Dave_Hooe

When considering the structure of the Hooe Lake swing bridge outer spans, it may be helpful to add a little comparative detail from Laira Bridge over the River Plym. This has recently been restored as a cycle and walkway and is therefore open for survey. Like Turnchapel, the Laira Bridge spans feature 12 lattice crosses, but there are significant differences in the structure. A brief survey of one end of Laira Bridge is shown in Figure 8 and Figure 9. The Laira Bridge sides are exactly 24-in in width, which I suspect was also the case at Turnchapel. However, the Laira spans are longer and therefore the cross dimensions are larger, resulting (I think) in taller sides and with the Laira track bed raised on lateral girders (in contrast to arched beams on the Hooe Lake bridge). Moreover, the internal width between the sides of Laira Bridge, measured at 15-ft 7-in, is larger than proposed in the previous postings for Turnchapel: Figures 6 and 7, estimated to have been 14-ft 0-in. I suppose that the greater width in Laira Bridge would be required to provide clearance associated with the curvature of the bridge (see Figure 8). Comments welcome from anyone with greater engineering prowess than me! ----------------------------------------------------------------------------------------------------------------------------

Not easy without the engineering plans, but Figure 7 is my best guess at structural detail for the bridge end at Turnchapel Station. Text and numbers are small in Figure 7, but hopefully anybody interested will be able to click on the image and zoom in or download it to see. There are a number of useful photographic references showing detail of the bridge from inside as well as the station end. A particularly useful one is in Bernard Mills’ Steam Around Plymouth on page 119. This shows the Plymouth Railway Circle brake van special from Friary on 30-Sep-1961 pulling in to Turnchapel just as it reaches the Turnchapel end of the bridge. Some of the guesswork in Figure 7 is based on that photograph. Again, would be great if anyone else has more information to share about the bridge structure.

Figure 6 shows a photograph of the bridge parapet on Barton Road over which the viaduct entered Turnchapel Station. This was taken in Sep-2010; the parapet has now been demolished for the new housing estate mentioned in earlier posts. The width of parapet itself was 250-in (6.34 m). Based on old photographs of the bridge end viewed from the station my guess is that the width of the bridge outer span sides was 24-in. I’ve since measured the end posts on Laira Bridge over the River Plym (similar era), and those were exactly 24”. My best guess is that overall width of the bridge was 18-ft 0-in, giving an internal clearance of 14-ft 0-in. Allowing for a clearance of 1-in on both sides of the bridge, this would mean that the walls flanking each side atop the abutment would need to be 16-in in width. That would add up to a total width for the parapet face of 250-in, as measured. Plymouth and West Devon Record Office (PWDRO) has a file (982/31) with a plan for new dolphins, dating from 1927 I think. In that drawing there is an outline profile of the central span of the swing bridge. Based on scale measurement in that drawing the width of the central span of the bridge also appears to be exactly 18-ft. [More to follow on the dolphins in another post, inc. dimensions.] Noticeable on the parapet face in Figure 6 are black tar stains. Possibly these derive from the great fire in Nov-1940. When the oil fuel tanks exploded, burning fuel reportedly erupted 300 ft into the air, with oil boiling over from the compound into the station. It ran onto the bridge in one direction, setting fire to it, and in the other direction flowed along the track to the tunnel entrance under Boringdon Road (refer to Figure 1 in earlier post). The burning oil cascaded over the grassy bank, which ran parallel along the passing loop, and into the Air Ministry sidings; it poured down onto Barton Road, into The Cut and set fire to Bayly’s on the other side. An interesting account of the incident was recorded on the BBC history website by Mrs Mary Gamble, who, as a young girl, lived in Turnchapel. [www.bbc.co.uk/history/ww2peopleswar/stories/82/a4664982.shtml] Also noticeable in the parapet are fixing holes for what I believe to be a notice board. I think it’s just possible to make out a notice board under the bridge in the ‘Atlantic Wall’ photograph of the site in Nov-1940. [www.theatlantic.com/infocus/2011/07/world-war-ii-the-battle-of-britain/100102/ scroll down to photograph 8]. The sloping wing of the abutment is not visible in Figure 6. It’s behind the chain link fence and overgrown. The station steps were located to the right of that again. A good photo of the wing abutment is in Kingdom’s Turnchapel Branch book on page 149. The photo (from 1980) is now held in the PWDRO: go to the PWDRO online catalogue and search Turnchapel. Scroll through the results pages to find the image under the following reference number: PCC/76/5/8889 The only photo I can find that shows the station steps themselves is in Kingdom on page 27. This dates to 1959 and shows the bridge in its open state viewed from the Bayly’s side with the steps in the background. Would be great to know if anyone else has located clearer photographic information.

Figure 5 shows a drawing of the Hooe Lake viaduct in profile. Two particularly good Mike Roach photographic references of the bridge in profile have been made available on the Cornwall Railway Society site [> Devon Galleries > Turnchapel and Yealmpton], with one of these dated at Sep-1961. The bridge comprised two fixed outer spans and a central span that opened by 90-deg clockwise rotation to park on dolphins in the navigation channel of The Cut into Hooe Lake (refer to Figure 1 in previous posting). [More to follow on the dolphins in another post.] The drawing in Figure 5 is linked to correspondence from the BR Western Region engineer (N S Cox) in 1961 concerning dismantling of the viaduct after closure of the Turnchapel Branch [archived in Plymouth and West Devon Record Office file (PWDRO): PCC/45/1/3501]. It defines the length of the bridge with distances of 91-ft 0-in between parapet faces and outer span pier centre lines and a distance of 100-ft 9-in for the central span. The drawing, dated 19.1.1962 and marked ‘not to scale’, must have derived from an early original plan for the bridge because a wall flanking the outer span where it rested on the parapet top is shown at the right hand end. Both ends of the bridge originally exhibited these features, but the masonry is only seen in the very earliest images of the bridge. It was cut down to a low wall at both ends relatively early on. Thus, looking at the Bayly’s end of the Nov-1940 photographic profile in Kevin’s Jan-13 post, you’ll see that the wall has been cut down. The masonry was likely dressed limestone, perhaps similar to that shown in the inset in Figure 5. The trestles used to strengthen the outer spans are not shown in Figure 5. Engineer’s correspondence in PWDRO PCC/45/1/3501 indicates that the military trestles were installed in 1957/1958. [More to follow on the trestles in another post.] National Archives record MT 10/639 has correspondence between the Plymouth and Dartmoor Railway Co and the Board of Trade concerning construction of the bridge. This spans 26-Apr-1894 to 22-Jun-1984, with assent for construction being granted by the Board. The correspondence refers to plans that accompanied the letters but that are not themselves included in the National Archives file. Copies were sent to the Duchy of Cornwall for approval, as the foreshore in The Cut was owned by the Duchy. National Archives record CRES 58/553 has records relating to Stokes Bay (Gosport), Oyster Pool Lake and Hooe Lake: railway and pier. I’ve not accessed this material but have wondered whether the Hooe Lake viaduct plans were mixed up and bundled with the Stokes Bay railway information on filing (unless there is another Hooe Lake near Portsmouth!). Surprisingly, in the original assent from the Board of Trade (MT 10/639/1), construction of the viaduct was meant to have been completed by 2-Aug-1894, although a margin note on the letter stating that indicated this was to be extended (extension period not specified). A legal document included in PWDRO PCC/45/1/3501 (dated 30-Dec-1895) conveyed the relevant section of The Cut (marked in red in the inset of Figure 5) to the Plymouth and Dartmoor Railway Co for the consideration of a sum of £9 paid to the Duchy of Cornwall. Derby-based Andy Savage added a comment to a very early photograph of the bridge, posted in local Plymouth historian Derek Tait’s flickr stream (www.flickr.com/photos/webrarian/719234096/in/photostream/), indicating that bridge metalwork was produced by the Phoenix Foundry Company Limited of Derby. I’ve not found more detailed engineering plans of the bridge but will post additional dimensions relating to its width and some guesswork about its structure informed by photographic evidence and the structure of Laira Bridge presently. If anyone else is aware of bridge plans, it would be great to share that information.

One last photo for now (Figure 4), again showing the interior of the oil fuel compound and taken in Dec-2012 (not long before demolition of the cmpd for the housing development referred to in previous posts). The steps visible here are on the western wall of the bund. These were added during the remodelling of the site for commercial petrochemical use after closure of the branch line. (They weren't there in the original construction of the site as featured in the configuration shown in Figure 1). You may be able to make out a repair patch in the bund wall to the left of the steps. This marks a bomb site from a strike in March 1941 next to tank 'C' -- see early posting. The oil tide mark left after the Nov-1940 bombing is, of course, not present on the repair patch. That's all for now. Next post -- perhaps in a week or two -- will share some information about the bridge ... dimensions and some useful photographic reference sources etc. I managed to locate original engineering drawings for the dolphins in their final incarnation and have myself surveyed the parapet and concrete trestle bases. Dave

Another photo (Figure 3) from Dec-2012. This shows a closer view of the bund wall inside the oil fuel compound. The part circle just visible on the bund floor is from where tank 'F' stood (refer to Figure 1). Dave

Attached here, to be going on with, is a photograph (Figure 2) of the site taken from the cliff top (not far from the location of the Sellick photo mentioned in my last post). The Figure 2 photo was taken in Dec-2012 with redevelopment now in full swing but with the bunded compound of the oil fuel depot still largely intact. In the far corner of the compound you should be able to make out the mark left by tank 'E' (refer to Figure 1 in last post). Notice that there is a clear oil tide mark left on the sloping concrete walls from the flooding of the compound during attempts to put out the fire in WW2. The steps on the northern wall of the bund mark the position of the original steps down into the compound, but they were remodelled when the compound was switched to commercial use after closure of the branch line. So the oil tide mark isn't seen on these steps. A single large tank was constructed in the compound for commercial use. This was located on a concrete plinth which partially covers the position of tank circles A-D. The former Bayly's site is visible in the background across the other side of The Cut (refer to Figure 1 in last post). Most of the Bayly's site buildings have gone -- that bit of the site was used as a boat yard in recent times (Boston's) and has since been developed into housing (red highlighted area in Figure 1). Dave

To facilitate discussion I've prepared and attached a site location plan (Figure 1). Sorry about the problems with the links to the planning documents mentioned in my previous post, Mike. Probably can't provide stable links for quick access to specific site survey files then. For reference, I've highlighted with green and red marker in Figure 1 the approximate areas that are covered in the two planning applications mentioned previously: 11/01250/FUL (green area inc. former Turnchapel Station site) 12/01180/FUL (red area inc. part of former Bayly's site) To access the planning documents, visit the Plymouth planning site (planning.plymouth.gov.uk), enter the planning reference numbers (above) in the search box and then navigate to the 'Documents' tab under each application. There are many documents, so it will be a question of working through them to find the relevant information. Much potentially useful stuff in there ... from site surveys to archeological reports and rock face surveys (if you're interested in the local terrain). It may be an idea to look through some of the appendices in relevant documents (which contain photos etc). With regards to the area within the green marker boundary on Figure 1, the full site survey information spanning the former station site, oil tanks and track bed to the tunnel leading to Turnchapel Wharves may have been in more than one document ('Rock Slope Stability' and '102-10-1B Site Survey'). Bear in mind that the bund on the naval oil fuel compound right next to the station site was cut through when the compound was given over to commercial petrochemical storage after full closure of the branch line. So there is something of a 'break' in the bund wall evident in the site as featured in the planning surveys. Nevertheless there's a wealth of useful information... Barton Road immediately in front of the station parapet was at ca. 3.2 m above datum; the station site, floor of the oil fuel compound and much of the Air Ministry siding site were all around 8.0 m; top of the concrete bund was typically around 13.5 m (thus defining bank height next to the station); track bed fell to ca 5.2 m at the entrance to the tunnel under Boringdon Road leading to Turnchapel Wharves; typical cliff height is ca. 35-36 m; position of pump house in Air Ministry siding site is well defined; the original pump house immediately to the west of the bund isn't in the site survey (destroyed in a second bombing incident in 1941); but another former pump house next to the track and slightly further to the west is covered. A very useful detailed map dating to ca. 1912 is available in the National Archives (ADM 140/1484). We could come back to that in a later post. The station steps (marked in Figure 1) are a little more clearly laid out in that. It includes useful information such as the location of the original 7-ft spear fencing around the oil fuel cmpd and station and the original track layout in Turnchapel Wharves. In Kevin's Jan-13 posting there was an image taken after the Nov-1940 bombing that shows the swing bridge across Hooe Lake in profile with the oil compound on fire. At the bottom of Figure 1 there's a black arrow that marks the rough position on the hill in Hooe from which that photograph was taken. The original tank configuration is marked in Figure 1. If I have time in a later post, I'll add some information about the size and structure of these tanks. Some of the features present in the bund and visible from the station platform were to do with operation of these tanks. There was a direct hit on either tank 'E' or tank 'F' with a 500 lb HE bomb in the evening of 27-Nov-1940, the other tank being pierced by shrapnel. That's where the conflagration started. A second bomb fell in the area around the steps and station parapet. The signalman on duty was dug out from an air raid shelter but the original signal box (marked on Figure 1) was destroyed. I have found a little SR wartime log information on the incident. More bombs hit the site in March 1941, one falling just inside the bund next to the remains of tank 'C', another destroying the pump house just to the left (which was connected to the compound via a culvert, marked in Figure 1), another hitting the bank immediately above tunnel entrance leading to Turnchapel Wharves. I have some photos showing the compound interior that I'll try to share in a later post. It's possible to see the marks of the original tank circles on the floor of the compound; the repair in the bund wall next to where tank 'C' stood can be made out etc. Will also post other useful images from around the site in due course. A very useful photograph, but not widely known, is in the Sellick collection of National Rail Museum: reference 1997-7219_RJS_BW_1. This was taken after the station closed to the public, but it gives an excellent elevated view across the station and Air Ministry sidings (including gantries) with Bayly's in the background. A black arrow on the left in Figure 1 marks the position from which this photo was taken. The link to the photo online no longer works; I've sent a request in to the NRM to see whether I can share the photo or at least find a link to it. Will update when there's a response. Next post -- perhaps in a week or two -- will share some information about the bridge ... dimensions and some useful photographic reference sources etc. I managed to locate original engineering drawings for the dolphins in their final incarnation and have myself surveyed the parapet and concrete trestle bases. Dave

My interest has been mainly local history and 'paper-based' to be honest, Kevin. I grew up in the area, and (although no longer living there) I still have roots in Plymouth and visit from time to time. My attention was first grabbed by an iconic wartime picture taken by Plymouth photographer, Stanley Green, that captures the aftermath of the bombing noted in your post of 13-Jan-2017. You may be able to see a low resolution copy of it at the following location (if the link works): http://www.devonheritage.org/Places/Plympton%20St%20Mary/CasualtiesofbombinglistedbyPlymptonRDC.htm The photograph captures two school boys looking across a bomb site –– the remains of Fanshawe Cottage on Lake Road in Hooe –– towards a plume of smoke rising from the fire that destroyed the naval fuel oil depot and station at Turnchapel. This is the same plume of smoke that you can see in the photos that you have posted above. Fanshawe Cottage was shared by two families, the Burgoynes and Charles. Mrs Burgoyne (34) and her two children, Betty (14) and Derek (7), were killed. Mrs Charles (36) and all four of her children –– Pauline (5), Louise (4), Patricia and Susan (twins, 2) –– were also killed. Only the two fathers survived –– Mr Burgoyne (local to the area) and Corporal Charles (who may have been stationed with the military). Another couple, Mr and Mrs Farrall, were killed that night just up the road. The fire at Turnchapel, just across Hooe Lake, burned for five days and two AFS firemen, John Callicott and Robert Widger, died there when the oil tanks eventually exploded. In looking into the history of this I managed to accumulate a fair amount of information relating to the Turnchapel branch line and station site etc. I've been wondering about trying my hand at a 2mm scale modelling project of Turnchapel –– hence the exploratory foray into 3D printing of the bridge parapet in my previous post. I've also had a go at printing one of the six original 6000 ton capacity fuel oil tanks from the naval fuel storage site next to the station (attached picture), though I'm struggling learn how to handle the brasswork (especially the ladder). Finally I've had a go at a pump house from the Air Ministry sidings compound that was located on the south side of the station (pictures also attached). I'll try to share some of the relevant information about the station site and bridge etc on this discussion thread. Please bear with me, however, as work commitments leave me with very little free time alas. So it will probably have to be a (very) slow and intermittent drip of stuff over several weeks. Cheers, Dave turnchapel_fuel_oil_tanks.tiff Turnchapel_Air_Ministry_Pumphouse_1.tiff Turnchapel_Air_Ministry_Pumphouse_2.tiff

Dear Kevin The Hooe Quarries, where the Turnchapel station was located, have recently been developed into a housing estate by Barratt. A complete site survey was made by the developers and submitted to Plymouth City Council for approval. This is available through the following route... [1] Go to the Plymouth planning website: https://planning.plymouth.gov.uk/online-applications [2] Click on the advanced search tab [3] Enter the following reference in the application reference box and press search: 11/01250/FUL [4] Go to the documents tab (there are 268 documents files there) [5] Select the document entitled 'Site Survey with Field Observations' A direct link to it is here: https://planning.plymouth.gov.uk/online-applications/files/FDB3B496801E021D4FA0E62036BFB70D/pdf/11_01250_FUL-Site_Survey_with_Field_Observations-160528.pdf The document above will provide you with a detailed surveyors' plan, including spot heights. The gradient fell 1-in-80 down from the station to the tunnel that led through to the Admiralty Wharves. You can probably trace the route on the above survey. There have been two separate phases of housing development on what used to be the Bayly's site on the other side of The Cut. The planning documents for the more recent of these is under application reference, 12/01180/FUL. You'll find an engineering survey amongst the documents under that application at: https://planning.plymouth.gov.uk/online-applications/files/656BB66E9E3832BAE470616F97AD5C63/pdf/12_01180_FUL-Amended_engineering_layout_151_100_P104-13749.pdf The above document will give you partial information for the eastern bank of The Cut into Hooe Lake. I have quite a bit of other information about the oil tanks, WW2 bombing, swing bridge etc that could be posted (if there's interest). Also have some dimensions for the post-war trestle piers that were installed to support the outer spans of the swing bridge as well as for the dolphins in The Cut itself. I've only ever found one picture that includes a glimpse of the steps that led up to the station, and this is in Kingdom's Turnchapel Branch book. Probably looked something like the model shown attached. I know of a couple of photographs in books that show (though not in great detail) the original signal box that was destroyed in the bombing on November 27th, 1940. The track through the station site was modified a little in 1939 to install Air Ministry Railway sidings in a compound on the southern side of the passing loop. There is a very good photo in the NRM Sellick collection of these sidings, though at the moment I can't find a direct online link to point you at it alas. Cheers, Dave