Cornwall's Lost Railways http://cornwallslostrailways.fotopic.net/ 13 rows en-gb 60 The North Crofty Branch http://cornwallslostrailways.fotopic.net/c1217886.html Closure: 1st January 1948 (goods only) One of the shortest, most obscure and undocumented former Hayle Railway branches ran for just 47 chains along the eastern flank of the Brea Valley just west of Carn Brea station. It served the tin mines of North & South Crofty but perhaps unusually shut some decades earlier than the mines it served, surviving by mere hours into British Railways ownership. Sunday 25 February 2007: Closure: 1st January 1948 (goods only) One of the shortest, most obscure and undocumented former Hayle Railway branches ran for just 47 chains along the eastern flank of the Brea Valley just west of Carn Brea station. It served the tin mines of North & South Crofty but perhaps unusually shut some decades earlier than the mines it served, surviving by mere hours into British Railways ownership.

Almost the entire length of the line running across the eastern shoulder of Brea Valley is obscured and lost amongst subsequent mining waste and excavation - South Crofty mine was to remain operational for a full fifty years after the closure of the branch. Here is the trackbed in use as a rough track in the vicinity of Cook's Kitchen loop siding A south facing view of the junction looking out towards the main Penzance to Paddington mainline. The twin engine houses of Cook's Kitchen stand mute witness to the lost industrial heritage of the area, just above the much despoiled site of the former loop siding. The siding supplied coal for these twin pumping and winding engines but fell out of use with the closure of the mine in 1928 and was removed in 1937. North Crofty Junction viewed from the adjacent overbridge on the mainline, 24th February 2007. The short stone-lined cutting peeling away was only backfilled in the last fifteen years and was previously more extensive. A more level view of the junction from the site of North Crofty Junction signalbox, a small affair which shut on the same day as the branch - 1st January 1948 - in the first few hours of British Railways. Note the vernacular drystone walled recessing. Very near the end of the branch, at the junction of East Hill & Dudnance Lane to the north of the main South Crofty sett remains this short section of railway walling adjacent to the former Tuckingmill mileage siding.

Published in Cornwall's Lost Railways

]]> Sun Feb 25 2007 Hayle Railway Realignments http://cornwallslostrailways.fotopic.net/c1185331.html Closure:1852. The advent of The West Cornwall Railway in 1852 finally linked the towns of Truro & Penzance for the first time. The new line inherited the pre-existing Hayle Railway route from Redruth to that town, itself commencing operations on the 23rd of December, 1837. A decade and a half was a long time in terms of railway engineering however; thus The West Cornwall came into possession of stretch of main line with two outmoded inclined planes at Penponds & Angarrack. Diversionary routes were built, in each case keeping the formation higher and involving a viaduct. This collection examines the scant but evocative remains of these early abandonments: Camborne - Penponds & Trenowin - Hayle. Monday 15 January 2007: Closure:1852. The advent of The West Cornwall Railway in 1852 finally linked the towns of Truro & Penzance for the first time. The new line inherited the pre-existing Hayle Railway route from Redruth to that town, itself commencing operations on the 23rd of December, 1837. A decade and a half was a long time in terms of railway engineering however; thus The West Cornwall came into possession of stretch of main line with two outmoded inclined planes at Penponds & Angarrack. Diversionary routes were built, in each case keeping the formation higher and involving a viaduct. This collection examines the scant but evocative remains of these early abandonments: Camborne - Penponds & Trenowin - Hayle.

The abutments of bridge 2 on a just detectable low embankment running parallel to Mill Lane in Penponds village. The much later redecking is itself now ramshackle and of forgotten purpose. 13th January 2007. Another view of bridge 2, with ramshackle redecking. The remaining abutment of bridge 3 along Mill Lane in Penponds. I walked this lane for years as a child and my eye skipped over this parapet time and time again before it began to reveal its mute, forgotten railway genesis. Bridge 4, showing all the hallmarks of Hayle Railway design, still carries Viaduct Lane underneath the presumably much altered incline embankment nestling underneath the piers of the replacement viaduct. 26th January 2007. A close up view of bridge 4 along Viaduct Lane. The bridge is intact as at the day of closure in 1852, save for some minor works to the abutments and parapet. The abutments of Bridge 3 on Mill Lane in Penponds village. Abutments of this ridge reamin only on the west side, the lane presumably having been widened in the past century and a half. Here looking towards Camborne, 26th January 2007.

Published in Cornwall's Lost Railways

]]> Mon Jan 15 2007 Hayle Wharves http://cornwallslostrailways.fotopic.net/c1178914.html Closed: 31st January 1981 (goods only) The most southerly of the former Hayle Railway branches was a short, but complex tracery of sidings and subsidiary branches serving the port and industries of the town. Boosted by the power station and still moderate docks traffic, the line just made it into the 1980's, with class 08, 25 & 37 diesels running the branch goods on almost a daily basis until the end. Sunday 7 January 2007: Closed: 31st January 1981 (goods only) The most southerly of the former Hayle Railway branches was a short, but complex tracery of sidings and subsidiary branches serving the port and industries of the town. Boosted by the power station and still moderate docks traffic, the line just made it into the 1980's, with class 08, 25 & 37 diesels running the branch goods on almost a daily basis until the end.

The junction with the main line was squeezed onto the very edge of Hayle viaduct next to the 'up' platform. Looking from the branch junction, January 5th 2007. Base of the hut adjoining the former engine shed site, tucked neatly into the V between the descending branch incline and Hayle Station 'up' platform. A small marshalling yard also once ran along the top of the bank here, now superseded by a bungalow. Derelict, and with one wall missing, this former shunter's hut survived well into the mid-1980's. Looking back from the shunters hut toward the junction. The incline, a de facto right of way eventually enshrined in the statute book, was until recent weeks a useful shortcut from the Hayle Terrace Crossing to Hayle station, but was closed off after alleged abuse of the pedestrian crossing to the 'down' platform and into the other part of Hayle. A view curving down the cutting toward the first bridge and the level crossing. January 5th 2007. Looking north under bridge 1, over the cutting below Hayle station. 5th January 2007. A view back up the incline under bridge 1 towards the junction and Hayle station. The entire branch is walkable. Looking across Hayle Terrace onto the swingbridge. The railway used only the left hand side of the twin decked bridge. Bridge 2, the cast iron swing bridge at the mouth of Copperhouse Pool. A closer view of the railway side of the swingbridge, now adopted for pedestrian use. In the background are the houses of Phillack and Hayle Towans, with the former Hayle Railway main line just visible exiting on the embankment right of frame. Still standing, this auxiliary hut beside the site of Hayle Wharves signalbox and the town side of the swing bridge. This low wall is the only sorry trace of Hayle Wharves signalbox, which closed in April 1964, replaced by a ground frame and train crew operated crossing gates. This was part of the front wall of the box. The first of many sections of intact rail occur just past the swingbridge and the site of the former Hayle Railway terminus - here at the junction of North Quay and King George V Memorial Walk (the erstwhile main line) A more panoramic shot of the rails running back towards the swingbridge. Rails still run in many areas of the wharves. Although a large proportion of the sidings here at the town end of the harbour were officially lifted in 1971, the job was either abandoned or peculiarly half-hearted, as the next few shots illustrate. The intact public weighbridge, January 5th, 2007. Detail of the public weighbridge on the Hayle Wharves branch. Further trackwork proceeding along North Quay, with much of the layout still evident - these southerly sidings were severed in spring 1971. A reverse connection into a private siding unidentified by RA Cooke. If anyone has any information on this, please contact me. Sleepers No.1: A surviving run of stone sleepers on the quayside, 5th January 2007. Sleepers No.2: A surviving run of wooden sleepers on the quayside, 5th January 2007. Neatly stacked and hugley weathered, this pile of recovered sleepers look destined never to be collected now, some quarter century after closure. A more panoramic view back at this unidentified siding spur, clearly showing the intact diamond crossing. Looking south to the junction with the mainline past the former Customs Offices, 5th January 2007. The terminus building, as pictured in John Vaughan's Looking north across the former turnout to the erstwhile Sandhills branch and the route of the original Hayle Railway main line towards Camborne & Redruth. The small inner basin behind the more modern wall has long been converted into Hayle Lido: the former connecting spur embankment visible centre frame.

Published in Cornwall's Lost Railways

]]> Sun Jan 7 2007 The Newquay Harbour Branch http://cornwallslostrailways.fotopic.net/c1170128.html Closure: 1926 (goods only) Another of the cluster of short, early Cornish mineral branches that involved steep cable worked inclines, this line ran for a mile through central Newquay in pre- resort days, and has mostly been adopted as roads or rights of way through the centre. Thursday 28 December 2006: Closure: 1926 (goods only) Another of the cluster of short, early Cornish mineral branches that involved steep cable worked inclines, this line ran for a mile through central Newquay in pre- resort days, and has mostly been adopted as roads or rights of way through the centre.

For a time the harbour end of the inclined tunnel served as an aquarium, although this too has now vanished and the building has been demolished. Glimpsed here in Summer 1987.

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]]> Thu Dec 28 2006 The Portreath Branch http://cornwallslostrailways.fotopic.net/c1163687.html Closure: 1st January 1936 (goods only) The sister branch to the Tresavean line, this 3 mile tributary succumbed to closure on the same day. Linking the narrow harbour owned by the Bassets of Tehidy to the Great Flat Lode mining districts just inland, the flow of coal in and smelting ore out began to fade with the fortunes of the mines. By the turn of the 20th Century trains were run on an 'as required' basis - with the occasional noted passenger excursion partway along the line to the grounds of Tehidy House. The lines course darting between the rapidly conurbating mining towns of Camborne & Redruth has led to a far greater depradation of the trackbed than its moorland twin, with only a scant handful of walkable sections today. Tuesday 19 December 2006: Closure: 1st January 1936 (goods only) The sister branch to the Tresavean line, this 3 mile tributary succumbed to closure on the same day. Linking the narrow harbour owned by the Bassets of Tehidy to the Great Flat Lode mining districts just inland, the flow of coal in and smelting ore out began to fade with the fortunes of the mines. By the turn of the 20th Century trains were run on an 'as required' basis - with the occasional noted passenger excursion partway along the line to the grounds of Tehidy House. The lines course darting between the rapidly conurbating mining towns of Camborne & Redruth has led to a far greater depradation of the trackbed than its moorland twin, with only a scant handful of walkable sections today.

The overbridge beneath the steep 1 in 7 incline in Portreath village. srJuly 1987. Past Illogan Churchtown, the line crossed a brace of roads in quick succession on the level. This short section back to Alexandra Road has been adopted as a right of way, January 3rd 2007. Looking along the same section. Fairfield Timber Siding occupied at least some of the formation here on the left, but its actual location is uncertain. Note the telltale telegraph posts. Across the road from the previous shot, the trackbed runs straight and level for the head of the valley above Portreath, and once more has been adapted for modern haulage - now a service track to Feadon Farm. January 3rd, 2006. Looking back to Alexandra Road under bleak winter skies. Under bridge 6 - the overbridge across Glenfeadon Terrace, Portreath, 17th January 2007. The mileage referred to is from Paddington via Bristol and the former reversal at Plymouth (Millbay). Looking at bridge 6 from the east. From the top of the incline looking down towards Portreath harbour. The incline is today in use again as a rough driveway. The top of the incline, with a cluster of postwar bungalows where the winding house stood. The trackbed continued ahead and then curved left and east through the bungalow visible in the middle distance. The winding house stood immediately to the right. From near the bottom of the incline, a view over the western side at the impressive revetments. Another view of the impressive abutment work on the lower reaches of the incline. From about halfway down the incline looking up through the cutting. The incline runs down ata gradient of 1 in 7. 17th January 2007. The trackbed between Feadon Farm and Fairfield runs away on the level, picked out by the telegraph poles converted to electricity lines. The trackbed here is quite choked with gorse and nettles, though not as choked as perhaps could be expected of a line into its eighth decade since closure - suggesting perhaps a convenient link track itself now fallen into desuetude. 17th January 2007. On the trackbed after Fairfield Farm, looking towards the head of the incline, with the nrew build chalets at Feadon visible. Another view of the short section converted to a footpath just past the evocative Lovely Cottage level crossing. A clue in the sign - beside the erstwhile crossing of Trevelyan Road, 17th January 2007. The trackbed resumes for a short, walkable distance as a frowsy, rough track behind Kennedy Close in Paynter's Lane End. Looking back here towards the level crossing by Railway Terrace, 7th January 2007. Just past Railway Terrace, the embankment runs out into remaining green space and is crossed by an obscure footpath. Looking south here along the gorsey belt of the embankment as it strikes out towards the main line, with Carn Brea looming in the background. It was here that it struck me how unrecognisable much of the lineside would be today to the shades of the guards and drivers who operated this line; just for a brief second I glimpsed a GWR tank rolling slowly along this stretch in the final years. Bridge 4 on the low hedged embankment between Broad Lane & Trevelyan Road. The abutments remain, but the arch has gone: a garage occupies the passage. Both the underbridges along this stretch formerly led between fields on farms bisected by the building of the line, although this area, formerly straggling hamlets and smallholdings, has been much filled in by small estates in the past thirty years, drawing Illogan Churchtown and Paynter's Lane End into the wider Camborne/Redruth conurbation. Bridge 3, seemingly complete and in use as a makeshift shelter in one of the few remaining paddocks in the area. On the southern reaches of the low embankment stretching from Paynter's Lane End, looking across the breach at Spar Lane. The Railway Inn on the A3047 in Illogan Highway, a nomenclatural reminder of the branch. The line ran across the road imediately to the right of the pub, through the present day conservatory extension. The route of the line, looking south towards Portreath Junction; the hedge line indicates the southern boundary of the trackbed.

Published in Cornwall's Lost Railways

]]> Tue Dec 19 2006 Boscarne Junction - Wenford Bridge http://cornwallslostrailways.fotopic.net/c1163532.html Closure: September 1983 (Goods Only) The furthest reach of the Withered Arm from Waterloo was this sylvan goods branch following the Camel valley up onto the edges of Bodmin Moor to tap the clay & quarry traffic at Wenford. An anachronistic survivor, it took the Serpell Report to finally kill off this quiet branch in 1983, finally ending the site of an 08 shunter wending along on a short rake of clay hoods at 10 mph or so. Today the trackbed up the Camel through the reaches of Dunmere Forest to the village of St. Breward can be walked in its entirety. Monday 18 December 2006: Closure: September 1983 (Goods Only) The furthest reach of the Withered Arm from Waterloo was this sylvan goods branch following the Camel valley up onto the edges of Bodmin Moor to tap the clay & quarry traffic at Wenford. An anachronistic survivor, it took the Serpell Report to finally kill off this quiet branch in 1983, finally ending the site of an 08 shunter wending along on a short rake of clay hoods at 10 mph or so. Today the trackbed up the Camel through the reaches of Dunmere Forest to the village of St. Breward can be walked in its entirety.

This ancillary building nestles in the narrow 'v' between the trackbed to Bodmin (North) and the trailing connection to Wenford Bridge at Dunmere Junction. Note the SR gatepost. Sunlight glows and recedes in the shrt bare rock cutting just past Dunmere Wharf. Dunmere Crossing, with rails still intact in the tarmac. Ahead where the cars are parked, was Dunmere Wharf; a public goods siding, the first of any intermediate sidings on the branch, closed April 1969. A summers evening in 1987 casts the sort of light beloved of the English water colourists over the trackbed, her just short of Penharcard Siding in the depths of Dunmere Forest. On the higher stretches towards Wenford, not quite four years after closure. The ballast has only just been raked back with adoption of the trackbed as

Published in Cornwall's Lost Railways

]]> Mon Dec 18 2006 The Newham Branch http://cornwallslostrailways.fotopic.net/c1162882.html Closure: 16th September 1863 (passengers) 7th November 1971 (goods) Another GWR obscurity of the area - Truro's 'other' line, the West Cornwall Railway terminus spur which was superseded by the opening of the present Cornwall Railway through station 150 years ago...yet continued life as an obscure goods backwater until the early 1970's. A boon here is that the trackbed is almost entirely a low key, untrumpeted path - the line shunning the spotlight to this day. Monday 18 December 2006: Closure: 16th September 1863 (passengers) 7th November 1971 (goods) Another GWR obscurity of the area - Truro's 'other' line, the West Cornwall Railway terminus spur which was superseded by the opening of the present Cornwall Railway through station 150 years ago...yet continued life as an obscure goods backwater until the early 1970's. A boon here is that the trackbed is almost entirely a low key, untrumpeted path - the line shunning the spotlight to this day.

At the terminus end, this railway warehouse stands empty but thankfully intact, with a dumped Morris Minor nestling underneath ! Before the property boom & penchant for waterside real estate, 1988. The line from Penwithers Junction to Newham is comparatively lightly engineered, taking advantage of the contour line above Calenick Creek. On the long straight below Higher Newham Farm, February 1985. Penwithers Junction as seen from atop Highertown Tunnel. The Penzance bound main line curves sharply away right, with the Falmouth line arrowing ahead. The Newham branch actually joined the mainline just as it hoves out of view, with a chord crossing the Falmouth branch on the level before darting south. Immediately behind the down signal and just visible, is the cutting of the east curve, which never had tracks laid. The broad and well used swathe of the formation heading south towards Newham. As seen from beside the first bridge, 17th January 2007. Bridge 1, just chains south of Penwithers Junction. The light single track decking illustrates the moderate goods traffic that was the staple of the line for nearly all its life; the double track width abutments belie its grander origins. 19th January 2007. Immediately south of the first bridge, the first of two surviving platelayers huts. A north facing view of the same. For most of its course, the Newham branch takes advantage of easy contours afforded by Calenick Creek running below on the western side. Terminus bound, 17th January 2007. The redecked bridge 2, spanning the busy A39 Truro - Falmouth road. Just south of the A39 bridge comes the second surviving PW hut, intact but much colonized by ivy ! A monochrome shot out of the window of the PW hut during a sudden winter hail shower. January 19th, 2007. The former open crossing of the minor road down to Calenick. The second of two cuttings occurs where the branch begins to incline east toward the river and the terminus. 17th January 2007. The raked back embankment on the other eastern side of Lighterage Hill. As the line winds down onto the riverside, the trackbed begns to lose its integrity with the industrial end of the city looming. The truncated western abutments of bridge 3 on Lighterage Hill. Quickly following, the abutments of bridge 4 with Gas Hill curving away behind. Truro Gasworks provided much of the traffic in later years, with a siding laid in to serve the gasworks as late as April 1955. Another view of the ruined quayside span of bridge 5. The abutments of bridge 5 down on the quayside, spanning a small inlet. 19th January 2007. The railway warehouse today, doing service as the offices of HSBC. The trainshed of the original West Cornwall Railway terminus stood just behind and left of the warehouse in this view. The transhipment warehouse as seen from the Malpas bank of the Truro River.

Published in Cornwall's Lost Railways

]]> Mon Dec 18 2006 Gunnislake - Callington http://cornwallslostrailways.fotopic.net/c1162849.html Closure: 7th November 1966 (all traffic) This short branch, formerly the East Cornwall Mineral Railway, made rather a late entrance into the national network - for although following for the most part the route of the 3' 6" gauge ECMR, it was not until 1908 that the standard gauge passenger line was connected to the outside world over the Calstock Viaduct to the main network at Bere Alston. The steep and tortuous curves of the Tamar Valley ensured that the stub to Calstock & Gunnislake remain open to this day, thwarting Dr. Beeching's cold hand. The final 5 miles through Chilsworthy, Latchley and Luckett would not however prove so fortunate. Monday 18 December 2006: Closure: 7th November 1966 (all traffic) This short branch, formerly the East Cornwall Mineral Railway, made rather a late entrance into the national network - for although following for the most part the route of the 3' 6" gauge ECMR, it was not until 1908 that the standard gauge passenger line was connected to the outside world over the Calstock Viaduct to the main network at Bere Alston. The steep and tortuous curves of the Tamar Valley ensured that the stub to Calstock & Gunnislake remain open to this day, thwarting Dr. Beeching's cold hand. The final 5 miles through Chilsworthy, Latchley and Luckett would not however prove so fortunate.

Latchley, November 1985. Although now a private house, the platform is thoroughly intact and complete with milepost. Chilsworthy Halt, November 1985. This view is taken along the platform with the entrance path down from the road and station fence posts prominent. November 1985. Not closed as such, but certainly hanging by a thread: the erstwhile junction at Bere Alston, also stripped of its mainline status in 1968, barely clings to life as a reversal point from Plymouth. Looking down the length of the former 'up' Waterloo platform, May 1988. A closer view of the milepost at Latchley - six and a half miles from Bere Alston, the junction station.

Published in Cornwall's Lost Railways

]]> Mon Dec 18 2006 Chacewater - Newquay http://cornwallslostrailways.fotopic.net/c1160912.html Closure: 4th February 1963 (all traffic) This idiosyncratic GWR line, full of tortuous curves and lonely halts (some seven of the ten intermediate calling points) was a late tactical bid to head off LSWR designs on Truro, their forces amassed by now in the county town of Bodmin. Over eighteen miles long, this line has probably suffered more erosion than any other in the county, with long, narrow cuttings being filled in and the demand for building plots on the holiday coast the line usually never quite reaches. There is at least one fantastic survivor however... Friday 15 December 2006: Closure: 4th February 1963 (all traffic) This idiosyncratic GWR line, full of tortuous curves and lonely halts (some seven of the ten intermediate calling points) was a late tactical bid to head off LSWR designs on Truro, their forces amassed by now in the county town of Bodmin. Over eighteen miles long, this line has probably suffered more erosion than any other in the county, with long, narrow cuttings being filled in and the demand for building plots on the holiday coast the line usually never quite reaches. There is at least one fantastic survivor however...

This rough track, still a right of way, was the official route to the lonely Shepherds station. November 27th 2006. The road overbridge (No.55) on the St. Newlyn East - Zelah road. Bridge 55, an iron decked overbridge some half a mile back from Mitchell & Newlyn towards Shepherds station. Looking down into the cutting next to the Shepherds station access track, with the sodden trackbed running away east towards Newquay. The abutments of the overbridge next to Mitchell & Newlyn Halt. The narrow path up to Mitchell & Newlyn Halt, still extant but partially irrigated! A fantastic sight..over 43 years after closure, Mitchell & Newlyn Halt remains practically intact. November 27th 2006. A wider angle shot of the halt, looking towards Chacewater. Looking towards Newquay from the end ramp of the platform. Inside the shelter, which must have offered scant protection against the elements - although I have heard one local gent mwntion that he favoured it as a courting spot ! Walking back towards Chacewater and Shepherds, the halt soon retreats into the scrub. The bridge abutments from the trackbed just adjacent the halt. The lonely lamp standard still watches over the approach path below. November the 27th 2006. The remaining eastern parapet of bridge 12 adjacent to the site of Goonbell Halt. The remaining parapet of bridge 12 as seen from the road. A desolate view of the cutting and the site of Goonbell Halt nestling beneath. Although the formation has been levelled out and incorporated into the adjacent field, the trackbed remains as a brambly belt heading east - this vegetational scar preserving the memory of the station beneath. From the parapet of bridge 12, 25th January 2007. All that remains at Goonbell Halt; the rusting, boilertube entrance gate now leads nowhere. The surviving wrought iron gates heralding the entrance to Goonbell Halt. The platform lies buried beneath infill, although this eastern parapet of the neighbouring overbridge survives. Bridge 13 is situated just as the line finally emerges from the former narrow cutting around Goonbell Halt onto a low embankment. West of this point the embankment has been scooped away as gardens in the village have taken advantage of the fallow industrial strip and lengthened southwards. Seen here in the chiaroscuro of low winter sun, 25th January 2007. The distance from Blackwater Junction as marked on bridge 13. The southern aspect of bridge 13 showing the killas construction to good advantage. Parapet detail of bridge 13 from the trackbed. Note the construction of local 'killas' shale faced off with Staffordshire blue brick. The trackbed on the embankments between bridges 13 and 14 is walkable for an exceedingly short distance before gorse consumes the passage, and is still thickly ballasted. Bridge 14 is just a few chains further on a rutted farm track. Surviving rail fence post beside bridge 14. Goonbell or Wheal Butson Viaduct, the first and more impressive of two on the line. The northern aspect seen here in strong winter sun, 25th January 2007. Atop the viaduct at the Goonbell (western) end looking towards Mithian. Bridge 17, just yards east of Goonbell Viaduct, carries an ancient track down the valley underneath the viaduct to Barkla Shop and eventually the sea. The distance from Blackwater Junction as marked under the arch of bridge 14. Goonbell Viaduct in lowering winter sun and framed against St. Agnes Beacon. As seen from the vantage point of the road over bridge 18, 25th January 2007. A rather oblique view of the western arch of bridge 18 from the roadside - a straight shot from the trackbed proving difficult due to that ever-present bane: gorse! Looking westward from the top of bridge 18 back across the viaduct known variously as Goonbell or Wheal Butson. The parapets of bridge 17 are visible just this side of the viaduct; beyond, the cutting towards Goonbell village has been filled in, but the tumulus just visible in the distant field beyond marks the site of bridge 15. Atop bridge 18 looking east towards Mithian, the eradication is again complete - the cutting filled and returned to winter root crops. Remaing rail fencing alongside the recently infilled cutting west of Goonbell. In the final approaches to Goonbell Halt, the line formerly swung into a narrow cutting immediately north of a minor road running to St. Agnes station. The cutting looks to be only recently infilled,and is evidenced by a rough unploughed strip next to the road. Railway fencing posts still abut the road, as displayed in this and the next shot. Detectable in its absence: the filled in cutting looping away from the road towards St. Agnes station shows clearly on the surface, despite being returned to grazing. On the embankment looking east to Goonbell & Newquay. Although most of the short section between St. Agnes & Goonbell Halt ran through a narrow and now infilled cutting, for a short distance it emerges onto a low embankment. Looking west towards bridge 11 and St. Agnes station, 26th February 2007. An oblique shot of the parapet of bridge 11, filled in to arch height. Looking towards St.Agnes station from the top of bridge 11. Site of many a classic shot in operational days, the scene is now pastoral, even domestic, with the trackbed filled in. Looking east towards Goonbell from the other side of the bridge. The line is undetectable but proceeded through the gateway centre distance to emerge onto a short embankment. A surviving lamp standard on the approaches to St. Agnes station. Intact and remodelled into offices and living space, the station building at St. Agnes. Looking north from the approximate site of the island platform dating from the 1937 remodelling. Goonhavern is a village that has turned its back on its railway - the line described a chord to the west of the village centre in a cutting beneath the web of lanes leading into the main crossroads. From the site of bridge 47 looking east towards Newquay, there is no trace of the cutting approaching the halt - the area now doing service as the village park and play area. The view back towards Perranporth from the site of bridge 47 in Goonhavern. The railway legacy is faintly remembered in the name of this cul-de-sac following the course of the cutting - The surviving western parapet of bridge 46, carrying the A3075 through Goonhavern.

Published in Cornwall's Lost Railways

]]> Fri Dec 15 2006 Bodmin (North) - Padstow http://cornwallslostrailways.fotopic.net/c1160910.html Closure: 30th January 1967 (all traffic) The furthest reach for passengers from Waterloo, this line originated as part of the truncated LSWR attempt to reach deep into the county. The humble terminus indicated these failed objectives; the initial bypassing of Bodmin by the main thrust of the GWR and the gradual shift in administrative emphasis to the new county town of Truro made Bodmin a less attractive prize than it initially seemed. Running powers toward Wadebridge were sought and gained by the GWR; nationalization left the SR terminus as a troublesome stub. Certainly by the end the service provision was itself etiolated, with just two of the much maligned railbuses serving the terminus per day with the advent of the 1964 timetable. Friday 15 December 2006: Closure: 30th January 1967 (all traffic) The furthest reach for passengers from Waterloo, this line originated as part of the truncated LSWR attempt to reach deep into the county. The humble terminus indicated these failed objectives; the initial bypassing of Bodmin by the main thrust of the GWR and the gradual shift in administrative emphasis to the new county town of Truro made Bodmin a less attractive prize than it initially seemed. Running powers toward Wadebridge were sought and gained by the GWR; nationalization left the SR terminus as a troublesome stub. Certainly by the end the service provision was itself etiolated, with just two of the much maligned railbuses serving the terminus per day with the advent of the 1964 timetable.

Grogley Halt looking south towards Bodmin, July 1987. The platform is still extant today along 'The Camel Trail'. This platform is the 1950's rebuild, here simmering in the summer heat of the Camel Valley. Scant remains at Bodmin's SR terminus, 21st November 2006; this fencing behind a terrace on Berrycombe Road used to back onto the platform. To better contextualize this shot, see this picture of Bodmin North near the end at http://freepages.nostalgia.rootsweb.com/~cyberheritage/oldy44.jpg The station area has been completely redeveloped, boasting a supermarket and health centre amongst others. Moving out of town towards Boscarne Junction, the trackbed begins to reassert itself. A former Southern Railway prefabricated platelayer's hut still serves as a rudimentary shelter, despite missing wall panels. November 21st, 2006. Coming under the fine skew bridge toward Dunmere Platform. November the 21st 2006. Looking back towards Bodmin from the other end of Dunmere Platform. A surviving BR era 'stop' post immediately before Boscarne Junction. November 21st, 2006. A remaining BR era 'stop' post just south of Nanstallon Halt. On the platform at Nanstallon Halt looking south towards Bodmin. 21st November 2006. On the platform at Nanstallon Halt looking north over the level crossing toward Wadebridge. November 21st 2006. Another angle on the signal post at Boscarne Junction. A great view of Boscarne Junction, between the cessation of the Wenford Bridge clay traffic and the advent of the Bodmin & Wenford Railway. Looking back toward Bodmin, with the GWR line trailing in right, and the SR lines to the left. The short lived and sparse Boscarne Junction Exchange Platform occupied the 'v'. June 1986 Boscarne Junction looking north towards Wadebridge, June 1986. Less than three years since the closure of Wenford Bridge, the comprehensive trackplan remains intact. The new Boscarne Junction station of the Bodmin & Wenford Railway occupies the area of the lifted siding, with the overgrown siding frame right now a surfaced link path. A similar view to the fourth picture, but pre- sustrans: Dunmere Platform, June 1986. Inside the derelict Wadebridge Goods Shed, some 7 years after final closure to goods. Overbridge between Grogley and Wadebridge. July 1987. A view of Wadebridge station and Goods Shed in July 1987, looking south. Thankfully the line soldiered through to more sympathetic and enlightened times for industrial architecture, and as the sign to the right of frame proclaims, both have now been put to new use. In the gloom of Wadebridge Goods Shed, July 1987, looking out to the station building in bright sunshine. Padstow station, May 1962, with former SR loco 31875 running round the short rake before departing for the North Cornwall line. A great archive shot with many thanks to Fred for allowing me to use this picture. Memorabilia: a ticket from the line, with the route suggesting it dates from those brief few months of service after the autumn 1966 closure of the 'Withered Arm'.

Published in Cornwall's Lost Railways

]]> Fri Dec 15 2006 Redruth Junction - Tresavean http://cornwallslostrailways.fotopic.net/c1160909.html Closure: 1st January 1936 (goods only) Another under-photographed tributary of the West Cornwall Railway and GWR. The Tresavean line tapped the ephemerally rich copper mines south of Redruth, bringing coal in via its sister branch from Portreath with ore traffic being the staple trade in the outward direction. Goods only, the fortunes of the line collapsed with that of its main customer: official closure came on New Years Day, 1936, although traffic had failed years before. Friday 15 December 2006: Closure: 1st January 1936 (goods only) Another under-photographed tributary of the West Cornwall Railway and GWR. The Tresavean line tapped the ephemerally rich copper mines south of Redruth, bringing coal in via its sister branch from Portreath with ore traffic being the staple trade in the outward direction. Goods only, the fortunes of the line collapsed with that of its main customer: official closure came on New Years Day, 1936, although traffic had failed years before.

Pre - Great Flat Lode Trail days in the cutting approaching Tresavean - negotiable but exceedingly damp ! Most of the southern end of the branch, for years unofficially trodden, has now been designated as an official right of way. Spring 1987. The trackbed, still walkable, below Rough Street. Curving back toward Redruth with Four Lanes mast prominent. Spring 1987. Looking up the steep cable-worked incline just short of the summit, where the trackbed crosses the Great Flat Lode trail near Wheal Uny. December 13th 2006. Another view up the incline, December 13th 2006. With a gradient of 1 in 15, the incline was cable worked on the counterbalance principle, with the shunting engine running up the bank light. Looking down the incline from the summit towards Redruth. The town is sprawled below with the Atlantic visible behind. The 1 in 15 incline ensured a height gain of 170 feet in half a mile onto the scrubby granite uplands. This archaic working practice coupled with the demise of the rump of the mining industry hereabouts, contributed to an early closure. The remains of the winding engine house at the summit. December 13th 2006. Having breasted the summit, the line drops for a mostly level run along the valley side above Lanner. It is mostly intact and traceable. Here, looking back towards the incline top, gorse and fly tipping occupy the trackbed. To the left of frame was a siding quoted variously as being either a ballast or coal yard siding. Looking south toward Tresavean beside Wheal Buller siding, the trackbed continues as a brambly turf swathe. Shortly after the incline summit comes the first major siding destination, Wheal Buller. Here the siding compound is still extant, and seemingly in use as a silage dump. Bridge 1: The single remaining parapet of the overbridge straddling the cutting where the branch peeled away from the mainline under Trevingey Road. The other parapet is gone, and the cutting filled in and built on. December 20th 2006. A few minutes behind Trevingey Road, the trackbed reappears as it climbs steeply, here swinging south to the incline summit. It is exceedingly overgrown on this section. December 20th 2006. Looking back towards Wheal Buller siding along the trackbed. After Wheal Buller Siding, the trackbed is breached by two minor road crossings in quick succession. The trackbed describes the hypoteneuse of the triangle formed by these two roads. It is visible as a narrow walled thicket: it shortly after resumes as the driveway to Copper Hill Farm, as seen here. After Copper Hill Farm, the trackbed loses itself for a short distance amongst rough paddocks and scrubby heath. Wheal Beauchamp Siding compound viewed from the west. Note the similarity to the structure at Wheal Buller. Wheal Beauchamp itself closed in 1874. Local coal and agricultural traffic almost certainly subsumed the original purpose of this siding. December 20th , 2006. From Wheal Beauchamp Siding looking back towards Redruth. The narrow gauge Redruth & Chasewater Railway, an independent affair that closed during the First World War, crossed on the level just behind the camera. The siding compound for Wheal Beauchamp, some 1m 43ch from Redruth Junction. Originally a loop siding, the main branch trackbed is seen continuing across the road to the left. Wheal Beauchamp Siding compound viewed from the rear or Tresavean end. Note the stopped-up exit for the loop siding. Another view down the long straight from Wheal Beauchamp to the cutting. After Wheal Beauchamp siding the line hit a long straight along the valley breast above Lanner. Here, well preserved and in situ, are the first of many runs of original stone sleepers. Bridge 2, an overbridge across a footpath rising from Lanner. This track is a formerly more important packhorse way to the nearby Penstruthal Mines. Mist rises in the frosty depths of the cutting approaching bridge 3. Looking across bridge 3 towards the cutting and Redruth. December 20th, 2006. Bridge 3, astride a road climbing from Lanner towards Four Lanes. Note the relatively high proportioned parapets in relation to the arch on these original Hayle Railway bridges. Shortly after bridge 3, the line swings eastwards for the short final run in to the sett of Tresavean Mine. On the final approach to Tresavean Mine. December 20th, 2006. The final level crossing, on the Lanner - Tretharrup road. A study of a disturbed stone sleeper near Tresavean, clearly showing rail pins and the imprinted 'memory' of the rail. Stone sleepers especially abound on this final section into Tresavean, exhibiting the primitive engineering of the line till the end At Tresavean Mine a short length of track has been relaid in memoriam by the Cornwall Railway Society. The mine itself, destination of the branch, was incredibly rich, producing some quarter of a million tons of copper during its life: the end came in 1927/8. A picture in John Vaughan's The final trace of the line at Tresavean, before it is lost amongst the confusion of reworked spoil heaps,mine tracks and gorse thicket: a line of stone sleepers exposed by rainwater runoff. The buffers could not have been far beyond this point, December 20th 2006. This band of heather growing just below the incline summit seems to retain the 'memory' of the running line. Another view of the building remains at the incline summit. 15th January 2007. Looking south across the remains of Wheal Buller siding compound. This is the southern side of the siding compound as seen from behind. The 'main line' of the branch continued on, front of frame. Wheal Buller siding from the north east. 15th Janary 2007. A clearer view of the turfy trackbed just past Wheal Buller and bound for Copper Hill. A lone railway fencing joist in the turfy paddocks after Copper Hill, some seventy-three years on. Looking back to Copper Hill Farm along the trackbed. The garden of Copper Hill Farm is perhaps surprisingly, the only post-closure breach of the trackbed after the lower reaches of the incline. A wider view of the same, atop a crumblng section of the vernacular drystone hedging still prevalent along former Hayle Railway routes. Shortly after Copper Hill, the trackbed reasserts itself between walls as a farm track running out onto a short low embankment before curving south towards Wheal Beauchamp siding. Note here the faint sleeper marks showing as darker earth infill on this still ballast-flecked section. A photo in Lewis Reade's Under the arch of bridge 3 - the distance from Paddington in miles and chains, belying its continued ownership by Railtrack. How happy must they be to have possession of a bridge which last saw active service around the outbreak of the Spanish Civil War?

Published in Cornwall's Lost Railways

]]> Fri Dec 15 2006 North Roskear Branch http://cornwallslostrailways.fotopic.net/c1160717.html Closure:1963 (Beyond North Parade Level Crossing) 6th September 1987 (Remaining stub) A short, relatively unloved and incredibly under-photographed goods tributary of the original West Cornwall Railway, this branch ran for a mile across the intensive mining and industrial zone north east of Camborne. It mainly served works of the Holman's engineering firm, especially in latter years, but also a scrapyard, a timber yard and a mine. Thursday 14 December 2006: Closure:1963 (Beyond North Parade Level Crossing) 6th September 1987 (Remaining stub) A short, relatively unloved and incredibly under-photographed goods tributary of the original West Cornwall Railway, this branch ran for a mile across the intensive mining and industrial zone north east of Camborne. It mainly served works of the Holman's engineering firm, especially in latter years, but also a scrapyard, a timber yard and a mine.

The remaining siding gate at Roskear Mine, gradually vanishing under creeper growth. Looking back towards Camborne from the final level crossing at Boiler Works Road. The trackbed is walkable without break from the A3047 to the end. After the crossing of Boiler Works Road, the line continued on to its final terminus at Roskear Mine Crushing Works - a section probably de facto abandoned decades before the official closure of this section in 1963. It now serves as a link path to Tolvaddon Valley Park, all remains of the crushing works having been long landscaped out: post-industrial reappropriation. Looking up the shallow incline between South & North Roskear Road, Summer 1987. The junction with the mainline in the twilit years of only occasional traffic prior to closure. Winter 1985. Looking down the shallow incline toward North Roskear from South Roskear Road. Ahead, running behind the cricket club pavilion, was the siding for Roskear Mine. Summer 1987. Not closed yet: the one tangible reminder of the branch, Roskear Junction Signal Box, survives as a block post on the main Paddington - Penzance line. Looking across an area of Camborne unrecognisably altered in the past ten years or so. The line ran directly ahead and just to the right of the remaining Holman's building, left of frame. Looking north-east along the much encroached trackbed, on the short stretch between the A3047 and South Roskear Road. The shallow incline past the cricket ground begins after the much narrowed crossing of South Roskear Road just visible. 2nd January 2007. From the same vantage point some twenty years on. The trackbed is still passable and regularly used, but has become much more encroached upon by saplings ad garden escapees. 2nd January 2007. This obscure alley, narrowed by property extensions to the left in the years since closure, is the remains of the trackbed between South Roskear Road and the A3047 at the new Foundry Road roundabout. Remains of the original low boundary wall right of frame, 2nd January 2007. Looking north-east along the initial cutting towards North Roskear, only yards from the erstwhile Fraser Metals siding. Here Cornwall's reputation for riotous fauna growth is borne out...ironically it is the stub of the line which was closed most recently which is by far the most difficult to negotiate. 2nd January 2007. As close as I could get to the original junction scene! Nearly two decades worth of sapling, bramble and gorse have choked the cutting peeling away from the mainline, the location of which is marked by the white van just visible in the background.

Published in Cornwall's Lost Railways

]]> Thu Dec 14 2006 Gwinear Road - Helston http://cornwallslostrailways.fotopic.net/c1160081.html Closure: 3rd October 1962 (passengers) 4th October 1964 (goods) The GWR branch line from Gwinear Road - Helston was the most southerly line on these isles. I grew up fascinated by this line, exploring as a teenager the Gwinear Road end of the branch. It was in many ways a test case for the Beeching Years closures to follow in the county: the last passenger train was the 8.45 pm arrival in Helston on Saturday, the 3rd of October, 1962. The skeleton goods service itself succumbed on 4th October, 1964, with the now redundant junction station at Gwinear Road following on the 5th. Plans are now well underway to begin reopening the Southern end of the line, thanks to The Helston Railway Preservation Society http://www.helstonrailway.co.uk/index.html Wednesday 13 December 2006: Closure: 3rd October 1962 (passengers) 4th October 1964 (goods) The GWR branch line from Gwinear Road - Helston was the most southerly line on these isles. I grew up fascinated by this line, exploring as a teenager the Gwinear Road end of the branch. It was in many ways a test case for the Beeching Years closures to follow in the county: the last passenger train was the 8.45 pm arrival in Helston on Saturday, the 3rd of October, 1962. The skeleton goods service itself succumbed on 4th October, 1964, with the now redundant junction station at Gwinear Road following on the 5th. Plans are now well underway to begin reopening the Southern end of the line, thanks to The Helston Railway Preservation Society http://www.helstonrailway.co.uk/index.html

Bridge 10, between Praze and Crowan looking south in strong sunshine. November 3rd 2006. Looking up Crowan cutting from just past the impressive arched underbridge. Looking back down Crowan Cutting Bridge 12, a small occupation underbridge well colonized by gorsey brush. November 3rd 2006. The railway as lost green road: curving gently away south under Polcrebo Downs toward Nancegollan. From the top of bridge 13, November 3rd 2006. Bridge 14, November 3rd 2006. Bridge 15, just north of Nancegollan. A small occupation underbridge on a little used footpath. The brick extension to the far end suggests that this bridge was at the north end of the erstwhile loop, closed and lifted after the 1938 remodelling of Nancegollan station. Just north of Nancegollan, looking south towards the short cutting and station throat. Just in the foreground is the gap left by the removal of decking from the bridge in the previous photo. All is now sylvan and grazed by cattle. Looking north from bridge 17, the overbridge at Nancegollan station....a lone yard lamp standard watches silently over the choked and partially infilled cutting on the 44th anniversary of closure to passengers, 3rd November 2006. Bridge 20. November 3rd 2006. After the site of Nancegollan station the trackbed runs across a series of farm track underbridges in quick succession, this being the middle and most impressive of the three. The trackbed is almost entirely clear from Nancegollan - Truthall, co-opted for farm tracks over much of the distance. The line again becomes a farm track, pulling away from Trevarno village south through this verdant cutting. November 3rd 2006. Bridge 24, the end for the moment of the section to be relayed. The six and a quarter milepost repainted and in situ at Trevarno. Bridge 24, looking north towards Nancegollan. 3rd November 2006 Incongruous but for me, a great sight...a resurrected signal at the mooted initial northern terminus at Trevarno. The six and a half milepost repainted and in situ at Trevarno. Looking south as the trackbed begins to climb towards Truthall. A previous visit here in 1986 found this sweeping embankment 6 - 7 feet high in nettles ! Rising up the bank from the embankment at the southern edge of Trevarno Estate. Further up here on the right is a gradient post, now sadly denuded of its arms. Bridge 28, with a rudimentary preservation workers mess hut nestling underneath. The cleared formation looking back north from the overbridge astride Truthall Halt. The site of Truthall Halt, 44 years to the day after closure.The 29th bridge, of the standard design for this branch behind. The mound and the sapling middle left mark the site of the platform. Some amount of original fencing and clinker remain here, the initial southern terminus of the short heritage line being rebuilt by The Helston Railway Company. The Cober Viaduct as seen from the heavy approach curves after Truthall The final remaining overbridge on the line:bridge 34, carrying the former trackbed over the Lowertown road. The end of the formation now: the south side of the Lowertown overbridge, with the low embankment scooped away. From here the route is, for a distance, reborn as Water-Ma-Trout, an industrial estate service road. Sadly, the only extant building surviving along the branch today: Helston goods shed now does sterling service as an old peoples home. The absolute end of the line: the headshunt and site of the erstwhile carriage shed at the bottom of Station Road. November 3rd 2006. Looking up Crowan cutting some twenty plus years earlier: the scene in June 1985. The three-quarter milepost in situ between bridges 3 & 4 near Carnhell Green, Summer 1985. Looking from the top of bridge 3 south toward bridge 4, summer 1985. Like the other bridges along this initial half mile stretch from Gwinear Road, nothing now remains: the first three and attendant cutting being filled in and abutments removed progressively throughout the 1980's. Looking from beneath the arched overbridge No.3 south toward No.4, the locally famous humpback bridge carrying the Barripper - Carnhell Green minor road. Summer 1985. Praze Station, Summer 1986. The view south toward Nancegollan, along a stretch now used as a semi-public farm track. The platform edge can be discerned through the saplings, right. Bridge 8:the small occupation underbridge, formerly an entrance into the Clowance Estate. Situated along the embankment running at the back of Praze-an-Beeble park, December 9th 2006. Looking down from the top of bridge 8 to the now walled up entrance into Clowance. Looking through bridge 8, the small underbridge providing access into the Clowance Estate, from the south east towards Praze-an-Beeble playing fields. Strong winter sunlight lends chiaroscuro to the scene on the embankment behind Praze park, with much ballast still in evidence underfoot. ...and the northerly abutments of bridge 7 as viewed from the southerly. The abutments of bridge 7, astride the Praze - Leedstown road, December 9th, 2006. The road here formerly described a pronounced dip under the bridge, only eventually being levelled out in the early 1990's. The abutments are thus deceptively low. Ying & yang: the southerly abutments of bridge No.7, as viewed from the northerly... On the green sward above bridge 7, looking toward Gwinear Road. The trackbed quickly becomes a tangle of gorse and hawthorn, difficult to penetrate until opening out again at Little Borthog Farm. The trackbed at Little Borthog Farm, which is the choked thicket of bramble and nettle between the fenceposts and the outbuilding...9th December 2006. The trackbed proceeding north from the minor crossing at Little Borthog Farm, here returned to grazing. At Little Borthog Crossing, 9th December 2006. The line proceeded Prazeward through this dumping ground for vehicles. THe crossing here is on an ancient walled track, still a bridleway. At the southern end of the section adopted as a farm track, looking towards Gwinear Road. 9th December 2006. Looking back towards Gwinear Road on the stretch between Cathebedron & Little Borthog, 9th December 2006. The one and three-quarter mile post in situ. 9th December 2006. Winter conditions prevail underfoot at bridge 6. The trackbed here once again serves as a farm track for a distance. From the top of bridge 6 looking north toward Gwinear Road.The trackbed is discernible running straight up underneath the baled hay, before curving right and rising onto the embankment marked by the line of mature trees. Bridge number 6 looking south toward Praze, at the 1m 37c point, December 9th 2006.

Published in Cornwall's Lost Railways

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