have been GWR practice, particularly with boxes built ‘on the ground’ rather than on platforms, to put the entrance/steps at the end nearest to approaching trains. This was a safety precaution, so that any signalman coming out of his box could see any train approaching. In contrast, if he came out the ‘far’ end and turned the corner to walk along in front of the box, there was a risk that he would be taken unawares and hit by a passing train. Not so much of a risk with platform boxes, as there was more clearance in front, hence examples such as Blue Anchor or Williton etc. Clearly there were exceptions, as can be seen at Wheal Busy, but if you look carefully then there were at least some guard rails at the far end beside the track near what was probably the bottom of the steps.
I would guess that the picture pre-dates 1930, when the lever-frame was extended – any idea? The SRS diagram is for the later period and has the wicket gates on the opposite side of the road than the photo, also the main gate hinged the opposite way. These may have been changed at some time, tho’ its not unknown for SB drawings to be wrong on such matters – the draughtsman simply had info that there were gates, but knew no more than that. The wicket gates were locked as per GWR practice by a separate 2-lever ‘small’ frame, the handles of which can be seen by the open window.
It was usually the requirement that LC road gates closed alternatively across the road or the railway, thereby ‘fencing off’ the railway when the gates were open to road traffic to prevent straying animals etc. That’s why in many cases, where the road was much narrower than the rail crossing, you had gates which overlapped when across the road so as to reach far enough across the railway. But that did not seem to be universal, as is evident from this picture, the gates at Williton and various other ‘minor’ roads.
Dating from early days when road traffic was light, it was requirement of the old Rule 99 that gates were to be kept across the road except when required to be open for the passage of road traffic. Over the years the emphasis has changed and “most” road crossings with any reasonable level of traffic are now “Rule 99 exempt”. Even so, there are still many minor road crossings, and especially ‘occupation crossings’, where Rule 99 still applies and road users have to ask the crossing-keeper for the gates to be opened. That may well have been the situation at Wheal Busy.
There is a distinction to make between a signal-box being simply ‘switched out’ and actually unmanned. It was quite common at SBs which controlled level-crossings, but not much else, to find them ‘switched out’ at periods of quiet rail traffic – ie they ceased to operate as a block-post – but still manned as a ‘crossing box’. This was an economy measure, as a crossing-keeper got paid less than a signalman, even if in fact it was the same chap doing the job! At night on minor roads it might well be the case that the box would be switched-out, the gates bolted across the road, and then the box ‘shut’ and unmanned - the locals would know that the road was closed between specified hours. I would guess however that the wickets were left unlocked in order to facilitate pedestrian passage (wickets rarely being interlocked with the signals). In those days, if someone got knocked down when crossing the line, it would be their own fault for being careless!
It seems to have been GWR practice, particularly with boxes built ‘on the ground’ rather than on platforms, to put the entrance/steps at the end nearest to approaching trains. This was a safety precaution, so that any signalman coming out of his box could see any train approaching. In contrast, if he came out the ‘far’ end and turned the corner to walk along in front of the box, there was a risk that he would be taken unawares and hit by a passing train. Not so much of a risk with platform boxes, as there was more clearance in front, hence examples such as Blue Anchor or Williton etc. Clearly there were exceptions, as can be seen at Wheal Busy, but if you look carefully then there were at least some guard rails at the far end beside the track near what was probably the bottom of the steps.
I would guess that the picture pre-dates 1930, when the lever-frame was extended – any idea? The SRS diagram is for the later period and has the wicket gates on the opposite side of the road than the photo, also the main gate hinged the opposite way. These may have been changed at some time, tho’ its not unknown for SB drawings to be wrong on such matters – the draughtsman simply had info that there were gates, but knew no more than that. The wicket gates were locked as per GWR practice by a separate 2-lever ‘small’ frame, the handles of which can be seen by the open window.
It was usually the requirement that LC road gates closed alternatively across the road or the railway, thereby ‘fencing off’ the railway when the gates were open to road traffic to prevent straying animals etc. That’s why in many cases, where the road was much narrower than the rail crossing, you had gates which overlapped when across the road so as to reach far enough across the railway. But that did not seem to be universal, as is evident from this picture, the gates at Williton and various other ‘minor’ roads.
Dating from early days when road traffic was light, it was requirement of the old Rule 99 that gates were to be kept across the road except when required to be open for the passage of road traffic. Over the years the emphasis has changed and “most” road crossings with any reasonable level of traffic are now “Rule 99 exempt”. Even so, there are still many minor road crossings, and especially ‘occupation crossings’, where Rule 99 still applies and road users have to ask the crossing-keeper for the gates to be opened. That may well have been the situation at Wheal Busy.
There is a distinction to make between a signal-box being simply ‘switched out’ and actually unmanned. It was quite common at SBs which controlled level-crossings, but not much else, to find them ‘switched out’ at periods of quiet rail traffic – ie they ceased to operate as a block-post – but still manned as a ‘crossing box’. This was an economy measure, as a crossing-keeper got paid less than a signalman, even if in fact it was the same chap doing the job! At night on minor roads it might well be the case that the box would be switched-out, the gates bolted across the road, and then the box ‘shut’ and unmanned - the locals would know that the road was closed between specified hours. I would guess however that the wickets were left unlocked in order to facilitate pedestrian passage (wickets rarely being interlocked with the signals). In those days, if someone got knocked down when crossing the line, it would be their own fault for being careless!
Hello Keith, I forgot to say here is a link to Hallenbeagle Mine. Hallenbeagle Mine - Explore Cornwall It makes very interesting reading. The occupation crossing where I took todays photographs I believe was near the site of Wheal Busy signal box and level crossing, perhaps someone at the society can verify that?
Very best wishes Andrew Jones
Very best wishes Andrew Jones
Sid Sponheimers view of the lane immediately north of the crossing with a discarded crossing gate lying in the hedge. A Christmas card!! Copyright
A view across the crossing looking north on the 26th November 2015. Apparently no sign of the box. Copyright Mike Roach
However, crossing over the crossing on the north side we find the remains of the brick base of the box beyond which is Hallenbeagle mine engine house and also note the reinforced track where it crosses a near to surface mine working. 26th November 2015 Copyright Mike Roach
Again looking north across the crossing note the brick wall - this formed the end wall of the signalbox. 26th November 2015 Copyright Mike Roach
Wheal Busy. D803 Albion with obvious front end damage leads D804 Avenger. Summer 1968 Copyright Sid Sponheimer For several reasons this view is no longer possible - the loading gauge is long gone, however the cottages seen to the right were demolished in a land reclamation scheme on 22nd November 2013. The trees have also vanished as have the telegraph poles and we haven't seen a Warship down this way for many a year.
Two of the mighty Westerns pass Hallenbeagle on an up service. Note the yellow destination boards on the waistline of the coaches. It's amazing that the loading gauge has stayed there long after the tracks it served have vanished. Date and numbers to be advised. Copyright Sid Sponheimer. Note by Smon Howard From 1966-69 I was made to attend St George's Methodist Chapel, just under the viaduct which spans St George's Road. If I nipped out pronto at the end of Sunday School I would catch the up Cornishman, almost always double-headed by two Westerns, with all four Maybachs roaring as it left Truro.
An interesting view of later industrial developments at Hallenbeagle. In 2013 the area in the background, other than Hallenbeagle Engine House has been completely cleared in preparation for further development.(See below) The lady in the picture is the, then, future Mrs. Christine Sponheimer. Copyright Sid Sponheimer. Additional information kindly supplied by Roger Geach - The locomotive is D847 in this summer 67 shot of the 19.00 Penzance - Paddington Postal train. N.B. The gate in the foreground fence is not that of Wheal Busy Crossing, the back of the mail train is just about on it.
Dramatic changes - a picture taken on 6th June 2014 shows the scene at Wheal Busy Crossing on that date. Hallenbeagle mine engine house is being restored and the land on this side, and in fact on the other side too has been cleared for use as an industrial site. One can just see the approach to the crossing. Copyright Craig Munday
Sid is leaning over the fence east of Wheal Busy Crossing, Hallenbeagle mine engine house is on the left as 47026 passes with an up service 9th February 1975 Copyright Sid Sponheimer
VULCAN AT HALLENBEAGLE
Britannia class no 70024 Vulcan of Laira shed thunders past Wheal Busy Siding in about 1953 with the up ‘Limited’. She is piloted by a ‘Manor’ (GW convention was to place the train engine ahead of the pilot). The Western Region’s quota of Britannias were named after old Broad Gauge engines and defunct members of the ‘Star’ class.
Hallenbeagle engine house is top right-of-centre. The train has just passed the Wheal Busy up starting signal.
Vulcan came to Laira new at the end of 1951 and left for Cardiff in December 1956. She was loaned to Exmouth Junction shed for a time in 1953 when some Southern Pacifics were taken out of service with defective axles.
This photograph (copyright Roy Hart) was taken by the late Harry Mitchell of Redruth.
This is the summit of the line at 'Apex' in the distance can be seen the familiar outline of Hallenbeagle Enginehouse. The ground to the right of this picture has been completely swept away and the A30 parallels the railway at this point.
A Peak with the cement empties working back approaches the Apex garage summit. This was before before the A30 Blackwater by-pass was constructed - the old A30 was just in front of nearby buildings - a vast amount of material was excavated for the by-pass which is lower than the railway at this point. 8th March 84 Copyright Mike Roach
The same train of empties as above now coasting down the bank towards Chacewater - the cement terminal was only accessible from the down line. 8th Mar 84 Cement working back Copyright Mike Roach
Near Hallenbeagle overlooking the A30, 66168, sets the pace for cars with the 6C21 St Blazey - Long Rock loaded fuel tanks. Copyright Patricia Pibworth
Hallenbeagle 66145 heads past Hallenbeagle engine house with the Long Rock - St Blazey empty fuel tanks on 29th March 2013 Copyright Brian Pibworth
50048 Dauntless powers up the bank towards the summit leaving behind the earth works of the embankment which once carried an access from the west to the Chacewater - Newquay branch . This junction at Blackwater West was part of a triangular junction with the main line at this location. The West curve closed w.e.f May 1919 when the branch was exteded down to Chacewater station. The date of this pictures is 26th September 1976 Copyright Sid Sponheimer. In the distance can be seen Mithian Church tower, whilst breasting the hill can be seen the 'old A30'. Recently the A30 has been upgraded to be a dual carriagway which runs tight up to the track at this point, the left hand side of the cutting having been completely removed. The new road passes through the formation of the old west curve.
A Western and train have just topped the summit and are dropping down towards Chacewater. Note the growing village of Blackwater in the middle ground, Mithian Church behind it and a line of trees in front of the village which denotes the embankment which carried the Chacewater to Newquay branch. The earthworks to the right indicate the location of an embankment which formerly carried a direct route (The west curve) from the main line to the Chacewater to Newquay branch - this was closed 5th May 1919. Copyright Sid Sponheimer
50048 Dauntless on a down service climbs over a bridge situated midway between Chacewater station site and the summit. The construction of the A30 Blackwater by-pass has blocked off the lane beyond the bridge. 01Sep74 Copyright Sid Sponheimer. Boscawen mine spoil heaps lie behind Sids car.
Close by the site of the Blackwater triangle, lay, looking east, on the right, some mine workings which formed a handy vantage point for passing trains used by Sid Sponheimer. Mr. Tony Clark was approached and has very kindly furnished the following information concerning Boscawen Mine.
Because of the embankment, and because the train is going uphill, I'm pretty sure
that it is part of what is nowadays referred to as Boscawen mine.
This is just to the east of Hallenbeagle mine, on the south side of the hill going down from Scorrier to Blackwater, and the line passes close to the old site before reaching Hallenbeagle section on the flat at Scorrier.
Boscawen (like Hallenbeagle) worked for copper.
For many years it formed the northern part of the very extensive sett of the old Great
Wheal Busy.
1790s- Known to have been working, for copper.
1831 - 1845 - Worked for copper with another mine, called Wheal Andrew.
1840s - worked under the name 'Hallenbeagle', and included the section at Scorrier.
1861 - Was split off from Great Wheal Busy, and the 70-inch engine from the western
part of Great Wheal Busy was taken down and re-erected at Boscawen.
1864 - Still working for copper, and sold 1,239 tons for £5,905. 11s. 0d. (plus £7 worth of
mundic).
1865 - According to Spargo, still going, and employed 92 men, 15 females and 19 boys
(the two latter almost certainly on ore dressing duty).
1866 - In January 1866 the 70-inch engine was to be sold to the restarted Ellen United
(near Porthtowan), but was never, in fact, removed, and remained for sale at
Boscawen (by this time a-parently re-named 'Hallenbeagle and East Downs.'
18?? - Mine probably hardly active after 1866, but not sure when it officially ceased to exist.
Regards, Tony Clarke - Many thanks for this Tony.
Because of the embankment, and because the train is going uphill, I'm pretty sure
that it is part of what is nowadays referred to as Boscawen mine.
This is just to the east of Hallenbeagle mine, on the south side of the hill going down from Scorrier to Blackwater, and the line passes close to the old site before reaching Hallenbeagle section on the flat at Scorrier.
Boscawen (like Hallenbeagle) worked for copper.
For many years it formed the northern part of the very extensive sett of the old Great
Wheal Busy.
1790s- Known to have been working, for copper.
1831 - 1845 - Worked for copper with another mine, called Wheal Andrew.
1840s - worked under the name 'Hallenbeagle', and included the section at Scorrier.
1861 - Was split off from Great Wheal Busy, and the 70-inch engine from the western
part of Great Wheal Busy was taken down and re-erected at Boscawen.
1864 - Still working for copper, and sold 1,239 tons for £5,905. 11s. 0d. (plus £7 worth of
mundic).
1865 - According to Spargo, still going, and employed 92 men, 15 females and 19 boys
(the two latter almost certainly on ore dressing duty).
1866 - In January 1866 the 70-inch engine was to be sold to the restarted Ellen United
(near Porthtowan), but was never, in fact, removed, and remained for sale at
Boscawen (by this time a-parently re-named 'Hallenbeagle and East Downs.'
18?? - Mine probably hardly active after 1866, but not sure when it officially ceased to exist.
Regards, Tony Clarke - Many thanks for this Tony.
46-008 formerly D145 Built 1961 and scrapped 1981 - 5th February 1977 Copyright Sid Sponheimer
Blackwater Triangle Junctions
The Blackwater Junctions. Map from the 25" OS map of C1900 courtesy of the National Library of Scotland. With reference to the map the Cornish main line crosses the map Truro is to the right and Redruth to the left. The branch to Newquay passes over the double track bridge over the old A30 which can be seen heading towards Blackwater, right and Scorrier, left.
BLACKWATER JUNCTION an article by Roy Hart
The late Lance Ibbotson, former General Manager of the Western Region once commented to me that they ‘closed the wrong Newquay branch’. How right he was, but too late.
As a teenager, I spent much time in Chacewater box, in the company of the late Leslie Roberts. His father, still alive then (this would be 1964-6) had worked on the construction of the line in 1901-3 and lived to ride on the last train on February 2nd, 1963. The old man lived at Blackwater and would often climb up on to the rusty track and shake his head in bewilderment at the course of events. Both he and his son told me about Blackwater Junction.
The photographs show the junction in the spring of 1903, just before the passenger opening. Picture (1) The first of the three boxes to open was the East box, on December 21st 1902. The West and North boxes followed on July 6th 1903. The photographs show that the line from East box to Perranporth appears ready for traffic, but the signals on the West curve carry crosses –‘not in use’. West and East boxes had 19 lever frames: North had 17. Note the contractor’s tiny locomotive with wagons at the centre of the second picture. Pictures (2A & 2B).
For almost its entire life, Blackwater West box was ‘switched out’. There was limited traffic on the West curve (notably a daily freight from Redruth) and regular passenger trains on the curve stopped during the first world war.
Oddly, West box had the longest life of the three: it opened in 1892 as Scorrier signal box. It was of wooden construction. A new brick box opened at Scorrier in 1902 and the structure was dismantled and re-erected at Blackwater West Junction. It was the first of the three to close (18-9-24) and was again dismantled and re-erected at Par signal depot, where it survived as a workshop and store until demolished in 1967, when the depot moved to St Blazey. Par signal depot stood on the up side, just beyond the overbridge: the site is notable today for the vast clump of the pernicious Cupressus Leylandii there, which seem to be taking over the place.
The normal operation of trains on the branch required East box (on the main line) to be open and also North box. North box issued the electric staff for the section to Perranporth. St Agnes was then merely an intermediate station with a freight siding operated by ground frames: trains could not cross there.
Passenger services between Truro and Perranporth began on July 6th 1903 and were operated by steam railmotors from the start. Chacewater station at this time was merely an intermediate station with two, short platforms: trains could neither start nor terminate there. The section beyond Perranporth to Newquay (partly using an upgraded section of the old Cornwall Minerals Railway) opened in 1905.
With the West curve virtually unused, the GWR made the inevitable economy in 1924. West curve (officially closed since 1919, but still usable) was removed on September 18th while a new third line into Chacewater station (which had been rebuilt in 1912 with a bay line) opened on November 9th.
The triangle was constructed largely of mine spoil and was so polluted that almost nothing would grow on it. The ballasted formation of the west curve was still a distinctive feature of the view from main line trains until the whole site was bisected by the construction of the A30.
Many thanks Roy.
The late Lance Ibbotson, former General Manager of the Western Region once commented to me that they ‘closed the wrong Newquay branch’. How right he was, but too late.
As a teenager, I spent much time in Chacewater box, in the company of the late Leslie Roberts. His father, still alive then (this would be 1964-6) had worked on the construction of the line in 1901-3 and lived to ride on the last train on February 2nd, 1963. The old man lived at Blackwater and would often climb up on to the rusty track and shake his head in bewilderment at the course of events. Both he and his son told me about Blackwater Junction.
The photographs show the junction in the spring of 1903, just before the passenger opening. Picture (1) The first of the three boxes to open was the East box, on December 21st 1902. The West and North boxes followed on July 6th 1903. The photographs show that the line from East box to Perranporth appears ready for traffic, but the signals on the West curve carry crosses –‘not in use’. West and East boxes had 19 lever frames: North had 17. Note the contractor’s tiny locomotive with wagons at the centre of the second picture. Pictures (2A & 2B).
For almost its entire life, Blackwater West box was ‘switched out’. There was limited traffic on the West curve (notably a daily freight from Redruth) and regular passenger trains on the curve stopped during the first world war.
Oddly, West box had the longest life of the three: it opened in 1892 as Scorrier signal box. It was of wooden construction. A new brick box opened at Scorrier in 1902 and the structure was dismantled and re-erected at Blackwater West Junction. It was the first of the three to close (18-9-24) and was again dismantled and re-erected at Par signal depot, where it survived as a workshop and store until demolished in 1967, when the depot moved to St Blazey. Par signal depot stood on the up side, just beyond the overbridge: the site is notable today for the vast clump of the pernicious Cupressus Leylandii there, which seem to be taking over the place.
The normal operation of trains on the branch required East box (on the main line) to be open and also North box. North box issued the electric staff for the section to Perranporth. St Agnes was then merely an intermediate station with a freight siding operated by ground frames: trains could not cross there.
Passenger services between Truro and Perranporth began on July 6th 1903 and were operated by steam railmotors from the start. Chacewater station at this time was merely an intermediate station with two, short platforms: trains could neither start nor terminate there. The section beyond Perranporth to Newquay (partly using an upgraded section of the old Cornwall Minerals Railway) opened in 1905.
With the West curve virtually unused, the GWR made the inevitable economy in 1924. West curve (officially closed since 1919, but still usable) was removed on September 18th while a new third line into Chacewater station (which had been rebuilt in 1912 with a bay line) opened on November 9th.
The triangle was constructed largely of mine spoil and was so polluted that almost nothing would grow on it. The ballasted formation of the west curve was still a distinctive feature of the view from main line trains until the whole site was bisected by the construction of the A30.
Many thanks Roy.
Picture 1 Blackwater North Junction. The current main line runs across this picture to the left Truro and to the right Redruth. The parapets of the old A 30 bridge can just be seen bottom left. The current A30 dual carriageway cuts across the triangle passing through the embankments.
Picture (2A) Looking north across the current main line with the north box at the apex of the triangle. The west box was to the left and the east box just off picture to the right. Source of this picture unknown.
Picture (2B). An enlargement of picture (2A) which has been edited - the telephone pole has been removed making the outline of the contractors locomotive and wagon easier to see. Apologies for the quality - the resolution on the original picture is rather limiting.
Snapped from a down train we see the site of the West Junction of Blackwater Triangle. . The signalbox lay alongside the down main, 4th July 1987 Note the AWS Ramp. This Double Track West Curve Closed w.e.f. 5th May 1919. Not long after this picture was taken the earthworks in the foreground were breached to permit the construction of the 'New' A30. Copyright Roger Winnen
The site of Blackwater East Junction taken on the 18th February 1964 Demolition was which had started from the Tolcarne Junction, Newquay end was already well advanced. The rails of the branch are well polished. Copyright K. Jenkin
Looking very smart with its red name and numberplates D1013 Western Ranger is passing part of the Blackwater Triangle. The village of Blackwater lies behind. D1013 caused quite a sensation when it appeared with red plates - a departure from the 'norm'. Copyright Sid Sponheimer.
For a change a view from the formation of the Blackwater Triangle. This is the 'western' chord which closed 5th May 1919. On the main line we see Peak 46004 in June 1977 Copyright Mike Roach
A little nearer Chacewater station and on the point where the eastern leg of the triangle came alongside the main line we see 50 029 Renown making its way west. June 1977 Copyright Mike Roach
The bridge is familiar, what a grand shot. Two D800's, green liveried D824 Highflyer, and blue D803 Albion on a very mixed coloured up Cornish Riviera service in the summer of 1968. Copyright Sid Sponheimer. Note front end damage on D803.
A most interesting picture as 75012 later 25-237 approaches Chacewater on an engineers train working 'wrong line'. Copyright Sid Sponheimer. Note the empty trackbed of the former Chacewater to Newquay branch on the right hand side.
37270 heading out of Chacewater on the 5th August 1983 with an engineers train. The village of Blackwater in the background. Copyright Mike Roach
Things are changing. The HST protype passes Blackwater Triangle on the 18th March,1975 Copyright Sid Sponheimer. N.B. There is another picture of this train at Penzance, courtesy Roger Winnen
50024 'Vanguard' and 50016 'Barham' are on the down grade on the approach to Chacewater station site with an eastbound train in 1987. Note the familiar pine trees. A wonderful view from the drop down window. Copyright Alan Peters
Chacewater Approach
4090 Dorchester Castle bursts from under the bridge to the west of the station. note the photographers car on the bridge. You wouldn't be able to park here nowadays! The Eric Curnow Collection
4588 heads into Chacewater, where, once the engine has run round, it will reappear on the Newquay branch metals to the right, The Eric Curnow Collection
APPROACHING CHACEWATER An article by Roy Hart
These two pictures show the daily Camborne to Newquay train between Blackwater and Chacewater. The engine is 4588 – a Truro regular from 1940 until 1959 and after that at Penzance until 1961. She is today in preservation. .N.B. The second picture referred to is several pictures down and is also prefixed 4588.
The picture dates from around 1955-6. Notice the formation: two auto coaches and two non-corridor coaches. Since the 1920s auto coaches were used on Perranporth branch services to enable access and egress at the seven halts- more than any other Cornish branch line, with their short platforms. Most other Cornish branches used non-corridor ‘B’ sets, which would not have been suitable here. Until the introduction of DMUs several Newquay/Perranporth services also ran to Falmouth; most published photos of Falmouth trains between the wars show auto cars in the formation and this is why.
The auto cars were not used in push-pull mode, but simply for access at the halts and for the guard to issue tickets. Likewise, main line corridor stock was employed on the Perranporth branch in later years.
4588 will draw into the bay platform at Chacewater and run around the train. In the second picture, it is heading off on the branch.
Before the First World War this service would have been a steam railmotor and would have used Blackwater west curve: in 1924 the layout at Chacewater was expanded to facilitate a quick run-around as a substitute for the junctions at Blackwater.
Many thanks Roy.
These two pictures show the daily Camborne to Newquay train between Blackwater and Chacewater. The engine is 4588 – a Truro regular from 1940 until 1959 and after that at Penzance until 1961. She is today in preservation. .N.B. The second picture referred to is several pictures down and is also prefixed 4588.
The picture dates from around 1955-6. Notice the formation: two auto coaches and two non-corridor coaches. Since the 1920s auto coaches were used on Perranporth branch services to enable access and egress at the seven halts- more than any other Cornish branch line, with their short platforms. Most other Cornish branches used non-corridor ‘B’ sets, which would not have been suitable here. Until the introduction of DMUs several Newquay/Perranporth services also ran to Falmouth; most published photos of Falmouth trains between the wars show auto cars in the formation and this is why.
The auto cars were not used in push-pull mode, but simply for access at the halts and for the guard to issue tickets. Likewise, main line corridor stock was employed on the Perranporth branch in later years.
4588 will draw into the bay platform at Chacewater and run around the train. In the second picture, it is heading off on the branch.
Before the First World War this service would have been a steam railmotor and would have used Blackwater west curve: in 1924 the layout at Chacewater was expanded to facilitate a quick run-around as a substitute for the junctions at Blackwater.
Many thanks Roy.
Another 45 approaches Chacewater with a train from Newquay in the early 1960's Copyright the late Reg Loze
Chacewater, an unknown Western approaches 16th February 1973 Copyright Sid Sponheimer
Here, in 1985 we see a Peak approaching Chacewater station site on an up service - the village of Blackwater lies in the background. The Newquay branch, after running for a quarter of a mile parallel to the up line, turned north across the valley to head for the horizon near the distant trees. 1985 Copyright Mike Roach
Chacewater
The Perranporth line closed on 4 February 1963. Chacewater station closed to passengers 5 October 1964 Even after its closure to passengers Chacewater station was retained for goods traffic for many years, latterly for Blue Circle Cement which was know to have been in operation in 1987
Some more information from Roy Hart.The West Cornwall Railway from Truro to Penzance opened on 25th August 1852, but not all the stations were available on that date. At first the terminus at Truro was at Higher Town, near Penwithers. In 1853 the railway obtained an Act of parliament authorising an extension to Newham.
There does not appear to be an official opening date for Chacewater station, but going by public timetables, it opened between 14th December 1853 and April 1854.
As opened, Chacewater was a simple platform on the down side, the line being single track.
A second (i.e. up) platform came in 1888, along with a crossing loop and signal box.
The line to Scorrier was doubled in 1902; that to Truro in 1914.
The Perranporth branch opened in 1903, but as the junction was at Blackwater, Chacewater station was unchanged
In 1912 a new up island platform was provided, to hold up Perranporth trains and to enable branch trains to terminate if required. A new signal box was provided at the same time.
In 1924: branch extended as independent line into Chacewater and triangle at Blackwater abolished.
The rather mean little station building on the down side (probably the original) burned down in 1956 and was rebuilt.
Branch closed 4 Feb 1963; station closed 5 Oct 1964; box closed 12 June 1977.
That's about all, I think!
Roy Many thanks indeed Roy.
There does not appear to be an official opening date for Chacewater station, but going by public timetables, it opened between 14th December 1853 and April 1854.
As opened, Chacewater was a simple platform on the down side, the line being single track.
A second (i.e. up) platform came in 1888, along with a crossing loop and signal box.
The line to Scorrier was doubled in 1902; that to Truro in 1914.
The Perranporth branch opened in 1903, but as the junction was at Blackwater, Chacewater station was unchanged
In 1912 a new up island platform was provided, to hold up Perranporth trains and to enable branch trains to terminate if required. A new signal box was provided at the same time.
In 1924: branch extended as independent line into Chacewater and triangle at Blackwater abolished.
The rather mean little station building on the down side (probably the original) burned down in 1956 and was rebuilt.
Branch closed 4 Feb 1963; station closed 5 Oct 1964; box closed 12 June 1977.
That's about all, I think!
Roy Many thanks indeed Roy.
Earlstoke Manor passes through Chacewater on a down service. Early 1960's Copyright the late Reg Loze.
A smashing picture of Chacewater Signal Box taken in April 1974 . Note the cement wagons in the sidings and the observation window at the back of the box mentioned in Cyril's article below. Copyright Trevor Tremethick
Chacwater Signalbox - anybody know anybody. Copyright Martin Duff
This photo dates from around 1957. They are replacing the 'lead off bed' opposite the box. It was probably connected to the replacement of all the old tubular point rodding with modern 'channel' rodding.
Second from the left is Bill Cheesman, interlocking engineer based at Par S and T depot. Bill was a Londoner who moved to Cornwall. He looked after the locking frames throughout Cornwall. At the left of the group, next to Bill, is Hedley (whose surname I forget), his assistant.
That's the best I can do! All the best, Roy Hart.
Second from the left is Bill Cheesman, interlocking engineer based at Par S and T depot. Bill was a Londoner who moved to Cornwall. He looked after the locking frames throughout Cornwall. At the left of the group, next to Bill, is Hedley (whose surname I forget), his assistant.
That's the best I can do! All the best, Roy Hart.
Chacewater Signal Box (Class 3) Memories by the late Cyril Hitchens
The Chacewater Signal Box that I knew was situated at the western end of the down platform. It was of the usual brick construction with large sliding windows at the front and both ends. There was also a window at the rear which overlooked the small goods yard. Access steps to the upper floor were inside the box. No toilet was provided, signalmen had to use those on the station.
Inside the box was equipped with a coal burning stove with an oven on the top, a Valor oil stove to boil the kettle in thye summer and two paraffin lamps for lighting. It had a 35 lever fram, up and down absolute block instruments and an electric token instrument for the section to St Agnes on the Newquay branch. In order to put the token and carrier on the picking up post the signalman had to walk to the end of the platform, across the main lines and across to the branch on a wooden walkway. The reverse applied when the token had to be collected from the setting down post.
As can be seen from the sketch map Chacewater station was built on a curve and there was quite a cant on the main lines, especially the down. There was a facing point in the down main line on the viaduct quite a way from the box to switch Newquay train, which originated from Truro, into their branch platform and independent line to what was once Blackwater Junction and triangle. This frequently used point had a reputation of being a ‘hard pull’. The lineman spent quite a lot of time at Chacewater adjusting this point and its facing point lock. The difficulty was that, of the regular signalmen, one was tall and well built while the other was short and wiry. Having adjusted the linkage successfully for one signalman when the other came on shift there would be problems.
One awkward job at Chacewater was to attach the wagons to an up main goods train. You to stop the train outside the up home signal pin down the brakes as the train was on a falling gradient and, uncouple the engine and send the engine forward clear of the cross over. If the down main was clear you could cross over the engine and put it in the sidings to attach the wagons which it would then draw back out through the crossover and berth in the up platform. The loco would then uncouple and reverse towards it original train . Once clear of the point it woud then run through the branch platform and onto the up main on the viaduct before setting back onto its wagons in the platform, and in turn onto the rest of its train before coupling up, releasing the brakes and “Right Away”. Reference to the track plan MAY clarify these moves! This shunt would not delay the branch as you could accept it under control of your signals under Reg.53.5.5. –section clear, station blocked. As per the footnote on display in the signalbox.
Obviously our railway work was carried out in a dedicated and professional manner, but I worked with some great characters and there was always time to enjoy the lighter side of life. On the station at Chacewater there were some beautiful dahlias in the flower beds. These were supplied and tended by Bill the porter. Once, when I was relieving at Chacewater for a week “someone” told Bill that I had some dahlias in my garden at home exactly like those on the station and that I might have “obtained” some tubrs from one of his flower beds.
Bill took the bait and told Mr. Jeffery, the station master, who in turn was in on the joke. Mr. Jeffery said he would deal with it. Next day, on late turn, when other staff had left I took the hoe and disturbed some soil around Bill’s prized flowers. The following day this was duly pointed out to Bill who said he would report me to Plymouth! On my last shift that week I supplied Mr. Jeffery with a parcel containing some dirty and witherd pieces of parsnip. Between train Mr. Jeffery summoned Bill into his office which by then was smelling strongly of parsnip. The rest of us listened by the door. They opened the parcel and examined the contents. Bill said “I’m glad he’s seen sense and returned them. It’ll save me having to report him”
When I was porter signalman at St. Agnes I used to cycle to and fro from Camborne. On finishing a Friday early shift on a wet and windy day I decided to return home by train. I rode the branch train to Chacewater and crossed to the down platform for the connection westwards. This was running late so I went up into the box to have a chat with Tommy, the regular signalman who lived in the railway house. Tommy was crouched low over (the already mentioned) oil stove looking into a saucepan (which had no handle) containing something that was going full blast. He explained that he had cycled in Redruth market that morning and bought some tripe which he was going to have for his tea accompanied by some bread and butter and that he was willing to share it with me. Fortunately, a beat on the bell announced the imminent arrival of my train so I had to leave Tommy to enjoy his feast alone!
All the way of life was to change as the Newquay branch closed in February 1963. The station on 4th October 1964 and the box itself in June 1977 when it was replaced by a ground frame to operate the remaining two sidings. These remaining in use for cement traffic until 1987. The ‘new’ down station building remains in commercial use. This was erected in the mid 1950’s to replace the older one which was destroyed by fire. I wonder if it still smells of parsnips…..
Cyril Hitchens.
The Chacewater Signal Box that I knew was situated at the western end of the down platform. It was of the usual brick construction with large sliding windows at the front and both ends. There was also a window at the rear which overlooked the small goods yard. Access steps to the upper floor were inside the box. No toilet was provided, signalmen had to use those on the station.
Inside the box was equipped with a coal burning stove with an oven on the top, a Valor oil stove to boil the kettle in thye summer and two paraffin lamps for lighting. It had a 35 lever fram, up and down absolute block instruments and an electric token instrument for the section to St Agnes on the Newquay branch. In order to put the token and carrier on the picking up post the signalman had to walk to the end of the platform, across the main lines and across to the branch on a wooden walkway. The reverse applied when the token had to be collected from the setting down post.
As can be seen from the sketch map Chacewater station was built on a curve and there was quite a cant on the main lines, especially the down. There was a facing point in the down main line on the viaduct quite a way from the box to switch Newquay train, which originated from Truro, into their branch platform and independent line to what was once Blackwater Junction and triangle. This frequently used point had a reputation of being a ‘hard pull’. The lineman spent quite a lot of time at Chacewater adjusting this point and its facing point lock. The difficulty was that, of the regular signalmen, one was tall and well built while the other was short and wiry. Having adjusted the linkage successfully for one signalman when the other came on shift there would be problems.
One awkward job at Chacewater was to attach the wagons to an up main goods train. You to stop the train outside the up home signal pin down the brakes as the train was on a falling gradient and, uncouple the engine and send the engine forward clear of the cross over. If the down main was clear you could cross over the engine and put it in the sidings to attach the wagons which it would then draw back out through the crossover and berth in the up platform. The loco would then uncouple and reverse towards it original train . Once clear of the point it woud then run through the branch platform and onto the up main on the viaduct before setting back onto its wagons in the platform, and in turn onto the rest of its train before coupling up, releasing the brakes and “Right Away”. Reference to the track plan MAY clarify these moves! This shunt would not delay the branch as you could accept it under control of your signals under Reg.53.5.5. –section clear, station blocked. As per the footnote on display in the signalbox.
Obviously our railway work was carried out in a dedicated and professional manner, but I worked with some great characters and there was always time to enjoy the lighter side of life. On the station at Chacewater there were some beautiful dahlias in the flower beds. These were supplied and tended by Bill the porter. Once, when I was relieving at Chacewater for a week “someone” told Bill that I had some dahlias in my garden at home exactly like those on the station and that I might have “obtained” some tubrs from one of his flower beds.
Bill took the bait and told Mr. Jeffery, the station master, who in turn was in on the joke. Mr. Jeffery said he would deal with it. Next day, on late turn, when other staff had left I took the hoe and disturbed some soil around Bill’s prized flowers. The following day this was duly pointed out to Bill who said he would report me to Plymouth! On my last shift that week I supplied Mr. Jeffery with a parcel containing some dirty and witherd pieces of parsnip. Between train Mr. Jeffery summoned Bill into his office which by then was smelling strongly of parsnip. The rest of us listened by the door. They opened the parcel and examined the contents. Bill said “I’m glad he’s seen sense and returned them. It’ll save me having to report him”
When I was porter signalman at St. Agnes I used to cycle to and fro from Camborne. On finishing a Friday early shift on a wet and windy day I decided to return home by train. I rode the branch train to Chacewater and crossed to the down platform for the connection westwards. This was running late so I went up into the box to have a chat with Tommy, the regular signalman who lived in the railway house. Tommy was crouched low over (the already mentioned) oil stove looking into a saucepan (which had no handle) containing something that was going full blast. He explained that he had cycled in Redruth market that morning and bought some tripe which he was going to have for his tea accompanied by some bread and butter and that he was willing to share it with me. Fortunately, a beat on the bell announced the imminent arrival of my train so I had to leave Tommy to enjoy his feast alone!
All the way of life was to change as the Newquay branch closed in February 1963. The station on 4th October 1964 and the box itself in June 1977 when it was replaced by a ground frame to operate the remaining two sidings. These remaining in use for cement traffic until 1987. The ‘new’ down station building remains in commercial use. This was erected in the mid 1950’s to replace the older one which was destroyed by fire. I wonder if it still smells of parsnips…..
Cyril Hitchens.
Chacewater Track Diagram
4588 departs Chacewater for Newquay. . Note the original down platform buildings these were destroyed by fire. The 'board walk' from the signal box to the island platform for token exchanges can clearly be seen. The Eric Curnow Collection
A super study of the scene at Chacewater in April 1973. A lot of interest here, the presflo wagons, the furthest one having the Blue Circle logo. The cement silo dominates the signalbox, note the oil tail lamp sitting alongside the dustbin and the recently installed light over the signalbox door. Copyright Roger Winnen
Within minutes of Rogers picture appearing on the site, Roy Hart, from far off Burma comes back with this very welcome information. Many thanks Roy.
Dear Keith,
I note your comment about newly-installed electric light at Chacewater box in the early 1970s. I was a regular visitor to Chacewater box in the 1960s and I vividly remember the signalman's daily teatime ritual of lighting the Tilley lamp. We would then sit in semi-gloom accompanied by the gentle hissing of the lamp. In the days when the station was open, seven or eight of these had to be hoisted around the station. Scorrier, Carn Brea etc were the same.
The lamps were known as 'Challows' after the station near Swindon where they were devised and first used.
Chacewater box got electric light just before it closed!
How many of us could light and run a Tilley today?
Roy
Dear Keith,
I note your comment about newly-installed electric light at Chacewater box in the early 1970s. I was a regular visitor to Chacewater box in the 1960s and I vividly remember the signalman's daily teatime ritual of lighting the Tilley lamp. We would then sit in semi-gloom accompanied by the gentle hissing of the lamp. In the days when the station was open, seven or eight of these had to be hoisted around the station. Scorrier, Carn Brea etc were the same.
The lamps were known as 'Challows' after the station near Swindon where they were devised and first used.
Chacewater box got electric light just before it closed!
How many of us could light and run a Tilley today?
Roy
Chacewater Signalbox April 1973 Copyright Roger Winnen. The reason for the 'C' on the box was queried - see a full answer from Roy Hart below.
We are greatly indebted to Roy who, again, within minutes, comes up with the answer. The letter C on Chacewater box dates from 1957, when Baldhu box closed. Intermediate Block Signals (IBS) were installed. These were colour light home and distant signals, with continuous track circuiting. They acted as a separate block section, enabling a train to be running between the IBS and Truro and another one following between Chacewater and the IBS. When an up train passed the IBS home, a buzzer sounded in the box. The signals were operated not from a lever, but by a switch, no 100. Thus, the IBS distant carried a plate bearing the legend C
100
R (Chacewater, repeater for signal 100. The IBS home was C100)
Back in the 1950s, only colour lights carried identity plates and usually only IBS signals. Treverrin IBS between Par and Lostwithiel was just like Baldhu: the signals were P100 and L100 etc.
At Baldhu, the down IBS was controlled by Penwithers Junction (PJ). See photo of PJ on website! This IBS is still there, but controlled by Truro since 1971 (T45 & T45R).
Today you will find these plates on several Cornish boxes: P, PR, LL etc.
Many thanks indeed Roy.
And furthermore - additional comments from Chris Osment (Rail West)
To add to the comments about the ‘C’ plate at Chacewater......
If my recollection is correct, the need to add ID plates to signals came about with the use of signals at locations remote from their controlling signal-box, hence the initial uses being mainly at IBS signals. The idea arose because of the need for the driver of a train held at a ‘remote’ signal to know by which box that signal was controlled, once it was no longer possible for him just to look out of his cab and see the box in the distance.
In a similar vein, once large areas of complex junctions and sidings etc started to be controlled remotely from a ‘power box’, then it became essential for drivers and signalmen - when communicating over the telephone - to have the correct understanding of exactly where they were. In the absence of the former signal-boxes with their nameboards, new nameplates had to be erected at the lineside to identify each junction etc.
Thank you Chris, you concur on Roy's comments.
100
R (Chacewater, repeater for signal 100. The IBS home was C100)
Back in the 1950s, only colour lights carried identity plates and usually only IBS signals. Treverrin IBS between Par and Lostwithiel was just like Baldhu: the signals were P100 and L100 etc.
At Baldhu, the down IBS was controlled by Penwithers Junction (PJ). See photo of PJ on website! This IBS is still there, but controlled by Truro since 1971 (T45 & T45R).
Today you will find these plates on several Cornish boxes: P, PR, LL etc.
Many thanks indeed Roy.
And furthermore - additional comments from Chris Osment (Rail West)
To add to the comments about the ‘C’ plate at Chacewater......
If my recollection is correct, the need to add ID plates to signals came about with the use of signals at locations remote from their controlling signal-box, hence the initial uses being mainly at IBS signals. The idea arose because of the need for the driver of a train held at a ‘remote’ signal to know by which box that signal was controlled, once it was no longer possible for him just to look out of his cab and see the box in the distance.
In a similar vein, once large areas of complex junctions and sidings etc started to be controlled remotely from a ‘power box’, then it became essential for drivers and signalmen - when communicating over the telephone - to have the correct understanding of exactly where they were. In the absence of the former signal-boxes with their nameboards, new nameplates had to be erected at the lineside to identify each junction etc.
Thank you Chris, you concur on Roy's comments.
Recent additions to our Chacewater Signalbox photographs from
Julian Hanwell with permission of the late Frank Sperrit.
Julian Hanwell with permission of the late Frank Sperrit.
A letter from Julian Hanwell dated 19th July 2023. Hello there.
Its a long time since I sent photos but when viewing chacewater I noticed you did not have any of the interior.
These photos were taken by the late Frank Sperrit who I knew very well. His Widow 'Pat' said I could post any of his material that he copied me years ago if it was for the benefit of other enthusiasts and historians.
Hopefully you will post them. Oh that's me pictured in the last photo after the box closed !
Kind Regards.
Julian Hanwell
Its a long time since I sent photos but when viewing chacewater I noticed you did not have any of the interior.
These photos were taken by the late Frank Sperrit who I knew very well. His Widow 'Pat' said I could post any of his material that he copied me years ago if it was for the benefit of other enthusiasts and historians.
Hopefully you will post them. Oh that's me pictured in the last photo after the box closed !
Kind Regards.
Julian Hanwell
Chacewater Block Shelf 1968 Copyright the late Frank Sperrit.
Chacewater Block Shelf 1968 Copyright the late Frank Sperrit.
Chacewater Block Shelf 1968 Copyright the late Frank Sperrit.
Chacewater Block Shelf 1968 Copyright the late Frank Sperrit.
Julian Hanwell poses for posterity at Chacewater Signalbox. Copyright the late Frank Sperrit.
Query on the date of photographs above -
Dear Keith,
Yes, I am delighted to see these pictures from my old friend Frank. Can't be 1968, though. The diagram shows the up side branch connections in place, so 1965 at the very latest.
Best to all,
Roy Hart (Rangoon)
Yes, I am delighted to see these pictures from my old friend Frank. Can't be 1968, though. The diagram shows the up side branch connections in place, so 1965 at the very latest.
Best to all,
Roy Hart (Rangoon)
A further note from Julian Hanwell - Hi Keith.
Yes Roy is right about dating. Pre 65. Any signalling man will notice many of Chasewater's FPLs (levers) now taken out of use are bolted in the reverse position to allow the interlocking to work for main line running signals which suggest the down connection from Truro into Platform 3 now disconnected but the Branch Line still just about operational as a siding.
Good ol Roy. You must send him my best regards !
Julian Hanwell.
Yes Roy is right about dating. Pre 65. Any signalling man will notice many of Chasewater's FPLs (levers) now taken out of use are bolted in the reverse position to allow the interlocking to work for main line running signals which suggest the down connection from Truro into Platform 3 now disconnected but the Branch Line still just about operational as a siding.
Good ol Roy. You must send him my best regards !
Julian Hanwell.
With many thanks to Julian Hanwell and of course Pat, and the late Frank Sperrit.
50029 Renown visits the Blue Circle depot at Chacewater on 16th February 1977 Copyright Sid Sponheimer 50-029 Renown 43rd Class 50 to be withdrawn went into preservation. Two years after its withdrawal, 50029 was finally moved to the Pontypool & Blaenavon Railway by Operation Collingwood where it then sat outside for a number of years. In July 2002 the Renown Repulse Restoration Group purchased 50029 to prevent its scrapping following the demise of Operation Collingwood. They were both subsequently moved to Rowsley at Peak Rail, where they now reside.
A Warship on a down service. Copyright the Late Reg Loze it is in 1960
Chacewater in April 1973. Note the Preflos wagons, signals and trackwork. Although the up platform buildings have been removed it looks as if the surface is still there, it was later covered with spent ballast. Copyright Doug Nicholls
Everything looks rather run down at Chacewater as 1052 Western Viceroy heads towards, the 'just visible' up platform and on over Blackwater viaduct. 13th April 1973 Copyright Sid Sponheimer
It is April 1973 as an unknown Western prepares to 'open up' for the climb to Apex Summit. Copyright Roger Winnen.
Peak 45075 passes through Chacewater on the 7th August 1978 Copyright Mike Roach
The previous six pictures, and indeed all those that follow of Chacewater have been taken from the bridge under which 1005 Western Venturer and 1045 Western Viscount are about to pass. Note the up line is 'under possession' - the scaffolding in position under the bridge on the up side is evidence of this. New planking on the bridge sides and be seen. 29th April 1973 Copyright Roger Geach
Peak D148 passing through . Chacewater on the . 5th April 1973 Copyright Sid Sponheimer. Note, by this time the up platform had disappeared.
More shunting at Chacewater
08.09.1964 - Chacewater looking east from the down platform with the signal box and the modern station building beyond. Copyright Michael L. Roach.
08.09.1964 - The island platform looking east. The line can be seen continuing to the left of the building. Copyright Michael L. Roach.
08.09.1964 - Looking west from the island platform showing the cement silo which was there for many years holding “Blue Circle” cement in bulk. Copyright Michael L. Roach.
08.09.1964 - Chacewater Station looking east from the road bridge, also showing Blackwater Viaduct extreme left. Chacewater Viaduct is a quarter mile further east. Copyright Michael L. Roach.
It may seem curious that the six arch Blackwater viaduct is so named as it is adjacent to Chacewater station. The five arch Chacewater viaduct is approximately 500 yards away, nearer Truro. However from the train, the village of Chacewater is visible from Chacewater viaduct and the village of Blackwater from Blackwater viaduct.
A down Western hauled service train approaches Blackwater Viaduct in April 1974. The train will pass through the remains of Chacewater station at the end of the viaduct, Note the signalbox is still active for the cement traffic. Copyright Trevor Tremethick
45024. climbs away from Chacewater having just crossed Blackwater Viaduct. The date the 19th February 1976 - Copyright Sid Sponheimer
Northern Belle crossing Blackwater viaduct 30th July 2016 Copyright Roger Aston
This is Chacewater viaduct which is 297' long and 52' high. A very interesting consist mainly of empty cement wagons. Probably 1978. Copyright Sid Sponheimer
The viaduct is nearly lost in the trees. Northern Belle crossing Chacewater viaduct 30th July 2016 Copyright Roger Aston
From Chacewater station the line climbs to a summit. Here is the 'Northern Belle' in full panorama on it way down the bank. A glorious photograph by Roger Aston. Copyright. 30th July 2016
East of Chacewater lies a summit after which the line drops towards Truro
Any name for this summit please, maybe Penstraze?
Any name for this summit please, maybe Penstraze?
7916 Mobberly Hall breasts the summit at Penstraze. about a mile wast of Chacewater. About 1959 or 1960. Copyright Moven Munday
6563 Nr Chacewater 23rd October 1961 Copyright Mike Roach
7754 at the summit Near Chacewater 23rd October 1961 Copyright Mike Roach
The celebrity train tops the bank east of Chacewater on 14th October 2016 Copyright Keith Barrow.
Tallicks Crossing
Tallicks Crossing 17th June 2006. Copyright ChrisHarvey
The date is 17th June 2006 and the location is Tallicks Crossing, between Chacewater and Truro.
The 1356 Penzance - Paddington is captured with a long lens, moving away from the camera, and topping the steep climb up from Chacewater.
Best Regards, Chris Harvey, Bodmin.
The 1356 Penzance - Paddington is captured with a long lens, moving away from the camera, and topping the steep climb up from Chacewater.
Best Regards, Chris Harvey, Bodmin.
Saveock bridge & Crossing
Saveock bridge from the public level crossing D1056 Western Sultan +D1036 Saeock \western Emperor on the 1M74 21st May 1975 Copyright Neil Phillips
Saveock 770625 50024 later Vanguard +45031 25th June 1977 Saveock Copyright Neil Phillips
Saveock Road bridge replacement.
Hi Keith, I popped down to the work site at Greenbottom adjacent to Saveock Crossing yesterday to see progress on the over bridge on the Chacewater to Threemilestone road. The lengthy road closure has been necessary to deal with the new bridge being installed. Painstaking preparations have included releasing fibre optic cables from concrete casing along the structure under the former road bed. This trench can be seen in the picture taken on the former road.
The work to take out part of the deck happens on the weekend of 23/24th July. These pictures will be some of the last of the original bridge deck. An extensive paddock area has been created, and much vegetation cleared, giving a rather nice view back towards Chacewater on the Up from Saveock Crossing.
Photos taken on duty after full briefing and with thanks to Lee Davey on site.
Kind regards, Craig Many thanks Craig
The work to take out part of the deck happens on the weekend of 23/24th July. These pictures will be some of the last of the original bridge deck. An extensive paddock area has been created, and much vegetation cleared, giving a rather nice view back towards Chacewater on the Up from Saveock Crossing.
Photos taken on duty after full briefing and with thanks to Lee Davey on site.
Kind regards, Craig Many thanks Craig
Saveock road bridge replacement. 21st July 2016 Copyright Craig Munday
Saveock road bridge replacement. 21st July 2016 Copyright Craig Munday
Saveock road bridge replacement. 21st July 2016 Copyright Craig Munday
Saveock road bridge replacement. 21st July 2016 Copyright Craig Munday
Saveock road bridge replacement. 21st July 2016 Copyright Craig Munday
Saveock road bridge replacement. 21st July 2016 Copyright Craig Munday
Saveock road bridge replacement. 21st July 2016 Copyright Craig Munday
Saveock Bridge 21st August 2016
The last girder is lifted out 21st August 2016 Copyright Mick House
The temporary pedestrian bridge. 21st August 2016 Copyright Mick House
Parapets of the new bridge arrive. 21st August 2016 Copyright Mick House.
If you are wondering about the crane that was used it was from Baldwin’s with a capacity of 400 tonnes. 21st August 2016 Copyright Mick House
Baldhu Signal Box (Class 4)
The Baldhu Signal Box that I knew in the 1950.s was situated near milepost 304 and was opened in September 1938. Its purpose was to shorten the section between Penwithers Junc. and Chacewater. The box was constructed with the usual brick base and had large wooden sliding windows. Access steps were outside and there was a chemical toilet at the top. It was open throughout the day and was operated by early and late shifts. On occasions I worked there I reached it by turning off the Chacewater – Truro road and rode my motorbike past a farmhouse where one of the regular signalmen lived.
The job was known as a ‘snip’ as the frame consisted of two signals (distant and home) on the up and the same on the down. There was also a detonator placer operated by a black and white lever. It was a great vantage point to watch a variety of steam hauled trains running past. Comments were made about the regular signalman who worked there for many years and had never pulled a pair of points during his entire career!
Baldhu box closed on the 10th March 1957 and was replaced by a colour light signal intermediate block signals controlled by Chacewater on the up main and Penwithers Junction on the down. The running lines were track circuited all the way up to their respective IB home signals. If the line was clear to the IBS the signalman at the rear could lower his signals, including the distant, to allow a train to proceed to the IBS. If a train was stopped at the IBS the driver was required to contact the signal box at the rear using the signal post telephone in order to carry out rule 55 (train detained at stop signal). The signalman then had to sign the train register and place a collar on the signal controlling the entrance to the IBS section to remind him that it must not be pulled off until the line is clear.
Today trains speed past and there is very little evidence that a signal box ever existed at the site.
Cyril Hitchens
The Baldhu Signal Box that I knew in the 1950.s was situated near milepost 304 and was opened in September 1938. Its purpose was to shorten the section between Penwithers Junc. and Chacewater. The box was constructed with the usual brick base and had large wooden sliding windows. Access steps were outside and there was a chemical toilet at the top. It was open throughout the day and was operated by early and late shifts. On occasions I worked there I reached it by turning off the Chacewater – Truro road and rode my motorbike past a farmhouse where one of the regular signalmen lived.
The job was known as a ‘snip’ as the frame consisted of two signals (distant and home) on the up and the same on the down. There was also a detonator placer operated by a black and white lever. It was a great vantage point to watch a variety of steam hauled trains running past. Comments were made about the regular signalman who worked there for many years and had never pulled a pair of points during his entire career!
Baldhu box closed on the 10th March 1957 and was replaced by a colour light signal intermediate block signals controlled by Chacewater on the up main and Penwithers Junction on the down. The running lines were track circuited all the way up to their respective IB home signals. If the line was clear to the IBS the signalman at the rear could lower his signals, including the distant, to allow a train to proceed to the IBS. If a train was stopped at the IBS the driver was required to contact the signal box at the rear using the signal post telephone in order to carry out rule 55 (train detained at stop signal). The signalman then had to sign the train register and place a collar on the signal controlling the entrance to the IBS section to remind him that it must not be pulled off until the line is clear.
Today trains speed past and there is very little evidence that a signal box ever existed at the site.
Cyril Hitchens
A liitle more on BALDHU by Roy Hart
Baldhu box opened in 1938 as part of a plan to increase line capacity in Cornwall. The box was large for the 6 levers that it carried -it was of the same size as Goonbarrow Junction or Chacewater. This is because the plan was to have up and down goods loops at Baldhu. The loops would occupy the expanse of flat land on the up side (still visible today) which remained after the main line was doubled on a new formation in 1913-14. The plan was never carried out. Baldhu box remained until 1957.
Baldhu box opened in 1938 as part of a plan to increase line capacity in Cornwall. The box was large for the 6 levers that it carried -it was of the same size as Goonbarrow Junction or Chacewater. This is because the plan was to have up and down goods loops at Baldhu. The loops would occupy the expanse of flat land on the up side (still visible today) which remained after the main line was doubled on a new formation in 1913-14. The plan was never carried out. Baldhu box remained until 1957.
Mrs. Rosemary Haines bought a kitchen unit from a sale on 9th December 2019 and found in the drawer a note book with GWR embossed on the front. Other than the name Howard Hendy and a date of 1948 nothing else of interest was contained there in.
Dear Keith,
I have an old sepia photograph of a young signalman standing outside Nancegollan signal box. On the reverse is written 'Howard Hendy 1922'. I know nothing else about the picture, which was given to me by another signalman back in the 1960s.
There can't have been many signalmen called Hendy in West Cornwall in the first half of the twentieth century.
Baldhu box was opened in 1938 as part of a plan to have two goods loops there. The plan was abandoned and the box remained operating just six levers (up and down home and distants plus two detonator placers). The box was of 'type 12' -a modern GW design (Penzance is of this type). The windows reached down to the floor. Baldhu was well known for its fine display of geraniums. I suppose there wasn't much else to do up there!
Having moved house recently, the photo will still be in one of many boxes. I will seek it out.
Roy Hart.
Dear Keith,
I have an old sepia photograph of a young signalman standing outside Nancegollan signal box. On the reverse is written 'Howard Hendy 1922'. I know nothing else about the picture, which was given to me by another signalman back in the 1960s.
There can't have been many signalmen called Hendy in West Cornwall in the first half of the twentieth century.
Baldhu box was opened in 1938 as part of a plan to have two goods loops there. The plan was abandoned and the box remained operating just six levers (up and down home and distants plus two detonator placers). The box was of 'type 12' -a modern GW design (Penzance is of this type). The windows reached down to the floor. Baldhu was well known for its fine display of geraniums. I suppose there wasn't much else to do up there!
Having moved house recently, the photo will still be in one of many boxes. I will seek it out.
Roy Hart.
Baldhu after vegetation clearznce Baldhu 2P12 43022 160 Plymouth bound &1C71 43009 041 Penzance bound. 21st January 2022. Copyright Craig Munday
Note the large area of cleared land - made ready for a passing loop that was proposed but never installed.
Newbridge
57605 Totnes Castle hauling the fire damaged HST 43138 from Penzance to Laira Depot on Friday 20th April 2018. Seen at Newbridge Crossing Copyright Phil Hadley
Penwithers viaduct
The original of372 feet long and 54 feet high. The replacement structure of seven arches was completed 1887. On a slightly different alignment to the original structure and was slightly higher at 68 feet.
The original of372 feet long and 54 feet high. The replacement structure of seven arches was completed 1887. On a slightly different alignment to the original structure and was slightly higher at 68 feet.
A Peak with an up train crossing Penwithers viaduct.
Copyright Mike Roach
For more pictures of this area and many other locations in Cornwall please click below to see a wonderful selection of Cornish railway pictures which have been made available to us by Andy Kirkham. All his pictures are, of course Copyright.
https://www.flickr.com/photos/52554553@N06/albums/72157636828119615/with/10419848883/
https://www.flickr.com/photos/52554553@N06/albums/72157636828119615/with/10419848883/
See Truro Area for a continuation