Railways in Hayle

The Hayle Railway Act was passed in 1834 and the railway was opened in stages three years later. The single track line ran from Hayle to Redruth via Angarrack with branch lines to Portreath and Tresavean Mine.

The Hayle terminus was in Foundry Square under the present viaduct.  The line ran along the side of Penpol Creek, between the creek and Penpol Terrace, crossing over the river via a drawbridge at south quay. The line continued along the northern side of Copperhouse Pool on what is now the King George VI Memorial walk and over the road at the bottom of Phillack Hill. It then continued through the present day reed bed, where the low three arch bridge that took it across the river still remains, and then by the recreation ground and on to Angarrack.

Railway bridge at Wilson's Pool

The railway was originally constructed using light rails on granite setts and was horse drawn from Hayle to Angarrack. At Angarrack there was a rope-hauled incline and then it was on to Redruth by steam engine. Steam was introduced onto the Hayle Section in 1843 to coincide with the carriage of passengers, but the construction of the railway meant that only light engines could be used and of course the incline at Angarrack remained a problem. The first train to run on the line was the Cornubia (not to be confused with the ship!), built by The Cornish Copper Company.

In 1852 a new railway was opened spanning the Valley at Angarrack with an impressive viaduct and passing through above Foundry Square on a wooden viaduct. The viaduct was specially constructed on a curve and with some double-width spans and masonry piers to accommodate Harvey's Foundry below.  Stone plinths were constructed for the timber piers in 1864-5. Starting in 1883 the masonry piers were widened, some using cast iron pillars which were mounted on substantial granite footings, and timber piers were replaced by masonry. The superstructure was replaced with wrought iron girders, the whole work being completed in 1899. The iron pillars have since been encased in brickwork.

Angarrack Viaduct

The new West Cornwall line left the Hayle Railway to the east of Angarrack and descended a new, gentler, gradient and crossing above the rooftops of Angarrack and then Guildford on typical Brunelian viaducts. These structures were originally entirely timber, but masonry footings were built after about ten years and replacement viaducts were completed in 1886 and 1885 respectively.

Hayle Railway Station was relocated to the top of the Hill by the viaduct where it remains to the present day. The new station was much more impressive than what now remains there were numerous buildings including waiting rooms and a station masters office and even two engine sheds. A spur designed for the conveyance of goods left the Hayle Station and made its way down to the Harbour, passing over the road by the Royal Standard, and then over a swing bridge to the harbour itself. In places the rails can be seen embedded in the present day harbour road.

Hayle Viaduct

The track was built as a single standard Gauge line, indeed the whole of the West Cornwall line which ran from Truro to Penzance. The Truro - London Paddington line being GWR broad gauge. In 1866 the West Cornwall Railway as it had become replaced the track with Broad Gauge allowing a continuous Journey from Hayle to London for the first time. Ten years later the GWR bought out the West Cornwall Railway and in 1876 the wooden viaduct over the foundry was replaced by the stone supported structure that we see today. Subsequently following the GWRs reluctant decision to abandon its superior Broad Gauge in favour of the Standard Gauge in order to make it compatible with the rest of the country, the whole of the GWR network was lifted and Standard Gauge laid in its place.

It was not until after the Second World War that the Original station in Foundry Square was demolished The Hayle Harbour Spur line was closed in 1982 and most of the track lifted. The station buildings and signal box were demolished at about the same time.

My first recollections of seeing trains on the Hayle Wharves branch go back to the early seventies. Queues of cars outside my home in Hayle Terrace at around 12.30 would indicate that the barriers were down for the daily train. This traffic congestion would often stretch from Hayle Terrace right back to Copperhouse and Foundry Square in the peak holiday weeks. There was no Hayle By Pass in those days. The barriers had to be lowered before the train departed Hayle viaduct.

The train was propelled (guards van leading from Hayle), then a couple of barrier vans (old fruit vans), oil tankers, household coal and Bromine tanks for the ICI depot. The loco would be at the rear with the crew looking out for any hazards, and brakes applied hard for the cautious descent of the steep branch.

The locomotive would normally be a Warship diesel hydraulic. These were replaced by diesel electric type 2’s (which became class 25’s). These were superseded by Welsh class 37’s at the very end of 1979, but towards the end of the branch’s life, class 08 shunter locomotives were used.

The operation of the branch was fascinating. As already mentioned, the loco would always be at the Penzance end of the train as there was no run round loop at Hayle Wharves. There was a catch point just east of the level crossing by the black bridge which would derail any run away wagons breaking from a train climbing the bank to Hayle station. This was to prevent a collision with any road vehicles on the main level crossing.

The Crossing signalbox was a basic standard railway hut containing 5 levers, telephone to Hayle signal box and the electric barrier controls. George Wilcox would close the station booking office, and walk the ¼ mile to the signal box when the train was due. The other station staff member, Jack Barber, Percy Brooks or Bill Stains would open the Signal box on the Up platform at Hayle.

This box only opened from 12.00 to 13.30 to allow the Wharf train to run. It was a short section to St Erth, and it was never practicable for the box to be open all day. It was as lovely view from the signal box, looking right over the estuary, and towards St Ives. It would have made a superb bird watching station or museum, but was sadly demolished in 1983.

The train would be propelled from St Erth, and wait on the viaduct at the protecting signal (number 33) until the barriers were lowered and the signal cleared by George at the Hayle Crossing box.

The train would then descend cautiously down the branch, over the crossing and towards the small exchange sidings by the Quay.

Barriers down as Shunter 08945 Crosses Hayle Terrace

25052 Crosses the swing bridge on its way to the harbour

25052 on the Harbour

37206 leaving Hayle Wharves

(note the power station chimney behind)

37206 approaches the swing bridge with St Georges Walk in the background

The loco would detach the brake van and barrier vehicles in small spur and couple the rest of the train to the empties to return East bound. The whole train would be drawn forward and marshalled ready for departure. The coal wagons were placed in the coal sidings, and the ICI tanks positioned carefully in the works protected by evil looking jagged glass topped walls. (Still there I believe). Although the power station was still working during this time, I'm not aware of any traffic being generated for the railway at this time. The BP tankers would be later shunted into the depot by a comical looking tractor with buffers and a swing coupling.

When the train was ready to depart, George would hang up his shunting pole, and walk back to the signal cabin to drop the barriers once again. Hayle station signalbox would clear his signals on to the mainline, and the train could go. The motley collection of vehicles would sit by the Crossing by Hayle Swimming Pool and wait for the "tip" to depart. George would raise his green flag, and the Driver would open the power handle. The maximum speed of 25 mph would achieved by the main level crossing for the stiff climb to Hayle station. The guard would hold on for dear life as the guards van, smoke billowing from the chimney stack would rattle by, now the rear vehicle of the train.

As the train headed towards Hayle station, the catch point would be whipped back open behind the last vehicle. This was done by judgement. George would hold the lever and wait for the vibration to stop. Once clear on to the viaduct, the barriers could be raised, and life get back to normal on Hayle Terrace.

The trains and branch may be gone now, but it was the small seed for my railway career to begin. I am now a Controller at Swindon, and often stay with dad in Hayle Terrace. I take my little girls along the path these days and reflect on the little railway line that meant so much to me.