CORNWALL RAILWAY GALLERY
MAIN LINE
TRURO AREA
Penwithers to Buckshead
MAIN LINE
TRURO AREA
Penwithers to Buckshead
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 picture to obtain an enlargement and further details
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
At Penwithers
50039 on the Down CRE passes Penwithers Jc 3rd January 1965. Copyright Neil Phillips
Views from on top of Truro Tunnel
Penwithers Junction & Highertown tunnel (70 yards)
The Cornwall Railway opened from Saltash to Truro to passengers on 4th May 1859 and to goods on the 10th October 1859. However it wasn't until the line was extended through the 70 yard Truro tunnel to Falmouth - this opened to passengers 24th August 1863 and to goods on 5th October 1863.
Leaving Truro station trains faced a stiff climb of approximately 1 in 60 up to the tunnel, at both ends of the tunnel there were deep cuttings, a short one at the west end but a long and very deep on at the east end. These cuttings are largely hidden from public view these days as the abandonment of steam traction has demanded far less vegetation control and quite large trees are apparent. However the following three pictures one can see the views, firstly to the west and then to the east.
Leaving Truro station trains faced a stiff climb of approximately 1 in 60 up to the tunnel, at both ends of the tunnel there were deep cuttings, a short one at the west end but a long and very deep on at the east end. These cuttings are largely hidden from public view these days as the abandonment of steam traction has demanded far less vegetation control and quite large trees are apparent. However the following three pictures one can see the views, firstly to the west and then to the east.
Looking West
A class 22 is seen bringing a goods off the Newham branch on to the Falmouth branch. Here the loco would have to run round before taking its train to Truro Yard. The run round itself was hampered in that the loco would have to enter the up main line and then using the crossover gain the down main and then the Falmouth branch. Whether it would have propelled its train up the Falmouth branch and then come forward to join the up main or simply have used the crossover is not known. In the foreground is a cutting which, if track were laid, would have provided direct access to the Newham branch. The original West Cornwall Railway, from Penzance passed behind the signalbox and crossed the then broad gauge Falmouth line as it headed to its terminus at Newham. Copyright Sid Sponheimer
Penwithers Junction in July 1972. Copyright Roger Winnen
Looking East
6397 climbs out of Truro through the deep cutting leading up to the tunnel on 1st June 1957 Copyright the Late Jon Wood Collection. Note the large water tank on the left, also the left, tucked into a nich cut into the steep hilside lay Truro Engine shed. This closed at the beginning of March 1962
Another view of the cutting with 5500 heading a train leaving Truro.1st June 1957. Copyright The Late Jon Wood Collection
Other views in the Truro tunnel and Penwithers Junction area
Penwither Junction. A view through Truro Tunnel at the divergence of the Falmouth branch as 47 266 lifts its train out of Truro on the 31st Aug 76 Copyright Sid Sponheimer
Its late on a summer Saturday evening as Roger Winnen takes a rearward view through Highertown tunnel at Truro. Copyright
A note from Mike Roach :- The West Cornwall Railway crossed the proposed route of the Falmouth Branch on the level and went down to Newham Station. To make it easier for passengers changing trains the West Cornwall constructed a narrow gauge loop from Penwithers down to the present station. This would have been standard gauge when constructed and on the north side of the tunnel. On the south side would have been the broad gauge Cornwall Railway main line to Falmouth. One tunnel, 2 lines, different gauges. This situation only lasted a few years, and may have been unique. Surprisingly, the narrow gauge through the tunnel opened first in 1860 and the Falmouth Branch opened in 1863. There are good maps on Wikipedia of the sequence of railways in this area.
Crew-training on the Class 46s continued into the first four months of 1970, with green-liveried Peaks well outnumbering blues ones during this period. D155 - the regular engine on 1C30 for the first half of April - is seen leaving Highertown Tunnel on the approach to Penwithers Junction. The gorse in the foreground grows on the earthworks for a direct link onto the Newham branch which was never completed. On April 23 this train produced D127, Cornwall's first Class 45.
Penwithers Junction Signal Box Copyright Keith Jenkin
Penwither Junction Signal Box Keith Jenkin
Penwithers Junction Signal Box
Notes by the late Cyril Hitchens
Notes by the late Cyril Hitchens
Penwithers Junction Signal Box was situated in the triangle between the Falmouth Branch which follows a straight course and the main line to Penzance, which curves sharply away to the right. It also controlled the Newham goods line. Readers will be aware of the development of railways in the Truro area which accounts for the rather odd appearance of the junctions.
The box was brick built with the usual large sliding windows two of which were at the back overlooking the Falmouth line. Inside was a coal stove and oven, an oil stove and oil lamps for lighting. It was fitted with a 36 lever frame and had the usual block instruments for working with Chacewater and Truro West. There was also an electric token instrument for the single line section between Penwithers and Perranwell and a wooden train staff for the Newham branch which was worked "one engine in steam". Penwithers also controlled the IBS on the down main after the closure of Baldhu box. When I was learning different boxes it was my practice to sketch the layout, note the lever numbers etc.... A copy of my original sketch (probably done in about 1958) accompanies this article and can be compared with photographs of the layout as it existed at the time.
The steps to the upper floor were outside and there was a wooden walkway across the branch line loop to hand the token to the drivers of the down branch trains and to collect it from the up. There was a chemical toilet in a separate building a short distance from the steps. It was a busy box with main line traffic, Falmouth branch trains and awkward access to the Newham line. A lot of walking was involved to hand over and collect tokens. Certain branch drivers tried to do this at some speed especially when dmus were introduced!
The goods for Newham, mainly coal for the gasworks, would come out from Truro West hauled by a pannier tank, a 45xx, 55xx or, latterly, a D63xx. It would collect the staff, draw clear of the point and then propel down to Newham. On return it would draw in on the down Falmouth line and stop to allow the engine to run round. This was done by sending the loco down clear of the up branch points, back on the up branch, across the down and up mains, back through the crossover to the down main, onto its train on the down branch, couple up, back through the crossover to the up main and thence through Highertown Tunnel and back to Truro. Timing this operation was important so as not to delay any other traffic.
Penwithers Box was very difficult to access (this was obviously well before the days of Health and Safety). By this time I had a car (a Reliant 2x1) so I would drive from Camborne to the outskirts of Truro, turn down Penwithers Lane and then turn into another lane by a Falmouth branch bridge where there was a pull in with room for a couple of cars. Then I had to climb a 5ft. wall, scramble up a 20ft. embankment and finally walk to the box on the Falmouth branch track. Try this at 4.30 on a wet morning in pitch darkness!
One evening, on leaving work at 11pm., I locked up and began the journey back to my car. From the top of the embankment I could see there was another car parked beside mine. I slid down the bank, climbed over the wall and jumped down with a THUMP, landing right beside the other car, scaring the occupants, a courting couple, out of their wits. I never saw them there again.
During lulls in traffic signal boxes could be good places to be. There were unrivalled views from Penzance and St. Ives and the peace and quiet of isolated Baldhu and Shepherds. Penwithers was no exception. One summer Sunday I was relieving there-the weather was beautiful-no trains about-so I settled down to read the paper which had been dropped off by one of the Falmouth bound drivers earlier in the day. Suddenly I heard a noise which I ignored at first, then it happened again so I looked out if the back window. I could see two young boys playing on the bank near the up branch home. The became more adventurous and started playing with the weights. They realised that by lifting them they could place the signal in the off position. As their confidence grew the began to climb the signal and play with the arm pulling it on on and off. They were too far away for me to shout to them so, as there were no trains about, I gently pulled the lever to place the lever in the off position. For the next 15 minutes I watched as the boys tried to replace the signal to danger, climbing up and down, pushing the signal arm, on the ground lifting the weights, one up the post and one on the ground pulling at the wires etc. etc......all to no avail. Eventually they scampered off, convinced they had broken the signal and would be responsible for a train crash later that afternoon.
From 7th. November 1971 the junction was rationalised, the Newham line was taken out of use, the signal box was closed and 2-way working was introduced for the Falmouth branch from Truro.
C. H.
The box was brick built with the usual large sliding windows two of which were at the back overlooking the Falmouth line. Inside was a coal stove and oven, an oil stove and oil lamps for lighting. It was fitted with a 36 lever frame and had the usual block instruments for working with Chacewater and Truro West. There was also an electric token instrument for the single line section between Penwithers and Perranwell and a wooden train staff for the Newham branch which was worked "one engine in steam". Penwithers also controlled the IBS on the down main after the closure of Baldhu box. When I was learning different boxes it was my practice to sketch the layout, note the lever numbers etc.... A copy of my original sketch (probably done in about 1958) accompanies this article and can be compared with photographs of the layout as it existed at the time.
The steps to the upper floor were outside and there was a wooden walkway across the branch line loop to hand the token to the drivers of the down branch trains and to collect it from the up. There was a chemical toilet in a separate building a short distance from the steps. It was a busy box with main line traffic, Falmouth branch trains and awkward access to the Newham line. A lot of walking was involved to hand over and collect tokens. Certain branch drivers tried to do this at some speed especially when dmus were introduced!
The goods for Newham, mainly coal for the gasworks, would come out from Truro West hauled by a pannier tank, a 45xx, 55xx or, latterly, a D63xx. It would collect the staff, draw clear of the point and then propel down to Newham. On return it would draw in on the down Falmouth line and stop to allow the engine to run round. This was done by sending the loco down clear of the up branch points, back on the up branch, across the down and up mains, back through the crossover to the down main, onto its train on the down branch, couple up, back through the crossover to the up main and thence through Highertown Tunnel and back to Truro. Timing this operation was important so as not to delay any other traffic.
Penwithers Box was very difficult to access (this was obviously well before the days of Health and Safety). By this time I had a car (a Reliant 2x1) so I would drive from Camborne to the outskirts of Truro, turn down Penwithers Lane and then turn into another lane by a Falmouth branch bridge where there was a pull in with room for a couple of cars. Then I had to climb a 5ft. wall, scramble up a 20ft. embankment and finally walk to the box on the Falmouth branch track. Try this at 4.30 on a wet morning in pitch darkness!
One evening, on leaving work at 11pm., I locked up and began the journey back to my car. From the top of the embankment I could see there was another car parked beside mine. I slid down the bank, climbed over the wall and jumped down with a THUMP, landing right beside the other car, scaring the occupants, a courting couple, out of their wits. I never saw them there again.
During lulls in traffic signal boxes could be good places to be. There were unrivalled views from Penzance and St. Ives and the peace and quiet of isolated Baldhu and Shepherds. Penwithers was no exception. One summer Sunday I was relieving there-the weather was beautiful-no trains about-so I settled down to read the paper which had been dropped off by one of the Falmouth bound drivers earlier in the day. Suddenly I heard a noise which I ignored at first, then it happened again so I looked out if the back window. I could see two young boys playing on the bank near the up branch home. The became more adventurous and started playing with the weights. They realised that by lifting them they could place the signal in the off position. As their confidence grew the began to climb the signal and play with the arm pulling it on on and off. They were too far away for me to shout to them so, as there were no trains about, I gently pulled the lever to place the lever in the off position. For the next 15 minutes I watched as the boys tried to replace the signal to danger, climbing up and down, pushing the signal arm, on the ground lifting the weights, one up the post and one on the ground pulling at the wires etc. etc......all to no avail. Eventually they scampered off, convinced they had broken the signal and would be responsible for a train crash later that afternoon.
From 7th. November 1971 the junction was rationalised, the Newham line was taken out of use, the signal box was closed and 2-way working was introduced for the Falmouth branch from Truro.
C. H.
About 1958. A learning sketch by the late Cyril Hitchens.
A view from the base of Penwithers Junction signalbox as a Class 52 Western emerges from the tunnel and bears to our left along the main line with a service to Penzance. The double track entry to the Falmouth branch is to the right foreground and from this the single track Newham branch can be seen heading away east. This picture is undated but the pristine condition of the County Hall in the background gives one a clue. Copyright Mike Hitchens.
An undated view from the front seats of a Falmouth bound DMU. Note in the distance Penwithers Junction Signalbox and the track layout before rationalisation took place in 1971. Copyright Keith Jenkin.
Truro Station
Truro - a view from the west end of Coronation Terrace. 29th May 1973 (Copyright Harold Sprenger. Note the absence of yellow lines and little traffic.
Modern Truro, pictured in 2017 by Colin Burgas. He doesn't like the Americanism 'Train Station' - why not 'Railway station'? Copyright Colin Burgas.
An undated view of Truro station buildings - taken from Coronation Terrace. Copyright Sid Sponheimer
A Truro station sign which escaped from Cornwall, seen here at Didcot Museum on the 28th October 2015. The gentleman who appears to be telling Adrian where to go is born and bred at Burnham. Copyright Adrian King
Truro station, the exterior. little has changed in this view over the years, perhaps the biggest change has been in the array of motor vehicles parked outside. There appear to be 16 vehicles present in this view of which two are Volkswagens. Note the Ford Popular at the extreme left. From The Mike Morant Collection
Truro Station from an old post card from the Derek Brooks Collection - lots of interest here.
Truro station, another post card from the Derek Brooks Collection
Truro station clock/ Copyright Owen Dunn
Truro Up Platform Extension 2021
GW108 Notice.
TRURO SATURDAY 02 OCTOBER 2021
Truro Up Main line platform 3 has been extended by 8.5 metres (closer to Penzance) to be 219 metres (240 yards) long.
Info kindly forwarded by Chris Bellett;
5058 Earl of Clancarty takes a fill at Truro down platform. Built in 1937 and originally 'Newport Castle' the engine was a westcountry fixture -shedded at Newton Abbot or Laira for almost its entire life until 1961. Both water columns (Truro had no less than 7) and gas lamps are forgotten now! Copyright Roy Hart
Water Water everywhere...nor any drop to drink! A list of Water Columns at Truro
1. End of down platform
2.PZ end of island platform
3. London end of up platform
4. Up goods line (near East box)
5. Down goods line (near west box)
6. Near turntable, on engine line
7. At engine shed
Many thanks to Roy Hart for this list
1. End of down platform
2.PZ end of island platform
3. London end of up platform
4. Up goods line (near East box)
5. Down goods line (near west box)
6. Near turntable, on engine line
7. At engine shed
Many thanks to Roy Hart for this list
An undated 1950's view of Collett designed Modified Hall class 4-6-0 no. 7909 Heveningham Hall in charge of the down Cornish Riviera arriving at Truro.
[Mike Morant collection]
[Mike Morant collection]
I found this scene kindly sent to us by Mike Morant from his very extensive collection fascinating, there is so much of interest, not just the prestige train rolling in - enjoy. KJ
Hi Keith,
What a fascinating article sent in by Laurence Hansford on the end of St Ives signalling – there’s no substitute for being there and witnessing such events first hand (that’s how I know Warship 805 Benbow visited Wadebridge 45 years ago, although sadly unlike Laurence I didn’t have a camera to hand so you’ll have to take my word for it!) They certainly didn’t waste any time on the dismantling. I was particularly interested to see the photos of the inspection saloon which was one of three (DB999506/8/9 – ‘507 was a departmental railbus) built at Swindon Works to the BR Mark I design on a 57’ underframe around 1960. What makes this so interesting is that until now I had never seen a photo of one of these in original lined maroon, and the lining wrapping around the ends in similar fashion to ex-GWR autocoaches is especially eyecatching! No yellow warning panels either.
Since I have no knowledge of the other two getting anywhere near the West Country I am sure that this would have been the now-famous DB999508, as this vehicle was the South West area inspection saloon well into the 1970s as far as I know – it was certainly around in the early ‘70s, as the attached photos will testify (these are scans of prints not taken by myself but a school friend, William Heggie) and show a by-then blue/grey DB999508 accompanied by a battered, snowplough-fitted and very nearly life-expired D6322 at Truro in I believe March 1971. Just like at St Ives, its presence at Truro turned out to be a harbinger for serious rationalisation!
Why famous? In 1987 this vehicle was modified into a track recording coach and in more recent years was seen all over the country sandwiched between Network Rail locos. I have just learned that it was retired in 2012 and now resides in (well-earned) preservation on the West Somerset Railway.
Regards,
Neil Phillips Many thanks Neil
What a fascinating article sent in by Laurence Hansford on the end of St Ives signalling – there’s no substitute for being there and witnessing such events first hand (that’s how I know Warship 805 Benbow visited Wadebridge 45 years ago, although sadly unlike Laurence I didn’t have a camera to hand so you’ll have to take my word for it!) They certainly didn’t waste any time on the dismantling. I was particularly interested to see the photos of the inspection saloon which was one of three (DB999506/8/9 – ‘507 was a departmental railbus) built at Swindon Works to the BR Mark I design on a 57’ underframe around 1960. What makes this so interesting is that until now I had never seen a photo of one of these in original lined maroon, and the lining wrapping around the ends in similar fashion to ex-GWR autocoaches is especially eyecatching! No yellow warning panels either.
Since I have no knowledge of the other two getting anywhere near the West Country I am sure that this would have been the now-famous DB999508, as this vehicle was the South West area inspection saloon well into the 1970s as far as I know – it was certainly around in the early ‘70s, as the attached photos will testify (these are scans of prints not taken by myself but a school friend, William Heggie) and show a by-then blue/grey DB999508 accompanied by a battered, snowplough-fitted and very nearly life-expired D6322 at Truro in I believe March 1971. Just like at St Ives, its presence at Truro turned out to be a harbinger for serious rationalisation!
Why famous? In 1987 this vehicle was modified into a track recording coach and in more recent years was seen all over the country sandwiched between Network Rail locos. I have just learned that it was retired in 2012 and now resides in (well-earned) preservation on the West Somerset Railway.
Regards,
Neil Phillips Many thanks Neil
D6322+DB999508 Truro in yard early 71 Copyright William Heggie
D6322+DB999508 at Truro station in the Falmouth bay early 71 Copyright William Heggie
Here we see 4575 class number 5537 at Truro in 1960. From new the loco was shedded at Truro 83F and then much later transferred to Penzance 93G. It was withdrawn on the 31st August 1962 Copyright Kevin Jones Steamindex
Steam at Truro in 1961. Michael L. Roach
6800 Arlington Grange departs Truro 24th October 1961. Copyright Michael L Roach
6800 heads for home with empty milk tanks. The shed can be seen in the background Copyright Michael L Roach
7715 waits for departure in the Falmouth bay platform. Lots of parcels went by passenger train in the those days. Copyright Michael L Roach.
4588 runs past under the black bridge. Officially the loco was at Taunton shed from the 7th October 61 to the 2nd December 1961. The loco was sold to Woodhams and then went into preservation.
Many thanks Mike.
A note from Neil Phillips - an entry on 7th November 2016
Since it has just occurred to me, I thought it was worth mentioning that 7th November 1971 was a significant date in railway history for the Truro area. 45 years ago today Truro Goods Yard was reopened following its remodelling throughout much of 1971, which included demolition of the former steam depot and the demotion of the former Up Main through Platform 4 to a mere dead-end siding. The scheme encompassed more than the station area of course – this was also the officially recorded date for the closure of the Newham branch, rationalisation of Penwithers Junction (initiating ‘wrong-line’ running through Highertown Tunnel for Falmouth to Truro trains) and the abolition of Truro West and Penwithers Junction signal boxes. Truro station signage was also changed from the old enamel brown & cream colours to BR’s rather less attractive corporate black & white.
Class 47 1660 ‘City of Truro’ was present on the day, parked in the down sidings opposite Truro East signal box. Miraculously it is still operational with Colas Rail and recently even regained its original name, having carried ‘Atlantic College’, ‘Resplendent’ and ‘Demelza’ in between!
Best regards, Neil Phillips.
Many thanks Neil for this reminder sent in on the very anniversary of the reopening of the goods yard at Truro.
Since it has just occurred to me, I thought it was worth mentioning that 7th November 1971 was a significant date in railway history for the Truro area. 45 years ago today Truro Goods Yard was reopened following its remodelling throughout much of 1971, which included demolition of the former steam depot and the demotion of the former Up Main through Platform 4 to a mere dead-end siding. The scheme encompassed more than the station area of course – this was also the officially recorded date for the closure of the Newham branch, rationalisation of Penwithers Junction (initiating ‘wrong-line’ running through Highertown Tunnel for Falmouth to Truro trains) and the abolition of Truro West and Penwithers Junction signal boxes. Truro station signage was also changed from the old enamel brown & cream colours to BR’s rather less attractive corporate black & white.
Class 47 1660 ‘City of Truro’ was present on the day, parked in the down sidings opposite Truro East signal box. Miraculously it is still operational with Colas Rail and recently even regained its original name, having carried ‘Atlantic College’, ‘Resplendent’ and ‘Demelza’ in between!
Best regards, Neil Phillips.
Many thanks Neil for this reminder sent in on the very anniversary of the reopening of the goods yard at Truro.
Truro station when platform 4 was still in use. Note the heritage DMU's, one in the Falmouth bay and a, possibly two 'bubble cars' standing at platform 3. Note also the busy yard and another feature which has long gone - the board crossing between platform 2 and 3/4 From the Mike Morant Collection
1037 Western Empress shivers in the snow in Truro Yard on the 15th February 1973 while another Western pauses in the down main platform. Cement wagons waiting to go to Chacewater are parked in the yard. The black bridge from which this picture is taken must have been a bit slippery under foot! Copyright Sid Sponheimer
1019 Western Challenger awaits further work in Truro yard. 3rd March 1973 Copyright Sid Sponheimer
I found the two slides below in my box of old slides. They must have come from one of my first ever rolls of colour film. Don't know if they will be of interest, but they show a busy Truro Yard in March 1973. Two 25s shunting! The further one, 7574, is still in green livery, although you can hardly see it - just the white trim at the base of the body side. The one where 7573 has pulled forward (were they expecting snow?) looks like it might have rubble from Truro West Box demolition behind it and a larger pile of rubble further over (from the shed?). Don't know if these are of interest but I thought you might as well see them. At least the yard was fairly full then!
Best wishes to all Trevor Tremethick.
Best wishes to all Trevor Tremethick.
Truro Classes 7574 in green, 7573 in blue livery. 22nd March 1973. Copyright T Tremethick
Truro 7573 shunting. 22nd March 1973. Copyright T Tremethick. Note the piles of rubble - the nearest from the west box and the furthest and largest from the loco shed.
A bonus from Roy Hart (Burma):- Dear Keith, I enjoyed studying Trevor's lovely pictures of Truro: one 'gem' not mentioned is that in the second picture, behind the container wagon, is the former Truro 'A' signal box. This box opened around 1875, controlling the old broad gauge layout. It was built by Saxby and Farmer (the GW, like most railways at that time, contracted out for signalling). This old box was replaced by today's Truro box (Truro East until 1971) in 1899. The old Saxby box seen here was re-erected on this site and served as the signal lineman's workshop. Roy Thank you for that Roy.
S and T Office (old A Signal Box) March 1973. Copyright Trevor Tremethick.
Thought to be former stable block at Truro March 1973. Copyright Trevor Tremethick
Comment on the above by Roy Hart :- The building certainly looks like a stable. It is shown on the 1906 revision of the 25 inch OS map, but not labelled.The GWR would have had several horses at Truro in the early 20th century, for local deliveries etc., but not for shunting. This is an interesting subject: several Cornish locations had horses well into the 1930s (Hayle wharves until about 1959). Who kept them? Where were they kept? Tresavean, Colcerrow, Newquay harbour were all horse-worked, for example. These three all closed (or traffic ceased) respectively in c1924, 1933 and 1926. Roy. Many thanks Roy.
A view from the black bridge thought to be former stable block at Truro March 1973. Copyright Roger Winnen
Another more recent shot of theold stable block at Truro taken 19th September 2019 Roger Winnen
1051 Western Ambassador at Truro on the 3rd April 1973 Copyright Sid Sponheimer N.B. Note the sack trolley, a piece of platform furniture not seen these days.
140809zg Looking back at Truro from a departing train. Copyright Roger Winnen. The cut out on the right hand side of the end elevation of the canopy of the left platform is presumably to improve sighting of the signal at the far end of the platform.
I have just been looking at your splendid photographs which you took whilst travelling on the `Night Riveria` stock during the time it was running as a daily commuter service between Cornwall and Devon in 2009.I note in the caption accompanying your photograph of Truro Station that a `correspondent` had made a comment about the `lack of symmetry of the end elevation of Truro Station roof awning on platform 3`.I can give you the answer why this is so. It isn`t a lack of symmetry but a deliberate imposition of a gap in the station roof awning . The reason for this is to improve signal sighting for a driver of an up train to allow sighting of the Truro up platform starting signal much earlier than would normally be the case. In this case the driver will have continuous sighting of the signal as the train descends the bank from Hightown Tunnel towards Truro Station.
Dennis Flood
Dennis Flood
Many Thanks Dennis
The famous 'Black bridge' at Truro a grandstand for the enthusiats. A class 47 prepares to leave on the 12th August 1976 Copyright John Cornelius
Peak D68 45-046 stands under the black footbridge at Truro 26th February 1975 Copyright Sid Sponheimer This loco was scapped at Glasgow in February 1981.
'Truro's Grandstand'. A feature of Truro station, that long bridge spanning the tracks of the station taken from the Top Deck of the 87 service 13.25 Newquay to Truro 24th Aug 2017 Copyright Roger Winnen
46022 is caught against a background of the old Truro County Hall on the 5th February 1976.
This quite grand building seems destined to become a hotel.
Copyright Sid Sponheimer
47262 approaches Truro with an upservice on the 3rd October 1976.
A scene that has changed little over 40 years unless one looks at the background where the sheds have been erased as has all associated trackwork. Copyright Sid Sponheimer
Truro, The houses of Coronation Terrace look on as the down Brighton leaves on the 26th July 1985. The loco is 50 041 Bulwark.Copyright Mike Roach.
Truro in 1979 - Howard Sprenger.
A large train waits at Truro while DMU forms a down service. 12th June 1979 Copyright Harold Sprenger
Truro 12th June 1968 Copyright Harold Sprenger
Truro box. 29th May 1979, Copyright Harold Sprenger. Note the word 'east' has been blacked out on the nameplate.
Many thanks Howard.
Unusual visitor to Truro yard.
Due to a 'bridge strike' further west and the closure of the line whilst the structure was examined. An HST was stabled in the good yard at Truro, only just fitting in. This is the scene at 13.42 on 18th April 2017. The train later departed east at 14.30 from Truro. Copyright Mike Paterson.
Two more views from the Black Bridge looking west. . Courtesy Mike Paterson. Copyright
Two more views from the Black Bridge looking east. . Courtesy Mike Paterson. Copyright
Truro Shed 83F
A tribute to some of the staff at Truro Shed. This picture dated 22nd July 1960. Copyright Transport Treasury, permission to use obtained by David Cook. The staff present are :- Standing left to right 1) Alf Darke (Fitter) overalls and cap. 2) Frank Lord (Foreman?) overalls, hands behind back. 3) Phillip Matthews (Shed office) wearing sports jacket. 4) Gordon Reddaway (Driver) stood behind Phillip Matthews. 5) It is suggested that the gentleman wearing dust coat, tie and right hand in pocket was called Collins. 6) Chris Coombes (Shed office/booking on clerk?) right hand across stomach. 7) Joe Stevens, (Shedmaster) wearing bowler hat. 8) Clifford Webb (Chargehand cleaner/labourer?) cap well back on head. 9) Tom Smale (ATC mechanic/electrician). Crouching left to right : 1) Garfield Bellamy (Fitters mate) left. 2) Graham Commons (Apprentice fitter/turner) centre. Graham was 19 years old when this photograph was taken! 3) John Coker (Apprentice fitter/turner). Right, over to you. With best wishes, David Cook (4566 Group) A further note :- 4566 was the last engine to pass through Newton Abbot Works. It left there the previous Friday - 15th July 1960. 4566 was based at Penzance shed and must have worked up for this photograph to be taken. It was a regular on the St Ives and Helston branches. 4566 moved to Laira shed in September 1961 and was withdrawn in April 1962. It now enjoys a continued life on the Severn Valley Railway.
First of all may I pay tribute to the wealth of information on your website. As a Truronian who lived in nearby Clifton Gardens from 1949 to 1976 I [mis]spent my childhood on the Black Bridge and your site brings back many happy memories.
Please may I also add a few pieces of information which might be of interest to others? All relate to the Truro Area: Penwithers to Buckshead page.
First, water columns. In the 50s there were two water columns on the down main, not one. There was an additional water column on Platform 2 [down main] approximately opposite the column situated towards the down end of Platform 3. This column on Platform 2 remained in use when the west end platforms were extended and a further column positioned at the extreme west end of that platform. It is true that most down trains were long enough to need to use the column at the extreme end of the platform. But shorter trains, certainly 4 or less, perhaps 5, would stop short and use the original column. That was a disappointment to me as a schoolboy, because the opportunity was missed to look down into the cab from the Black Bridge and view the various techniques drivers used when starting! The photograph on page 44 of Peter Gray’s book ‘Steam in Cornwall’ shows the column in question and the cut-out in the canopy valance necessary to accommodate the swinging arm.
The picture of Truro shed staff taken in 1960 was particularly interesting. I see that the Shedmaster was Mr Joe Stevens. I believe his predecessor may have been a Mr Taylor. It would be interesting if anyone could confirm that. My mother was hardly ‘slow in coming forward’ and got into many a conversation with the Shedmaster there before her death in 1959 and between them would arrange visits to the shed on Sunday mornings. I seem to recall that the Shedmaster then suffered a heart attack and died suddenly, which brought our visits to an end.
One of my keenest recollections was the incident which brought an end to fly-shunting Falmouth Branch coach sets from Platform 3 to the Platform 1 Bay. I cannot date my memory but I suspect it would have been about 1956/57. The practice until then had been for a train from Falmouth to arrive at Platform 3, the coaches uncoupled and the loco then propelling the coaches down Platform 3 at speed to fly-shunt them across to the down main, clear of the points into the Bay, allowing gravity to take them back into the bay. On this day the coaches either stopped fractionally short or the Truro West signalman was too slow in changing the points and one bogie of the B set straddled them. Not surprisingly, the practice then ceased, the train engine propelling the coaches across to the down main and then coming to a stand and returning to Platform 3, before letting gravity take the set back into the Bay. Again, I would be very interested to know if anyone has more information about this incident. It must have caused considerable disruption.
Richard Mills
Surrey
Please may I also add a few pieces of information which might be of interest to others? All relate to the Truro Area: Penwithers to Buckshead page.
First, water columns. In the 50s there were two water columns on the down main, not one. There was an additional water column on Platform 2 [down main] approximately opposite the column situated towards the down end of Platform 3. This column on Platform 2 remained in use when the west end platforms were extended and a further column positioned at the extreme west end of that platform. It is true that most down trains were long enough to need to use the column at the extreme end of the platform. But shorter trains, certainly 4 or less, perhaps 5, would stop short and use the original column. That was a disappointment to me as a schoolboy, because the opportunity was missed to look down into the cab from the Black Bridge and view the various techniques drivers used when starting! The photograph on page 44 of Peter Gray’s book ‘Steam in Cornwall’ shows the column in question and the cut-out in the canopy valance necessary to accommodate the swinging arm.
The picture of Truro shed staff taken in 1960 was particularly interesting. I see that the Shedmaster was Mr Joe Stevens. I believe his predecessor may have been a Mr Taylor. It would be interesting if anyone could confirm that. My mother was hardly ‘slow in coming forward’ and got into many a conversation with the Shedmaster there before her death in 1959 and between them would arrange visits to the shed on Sunday mornings. I seem to recall that the Shedmaster then suffered a heart attack and died suddenly, which brought our visits to an end.
One of my keenest recollections was the incident which brought an end to fly-shunting Falmouth Branch coach sets from Platform 3 to the Platform 1 Bay. I cannot date my memory but I suspect it would have been about 1956/57. The practice until then had been for a train from Falmouth to arrive at Platform 3, the coaches uncoupled and the loco then propelling the coaches down Platform 3 at speed to fly-shunt them across to the down main, clear of the points into the Bay, allowing gravity to take them back into the bay. On this day the coaches either stopped fractionally short or the Truro West signalman was too slow in changing the points and one bogie of the B set straddled them. Not surprisingly, the practice then ceased, the train engine propelling the coaches across to the down main and then coming to a stand and returning to Platform 3, before letting gravity take the set back into the Bay. Again, I would be very interested to know if anyone has more information about this incident. It must have caused considerable disruption.
Richard Mills
Surrey
A little more from David Cooke:-
Whilst travelling on the English Riviera Express behind "Braunton" last weekend to Kingswear I took the opportunity to search on the internet for information relating to Newton Abbot Works. Low and behold I discovered another Peter Gray 3/4 rear view photograph of 4566 taken on 15/7/1960, with some text I assume was written by Peter and which I detail below:
"Officially the last locomotive to receive a repair at Newton Abbot, 2-6-2T 4566 leaves the factory on 15/7/1960. Repainted after her light casual repair 4566 worked on running in turns around Newton Abbot for about a week before despatch to Penzance MPD".
Therefore I think that the R.C.Riley photograph (22/7/1960) was taken when the engine was heading down to Penzance. Perhaps he was in the know about the movement and was able to arrange for 4566 to go into the yard or perhaps he took the opportunity as and when it arose on the day. We will never know!
Regards, David Cook (4566 Group) Many thanks for your latest update David. Recd. 14th July 2019.
Whilst travelling on the English Riviera Express behind "Braunton" last weekend to Kingswear I took the opportunity to search on the internet for information relating to Newton Abbot Works. Low and behold I discovered another Peter Gray 3/4 rear view photograph of 4566 taken on 15/7/1960, with some text I assume was written by Peter and which I detail below:
"Officially the last locomotive to receive a repair at Newton Abbot, 2-6-2T 4566 leaves the factory on 15/7/1960. Repainted after her light casual repair 4566 worked on running in turns around Newton Abbot for about a week before despatch to Penzance MPD".
Therefore I think that the R.C.Riley photograph (22/7/1960) was taken when the engine was heading down to Penzance. Perhaps he was in the know about the movement and was able to arrange for 4566 to go into the yard or perhaps he took the opportunity as and when it arose on the day. We will never know!
Regards, David Cook (4566 Group) Many thanks for your latest update David. Recd. 14th July 2019.
Metro Tanks 935 and 3582 at Truro Shed, Wi
These were withdrawn April 1934. Copyright the Maurice Dart Collection
A very early view of Truro Running and Maintenance Depot. This picture is the Copyright of Adrian Vaughan. Many thanks for the use of. Note, by the use of the 25" to the mile maps courtesy National Library of Scotland the location of the phrotographer on the bank inside the hedge bounding Station Road can be ascertained.
Mr Vaughan's photo of Truro Shed made me open my file of Truro photos. I have two pictures (attached) which seem to add confirmation that it is indeed Truro, if additional evidence were needed (unlikely).
The first one is a Photomatic Ltd. photo dated 1936 and the 2nd is dated 08/04/1960, photographer unknown. In the 1960 photo, it appears that an "apron" has been added at some stage to the front of the shed extending the under cover area. Mr Vaughan's photo is interesting as it may be a scarce photo of the rear end of a Dean Goods 0-6-0 tender loco, what do you think? Alan Harris
The first one is a Photomatic Ltd. photo dated 1936 and the 2nd is dated 08/04/1960, photographer unknown. In the 1960 photo, it appears that an "apron" has been added at some stage to the front of the shed extending the under cover area. Mr Vaughan's photo is interesting as it may be a scarce photo of the rear end of a Dean Goods 0-6-0 tender loco, what do you think? Alan Harris
Truro MPD Additional information courtesy Roy Hart.
Truro motive power depot was built in 1900. The contractor was Carkeek of Redruth. The work was part of the general rebuilding of Truro station into its present form.
The shed is formed of two wings, which are visible in the picture: a 3-road engine shed on the south side, engine repair shop in the centre and carriage and wagon repairs on the north side. The depot was constructed because of inadequate repair facilities on the Cornish main line, Carn Brea being the only repair shop on the main line west of Plymouth.
Truro shed was also provided with the conventional coal stage/water tank and a turntable (replaced with a longer one for the arrival of 'Halls' in 1928.).
The design of the shed is of the standard 'Dean' layout for straight road sheds.
Truro shed replaced a wooden structure dating from 1859, sited where the car park now stands, north of the station.
Roy Many thanks Roy
Truro motive power depot was built in 1900. The contractor was Carkeek of Redruth. The work was part of the general rebuilding of Truro station into its present form.
The shed is formed of two wings, which are visible in the picture: a 3-road engine shed on the south side, engine repair shop in the centre and carriage and wagon repairs on the north side. The depot was constructed because of inadequate repair facilities on the Cornish main line, Carn Brea being the only repair shop on the main line west of Plymouth.
Truro shed was also provided with the conventional coal stage/water tank and a turntable (replaced with a longer one for the arrival of 'Halls' in 1928.).
The design of the shed is of the standard 'Dean' layout for straight road sheds.
Truro shed replaced a wooden structure dating from 1859, sited where the car park now stands, north of the station.
Roy Many thanks Roy
Further additional information with reference to the three shed photographs one above and two below this comment.
The three photographs (1900-1936 and 1960) show that little changed throughout the life of the shed.
In the 1900 photo, the engine appears to be an 'Armstrong' 0-6-0 (like a Dean Goods, but with outside frames). These engines worked in Cornwall for only a short time in the 1900s. Photos of them in the Duchy are rare.
The low building with chimney in the foreground is the sand furnace, where sand for loco sandboxes was dried.
The 1936 photo shows that almost nothing had changed (except for the larger turntable -out of view).
The 1960 shot shows a light-coloured extension at the front of the shed. This was erected in 1959 for diesel servicing.
In the 1900s the allocation of Truro shed was chiefly 4-4-0s of the 3521 class (Falmouth trains and locals) Duke 4-4-0s for main line work and a selection of 0-6-0 saddle tanks.
In the first world war period, 'Aberdare' outside-framed 2-6-0 s were to be found at Truro for freight work. By the 1920s the 4-4-0s had been replaced by 43XX moguls.
Truro got two brand new 'Halls' in 1928-9 and thereafter there was always a selection of Halls and Granges, plus a dozen 45XX and the usual panniers. Truro suddenly acquired 'superstar' status in the 1950s when two 'Counties' were allocated (1007 and 1023).
As a matter of general interest, 4911 'Bowden Hall', victim of a direct hit at Keyham in April 1941, was a Truro engine at the time. Many thanks Roy.
Truro R & M Depot 1936 Alan Harris Collection Copyright
Truro Motive Power Depot 8th April 1960 Alan Harris collection, Copyright
Estevarney Grange was one of a class introduced in 1936 of which 80 locos were built. This example survived until August 1965 - it was withdrawn from Worcester shed and cut up in October of that year. Copyright John Cornelius
An interesting, but undated shot by Sid Sponheimer overlooks the shed and the very full sidings - there must be around sixty wagons berthed there. There was a pedestrain access in the foreground but Truro Shed was notoriously difficult to get around unofficially! Copyright Sid Sponheimer
Dear Keith, This is an interesting picture, which I would date at about 1969-70. The West box (1899-1971) is still there. The repair shops are in the foreground and they appear to be disused. The sidings with all the open wagons were known as the Garden Sidings. The wagons are probably condemned and stored pending scrap; the coaches also. The hut at the left hand end of the black footbridge is the signal lineman's hut, but until 1899 it was Truro 'A' signal box, standing at the west end of the viaduct. The Garden Sidings were lifted when the rationalisation of the layout took place (including the closure of west box and the demolition of the engine shed/shops) in 1971. Best wishes from the monsoon, Roy
Many thanks Roy.
Many thanks Roy.
Ref Sid Picture, above. Sid Sponheimer’s photo taken over the roof of Truro steam shed was of much interest to myself, as I was a regular on the ‘Black Bridge’ back then and I can recall the rakes of stored coaches there in the late 1960s. I had no real interest in coaching stock at the time and all I can remember is that they were mostly maroon with one of two green ones mixed in. Looking back I decided that these must have been Hawksworths which had been in mainline use up to 1967. Sure enough, much of the stock visible in Sid’s photo has the characteristic Hawksworth curved roof ends and window layouts. Those which don’t may have been Bulleids, a few of which the Western Region received in the mid-1960s (brake vehicles only I believe) which would account for the green ones. I wasn’t there to witness it myself but I was told that D6322 was used to drag them away – I’m sure it was before 1970 - and the noise and clouds of rust dust from virtually seized brake shoes was very entertaining!
My earliest surviving spotting notes from 1967 include the sighting of Class 08 shunter D3525 at Truro – could that be it lurking below the bridge? Maybe not, but it was certainly in Cornwall 50 years ago – and it still is! D3525 became 08410 at TOPS renumbering and is Long Rock’s resident shunter. Half a century of service (although admittedly not all in Cornwall)!
Good to see the Swindon & Cricklade Railway featured, my daily commute takes me close to Blunsdon station. I admit that I don’t call in as often as I should…..
Best regards, Neil Phillips Many thanks for you additional comments - history is made of this.
My earliest surviving spotting notes from 1967 include the sighting of Class 08 shunter D3525 at Truro – could that be it lurking below the bridge? Maybe not, but it was certainly in Cornwall 50 years ago – and it still is! D3525 became 08410 at TOPS renumbering and is Long Rock’s resident shunter. Half a century of service (although admittedly not all in Cornwall)!
Good to see the Swindon & Cricklade Railway featured, my daily commute takes me close to Blunsdon station. I admit that I don’t call in as often as I should…..
Best regards, Neil Phillips Many thanks for you additional comments - history is made of this.
A most interesting view from Dobbs Lane out over Truro Shed. A class 47 hauls a down train away from the station towards Truro Tunnel. Truro West Signalbox is still in use - it closed 7th November 1971. All of the many sidings are still in situ. An 08 busies itself under the black bridge. It is understood that Truro Shed was difficult to gain access to - the notice stating 'No Admittance' is clearly visible. This shed closed to steam in early March 1962. An undated picture by Sid Sponheimer Copyright Comment from Neil Phillips - Going back a bit now, but Roger Geach drew my attention to Sid Sponheimer’s photo of a Brush Type 4 pulling out of Truro on a down train, taken from Dobbs Lane over the roof of the old steam shed. I don’t think that Sid had intended to obtain the earliest known photo of one of these locos on a passenger train to Penzance but that is what he achieved! The year must have been 1967 – full yellow ends on green Class 47s first appeared in Spring that year, and the coach behind the loco is one of the three Hawksworth SKs (W1719/2135/2283W) painted in blue/grey livery – I believe that these and Truro’s resident Class 08 pilot had gone by early 1968.
From the Mike Morant Collection comes a classic view looking towards the Engine shed. Spare coaches stand in the sidings awaiting duty. The footbridge still forms a grandstand to view movements though it is no longer as interesting as it was.
Mike has kindly sent us (Dec 2014) this enlargement from the original slide showing shed 83F looking rather empty. Steam would appear to have finished although there are coal trucks alongside Truro West Signalbox which itself closed in 1971. A Class 22 63xx lurks by the water tower possibly on the metals which served the turntable. Truro Shed closed to steam in March 1962 and to diesel in November 1965. It changed from being 83F to become 84C in September 1963 From the Mike Morant Collection
A very early view of Truro Running and Maintenance Depot. This picture is the Copyright of Adrian Vaughan. Many thanks for the use of. Note, by the use of the 25" to the mile maps courtesy National Library of Scotland the location of the phrotographer on the bank inside the hedge bounding Station Road can be ascertained.
Truro MPD Additional information courtesy Roy Hart.
Truro motive power depot was built in 1900. The contractor was Carkeek of Redruth. The work was part of the general rebuilding of Truro station into its present form.
The shed is formed of two wings, which are visible in the picture: a 3-road engine shed on the south side, engine repair shop in the centre and carriage and wagon repairs on the north side. The depot was constructed because of inadequate repair facilities on the Cornish main line, Carn Brea being the only repair shop on the main line west of Plymouth.
Truro shed was also provided with the conventional coal stage/water tank and a turntable (replaced with a longer one for the arrival of 'Halls' in 1928.).
The design of the shed is of the standard 'Dean' layout for straight road sheds.
Truro shed replaced a wooden structure dating from 1859, sited where the car park now stands, north of the station.
Roy Many thanks Roy
Truro motive power depot was built in 1900. The contractor was Carkeek of Redruth. The work was part of the general rebuilding of Truro station into its present form.
The shed is formed of two wings, which are visible in the picture: a 3-road engine shed on the south side, engine repair shop in the centre and carriage and wagon repairs on the north side. The depot was constructed because of inadequate repair facilities on the Cornish main line, Carn Brea being the only repair shop on the main line west of Plymouth.
Truro shed was also provided with the conventional coal stage/water tank and a turntable (replaced with a longer one for the arrival of 'Halls' in 1928.).
The design of the shed is of the standard 'Dean' layout for straight road sheds.
Truro shed replaced a wooden structure dating from 1859, sited where the car park now stands, north of the station.
Roy Many thanks Roy
Truro R & M Depot 1936 Alan Harris Collection Copyright
Truro shed on the 8th April 1960, steam still much in evidence. Copyright Alan Harris
A smashing shot of Truro sheds as 4597 heads a down train up the bank to the tunnel in the Summer of 1957 Copyright Alan Harris
Further to the above picture Roy Hart writes, from Burma :- The train headed by 4597 is heading west on the main line. It can be seen in the picture that the lower distant arm for Penwithers Junction is ar 'clear'. This was only possible for main line trains (for Falmouth, the distant was locked because of the speed restriction over the junction). The train was therefore for the Perranporth branch, or a Penzance stopper.
Taken on a 'shed bash'. Copyright John Cornelius
Dear Keith,
Readers may wonder about the strange chimney: 5744 and 3709 of the same class came to Truro in 1960 from Didcot, where they had been fitted with wild west type spark arrestors for shunting in the vast Milton ordnance depot (latterly the site of Didcot power station). They came to Truro when that depot closed, with the spark arrestors still fitted.
Truro crews found that the spark arrestors hindered the draughting, making the engines poor steamers on sustained running such as Falmouth or Perranporth runs, so the arrestors were removed. I recall that this little stovepipe chimney gave the engines a rasping 'bark'. Both engines were regularly seen on Perranporth and Falmouth trains. When Truro closed to steam in March 1962, 3709 was transferred to Exeter and 5744 to Westbury.
Roy Hart
Readers may wonder about the strange chimney: 5744 and 3709 of the same class came to Truro in 1960 from Didcot, where they had been fitted with wild west type spark arrestors for shunting in the vast Milton ordnance depot (latterly the site of Didcot power station). They came to Truro when that depot closed, with the spark arrestors still fitted.
Truro crews found that the spark arrestors hindered the draughting, making the engines poor steamers on sustained running such as Falmouth or Perranporth runs, so the arrestors were removed. I recall that this little stovepipe chimney gave the engines a rasping 'bark'. Both engines were regularly seen on Perranporth and Falmouth trains. When Truro closed to steam in March 1962, 3709 was transferred to Exeter and 5744 to Westbury.
Roy Hart
Demolition of Truro Shed - Jess Watkinson
Hello Keith
My friend of many years Jess Watkinson from St. Austell has asked me to submit the attached words and images on his behalf.
Regards, Julian Stephens.
Jess takes us on a memorable un repeatable look around the shed during demolition.
- "Having seen the posts in mid-February with regard to Truro Engine Shed, I have found some of the pictures I took during a visit to the shed while demolition was in progress in early 1971. Such a visit would obviously not be allowed nowadays. I knew Peter Moore very well and hope the images may be of some value to anyone wishing to make a model of the complex. JW"
My friend of many years Jess Watkinson from St. Austell has asked me to submit the attached words and images on his behalf.
Regards, Julian Stephens.
Jess takes us on a memorable un repeatable look around the shed during demolition.
- "Having seen the posts in mid-February with regard to Truro Engine Shed, I have found some of the pictures I took during a visit to the shed while demolition was in progress in early 1971. Such a visit would obviously not be allowed nowadays. I knew Peter Moore very well and hope the images may be of some value to anyone wishing to make a model of the complex. JW"
TRU-01 Truro shed demolition - eary 1971. Copyright Jess Watkinson. Forwarded by Julian Stephens 26.3,23
TRU-02 Copyright Jess Watkinson
TRU-03 Copyright Jess Watkinson
TRU-04 Copyright Jess Watkinson - the north side of the shed.
TRU-05 Copyright Jess Watkinson
TRU-06 Copyright Jess Watkinson
TRU-07 Copyright Jess Watkinson
TRU-08 Copyright Jess Watkinson
TRU-09 Copyright Jess Watkinson
TRU-10 Finally another look outside the metals leading to the turntable. Copyright Jess Watkinson
Many thanks to Jess for his invaluable record of how things once were.
Views of Truro Yard prior to the Re-modelling taken by the late John Vines.
Many thanks to Andrew Vines for sending in and allowing us the use of his father pictures.
Many thanks to Andrew Vines for sending in and allowing us the use of his father pictures.
Hello Keith,
Following the success of Dad's Looe branch pictures on the website I mentioned that there are a few others which you may be interested in, which Dad took in more recent times. The four attached are not of great quality as the negs have been lost, but they are interesting record shots of Truro yard and depot taken in 1970, before the major rationalization of the following year. They are largely self-explanatory except that the arriving class 47 is no.1915 on the 09.00 Penzance-Manchester.
I hope they might be useful additions to the website.
Best wishes, Andrew Many thanks to you Andrew
Following the success of Dad's Looe branch pictures on the website I mentioned that there are a few others which you may be interested in, which Dad took in more recent times. The four attached are not of great quality as the negs have been lost, but they are interesting record shots of Truro yard and depot taken in 1970, before the major rationalization of the following year. They are largely self-explanatory except that the arriving class 47 is no.1915 on the 09.00 Penzance-Manchester.
I hope they might be useful additions to the website.
Best wishes, Andrew Many thanks to you Andrew
It's October 1978 and in Truro Yard stands a class 25 waiting to proceed down the main line. Copyright Peter But
TRURO Yard 1 1970. Class 47 1915 runs into the station with the 09.00 Penazance to Manchester. The late John Vines Copyright
The cathedral looks over a fairly full yard at Truro. A western standin the yard and an up train stands at the former plafrom 4. Copyright the late John Vines.
A large number of 'flats' are parked in the sidings. 1970 The late John Vines.
Now turning about on the 'black bridge' we see the empty engine shed the east signalbox. 1970. Nowin 2020 we can remind you of the Cornwall Farmers and others ware houses which replaced Truro shed in this location and that the latest plans will see the area covered with yet more houses. The view from Dobbs Lane above will have changed for ever and not be anywhere as interesting. Copyright the late John Vines.
If you have just come across this section you may be interested in a feature with many photographs of the late John Vines showing operations on the Looe branch in steam days - see feature 2025.
Truro - remodelling 1971
With effect from the 7th of November 1971 a new track layout came into being - Truro West Box was closed and the East Box became simply Truro signalbox.
We are most grateful to Roy Hart who provided this 'in depth' report on the major changes which took place at TRURO in 1971.
The layout and signalling at Truro altered hardly at all from its installation in 1900 for seventy years.
The two Truro boxes-East and West, both opened with the new station (built by Sir Arthur Carkeek and Co of Redruth) and they controlled an extensive layout:
From South to North, the lines were:
Falmouth Bay (signalled for departures only)
Down Main
Branch Platform (signalled as an up through line, but used by terminating Falmouth and Perranporth trains and Penzance locals.
Up Main (the outer face of the island platform)
In addition, there were the following through lines, signalled by ‘Permissive Block’:
Through carriage line
Through down goods
Through up goods
Permissive block entailed block instruments and bells, but allowed more than one engine or train in the section. The signalman had a ‘counter’ on his instrument to remind him. Thus there were no less than 6 through lines between Truro East and West, all with block instruments and a series of block bells, all of different tones, so that signallers could tell them apart.
The 1971 plan was to concentrate all of the work (together with Penwithers Junction) at Truro East box.
Phase 1 (May 1971):
-Through Carriage and up and down goods out of use, replaced by simple ‘yard’ working.
-Branch platform becomes up main.
-Up Main terminated at buffers East end, for arriving Falmouth trains (temporary arrangement).
-Engine shed and Carriage sidings removed.
Phase 2 (November 1971):
East box temporarily closed for installation of new lever frame (old frame 45 levers, new frame 51)
West box controls all traffic.
Penwithers closed and junction simplified, enabling Falmouth trains to run into Falmouth bay (No 1)
Up bay (No 4) out of use for passenger trains. Remains as siding.
At the end of phase 2, West box was closed and the new ‘Truro’ box controlled the entire layout. At that time, the remaining yard could still be accessed from the East end. This junction was removed in the 1980s.
The remaining points at West box end were (are) operated by motor.
The new frame at East box came from the redundant box at Bristol East Depot, closed under the Bristol resignalling scheme. The frame was of 90 levers. One section of it went to Hungerford, near Reading, where the box had been demolished by a derailed freight train, the remainder to Truro.
Penryn box closed under the same scheme and the entire Falmouth branch worked by ‘No signalman token’. The instrument was in a cupboard by the bay line buffers. The token was released electrically by the signalman .
The layout and signalling at Truro altered hardly at all from its installation in 1900 for seventy years.
The two Truro boxes-East and West, both opened with the new station (built by Sir Arthur Carkeek and Co of Redruth) and they controlled an extensive layout:
From South to North, the lines were:
Falmouth Bay (signalled for departures only)
Down Main
Branch Platform (signalled as an up through line, but used by terminating Falmouth and Perranporth trains and Penzance locals.
Up Main (the outer face of the island platform)
In addition, there were the following through lines, signalled by ‘Permissive Block’:
Through carriage line
Through down goods
Through up goods
Permissive block entailed block instruments and bells, but allowed more than one engine or train in the section. The signalman had a ‘counter’ on his instrument to remind him. Thus there were no less than 6 through lines between Truro East and West, all with block instruments and a series of block bells, all of different tones, so that signallers could tell them apart.
The 1971 plan was to concentrate all of the work (together with Penwithers Junction) at Truro East box.
Phase 1 (May 1971):
-Through Carriage and up and down goods out of use, replaced by simple ‘yard’ working.
-Branch platform becomes up main.
-Up Main terminated at buffers East end, for arriving Falmouth trains (temporary arrangement).
-Engine shed and Carriage sidings removed.
Phase 2 (November 1971):
East box temporarily closed for installation of new lever frame (old frame 45 levers, new frame 51)
West box controls all traffic.
Penwithers closed and junction simplified, enabling Falmouth trains to run into Falmouth bay (No 1)
Up bay (No 4) out of use for passenger trains. Remains as siding.
At the end of phase 2, West box was closed and the new ‘Truro’ box controlled the entire layout. At that time, the remaining yard could still be accessed from the East end. This junction was removed in the 1980s.
The remaining points at West box end were (are) operated by motor.
The new frame at East box came from the redundant box at Bristol East Depot, closed under the Bristol resignalling scheme. The frame was of 90 levers. One section of it went to Hungerford, near Reading, where the box had been demolished by a derailed freight train, the remainder to Truro.
Penryn box closed under the same scheme and the entire Falmouth branch worked by ‘No signalman token’. The instrument was in a cupboard by the bay line buffers. The token was released electrically by the signalman .
A Swindon Built Cross Country Unit in Platform 4 of Truro Station in June 1971. Platform 4 was soon to become a bay rather than the through up line. Evidence of extensive trackwork in the foreground. Copyright Roger Winnen
Truro West Signalbox - seen here in June 1971. This was to close on the 7th November 1971 and much of the trackwork in the background was removed. Copyright Roger Winnen
Truro June 1971. The West Signalbox is still there and in use. Note the piles of redundant trackwork lying about. Copyright Roger Winnen
Truro June 1971. Rationalisation of Truro Yard. A nice double slip point in the foreground - that would have been very useful to a preservation group. Copyright Roger Winnen
Truro June 1971. Fresh ballast has been laid - a DMU stands at platform 4. Copyright Roger Winnen
Some very interesting footage.
Many thanks to John Roberts for supplying the information and links.
Great shots of Truro Yard and St Blazey AFC, as well as Stoke, Bescot, Dover Marine and Exeter. Even a shot of the Cathedral with bells ringing. I recognise some of the people in the first shots of the old AMO who used to double in the old booking office and travel centre. Beeching saw the decline in wagonload and guard's vans were removed from fully-fitted freights in 1968. Air-braked freight started in 1972 and Speedlink was launched in Sep 1977, so I'm surprised to see so much vacuum-braked and loose-coupled traffic still running. Penzance and Redruth are still divided into NCL and Full Loads. https://www.youtube.com/watch?v=7-yY8nRu3RA
Many thanks to John Roberts for supplying the information and links.
Great shots of Truro Yard and St Blazey AFC, as well as Stoke, Bescot, Dover Marine and Exeter. Even a shot of the Cathedral with bells ringing. I recognise some of the people in the first shots of the old AMO who used to double in the old booking office and travel centre. Beeching saw the decline in wagonload and guard's vans were removed from fully-fitted freights in 1968. Air-braked freight started in 1972 and Speedlink was launched in Sep 1977, so I'm surprised to see so much vacuum-braked and loose-coupled traffic still running. Penzance and Redruth are still divided into NCL and Full Loads. https://www.youtube.com/watch?v=7-yY8nRu3RA
Truro Signal Box with its connection to the goods yard. Undated Courtesy Mike Hitchens Collection The former Truro East Signalbox has lost its cast nameplate.
Was this the last beer train to Truro? Is the caption given by Julian Stephens. 37675 shunts in the Cornwall Farmers siding at Truro at 19.45 on the 13th May 1988 Copyright Julian Stephens
Seen by Colin Burgas, just inside the pedestrian entrance to Truro shed was this collection of metal tubes - could they be boiler tubes he asks? Copyright Colin Burgas
Peak class D78 waits the 'right away'. at Truro. 30th April 1973. Copyright Sid Sponheimer
Things to come! Prototype HST clears Truro westbound 18th March 1975. Copyright Trevor Tremethick
An amazing picture taken at Truro on the 5th April 1978 as the track recorder coach passes over the level crossing at the east end of Truro station. Red paint is being liberally deposited on the track and crossing. Roger reports that the train loco was 50045 and also draws our attention to the down sidings being still extent. Copyright Roger Geach
45129 waits at Truro with the 13.45 Penzance - Bristol TM on the 5th February 1983.
This unusual British Telecom livery caused a sensation in 1985 - here we see the unit with its most unusual decor doing its best to imitate its steam fore-bearers as it sets off from the Falmouth Bay at Truro. Copyright Mike Roach
The Naming Ceremony of 37 196 - 'Tre, Pol & Pen' at Truro on 16th July 1985
The late Rusty Epplett, Cornwall Area Manager on the right, and on the extreme left is Vic Millington - the getleman responsible for the design of the headboard. 16th July 1985. Copyright Roger Winnen
Copyright Roger Winnen
After the ceremony - a general meet up of friends. 16th July 1985 Copyright Roger Winnen.
The crowds disperse. 16th July 1985 Copyright Roger Winnen
The signbal in the picture above is in the foreground, the 60 MPH limit at the platform end is very unlikely to be exceeded other than by the rare through train. A light class 50 approaches down the steep downgrade around the bend from the tunnel. Beyond lies the Cornwall Farmers Depot on the site of the old steam shed. 1986 Copyright Mike Roach
Truro's Signal Boxes
A track plan of Truro recently acquired from the collection of the Late Cyril Hitchens a former signalman.
Truro West Signalbox from the collection of the late Patrick English Copyright
Truro West Signal Box Class 2 Memories of Cyril Hitchens
As its name suggests Truro West Box was situated to the west of the station and the long footbridge which still spans the tracks. It was designated Class 2 as was Truro East. Penzance was the only Class 1 box in the county. West box was of the usual G. W. design and construction with the normal interior fittings plus electric lights. The access steps projected outwards from the western side of the building. Despite having the same classification as East box I always found it far busier to work. It had a 49 lever frame and was open round the clock for 3 shifts.
In addition to up and down main line traffic it dealt with Falmouth and Newquay (via Chacewater) branch trains, engine shed movements and shunting in the busy goods yard. In steam days it must be remembered that the locos of terminating branch trains had to run round every time before beginning their return journeys and often had to visit the shed for servicing or to change for a fresh engine-a lot of work involved in addition to shunting the goods yard and keeping the main line traffic running to time. At least the signalman did not have to deliver and collect tokens as this was done at the commencement of the single lines at Penwithers (for Falmouth) and Chacewater (for Newquay). Down goods were switched into the yard by East Box and then West took over. Wagons were sorted and trains formed up for their onward journeys to Falmouth, Tolcarn Junction and Penzance, shunting at goods depots on the way. It is hard to believe that all this traffic has disappeared.
There were phone links to the engine shed and goods yard and the foreman and shunters would tell what engine movements were required and when freight trains were correctly sorted and ready to depart when a path was available. Up goods, on their return, were also sorted at Truro before continuing their onward journey, usually to Tavy Junction.
An interesting procedure at Truro West was the bell code to Chacewater for a Newquay Branch train. The normal code for a stopping passenger train was 3-1 beats of the bell and this was, of course, used for stoppers (B headcode) to Falmouth and Penzance. The difference was that, at Chacewater, there was a facing point in the down main to switch the Newquay trains into the branch platform so in order to inform the Chacewater signalman that his next down train was bound for Newquay, Truro West was authorised to bell 3-1-3.
The shed closed to steam in March 1962 and a diesel servicing point in an extension to the original shed lasted until late 1965. West Box itself closed on November 7th 1971 and the present layout is much diminished. Stand on the footbridge today and compare the view with the layout shown in my sketch done in the mid 1950s when I was first learning the box.
C. H.
As its name suggests Truro West Box was situated to the west of the station and the long footbridge which still spans the tracks. It was designated Class 2 as was Truro East. Penzance was the only Class 1 box in the county. West box was of the usual G. W. design and construction with the normal interior fittings plus electric lights. The access steps projected outwards from the western side of the building. Despite having the same classification as East box I always found it far busier to work. It had a 49 lever frame and was open round the clock for 3 shifts.
In addition to up and down main line traffic it dealt with Falmouth and Newquay (via Chacewater) branch trains, engine shed movements and shunting in the busy goods yard. In steam days it must be remembered that the locos of terminating branch trains had to run round every time before beginning their return journeys and often had to visit the shed for servicing or to change for a fresh engine-a lot of work involved in addition to shunting the goods yard and keeping the main line traffic running to time. At least the signalman did not have to deliver and collect tokens as this was done at the commencement of the single lines at Penwithers (for Falmouth) and Chacewater (for Newquay). Down goods were switched into the yard by East Box and then West took over. Wagons were sorted and trains formed up for their onward journeys to Falmouth, Tolcarn Junction and Penzance, shunting at goods depots on the way. It is hard to believe that all this traffic has disappeared.
There were phone links to the engine shed and goods yard and the foreman and shunters would tell what engine movements were required and when freight trains were correctly sorted and ready to depart when a path was available. Up goods, on their return, were also sorted at Truro before continuing their onward journey, usually to Tavy Junction.
An interesting procedure at Truro West was the bell code to Chacewater for a Newquay Branch train. The normal code for a stopping passenger train was 3-1 beats of the bell and this was, of course, used for stoppers (B headcode) to Falmouth and Penzance. The difference was that, at Chacewater, there was a facing point in the down main to switch the Newquay trains into the branch platform so in order to inform the Chacewater signalman that his next down train was bound for Newquay, Truro West was authorised to bell 3-1-3.
The shed closed to steam in March 1962 and a diesel servicing point in an extension to the original shed lasted until late 1965. West Box itself closed on November 7th 1971 and the present layout is much diminished. Stand on the footbridge today and compare the view with the layout shown in my sketch done in the mid 1950s when I was first learning the box.
C. H.
Truro East Signal Box
D1913 passing Truro East Signal Box 1973 Copyright Roger Winnen
Truro Signalbox - 21st September 2014
Truro East Signal Box Memories from the late Cyril Hitchens
Truro East was built in 1899 and IS of typical GWR appearance. It is one of the few signalboxes in my area that is still in use. It had (has?) all the usual interior fittings and, in my day, the kettle was always boiling to cater for visiting shunters, enginemen, guards and station staff as we were all part of a team who looked after one another. Unusually the frame was at the back. Changes took place in 1971 following the closure of West box and further track rationalisation and remodelling. A new 51 lever frame was installed and a level crossing leading to the remaining sidings and car park was opened.
In my description of West box I said that it was always busier than East. West had the loco shed, the Falmouth and Newquay branches and the intensive westbound goods traffic plus the main lines while East dealt with the up and down main lines, the quieter eastbound goods and the small down goods yard. The main traffic in the down sidings was biscuits and Lyons cakes. Latterly, loads were delivered for Farm Industries who took over the site near the end of my railway career in the mid 1970s. When up goods were sorted and formed up the shunter would phone East to say they were "ready for the off" and when a path became available the train was let out.
One afternoon I pulled the points and remember watching the up VENLO (empties) for Tavistock Junction pass the box and waving to the guard in his van as it crossed the viaduct. Later that week the same guard came into the box for a chat. He told me that when his train from a few days previously reached Plymouth North Road it was already dark. Signals meant they passed through the station at walking pace using one of the platform roads. When they reached Tavy Junction to berth the wagons the guard found a drunk, fast asleep, "draped" over one of the couplings between two vans in the middle of the train. He was woken up and sent on his way. Whether he enjoyed his journey or not no one knows-but he was a very lucky man!
The down sidings fell out of use in the 1980s and there has been further track removal. However, Truro station and the Falmouth line have become increasingly busy and East box is still very much in use and the kettle is probably still boiling!
I never did get to Truro Cattle Pens Box or later ground frame which was used on an "as required" basis until the removal of the track there.
C. H.
Truro East was built in 1899 and IS of typical GWR appearance. It is one of the few signalboxes in my area that is still in use. It had (has?) all the usual interior fittings and, in my day, the kettle was always boiling to cater for visiting shunters, enginemen, guards and station staff as we were all part of a team who looked after one another. Unusually the frame was at the back. Changes took place in 1971 following the closure of West box and further track rationalisation and remodelling. A new 51 lever frame was installed and a level crossing leading to the remaining sidings and car park was opened.
In my description of West box I said that it was always busier than East. West had the loco shed, the Falmouth and Newquay branches and the intensive westbound goods traffic plus the main lines while East dealt with the up and down main lines, the quieter eastbound goods and the small down goods yard. The main traffic in the down sidings was biscuits and Lyons cakes. Latterly, loads were delivered for Farm Industries who took over the site near the end of my railway career in the mid 1970s. When up goods were sorted and formed up the shunter would phone East to say they were "ready for the off" and when a path became available the train was let out.
One afternoon I pulled the points and remember watching the up VENLO (empties) for Tavistock Junction pass the box and waving to the guard in his van as it crossed the viaduct. Later that week the same guard came into the box for a chat. He told me that when his train from a few days previously reached Plymouth North Road it was already dark. Signals meant they passed through the station at walking pace using one of the platform roads. When they reached Tavy Junction to berth the wagons the guard found a drunk, fast asleep, "draped" over one of the couplings between two vans in the middle of the train. He was woken up and sent on his way. Whether he enjoyed his journey or not no one knows-but he was a very lucky man!
The down sidings fell out of use in the 1980s and there has been further track removal. However, Truro station and the Falmouth line have become increasingly busy and East box is still very much in use and the kettle is probably still boiling!
I never did get to Truro Cattle Pens Box or later ground frame which was used on an "as required" basis until the removal of the track there.
C. H.
Truro Cattle Pens Signal Box (closed 7 July 1925) photographed on 23 June 1973 Copyright Trevor Tremethick
A note from Julian Hanwell. A couple more polaroid snaps of 'Truro Cattlepens Siding Signal Box' being used as a P Way hut.
I always wanted to look inside this abandoned box but never got the chance to do it. It closed as a box about 1923/5 when it became 'Truro Cattle Pens Ground Frame'. The release was worked by an interlocking lever in Truro East Box but It would be nice to know if the frame inside the box was still in use (As St Ives was after being closed) or did the railway install a new Ground Frame outside the box with annets key release?
I always wanted to look inside this abandoned box but never got the chance to do it. It closed as a box about 1923/5 when it became 'Truro Cattle Pens Ground Frame'. The release was worked by an interlocking lever in Truro East Box but It would be nice to know if the frame inside the box was still in use (As St Ives was after being closed) or did the railway install a new Ground Frame outside the box with annets key release?
Truro Cattle Pens siding box - copyright Julian Hanwell
Truro Cattle Pens box - a view from the east. Copyright Julian Hanwell
The layout here comprised a loop around the back of the box, this prior to 1925 had connections to the up main. However after this the loop reduced to a siding serving pens behind the box which was accessed from the down main by means of a trailing point. The siding was removed w.e.f. 17th November 1963.
1056 Western Sultan coasts in past Cattle Pen sidings on the 23rd May 1975 Copyright Sid Sponheimer The signalbox here closed in 1925 and was replaced by a ground frame.
Truro - Gallery 1
5934 Kneller Hall starts a train away from Truro down platform on 1st June 1957 The scene captured by Jon Wood. Copyright The Late Jon Wood Collection. The water tank and Truro shed in the background.
6301 on the 4.15 stopper service to Penzance. 1st June 1957. Copyright the Late Jon Wood Collection
6845 Paviland Grange + 6800 Arlington Grange on the 11.00 Penzance to Padddington Royal Duchy 1st June 1957 Copyright the Late Jon Wood Collection
Once a familiar sight in Truro yard - this view almost certainly taken from the black bridge, We see 9434 with its shunters truck. 1st June 57 JW
A view from Truro up platform looking towards the down goods yard which has long gone. Gone also is the fine view of the Cathedral, the water column and water tank. September 1962 Copyright John Thorn
1005 Western Venturer. ventures into Truro upside yard on the 7th November 1975 Copyright Sid Sponheimer
1005 Western Venturer stands in the yard 50014 Warspite on an up service. 7th November 1975 Copyright Sid Sponheimer
Reference pictures 7 & 21 Trevor Tremethick makes the following notes.
(7) D800 ‘Sir Brian Robertson’ it was taken after a cab ride on the up afternoon perishables from Truro Station, Platform 3, out over Carvedras Viaduct and setting back to the yard. She is pictured beside the old steam water column (partially in shot). Date was between February 1966 and 14 July 1966. I never found out the name of the driver (I had a couple of cab visits with him) but I remember that he had a ‘military’ bearing and sat up very straight in his seat. All single–manning by then of course. On the way out of Platform 3 on the shunt we were passed by D1066 ‘Western Prefect’ going into Platform 2 on a down express; D843 ‘Sharpshooter’ arrived at Platform 4 with an up stopper (pictured) when we were on the yard. D800 was based at Laira 84A.
(21) D1041: ‘ She had caught fire the previous week and failed the day before. I travelled down with her from Truro to Penzance and she only just made it, having taken four minutes to get from Truro station up to Highertown Tunnel on one engine. She needed the assistance of 50028 Tiger to pilot her back from Penzance to Plymouth; thence to Laira where she was condemned’. See Penzance Gallery 2 for a picture of the last departure of 'Prince' from Penzance.
(7) D800 ‘Sir Brian Robertson’ it was taken after a cab ride on the up afternoon perishables from Truro Station, Platform 3, out over Carvedras Viaduct and setting back to the yard. She is pictured beside the old steam water column (partially in shot). Date was between February 1966 and 14 July 1966. I never found out the name of the driver (I had a couple of cab visits with him) but I remember that he had a ‘military’ bearing and sat up very straight in his seat. All single–manning by then of course. On the way out of Platform 3 on the shunt we were passed by D1066 ‘Western Prefect’ going into Platform 2 on a down express; D843 ‘Sharpshooter’ arrived at Platform 4 with an up stopper (pictured) when we were on the yard. D800 was based at Laira 84A.
(21) D1041: ‘ She had caught fire the previous week and failed the day before. I travelled down with her from Truro to Penzance and she only just made it, having taken four minutes to get from Truro station up to Highertown Tunnel on one engine. She needed the assistance of 50028 Tiger to pilot her back from Penzance to Plymouth; thence to Laira where she was condemned’. See Penzance Gallery 2 for a picture of the last departure of 'Prince' from Penzance.
It's July 1983 and an unusual view taken from the cab of a class 37 sitting in Truro Yard together with Rocket. This was two years before the lifting of the steam ban. Later Rocket crept out of the yard, ran the length of the down platform before venturing out a few yards onto the viaduct. We wonder who the duty signalman was on that day? Modern flats now sit in this location. Copyright Sid Sponheimer.
Truro - Gallery 2
Additional information on the pictures above. (Reading left to right and downwards)
Brush Type 4 D1928 waits to depart Truro Platform 4 with an up inter-regional service in April 1969. Two years later such a departure became impossible when this road was converted into a dead-end siding. In the yard behind, the driver of D1024 Western Huntsman - one of the more camera-shy members of the Class 52 fleet - makes sure to load the all-important flask of tea!
Twenty four hours after becoming the first recorded Peak to reach Penzance, Class 46 D151 returned on the same train and is seen waiting to depart Truro (and causing some excitement) just after 14.00 on December 31 1969. The steam-heat boiler appears to be working well the 0830 Paddington - Penzance.
D1929 shunts bogie bolster wagons during the remodelling of Truro station and yard in late April 1971, aided by a heavy-duty crane whose runner is just visible on the right. This was the first of three Class 47s to perform these duties, the others being D1596 (still sporting silver buffers from its appearance at the St Blazey Open Day) and D1917, each doing fortnightly stints. It is not known why these were employed instead of local diesel-hydraulics, but suspect a slow speed fitted loco was required for the work. In late May, Hymek D7014 was noted clearance testing the new formations and was seen mid-afternoon departing east light engine coupled to D1917. Platform 4 already appears to be out of use.
D6319 only spent three months in traffic in blue livery so photos are uncommon. Denied preservation due to a simple BR communication failure in late 1972, the unfortunate machine stands near Truro East Box (very shortly to have the "East" painted over, having become Truro's only operational signalbox) awaiting its next turn of duty on July 8 1971.
Class 22 D6339 looks fully occupied shunting Truro yard on October 1 1971, while D807 Caradoc waits to head west with a freight. Truro steam shed beyond has finally been swept away and Truro West Box will follow within days. The 'mineral' wagons are loaded with turnips!
D6334 stands in Truro yard on October 14 1971 - despite having been officially withdrawn on October 3! D6330 was another Class 22 observed living on borrowed time, due to non-availability of Class 25s at Laira. One week later D7676 arrived in Truro and these two NBLs were not seen again. A clean recently ex works
Class 25 D7502, having arrived at Truro on a crew-training run from Penzance, has run around its rake of condemned goods vans and stands 'wrong-line' waiting to depart back west in January 1972. An additional learning curve for Cornish drivers on these locos was use of the Gresham & Craven equalising vacuum brake system ("VB EQ" on the loco's data panel, which on D7502 is at the wrong end.
Fresh out of Derby Works, D7573 stands at Truro with local area Inspection Saloon DB999508 in April 1972. This loco, later renumbered 25223, became the longest-serving Class 25 in the South West. The saloon is still in service with Network Rail as a track recording coach and has recently been seen all over the country, but is due to be retired in 2012
D1017 Western Warrior awaits its next move in the recently remodelled and busy Truro Yard in April 1972. D1017 was released from Swindon works on the 3rd March 1972 after overhaul . The hugely improved road access enabled the 2 1/4-mile branch line from Penwithers Junction to Newham Goods to be closed.
This photo is rarer than it appears. W55001 was transferred to Departmental stock in early 1970 and briefly renumbered DW55001 before becoming DB975073. It was then realised that this stock number had already been issued so it was renumbered again, to DB975023. It's seen parked at Truro on 25/8/70 during the brief time it carried the duplicated number. It still exists in preservation. 853 Thruster also waits in the yard with an up freight service.
Trevor Tremethick writes - 'Mammoth' was taken on a very grisly day but I have attached it as it was the time I went shunting on her in Truro yard at the driver's invitation. The train was described to me at the time as the 'Return Bristol Goods' and I presume this was correct.
Brush Type 4 D1928 waits to depart Truro Platform 4 with an up inter-regional service in April 1969. Two years later such a departure became impossible when this road was converted into a dead-end siding. In the yard behind, the driver of D1024 Western Huntsman - one of the more camera-shy members of the Class 52 fleet - makes sure to load the all-important flask of tea!
Twenty four hours after becoming the first recorded Peak to reach Penzance, Class 46 D151 returned on the same train and is seen waiting to depart Truro (and causing some excitement) just after 14.00 on December 31 1969. The steam-heat boiler appears to be working well the 0830 Paddington - Penzance.
D1929 shunts bogie bolster wagons during the remodelling of Truro station and yard in late April 1971, aided by a heavy-duty crane whose runner is just visible on the right. This was the first of three Class 47s to perform these duties, the others being D1596 (still sporting silver buffers from its appearance at the St Blazey Open Day) and D1917, each doing fortnightly stints. It is not known why these were employed instead of local diesel-hydraulics, but suspect a slow speed fitted loco was required for the work. In late May, Hymek D7014 was noted clearance testing the new formations and was seen mid-afternoon departing east light engine coupled to D1917. Platform 4 already appears to be out of use.
D6319 only spent three months in traffic in blue livery so photos are uncommon. Denied preservation due to a simple BR communication failure in late 1972, the unfortunate machine stands near Truro East Box (very shortly to have the "East" painted over, having become Truro's only operational signalbox) awaiting its next turn of duty on July 8 1971.
Class 22 D6339 looks fully occupied shunting Truro yard on October 1 1971, while D807 Caradoc waits to head west with a freight. Truro steam shed beyond has finally been swept away and Truro West Box will follow within days. The 'mineral' wagons are loaded with turnips!
D6334 stands in Truro yard on October 14 1971 - despite having been officially withdrawn on October 3! D6330 was another Class 22 observed living on borrowed time, due to non-availability of Class 25s at Laira. One week later D7676 arrived in Truro and these two NBLs were not seen again. A clean recently ex works
Class 25 D7502, having arrived at Truro on a crew-training run from Penzance, has run around its rake of condemned goods vans and stands 'wrong-line' waiting to depart back west in January 1972. An additional learning curve for Cornish drivers on these locos was use of the Gresham & Craven equalising vacuum brake system ("VB EQ" on the loco's data panel, which on D7502 is at the wrong end.
Fresh out of Derby Works, D7573 stands at Truro with local area Inspection Saloon DB999508 in April 1972. This loco, later renumbered 25223, became the longest-serving Class 25 in the South West. The saloon is still in service with Network Rail as a track recording coach and has recently been seen all over the country, but is due to be retired in 2012
D1017 Western Warrior awaits its next move in the recently remodelled and busy Truro Yard in April 1972. D1017 was released from Swindon works on the 3rd March 1972 after overhaul . The hugely improved road access enabled the 2 1/4-mile branch line from Penwithers Junction to Newham Goods to be closed.
This photo is rarer than it appears. W55001 was transferred to Departmental stock in early 1970 and briefly renumbered DW55001 before becoming DB975073. It was then realised that this stock number had already been issued so it was renumbered again, to DB975023. It's seen parked at Truro on 25/8/70 during the brief time it carried the duplicated number. It still exists in preservation. 853 Thruster also waits in the yard with an up freight service.
Trevor Tremethick writes - 'Mammoth' was taken on a very grisly day but I have attached it as it was the time I went shunting on her in Truro yard at the driver's invitation. The train was described to me at the time as the 'Return Bristol Goods' and I presume this was correct.
Truro - Gallery 3
Truro Gallery 4
A memorable shot of a memorable occasion at Truro. D1013 'Western Ranger' on the last Western hauled train from Penzance - 2210 Pz to Padd Sleeper. 22 February 1977 Copyright Trevor TremethickT
Do you remember the GWR Exhibition train - here it is berthed in the former up platform at Truro July 1985. Copyright Mike Roach
Truro - newly re-painted cast iron columns 26th July 1985. Copyright Mike Roach.
Class 142 024 stands at platform 2 at Truro presumably Falmouth bound but bearing the destination of St Erth. August 1986 N.B. A young Paul Roach poses for the camera Copyright Mike Roach
Truro 45134 gets the 'right away' on the 29th March 1984 Copyright Mike Roach
Class 47 D1609. runs into Truro on the 17th April 1973 Copyright Sid Sponheimer
Copyright Kyle Greet 9th August 2016 Note -
As a result of the fire in St Erth, XC Voyager 220031 spent the night in the sidings at Truro. I believe it worked the 1M49 to Manchester Picadilly about an hour after I took this photo.
Cheers,
Kyle
The Network Rail test train, nowadays becoming quite a common visitor makes a striking appearance at Truro on the 26th August 2016. It left Old Oak at 05.25 with (43014 and 43062) on a run to Paignton via Penzance. Copyright Jamie Dyke
Truro, Carvedras viaduct in the moonlight. A copy of a Post Card posted on 15th August 1909
Truro in 2022
Yes it's Truro in 2022 and we've still got semaphores - four of those items which add colour and character to railway photographs. A young person watches as a Penzance train leves and he sits and waits his Falmouth connection. 158959 leaving Truro on 0752 Bristol to Penzance 22 March 2022 Copyright Paul Barlow
A down train runs towards Truro crossing Carvedras Viaduct. The previous timber viaduct here was replaced by this fine viaduct w.e.f. 17th August 1902. It was used for single line until the track was doubled 15th May 1904. St Georges Church can be seen just beyond the viaduct. From the Paddy Bradley Collection.
Another view of Carvedras Viaduct - from the north. From the Paddy Bradley collection.
It is March 1992 and signal 49 is due for replacement. The original bracket signal 48/49 has already had one arm removed. Copyright Charles Fennamore.
An interesting view of Truro station and signal 49 prior to its commissioning in March 1992 Copyright Charles Fennamore
The late Charles Fennamore seen in Truro Box in the early 2000's Copyright Ed Hooper.
Truro East Signal Box
'The End' - 27/02/2024
Martin Duff
Truro Signal Box (formerly Truro East) closed under the Cornwall re-signalling program in the early hours of 27.02.2024. Martin Duff adds the relevant details below.
Hello admins,
I’m at work tonight for the start of the re-signalling blockade. As I write this, the witching hour has arrived and the dying moments of Truro signal box are upon us. Born and raised in Truro, this signal box was the first for a visit 40 years ago, so this moment is poignant for me – I never imagined I’d be so close to all aspects of its closure! When I did my signalling training school with Railtrack, I was allocated Truro for my practical training - what a super time that was, the mail trains were still running as were the Ponsandane fuel tanks, and a real bonus during that time, signalling 47798/47799 on the Royal Train! I paid my final visit last Tuesday and made a last journey under control of the semaphores yesterday – Monday 26/02/2024.
For the record, the last loco-hauled passenger train signalled was the 21.45 Penzance – Paddington sleeper which left 6 minutes late 22.39 behind 57605. The Falmouth branch on the final day was in the hands of Sprinters 150247 and 150261. The last branch arrival was the 23.22 from Falmouth, which arrived 23.53 (150247). The empty stock left at 23.56 for Penzance depot.
The final up train was 6G74, the 19.17 Westbury – Truro engineers which ran via Penzance.
4 castle class units worked services through Truro on the last day. The last down passenger train was 2C89, the 18.59 Cardiff – Penzance worked by a Class 802 unit, which departed 00.14 (Tuesday morning).
Remarkable to consider that the next passenger trains through Truro now will be under the control of the new Exeter workstation.
The memories of this place will stay with me forever. Farewell to Truro SB, 1899-2024.
Cheers,
Martin D
Hello admins,
I’m at work tonight for the start of the re-signalling blockade. As I write this, the witching hour has arrived and the dying moments of Truro signal box are upon us. Born and raised in Truro, this signal box was the first for a visit 40 years ago, so this moment is poignant for me – I never imagined I’d be so close to all aspects of its closure! When I did my signalling training school with Railtrack, I was allocated Truro for my practical training - what a super time that was, the mail trains were still running as were the Ponsandane fuel tanks, and a real bonus during that time, signalling 47798/47799 on the Royal Train! I paid my final visit last Tuesday and made a last journey under control of the semaphores yesterday – Monday 26/02/2024.
For the record, the last loco-hauled passenger train signalled was the 21.45 Penzance – Paddington sleeper which left 6 minutes late 22.39 behind 57605. The Falmouth branch on the final day was in the hands of Sprinters 150247 and 150261. The last branch arrival was the 23.22 from Falmouth, which arrived 23.53 (150247). The empty stock left at 23.56 for Penzance depot.
The final up train was 6G74, the 19.17 Westbury – Truro engineers which ran via Penzance.
4 castle class units worked services through Truro on the last day. The last down passenger train was 2C89, the 18.59 Cardiff – Penzance worked by a Class 802 unit, which departed 00.14 (Tuesday morning).
Remarkable to consider that the next passenger trains through Truro now will be under the control of the new Exeter workstation.
The memories of this place will stay with me forever. Farewell to Truro SB, 1899-2024.
Cheers,
Martin D
With his last shift complete, the signaller locks up Truro Signal Box for the final time in the early hours of 27.02.2024. Copyright Sid Warren.
Truro Carvedras Viaduct
It's Monday 21st April 2015 and the early morning sun 'whites' out the sleeper headed by 57604 as rolls the last few yards into Truro Station. However the sun does pick out nicely the brickwork on this massive structure. Copyright Craig Munday
Truro Cattle Pens sidings
Truro Cattle Pens Siding Box. Copyright Julian Hanwell
Truro Cattle Pens Siding Box Copyright Julian Hanwell
Truro Cattle Pens Sidings Box. 27th June 1973 Copyright Trevor Tremethick
D1027 Western Lancer passes Cattle Pens box 23rd June 1973 Copyright Trevor Tremethick
Operating instructions for Truro Cattle Pens Box Copy received from Martin Duff
The recent set of photographs from Julian Hanwell concerning Truro Cattle Pens box were most interesting. I found the local instructions for the site, dated June 1960 in the grandly titled “British Railways (Western Region) Sectional Appendix to the Working timetable and books of rules and regulations”. The title is too well bound to scan flatly, so I’ve typed the detail out in full for your readers’ interest.
This Siding has trailing connections in the Down Main line, 376 yards east of Truro East Box, and the points are operated from an electrically locked Ground Frame controlled from East Box.
Wagons may be drawn or propelled from the Down Main or Down Goods Line to the Siding over the Down Main Line, after the foreman, or person in charge, has come to a proper understanding with the Truro East signalman as to what is to be done.
The foreman or guard or shunter must accompany the train to the Siding to operate the locking lever and points leading to the Siding, and he will be responsible for seeing the whole of the train into the Siding after which he will set the points and locking lever in the normal position, and advise the signalman at East Box by the telephone that the “Line is Clear”.
When the train is ready to leave the Siding for the station, the foreman or guard or shunter will advise the signalman at East Box by telephone, and the signalman when he is in a position to accept the train, will release the electric lock, and the train will be propelled or drawn to Truro East or West Box via the Down Main line or Down Goods line, as necessary. If the signalman is unable to accept the train he must so inform the man at the ground frame, on the telephone.
After the train has drawn out of the siding, the foreman or guard or shunter must replace the Ground Frame levers in the normal position, and on arrival of the train at East Box, advise the East Box signalman that the main line is clear.
A foreman or guard or shunter must accompany all trains to and from the Cattle Pens Siding, and when wagons are being propelled without a brake van, must ride in the leading vehicle, or precede the train on foot.
It is not permissible to propel a train of more than 15 wagons without a brake van.
When trains are being drawn to the Cattle Pens Siding from East Box over the Down Main Line, a red head light must be carried by the engine, and a white tail light placed on the last truck. When being propelled, the leading vehicle must carry a red light and the engine a white light. The usual head and tail signals to be carried when proceeding from Cattle Pens to East Box.
So there it is, the instructions for Cattle Pens ground frame. Hope it’s of use and interest. Cheers,
Martin Many thanks Martin
The recent set of photographs from Julian Hanwell concerning Truro Cattle Pens box were most interesting. I found the local instructions for the site, dated June 1960 in the grandly titled “British Railways (Western Region) Sectional Appendix to the Working timetable and books of rules and regulations”. The title is too well bound to scan flatly, so I’ve typed the detail out in full for your readers’ interest.
This Siding has trailing connections in the Down Main line, 376 yards east of Truro East Box, and the points are operated from an electrically locked Ground Frame controlled from East Box.
Wagons may be drawn or propelled from the Down Main or Down Goods Line to the Siding over the Down Main Line, after the foreman, or person in charge, has come to a proper understanding with the Truro East signalman as to what is to be done.
The foreman or guard or shunter must accompany the train to the Siding to operate the locking lever and points leading to the Siding, and he will be responsible for seeing the whole of the train into the Siding after which he will set the points and locking lever in the normal position, and advise the signalman at East Box by the telephone that the “Line is Clear”.
When the train is ready to leave the Siding for the station, the foreman or guard or shunter will advise the signalman at East Box by telephone, and the signalman when he is in a position to accept the train, will release the electric lock, and the train will be propelled or drawn to Truro East or West Box via the Down Main line or Down Goods line, as necessary. If the signalman is unable to accept the train he must so inform the man at the ground frame, on the telephone.
After the train has drawn out of the siding, the foreman or guard or shunter must replace the Ground Frame levers in the normal position, and on arrival of the train at East Box, advise the East Box signalman that the main line is clear.
A foreman or guard or shunter must accompany all trains to and from the Cattle Pens Siding, and when wagons are being propelled without a brake van, must ride in the leading vehicle, or precede the train on foot.
It is not permissible to propel a train of more than 15 wagons without a brake van.
When trains are being drawn to the Cattle Pens Siding from East Box over the Down Main Line, a red head light must be carried by the engine, and a white tail light placed on the last truck. When being propelled, the leading vehicle must carry a red light and the engine a white light. The usual head and tail signals to be carried when proceeding from Cattle Pens to East Box.
So there it is, the instructions for Cattle Pens ground frame. Hope it’s of use and interest. Cheers,
Martin Many thanks Martin
47086 appears out of the mist as it arrives at Truro on the 7th February 1975 Copyright Sid Sponheimer
Peak D163 leaves Truro behind and heads for Buckshead tunnel. 5th April 1973 Copyright Sid Sponheimer
Buckshead tunnel (West end) Note the following pictures were taken from a private location with the farmers full permission.
Buckshead tunnel west end as 150102 is about to plunge into the darkness on its way with an Exeter bound service. 28th April 2015 Note the abundance of Spring flowers.Copyright Craig Munday
The Great Britain 8 railtour emerges from the 320 yard Buckshead Tunnel on the 28th April 2015. Copyright Craig Munday
Wit the power shut down 66122 commences to coast down towards Truro with the GB8 Railtour. 28th April 2015. copyright Craig Munday
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/
For pictures beyond this point see the Buckshead to St Austell Section