Cornwall Live has reported on how the station in St Austell was opened in May 1859 as part of the Cornwall railway, but residents have now lost their fight to protect one of Cornwall’s oldest railway station footbridges.
Cornwall live writes:
St Austell’s train station was opened in May 1859 and had been recognised since 1996 as a Grade II listed heritage asset of special architectural interest. The station, which also sits within the St Austell Conservation Area, has been at the centre of controversy over recent years after concerns grew that Network Rail might attempt to demolish the historic footbridge. The station has deteriorated over recent years, which is of particular concern to many residents given that it is one of the first things visitors to St Austell see of the town. The riveted iron lattice footbridge is dated 1882 and is decorated with the Great Western Railway. It is supported by pairs of cast-iron columns with enriched bases and capitals. Along with St Erth and Redruth, St Austell’s was one of three listed station footbridges in Cornwall.
Network Rail has applied without success to demolish two of the three, in St Austell and St Erth. A spokesman for Network Rail said: ‘Network Rail invested £500,000 in 2014 to enable construction of a new fully accessible footbridge. The new footbridge benefits people with children, heavy luggage or shopping and those with mobility issues. The old footbridge, which is now out of use, will be removed, which was always our intention and has been donated to a heritage railway in Wales, who will be renovating and maintaining it in perpetuity. The listing status of the station will not impact passengers or nearby residents and will continue to be maintained.’
A spokesman for the Cornish Buildings Group said it was very concerned to learn of the delisting of St Austell railway station despite an online petition and an objection from the parish council. Paul Holden, chairman of the Cornish Buildings Group, said: ‘This is a very disappointing decision and will undoubtedly create some vulnerability for both the bridge and the red brick signal box (c. 1899, closed in 1980), which we feel is every bit as good as the listed example in Par. Also at risk are good period railway buildings and canopies, an Edwardian upside station building, granite platforms, Great Western Railway railings, retaining walls and cobbled surfacing.’
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