This is a fictional project based on "what if" some proposed railways in the Penzance area were constructed. My thoughts are as follows.
In April and May 1898 two applications were made under the Light Railways Act 1896: one for a route of 21 miles between Penzance and St. Just via Newlyn and Sancreed; the second, a proposal made by the Lands End and Great Western Joint for a 20.5 mile route from Marazion to Sennen also via Sancreed .
The route between Penzance and Newlyn was to be operated by an electric railway running along the quayside and promenade. Steam power along this section was deemed to be too disruptive for the hotels and tourist attractions on route. The line would then be operated by steam between Newlyn and St. Just. The route between Marazion and Sennen would Serve Heamoor (Hea), Sancreed and St.Buryan. Both proposals were rejected with a couple of reasons given being: there was no connection between the two routes at Sancreed; and the mileage of the two routes did not justify two separate administrations.
In November 1898 both proposals were resubmitted with amendments. This time at a local inquiry held in Penzance on the 30th/31st January 1899. The inquiry found in favour of the Penzance, Newlyn and West Cornwall which was duly approved. The record states: “The two schemes were competitive schemes to serve the same district, and were heard together at the local inquiry, The attitude of local authorities and landowners was generally against the Lands End, St Just and Great Western Junction scheme, and in favour of the Penzance, Newlyn and West Cornwall scheme which was accordingly approved. An Order was submitted to the Board of Trade on the 17th May 1899.” (1)
At first I thought, what a pity, but then the approved scheme was not built. What if the decision went the other way especially as the Penzance hoteliers seemed to be against the Penzance to Newlyn section being operated by steam. I would have thought that the electric railway section may have struggled with heavy fish traffic from Newlyn, let alone the complication of changing from steam to electric power for such a short distance. So my thoughts are that the Lands End, St. Just and Great Western junction scheme was approved with a junction at Sancreed for Newlyn. This scheme would require a junction east of Marazion for these lines running west of Penzance.
So looking along the mainline east of Marazion for terrain that might fit my initial plan I came across the area south of Crowlas where Rospeath Lane crosses the mainline. Perfect … so I’m proposing the junction would have been east of Marazion level crossing about where the current A394 crosses the mainline.
Brit Nat Grid Ref: SW 51724 31967
BNG Eastings, Northings: 151724, 31967
Latitude, Longitude: 50.135694,-5.475712
A station with sidings similar to Marazion or Gwinear Road would have been constructed between the junction and Rospeath Lane Bridge.The previous engine shed at Penzance would have been moved to a location south of Crowlas during 1906.This would be to provide locomotives for Penzance, Gwinear Road, St. Ives, as well as St. Just and Newlyn. 1906 was the year that Leamington Spar and Fishguard sheds were rebuilt to Churchward's standard straight road design with brick walls and a slate roof.
Brit Nat Grid Ref: SW 52261 32726
BNG Eastings, Northings: 152261, 32726
Latitude, Longitude: 50.142735,-5.468695
This, to me anyway, would make sense that a locomotive shed and storage yards would have been created here rather than Long Rock and Marazion. Traffic generated from the St. Just and Sennen would have included China Clay, fish traffic from Newlyn, along with the seasonal broccoli and potatoes crops. With Marazion having generous sidings to cope with the latter two crops, my thoughts are these sidings would have been located at the new junction in this area rather than Marazion.
The area I’m looking at for my project is below…
*(1)
Information taken from the Light Railways Act
1896, 31st December 1899 report.
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