NINETEEN SIXTY FOUR – PART 25
North Cornwall March 1964
Michael L. Roach
On Saturday 28 March 1964 I made an afternoon trip from Plymouth to North Cornwall by car. First stop was at Dunsland Cross which was about 40 miles and an hour and a quarter from Plymouth. I stayed in the area of Halwill and Hole for the next three hours photographing every train that was available at first. From 6.10 to 6.30pm Halwill Junction Station came to life with the arrival of the 5.32 from Bude at 6.11; the 5.57 from Okehampton to Padstow calling 6.21-6.22; the departure of the 6.25 to Bude; and the departure of the 6.30 to Torrington. I saw none of these at Halwill because I had departed early to be sure of seeing the 6.30pm train further up the line to Torrington. The Halwill to Torrington line was 20½ miles long and at the north end the 7¾ miles from Petrockstow to Torrington was used by freight and passenger trains, with the principal freight being ball clay from opencast pits. However the 12¾ miles from Halwill to Petrockstow were used by just two passenger trains in each direction at 8.52am and 4.00pm off Torrington and 10.38am and 6.30pm off Halwill Junction. I opted to see the 6.30 train pass through Hole at 6.39pm but actually at 6.42pm that evening behind Ivatt 2-6-2T no. 41283 hauling just one passenger coach. This was an easy afternoon/evening trip lasting less than six hours but the trips to be described in the next two instalments were much more demanding.
I read a lot, particularly old magazines, and just occasionally I am in almost total disbelief at what I am reading. This was such a case on the evening of 18 January 2025 the day before Part 25 was submitted to the CRS webmaster. Just a few lines in the October 1925 Railway Magazine concerning train working on the Looe Branch on the August Bank Holiday weekend that year which I would like to share with readers. The passenger trains were being worked by the GWR's 4400-class prairie tanks that day, a class dating from 1904. with driving wheels measuring 4 feet 1½ inches in diameter. Only eleven were ever built because they were followed just two years later by the much more numerous 4500-class prairie tanks which had driving wheels six inches larger at 4 feet 7½ inches. Smaller driving wheels equals better hill-climbing ability so the 4400s always gravitated to the sheds providing power for the steepest gradients like the Princetown Branch. St. Blazey Shed received examples of the 4400-class within two years of the first one being built which were used on the branch lines to Newquay and Fowey. It would be 18 years before two members of the class were out-stationed to Moorswater Shed to work the Looe Branch in November 1924.
This is what the Railway Magazine reported: “On August Bank Holiday, 3 August 1925, the Looe and Liskeard branch was worked by two trains made up to 10 and 11 main-line coaches, and worked by GW 2-6-2 tank engines, nos. 4400 and 4410. From Coombe Junction to Liskeard, which includes a gradient of 1 in 35, assistance was provided by no. 4405.” What a magnificent sight and sound the three engines would have made pounding up the bank with ten coaches. 4405 was based at Laira Shed, Plymouth, at the time which suggests to me that it had worked down the main line with an excursion train from Plymouth to Looe. Ten coaches would have been a good load for a single 4400 engine. There were three inclines to be surmounted in the 18 miles between Plymouth and Liskeard at gradients as steep as 1 in 60/68/74 The standard load for a 4400-class engine along the Cornish main line was 280 tons or say eight coaches; so if 4405 did bring 10 coaches down from Plymouth it would have been given extra time but would have made a great sight climbing up the 3-mile bank through St. Germans Station.
Although he was not as famous as fellow-Cornishman Richard Trevithick many of you will have heard of the Cornish inventor Sir Goldsworthy Gurney who was an early exponent of designing and building steam road passenger carrying carriages. In the Sunday Times of 19 January 2025 was an article about the struggles of British cathedrals to cover their running costs due to the high cost of energy bills. There are 97 cathedrals in Britain (including Anglican and Catholic) and you may have noticed in some a large black cast iron stove with external ribs to increase the surface area available for heating these huge spaces. The stove was designed and patented in 1856 by Sir Goldsworthy Gurney and is called the Gurney Stove. They were originally coal-fired, later oil-fired and now gas-fired. Quite amazingly three Gurney Stoves are still in use in 2025, 160 years after being invented, at Durham, Ely and Peterborough Cathedrals. More than 10,000 Gurney Stoves were made in three different sizes.
I read a lot, particularly old magazines, and just occasionally I am in almost total disbelief at what I am reading. This was such a case on the evening of 18 January 2025 the day before Part 25 was submitted to the CRS webmaster. Just a few lines in the October 1925 Railway Magazine concerning train working on the Looe Branch on the August Bank Holiday weekend that year which I would like to share with readers. The passenger trains were being worked by the GWR's 4400-class prairie tanks that day, a class dating from 1904. with driving wheels measuring 4 feet 1½ inches in diameter. Only eleven were ever built because they were followed just two years later by the much more numerous 4500-class prairie tanks which had driving wheels six inches larger at 4 feet 7½ inches. Smaller driving wheels equals better hill-climbing ability so the 4400s always gravitated to the sheds providing power for the steepest gradients like the Princetown Branch. St. Blazey Shed received examples of the 4400-class within two years of the first one being built which were used on the branch lines to Newquay and Fowey. It would be 18 years before two members of the class were out-stationed to Moorswater Shed to work the Looe Branch in November 1924.
This is what the Railway Magazine reported: “On August Bank Holiday, 3 August 1925, the Looe and Liskeard branch was worked by two trains made up to 10 and 11 main-line coaches, and worked by GW 2-6-2 tank engines, nos. 4400 and 4410. From Coombe Junction to Liskeard, which includes a gradient of 1 in 35, assistance was provided by no. 4405.” What a magnificent sight and sound the three engines would have made pounding up the bank with ten coaches. 4405 was based at Laira Shed, Plymouth, at the time which suggests to me that it had worked down the main line with an excursion train from Plymouth to Looe. Ten coaches would have been a good load for a single 4400 engine. There were three inclines to be surmounted in the 18 miles between Plymouth and Liskeard at gradients as steep as 1 in 60/68/74 The standard load for a 4400-class engine along the Cornish main line was 280 tons or say eight coaches; so if 4405 did bring 10 coaches down from Plymouth it would have been given extra time but would have made a great sight climbing up the 3-mile bank through St. Germans Station.
Although he was not as famous as fellow-Cornishman Richard Trevithick many of you will have heard of the Cornish inventor Sir Goldsworthy Gurney who was an early exponent of designing and building steam road passenger carrying carriages. In the Sunday Times of 19 January 2025 was an article about the struggles of British cathedrals to cover their running costs due to the high cost of energy bills. There are 97 cathedrals in Britain (including Anglican and Catholic) and you may have noticed in some a large black cast iron stove with external ribs to increase the surface area available for heating these huge spaces. The stove was designed and patented in 1856 by Sir Goldsworthy Gurney and is called the Gurney Stove. They were originally coal-fired, later oil-fired and now gas-fired. Quite amazingly three Gurney Stoves are still in use in 2025, 160 years after being invented, at Durham, Ely and Peterborough Cathedrals. More than 10,000 Gurney Stoves were made in three different sizes.
Ivatt 2-6-2T no. 41206 approaches Dunsland Cross Station with 2C on the 3.39pm Halwill to Bude train on Saturday 28 March 1964; where it crossed 31824. Copyright Michael L. Roach.
At the same spot as the previous image and six minutes later N-class 31824 leaves Dunsland Cross with two coaches and two vans on the 3.11pm Bude to Okehampton. Copyright Michael L. Roach.
31835 is hauling the 4.24pm Okehampton to Bude train taken from the overbridge about 1½ miles south-east of Halwill Junction Station; 28 March 1964. Copyright Michael L. Roach.
The 3.13pm Padstow to Okehampton is seen leaving Halwill Junction at 5.30pm on 28 March 1964 behind 31821. The station is just out of the picture on the right. Copyright Michael L. Roach.
Ivatt 2-6-2T no. 41283 leaves Hole Station with the second and last passenger train of the day to Torrington. Hole was the first station along the line 3 miles from Halwill Junction in an area of very small villages and sparse population. Copyright Michael L. Roach.
Westbury Engineering Works
12th - 18th January 2025 Inclusive
Guy Vincent
Work continues at Westbury centred on upgrading and improving the complex track layout to the south of the station, in order to make it more efficient for the type and density of traffic it now has to deal with. Here are 11 photos taken during the period 12th - 18th January.
2025 01 12 - Westbury platform works and plant in use. Copyright Guy Vincent.
2025 01 12 Westbury. 'Cherry Picker' elevated platform in car park. Copyright Guy Vincent.
2025 01 12 - Westbury platform resurfacing and works with 66713 on wagon. Copyright Guy Vincent.
2025 01 12 - Westbury South Remodelling from bridge. Copyright Guy Vincent.
2025 01 12 - Heywood Road Jcn. Turbo DMUs Reversing. Copyright Guy Vincent.
2025 01 13 - 70813 with Sand Train for Blanketing at Westbury South. Copyright Guy Vincent.
2025 01 13 - Westbury South Remodelling & Renewals. Copyright Guy Vincent.
2025 01 13 - Westbury South Junction New Track Layout towards Salisbury. Copyright Guy Vincent.
2025 01 13 - Bath Spa 66544 6X52 1136 Hinksey - Westbury. Copyright Guy Vincent.
2025 01 13 - Westbury South Up Side Pointwork. Copyright Guy Vincent.
2025 01 13 - Westbury New Line Platform 2. Copyright Guy Vincent.
Many thanks for your continued coverage of these extensive works, Guy
First 'Rocks' - Fowey clay of the year
Jon Hird
66131 powers across the embankment at Lavrean working the mid-day Goonbarrow/Rocks - Fowey Carne Point clay on 20.01.2025. Unusually, the train was running as 8G09 (rather than 6G09) due to the inclusion in the train of a wagon with issues which had been stranded at Exeter Riverside for a few weeks. This was the first clay train to Fowey since mid-December. Copyright Jon Hird.
Shortly after 18:00 at Fowey, 66131 has just pushed the last 2 wagons into the shed to be discharged. Moored is the Vertom Eva with her hatches open, ready to receive the clay from the stores. The ship is registered to Luxembourg and has a length of 88 meters. 20.01.2025, copyright Jon Hird.
Another view from up high, from where we can look down into the hold of the waiting ship. The crippled wagon was left at the docks. 20.01.2025, copyright Jon Hird.
1970's variety pack
By Roger Winnen
Part 2
13.03.1977 - Wrangaton Station Building. Copyright Roger Winnen.
14.04.1977 - Seaton Junction Station. Copyright Roger Winnen.
14.04.1977 - Lyme Regis Station. Copyright Roger Winnen.
14.04.1977 - Cannington Viaduct. Copyright Roger Winnen.
14.04.1977 - Ottery St. Mary Station. Copyright Roger Winnen.
14.04.1977 - Seaton Junction Station. Copyright Roger Winnen.
14.04.1977 - The Crossing gates at Ottery St Mary. Copyright Roger Winnen.
Thanks Roger - more 1970's miscellany tomorrow.
Bath Road 37
Phil 'Shattered' Smith
37426 on Bristol Bath road in summer 1987. Copyright Phil Smith.
Many thanks, Phil - hard to beat a '37' in large logo blue!
Onslow Western
Roger Geach
D1011 passes Onslow Sidings on Thursday 31.7.1975 working light engine in the place of 6V53. Copyright Roger Geach.
Many thanks, Roger - there can't be many photos from this location
Class 52 ‘Western’
Experimental Windscreen Wipers
Matthew Bradley
I write regarding Karl Hewlett’s remarks ‘Spotted Another Abnormality’ as part of the recent 'Hydraulic Matters' article concerning D1045 ‘Western Viscount’.
It’s my understanding from various publications on the Class 52’s that D1045 was unique in having its wiper blades attached at the bottom of the window rather than at rain strip level on the second man’s side front windows. This was one of several window wiper experiments undertaken on the class during the mid to late 1960’s. Apart from D1006 and D1039 (which were fitted with rotary windscreen wipers as noted by Karl), D1020, D1053, D1055 and D1072 were fitted with experimental horizontal windscreen wipers. These were fitted to the driver's side windows at both ends, whilst undergoing works overhauls at Swindon.
D1023 and D1058 may also have had experimental horizontal wipers fitted at both ends (according to sources), but so far I've seen no photographic evidence.
I’m assuming these experiments weren’t successful for one reason or another as most of the equipment was removed fairly swiftly. However, the mounting bars and water jets / pumps (in some cases), were left in situ until each locomotive was withdrawn. D1055 is one example with its prominent large pumping housing easy to identify in photographs and D1053 is another. Underlined by photographs (enclosed), taken by your good self and Hugh Austen, which have appeared on The Cornwall Railway Society website.
Hope this is of interest.
It’s my understanding from various publications on the Class 52’s that D1045 was unique in having its wiper blades attached at the bottom of the window rather than at rain strip level on the second man’s side front windows. This was one of several window wiper experiments undertaken on the class during the mid to late 1960’s. Apart from D1006 and D1039 (which were fitted with rotary windscreen wipers as noted by Karl), D1020, D1053, D1055 and D1072 were fitted with experimental horizontal windscreen wipers. These were fitted to the driver's side windows at both ends, whilst undergoing works overhauls at Swindon.
D1023 and D1058 may also have had experimental horizontal wipers fitted at both ends (according to sources), but so far I've seen no photographic evidence.
I’m assuming these experiments weren’t successful for one reason or another as most of the equipment was removed fairly swiftly. However, the mounting bars and water jets / pumps (in some cases), were left in situ until each locomotive was withdrawn. D1055 is one example with its prominent large pumping housing easy to identify in photographs and D1053 is another. Underlined by photographs (enclosed), taken by your good self and Hugh Austen, which have appeared on The Cornwall Railway Society website.
Hope this is of interest.
D1045 by Michael Roach. Note the unusual wiper configuration - one bottom mounted, one top mounted. Copyright Michael L. Roach.
D1053 at St.Erth on 28.06.1976. This loco carries a large washer pump housing on the nose. Copyright Hugh Austen.
D1055 with a large washer pump housing. Copyright Roger Winnen.
Many thanks, Matthew - great observations
