inquest held on 10 May 1859, the Permanent Way Inspector, the Traffic Superintendent, and Mr Brereton, Brunel's Chief Engineer, were all unable to account for the derailment, and the jury verdict was accidental death. Nottar Milepost 255.25, across the River Lynher east of . () A Class C viaduct high and long on 27 trestles. It was demolished after the line was diverted to a more inland alignment on 19 May 1908. St Germans Milepost 256.0, across the River Tiddy east of St Germans. () This timber viaduct was not included in Margary's classification system as it was not a fan viaduct. Instead it was a timber truss on 16 timber trestles, creating a viaduct high and long. Piles were driven into the mud and the trestles built on top from four groups of four timber baulks, each group raking inwards towards the top of the trestle. Where the piers were on the river bank the trestles rested on low masonry plinths. It was not possible to remove individual timbers from the trestles, unlike the fan viaducts which were designed with piecemeal maintenance in mind. It was demolished after the line was diverted to a new alignment on 19 May 1908. Viaducts from St Germans to Liskeard Tresulgan Milepost 261.0, east of . () A Class A viaduct high and long on 8 piers. It was replaced by a new stone viaduct on 26 March 1899. Coldrennick Milepost 261.5, immediately east of Menheniot station. () A Class A viaduct high and long on 16 piers. The piers were raised in brick and new iron girders replaced the timber, the work being completed on 23 January 1898. The piers were further strengthened in 1933 by encasing them in stone. The Times newspaper reported that it "is stated to be 134ft. high and is the highest of the whole series of bridges by which the [Cornwall] railway is carried". Note: the original typography is maintained in the above quotation and in the quotations below. An accident occurred on 9 February 1897 during the reconstruction while a gang of 17 workmen were working below the viaduct superstructure on a platform that collapsed, throwing 12 of the men to their deaths. They were working in the seventh span; cross-girders had been installed and they were positioning a longitudinal wrought iron rail-bearer, moving it by hand with one end supported on the viaduct pier. The