150 years of the Falmouth branch was celebrated in a very special way by First Great Western who, on Sunday 25th August 2013 laid on an H.S.T. working to Falmouth - it was only the second time one of these trains has graced the Falmouth branch. To view our and FGW's pictures of this grand celebration please click on this link.
Falmouth branch
Credits, Many thanks to all contributors - please see a list on the home page.
Members and general visitors to the CRS site will be interested in visiting http://www.railmaponline.com From the opening page a full map of the UK can be accessed which can then be enlarged to show every railway line in the UK. Not just today's network but lines from the past have been overlaid. As you zoom in sidings and even tramways become visible.
A valuable tip from Guy Vincent.
A valuable tip from Guy Vincent.
The Falmouth branch token - in the old days one couldn't travel on the Falmouth branch without the token. On the end of the token is the key which was used to operate the loop points at Falmouth giving access to Falmouth Docks. The picture below, taken not on the branch, but in Truro East signalbox depicts not only the token, but also one of our 'prime contributors' - Craig Munday, he is the gentleman on the left. Accompanying him is Roger Matthews, a fellow signalman.
The picture is full of interest - above and behind Craig and Peter is the branch diagram including the loop at Falmouth. On the main line to the west Roskear Junction in the next box - some 13 miles away, a very long section.
The picture is full of interest - above and behind Craig and Peter is the branch diagram including the loop at Falmouth. On the main line to the west Roskear Junction in the next box - some 13 miles away, a very long section.
Karl Hewlett writes in (at 02.16)
Falmouth branch video
Found this short documentary produced by Westward TV in 1976 of the Falmouth branchline. It shows a class 116 DMU leaving Truro (which is also the same unit used to travel the line), there is a very brief view of a Western on Presflo wagons for Chacewater in the yard. The one downfall in this clip is that out of all the stations Penmere as usual is left out of the footage, that's nothing new though:
https://player.bfi.org.uk/free/film/watch-truro-to-falmouth-on-the-maritime-line-1976-online
Worth a watch!, Kind Regards. Karl (Friends of Penmere Station).
This certainly is worth a watch - many thanks.
Falmouth branch video
Found this short documentary produced by Westward TV in 1976 of the Falmouth branchline. It shows a class 116 DMU leaving Truro (which is also the same unit used to travel the line), there is a very brief view of a Western on Presflo wagons for Chacewater in the yard. The one downfall in this clip is that out of all the stations Penmere as usual is left out of the footage, that's nothing new though:
https://player.bfi.org.uk/free/film/watch-truro-to-falmouth-on-the-maritime-line-1976-online
Worth a watch!, Kind Regards. Karl (Friends of Penmere Station).
This certainly is worth a watch - many thanks.
THE OPENING of the CORNWALL RAILWAY
Michael L. Roach
2 May 1859
The first section of the Cornwall Railway was formally opened 160 years ago today on Monday 2 May 1859. This was the 54-mile length from Plymouth Millbay to Truro. However the ultimate destination, reached in August 1863, was Falmouth and not Penzance as might be expected. There were a couple of reasons for choosing Falmouth as the western end of the Cornwall Railway. Although it was in decline, Falmouth was a much more important town because of its harbour and shipping and Penzance already had a railway in the shape of the West Cornwall Railway which had arrived at Penzance in March 1852, but that statement hides a complicated history. The West Cornwall was extended eastwards to Highertown, Truro in August 1852. When the Cornwall Railway arrived at Truro in May 1859 it was finally possible to travel from London to Penzance by changing at Truro but only from August 1860. Once again there was a tortuous succession of events involving temporary stations at Truro, and the first through train from London to Penzance did not run until 1 March 1867.
It had taken 26 years from its inception in 1833 to get the first section of the Cornwall Railway built due to a catalogue of difficulties, opposition from other schemes, and financial problems. There was also the small matter of crossing the River Tamar at Saltash, which was a major obstacle for a small local railway. Luckily the Cornwall Railway had the support of the Great Western Railway and later it had the services of the legendary engineer Isambard Kingdom Brunel. Its arguable that the construction of the Royal Albert Bridge across the River Tamar and the consequent opening of the Cornwall Railway were the most important events to occur in Cornwall between 1800 and 1899.
If you wish to read more about the early history of the Cornwall Railway the writer recommends the book "The Struggle for the Cornwall Railway" by Hugh Howes (ISBN: 978 0 906294 74 1). Its fitting that the book was published by Twelveheads Press of Truro.
MLR/30 April 2019
Michael L. Roach
2 May 1859
The first section of the Cornwall Railway was formally opened 160 years ago today on Monday 2 May 1859. This was the 54-mile length from Plymouth Millbay to Truro. However the ultimate destination, reached in August 1863, was Falmouth and not Penzance as might be expected. There were a couple of reasons for choosing Falmouth as the western end of the Cornwall Railway. Although it was in decline, Falmouth was a much more important town because of its harbour and shipping and Penzance already had a railway in the shape of the West Cornwall Railway which had arrived at Penzance in March 1852, but that statement hides a complicated history. The West Cornwall was extended eastwards to Highertown, Truro in August 1852. When the Cornwall Railway arrived at Truro in May 1859 it was finally possible to travel from London to Penzance by changing at Truro but only from August 1860. Once again there was a tortuous succession of events involving temporary stations at Truro, and the first through train from London to Penzance did not run until 1 March 1867.
It had taken 26 years from its inception in 1833 to get the first section of the Cornwall Railway built due to a catalogue of difficulties, opposition from other schemes, and financial problems. There was also the small matter of crossing the River Tamar at Saltash, which was a major obstacle for a small local railway. Luckily the Cornwall Railway had the support of the Great Western Railway and later it had the services of the legendary engineer Isambard Kingdom Brunel. Its arguable that the construction of the Royal Albert Bridge across the River Tamar and the consequent opening of the Cornwall Railway were the most important events to occur in Cornwall between 1800 and 1899.
If you wish to read more about the early history of the Cornwall Railway the writer recommends the book "The Struggle for the Cornwall Railway" by Hugh Howes (ISBN: 978 0 906294 74 1). Its fitting that the book was published by Twelveheads Press of Truro.
MLR/30 April 2019
Penwithers Junction from above Truro tunnel. In this view a train from Newham is about to join the Falmouth branch - this branch lies straight ahead. Copyright Sid Sponheimer
Penwithers Jnction, it's the 1st June 1957 As the 84xx tank headed train from Falmouth approaches the junction, the fireman drops the token, held in its hoop over the 'horn' placed there to catch it. train 84xx tank. Copyright The late Jon Wood Collection. Note (1) The metals of the Newham branch heading away to the right and (2) Work is yet to start on the new County Hall which now dominates and ruins the area. (3) Also note the gentleman also taking a keen interest in the operations.
A sketch plan of the junction by the late Cyril Hitchens
For more details concerning the operation of Penwither Junction please see the 'Write Up by the late Cyril Hitchens in ' Cornwall Galleries' sub section 'Penwithers to Buckshead'.
A very mixed DMU set (W55016/50666/59357/50712) leaves Penwithers Junction on 26/8/74 with New County Hall prominent in the background. Class 122 single units used to be common on South West branch lines but by this time only W55016/8 remained in the area. The marker light-fitted Class 120 power cars had arrived a few years earlier without a centre trailer and made a change from the usual 4-character headcode panel variety. The Class 116 centre trailer belonged to Laira-based power cars W51128/41 but often found itself spare – on 9/4/70 it was the first vehicle in an up parcels train seen passing Penwithers behind Warship D846 Steadfast. Copyright Neil Phillips
50 035 Ark Royal heads the 09.10 Falmouth to Paddington train nearing Penwithers Junction. August 1977 Copyright Mike Roach
50002 Superb approaches Penwithers Junction at the head of the ‘famous’ 0910 Falmouth-Paddington working on 26/6/76 (I had hoped for a ‘Western’…..) Copyright Neil Phillips
Sparnick Tunnel. A very recent view of the 491 yard bore during engineering work on the branch - courtesy of Network Rail & Amey Colas.
A Falmouth bound unit hurtles into Sparnick tunnel. The fact that this tunnel was built for double track is very evident from this picture. July 1977 Mike Roach
Carnon viaduct
50004 St Vincent heads the up 09.10 off Falmouth over Carnon Viaduct on 25th June 1977 Copyright Neil Phillips
150266 crosses the Carnon Viaduct with a Truro to Falmouth working. Monday 25th May 2020. Mark Lynam
A GWR green class 150 crosses Carnon viaduct 2nd October 2017 Copyright Martin Scane N.B. The current structure replaced the 'Brunel' timber viaduct with effect from the 13th August 1933.
Carnon Viaduct 2nd October 2017. Copyright Martin Scane
Carnon viaduct 2nd October 2017 Copyright Martin Scane.
Falmouth branch 2 150750 2. 158750 crossing Carnon Viaduct working 2F81 1340 Truro-Falmouth Docks 5th July 2020 Andrew Triggs
A beautifully framed picture :- Carnon Viaduct with a Gloucester Cross Country DMU on the Falmouth service. 12th January 1974 Copyright Roger Winnen
Note :- My father told me that during WW2 that for the purpose of training various Cornish Engine Houses were demolished by American Troops before they went to Europe. I was told that preparatory work for the demolition of the pier nearest the road was carried out and holes drilled in the pier for explosives. Thankfully the training was never carried out. KJ
Royal Train Crossing Carnon Viaduct - Emma Shard (Special entry for 2nd June 2022)
With Her Majesty The Queen celebrating her Platinum Jubilee this weekend, one remembers her visit to Falmouth for her Golden Jubilee on the 1st May 2002. This was the start of her Golden Jubilee tour, Her Majesty The Queen and His Royal Highness The Duke of Edinburgh travelled on the Royal Train to Falmouth where Her Majesty would open the National Maritime Museum and name the RNLI life boat 'Robert Cox Scott'.
47798 'Prince William' leading the Royal Train crossing over Carnon viaduct with HRH The Queen and HRH The Duke of Edinburgh. Copyright Emma Shard.
47799 'Prince Henry' at the rear of the Royal Train crossing Carnon Viaduct. 1st May 2002. Copyright Emma Shard
A Falmouth to Truro unit crossing the Carnon Viaduct, 25th August 2022. Copyright Martin Scane.
It’s the 4th November 2022 as a class 150 (See its shadow) providing the 08.15 Truro to Falmouth service crosses the 756’ long and 96’ high Carnon Viaduct. The shadows formed by the current viaduct, constructed in 1930 can be seen on the valley floor and additionally the shadows of Brunels original Cornwall Railway viaduct. The original (Class A2) timber viaduct deck was supported on a fan of timbers originating from the top of the masonry pillars. (For further information and photographs please see ‘Brunels Cornish Viaducts; by the late John Binding).
Below can be seen the waterlogged valley once an extension of Restronguet Creek which at the time of first viaducts construction was already clogged with sand to a depth of 200’.
The Redruth and Chacewater Railway was the first railed traffic in the area carrying ore from the mines at it upper end and timber in the reverse direction from the port of Devoran. The course of this line which is not easily discernible in this view was along the left hand side of the valley floor and is now a tarmacked road. This railway opened in 1825 and closed in 1915.
The photograph taken from the train was the best possible though the glass – oh for the return of drop down windows! Copyright PJ.
Carnon Viaduct 24th July 1979. Copyright Howard Sprenger Collection
Perranwell
An undated view of Perranwell. Copyright Geoff Ryall.
150232 approaches Perranwell A recent but very significant date for the station to record. Perranwell Station decorated to commemorate armistice day. 11th November 2018 Copyright Emma Shard
Perranwell station. The crossing loop here was taken out of use and the distinctive signalbox closed 18th April 1966. A lovely picture by Sid Sponheimer with the green DMU and the rhododendrons. It is interesting to note that the entire area is known as Perranwell station, perhaps to distinguish it from the other Perranwell, though this didn't have a station, near Goonhavern on the Chacewater to Newquay branch. Copyright Sid Sponheimer.
Perranwell station. From the rusty metals on the up loop this must be after it, the sidings and the box were taken out of use on 18th April 1966. The lofty position of the signal box was unusual in that a siding passed underneath it. Copyright Sid Sponheimer.
A superb view of Perranwell station and in particular the most unusual signalbox. From an old postcard from the collection of the late Patrick English. Copyright
A better view of the lofty signalbox with thesiding passing underneath it. Note the Cornwall Railway style waiting shelter on the up platform - very similar to the one still existing at Menheniot. This picture courtesy of the Falmouth Historical Society
A train from Truro runs into Perranwell and the station staff emerges onto the platform to attend to it. The up platform buildings just appear in this 1960's scene. Copyright Sid Sponheimer
The same train awaits the 'right away' alongside the lofty signal box which must have given the signalman an excellent view of the station area. This is the only platform currently in use at Peranwell - the up platform on the left in this picture has been out of use for many years and is now well overgrown. Copyright Sid Sponheimer
Perranwell station, the down platform (By this time, the up and down platform). A smashing picture by Chris Osment. We are trying to date thus view accurately. We know that the signalbox closed and the passing loop was taken out of use w.e.f.18th April 1966 and also that by the date of a Trevor Tremethick picture dated 16th June 1973 that the box had been demolished - however that leaves a pretty wide window when this picture might have been taken. Copyright Chris Osment
A close up of the above box. . Copyright Chris Osment
Perrranwell Signal Box Memories by the late Cyril Hitchens
Perranwell Signal Box was perhaps the archetypical box provided at a crossing station on a single track GW branch. However, a couple of things set it apart. Firstly, like Perranporth, it was of wooden construction, and secondly it was perched above the siding that ran between the down platform and the goods shed. Inside were the usual fittings and there was a 21 lever frame plus the token instruments for the sections Perranwell- Penryn and Perranwell-Penwithers. The job was fairly busy, crossing trains and dealing with regular visits to the goods yard. It was also quite physically demanding as, because of the height of the box, the access stairs from the platform had 20 steps so when trains crossed the signalman had to ascend and descend a total of 80 steps to deliver and collect the tokens to and from both trains!
The box remained in use until April 1966 when the crossing loop, up platform and up sidings were taken out of use. Although the goods yard closed to general traffic in January 1965 it did handle some occasional sugar beet and flower traffic for a time afterwards until the connections were removed later in the year. The layout that I knew is shown in the copy of my sketch which accompanies these notes. This was drawn when I was learning the box and must be around 55 years old.
C. H.
Perranwell Signal Box was perhaps the archetypical box provided at a crossing station on a single track GW branch. However, a couple of things set it apart. Firstly, like Perranporth, it was of wooden construction, and secondly it was perched above the siding that ran between the down platform and the goods shed. Inside were the usual fittings and there was a 21 lever frame plus the token instruments for the sections Perranwell- Penryn and Perranwell-Penwithers. The job was fairly busy, crossing trains and dealing with regular visits to the goods yard. It was also quite physically demanding as, because of the height of the box, the access stairs from the platform had 20 steps so when trains crossed the signalman had to ascend and descend a total of 80 steps to deliver and collect the tokens to and from both trains!
The box remained in use until April 1966 when the crossing loop, up platform and up sidings were taken out of use. Although the goods yard closed to general traffic in January 1965 it did handle some occasional sugar beet and flower traffic for a time afterwards until the connections were removed later in the year. The layout that I knew is shown in the copy of my sketch which accompanies these notes. This was drawn when I was learning the box and must be around 55 years old.
C. H.
The box was demolished a few weeks after closure -about September as far as I remember. The photo is probably from May - September 1966. Perranwell was the only 'elevated' box in Cornwall at this time. There was a similar (though slightly more modern)structure at Carne Point , where the box had only a short life (1920-1925). It was re-used in South Wales. Roy Hart Rangoon Burma
Cyril's Track Diagram for Perranwell - it must be (in 2015) about 70 years old. Falmouth is away to the left, Truro to the right.
A smashing picture of Perranwell Signal Box from the Late Fisher Barham Collection . What a fine view of operations the signalman had.
More on Perranwell and its box.
The late Frank Sperritt
The late Frank Sperritt
The late Frank Sperritt was a well known and popular signalling engineer who lived in Cornwall. Luckily for us, and posterity, Frank took a number of photographs the negatives of which he passed on to Julian Hanwell. Mrs Sperritt has very kindly, via Julian, given us permission to share Frank's pictures.
The signalmans lofty view of Perranwell station in 1965, a very similar style Cornwall Railway building to that seen on the up platform survives at Menheniot. Frank Sperritt, Copyright Pat Sperritt
A view by Frank looking up at the lofty 'observation post'. 1965 Copyright Pat Sperritt
The down platform looking towards Falmouth in 1965. Copyright Pat Sperritt
Franks picture of the block shelf including the track diagram in 1965. Copyright Pat Sperritt
The lever frame in 1965, note the engraved label on the shelf refers to Penryn, the next box down the line towards Falmouth. Copyright Pat Sperritt
Now who is he, and what's he looking at? The answer to the former we'd like to know, to the latter we think it is Franks photo album of signal box pictures. Copyright Pat Sperritt
An interesting 'point' from Julian Hanwell. Perranwell had the last operating 'point disc' in Cornwall. A 'point disc' is where the shunt signal is operated by the moving points and not by a separate lever. They were used mostly on goods lines after 1900s and are very old. I did notice Roy's comment on the demolition of the lofty signal box there. I can add that although the box closed about 1966, it was still standing in 1971 (early summer) as I saw it then. However after Penwithers Jct closed later that year it was gone (Demolished).
Finally another S & T story which I can confirm is true as I heard it from several people including Frank and Terry Cox himself. The Staff instrument was being replaced at Perranwell - Penryn in 1962. I have attached original copy of this instruction sent to Mr Coates at St Blazey S & T depot. Terry Cox had not long tansfered to S & T St Blazey from Plymouth and one of his first jobs was to 'hump' the old Staff Instrument down those long stairs ! Mr Coates gave him and another lad the instructions to, 'get on with it lads'. Terry and this other lad started to argue on who was going first 'underneath' the Instrument when getting the heavy Instrument down the stairs. Mr Coates heard then arguing and went over to see what all the fuss was all about. Mr Coates was a very big strong bloke and listened to their mumblings on 'who was going first'. Terry told me that Mr Coates said that 'in his day you had to do it on your own'. Terry did not believe his story as those Staff Instruments were made of Cast Iron and weighed quite a bit ! He then (Joke-in-ly) told Mr Coates to, 'show us then how it's done. That's near impossible to do on your own'. Before anything else was said and there in front of everyone on the job, Mr Coates grabbed the Instrument, bent his back then balanced the instrument in the middle holding it with one hand to stop it slipping off, then took it down those stairs on his own! Terry was shocked as was the rest of the gang and was relieved when Mr Coates got to the bottom and let it 'slip' off his back on the ground ! 'There, he said. That's how it's done'.........
Before my time but told to me several times at the old Depot. Kind Regards. Julian Hanwell.
Before my time but told to me several times at the old Depot. Kind Regards. Julian Hanwell.
- and here is the instruction. From the Julian Hanwell Collection
A study of the Cornwall Railway style down platform building at Perranwell. July 1973 Copyright Mike Roach
Perranwell Goods shed - no longer in railway operation but still standing.
24th July 1979 (1) Copyright Howard Sprenger
Perranwell 24th July 1979 (2). The bus shelter has since been replaced by a much more attractive stucture. Copyright Howard Sprenger
A lovely shot of Perranwell Station Village. The actual station is about a third of a mile up the road around the right hand bend. 30th April 2015 Copyright Craig Munday Here a pair of 153's disturb the peace as they 'chatter' their way towards Falmouth which is off to the left.
Many thanks to Harvey Manear for borrowing the above snaps from Malcolm Miners.
Comments below by Roger Winnen
1. Arriving from Truro no doubt 45xx or 55xx series If they had the larger water tanks sloping down towards the front then they would be numbered 4575-4599 5500-5574
2. The train approaching is it is thought the Falmouth-Paddington(or a special train laid on for something) The front engine could be a mogul 2-6-0 in the 53xx 63xx or 73xx classes. Difficult to see if it has side windows in the engine cab if so it would be in the series 9300-9319 and these engines were renumbered between Oct 1956 and May 1959 into 7322 to 7341 however if you could see a nameplate on the leading engine it well may be a Manor Class engine in the 78xx series looks to small for a Grange. I think the second engine is a Castle Class.
3. I would say that the train is the 08.35 (Timetable for 1958) Falmouth-Paddington which coupled at Truro to the 08.15 Perranporth to Paddington leaving Truro at 09.14 then Bodmin Road, Liskeard,and Paddington, not shown as stopping at Plymouth North Road. This train is passing Perranwell with its raised up signal box over the siding. The engine waiting in the down platform would be the service to Falmouth with a 45xx or 55xx tank.
Comments below by Roger Winnen
1. Arriving from Truro no doubt 45xx or 55xx series If they had the larger water tanks sloping down towards the front then they would be numbered 4575-4599 5500-5574
2. The train approaching is it is thought the Falmouth-Paddington(or a special train laid on for something) The front engine could be a mogul 2-6-0 in the 53xx 63xx or 73xx classes. Difficult to see if it has side windows in the engine cab if so it would be in the series 9300-9319 and these engines were renumbered between Oct 1956 and May 1959 into 7322 to 7341 however if you could see a nameplate on the leading engine it well may be a Manor Class engine in the 78xx series looks to small for a Grange. I think the second engine is a Castle Class.
3. I would say that the train is the 08.35 (Timetable for 1958) Falmouth-Paddington which coupled at Truro to the 08.15 Perranporth to Paddington leaving Truro at 09.14 then Bodmin Road, Liskeard,and Paddington, not shown as stopping at Plymouth North Road. This train is passing Perranwell with its raised up signal box over the siding. The engine waiting in the down platform would be the service to Falmouth with a 45xx or 55xx tank.
A more modern image courtesy of Mike Roach. A London Bound service hauled by 50027 Lion pulls away from Perranwell in June 1977 Copyright
25th June 1977 47148 passes Perranwell on what I believe was an up ECS working, Copyright Neil Phillips
For the record - some views of
Perranwell station taken in 2007
by the late John Cornelius.
Perranwell station taken in 2007
by the late John Cornelius.
It should be noted that at the time the late John Cornelius was BR staff and as such the positions in which he took some of these photographs in 2007 was acceptable.
The old, and still remaining, cast iron sign at Perranwell station - 2007, Copyright the late John Cornwlius
Perranwell - the station sign in 2007. Wessex Trains is but a memory. Copyright the late John Cornelius.
Perranwell in 2007. The remains of the old up platform still visible on the right. 2007. Copyright the late John Cornelius.
Perranwell viewed from the trackbed in 2007. Copyright the late John Cornelius.
Perranwell station, viewed from the trackbed 2007. Copyright the late John Cornelius.
150 253 carrying the livery of Wessex trains, seen at Perranwell in 2007. Copyright the late john Cornelius.
Through trains Falmouth to London
A very interesting article from Karl Hewlett
I can provide the following information regarding 'Through Coaches To Cornish Branches', on Falmouth and when they finished plus some information on 'The Dell'.
The Falmouth branch had through coaches up to 1961 mainly from the up and down 'Cornish Riviera', which coaches were attached/detached at Truro station. I can't see any mention of The Riviera to Falmouth after 61, this is probably due to the branch line passenger services becoming fully dieselised in 1962/3 using DMU's of class 116, 118, 120,121 and 122. Although DMU's were in their early days allowed to tow vehicles under strict operating conditions (the vehicle had to be on the rear at all times and a limit on vehicles attached because of brake force), it would be impractical if not impossible to attach additional coaches as would happen in steam days. I assume that the official stance in the operating division of BR(W) would be it is just as easy and cost effective for Riviera patrons to change at Truro for the branch service. Here is list of through services and their codes that went to/from Falmouth in summer 1961:
A66 (SO), Falmouth 08:35 to Paddington 16:03, A76 (SuO), Falmouth 10:40 to Paddington 16:20, C28 (SO), Paddington 10:30 to Falmouth ????, C31 Paddington (10:30SX), and (10:40 SuO), to Falmouth ????
There were other loco hauled services mainly parcels and later freights which continued on from the 60's using classes 08 (Newham), 22, 41/42, 25, 37 with a odd 47 and 50.
With regards to the Falmouth to Paddington service in the 1970's, this ran from start of summer timetable 1976 to 29th September 1979:
(SO) Penzance to Truro ECS then forms Truro 08.22 to Falmouth, then 09:10 to Paddington with no return service, diagrammed for a class 50 but a Western and class 47's have been used.
This service was little used because Sunday is not a changeover day for hotels and B&B's hence most people were not travelling on that day, so the main users of this service were enthusiasts for track and haulage and also seaman using it to return home out of county. Seaman you ask, well the port was a lot busier then with a lot of movement of contractors and seaman to/from the docks which coincidentally also overhauled the British Railway operated ships with their red funnels and BR logo; remember them?! The BR employees (Sealink?), using this service could also use their staff permit cards for travel an added bonus. To give an example of a seamans movement to/from Falmouth today, a local taxi firm I use has a contract to drive a ships captain on shore/home leave to/from Falmouth to London so he can then fly back home to Greece paid by his company!
There were after 1979 still DMU's mainly two coach sets and a rare loco hauled hired to move seaman to and from Falmouth Docks on Sunday morning, but these were certainly not a common occurrence running only when required. I can remember DMU's running non-stop through Penmere (when there was no Sunday service at the time), that would be from around 1982 to 1986/7. I can also remember a blue class 47, again non stop, going through Penmere with mark 2 stock heading for Falmouth Docks quite clearly in fact I can even remember which window in my house I was looking out of, that was our then new extension so around 1983! It was a lot easier in those days to arrange a charter to move seaman especially if you refitted BR's ships. A testimate of how it was then (very different now), to arrange a charter is by looking at the CRS own archives, with a good selection of CRS chartered DMU's on long gone clay branchlines.
Onto Falmouth Town The Dell. This was a planned replacement for Falmouth Docks station by BR(W), but it became apparent that it was difficult to brake to a stop with the vacuum brakes on DMU's especially when the railhead was greasy, train crews were authorised not to change ends at The Dell so they had to run on to Falmouth Docks station anyway. With the line to the docks still being in place for freight movements, BR had a change of mind and reinstated services back to The Docks. I have also heard Falmouth Town The Dell holds the record for the most name changes of a British railway station!
Regards
Karl (Friends of Penmere).
A very interesting article from Karl Hewlett
I can provide the following information regarding 'Through Coaches To Cornish Branches', on Falmouth and when they finished plus some information on 'The Dell'.
The Falmouth branch had through coaches up to 1961 mainly from the up and down 'Cornish Riviera', which coaches were attached/detached at Truro station. I can't see any mention of The Riviera to Falmouth after 61, this is probably due to the branch line passenger services becoming fully dieselised in 1962/3 using DMU's of class 116, 118, 120,121 and 122. Although DMU's were in their early days allowed to tow vehicles under strict operating conditions (the vehicle had to be on the rear at all times and a limit on vehicles attached because of brake force), it would be impractical if not impossible to attach additional coaches as would happen in steam days. I assume that the official stance in the operating division of BR(W) would be it is just as easy and cost effective for Riviera patrons to change at Truro for the branch service. Here is list of through services and their codes that went to/from Falmouth in summer 1961:
A66 (SO), Falmouth 08:35 to Paddington 16:03, A76 (SuO), Falmouth 10:40 to Paddington 16:20, C28 (SO), Paddington 10:30 to Falmouth ????, C31 Paddington (10:30SX), and (10:40 SuO), to Falmouth ????
There were other loco hauled services mainly parcels and later freights which continued on from the 60's using classes 08 (Newham), 22, 41/42, 25, 37 with a odd 47 and 50.
With regards to the Falmouth to Paddington service in the 1970's, this ran from start of summer timetable 1976 to 29th September 1979:
(SO) Penzance to Truro ECS then forms Truro 08.22 to Falmouth, then 09:10 to Paddington with no return service, diagrammed for a class 50 but a Western and class 47's have been used.
This service was little used because Sunday is not a changeover day for hotels and B&B's hence most people were not travelling on that day, so the main users of this service were enthusiasts for track and haulage and also seaman using it to return home out of county. Seaman you ask, well the port was a lot busier then with a lot of movement of contractors and seaman to/from the docks which coincidentally also overhauled the British Railway operated ships with their red funnels and BR logo; remember them?! The BR employees (Sealink?), using this service could also use their staff permit cards for travel an added bonus. To give an example of a seamans movement to/from Falmouth today, a local taxi firm I use has a contract to drive a ships captain on shore/home leave to/from Falmouth to London so he can then fly back home to Greece paid by his company!
There were after 1979 still DMU's mainly two coach sets and a rare loco hauled hired to move seaman to and from Falmouth Docks on Sunday morning, but these were certainly not a common occurrence running only when required. I can remember DMU's running non-stop through Penmere (when there was no Sunday service at the time), that would be from around 1982 to 1986/7. I can also remember a blue class 47, again non stop, going through Penmere with mark 2 stock heading for Falmouth Docks quite clearly in fact I can even remember which window in my house I was looking out of, that was our then new extension so around 1983! It was a lot easier in those days to arrange a charter to move seaman especially if you refitted BR's ships. A testimate of how it was then (very different now), to arrange a charter is by looking at the CRS own archives, with a good selection of CRS chartered DMU's on long gone clay branchlines.
Onto Falmouth Town The Dell. This was a planned replacement for Falmouth Docks station by BR(W), but it became apparent that it was difficult to brake to a stop with the vacuum brakes on DMU's especially when the railhead was greasy, train crews were authorised not to change ends at The Dell so they had to run on to Falmouth Docks station anyway. With the line to the docks still being in place for freight movements, BR had a change of mind and reinstated services back to The Docks. I have also heard Falmouth Town The Dell holds the record for the most name changes of a British railway station!
Regards
Karl (Friends of Penmere).
Perran Tunnel 374 yards long, constructed for double track in 1863
Ponsanooth Viaduct
From the collection of Michael L Roach
The replacement of the single track timber viaduct by a double track masonry structure - this work was commenced in 1927 and competed in 1930. Picture from the Paddy Bradley Collection.
Ponsanooth Viaduct replacement completed. 1930 - from the Paddy Bradley Collection'
A heritage set crosses the elegant viaduct at Ponsanooth. This viaduct at 139' is the highest on the branch, it is 645' long. Work started on the replacement of the timber structure in 1927 - it was completed in 1930. The new structure being wide enough for double track should doubling be necessary between Perranwell and Penryn. Copyright Sid Sponheimer
A heritage set crosses Ponsanooth viaduct in bright sunlight on the 2nd December 1983 Copyright Mike Roach
Fortunately not many leaves about on December 2nd 1983 as Mike Roach leans over the fence to get this shot of P470 as it leaves the viaduct at Ponsanooth. This picture also serves to illustrate the fact that this viaduct was built to accommodate double track. This never came unfortunately. Copyright.
A Skipper (Class 142) crosses Ponsanooth viaduct in April 1986 - a nicely lit shot by Mike Roach Copyright
6024 King 1 being drawn across Ponsanooth viaduct heading for Falmouth 20th Sept 1998. From the Paddy Bradley Collection
Another shot of the King crossing the viaduct. From the Paddy Bradley Collection. Note the mass trespass. From the Paddy Bradley Collection
A smashing shot of the King crossing Ponsanooth Viaduct. From the Paddy Bradley Collection.
Ponsanooth Viaduct sits amid the green trees still in full leaf. .22nd August 1976. Copyright Harold Sprenger
A train approaching Cosawes, east of Ponsanooth on the Falmouth branch 5th March 1982 Copyright Mike Roach
Cosawes again, as P465 approaches. 5th March 1982 Copyright Mike Roach
Penryn
A wonderful postcard from the Maurice Dart collection of Penryn station with 3621 4-4-0 running into the station with a down service. This station was replaced on the 24th June 1923. Copyright the Maurice Dart collection
A gathering at the original Penryn Station on the Falmourth branch - this was replaced is on 24th June 1923 when a new alignment was opened. Alan Harris Collection
Penryn looking quite smart in the sunlight. 24th July 1979 (1) Copyright Howard Sprenger
Penryn station on the 24th July 1979. Sadly although the station looks reasonably smart the boarded up windows tell a sad tale. (2) Copyright Howard Sprenger
The up platfrom and building at Penryn. The design is quite classy though again boarded up window preceed its eventual closure and demolition. 24th July 1979 (2) Copyright Howard Sprenger
A service is calling at the short former down platform at Penryn on the 24th July 1979. The former yard area was used for a car auction for a while before a massive collection of student flats was erected on the site. In this view the grand main station building still stands quite proudly. Copyright Howard Sprenger
Penryn Class 25 217 heading for Truro 13th February 1977 Copyright Sid Sponheimer
Class 25 217 continues on its way towards Truro with an engineers train on the 13 Feb 77 Copyright Sid Sponheimer
Well over twenty vans are in evidence here at Penryn as a Truro bound Heritage DMU draws into the up platform. Three of the sidings in the goods yard were taken out of use in 1955. The remainder together with the crossing loop and signalbox were taken out of use on 7th November 1971. The crossing loop has since been re-instated, the former down platform has been lengthened with the passing loop so positioned so that the trains from Falmouth for Truro stop at the far end of the platform and those from Truro come in from the loop to serve the nearest end of the platform. Copyright Sid Sponheimer.
Penryn Signal Box
This is a copy of the original sketch of the track plan at Penryn prepared by Cyril Hitchens when he was learning the box. Compare this with Sid Sponheimers excellent photograph of the station area above.
Penryn Signal Box Class 4 Memories by the Late Cyril Hitchens
The Penryn box that I worked was situated at the end of the down platform and was opened in 1923 when the station was remodelled. It had a brick base unusually rendered with cement and a weatherboarded upper level which had wooden sliding windows at the front and ends plus a fixed window at the rear to provide visibility over the yard at the Falmouth end. The box had a 32 lever frame and all the usual features for the "comfort" of the signalman. It had electric lighting and the access stairs were inside. The token instruments contained the tokens for the single line sections Penryn-Falmouth and Penryn-Perranwell. There were yards at the bottom (Falmouth) end and the top (Perranwell) end. Reference to my sketch, drawn when I was learning the box in the 1950s, may help to clarify the layout at the time. Once "inside" at the Falmouth end shunting could be carried out without fouling the crossing loop by using the headshunt provided. This was on the level and the running line to Falmouth fell away sharply beside it as can be seen in photographs of the time. Penryn goods depot was busy with cattle food and fertiliser for the neighbouring farms. There were always lorries in action distributing these loads from the goods shed. As with all West Cornwall branches of the 1950s the main motive power was 45/55xx prarie tanks and 57xx pannier tank, but sometimes there was variety in the shape of the more modern 84xx panniers from Truro shed.
One morning I was on early turn relief at Penryn with the steam hauled up goods crossing the down passenger-a new dmu. After the departure of the passenger to Falmouth the guard of the goods told me they needed to go into the yard at the Perranwell end to pick up three goods vans and attach them to his Truro bound train. I set the road for him to go back into the yard to attach the wagons and all went well. The wagons were coupled up and he came back out onto the single line ready to set back onto the rest of his train which was waiting in the up crossing loop. We were rushing the job because he wanted to go in front of the passenger which would soon be on its way back up from Falmouth. The guard heard the points reverse and he started to wave the engine and three vans back before I had time to close the spring loaded catch point with the result that the three vans were derailed-"off the road!". Obstruction Danger was sent to Perranwell and a substitute bus service was arranged between Truro and Penryn for the rest of the day with the trapped unit providing a shuttle service between Penryn and Falmouth. This was hand signalled into the down platform for each journey and sent away again for Falmouth. All was back to normal again the following day after the offending wagons had been rerailed.
Both the guard and myself had to fill in reports about the incident and some time later we were summoned to meet the Divisional Superintendent at Plymouth who turned out to be very understanding and sympathetic. The guard and I "shared" a verbal warning!
The box and most of the track were taken out of use in November 1971 although the top yard sidings remained usable operated by a ground frame until August 1979. It is interesting to reminisce about the "old Penryn" where recent developments have now provided it with probably its best ever rail service.
C. H.
The Penryn box that I worked was situated at the end of the down platform and was opened in 1923 when the station was remodelled. It had a brick base unusually rendered with cement and a weatherboarded upper level which had wooden sliding windows at the front and ends plus a fixed window at the rear to provide visibility over the yard at the Falmouth end. The box had a 32 lever frame and all the usual features for the "comfort" of the signalman. It had electric lighting and the access stairs were inside. The token instruments contained the tokens for the single line sections Penryn-Falmouth and Penryn-Perranwell. There were yards at the bottom (Falmouth) end and the top (Perranwell) end. Reference to my sketch, drawn when I was learning the box in the 1950s, may help to clarify the layout at the time. Once "inside" at the Falmouth end shunting could be carried out without fouling the crossing loop by using the headshunt provided. This was on the level and the running line to Falmouth fell away sharply beside it as can be seen in photographs of the time. Penryn goods depot was busy with cattle food and fertiliser for the neighbouring farms. There were always lorries in action distributing these loads from the goods shed. As with all West Cornwall branches of the 1950s the main motive power was 45/55xx prarie tanks and 57xx pannier tank, but sometimes there was variety in the shape of the more modern 84xx panniers from Truro shed.
One morning I was on early turn relief at Penryn with the steam hauled up goods crossing the down passenger-a new dmu. After the departure of the passenger to Falmouth the guard of the goods told me they needed to go into the yard at the Perranwell end to pick up three goods vans and attach them to his Truro bound train. I set the road for him to go back into the yard to attach the wagons and all went well. The wagons were coupled up and he came back out onto the single line ready to set back onto the rest of his train which was waiting in the up crossing loop. We were rushing the job because he wanted to go in front of the passenger which would soon be on its way back up from Falmouth. The guard heard the points reverse and he started to wave the engine and three vans back before I had time to close the spring loaded catch point with the result that the three vans were derailed-"off the road!". Obstruction Danger was sent to Perranwell and a substitute bus service was arranged between Truro and Penryn for the rest of the day with the trapped unit providing a shuttle service between Penryn and Falmouth. This was hand signalled into the down platform for each journey and sent away again for Falmouth. All was back to normal again the following day after the offending wagons had been rerailed.
Both the guard and myself had to fill in reports about the incident and some time later we were summoned to meet the Divisional Superintendent at Plymouth who turned out to be very understanding and sympathetic. The guard and I "shared" a verbal warning!
The box and most of the track were taken out of use in November 1971 although the top yard sidings remained usable operated by a ground frame until August 1979. It is interesting to reminisce about the "old Penryn" where recent developments have now provided it with probably its best ever rail service.
C. H.
The front of Penryn Signal Box as seen by the late Patrick English in 1971. Note the board crossing. Quite what the significance was of the arrow painted on the signal box was is a mystery, it possibly dates from Wartime years to guide passengers off up trains to the ramp of the down platform and exit. Copyright.
Another view of the south end of Penryn Signalbox in 1971 Copyright the late Patrick English
The south end of Penryn Signalbox in 1971 Copyright the late Patrick English
The rear of Penryn Signalbox in 1971 Copyright the late Patrick English
One of the Penryn - Falmouth tokens. Property of Peter Sutton - Copyright
Penryn. Looking back from a Falmouth bound dmu in September 1968 A wealth of detail in this picture - the box, platelayers hut, the original Cornwall Railway station building, and the good shed plus loading gauge etc. Copyright Doug Nicholls
770621_W51590-59582-51576-55026 leaving Penryn and heading for Falmouth Copyright Neil Phillips Neil comments, a nice collection of period motors to the right. The area occupied by the cars, the shed and also to the right of the platform is now occupied by three storey flats.
The same train _W55026-51576-59582-51590 leaving Penryn and heading for Collegewood Viaduct which is just around the corner. The retaining wall on the left once supported the head shunt for the goods yard at Penryn. Copyright Neil Phillips
A rare event at Penryn in the Autumn 2013 with the RHTT N.B. This is the current arrangement at Penryn where a passing loop has been re-instated. The former down platform has been extended trains from Truro pass those Truro bound. Here, on a Sunday, a class 150 passes the RHTT which is standing at the 'Truro end' of the platform. The 150 then crosses over to come alongside the same platform at the Falmouth end. The remains of the former up platform can be seen on the left hand side of this picture. Copyright John Ball
Penryn Station from the road bridge at the south end. note how the view is so restricted by the tree growth and flats on the former goods yard. 14th January 2016 Copyright Roger Winnen Contrast this view with the picture taken by Sid Sponheimer in the 1970's
A platform view on the 14th January 2016. Taken looking south on the 14th January 2016. Note the flats which now occupy the original alignment and later goods yard. Copyright Roger Winnen
Collegewood Viaduct 954 feet long and 100 feet high. The original timber viaduct here lasted until 22nd July 1934
158750 crossing Collegewood Viaduct, Penryn working 2F82 1445 Truro-Falmouth Docks (Taken on private property with permission) 5th July 2020 Andrew Triggs
Penmere Platform
'Friends of Penmere Station'
I was wondering it would be possible please, to add onto the Penmere section of the Falmouth branch, a link for the 'Friends of Penmere Station', a voluntary group who have attended/restored the station for the last twenty one years? The link for our webpage is:
http://falmouthalive.org.uk/pg/groups/475/friends-of-penmere-station/
We also have a facebook page - click here.
I was wondering it would be possible please, to add onto the Penmere section of the Falmouth branch, a link for the 'Friends of Penmere Station', a voluntary group who have attended/restored the station for the last twenty one years? The link for our webpage is:
http://falmouthalive.org.uk/pg/groups/475/friends-of-penmere-station/
We also have a facebook page - click here.
An excellent collection of pictures relating to Penmere Station have been placed on Facebook by the Friends of Penmere Station - the web site for these is kindly supplied by Karl Hewlett. Please click here.
This gallery of interesting pictures includes views of steam traction at the station and also of the long gone Oil Sidings. The Private Siding Agreement for these terminated on the 8th March 1967 and they were officially taken out of use in October 1967. (Reference Track Layout diagrams by Tony Cooke Section 10)
This gallery of interesting pictures includes views of steam traction at the station and also of the long gone Oil Sidings. The Private Siding Agreement for these terminated on the 8th March 1967 and they were officially taken out of use in October 1967. (Reference Track Layout diagrams by Tony Cooke Section 10)
Penmere platform may years ago. In the early 2000,s the bridge at the end of the platform was removed, much to the disgust of local enthusiasts. The slightly overgrown loop in the foreground served an oil depot with four sidings which were added during WW2. The loop and sidings were t.o.u October 1967 and have long since been removed. Copyright Sid Sponheimer.
750321l Penmere Platform with gates for the oil terminal. Copyright Roger Winnen
Penmere Platform 12th August 1968. From a print. Copyright Howard Sprenger Collection
Penmere Platform 12th August 1968. From a negative. Copyright Howard Sprenger Collection
It was really nice to see the colour photographs by Howard Sprenger of Falmouth and Penmere (if a little sad to see the deterioration).
A few notes from me if of interest.
Penmere was, of course, staffed, and the two gentlemen in my time were John Grose and Bob Lambert (or Lamport – I believe the former). As I recall, Mr Lambert was tall and balding whereas the shorter Mr Grose (the senior man?) had a fine head of grey hair!
As can be seen from one of the photographs, the ‘Gents’ was at the Truro end, and I think the next door on was the ‘Ladies’, which Mum nearly always decided she needed to visit as the steam of the approaching train was visible above the trees by Theydon Road.
The middle door would have been the passenger entrance, and turning right you would face the ticket window. I was always fascinated by the ticket date stamper which gave a double ‘thump’ as the ticket was pushed in, first one end and then the other. On the wall beside the door, local paper timetables, printed in WR brown (sometimes also in blue I think) were hung up threaded on string. There seemed to me to be a permanent musty smell about the place. I don’t remember much about the waiting room itself but there must have been the usual wooden benches.
Sadly, this building was destroyed by fire, sometime in the very late 1960s (or was it the early 70s?). Someone must know the actual date.
Hope the above is of interest. By best to Howard and thanks for the memories!
Kind regards
Trevor T
A few notes from me if of interest.
Penmere was, of course, staffed, and the two gentlemen in my time were John Grose and Bob Lambert (or Lamport – I believe the former). As I recall, Mr Lambert was tall and balding whereas the shorter Mr Grose (the senior man?) had a fine head of grey hair!
As can be seen from one of the photographs, the ‘Gents’ was at the Truro end, and I think the next door on was the ‘Ladies’, which Mum nearly always decided she needed to visit as the steam of the approaching train was visible above the trees by Theydon Road.
The middle door would have been the passenger entrance, and turning right you would face the ticket window. I was always fascinated by the ticket date stamper which gave a double ‘thump’ as the ticket was pushed in, first one end and then the other. On the wall beside the door, local paper timetables, printed in WR brown (sometimes also in blue I think) were hung up threaded on string. There seemed to me to be a permanent musty smell about the place. I don’t remember much about the waiting room itself but there must have been the usual wooden benches.
Sadly, this building was destroyed by fire, sometime in the very late 1960s (or was it the early 70s?). Someone must know the actual date.
Hope the above is of interest. By best to Howard and thanks for the memories!
Kind regards
Trevor T
Memories - a heritage set arrives from Truro beneath the long gone bridge at Penmere. 12th August 1968. Copyright Howard Sprenger.
Penmere Platform 23rd July 1979. Copyright Howard Sprenger (Perhaps at an 'all time low). The entrance to the oil depot site was through the railings in the background.
A Truro bound service crosses Penmere Crescent on the approach to Penmere Platform August 1986 - Copyright Mike Roach
Penmere 04.09 Engineering train in connection with relaying Falmouth Town station. 25th January 2015 Copyright Alan Peters
Penmere Platform at 04.09 25th January 2015 Copyright Alan Peters
Dear Keith.
I have enclosed two links cine film of wartime Falmouth which may be of interest to add to yours and Phil Hadley's articles on the CRS website. For Paul Hadley's article please click here.
https://www.youtube.com/watch?v=aI8kyjLnHQc
https://www.youtube.com/watch?v=ozQc3t8OJp4
Also the image in Part 3 1941, from the late Peter Gilson collection of Prairie tank and two coaches damaged on the Falmouth Branch, one of the coaches was hit by some sort of incendiary device and was blown off its bogies which lead to the rest derailing. This happened at Penance Road bridge between Penmere Platform and what is now Falmouth Town The Dell station's. Probably the Germans were trying to attack the newly built oil depot at Penmere (1940), but either were slightly off target which happened quite a lot or changed their minds when they saw the train, both were classed as strategic targets to disrupt and fell our country then. For images of the oil depot there should be in the CRS webpage somewhere a link for the Friends Of Penmere Facebook page, this has rare images of the oil depot.
Regards Karl (Friends Of Penmere). Many thanks indeed Karl
I have enclosed two links cine film of wartime Falmouth which may be of interest to add to yours and Phil Hadley's articles on the CRS website. For Paul Hadley's article please click here.
https://www.youtube.com/watch?v=aI8kyjLnHQc
https://www.youtube.com/watch?v=ozQc3t8OJp4
Also the image in Part 3 1941, from the late Peter Gilson collection of Prairie tank and two coaches damaged on the Falmouth Branch, one of the coaches was hit by some sort of incendiary device and was blown off its bogies which lead to the rest derailing. This happened at Penance Road bridge between Penmere Platform and what is now Falmouth Town The Dell station's. Probably the Germans were trying to attack the newly built oil depot at Penmere (1940), but either were slightly off target which happened quite a lot or changed their minds when they saw the train, both were classed as strategic targets to disrupt and fell our country then. For images of the oil depot there should be in the CRS webpage somewhere a link for the Friends Of Penmere Facebook page, this has rare images of the oil depot.
Regards Karl (Friends Of Penmere). Many thanks indeed Karl
On 27/08/2023 22:21, Phil Hawke wrote: Re Penmere sidings and fuel.
Keith , good evening.
The recent celebrations re Penmere reminded me of a question that has puzzled me for a long time. From various snippets on the internet I gather that the tanker sidings were provided in the early part of the second world war to serve the storage tanks at Swanvale. Now, I've seen the product that was transported and stored referred to both as petrol and diesel, this traffic lasting until the 1960's.
Now my questions are; were the rail tankers delivering or collecting and was it petrol or diesel and where did they originate or terminate at the other end. As the Air Ministry commissioned the building of the storage tanks I assume the fuel was aviation grade petrol during the war and later became kerosene for use in jet engines at St Mawgan? I can feel an answer from the east on its way before long!
Phil Hawke
Dear Keith/Phil,
Penmere sidings were indeed provided in 1941 at the behest of the Air Ministry. The fuel came by sea, of course. The layout consisted of a long loop siding, with a connection to four long loading sidings at the Falmouth end. I have always assumed that the fuel was taken on by road.
There were 2 ground fames working the points, released by annett's key on the Penryn-Falmouth train staffs.
After the war, Nancekuke and Predannack airfilds ceased to be operational and traffic at Penmere dwindled. By 1958/9 it was zero. The main loop siding was used for storing condemned goods stock in the early sixties, but the oil sidings remained fenced and locked although the pipework and taps etc remained intact. It was all lifted in 1966.
All the best to you both,
Roy
Keith , good evening.
The recent celebrations re Penmere reminded me of a question that has puzzled me for a long time. From various snippets on the internet I gather that the tanker sidings were provided in the early part of the second world war to serve the storage tanks at Swanvale. Now, I've seen the product that was transported and stored referred to both as petrol and diesel, this traffic lasting until the 1960's.
Now my questions are; were the rail tankers delivering or collecting and was it petrol or diesel and where did they originate or terminate at the other end. As the Air Ministry commissioned the building of the storage tanks I assume the fuel was aviation grade petrol during the war and later became kerosene for use in jet engines at St Mawgan? I can feel an answer from the east on its way before long!
Phil Hawke
Dear Keith/Phil,
Penmere sidings were indeed provided in 1941 at the behest of the Air Ministry. The fuel came by sea, of course. The layout consisted of a long loop siding, with a connection to four long loading sidings at the Falmouth end. I have always assumed that the fuel was taken on by road.
There were 2 ground fames working the points, released by annett's key on the Penryn-Falmouth train staffs.
After the war, Nancekuke and Predannack airfilds ceased to be operational and traffic at Penmere dwindled. By 1958/9 it was zero. The main loop siding was used for storing condemned goods stock in the early sixties, but the oil sidings remained fenced and locked although the pipework and taps etc remained intact. It was all lifted in 1966.
All the best to you both,
Roy
Falmouth Town (The Dell)
A Heritage set at 'The Dell',
Copyright John Cornelius. Despite only being opened in 1970, the station has already been known by three different names: Falmouth, The Dell, and Falmouth Town. The station was opened as Falmouth by British Rail on 7th December 1970 when the branch line was cut back by 924 yd to terminate here. The platform was constructed using components from Perranporth Beach Halt which had closed in 1963.
It was renamed The Dell on 5th May 1975 when the original Falmouth station was reopened, subsequently being renamed again, this time to Falmouth Town on 15th May 1989. From the lack of passengers on the platform it is likely that the train is heading away towards Falmouth Docks.
Copyright John Cornelius
Copyright John Cornelius
750331k The garage at the Dell Falmouth. This station was the terminus of services to Falmouth until May 1975Copyright Roger Winnen
Cornish Gnome pauses at Falmouth Town. The low bridge in the foreground over Avenue Road later caused considerable modification to a double decker bus which tried to pass under it! 3rd May 1998 Copyright K. Jenkin
The signage at 'The Dell' garage has increased somewhat as a pair of 153's cross the bridge to the east of Falmouth Town (The Dell) with 153329/153370 departing Falmouth Town with 2F77 12.20 Truro to Falmouth Docks service. 16th March 2018 Copyright Shane Webster
Falmouth Docks Station
A sad sight - the terminus at Falmouth, The track removed. 12th August 1968. Copyright Howard Sprenger.
Falmouth Terminus 12th August 1968. From a print. Copyright Howard Sprenger Collection
Falmouth Terminus - the main station buildings. 12th August 1968. From a print. Copyright Howard Sprenger Collection
More from the Howard Sprenger Collection.
Thanks for publishing my memories and photographs of Falmouth and Penmere the other day. Here are the only other pictures I have from the 1960s. The ones taken on 12th August 1968 show the Falmouth Docks shunter in the exchange sidings, as my DMU from Penmere drew into the Falmouth platform. This was the day after the famous "Fifteen Guinea Special" which commemorated the end of steam on BR, so seemed particularly significant at the time! The shots are poor quality - hurriedly taken on a cheap "point-and-shoot" camera - but perhaps they might be of interest.
We returned to Falmouth station the following day, probably hoping to see the 0-4-0ST again; no photographs this time, but Dad sketched some of the details on the station building. Perhaps he was contemplating making a model some time! The 1969 shot records that the station buildings had gone by then. I'll send some more photos in due course, but they will have been taken in the 1970s. Seems like yesterday to me, but it's 50 years ago now!
Best regards, Howard.
We returned to Falmouth station the following day, probably hoping to see the 0-4-0ST again; no photographs this time, but Dad sketched some of the details on the station building. Perhaps he was contemplating making a model some time! The 1969 shot records that the station buildings had gone by then. I'll send some more photos in due course, but they will have been taken in the 1970s. Seems like yesterday to me, but it's 50 years ago now!
Best regards, Howard.
Falmouth 12th August 1968 (1) Copyright Howard Sprenger
Falmouth 12th August 1968 (2) Copyright Howard Sprenger. Its the last day of steam on BR, but not at Falmouth Docks!
Falmouth 12th August 1968 (3) Copyright Howard Sprenger
Falmouth 12th August 1968 (4) Copyright Howard Sprenger
Falmouth 13th August 1968 drawings by Cyril Sprenger. Copyright Howard Sprenger
Falmouth 12th August 1968 DMU Copyright Harold Sprenger. Note in the background the former main station buildings await demolition.
Falmouth 1969 Copyright Howard Sprenger.
Many thanks for the latest pictures from your collection - some of the pictures may be of poor quality but they are of immense historical value.
Falmouth 23rd July 1979 (1) . Copyright Howard Sprenger Collection
Falmouth 23rd July 1979 (2) . Copyright Howard Sprenger Collection
Falmouth 23rd July 1979 (3) . Copyright Howard Sprenger Collection
750331j Dereliction at the closed Falmouth Docks Station. This station lwhich closed on 7th December 1970 ater reopened on 5th May 1975. Copyright Roger Winnen
Falmouth station as it was in the 60's - all track still in position, Maybe it's a sign of the times that the DMU is using the far platform rather than the lines alongside the station building. A station seat still occupies the main platform. Copyright Sid Sponheimer
Falmouth - D1001 Western Pathfinder on engineering duties. Paddy Bradley Collection
750331l Running nearly into the closed Falmouth Docks Station, reversal was needed here as the line was on a falling gradient at The Dell Station notice oil tanks visible in the adjacent docks line. Copyright Roger Winnen
W55026-51576-59582-51590 at Falmouth Docks on the 21st June 1977. Copyright Neil Phillips. Note the dockyard cranes and the nearby ship.
750331i Falmouth Docks Station. Oil tanks visible in the adjacent line.Copyright Roger Winnen
A note with reference to picture 13 of the set above. Trevor Tremethick writes :- This shot is from the cab of Formidable and I was lucky that the driver allowed me to act as second man for the run-round and up the branch, taking the right away at Falmouth, The Dell, Penmere, Penryn and Perranwell. We were on time at Truro. Both the driver and guard were from Penzance depot. Formidable was a Laira engine but still bearing a ‘BR’ shedcode for Bath Road. The Penzance crew continued to St Austell, returning West with the 08:00 Bristol to Penzance.
D1022 'Western Sentinel' at Falmouth on last Western hauled service – 0910 to Paddington 25 Sept 1976 Copyright Trevor Tremethick
Before we leave the scene and dive into the nostalgic pictures of Falmouth as it once was lets move forward 40 years to Sunday 11th October 2015 as Craig Munday takes a privileged view of the RHTT train cleaning the rails at the now single line terminus. Copyright Craig Munday
Falmouth Signalbox 1 a front view 1966 Copyright Patrick English
Falmouth Signalbox 2 1966 a study by Patrick English - copyright
Falmouth Signalbox, end elevation from the north in 1966 Copyright Patrick English
Falmouth Signalbox, end elevation from the south in 1966 Copyright Patrick English
From the Patrick English collection. Restored from a damaged print thought to have been taken by the late Fisher Barham . This shows the signalbox in operational days.
Falmouth Signalbox Class 4
An article on the operation of the box by the Late Cyril Hitchens
During my time as relief signalman I only worked Falmouth on a handful of occasions. The box was of the usual construction with a brick base and large sliding windows on the upper level. It had the usual interior fittings for the signalman's comfort together with electric lighting. The access steps projected outwards on the station side of the box. There was a 41 lever frame although some levers were out of use by my time and were painted white. There was a token instrument to control the single line section to and from Penryn.
The layout made it an easy box to work with arrival and departure platforms and run round loop in steam days. Shunting in the goods yard could be carried out "inside" without interfering with the branch passenger trains as locos could use the headshunt which once led to the engine shed. (See my sketch).
Sometimes wagons containing supplies for the docks would be left in the loop opposite the box for collection. One of the smart little saddle tanks from the docks would come up and "blow two" and then be let in to collect the wagons or return the empties. Following the introduction of dmus and the closure of the goods yard in
January 1965 the track layout was rationalised and the station became just a single platform. The box closed about a year later and was replaced by two ground frames to control the loop points to gain access to the docks. In the early 1960s the loading bank siding was used to accommodate a camping coach during the summer. After complete closure for a time in the 1970s the station was reopened and is now very much in use as Falmouth Docks.
C. Hitchens.
An article on the operation of the box by the Late Cyril Hitchens
During my time as relief signalman I only worked Falmouth on a handful of occasions. The box was of the usual construction with a brick base and large sliding windows on the upper level. It had the usual interior fittings for the signalman's comfort together with electric lighting. The access steps projected outwards on the station side of the box. There was a 41 lever frame although some levers were out of use by my time and were painted white. There was a token instrument to control the single line section to and from Penryn.
The layout made it an easy box to work with arrival and departure platforms and run round loop in steam days. Shunting in the goods yard could be carried out "inside" without interfering with the branch passenger trains as locos could use the headshunt which once led to the engine shed. (See my sketch).
Sometimes wagons containing supplies for the docks would be left in the loop opposite the box for collection. One of the smart little saddle tanks from the docks would come up and "blow two" and then be let in to collect the wagons or return the empties. Following the introduction of dmus and the closure of the goods yard in
January 1965 the track layout was rationalised and the station became just a single platform. The box closed about a year later and was replaced by two ground frames to control the loop points to gain access to the docks. In the early 1960s the loading bank siding was used to accommodate a camping coach during the summer. After complete closure for a time in the 1970s the station was reopened and is now very much in use as Falmouth Docks.
C. Hitchens.
Falmouth station layout - a sketch by the late Cyril Hitchens - signalman. N.B. Signal lever numbers not included.
Falmouth signal 32 (Up Starting from the arrival platform) with the unusual backing arm. 23. This picture copyright Chris Osment was taken in the early 60's. Note the home signal is pulled off. The signalbox at the throat is just visible.
Falmouth Signalbox - the late Frank Sperritt Collection.
A view taken by the late Frank Sperritt showing the location of the signalbox which gave a good view towards the station and the docks branch. This picture taken in 1965. Copyright Mrs. Pat Sperritt.
Falmouth Signal box 1965 Frank Sperritt Copyright Pat Sperritt
Falmouth lever frame. Taken in 1965 by the late Frank Sperritt Copyright Pat Sperritt
Over twenty tokens for the Falmouth to Penryn section section were visible at this time in the machine at Falmouth box. Alongside can be seen the signalbox log book. 1965 Copyright Pat Sperritt
An unusual view at Falmouth. 153373 and a sister unit depart from the terminus at Falmouth Docks forming 2T79, the 13.50 to Truro on 10 October 2016. Taken with a 5m camera pole. Copyright Keith Barrow
The terminal at night. 153373 (with 153333 attached) about to work 2T91 2031 Falmouth Docks to Truro. 23rd September 2017 Copyright Mark Lyman
The outlook for the end of the platform at Falmouth Docks station. The branch line to the docks is still in position. A bowling alley occupies the land to the right. Copyright the Late John Cornelius
Falmouth Docks The new development at Falmouth Docks Station. New student accomodation building under construction. 6th June 2019 Copyright Roger Winnen.
150266 Falmouth Docks. Monday 25th May 2020. Copyright Mark Lynam.
Seen in the Prince of Wales Pub at Falmouth.
Falmouth - seen in the Prince of Wales Pub at Falmouth Frm Dave Anthony
Falmouth Station - the Patrick English Collection
Patrick English was a highly rated railway modeller his work being recognised and used to form part of the famous Pendon Model Railway. Pat was a member of the Falmouth Model Railway Club and also at one time secretary of the Cornwall Railway Society. Unfortunately Pat passed away prematurely, but fortunately due to the kindness of his widow Phyllis English, some of his photographic work has been given to us for use on the this site. Pat had two sessions of photographing many of the details of Falmouth station during the 1960;s and 1970's. His work in the 60's comprised the station itself and immediate area including the goods shed. From the state of the buildings and the fact that the track was already being rationalised it is obvious that 'the writing was on the wall' and that gave Pat the impetus to go around with his camera. Something for which we must be eternally grateful. On December 7th 1970 passenger trains ceased to run to the original Falmouth station, a new station using the platform from Perranporth Beach Halt was opened at the Dell (It was called simply 'Falmouth') and it appeared the the future of the remaining terminus platform was terminal. However a saving factor was that due to the gradient at 'The Dell' the driver could not leave his position to change cabs at that location and the DMU's had to continue to a location on level track not far from the former terminus to reverse. Pat again went out to the area between 'The Dell' and the old terminus to capture what he could.
We are very fortunate in that Nigel Tregoning, Vice Chairman of the Cornwall Railway Society, was asked to help dispose of Pat's effects after his death and as a result both the Falmouth Model Railway Club and the Cornwall Railway Society benefited from Pat's photographs. Those within the county going to the CRS and those outside to the Pendon Collection. Nigel Tregoning deserves a special thank you for his very considerable efforts in restoring Pat's pictures to the pristine condition you can see. Without Nigel's appreciation of the value of this collection it could all have been lost forever. All of the Patrick English collection is copyright.
Comments on the pictures added by Nigel Tregoning, for which many thanks
The following pictures show the exterior of the original station at Falmouth. Opened on 24th August 1863, Falmouth was the terminus of the Cornwall Railway mainline from Plymouth. Falmouth was and still is an important deep water port. It's extensive dockyards have provided the railway with much needed goods traffic for much of the lines existence. The station buildings were quite exquisite, but sadly succumbed to the demolition men around 1969. The three views below show the main building's roadside elevation. The gas lamp in the first view has sadly seen better days. This building contained the ticket office, gentlemen's toilets, ladies waiting room/toilets and a general waiting room.
The wooden goods shed was truly massive, with two roads and platform sections which swung out to serve wagons on the outer road. The brick built office was probably a later addition, although details about this are sketchy at present. The posters in these 1966 views give details of cheap day return fares, Plymouth 22/-, Truro 4/- and Penzance 12/6.
These views (two above & three below) show the signal box in detail. The GWR Type 5 box opened in 1894, some thirty-one years after the line. The box measured 25' x 12'. In July 1919, a new VT 3-Bar frame with forty-one levers was installed and this remained in use until closure on 27-2-1966. The windows are mainly of the early style, except for the 'up end' which appear to have been replaced with the later style in the late 1950s.
The three views below show the approach to Falmouth station and the water tower. The approach was track circuited and in effect double line into the station. The water tower stood along side the 'loco siding' as it was known after the locomotive shed and turntable were closed in 1925. The tower was removed around 1967/8, I remember peering over the wall to watch what was going on. As I recall, there were two men with a couple of ladders and some oxyacetylene torches, no scaffolding, cranes or orange jackets back then!
The 1971 photographs
The following views taken circa 1971 show the utter decimation wreaked upon the station in the 1960s. At this time the station was closed to passenger traffic, a new station having opened in Avenue Road by The Dell car park in December 1970. However, because the new station was on a gradient, trains ran empty to the former station's run round loop the reverse. The new station was known as Falmouth until 5th May 1975 when services to the original Falmouth station were restored and the new station was renamed 'The Dell'. On 15th May 1989, Falmouth station became Falmouth Docks and the The Dell was renamed Falmouth Town. Today the line carries huge numbers of passengers on a half hourly train service, the four stations in the Falmouth/Penryn urban area generating something around 600,000 passengers per annum.
