NINETEEN SIXTY FOUR – PART 62
Michael L. Roach
Callington Branch
Around this time 61 years ago the Callington Branch passenger trains were enjoying their last week of steam haulage; i.e last few days of August / first few days of September 1964. I made an evening trip on the branch on 27 August by driving to Callington and making a return trip from that end – out at 19.25 off Callington returning on the 20.12 off Bere Alston. The engine was Ivatt 2-6-2 tank 41321. Water was taken at Calstock in both directions because none was available at Callington. At Gunnislake on the return journey something interesting happened as our train doubled in length from 2C to 4C as the engine picked up two empty coaches left by the 17.55 SX (19.04 SO) Bere Alston to Gunnislake. The reason for not taking the coaches on ECS to Callington by the earlier train was said to be so that the Plymouth crew could get to Callington quicker in order to catch the last bus home from Callington to Plymouth. I repeated the trip exactly on 3 September 1964 behind 41206 when all the same things happened. The branch was dieselised on and from Monday 7 September; and as there were no Sunday trains at that time the last steam trains ran on Saturday 5 September 1964. I could not be there as I was 175 miles away witnessing the closure of another WR branch. The dieselisation of the Callington Branch displaced three Ivatt 2-6-2s which had first arrived on the branch in 1952.
Hemerdon
The first two photographs attached were taken on 14 May 1961, and then no photos were then taken until four days later on 18 May at Hemerdon and are the last two attached. There are some words that just signify the GWR – Paddington, Swindon, Temple Meads, Brunel, Gooch, Dainton, Hemerdon and so on. I am sure that there may be some reading this who do not know exactly where Hemerdon Bank is or was. The bank started at Plympton Station which was four miles east of Plymouth North Road Station and it took its name from a very small village half a mile to the north of the railway line on the edge of Dartmoor, where tungsten is found. A mine was opened there in WW1 and WW2 to extract the metal from what are said to be the largest reserves in Europe. The mine closed in 1944 and was abandoned. For more than ten years various firms have been attempting to reopen Hemerdon Mine, but so far without reaching commercial production but with a constant demand for more money. For a couple of weeks the papers have been full of the latest search for another £70,000,000 of funding.
It is often said that opening a new mine is like pouring money down a hole in the ground, but this is not a deep pit mine as the tungsten is extracted by open cast or open pit methods. My first visit to the wartime mine was on 18 May 1961 when it was mostly intact but derelict and the last two photos show what remained at that time. As this article was being finalised on Friday 29 August the Western Morning News reported on the front page that the company aiming to bring the vast Hemerdon mine into full production, Tungsten West Plc, had received interest from none other than the Government of the USA to provide financial support. This would be in the form of a loan of $95M aimed at reducing dependence on China for the supply of this essential metallic element.
Around this time 61 years ago the Callington Branch passenger trains were enjoying their last week of steam haulage; i.e last few days of August / first few days of September 1964. I made an evening trip on the branch on 27 August by driving to Callington and making a return trip from that end – out at 19.25 off Callington returning on the 20.12 off Bere Alston. The engine was Ivatt 2-6-2 tank 41321. Water was taken at Calstock in both directions because none was available at Callington. At Gunnislake on the return journey something interesting happened as our train doubled in length from 2C to 4C as the engine picked up two empty coaches left by the 17.55 SX (19.04 SO) Bere Alston to Gunnislake. The reason for not taking the coaches on ECS to Callington by the earlier train was said to be so that the Plymouth crew could get to Callington quicker in order to catch the last bus home from Callington to Plymouth. I repeated the trip exactly on 3 September 1964 behind 41206 when all the same things happened. The branch was dieselised on and from Monday 7 September; and as there were no Sunday trains at that time the last steam trains ran on Saturday 5 September 1964. I could not be there as I was 175 miles away witnessing the closure of another WR branch. The dieselisation of the Callington Branch displaced three Ivatt 2-6-2s which had first arrived on the branch in 1952.
Hemerdon
The first two photographs attached were taken on 14 May 1961, and then no photos were then taken until four days later on 18 May at Hemerdon and are the last two attached. There are some words that just signify the GWR – Paddington, Swindon, Temple Meads, Brunel, Gooch, Dainton, Hemerdon and so on. I am sure that there may be some reading this who do not know exactly where Hemerdon Bank is or was. The bank started at Plympton Station which was four miles east of Plymouth North Road Station and it took its name from a very small village half a mile to the north of the railway line on the edge of Dartmoor, where tungsten is found. A mine was opened there in WW1 and WW2 to extract the metal from what are said to be the largest reserves in Europe. The mine closed in 1944 and was abandoned. For more than ten years various firms have been attempting to reopen Hemerdon Mine, but so far without reaching commercial production but with a constant demand for more money. For a couple of weeks the papers have been full of the latest search for another £70,000,000 of funding.
It is often said that opening a new mine is like pouring money down a hole in the ground, but this is not a deep pit mine as the tungsten is extracted by open cast or open pit methods. My first visit to the wartime mine was on 18 May 1961 when it was mostly intact but derelict and the last two photos show what remained at that time. As this article was being finalised on Friday 29 August the Western Morning News reported on the front page that the company aiming to bring the vast Hemerdon mine into full production, Tungsten West Plc, had received interest from none other than the Government of the USA to provide financial support. This would be in the form of a loan of $95M aimed at reducing dependence on China for the supply of this essential metallic element.
View of Luckett Station looking towards Gunnislake on the evening of Sunday 14 May 1961. The empty wagons could be waiting to enter Hingston Down Quarry about 1½ miles away nearer Gunnislake. Copyright Michael L. Roach.
02-Class no. 30225 rounds the curve east of Luckett Station with the 6.32pm Callington to Bere Alston train on 14.05.1961. The last 02s at Friary departed in 1962. Copyright Michael L. Roach.
41275 stands at the branch platform at Bere Alston ready to depart with the 3.15pm to Callington on 23.03.1962. The engine moved to Wadebridge the following January. Copyright Michael L. Roach.
41275 takes water at Calstock. Copyright Michael L. Roach.
41216 stands outside Callington Shed at 4.10pm on 14.05.1961. The engine moved to Barnstaple Junction the following January. Copyright Michael L. Roach.
41275 is ready to depart five minutes later with the photographer aboard the 4.23pm to Bere Alston. Copyright Michael L. Roach.
Ivatt 41321, then of Exmouth Junction Shed, is seen at Callington on the evening of 27 August 1964 just before taking out the 19.25 to Bere Alston. The engine was condemned at Exmouth Junction in July 1965. Copyright Michael L. Roach.
Hemerdon mine on the afternoon of 18 May 1961, showing the extensive buildings which had been out-of-use since 1944. Copyright Michael L. Roach.
The mine buildings seen from the approach road. Copyright Michael L. Roach.
Many thanks as always Mike. We have been watching the Hemerdon mine developments eagerly from the sidelines. It seems like a good opportunity for some railfreight, even if a virtual quarry was to be established at Tavistock Yard. Fingers crossed.
For more of Michaels articles, please click here.
For more of Michaels articles, please click here.
Peaks
from Michael Adams
from Michael Adams
Moving on we now see 45111 leaving Temple Meads with the 07.40 Penzance to Liverpool on 23 December 1981. Thanks for dealing with these, Micchael Forward.
More views of
'The Britannic Explorer'
Craig Munday & Bill Elston
The Penzance to Fowey Docks leg is seen in the eye of the Brea near Gwinear Road. 30.08.2025, copyright Craig Munday.
On the Sunday, after an early morning trek to Mixtow, the train is seen awaiting departure from Fowey Docks. Taken thanks to the farmer. 31.08.2025, copyright Craig Munday.
On the Sunday, after an early morning trek to Mixtow, the train is seen awaiting departure from Fowey Docks. Taken thanks to the farmer. 31.08.2025, copyright Craig Munday.
A great broadside view of the train as it departs Fowey and heads towards Golant. 31.08.2025, copyright Craig Munday.
The train crosses the causeway at Golant as it heads on towards Lostwithiel. 31.08.2025, copyright Craig Munday.
The train was watered by road tanker at Coulson Park, Lostwithiel and sat by the river. The vegetation here rather a hindrance these days. 31.08.2025, copyright Craig Munday.
The Britanic Explorer headed east today from Fowey to Cranmore, worked by 66744 and 66748, and is seen crossing the Somerset Levels at Oath. 31.08.2025, copyright Bill Elston.
66748 tails the train through Oath. 31.08.2025, copyright Bill Elston.
Many thanks both, more fantastic views of this very smart train.
We will, as time allows, collate all the images we've been sent of this working into a 'feature'.
We will, as time allows, collate all the images we've been sent of this working into a 'feature'.
41 years ago!
Keith Gale
Having a reflective Sunday afternoon and looking at my old photographs, I recalled an article posted by Guy Vincent on the 4th March 2019 (click here) regarding the visit of 58002 to the West Country in 1984.
On Ist September 1984 (a 'Summer Saturday'), I recall walking across Exeter Red Cow Crossing when some enthusiast friends were excitedly talking about 'a class 58 piloting a HST' on its way from Bristol.
My intial views ranged from 'highly improbable' to 'nonsense', but these friends were usually reliable and so I decided to go home, get my camera and drive to Cowley Bridge Junction. Of course this was all in speculation - no mobile phone information, internet, train trackers etc. It was just a case of wait and see.
The train had already been delayed by failures and the summoning of a pilot locomotive from Saltley Depot to Birmingham New Street - so the arrival time was anyone's guess. For once, perseverence paid off, and eventually 58002 and the HST appeared. After the Cowley Bridge shot I raced the train to Exeter St Davids in time to get a leaving photograph (while observing all speed limits Officer!).
More information later that day gleaned further failures at Ivybridge and word that the troublesome class 58 would be collected from Plymouth that evening to be returned to the West Midlands. 50038 was to be used to collect 58002 and so, armed with tripod and camera, I waited into the late evening to see its arrival. Both loco's stopped long enough outside Exeter Stabling Point to grab a long exposure shot. Even later still, 31202 was used to take the class 58 forward from Exeter - but that was too late for me!
On Ist September 1984 (a 'Summer Saturday'), I recall walking across Exeter Red Cow Crossing when some enthusiast friends were excitedly talking about 'a class 58 piloting a HST' on its way from Bristol.
My intial views ranged from 'highly improbable' to 'nonsense', but these friends were usually reliable and so I decided to go home, get my camera and drive to Cowley Bridge Junction. Of course this was all in speculation - no mobile phone information, internet, train trackers etc. It was just a case of wait and see.
The train had already been delayed by failures and the summoning of a pilot locomotive from Saltley Depot to Birmingham New Street - so the arrival time was anyone's guess. For once, perseverence paid off, and eventually 58002 and the HST appeared. After the Cowley Bridge shot I raced the train to Exeter St Davids in time to get a leaving photograph (while observing all speed limits Officer!).
More information later that day gleaned further failures at Ivybridge and word that the troublesome class 58 would be collected from Plymouth that evening to be returned to the West Midlands. 50038 was to be used to collect 58002 and so, armed with tripod and camera, I waited into the late evening to see its arrival. Both loco's stopped long enough outside Exeter Stabling Point to grab a long exposure shot. Even later still, 31202 was used to take the class 58 forward from Exeter - but that was too late for me!
58002 and HST at Cowley Bridge. 01.09.1984, copyright Keith Gale.
58002 and HST leaving Exeter St Davids. 01.09.1984, copyright Keith Gale.
50038 and 58002 arriving at Exeter Stabling Point. 01.09.1984, copyright Keith Gale.
Many thanks indeed, Keith - great photos of a bit of a 'legendary' working! Thanks very much for sharing them with us.
Unusual scenes at Truro
Mark Lynam
Today (01.09) 802007 which was on 2E11 Penzance to Exeter was caped at Truro, and shunted into the yard, making a very rare sighting of an IET in the sidings.
802007 in Truro yard seen from Black Bridge. 01.09.2025, copyright Mark Lynam.
802013 and 802009 were due in the station at the same time so was a great opportunity to get all three IETs in one. 802009 on 2E15 1250 Penzance to Exeter St Davids and 802013 on 2C18 1027 Exeter St Davids to Penzance. 01.09.2025, copyright Mark Lynam.
A closer shot of 802007 from the end of the car park, with dark showery clouds above. Note the tail lamp on the nose. 01.09.2025, copyright Mark Lynam.
One last shot of the 2P16 1315 Penzance to Plymouth with 43188 leading. 01.09.2025, copyright Mark Lynam.
Many thanks Mark - some unusual views.
WSR Hymeks - D+EG Logo
Andrew Hickson
As an interesting footnote to the WSR Hymek weekend, D7017 has been returned to traffic wearing the D+EG logo as she did when she entered preservation in 1975. This was necessary in 1975 because British Rail would not allow their double arrow symbol to be used.
The D+EG logo on the side of Hymek D7017. Copyright Andrew Hickson.
Many thanks, Andrew.
66124 on the clay
Jon Hird
66124 leads 16 JIA's over the newly refurbished Ponts Mill viaduct en route to Fowey from Goonbarrow on 01.09.2025. Copyright Jon Hird.
The train is seen for a second time powering through Treesmill after having been held in Par for a GWR service. 01.09.2025, copyright Jon Hird.