St Erth to Camborne Excl

CORNWALL RAILWAY GALLERY
The MAIN LINE

Marazion Excl to the outskirts of Camborne

The idea of this section is to publish photographs of the Cornwall Railway scene before 1980. However, in the interests of continuity we might include a later picture. If you are interested in contributing and seeing your work on the net then please let us have your material. You will be fully credited and you can state copyright. It is important that the material is your own work or that of a member of your family who approves or would approve of your action. Please state who took the original picture. You will be listed as the contributor and as such take responsibility for the material submitted. Please do not submit professional photographs or any which are copyright.

Do you wish you were on this one? On 14 April 1963 a single car DMU provided a fascinating railtour from Penzance to Plymouth. The lines covered were - St Erth to St Ives, Hayle to Hayle Wharves, Camborne to Roskear Siding, Penwithers Junction to Newham, St Austell to Lansalson, Burngullow to Drinnick Mill and through to St Dennis Jct, Tolcarne Curve, Trevemper Siding, Bugle to Carbis Wharf, St Blazey, Fowey and Lostwithiel, Coombe Junction to Moorswater, and finally to Plymouth. What a day out - do you have any pictures taken on this railtour, we'd be delighted to show them with due credits.

Keith Jenkin

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.

Credits, Many thanks to all contributors - please see a list on the home page.

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.

If you wonder what Cornwall looks like under the snow click here for a journey by Mike Roach in the winter of 1986.

Marazion Marsh

The up 'Postal' hauled by a 'Grange' crosses Marazion marsh. This stretch of line frm Marazion to St Erth was only doubled in 1929. The long carriage sidings on either side of the line were laid as part of the general improvements in the Penzance area in the 1930s. The postal was a crack train and signalmen had to report even a momentary signal check to control. Copyright Roy Hart

Two remarkable pictures taken from the same location off the road bridge just east of St Erth station.
Many thanks to Mike Morant for providing these.

170822_W_GWR_43nn_Marazion_1925 This shot of an unidentified GWR Churchward 4300 class mogul dates from circa 1925 and shows the Penzance portion of the down Cornish Riviera Express approaching Marazion at the end of the single line section from St Erth. This section wasn't doubled until June 1929; (the final section of the Cornish main line, Scorrier to Redruth, wasn't doubled until April 1930). The view is from the bridge over the line at the east end of the station with Marazion Marsh behind the train and Marazion village in the hazy distance. The coaches are in the 1922 livery which suggests a mid-1920s date. The make-up of the train: Van 3rd, 3rd, Compo, Diner, Van 3rd, all 68/70ft vehicles, exactly matches that specified for the CRE in the GW's official 'Programme of Working of Coaches in Through Trains' for the summer of 1925. [E. A. Gurney-Smith / Mike Morant collection]

And 35 years later!

BR Western Region, diesel hydraulic Warship class 43 no. D839 Relentless, pre-warning panels, at Marazion. The view is from the bridge over the line at the east end of the station with Marazion Marsh behind the train and Marazion village in the hazy distance. [Mike Morant collection]

Rosevidney

Rosevidney is actually between Marazion and St Erth. However here are the much lamented friends - Fudge the Cow and Wimpey the Donkey as the HST passes Milepost 322.25 Copyright Roger Salter

Our old friends at Rosevidney will sadly no longer be seen from passengers travelling to and from Penzance by train. The Cornishman Newspaper reported that Wimpey the Donkey and Fudge the Cow have been inseperable in these fields for over 20 years, Old age and arthritis has taken its toll and is regrettable that both animals have had to be put down. The cow was the last one of the Rosvidney herd, and was named by the Sea Scouts who were camping on the farm on the day that she was born. Wimpey the donkey was bought 30 years ago from a donkey derby and entertained local children at schools together with appearing in nativity plays. Many of the locals used to feed these animals with carrots and other delights. they will be sorely missed by us all passing milepost 322.25 from London Paddington.

Here is a flashback to the 14th June 2009 which you might like. Captured with a long lens from the foot crossing near Rosevidney farm, the 1057 Paddington - Penzance has just conquered the last climb of its journey, and is now surging downhill towards Marazion and the terminus. Best Regards, Chris Copyright Chris Harvey Bodmin.

5998 Trevor Hall. Some doubt about this location but it is thought, by Roger Winnen, to be near the location of our 'old friends' pictured above, but before their time of course. Courtesy the Mike Morant collection.

Rospeath (Near Crowlas on the A30)

6855 Saighton Grange plus a Hall class loco on an up train from Penzance. Believed to be from Rospeath bridge. Mike Morant collection

a_160320_W_BR_1010_MB250 GWR Hawksworth County class 1010 County of Caernarvon at Rospeath in charge of an up train. Mike Morant Collection

GWR Collett 4- 6- 0 6801 at Rospeath whilst in charge of an up train. Courtesy the Mike Morant collection 160320_W_BR_6801_MB272

6824 Ashley Grange at Rospeath The Mike Morant Collection MB369

G.W.R. Collet Hall class 4-6-0 7925 Westol Hall at Rospeath whilst in charge of an up train from Penzance. 160320 Courtesy Mike Morant

Another view certainly at Rospeath looking towards Penzance. Copyright Roger Winnen

Rospeath 150 238 6th April 2012 Copyright Chrish Harvey

Arch Lane bridge

Collett Hall class 4 - 6 - 0 5926 Grotrian Hall is climbing out of St Erth and passing under Arch Lane road and heading for Penzance. 160320_W_BR_5926_MB151 Courtesy the Mike Morant collection.

With Arch Lane bridge and the aqueduct in the background we see 6837 Forthampton Grange as it descends towards St Erth with an up train from Penzance 160320_W_BR_6837_MB273 Courtesy the Mike Morant collection.

Looking towards Penzance Hall class 4-6-0 no. 5985 Mostyn Hall approaches Arch Lane bridge, St Erth. The piers of a small aqueduct crossing the line still remain. 160320_W_BR_5985_MB287 Courtesy the Mike Morant collection

A lovely shot from the Mike Morant collection of 5098 Clifford Castle in charge of a rake of LMSR stock as it climbs away from St Erth to Arch lane bridge.

6934 Beachhamwell Hall has is climbing out of St Erth and has reached Arch Lane road bridge situated at the summit of the climb for Penzance. _160320_W_BR_6934_MB267 Courtesy the Mike Morant collection.

A bleached class 52 Western passes St Erth distant in April 1973. Copyright Roger Winnen

1023 County of Northampton has just crested the climb from St Erth at Arch Lane bridge which is clearly visible, 160320_W_BR_1023_MB329 Courtesy the Mike Morant Collection

4906 Bradfield Hall climbs away from St Erth with a service bound for Penzance - from the signals an up service is expected soon. From the Mike Morant collection. 160320_W_BR_4906_MB253

7806 Cockington Manor on the climb from St Erth to Arch Lane bridge. Courtesy the Mike Morant collection 160320_W_BR_7806_MB360

1023 County of Oxford climbs westwards out of St Erth with a Truro to Penzance local. This engine was shedded at Truro throughout the 1950s and was always the pride of the shed, kept beautifully clean. Later she was joined there by 1007 (County of Brecknock). Truro lost its 'Counties' at the end of 1959. Here, 1023 is in BR black: in later years, all counties were rebuilt with double chimneys and turned out in green. Copyright Roy Hart

47827 with the 15.55 Plymouth to Penzance west of St Erth 29th July 1993 Copyright Roger Geach

CORNISH MAIN LINE
St Erth to Camborne (Excl)

St Erth - near and just outside.
Picture 2 taken from the top of signal SE67

Leaving St Erth behind 47031 on the 0805 Pz to Bristol Temple Meads 4 Nov 78 Copyright Roger Geach

St Erth, a very special and privilaged view. 19th March 1994 Copyright Craig Munday

This was an exceedingly long day out. York (21.15 Friday) - Par - Newquay (06.42 - 07.42) - Par - Penzance (09.56 - 10.30) - St Ives (10.57 - 11.02) - Penzance (11.24 - 13.10) - York (22.58)
Note time allowed for a swim at Newquay, two swims at Penzance, sorry no time at St Ives

- and here is signal SE67 which Craig climbed a few years ago. Seen here on the 24th February 2016 Copyright Craig Munday

Moving slightly closer to the station we see the footbridge and right through the station towards the signal box. Taken on 24th February 2016. Copyright Craig Munday

The west end of the up platform at St Erth. The bridge in the foreground carries the line over 'Station Approach' = this in turn leads to 'Treloweth Lane' and eventually to St Erth village some 1/2 mile distant. 24th February 2016 Copyright Craig Munday

Seen from the safety of the site of the former up refuge siding. Craig Munday, captures on the 24th February 2016 153 329 heading west deputising for a failed class 150. Copyright

The new St Erth Footbridge preparations 11th September 2023
Roger Winnen

I was in St Erth this morning and took the opportunity to take a few photos of the vegetation clearance that is taking place in order to replace the current footbridge with a modern one, including a lift.

230911a Replacing the present St Erth Station footbridge. Copyright Roger Winnen

230911b Work has now started in preparing foundations for the new bridge incorperating lifts at St Erth. Copyright Roger Winnen

230911cc The footbridge foundations. Copyright Roger Winnen

230911cc The footbridge. Copyright Roger Winnen

230911d The St Ives rush hour arriving at St Erth its 15.47 Copyright Roger Winnen

230911e The flowers add additional colours to the scene. Copyright Roger Winnen

St Erth
Dennis Clarke

Many Thanks Dennis

St Erth 45063 departs 9th April 1982 Copyright Clive Smith

St Erth station

We are indebted to the above St Erth 'staff tree' - this comes from the Mike Hitchens Collection. Very interesting statistics.

A smashing photograph from the Dave Dunn Collection showing 4566 busy in the bay. There is a query from Steve Martin concerning the shed seen in the background. The photo is dated July 1957, and we can clearly see the hut in question in the background. The locomotive in the foreground, 4566, was a regular performer at St Erth and it is shunting a container wagon in the bay platform. This container traffic appears to have been regular as I have several other photos featuring the same operation. It would be interesting to know what was loaded or unloaded in this operation. The mystery of the hut's design is now solved and I'm getting on with building the model. The hut has a sign under the left window and I'm wondering if it is signage for the company that used the hut or alternatively some other commercial signage? The details are vague but if any CRS members can shed some light on the sign or memories of the hut's purpose are jogged by the photo they can email me at: [email protected]

A real 'Gem' of a picture from Rod Garner - its shows the down Riviera approaching St Erth behind one of the early D600 warship diesels. Note double slip point which formed part of the run round facilities at St Erth. Also note the extensive sidings behind the signalbox and the triple ground disc signal. A train is signalled into the bay platform from St Ives. Copyright Rod Garner

The St Ives train runs in to the bay, notice the polished metals in the run round loop, well used in these days - before the 'Milk Factory' which stood to the left. Copyright Rod Garner

Having run round its train the '45' is ready to leave once more for St Ives. Copyright Rod Garner

St Erth 4967 Shirenewton Hall runs in to the down platform. Copyright Rod Garner

Sunting in the yard, a mundane task for a main line locomotive. Early 60's copyright Rod Garner

The following comments from Steve Martin, who lives in New Zealand, make very interesting reading.

Hi Keith
Thanks so much for sharing the above Rod Garner photos with me and the information.
Every photo has so much valuable and long lost information for the serious modeller; here are just some of the things that I have gleaned from these few photos:

More detail on the cooling tower in the dairy factory
The white van being shunted is a curiosity, as a similar white van also appeared in the yard in another photo I have . Maybe it's a refrigerated van ? Fish from St Ives?
The ground surface in the yard around the tracks - I see the colours and the fact that it's quite compact, fine and firm. It's almost like a very fine hard packed material - this i can replicate on my model
The mainline line locomotive shunting looks like a Manor - especially with the 3500 gallon tender, could be a Grange, but the tender says Manor to me. Given that the locomotive is facing West I would say it's either collecting or dropping off wagons on a run to Penzance from much further east.
The tracks in the rear of the photos to the left of the signal box were known as the "rusties" and these were the first point of stopping for goods trains brought down the branch line from St Ives, before being broken up, as well as storage. We can see a lot of cattle wagons for the seasonal broccoli traffic.
I can also see confirm of the square shaped brick chimney's existence in the late fifties, which harks right back to the china clay days for that site before it was turned into a dairy.
Also confirmed is the position of various ground signals and power poles.
In the photo of D600 we can date that to late fifties (circa 1958 - 1959) when this locomotive was first introduced . We can also see that the refuse tracks to the right of the locomotive are in their original configuration of two separate points coming off the mainline. Later (mid sixties) this was changed to a single point off the main line and an additional point there after.
I can also see the size and types of trees that were in the area adjourning the sidings.
The existence of the single track behind the signal box pleases me because I always wanted to model it to create some interest at that end of the layout. To often in models, every siding is un prototypically short and crammed with stock. I like nothing more that seeing a couple of wagons at the end of a long siding.
The photo of the Hall even offers a small but useful detail in the "Waiting Room " sign - I hadn't seen that before and we have confirmation of the long gone canopy attached to the waiting room and it's colour scheme for that period.
So there you go Keith - you can see I'm a real St Erth geek and also how much value these photos offer.
I find it so rewarding to be able to piece together the history of the interesting station.
KInd Regards Steve

St Erth enjoy the scene much of what you see has long gone. A smashing picture from the Mike Morant Collection

Another 'golden oldie' from the Mike Morant Collection. The vans bearing the BOCM label. British Oil and Cake Mills produced Animal foodstuffs.

Very near the end of a long journey, Seen at St Erth 43082 and 43092 power the { Newcastle to Penzance 20th June 1987 Copyright Stephen Widdowson

D804 arriving at St Erth on the 17th July 1971 with a Paddington - Penzance service. Copyright Ron Kosys

The St Ives train stands in the bay. Note the very tall and well populated telegraph pole which dominates the scene, long gone and forgotten. Copyright John Cornelius.

A riddle from Roy Hart.
Here's a riddle: Roger Winnen fancifully refers to 'platform 4' at St Erth in yesterday's feature on the changes there. This track is today simply a siding (the only one) at St Erth, leading from the branch. Until 1965'ish, it was the branch run-around loop. The short spur between the engine release crossover and the buffers was known to railwaymen as 'Uncle John'. It was normally the home of the dedicated St Ives branch goods train guards van. Does anyone know the origin of this name?

Many thanks Roy

50010 'Monarch' standing at St Erth with the 05.45 Barnstaple to Penzance as 50045 'Achilles' arrives with the 10.27 Penzance to Glasgow Edinburgh. 9th July 1987. Copyright Andy Stace

St Erth. 1063 Western Monitor 6a21 16.40 St Erth to Aton milk on the 7th May 1974 Copyright Roger Geach

An interesting item in St Erth sidings in October 1977. A tank that had come from the USA on BR base marked for the creamery at Camborne!. SCI stands for Shipping Corporation of India. Does anyone know what would have been carried in the tank. The photographer's guess is milk powder to India. Copyright Mike Roach

St Erth station - how it looked in 1984. Note the milk tanks stabled within the station confines. Copyright Peter Radford.

Busy days at St Erth. Lots of milk tankers in the sidings in October 1977 Copyright Mike Roach

Station study in October 1977. Copyright Mike Roach

Station study - The footbridge and the up platform. This bridge may be superseded if the St Erth Park and Ride Scheme comes about. If so another footbridge with ramps rather than steps will be required. This picture October 1977. Copyright Mike Roach

St Ivel Milk Tankers at St Erth. Perhaps 1974 Copyright Peter Radford.

Six wheeled milk tankers - 20th February 1976. Copyright Roger Winnen

An unusual angle as a class 50 shunts milk tankers in 1976 Copyright Pater Radford.

St Erth Sidings 25327 formally D7677 was the last of the class built and operated in Cornwall October 1971 through to January 1972 and again later in the 1970s Copyright Andrew Thompson

More about milk

The recent article and pictures from Brian Pibworth on the operation of the milk depot at Chard has generated much interest in the delivery of our ‘pintas’ in the old days. The question arose, ‘At Chard they had a small shunter loco to move the tankers – but what happened at our local depot – St Erth? The answer which came from Andy Richards, is most interesting.

Roger Winnen found three valuable pictures taken at the depot by a former member – the late John Fill.

St Erth Milk Depot                  Vivian and Andy Richards (Father and Son)

Andy writes:- I started working at St Erth in 1981 unfortunately by then the milk trains had long gone and if I remember correctly St Ivel had started to rip the track out.

            I have had a chance to talk to my dad (Vivian Richards) regarding the loading of milk trains at St Erth, it was quite a busy operation in its day. My dad was employed on the milk tanker loading during the 70's. After a long conversation with him and a lot of reminiscing on his part here is a summary of the going on's at St Erth.

The primary purpose of the milk tanker loading operation at St Erth was to despatch milk to the larger dairies. Typically milk would be sent to places such as Wood Lane, Vauxhall and Ilford - all in London. Occasionally St Erth would also receive surplus milk from the larger dairies for further processing.

St Erth had two sidings which were connected by a head shunt (the dairy end), the head shunt was two tanker lengths and was not easily visible to the public. Both sidings had a slight downhill incline towards the St Ives branch, I'm assuming there must have been a catch point. All loading took place in the siding directly adjacent to the dairy, this siding could accommodate 13 tankers. Any tanker movements in the sidings once the mainline loco had gone would be carried out by an electric pulley system. Interestingly, the motor for the pulley system was originally steam driven.
            There were two loading points which were approximately three tankers lengths apart. One loading point we can clearly see in the picture with the gentleman on top of the tanker, the other one was further back towards the St Ives branch. If you look at the picture of the gentleman (Harry Worth who I had the pleasure of working with) standing next to the electric pulley motor there is a "No engine and wagons past this point board", just to the left of that board is the second loading point. All tanks were cleaned by climbing down inside of them on a rope ladder and manually scrubbing them. In later years an automated cleaning system was put in place.

A typical day's operation would be:
Early in the morning a light loco would deliver empty tankers to the dairy which would have been ordered late in the afternoon the day before. The loco would split the tankers between the loading siding and the holding siding. In the loading siding there would be enough tankers to make up the 1pm departure. The tankers for loading would be pulled right back into the head shunt by the pulley system. Then two tankers would be uncoupled from the rest of the tankers and free wheeled forward. The two tankers would then be split and place under the two loading points and loaded. There were no flow meters, they used a dipstick to measure when the tank was full. Both full tankers were then sealed and then free wheeled down the loading siding as far as possible and coupled back together again. This operation was repeated until all tankers were loaded. All tankers were set in motion by putting a pinch bar under one of the wheels and pushing, the only way to stop them was with the hand brake. A rule was introduced that when a tanker was ‘free wheeling’ someone had to be adjacent to the handbrake handle (by walking beside the tanker) at all times. If orders went up prior to the 1 pm departure empty tankers would be pulled from the holding siding into the headshunt, freewheeled forward, loaded and then coupled to the rest of the train which was ready for collection.
At 1 pm a loco would arrive with more empty tankers and drop them in the holding siding. The loco would then draw forward and then back onto the full tankers. Once coupled up the loco and the full tankers would draw forward, reverse back onto the empty tankers and then drop enough empty tankers into the loading siding to make up the 5 pm departure. If the train was running late quite often the empty tanker move to the loading siding would not take place. This would result in the dairy having to take two tankers at a time from the holding siding and move them to the loading siding via the head shunt using the pulley system.
The whole loading process would then start again resulting in a full train of tankers ready for collection at 5pm. The light loco would arrive, couple to the full tankers and depart for the main line via the St Ives branch. Interestingly the 5pm loco would not deliver any empty tankers, the empty's would be delivered the following morning and the whole process would start again.

I hope the above article explains the going on's for you at the St Erth milk loading sidings in enough detail.

My dad was saying if that operation survived into todays world the health & safety people would have a field day. Especially with fully loaded tankers running around with nothing to stop them but a bloke pushing down a handbrake handle.

P.S. From Andy I never really thought about how the tanks got cleaned as today in modern cleaning systems for road tankers (milk & Cream) everything is automated and a sealed system. I'm still working in dairy but dairy desserts at Evercreech (an old Unigate/St Ivel site).

Many thanks Andy.

A classic picture caught by the late John Fill shows an operator at one of the filling points. Copyright

The electric winch which was used to move the tanks as required. The gentleman in the foreground is Mr. Harry Worth, a colleague of Andy Richards at the St Erth Milk Depot. The notice top right hand corner is mentioned in the text. Photograph by the late John Fill

A general view of the sidings at St Erth Milk Depot captured by the late John Fill/ Copyright.

Here we see 'Rodney' sorting out the milk in the sidings at St Erth. 'Rodney' was built as just plain D421 and later renumbered 50 021. It was rebuilt in May 1968 and finally withdrawn on the 17th April 1990. It is one of the lucky ones going into preservation - owned by Paul Spracklen. This picture copyright John Cornelius

Another scene long gone as class 25 stands in the up platform at St Erth. Whether it is getting ready to run round to take the tankers, if loaded, on up the main or to run round prior to drawing them down onto the St Ives branch for subsequent dispersal in the yard or at the milk depot is not known. Copyright John Cornelius

Against a background of the milk depot at St Erth 50017 Royal Oak sorts the last milk train to leave that depot on 31st March 1980 Copyright Roger Winnen

Westerns on the milk. Hugh Austen

D1053 Western Patriarch arrived light engine at St Erth and starts to reverse for the creamery sidings Copyright Hugh Austen 28th June 1976.

D1028 Western Hussar arrives at St Erth with a Paddington Penzance working. Copyright Hugh Austen

D 1053 is seen departing St erth on its journey to london probably Kensington. Copyright Hugh Austen

Additional comment by Guy Vincent.
Great to see some more of Hugh Austen's wonderful slides dated Monday 28th June 1976 depicting 'Western' activity in the West Country during 1976. In Hugh's first picture featuring D1053 the remains of an experimental straight-line windscreen wiper system fitted to the centre bar between the windscreens can be seen. This modification was applied to both ends in November 1967 at Swindon Works but later deemed unsuccessful. Four sister locos, D1020, 1023, 1058 and 1072 received the same work but not all retained the bracket after the wiper was removed.

The second shot shows D1028 arriving at St Erth with a down passenger service. According to the 1976-7 passenger timetable afternoon 'down' services calling were 1342 (1B03 0730 PAD-PNZ); 1508 (1B25 0930 PAD-PNZ); 1621 (0700 Bradford Exchange / 0740 Leeds) and 1700 (1B45 1130 PAD-PNZ 'Cornish Riviera Express'). According to info I have seen the latter train was worked by a class 47 on this day and D1028 was reportedly utilised on 7B33 1217 Exeter Riverside-St Austell followed by 0F79 St Austell-Penzance light diesel. There is no doubt that Hugh photographed D1028 so I suggest that it may have replaced another loco at St Austell, possibly on 1B25, and the info I have seen is probably incorrect?

The milk train worked by D1053 was the 6A21 1640 St Erth to Acton. This was certainly slow to say the least as according to the WTT of the time it did not pass through Westbury until 2328, before continuing via Newbury towards London.

D1053 was withdrawn on 13th November 1976 and broken up at Swindon by June 23 1977. D1028 was withdrawn on 5th October 1976 but lingered in the scrapyard at Swindon until June 1979. It was recognisable from passing trains as someone painted 'THE END' in large white letters along the bodyside facing the main line.

I'm taking the rest of the day off from trains now (!) so with good wishes

Guy Vincent.

Four years later in 1984 and the lofty building of the milk factory still dominates the scene but the track has all gone. Copyright Pater Radford.

50019 Ramillies runs around the Weedkiller train at St Erth in 1987. The Up main down direction signal SE 55 is not yet commissioned and has a white cross on it. The Up refuge is also still in use at this time. Copyright Craig Munday

D1028 Western Hussar leaving St Erth on a down service in June 76. The Class 52's didn't have long to go at this time consequently there was no need to repair the superficial damage seen at this end of the locomotive. It must however, have hit something pretty solid. Copyright Mike Roach

It rather seems as if the photographer has rather stopped a conversation between the driver and an onlooker! 1980's Copyright Andrew Thompson.

Days of the heritage units with their fine views of the St Ives branch are recalled as this service calls at St Erth on one of the through St Ives to Penzance trains. It will cross over to the down main as it leaves the station. May 1996 Copyright Dan Engstrom

A nicely composed shot by Douglas Nicholls of the 1b25 0930 Paddington to Penzance running into St Erth in April 74. The loco could possibly be 1057 Western Chieftain Copyright Douglas Nicholls

50 028 Tiger is ready to pounce along its next section of track towards Hayle. July 1985 Copyright Mike Roach

47377 arriving at St. Erth with a ballast train on a weekday between normal traffic. Tuesday 8th September 1987. Copyright Andy Stace

47377 having uncoupled moving forward to enable running round (a glimpse of the 'shark' brakevan in the foreground). 8th September 1987. Copyright Andy Stace

St Erth - that very short starter signal seen on 6th Aug 1983 as 47015 arrives at the first stop with the 11.30 Penzance to Newcastle Copyright Mike Roach

47377 on the crossover at the west end of St Erth, 8th September 1987. Copyright Andy Stace (The empty train later passed through Redruth having dropped its load of ballast in between service trains)

A 1996 study by Dan Engstrom of the trackwork looking east from St Erth Station. Copyright.

A view from the end of the St Ives platform in the 1980's as a class 47 rolls in with an up train, and, as the tail lamp hasn't moved from the St Ives end of the train the St Ives service isn't ready to leave. Copyright Andrew Thompson

Water supply for the buffet?? From the Alan Harris Collection

Memories of when the down sidings in the picture were actually occupied with rollings stock, well one of them anyway. A picture from Peter Radford taken in 1984. Copyright

47501 approaches St Erth. A nice one by Mike Roach showing not only the box and the signals but also a distant view of the landscape. 9th June 84 Copyright Mike Roach

St Erth. Warship D804 Avenger rolls in the with a Paddington - Penzance service on the 17th July 1971. The signal is SE66 Copyright Ron Kosys Note the tall telegraph poles, and the clutter of buildings off to the left.

1023 Fusilier is about to depart St Erth 17th July 1971 Copyright Ron Kosys. An additional note from Roy Hart. Note the old 'backing' signal, with two holes in the arm. These controlled 'wrong-way' movements on running lines. This one had a route indicator attached, so movements could be signalled from the down main to Up Main; refuge no 1; refuge no 2; up branch. The signal was mounted on a concrete post and dated from 1936.Many thanks Roy.

St Erth 5029 Nunney Castle and 5051 Dryswllyn Castle Taunton to Penzance 4th May 2002 Copyright Phillip Benham

Dear Keith, I was fascinated by your content looking at West Cornwall – in particular the photos of St Erth signal SE 26. The attached, though sadly not from real steam days, when I did not have a camera, may be of interest. The occasion was the ‘Two Castles to Penzance railtour with 5029 Nunney Castle and 5051 Dryswllyn Castle on 4th May 2002. Regards, Philip Benham. NYMR Consultancy Services
Many thanks Phillip.

SE26 seen on the 24th February 2016. Four semaphores in this shot. Rumour has it that this signal SE26 has a bright future even after the dreaded re-signalling takes place - it will be resited within Network Rail property to remind us of a glorious past. 24th February 2016 Copyright Craig Munday

An undated picture from Andrew Thompson of the Junction at St Erth. Note the Skipper leaving for St Ives and the Class 47 on the sidings. Copyright.

ST Erth 1997 A 158865 Calls possibly with a service to Portsmouth Harbour. Copyright Andrew Tompson

An up Virgin HST awaits the righ of way at St Erth. 1997. Copyright Andrew Thompson

A very significant moment in rrailway history as 66011 passes through with the last fuel delivery by rail to Long Rock/ It's September 2013. Copyright Andrew Thompson.

Track rationalisation at St Erth Station. The 'orange army' take charge to rationalise the trackwork 1and remove the two sidings. It's the 10th November 2014 Copyright Roger Winnen

The scene at St Erth, the crossover removed and the two sidings alongside the main lines lifted. Copyright Roger Winnen.

153 372 provides the branch service. Copyright Roger Winnen.

The junction at St Erth for the St Ives Branch. 10th November 2014. Copyright Roger Winnen

SE26 cleared for an up service - 24th February 2016. Copyright Craig Munday

57601 runs into St Erth on a summers day. An undated picture from Andrew Thompson Copyright. N.B 57601 was leased to First Great Western between 2001 and 2003, it then went back to Porterbrook and is now on West Coast Railways - it comes to Cornwall occasionally on railtours.

St Erth Down Refuge Siding 17th July, 1977 Setting back to run wrong line to Camborne on a Merrymaker to Blenheim Palace. Copyright Roger Winnen

It's 1968 or 69 as a Western leads a wrong line running service over the crossover back on to the up line. Supplied by Andrew Thompson - photographer unknown.

St Erth station exterior

St Erth Signalbox

Now's the time to read the excellent article about a day in the box written by Craig Munday See our articles page. Also, below the photographs of the box below read the experiences of the late Cyril Hitchens.

st Erth signalbox track diagram May 1996 Copyright Dan Engstrom

St Erth signalbox action shot 1. May 1996 Copyright Dan Engstrom

St Erth Signalbox action shot 2 May 1996 Copyright Dan Engstrom

St Erth signalbox - the block instruments. May 1996 Copyright Dan Engstrom

St Erth Signal Box   Class 2   Memories of the late Cyril Hitchens

    On the main line there is a falling gradient to the east towards Hayle so all down goods trains had to back into the down refuge sidings before uncoupling to detach any vehicles. There was an outer home signal on the up main therefore it was in order to do any shunting within the station limits. The refuge sidings opposite the box were also used to stable the stock of any through branch trains when the coaches were not needed at St. Ives. During the summer there was a camping coach in the goods yard and the "campers" were able to use the station "facilities".
       One dark winter's night I was working the late shift at St. Erth. The 8.15pm Penzance to Truro local passenger pulled in as usual. On departure as the train passed the box I noticed what appeared to be a dark object on the side of the train at the rear so I sent the "Emergency- Stop & Examine Train" to Hayle. That is "Call Attention" followed by 7 beats on the bell. On arrival at Hayle the signalman there found that the dark object was the guard who had given the "Right Away" at St. Erth and then found, as he jumped on the running board he was unable to open the door to get back into the train. Hanging on to the side on a dark, wet night passing over Hayle Viaduct must have been quite an experience....
       Unlike the vast majority of the boxes in my area St. Erth is still very much in use and when main line trains arrive and connect with the frequent branch services the semaphore signals clatter up and down and you can see a typical GW junction station in full swing in the 21st. century albeit with different trains from those in my time!
                               C. H.

A track plan of St Erth recently acquired from the collection of the Late Cyril Hitchens a former signalman.

Taken 30 years ago in 1986, 37196 heads back to St Blazey after picking up the cement tanks from Chacewater. Drump Lane was the usual place to run around the tanks, but it must have closed by the time this shot was taken. The removal of this crossover precludes such arrangements in 2016. A 'skipper', class 142 waits to depart from the St Ives bay platform, Copyright Craig Munday

It's May 1996 and an down intercity service runs into St Erth station. Note the down refuge sidings which are level - the down main is rising up to the station. Copyright Dan Engstrom

57315 St Erth on down leg Chester to Penzance (Cornishman) on the 30th April 2016 Copyright Ron Westwater

With this site we endeavour to keep all our pictures from the right side of the fence unless they are from railway staff entitled to be elsewhere.
I therefore queried the superb picture above from Ron Westwater, I am very pleased on receipt of his reply copied below to use his picture. Hi Keith, This was taken from the end of the platform,a small wooden fence marks the end of the line I just couched down low at the fence and used a moderate telephoto (145mm). Know what you mean about trespass especially on a station but as far as I am aware its 100% legal.
Best regards, Ron

Views from the box 2017

St Erth Rail Grinder in St Ives siding 19th July 2017 Copyright Craig Munday

St Erth 2 57 602 waits to depart with the up sleeper 19th July 2017 Copyright Craig Munday

St Erth 11th November 2017 Copyright Andrew Triggs

St Erth - the new footbridge.

St Erth - preparations for the new footbridge. 19th October 2023. Copyright Dennis Clarke,

St Erth - alternative transport.

'Your onward transport awaits sir' - St Erth to St Ives. 19th October 2023. Copyright Dennis Clarke,

Hayle Causeway

Hayle Causeway 20902 and 904 0n weedkiller duties in 1990.Copyright Craig Munday

Hayle Viaduct

VIDEO LINK - HAYLE VIADUCT REPAIRS
The main line between Truro and St Erth was closed for the period 8th to 23rd November 2014 for major renewal works. An excellent 28 minute video of these works has been prepared by Mike Mycetes and is available if you click the link below.

http://youtu.be/FHSEB3qyKtc

Many thanks to Mike Mycetes of Hayle

1057 Western Chieftain Hayle viaduct 11th April 1973 Copyright Sid Sponheimer

1068 Western Reliance crosses Hayle viaduct 11th April 1973 Copyright Sid Sponheimer A scene much changed these days, the old dock builings have been swept away and replaced by a 'superstore, the old A30 is depicted on the sign, this is now the B330.

Running in to Hayle on the 10th April 1984 is 50012 Benbow . The structure of this viaduct looked none too healthy even then and was the subject of major renovation in November 2014 when the track was removed and the timber base replaced. Note that even in 1984 the piers seems somewhat askew - defective piers provided with concrete foundations alongside in 2013 Another feature of note in this picture is the rather temporary station building on the down platform - these days there are no buildings, only shelters. A very dangerous habit by dare devil youngsters, much frowned upon, is, at high spring tides of jumping off the viaduct hand rails into the water below. Copyright Mike Roach

150248 2c50 17.48 Plymouth to Penzance seen on Hayle viaduct 15th May 2010. Copyright Roger Geach

57605 pulls away from Hayle with 1C99, the 23.45 Paddington - Penzance Night Riviera on 1 September 2016. Copyright Keith Barrow

Alan Harris has kindly passed on to us a photograph which he has recently purchased to add to his large collection. This view shows the original Hayle Railway station which was located alongside the road and below the later viaduct in Foundry Square, Hayle. The Hayle Railway passed under the viaduct twice - having paralleled the road at Penpol Terrace it came to this station before continuing on the serve the docks. The station has long gone and the with road improvements son has the track bed at this location. Many thanks to Alan Harris for supplying this picture.

Hayle

A delightful shot as 57602 runs into Hayle with the Saturdays only up working to Plymouth and Exeter 17th June 2017 Copyright Craig Munday

Picture courtesy the Paddy Bradley Collection - and caption kindly supplied by Roy Hart :- A rare shot of a 'Dean Goods' at work in Cornwall. They appeared for just a few years before the first world war. The field of the picture is too narrow to see whether Hayle West box is still standing (immediate right of the picture) or whether the new Hayle box is standing out of view on the up platform. The change happened in 1912 and I would date the picture a year or so either side of that. Note the water column: Hayle had one on either platform until the end of steam, but enginemen disliked using them because of the poor quality of the water. All the best, Roy

An excellent shot of Hayle with the signalbox still operational as Peak No. 148 heads 1e21 the 11.35 Penzance to Leeds through Hayle on Sunday 8th April 1973 - Copyright Doug Nicholls

A gem from Syd Young - copyright. The station was double manned at the time, quite what the story is behind the flowers? A most unusual picture, a sort of personal shot. The stationman is thought to be Bill Stains obviously enjoying the unexpected gift of flowers, Cyril Hawes stands in the station doorway. We are most grateful to Syd for permission to use this picture and to Craig Munday for the contact

An evening down service accelerates away from Hayle behind a '47' in August 1976 Copyright Mike Roach Note the wharves branch in situ and also the recently (2014) dispensed level crossing.

50030 Repulse on down stopped - on a summers evening. Copyright Craig Munday

The return Cornish Coastal Pulman crosses Hayle viaduct. 13th August 2022. Copyright Dennis Clarke.

Hayle Viaduct. 5th February 2023. Copyright Dennis Clarke

A nice study of Hayle signalbox by Roger Geach taken on the 5th April 1978

Another nice study of Hayle Signalbox, this time by Steve Burdett. Copyright

Julian Hanwell takes a look at Hayle Box in 1979

Julian Hanwell takes a look at Hayle Signalbox in 1979. Copyright

Hayle box in 1981. Copyright Craig Munday.

Hayle Signal Box Memories of the late Cyril Hitchens

The Hayle Signal Box that I worked had a 35 lever frame and was designated class 3. It was situated on the up platform and, as a result of the platform's narrow width, the box was built with an unusually narrow brick locking room which the glass and timber upper floor overhung on supporting brackets. The external access steps projected outwards at the Penzance end. The station lay on a gradient of 1 in 285 which stiffened to 1 in 84 at the platform end towards Gwinear. To the west it fell for another mile before rising into St. Erth. Hayle Box served not only the main line and station sidings but also the branch to Hayle Wharves which fell away behind the box on a gradient of 1 in 30. The goods shed siding was on the down side ( where the camping coach now is ) and there was a goods loop behind the up platform. The goods yard with its 3 sidings was also on the up side with the Wharves Branch falling away beside it.
       Most of the traffic came from down goods trains which used the crossover which was situated a fair distance away at the other end of the viaduct so all shunting movements had to be done from there. Vehicles were placed in the loop behind the signal box. An engine would come out from Long Rock to shunt the wagons into the yard and work any traffic down to the wharves. When wagons came up from the wharves they would be propelled back into the loop behind the box, the loco would run round its train and work it back to Drump Lane picking up further wagons at Gwinear Road, Camborne and Carn Brea if required.
       Every weekday morning there was a light engine (usually a 45xx or 55xx) booked off Long Rock to run light to Gwinear Road to shunt and form up the 07.30 mixed train to Helston. On the working schedule it stated that the loco would do a shunt at Hayle if required, which was more often than not. One winter's morning the shunter at Hayle told the signalman (not me!) that the engine was required to do a shunt in the yard so the points and signals were duly set. As the loco approached Hayle the driver and fireman were busy discussing the previous weekend's rugby and misread the signals. The engine turned off the main line and went through into the yard and collided with the wagons in one of the sidings causing quite a bit of damage including to the buffer beam of the loco. Fortunately there were no chemical
tank there at the time otherwise things could have been much worse.
       Later in my career the track layout at Hayle was rationalised, all sidings were removed and trains from the Wharves would gain the main line at the up facing point and cross the viaduct wrong line to the crossover to the down line and run through to St. Erth before running round. Wharf traffic ceased in 1982 and the box closed on July 7th that year.
C. H.

An interior view of Hayle Box looking west in 1979. Copyright Julian Hanwell

An interior view of Hayle Box looking east in 1979. Copyright Julian Hanwell

A close up of the block instruments in Hayle Box in 1979. Copyright Julian Hanwell

Getting down to it, or rather up and under! Hayle Box signal linemen, 'Jimmy Hendra' (smoking) and 'Chris Black' servicing the Bk instruments at Hayle about 1976 Copyright Julian Hanwell

Jimmy Hendra up the Hayle Wharf up home signal. (1976 ish) Copyright Julian Hanwell

This is Julian Hanwell - the young man responsible for many of the pictures - his photograph taken by the late Percy Brooks.

More on Hayle Signal Box - this the memories of Craig Munday

I have a picture of Hayle box after it was rewired with standard WR block instruments (just visible on top the cupboards in Julian's picture). It was remarkable really. Hayle was given an illuminated diagram including the "lozenge" light style track circuit indications and the spagnolletti blocks (not a spaghetti dish) replaced in around 1980. The box only saw traffic for a further 18 months before it was mothballed, most of which it was switched out of circuit of course, and demolished in 1983. I think the last Hayle Wharves branch trip was 1981 from memory.

One piece of equipment I can vaguely recall was an over-ride for the red / green crossing lights which prevented the crossing lights turning red for the Wharves train. In normal operation, the red lights came on when an Up train entered Hayle cutting. The branch train would diverge before the crossing and trundle around the back of the box. There was an over-ride switch (which Percy Brookes always seem to curse each time he set it)!

Another amusing story concerns a warm day with the box switched out of circuit. A Driver mentioned to the St Erth Signalman that Hayle's down distant was showing yellow. One of the Hayle station staff investigated and noticed that the down advance starter (Section signal) had dropped to "Wrong". He thought he was being helpful by dropping the distant back into the frame, and taking the Starter signal lever back to tighten the wires. Unfortunately he put the down starter too far into the frame and the lock caught. In a panic he then tried re-clearing it, but a line-clear from St Erth was required! With the box switched out of circuit, there was no option but to place all the down line signals to danger, and get a qualified Signalman to open the box and pull off properly. A good turn can often cause implications!!

Thanks for the info and story Craig

HAYLE STATION Hayle station remained essentially the same for a hundred years. The West Cornwall Railway opened their new high-level line through Hayle in 1852 (standard gauge) and mixed gauge arrived in 1866. The layout consisted of a loop with up and down platforms, goods shed on the down side and engine shed on the up. The line to the west over the viaduct to St Erth was doubled immediately after the gauge conversion. Following the conversion of the gauge in 1892, Board of Trade rules required two signal boxes: West box at the Penzance end of the down platform controlled the junction to the wharves and East box, beyond the overbridge on the up side, controlled access to the single line to Gwinear Road. In 1911, the line was doubled to a temporary box at Angarrack, which, together with a relaxation of the rules about the distance points could be manually operated, enabled a new central box to be opened. This box can be glimpsed in the picture. It was built on the up platform, but because of the narrow space, the operating floor oversailed the lower floor. The station building at Hayle (shown in the picture) was a rather mean WCR affair, not unlike its contemporary at Redruth. A subsequent raising of the platforms meant that one climbed steps to reach the trains. There was an up goods loop behind the up platform and two (later three) sidings parallel with the wharf branch. All except the wharf branch was lifted in the mid-1960s. Photograph from the Alan Harris Collection. Caption kindly provided by Roy Hart.

The engine shed dated from 1852 and is thought to have fallen into disuse in about 1906; trackless after 1933, it remained standing until the late 1960s. From the Alan Harris Collection, Caption by Roy Hart

Roger Geach writes:- Re Western Renown on Hayle viaduct . Note it is one of only 5 that was fitted with the experimental air cab systen to try and improve cab temperatures. Note the vent above the headcode panel on the drivers side. Only 1012/28/39/56 and 71 had them fitted from around 1971 onwards. I cannot id the train but believe its one of the overnight services arriving at Penzance breakfast time.

Hayle Signal box. This is but a small part of the collection of pictures by the late Patrick English, an avid model maker. No doubt these views formed a part of his scenery somewhere.

1006 Western Stalwart arrives at Hayle. 18th May 1974 Copyright Roger Winnen

Hayle in February 2023 - Dennis Clarke

Hayle 43198 and 43160 on the 06.50 BTM to Pz. 9th February 2023. Copyright Dennis Clarke.

Hayle - east end, showing vegeataion cut back. 9th February 2023. Copyright Dennis Clarke.

Hayle - Harvey the camping coach on the downside. 9th February 2023. Copyright Dennis Clarke.

Many thanks Dennis

The original Hayle Railway route

The first railway route between Hayle and Redruth, the Hayle Railway was opened on the 23rd December 1837 and ran from a terminus at Hayle Foundry Square to a station established on the west side of Redruth. This station later became a rail served coal yard and is now a car park.

Guildford Viaduct . Located on the outskirts of Hayle 384' long 56' high. A six arched structure which replaced the original timber viaduct 1n 1886.

Angarrack Viaduct 798feet long, 100 feet high. This replacement structure was completed in 1885. The eleven arch structure over which the track rises by 20 feet dominates the village below. In the first picture the viaduct is against a background of Hayle Towans. In the second picture a white building on the right hand horizon indicates the top of the Angarrack incline. This cease to be used in 1852.

Angarrack Viaduct - a view from the garden of Dennis Clarke's sister in law. 1st July 2022.

This viaduct was constructed of granite from Tregenhorne Quarry and transported to site by road. A number of fatal accidents occurred during its construction, a crane overturning and falling some sixty feet to the ground and also when a block of stone fell from a crane killing two men. Reference a report from 'Brunel's Cornish Viaduct; by the late John Binding.

140624m Two close ups of the massive viaduct at Angarrack - this view looking towards the Hayle end of the viaduct. Copyright Roger Winnen

140624l Angarrack Viaduct, this time looking towards Gwinear Road. Both of the above views are from the south side. Copyright Roger Winnen

The perfect match. Quite an incredible picture as Network Test train 1q18 crosses Angarrack Viaduct on the 11th March 2016. The question is, was this the first ever pantograph fitted train in Cornwall?? Copyright Craig Munday

750309a A peak wrong line running crosses Angarrack Viaduct on route to Camborne. Copyright Roger Winnen

47827 with the 1330 Penzance to Plymouth north of Angarrack Viaduct on the 29th July 1993 Copyright Roger Geach

Gwinear Road

From the Guy Vincent Collection.

Gwinear Road station closed 5 Oct 1964, the signal box remaining open until 31 Oct 1965

Definitely a posed picture! A copy of a very old picture found in a garage at Callington. It was, as suggested, taken at Gwinear Road. Kindly sent in by Lawrence Parker.

Roy Hart writes - from Burma. An expansion of the picture shows that the main line has been 'narrowed' - it looks like fresh ballast, so the work could have been recent: this would put the scene at about 1893, I'd say. Many thanks Roy.

Gwinear Road, a very interesting picture showing the first position of the signalbox - the very large gates here were in high winds 'operationally difficult', and station staff had to be called to assist the signalman. From the collection of the late Cyril Hitchens, one time signalman in the box later established on the far end of the down platform on the right. At least eight station staff noted in this posed picture - is that a very large dog or a sheep awaiting transport, whatever it looks very interested in the proceedings! The first bridge on the Helston branch is evident in this picture.

For another very early picture of Gwinear Road station - from Cornish Memories try clicking here http://cornishmemory.com/item/HFM_6_226

Gwinear Road, the last day of passenger trains on the Helston branch. 3rd Nov 1962. The extremely long crossing gates proved to be more than the signalman could manage in high winds. Stations staff were called upon to assist! Gwinear Road East Signalbox (Closed 20th June 1965) was just out of sight between the sidings and the curve of the main line to the left of this picture. 3rd November 1962 Copyright Mike Roach

A Gem from the Mike Morant Collection. 1008 County of Cardigan stands at Gwinear Road (Change for Helston) in July 1962, station staff wait the 'right away'. Further back on the right stands one of the branch trains with a class 63 loco - this will have to run round its train before setting off for Helston once more. The station at Gwinear had just over two years to go, it closed on the 5th October 1964 however as the Helston branch closed to passengers on the 5th November 1962 it would have served little purpose after closure of the branch, the village of Gwinear being quite remote from the station would have generated few passengers. As for the County of Cardigan, it had been built just after WW2 in December 1945 and lasted 18 years to December 1963. It was scrapped at Cashmores, Newport. 160709_W_BR_1008_Gwinear_Road_7-62

Gwinear Road September 1964. A Cross Country set calls at the up platform. Copyright Laurence Hansford N.B. Laurence comments on the quality of the ride and forward view from these units - real luxury indeed.

A study of the gates and crossing taken in 1963 from the east end of the up platform. The Helston branch appears to have been lifted. The house in the background marks the spot today. Picture taken by the late Frank Sperritt. Copyright and permission from Pat Sperritt.

Looking across the main line - the signal box and up platform buildings are clearly visible. Picture taken by the late Frank Sperritt Permission to use kindly given by Mrs Pat Sperritt. Copyright

A privileged view of Gwinear Road Crossing taken from the up side probably in the early 70's. When the crossing included also the metals of the Helston branch on the far side it can be seen just how long it once was! From the Mike Hitchens Collection

The Helston branch, in the foreground made a straight approach to Gwinear Road station whereas the main line was steeply banked for a sharp corner. The station masters house is off the left. Picture from the Alan Harris Collection.

A zoomed view of the picture above, note the long crossing gates, the signal box now located at the east end of the down island platform. From the Alan Harris Collection

Map of Gwinear road station around about 1902 - reproduced with permission of the National Library of Scotland.

A much appreciated footnote from Roy Hart
The Gwinear Road picture dates from about 1960. The original Gwinear Road West box was on the up side (1887). It was replaced by a new box on the island platform in 1915, coinciding with the completion of double line from Hayle. The gates were very wide, of course (3 tracks) and were held in place by 2 mechanical stops on each side instead of the normal one. I remember as a teenager being allowed to work the gates and having to throw my whole weight on the wheel. No wonder they had to bring a porter out to help push the gates when the winds blew. Gwinear were the first automatic half-barrier gates in Cornwall, but not the first barriers (that was Long Rock, 1961).
The cattle pens (on left) fell out of use for their designated purpose after the war, but by the time of the picture, they were used for wagons of sand, several of which can be seen.
The short spur in the foreground was used for stabling the Helston goods brake van.
Till the day it closed, Gwinear Road had no running water:it was delivered by train. Even the big 1930s house next to the station (not the railway house shown in the picture) had to rely on a well. Shunting engines had to go to Praze for water (which is why Praze had a column).
These were the days when residents of Camborne-Redruth had to go to Gwinear Road or Truro to catch the Cornish Riviera Express!
Many thanks indeed Roy.

Gwinear Road from the 25 inch map 1905 app. Reproduced with permission of the National Library of Scotland. Note signal box in original position to the north of the up line. From the Alan Harris Col

Work in progress at Gwinear Road Level Crossing June 1976 Copyright Mike Roach. Any motorist seeing that the crossing was clear was in for a surprise if attempting to cross the sharply curving main line at this point at anything over about 20 MPH - the rails are super elevated and the crossing consequently 'quite humpy' - this was the first barrier protected crossing in the county.

Gwinear Road level crossing 50 039 Implacable roars across on the 5th Aug 1983 Copyright Mike Roach

The 2 car DMU en route from the West Somerset Railway to the Helston Railway spent several months in the Cattle Dock at Gwinear Road prior to onward transport to Trevarno. Summer 2006. Copyright Mike Hitchens.

Another view of the same unit in the summer of 2006. The notice announces that the DMU is under restoration by the Helston Railway Diesel Group. Summer 2006. Note the sharply curving and elevated main line just east of Gwinear Road Level Crossing. Copyright Mike Hitchens

A view from the east of Gwinear Road West Signalbox. Note the heavy gates which were difficult to move at times of high winds. 3rd November 1962 Copyright Mike Roach.

Gwinear Road West Signalbox was located at the end of the island platform just beyond the footbridge and before the level crossing. 3rd November 1962 Copyright Mike Roach

The interior of Gwinear Road West signalbox taken by the late Frank Sperritt. Permission kindly given for its use by his widow Pat Sperritt. Copyright

Gwinear Road West Signal Box
Memories of the late Cyril Hitchens

The Gwinear West box that I knew was a class 2 box. It was of the usual GW construction and appearance and was situated at the up end of the down station platform, an island. It had a 49 lever frame, a token machine for the branch section to Nancegollan, up and down absolute block instruments, a permissive block instrument for the permissive loop line between the East and West boxes and a detonator placer for the down main. There was also a low geared wheel and rachet for operating the crossing gates which were the second largest on the Western Region as they had to span both platforms, the up and down mains plus the Helston branch. On windy days we had to get a porter from the station to help push them open to ease the strain on the operating rods. There was also a pair of pedestrian wicket gates which could be locked from the box.
       It was an awkward and busy box to work with the main line and branch traffic as well as controlling the access to both up and down yards. West Box was open from 04.40 until the 15.30 from Paddington due off Camborne at 22.15 had cleared Long Rock. The station had a poor layout and every main line, branch and shunting movement required the closing of the gates, often for long periods which did not please road users who sometimes came to the box via the footbridge to make their feelings known. On one occasion a local doctor came to complain saying, "What about my patients?" I replied, "There's a non-stop train due so if I let you onto the crossing now you won't be in a fit state to see any patients." He did not reply!
       On one occasion, in the early diesel days I had a D63XX come up from Long Rock to shunt the down yard. It was a dull, dark, miserable morning as the loco rolled to a stand in the up platform. I instructed the driver to reverse to the crossover at the west end of the station and from there gain access to the branch platform and thence to the sidings. In the gloom I watched the loco reverse slowly back down the line and then I waited for a long time for a blast on the horn to indicate that he had crossed over and was ready to move once more. As the down postal, which should never be delayed, was due soon I was getting anxious and assumed the loco had crossed over and sounded its horn but I had not heard it. It was almost impossible to see the engine in the fog but as its lights appeared stationary I pulled the points back to normal. I did this as the loco was slowly crossing over and in so doing I completely derailed the engine blocking the up line! It took some time to clear the engine and reopen the line and the knock on effect on the day's service was considerable. Among the trains delayed was one taking supporters to watch Plymouth Argyle..... The crossover points were disconnected and the down line point clipped. Single line working was set up between Camborne and Hayle with the Camborne shunter being pressed into service as pilotman. The Helston branch continued to operate as normal. Why the crew had taken so long with the reversing movement I don't know but privately I believe they had problems getting to grips with their "new fangled diesel". Subsequently I was summoned to Plymouth to explain myself to the District Manager. He was sympathetic and saw that my action was taken in good faith so I emerged with a "verbal caution".
       On another occasion I was cycling from the level crossing to East box to open up at 06.00 in time for the 05.40 Ponsandane to Tavy. Jct. freight. West box, already open at 04.40, had a goods train in the down platform which was being backed into the refuge siding to clear a path for the down "milky" (empty tanks for St. Erth) which was already proceeding from Camborne under a caution (Reg. 5 Section clear but station blocked. Gwinear West would have sent bell code 3-5-5 in response to this). As I continued towards East box I noticed, to my horror, that the down main home signal had frozen in the off position. I kicked the balance weight a couple of times and to my relief the signal arm rose to "on". Had the driver of the milky seen the home at green as he passed under Sandy Lane bridge he would have opened up and struck the good train fair and square as it reversed into the refuge. I like to think that this "paid back" for the derailment I had caused earlier.
       An odd memory from my days standing in the box watching a non-stop steam hauled down train approach is that it always looked as if the buffer beam would strike the down platform as the loco rounded the sharp curve.......it never did. As is well known the once busy yards, the Helston branch, the boxes, the station and the popular refreshment room down beside the road have all disappeared. My last task at Gwinear Road was to monitor the automatic crossing barriers on some occasions after they were first installed. This included being on duty at 00.15 on Boxing Day morning 1965 to see the progress of the up milky. I parked my car adjacent to the crossing in good time and sat and waited. After a few minutes a police car turned up and an officer came over and asked if I was sleeping off the Christmas celebrations. Initially he wasn't impressed with my answer that I was "waiting for a train" but after further explanation all was well. This was my last shift at Gwinear! CH

Gwinear Road Track plan showing Gwinear Road East and West boxes. Diagram with many thanks to Peter Butt

Gwinear Road East     Memories by the late Cyril Hitchens
Gwinear Road East was my first main line signalling job. The box had a 15 lever frame and permissive block instruments for the up loop and a detonator for the down main. Often up freights would refuge in the up loop and the loco would pull across the main lines and set back into the down yard to collect any wagons off the Helston branch which had been propelled to the far ends of the loop sidings 1,2 and 3. Movements had to be carefully timed so as not to interfere with main line traffic. Sidings 1, 2 and 3 were called No. 1 down yard and sidings 4,5,6 and 7 were called No. 2 down yard. East Box was open from 06.00 until 22.00 or until the 19.30 Ponsandane to Tavy. Jct. freight had cleared Camborne. Vehicles without rear lights were permitted within the confines of the station from the up sidings but were protected by West box keeping the point set to the up sidings until the entire train was in the up loop. The box was particularly busy during the sugar beet, broccoli and potato seasons especially on Tuesdays, Thursdays and Saturdays when as many as 13 additional trains were dealt with in a day working block to block up to Truro and beyond. On my "promotion" to West box a fireman, who was a talented artist, presented me with a cartoon showing me as a mounted cowboy with the caption "Go west young man!"
       The Helston line closed to passengers in Nov. 62 and to freight in Oct. 64. Gwinear Road station closed in Oct. 64 and I remember in the period between the removal of branch passenger services and total closure the sign just said Gwinear Road with the "For Helston The Lizard Mullion & Porthleven" blanked out. Latterly some of the sidings were removed or used for storage until the boxes were closed in 1965, East in June and West in October. During that year an inspection trolley was used in demolition and track recovery and I recall a return trip to Nancegollan, perhaps the last "train" on that section.

                                                                                                                            C. H.

Gwinear Road - the last days.
Michael L Roach and Roy Hart

Gwinear Road Station closed 55 years ago on Monday 5 October 1964. The last passenger trains scheduled to call were:

17 23 Plymouth to Penzance at 19 40 on Saturday 3 October
19 55 Penzance to Plymouth at 20 20 on Saturday 3 October

There were no Sunday trains

Gwinear Road was the junction for the Helston Branch

The freight-only Helston Branch also closed completely the same weekend; it had been closed to passengers about 2 years earlier.

Rather strangely Gwinear Road Station stayed open for goods for another 10 months to 9 August 1965. In earlier years one of the commodities to be taken out of the area by rail was beach sand from a sandpit just to the north of Gwithian Village some 2½ miles to the north-west of the station. The former sandpit survived the closure of the station by several decades, and after closure became a nature reserve.*

Gwinear Road Station was very roughly mid-way between the villages of Connor Downs and Carnhell Green. In the middle of Carnhell Green is a crossroads where the finger post still in 2019 proclaims the distance to Gwinear Road Station as ¾ mile. The station is also still signposted from the next road junction to the south on the B3280.

* Mike was asked about the staying open for goods for an extra 10 months -
MLR/27 September 2019 If parcels traffic had not ceased earlier (as it did in some cases) then when passenger services ended parcels traffic would normally cease on the same day. This is because the station buildings would be locked up and later demolished; there would be no staff left; and no passenger trains calling to load the parcels onto. Of course there are always exceptions to any rule. If a station was dispatching hundreds or thousands of parcels a day a parcels train could call specially to pick them up. This might occur in an a large urban area possibly, but not at Gwinear Road. Even in an urban area BR would normally just expect the company dispatching the parcels to take them to a different station for loading. Its worth mentioning here that it was the arrival of the railways that allowed mail order to take off. It was a Welsh entrepreneur who set up the first modern mail order business in 1861 in Newtown in Powys. His large Victorian warehouse still stands directly opposite the railway station in Newtown.

You might like to run these words past the very knowledgeable Roy Hart to see if has anything to add. * Roy has added :- see below.

Best wishes, Mike. Many thanks Mike for a most interesting reminder.

Roy Hart writes - Further to Mike's very interesting piece:

It was known when the Helston passenger service ended, in 1962, that a freight service would continue for 2 years only. October 1964 was the expiry date of the contract for daily meat traffic from Helston. On 5th October 64, the East box at Gwinear Road was switched out (it remained switched out for 9 months) and the yard was cleared of wagons over the following weeks. A final train ran to Helston on Thursday October 8th to clear Helston, Nancegollan and Praze sidings.
I am not sure, but I believe that some perishable traffic continued to be loaded on the west end sidings at Gwinear Road in the spring of 1965.
In June 65, the up goods loop between West and East boxes was lifted and the East box abolished. All point connections, ground discs and subsidiary signals at West box were taken out of use in August 1965, leaving the box working just the running signals and the level crossing. Thus it remained until it was abolished in the October.

Gone were the days to 'change here for Helston, The Lizard, Mullion and Porthleven'!

Roy

Roger Geach reports that - I was also out that day and the only van train I saw was 47001 on the 4a13 1545 Penzance to Pad vans passing Combe St Stephen at 1726 . This may be the loco and van train in the picture as photographed by RW (Middle of 4th row down). it looks like 4a13 train.

57 604 Pendennis Castle 9th August -2014 Copyright Mick House A very pleasing picture in these modern days of DMU's and HST's etc is a clean smart locomotive. Here 57 604 gleames as passes over Gwinear Road Level crossing. The loco is working empty stock of the day coaches of the Night Riviera to Par from whence they carried passengers to Exeter - the return run later in the day was through to Penzance. The photographer Mick House has highlighted the Cornish Flags either side of the centre lamp bracket. Copyright Mick House N.B. The super elevation of the rails on the sharp curve at this point deters motorists from speeding across!

EWS 66160 and 6C21 at Gwinear Rd Level Crossing. 28th September 2011. Copyright Brian Pibworth.

Good Afternoon, Keith. To make the most of being confined to barracks for the time being, I have been using the time to do some catalogue housekeeping and came across this picture which seems somehow to have avoided my CRS folder.
Not just the season of the year about to change as 6C21 WO 12:00 St.Blazey-Long Rock in the charge of EWS 66160 brings loaded fuel oil tanks past the remains of Gwinear Rd Station Yard on 28th September 2011.
It isn't the easiest location for a midday down train, especially when harsh Autumnal shadows demand post-production. In this shot I am standing on the site of the Helston Branch and just glad that "the tanks" ran for a couple more years.
With kind regards to you both. Brian Pibworth.

43005 on the 09.50 Plymouth - Penzance at Coswinsawsin. This is just north of Gwinear Road. 30th March 2019 Copyright Chris Harvey

Penponds - The Great Briton railtour makes a very pleasant shot as it runs down from Camborne. The monument on Carn Brea makes a smashing corner to the picture. 26th April 2016 Copyright Craig Munday

Penponds viaduct Length 693 feet, height 45 feet. This viaduct was built as part of the process of eliminating the Penponds incline. The original Hayle Railway crossed the same valley at a much lower level just to the north alongside the existing viaduct. This alignment can still be seen. The original Hayle Railway formation passed under the approach embankment at the east end of the viaduct. This viaduct replaced a former timber structure on this site on 3rd September 1889.

Penponds original viaduct Copyright 'Victor MenHennet Collection (Waterloo, Ontario) From a postcard.

Penponds viaduct taken long before undergrowth obscured the view of the former Hayle railway route. Picture by Mike Hitchens Copyright

Penponds viaduct, the east side, taken on 16th March 1975 Copyright Roger Winnen

Penponds incline - an aerial view

This picture, courtesy of RNAS Culdrose, was supplied to Penponds School (Bottom right) which at the time was undergoing major building works. We're looking north, the village of Penponds lies in the centre, the main line, is marked by red dots and yellow dots mark the course of the Hayle Railway incline (closed 16th February 1852) through the village. Between the two left most yellow dots alongside and across Mill Road lie the two bridges seen below. Our thanks to Mike Hitchens MBE, a much respected former member of the school staff. Copyright.

One of the abutments of the bridge that carried the Penponds incline over Mill Road in Penponds village. Number 30 lies behind this point. Copyright Victor MenHennet

Another view of the same bridge. Copyright Victor MenHennet

A few yards further up the incline towards Camborne a field gateway is spanned by this bridge, it looks as if some of the original rail is still in position. Copyright Victor Menhennet

Another view of the same bridge by Victor Menhennet Copyright.

Pendarves Road bridge

Comedian 'Jethro' used to make fun of the fact that not all trains stopped at Camborne. His Joke was entitled 'This train don't stop Camborne - Wednesdays' - and here is just that - a non-stop service rushes down the bank towards Hayle leaving a stopping service in the up platform. February 1984 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/

For Camborne and beyond see
Camborne to Redruth (Drump Lane)