Bolingey Viaduct – Goonhavern Halt – Shepherds Station
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This page shows the history of Bolingey Viaduct to Goonhavern Halt to Shepherds Station over the years.
So ended the last run over the line originally constructed in two sections. The first section of about eight miles to Perranporth, was opened on July 6, 1903. The contractor was Arthur Carkeek, who was knighted in 1916. Hundreds of men, without mechanical aids, cut their way through high mounds of stone and rubble, shovelled thousands of tons of rocks into gullies to make embankments, built some thirty bridges and the fine five arch viaduct near Goonbell.
The 10-mile second section from Perranporth to Newquay was completed on January 2, 1905, well behind schedule, as it had been hoped the line would be in use for holidaymakers in the summer of 1904, but the engineers had met considerable difficulty. It was opened on 14th August 1905. At Goonhavern, sand instead of stone was found, and there were many falls.
Ripping up of Newquay line
The final blow came when on 2nd January 1964 when there was a short item in the ‘West Briton’. The final episode in the 60 year history of the Chacewater – Newquay line was begun yesterday, when a start was made on the removal of the rails. A train drawing five trucks went from Chacewater to Shepherds, and this will continue once a week until the rails are removed back to Chacewater.
Shepherds Halt – the true story of Shepherds Station
Recent research into the history of Shepherds Station has unearthed a hitherto unknown and quite interesting story. What most books would lead you to believe is mostly true, but there are sinister undertones involving the War Office, and the British and American Militaries.
Shepherds Station
Shepherds was a sizeable station, one of only three on the branch (Chacewater – Newquay line), built on traditional lines with a weighbridge, passing loop, separate “up” and “down” platforms and a stationmaster.
The Passenger Service
In the early days of the branch line, passengers were conveyed between Newquay and Chacewater by Steam Railcars but these were not popular and were soon replaced by steam locomotives hauling conventional carriages. To start with, the service was planned to meet the anticipated travelling requirements of potential passengers and in 1905 six trains operated each way between Chacewater and Newquay with one extra train on Saturdays only and no trains on Sundays. lt appears that the running of trains on a Sunday was never contemplated, probably because of the strong Methodist following in the area.
Travel to Truro by train was now cheaper than going via Par and quicker, all be it still by a roundabout route. For example, the ordinary return fare from Newquay to Truro was 2s 6d as opposed to 6s 8d via Par. As traffic increased so the service became more frequent and was eight trains in each direction in 1927 and twelve in 1938 but dropped back to eleven in 1958. From 1962, diesels took over all services. Passenger traffic was light but constant during the winter months and usually heavy during the summer. Beach Halt at Perranporth, opened in July 1931, was the last halt to be built on the line and was popular with those wanting a day out on Perranporth Beach. For those wanting a Railside holiday, there was a camping coach in a siding at Shepherds which was generally well booked.
By the 1960s growth in the ownership and use of cars had significantly reduced the number of passengers travelling by public transport. The Government was looking to reduce subsidies and set in motion a review of railway operations. The so-called “Beeching Plan” was the outcome and proposed the closure of many branch lines where annual expenditure exceeded income. The Chacewater to Newquay branch came into this category despite the fact that, even in winter, it was reckoned that 600 passengers made return journeys daily, and that the line carried a total in excess of 250,000 annually. The economics of operation were considered to be the key factor and receipts only covered about two-thirds of the annual expenditure of £38,000 Economies were made, one being to make Mr. Badcock, the stationmaster at Shepherds, redundant and pass control to the stationmaster at Perranporth, but income never quite matched expenditure. The line always remained “rural” and, in winter, it was part of the guard‘s duty to set up and light the oil lamps at the halts before it became dark and then, on the last train of the day, to switch them off and put them on board the train.
Excerpts from the book on St Newlyn East & Surrounding area.
The following video is entitled “The Perranporth Railway Steam Train Murder”
Cocks Hill & Bolingey:
Rail Network Map
Bolingey Viaduct
Bolingey Viaduct
Cocks Hill Railway Bridge Nr Perranzabuloe before demolition – Circa 1963
Cocks Hill Railway Bridge Nr Perranzabuloe before demolition – Circa 1963
Milepost between Perranwell & Bolingey – 1980
Milepost between Perranwell & Bolingey – 1980
Bolingey Viaduct – 2009
Perranwell:
Great Western Railway Boundary Marker 1904 – April 2015
Perranwell Viaduct with New Chiverton Engine House in the Background – 1922 – Official G.W.R. Photograph Courtesy of Derek Brooks.
Perranwell Viaduct – Circa 1927-1939
Perranwell Viaduct with New Chiverton Engine House – Circa 1970
Perranwell Viaduct on the Chacewater – Newquay branch line between Perranporth and Goonhavern – 2nd March 1974.
Perranwell Viaduct
Perranwell Viaduct Nr Goonhavern 2012
Perranwell Viaduct – Circa 2012
Railway Viaduct Perranwell – April 2015
Railway Viaduct Perranwell – April 2015
Perranwell Viaduct – Jul 2020
Perranwell Viaduct – Jul 2020
Perranwell Viaduct – Jul 2020
Perranwell Viaduct – Jul 2020
Mile Post now visible on Saints Trail between Perranwell and Goonhavern. Represents 8 miles and 60 Chains (3/4 mile). Oct 2021
Mile Post now visible on Saints Trail between Perranwell and Goonhavern. Represents 8 miles and 60 Chains (3/4 mile). Oct 2021
Goonhavern Halt:
Glen Pedlar Signalman & his son Ian at Perranporth Station – Circa 1962
Working on the line, the engine was called Pluto
Railway Line construction – Circa 1900
Perranporth to St Agnes opening day of the line 6th July 1903
G.W.R. Boundary Post dated 1904 when Railway opened in Goonhavern
Day Excursion Ticket
Railway Bridge at “GreetU” Goonhavern – Circa 1960’s
Perranwell Road from Railway Bridge – Circa 1970
Railway Bridge Perranwell Road near Greet U – Circa 1998
Perranwell Road Goonhavern Iron Road Bridge – 2009
Perranwell Road Goonhavern Iron Road Bridge – 2011
Perranwell Road Goonhavern Iron Road Bridge – Jan 2013
Perranwell Road Goonhavern Iron Road Bridge – 2014
Goonhavern Railway Iron Bridge – 2018
Goonhavern Railway Iron Bridge – 2018
Goonhavern Railway Iron Bridge – 2018
View from Bridge in Bridge Road Goonhavern to Iron Bridge at Perranwell Road – Circa 1965
View of Goonhavern from Bridge Road – Circa 1905
Bridge Road leading to the village – Circa 1972-73
Bridge Road before the Park and Carriage Park Built – 1980
The Plymouth Railway Circle Cornwall Mineral lines Railtour near Goonhavern on Saturday 28th April 1962
The Plymouth Railway Circle Cornwall Mineral lines Railtour near Goonhavern on Saturday 28th April 1962
View from top of Hump Back Bridge in Halt Road looking towards Bridge Road and the cutting now the Park & Bridge Stores in distance – Circa 1975
View from Hump Back Bridge in Halt Road Goonhavern to Bridge at Bridge Road – Circa 1965
The cutting between Halt Rd and Bridge Rd Goonhavern taken on the 2nd Feb 1974, eleven years after closure.
Halt Road – Bridge Road section of Railway Cutting now the Village Park – Circa 1975
View from Bridge in Bridge Road, along the cutting now the Park looking at Hump Back Bridge in the distance – Circa 1970
View of Goonhavern from Halt Road – Hump Back Bridge – Circa 1935-36
View of Hump Back Bridge from Halt Road – Circa 1970
Halt Lane, Halt Road & The Hump Back Bridge – Circa 1970
The Hump Back Bridge leading to Halt Road – Circa 1970
Now hears a first. Yes the first train through Goonhavern in 1905
The early days of Goonhavern Halt before the shelter was built
Goonhavern Halt – Circa 1905 – Note the Wooden Platform at that stage, later concrete.
Goonhavern Halt – Circa 1915
Goonhavern Halt – 5th Jun 1920
Goonhavern Halt viewed looking towards Shepherds Station – Late 1921
Goonhavern Halt – 1922 – Official GWR photograph – Courtesy of Derek Brooks
Mr Thomas “Tom” Brock working for Great Western Railway – Circa 1930’s
Mr Thomas “Tom” Brock (middle front with flat cap) working with gang for Great Western Railway – Circa 1930’s
Mr Thomas “Tom” Brock (Trilby hat) working with gang for Great Western Railway – Circa 1930’s
Mr Thomas “Tom” Brock working for Great Western Railway – Late 1930’s or early 1940’s
Mr Thomas “Tom” Brock (with hat) late 1930’s or early 1940’s
Goonhavern Halt
Goonhavern Bridge Repairs – Circa 1950
Goonhavern Halt looking towards Chacewater – 5th Dec 1957
Goonhavern Halt from direction of Shepherds Station towards Chacewater – 5th Dec 1957
Between Halt Road & Bridge Road – Now where the Park is situated
Goonhavern Halt – 1957 – Courtesy of Derek Brooks
Holiday Runabout ticket
Artist impression 1992 – GWR 5553
Goonhavern Halt circa 1950’s
GWR 5562 at Goonhavern Halt on 1st April 1961
Goonhavern Halt on 1st April 1961
GWR 5562 at Goonhavern Halt 1st April 1961
Goonhavern Halt view from Chacewater bound train. Note the three over-bridges in the distance all in a line – Circa 1963
Goonhavern Halt view from Newquay bound train – Circa 1963
Train going through Goonhavern Halt – Circa 1963
Goonhavern Ticket
The December 1963 shadows lengthen over Goonhavern Halt as it awaits it fate. Next month the rails will be polished by the demolition trains.
Goonhavern Halt – Taken before 21st February 1964 when track removed
Goonhavern Halt – Circa 1965
View from Goonhavern Halt towards Shepherds Station – Circa 1975
Railway Mile Post at Croft Farm Goonhavern in Oct 2006
Railway Mile Post at Croft Farm Goonhavern 2020
Railway Mile Post at Croft Farm Goonhavern in 2020
Railway Sign at Temple Goonhavern
Before the Dismantling of Goonhavern Hump Back Road Bridge on Halt Road – Circa 1980
Dismantling of Goonhavern Hump Back Road Bridge on Halt Road – Circa 1980
Goonhavern Halt after the line removal & infilling starts – 1980
Goonhavern Halt after the line removal – 1980
A piece of discarded rail unearthed at Goonhavern Halt – Feb 2015
A section of Goonhavern Halt Platform – Feb 2015
Shepherds Station:
Lanteague 16th May 1985
Lanteague 16th May 1985 – Road Bridge Nr Scotland Farm Nr Goonhavern
Road Bridge Nr Scotland Farm Nr Goonhavern
The ‘Planet’ at Lanteague – 16th May 1985 – Now at Poldark.
“The Planet”, “The Hunslet” & “Brake Van” at Lanteague – 16th May 1985
The ‘Hunslet’ with “Brake Van” at Lanteague – 16th May 1985 – Now at Bere Ferrers Railway.
“Brake Van” at Lanteague – 16th May 1985
The ‘Planet’ at Lanteague – 16th May 1985 – Now at Poldark.
The old Weighbridge at Shepherds
The old Weighbridge at Shepherds
Shepherds Station – Early 1900’s
Steam Railcar at Shepherds
Shepherds Station – Early 1900’s
Shepherds Station – Early 1900’s
Shepherds Station – Circa 1905
Shepherds to Perranporth “Token”
Tolcarne Junction to Shepherds “Token”.
Shepherds – Goonhavern 3rd Class Monthly Return Ticket
Shepherds – Perranporth 3rd Class Ticket
Shepherds – Mitchell & Newlyn Halt 3rd Class Ticket
Goonhavern – Shepherds 1st Class Ticket
Stepherds Station showing Treamble line off to right
Shepherds Station – Date Unknown – Between 1952-1957
Shepherds Station – Date Unknown
Shepherds Station – Date Unknown
Shepherds Station – Date Unknown – After 1956
Shepherds Station – Circa 1950’s
Shepherds Station – Sept 1958
Shepherds Station from Newquay bound train – Circa 1962
Shepherds Station from Newquay bound train – Circa 1962
Train arriving at Shepherds Station – September 1962
Shepherds Station in December 1963. Demolition will start the next month
A close up of the main building. In January 1964 this station and yard became the railhead for the demolition contractors who had started lifting the line from Tolcarne Junction.
Shepherds Station and Signal Box taken from the Newquay Bound Platform 21st Feb 1964.
Shepherds Station – Looking back at the Station from the goods yard – 21st Feb 1964
Track removal on line 21st Feb 1964
Track removal on line 21st Feb 1964
Track removal on line 21st Feb 1964
Track removal on line 21st Feb 1964
Track removal train on line 21st Feb 1964
Track removal train on line 21st Feb 1964
Scrapping operation in progress 21st Feb 1964 looking towards Goonhavern
One thought on “Bolingey Viaduct – Goonhavern Halt – Shepherds Station”
These single platform stopping places were originially known as “Haltes” but within a short time, the e was dropped. As for Goonhavern Halt itself, although the second stage of the line from Perranporth to Shepherds Station was opened on 2nd January 1905, it wasn’t actually until 14th August of that year that Goonhavern had its own stopping place. Oh how I wish the line had survived because actually, it would have been the most logical one to retain due to the fact it would now serve four popular tourist destinations (Truro, St Agnes, Perranporth and Newquay) and would have served the shoppers in Truro and Newquay very well I would have thought. And did you know that the Chacewater to Newquay line actually closed about 7 weeks before the Beeching Report was actually published? Also, the passenger service on the Chacewater to Newquay line was only under consideration for withdrawal before the formulation of the report?
These single platform stopping places were originially known as “Haltes” but within a short time, the e was dropped. As for Goonhavern Halt itself, although the second stage of the line from Perranporth to Shepherds Station was opened on 2nd January 1905, it wasn’t actually until 14th August of that year that Goonhavern had its own stopping place. Oh how I wish the line had survived because actually, it would have been the most logical one to retain due to the fact it would now serve four popular tourist destinations (Truro, St Agnes, Perranporth and Newquay) and would have served the shoppers in Truro and Newquay very well I would have thought. And did you know that the Chacewater to Newquay line actually closed about 7 weeks before the Beeching Report was actually published? Also, the passenger service on the Chacewater to Newquay line was only under consideration for withdrawal before the formulation of the report?