Author Archives: Roger Farnworth

About Roger Farnworth

A retired Civil Engineer and Priest

The Railways of East Shropshire (and Telford) – the Much Wenlock and Severn Junction Railway, Buildwas to Much Wenlock.

This article follows on from three other articles which covered the Wellington to Severn Junction Railway and which reached as far along the line as Buildwas. Those articles can be found on these links:

https://rogerfarnworth.com/2022/07/07/the-railways-of-telford-the-wellington-to-severn-junction-railway-wsjr-part-1-wellington-to-horsehay

https://rogerfarnworth.com/2022/07/12/the-railways-of-telford-the-wellington-to-severn-junction-railway-wsjr-part-2-horsehay-to-lightmoor-junction

https://rogerfarnworth.com/2022/07/18/the-railways-of-telford-the-wellington-to-severn-junction-railway-wsjr-part-3-lightmoor-junction-to-buildwas

In this article we follow the line from Buildwas to Much Wenlock which was initially the Much Wenlock and Severn Junction Railway, “established by the Much Wenlock and Severn Railway Company. The company itself was formed on 21 July 1859. The railway was later constructed between 1860 and 1862 forming part of the Wellington to Craven Arms Railway.” [1]

The Wellington to Craven Arms Railway was formed by a group of railway companies that eventually joined the Great Western Railway family, and connected Wellington and Shifnal with Coalbrookdale, Buildwas, Much Wenlock and a junction near Craven Arms on the route between Shrewsbury and Hereford. It’s purpose was particularly focussed on the iron, colliery and limestone industries around Coalbrookdale.

The line was built over a number of years by what started out as a number of different independent ventures:

the Shrewsbury and Birmingham Railway Coalbrookdale branch from Madeley Junction (near Shifnal) to Lightmoor;
the Wellington and Severn Junction Railway from Ketley Junction (near Wellington) to Lightmoor;
the Great Western Railway Coalbrookdale extension from Lightmoor to Coalbrookdale;
the Wenlock Railway from Coalbrookdale to Buildwas;
the Much Wenlock and Severn Junction Railway from Buildwas to Much Wenlock;
the Wenlock Railway from Much Wenlock to Marsh Farm Junction, north of Craven Arms. [2]

“The Wenlock branch, with its four original constituent companies passed through areas as complex and diverse as its original organisation: from the slag tips and pennystone pit mounds of the East Shropshire coalfield to the wooded crest of Wenlock Edge and Ape Dale. The one central strand however on which the companies focused their attention was the ironworks nestling in the tree-lined Coalbrookdale valley, the success of their venture depending solely on the support which they would receive from the Coalbrookdale Company.” [61: p5]

The railways were opened to traffic between 1854 and 1867. The railways local to Coalbrookdale were heavily used by mineral traffic; the hoped-for trunk hauls to and from South Wales via Craven Arms were not realised. Passenger traffic was never heavy, and was sparse between Much Wenlock and Craven Arms. Passenger traffic closures took place from 1951 and ordinary goods traffic closed down in the 1960s. Ironbridge B Power Station generated significant volumes of merry-go-round coal traffic between 1967 and 2015. The line is now entirely closed to ordinary traffic, but the heritage Telford Steam Railway operates on a section between Lawley and Doseley. [2]

The immediate location of the railway station at Buildwas disappeared under the redevelopment of the power station.

These first few maps are taken from StreetMap.co.uk [17] and show the route of the railway South from Buildwas through Much Wenlock as it appears on 21st century Ordnance Survey mapping. …..

Buildwas to Much Wenlock – The Route

Buildwas Junction Station was on the South side of the River Severn close to what was Abbeygrange Farm. The Village of Buildwas was on the North side of the river. The Station was a relatively busy junction The Severn Valley line was met by the line from Wellington and the line via Much Wenlock to Craven Arms. A short goods line left the station to serve a pumping station on the South bank of the Severn. This extract is from the 1901/2 6″ OS Map. [3]

This 25″ Map provides greater clarity and is taken from the 1901 25″ Ordnance Survey. [4]

This aerial image was taken in 1968 a short while before Ironbridge B Power Station was commissioned and linked to the national grid. Ironbridge A Power Station is on the left of the image and is still operational. The railway as it remained in 1968 can be seen snaking across the centre of the image (c) E-ON. [18]

The site is unrecognisable in 21st century. The power stations on the site have both been consigned to history (2023) at different times. This ESRI satellite image as supplied by the National Library of Scotland (NLS) does show remnants of the railway still in place. [5]

An aerial view of the site taken from the East after the demolition of the cooling towers. The railway enters on the bottom right and runs up the centre of the image to the South of the River Severn. In this image, the site has yet to see any major redevelopment. [19]

Buildwas Junction Railway Station in 1962. This view looks West towards Bridgenorth on the Severn Valley line. The junction for services to Wellington via Coalbrookdale was a few hundred meters beyond the station in this view. The line to Much Wenlock is indicated by the platform name board which can be seen just to the left of the water tower on the right of the image. This picture was shared on the Telford Memories Facebook Group on 11th May 2017 by Paul Wheeler. He comments: “The station was closed on 9/9/63 on closure of the Severn Valley line. Passenger services from Craven Arms had ceased on 31/12/51, from Much Wenlock and from Wellington on 23/7/62, but the line to Buildwas remained open from Longville for freight until 4/12/63 and from Ketley on the Wellington line until 6/7/64. However, coal traffic for Ironbridge Power Station (B Station built on site of Buildwas railway station) … continued from Madeley Junction, on the main line between Shifnal and Telford Central” until 2016. The Power Station in this photograph was Ironbridge A. This image is reproduced under a Creative Commons Licence [Some Rights Reserved] © Copyright Ben Brooksbank and licensed for reuse (CC BY-SA 2.0). [6]

A service for Much Wenlock sits at the station platform in 1957 in the capable hands of 0-6-0PT No 7744 . The line to Much Welock went through the combined station at a higher level than the Severn Valley line. Buildwas Junction Station was overshadowed by the Ironbridge ‘A’ power station. Note the ‘fire-devil’ next to the water column to the left of the picture, in front of the water tower. The Fire Devil is the container with a long chimney which is beneath the water tower. It is used in freezing conditions to prevent the water column from freezing. This picture was shared on the Telford Memories Facebook Group by Metsa Vaim EdOrg on 17th October 2020, © G.F. Bannister. [7]

A similar view from 1954, this time with a service for Wellington at the branch platform. This was shared by Metsa Vaim EdOrg on the Telford Memories Facebook Group on 2nd March 2020, (c) G.F. Bannister. [8]

This image of Buidwas Railway Station comes from 1961. This time the image shows the Severn Valley lines. The photographer has chosen to focus tightly on the railway station which avoids including the power station in the image. This picture was shared on the Telford Memories Facebook Group by Marcus Keane on 20th May 2019. [9]

This image from 1959 was shared by Metsa Vaim EdOrg on the Telford Memories Facebook Group on 24th February 2020. It shows an ex-GWR railcar in the East-bound platform on the Severn Valley line and a service for Wellington arriving from Much Wenlock on the branch. The relative levels of the platforms can easily be seen in this image. [10]

This image from 1932 was shared by Metsa Vaim EdOrg on the Telford Memories Facebook Group on 24th February 2020. [11]

A Westbound SVR passenger service at Buildwas, with service that has arrived from Much Wenlock in the higher branch line platforms in the background. Taken 9 June 1961. From the Sellick collection, hosted online by the National Railway Museum, © National Railway Museum and included here under a Creative Commons Licence, Attribution 4.0 International (CC BY 4.0). [12]

A particularly busy moment at Buildwas Junction Station on 9 June 1961. On the right, two Severn Valley passenger services cross, whilst on the left, a passenger service stands at the single platform for the Much Wenlock branch, with a goods train for Much Wenlock standing in the branch loop waiting to depart. From the Sellick collection, hosted online by the National Railway Museum, © National Railway Museum and included here under a Creative Commons Licence, Attribution 4.0 International (CC BY 4.0). [13] .

This aerial image is embedded from Historic England’s Britain from Above site. It shows the construction of Ironbridge Power Station. It was taken in 1930. Buildwas Station can be seen on the left of the image which has been taken facing West and the line to Much Wenlock curves away to the left from what was the old Severn Valley Line. [14]

Ironbridge Power Station, Buildwas Junction Station and associated sidings in 1948 (EAW012667) © Historic England (Britain from Above). Both the Severn Valley line and the line to Craven Arms via Much Wenlock leave the image on the left (West) with the Much Wenlock line just to the South of the Severn Valley line. [15]

Looking West along the River Severn in a time of flood. Buildwas Abbey is close to the centre of the screen. The sidings associated with the power station can be seen running from bottom centre to the mid-point of the image, The Much Wenlock Branch curved away to the left of the image and its route is marked by the modern field boundary. (c) xerdnA. [Google Streetview, February 2020]

Looking East through the power station site from the same elevated location, (c) xerdnA. [Google Streetview, February 2020]

A view of the Power Station sidings in 2020. [20]

Google Maps satellite imagery is used by RailMapOnline.com as a background to its mapping of old railway lines. This image shows the area around the two power station sites with the railways of the past shown by the turquoise lines. The route of the Severn Valley Line enters from the left near Buildwas Abbey and runs off the image to the bottom-right. The line to Wellington and Madeley Junction leaves the image mid-right. The Much Wenlock branch leaves the image in the bottom-left corner. [16]

Looking Northwest from the access road to Poolview Caravan Park. For a short distance, that access road runs immediately beside the Power Station sidings. [Google Streetview, March 2009]

Looking Northeast from the access road to Poolview Caravan Park just before the point where it turns away to the South from the power station sidings. [Google Streetview, March 2009]

The area to the West of Buildwas Junction Station as shown on the 1901 25″ Ordnance Survey. Note the station approach road which widens out into an open area between the the two railway lines and the access road to Abbeygrange Farm which passes under the line to Much Wenlock towards the West of the image. [4]

This very grainy image is a significant enlargement of a small section of the aerial image held by Heritage England on their Britain from Above website which is shown above, (EPW034013). It shows the point where the access road to Abbeygrange Farm passed under the line to Much Wenlock. The view is from the East. [14]

The similarly grainy image is also an extract from a Britain from Above aerial image, (EAW012578), which is taken looking South in 1948. Ironbridge Power Station is off the left of this extract. The Severn Valley line is in the foreground with the River Severn to the North (off the bottom of the extract). The Much Wenlock line runs across the centre of the image. The access road to Abbeygrange Farm enters the image from the right and passes under the line at the centre of the image. [21]

This is a first extract from the plans of the Much Wenlock line which are held in the Shropshire Archives in Shrewsbury. It shows the accommodation underbridge which permits access to Abbeygrange Farm which effectively defines the rail approach to Buildwas Junction Station, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

Looking South along the access road to Poolview Caravan Park at the point where the old railway line crossed the line of that road. [Google Streetview, March 2009]

Another extract from the 25″ Ordnance Survey of 1901. The red line superimposed on the image is the route of the modern access road to the Poolview Caravan Park. [4]

Approximately the same area as that covered by the map extract above but shown on the modern satellite imagery provided by the NLS. The modern access road is visible under the tree canopy. The superimposed red lines indicate the approximate position of the station approach road and the alignment of the farm access road. The superimposed turquoise line is the approximate route of the Much Wenlock line. [23]

This next extract from the archived plans shows the length from the accommodation underbridge to a first crossing of the railway on the line of a public footpath just beyond the half-mile point. This is approximately the same length as shown on the map extract and satellite images above, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

The footpath shown on the map extract above was accessible from the old station access road as far as the field boundary on the North side of railway land but not beyond that point. A public footpath runs East-West across the field shown to the West of the access road and to the South side of the old railway. In 2023, the field was in use to grow potatoes. Walking West along that path brings one to the first remaining significant structure on the line to Much Wenlock. The map extract below shows the line curving round to the South before crossing a farm access road.

A further extract from the 25″ Ordnance Survey of 1901 shows the line to Much Wenlock turning away to the South-southwest. An underbridge is shown in the bottom-left of the extract. [4]

The same area in the 21st century with the line of the railway and the location of the underbridge superimposed on the satellite image. [24]

The construction plan shows the curve towards the South, please note that the construction plans are drawn with the North point oriented so as to get significant lengths of the line shown on each plan. The occupation crossing referred to above is at the right side of this image, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

An enlarged extract of the construction plans for the line shows the location of the accommodation bridge which was just beyond the three-quarters of a mile point on the line, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

The first accommodation underbridge on the branch is a significant stone-arched structure. This photograph shows it from the East. [My photograph, 24th May 2023]

A closer image, also from the East. [My photograph, 24th May 2023]

The same structure seen from the West. [My photograph, 24th May 2023]

A steep track alongside the underpass leads South-southwest alongside the old railway route to allow field access and it is possible, at the top of that access road, to step onto the old railway formation and follow it for a short distance to the Southwest through increasingly dense vegetation. Walking Northeast along the formation over the accommodation bridge was not feasible because vegetation obstructed the route over the bridge.

After following a track South-southwest alongside the accommodation bridge which led up to the level of the old railway, this is the view back to the North along the route of the railway. [My photograph, 24th May 2023]

The line to Much Wenlock continues in a Southwesterly direction. [25″ 1901 Ordnance Survey as supplied by the NLS. The underbridge appears in the top-right of the extract. [4]

Approximately the same area as shown on the map above as supplied by RailMapOnline.com. [16]

This image and the one below taken together also show a similar length of the old railway to that on the 1901 25″ Ordnance Survey above. These two extracts from the archived construction plans get us to the one mile post on our journey along the line to Much Wenlock, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

For a short distance it was possible to walk along the old railway route Southwest of the accommodation bridge, however undergrowth encroached to such an extent that it was nigh impossible to continue to follow the railway formation. This picture shows the route a hundred metres, or so, Southwest of the underbridge. [My photograph, 24th May 2023]

As the picture above shows, the trackbed from a point just to the West of the accommodation bridge is inaccessible. The next location where access is possible is at the next minor road on the East side of the A4169.

This next map extract takes the railway line to the bottom edge of the the 25″ OS Map Sheet. The road and the railway are running in parallel over the bottom half of this extract. [4]

A narrow lane can be seen entering this map extract in the bottom-right. It passes under the old railway and meets the old road. The bridge deck is long-gone but the abutments remain in an overgrown condition. [25]

This extract from RailMapOnline shows that the tight bends in the old road have been removed by realignment and widening. The A4169 turns away from the line of the old Much Wenlock Road and starts to run on the formation of the old railway. As the new road drifts East towards the route of the old railway it meets the side road which approaches from the East. As we have just noted, the bridge abutments are still present. [16]

This image is a length of the construction plan which shows the length of the line from the 1mile post to the under bridge noted above, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

Looking Southeast from the A4169. The South abutment of the old bridge is hidden in the shadows close to the road junction. The old railway ran on alongside the new road alignment to the left. Comparison of this photograph with the preconstruction plan above shows that the new road alignment is taking much closer order to the route of the old railway by this point. [Google Streetview, June 2022]

Looking Northwest from the minor road, the South abutment of the old railway bridge can be made out easily on the left. The North abutment is more camouflaged by vegetation. [My photograph, 8th August 2023]

The face of the North abutment peeks out from the undergrowth on the left of this image. The East abutment wall-return can be made out on the right of the image. [My photograph, 8th August 2023]

The South abutment face is considerably less covered by vegetation. [My photograph, 8th August 2023]

After clearing the bridge the old line was on embankment for a short distance with the minor road rising to the same height and continuing then on an upward grade. The next two pictures show the old railway formation at the point where the minor road and the old railway formation were at a similar height.

Looking North towards the old bridge abutment. [My photograph, 8th August 2023]

Looking South along the line of the old railway. In a matter of around 100 metres, the climbing modern A4169 occupies the same space as the old railway. [My photograph, 8th August 2023]

Looking North along the A4169. In the distance the old railway route was on the right of the area now occupied by the modern road. Closer to the camera the newer road encroaches into the space occupied by the old railway. [Google Streetview, June 2022]

This extract from the precontract drawings for the Much Wenlock line takes us as far as the bottom edge to the last RailMapOnline.com image above, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

The next two extracts from the 1901/1902 OS mapping take us as far as Farley Halt.

These two map extracts from the 1901/1902 Ordnance Survey show the old railway curving to the Southwest and for a short distance running immediately adjacent to the Much Wenlock Road. [26][27]

This extract from RailMapOnline covers the same length of the old railway as the two map extracts above. For a distance, the modern Much Wenlock Road (A4169) follows the same line as the old railway formation, pulling away from it at the point where the old road and railway were closest. The lane to Farley Mill can be seen leaving the modern road in the bottom-left of this image. [16]

Looking Southwest along the A4169. Along this length the road occupies the formation of the old railway. [Google Streetview, June 2022]

Also looking Southwest along the A4169. The road curves away from the line of the railway which ran straight ahead. [Google Streetview, June 2022]

This next extract from the precontract drawings takes us to the 2 mile point on the old railway, just short of Farley Halt, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

This enlarged extract from the precontract plans shows the area around Farley Mill. Farley Halt was provided at a much later date and was sited about 400 metres South of the Mill close to what was Bradley Rock Quarry, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

Farley Halt was opened in 1934 and closed in 1962. It had a short timber edged platform with a wooden shelter on the west side of the line behind the former Rock House Inn. The halt could be accessed by steps down from a road over bridge to the south. On the other side of the overbridge was an access siding to Bradley Rock Quarry. The halt has been demolished, but its nameboard can be found displayed 400 metres to the north of the site on a stone barn adjacent to the A4169 Much Wenlock Road. [28]

This next extract from the 1901/1902 Ordnance Survey takes the line as far as Farley Halt which was just on the North side of the road overbridge shown close to Rock House Inn. On the South side of the bridge were the sidings which served Bradley Rock Quarry. It is worth noting the tramways/tramroads associated with the Quarry and the incline and lime kilns to the East. Landowner Liquid Fertilisers now occupy the site of the sidings. [29]

This map extract shows the full length of the sidings and most of the tramway/tramroad network on the East side of the old railway as surveyed in 1901. [30]

This RailMapOnline extract covers the same length of line as the two map extracts above. [16]

Farley Halt before the closure of the line to Much Wenlock. The access road bridge is visible beyond the locomotive. The shelter was made of timber, as can be seen, was the platform edge. [39]

Adrian Knowles

The building shown in this photograph used to Rock House Inn. The railway ran to the East of the Inn and Farley Halt was to the East of the Inn and to the North of the access road to Bradley Rock Quarry. Steps led down from that access road to the wooden-platformed halt. [Google Streetview, June 2022]

The Northern Parapet of the bridge over the old railway at the entrance to what was Bradley Rock Quarry. Farley Halt was on the North side of the bridge. [Google Streetview, June 2022]

Looking North over the Northern parapet of the bridge. Farley Halt’s platform was on the right-hand (West) side of the line. [My photograph, 19th August 2023]

Looking South over the Southern parapet of the bridge towards Much Wenlock. The railway formation between here and the next minor road is overgrown. Bradley Rock Sidings were alongside the railway on this side of the bridge. [My photograph, 19th August 2023]

On the South side of the accommodation bridge were Bradley Rock Sidings. They can be seen clearly on the precontract plan below.

This next extract from the precontract drawings takes us to just South of the 2.5 mile point and brings us to the same location as the bottom edge of the RailMapOnline image above.. It covers the full length of the Bradley Rock Quarry sidings and indicates the presence of the quarry’s internal system of tramways. The transhipment wharf is shown with tramways parallel to the Standard-gauge siding. This indicates that at the time of the construction of the line in the early 1860s, the tramways were already present or were at least being constructed, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

Bradley Rock Quarry appears to have been a relatively significant operation at the turn of 20th century. The Quarry is also known as Farley Quarry and it is under this name that more details can be found online. Much Wenlock is situated in the area of a Limestone outcrop. Kent Geologists Group comment on the Quarry: “The strata exposed in Farley Quarry consist mainly of Wenlock Reef Facies interbedded with nodular and tabular limestones of Silurian age and display clearly the particular feature known as “ball stones”. In the deeper parts of the quarry the strata gradually pass downwards into the Farley member. … The Wenlock Series was subdivided by Bassett et al (1974) into bio-zones based on graptolite fauna and the Farley Member is placed at the top of the Coalbrookdale Formation. Within the Coalbrookdale formation, the uppermost mudstones of the underlying Apedale strata grade upwards over some ten metres into an alternating sequence of grey, shaley mudstones and thin, nodular, buff to blue-grey limestones – the Farley Member.” [31]

^{The two images above were taken in Farley Quarry/Bradley Rock Quarry and illustrate the kind of rock encountered, © Richard Law and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [32][33]}

It is worth pausing our journey along the Much Wenlock & Severn Junction Railway to wonder what might have been the way in which stone and lime from Bradley Rock Quarry was exported to the probable primary users along the River Severn and to its immediate North. There appears to be no evidence of a tramway along the line of the Much Wenlock & Severn Junction Railway. This suggests that transport from the quarry followed one of two possible routes. The first option was to use the old road from Much Wenlock to Buildwas, and that would have been the original route used. An alternative option was to gain access in some way to the Gleedon Hill Tramroad. John Wooldridge tells us about the tramways/tramroads which served this area. [34]

“In the early 18th century Abraham Darby brought Wenlock stone for iron smelting in Coalbrookdale. As the local iron industry expanded, quarries between Much Wenlock and the River Severn were acquired by ironmasters operating in the southern part of the East Shropshire coalfield. The Wenlock-Buildwas road (now A4169) led to a wharf on the River Severn downstream (East) of Buildwas bridge from where stone was carried downriver to the ironworks. In 1780 William Ferriday of Lightmoor leased stone quarries near Gleedon hill and the Coalbrookdale Company leased quarries nearby. In 1800 William Reynolds leased quarries at Tickwood and Wyke. In the early 19th century the Madeley Wood Company succeeded to the Wenlock quarries of Richard and William Reynolds (probably the quarries at Tickwood and Wyke) and also to the Coalbrookdale Company quarries (probably near Gleedon Hill). The late 19th-century decline of Shropshire’s iron industry curtailed demand for Wenlock stone and Gleedon Hill quarries closed between 1882 and 1901.

The first stone carrying railway may have been built some time after 1800 – the date when William Reynolds took a lease on quarries at Tickwood and Wyke – to transport stone north eastwards, probably to a Severnside wharf on the Buildwas-Benthall boundary (perhaps the area now occupied by Buildwas power station). This railway had gone by 1833 and I have found no other reference to it, nor indeed any trace of it on the ground. Between 1824 and 1833 the Madeley Wood Company built a railway north from Gleedon Hill to a Severnside wharf [a short distance] upstream (west) of Buildwas bridge. In 1862, mainly to improve the transport of limestone to the Severn, and of coal from there to the kilns at Much Wenlock, a steam railway was opened from Buildwas to Much Wenlock [35].” [34]

The railway built by the Madeley Wood Company between 1824 and 1833 was probably the route which was known as the Gleedon Hill Tramroad. This did not follow the valley in the way that the later railway did but ran South from wharves on the River Severn to the West of Buildwas. Bertram Baxter noted that this was about 1.75 miles in length. [34]

The route of the tramway can be followed on the 25″ Ordnance Survey of 1881/1882. Doing so, is beyond the scope of this article but one extract from the 1881/1882 Ordnance Survey will illustrate its relative proximity to the Bradley Rock Quarry.

It should be noted that, while there is clear evidence for the existence of the Gleedon Hill Tramroad and of the red line drawn onto this extract from the 25″ 1881/182 Ordnance Survey being correct, the suggested possible tramway routes are speculative. They do illustrate, however, that they were possibly used to access the Much Wenlock Road by the owners of Gleedon Hill Quarry before the construction of their tramroad. It is possible that they were also able, later, to take materiel from Bradley Rock Quarry to the Gleedon Hill Tramroad. To be able to firm up this possibility, further research would be required. [36]

Adrian Knowles, in his excellent book about the line, “The Wellington, Much Wenlock and Craven Arms Railway, that quarrying ceased at the Bradley Rock Quarry in 1927, “and this ended a quaint tradition. Each morning, just before 10.00am, the quarry timekeeper had stood at the connection to Bradley Sidings from where the crossing keeper’s cottage at Farley could just be seen down the line. The crossing keeper would stand at the door with his arm raised and at the instant he dropped his arm the quarry man would know that the Greenwich time signal had been relayed by telephone. Thus, for many years, railway time was quarry time.” [40: p105]

Apparently, “The redundant quarry buildings were later purchased by the Midland Counties Dairy for conversion to a creamery, mainly engaged in cheese production, which opened in April 1934 under the name ‘Dingle Dairy’. Bradley Sidings were left intact but were seldom used as the Midland Counties Dairy operated its own lorries to collect milk from surrounding farms and despatch the finished cheeses. Even the small tramway, which ran into the old quarry from Bradley Sidings, was left in place but was not used.” [40: p105]

The dairy was active until the mid-to late 1930s, but after its closure the newly formed Railway Executive Committee brought about an agreement for the Sidings to be taken over by the Air Ministry “which cleared most of the old buildings in 1938 and installed 16 large underground oil storage tanks. The original quarry tramway, which had been left in place while the dairy had occupied the site, was removed at this time, but the standard gauge siding and connection to the branch were retained. The establishment of the Air Ministry fuel depot was to have dramatic and exciting implications for the Much Wenlock branch and a hint of what was to come was given when strengthening work was undertaken on an occupation bridge near Farley.” [40: p115-116]

When, on 1st September 1939, the Railway Executive Committee took control of the railways, weight restriction on the Much Wenlock line were substantially lifted. “All ‘red’ engines (except ’47xx 2-8-0s and the ’60xx King’ Class) were now permitted to run from Madeley Junction and Ketley Junction to Builders and as far South as Much Wenlock, subject to a 20mph overall maximum speed limit.” [40: p116]

Local airfields were supplied by the oil stored at Bradley and regularly ’63xx’ Moguls and ’28xx’ heavy freight 2-8-0s were seen on the branch. There may even have been the occasional ‘USA’ 2-8-0 as well.

The next length of the railway shows a road crossing and a small disused quarry. The Much Wenlock Road is now moving away from the railway. [37]

The road is further away still on this extract from the 1901/1902 25″ Ordnance Survey. This shows the area that inn the 21st century has a lagoon [38]

This extract from the RailMapOnline.com satellite imagery shows the same length of line as the two map extracts above. The most notable feature other than the location of the minor road crossing is the presence of a lagoon in the bottom-left of this image. [16]

The crossing in use. This image was shared by Linda West on the Much Wenlock History Facebook Group on 13th March 2018. [54]

Looking Southeast from the A4169 along the minor road which crossed the old railway on the level. [Google Streetview, June 2022]

Looking Northwest along the same minor road. The crossing-keepers cottage features in this and the last image above. Southwards from this point the line of the old railway is now a public footpath. [Google Streetview, June 2022]

The view North along the route of the old railway towards Farley Halt. The area between this point and the bridge over the line noted earlier is overgrown. [My photograph, 19th August 2023]

This photograph was taken from the line of the old railway, looking towards Much Wenlock. The crossing cottage is much as it was when the line was active. There is a small canopy over the doorway which was not present in the past and the land levels were adjusted with a slight realignment of the road carriageway so that wooden steps were no longer need to access the cottage door. This photograph was taken pon 11th July 2012, © Christine Johnstone and included here under a Creative Commons Licence (CC BY-SA 2.0). [41]

An oblique view of the crossing-keeper’s cottage in 2023. The porch at the North end of the cottage is an addition (as are the solar panels). [My photograph, 19th August 2023]

Since completing this article, I have been contacted by Eddie Challoner. His grandfather had time as the crossing-keeper at this location in the mid-1950s. This article brought back a series of memories for him and he very kindly provided two photographs from that time ….

This first picture shows a pannier tank approaching the crossing from the South and gives an excellent view of the front face of the signal cabin, © Eddie Challoner.

This picture shows a small family group which Eddie says “includes my father, a railwayman for 51 years, myself and later an engineering student on the railways, sister and grandfather the crossing keeper at Farley Crossing in the mid 50s, © Eddie Challoner.

This extract from the precontract plans shows the location of the crossing-keeper’s cottage and the road crossing. © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

The next few images were taken along the length of the line to the South of the cottage which is now a public footpath and part of the Jack Mytton Way.

The line runs South passed a lagoon to its right which was not present when the line was built.

This extract from the pre-contract drawings take us to the 3 mile point, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

Shadwell Rock Quarry appears on this next extract from the 1882 25″ Ordnance Survey. [42]

Shadwell Rock Quarry appears again on this extract from the 25″ Ordnance Survey of 1901. The layout of the tramways associated with this area seems to have been relatively fluid. [43]

Shadwell Rock Quarry was located at the South side of the modern lagoon. It grew significantly in size during the 20th century and its workings have now formed the lagoon which remains into the 21st century.

This aerial image of the quarry is taken looking South towards Much Wenlock in 2002. the line of the old railway is very clear on the East (left-hand) side of the quarry with the Much Wenlock Road (A4169) on the West (right-hand) side of the quarry. The original quarry area was to the South (the far side) of the modern quarry. [44]

This extract from the RailMapOnline satellite imagery shows the route of the line to Much Wenlock as well as the various sidings which were in use when the line was active. [16]

This extract from the precontract drawings shows approximately the same length as the RailMapOnline image above. The elbow in the minor road to the East of the line is evident in both. These precontract plans were orientated in respect to the North point so as the get the greatest possible length of the proposed railway onto each sheet, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

The various maps above and below show ‘Games Grounds’ or ‘Recreation Ground’. This were called Linden Field. This was the site of the very earliest revival of the World Olympic Movement. the field was immediately to the North of Much Wenlock Railway Station. The first Olympic games were held in 1850 on this field and continue to be held in the 21st century. The 130th games were held in July 2016.

The Olympic Memorial celebrates the use of these fields for the first modern revival of the Olympic Games. [45] More information can be found here: https://wp.me/p2zM3f-67v [46]

This extract from RailMapOnline.com includes the full length of the site of Much Wenlock railway station. [16]

An extract from the 25″ Ordnance Survey of 1882. The Station building and forecourt are at the top-right of this extract, the road bridge is at the bottom, just left of centre. [47]

Another extract from the same 25″ Ordnance Survey sheet of 1882. The goods shed is central to the extract. The yard is framed at the bottom-left by a road bridge. The running line climbs away from the passenger station towards Wenlock Edge on the North side of the yard and passes under that bridge. [47]

An aerial view of Much Wenlock Railway Station and the A4169 from 1955. This image was shared on the Much Wenlock Memories Facebook Group by Janet Jones on 8th September 2022. [52]

This next extract from the precontract drawings shows approximately the same length as the RailMapOnline image above. The Station building was on the West side of the line and North of the bridge which carried the line over what became the A4169. The goods yard was South of the bridge on the East side of the line. … As we have already noted, these precontract plans were orientated in respect to the North point so as to get the greatest possible length of the proposed railway onto each sheet, © Shropshire Archives Ref. No. 6008/26 copyright reserved, used by kind permission. [22][My photograph of the plan, 5th August 2022]

Much Wenlock railway station around the turn of the 20th century. This view looks Northeast along the single platform towards Buildwas. [50]

Another view of the station, this time looking to the Southeast. This image was shared on the Much Wenlock Memories Facebook Group by Shane Leavesley on 8th September 2014. [53]

The platform side of Much Wenlock Station Building. This image was shared on the Much Wenlock History Facebook Group by Linda West on 27th May 2020. [55]

The street side of Much Wenlock Station Building. This image was shared on the Much Wenlock History Facebook Group by Linda West on 27th May 2020. [55]

A DMU at Much Wenlock Station. This image was shared on the Much Wenlock Memories Facebook Group by Shane Leavesley on 8th September 2014. [53]

Much Wenlock Station Building seen from the Northwest on Station Road,© John Winder and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0 DEED). [58]

Much Wenlock Railway Station seen in 2012 from the Southwest on Station Road © Nigel Thompson and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0 DEED). [59]

Travelling Southwest from the passenger station, trains crossed Sheinton Street at high level and the either entered the goods yard or continued on towards Craven Arms rising up above the town and along the flanks of Wenlock Edge.

The railway bridge in Much Wenlock in 1901 as shown on the 25″ Ordnance Survey of that year, published in 1902. [60]

The view looking Southwest from Much Wenlock Railway Station towards the goods yard. The parapets of the bridge crossed Sheinton Street are visible in the foreground. The signals control access to the different lines in the yard. The line on towards Craven Arms can be picked out to the right in front of the housing. It climbs away from the facilities in Much Wenlock, © D Chandler Collection. [57]

A view Northwest along Sheinton Street taken outside number 19 Sheinton St. It is included here for the view of the railway bridge over the road and was taken in the first half of the 1960s. This image was shared on the Much Wenlock Memories Facebook Group by Lynne Steele on 10th April 2021. [48]

A view Southeast along Sheinton Street showing one of the carnival walks in Much Wenlock probably in the mid-60s. It is included here for the view of the railway bridge over the road. This image was shared on the Much Wenlock Memories Facebook Group by Colin Onions on 2nd February 2015. [49]

Looking South along Sheinton Street in 2023. One bridge abutment remains (immediately behind the pedestrians in the picture. The a4169 was realigned and in this image runs away to the right. The main road used to run down Sheinton Street and into Much Wenlock with what is now New Road meeting it at a T-junction just beyond the old bridge and in front of the black and white timbered building in the photograph. [Google Streetview, May 2021)

Looking North along Sheinton Street with the remaining bridge abutment on the right of the image. [Googl;e Streetview, September 2021]

Looking Northeast along New Road (A4169) towards the remaining bridge abutment. The realigned road runs through the location of the more southerly of the abutments to the old bridge. [Google Streetview, May 2021]

The station goods yard and engine shed were immediately to the Southwest of the railway bridge. We finish this part of our journey along the Wellington to Craven Arms railway in the goods yard at Much Wenlock.

Much Wenlock Engine Shed. This image was shared by Linda West on the Much Wenlock History Facebook Group on 13th March 2018. [54]

The goods yard and engine shed at Much Wenlock. This image was shared on the Much Wenlock Memories Facebook Group by Shane Leavesley on 8th September 2014. The line towards Craven Arms runs behind the Engine Shed. [53]

References

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http://www.nrm.org.uk/ourcollection/photo?group=Sellick%20collection&objid=1997-7219_RJS_SV_43, sourced from https://www.svrwiki.com/File:Buildwas-4-trains-1961-06-09.jpg, accessed on 4th March 2023.
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https://www.britainfromabove.org.uk/en/image/EAW012578, accessed on 26th May 2023.
These photographs were taken by myself and show extracts from the construction plans held in the Shropshire Archive. There is a standard charge of £10 per visit for taking photographs of their records.
https://maps.nls.uk/geo/explore/#zoom=17.0&lat=52.63386&lon=-2.52054&layers=168&b=1, accessed on 26th May 2023.
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A History of the County of Shropshire, Volume 10: Munslow Hundred (part), The Liberty and Borough of Wenlock, 1998, p339-477: http://www.british-history.ac.uk., accessed on 14th August 2023.
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La Ligne du Littoral et ses Antennes, First Generation Electric Tramways – Nice-Cap d’Antibes (Chemins de Fer de Provence/Alpes-Maritimes No. 90) …

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Jose Banaudo writes,”As an extension of the Cannes Tramway route which linked Mandelieu, Cannes and Antibes, the TNL coastal line extended from Cap-d’Antibes to the Menton district of Garavan via Cagnes, Nice, Villefranche, Beaulieu , Monaco, Cap-Martin and Menton. These juxtaposed sections formed a continuous axis of 76 km of interurban tramway which served almost the entire coastline of the Alpes-Maritimes, from the Emite of the Var department to the Italian border.” [1: p35]

Jose Banaudo published a two volume set of books about the historic trams of Nice, “Nice au fil du Tram.” Articles based around the first of these two volumes can be found on this blog.

This is the third in a series looking at the second volume. The first two can be found on these links:

https://rogerfarnworth.com/2023/08/26/the-first -generation-electric-tramways-of-nice-again-four -of-the-urban-lines-chemins-de-fer-de-provence -alpes-maritimes-no-88/

The First Generation Electric Tramways of Nice again. Five more lines. (Chemins de Fer de Provence/Alpes-Maritimes No. 89) …

Nice – Cap d’Antibes

Of a total length of nearly 26.5 kilometres, the first 7.8 kilometres of this route (as far as St. Laurent-du-Var) were over the rails of Nice’s urban tram network. Cagnes was a further 4.8 kilometres along the coast and the length of the tracks between Cagnes and Cap-d’Antibes was 13.75 kilometres. The maximum gradient on the line was 49mm/metre with 2.22 kilometres on the level and 24.75 kilometres on a gradient, however shallow. The highest point on the route was on the length approaching Cap-d’Antibes.

Nice to Cagnes and Antibes services departed from Place Masséna, following Rue Masséna and Rue de France towards St. Augustin on the main East-West urban line. The double-track lines ended “beyond the stop serving the station called Le Var by the PLM then Nice-St.Augustin by SNCE Shortly after, a branch operated on race days served the Hippodrome … located on the left bank of the Var at the location occupied today by the postal sorting centre and the airport parking lot. The River Var was crossed on the bridge which carried both national road 7 and the PLM bridge, Marseille – Nice line.” [1: p35]

The TNL tracks were in the shoulder of the RN7 over the bridge across the River Var. This image was shared on the Comte de Nice et son Histoire Facebook Group by Jean-Paul Bascoul on 18th December 2020. [4]

St. Laurent-du-Var Railway Station. The tracks of the TNL can be seen in the foreground. This image was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 10th July 2021. [5]

The same location in the 1960s. The railway station building has been replaced and the level crossing now serves a more significant road. This image was shared on the Comte de Nice et son Histoire Facebook Group by Mike LeFotographe on 17th October 2022. [6]

St. Laurent-du-Var Railway Station in 2023. A footbridge has replaces the level-crossing but the station building is much the same as it was in the mid-20th century. [Google Streetview, April 2023]

Another view of St. Laurent-du-Var, this time from the West. The PLM lines through the station are on the left. The tracks of the TNL lines can be seen within the road surface on the right. This image was shared by Alain Nissim on the Comte de Nice et son Histoire Facebook Group on 10th July 2021. [5]

The picture above had a PLM train at St. Laurent-du-Var station, this shows a TNL tram on the RN7. [7]

A similar view to that shown in the two monochrome images above. [Google Streetview, August 2022]

Trams stopped at the level crossing of the St. Laurent-du-Var station, at the point where the road leading to the centre of the town diverged from the RN7. “Beyond that, the track remained on the RN7 through the hamlet of Cros and then passed over the PLM line in the La Bégude district. The old town of Cagnes and its castle, built on a hill overlooking the modern districts, was seen while the River Cagne was crossed on an ancient donkey bridge. Beyond this structure, a station served the centre of the locality where a two-track shed served as a depot.” [1: p36]

Further west, the bridge over the River Malvan was followed by the PLM Cagnes Gare. This was the point at which lines of the TAM network to Venice and Grasse met with the TNL lines. Those two lines were opened in December 1911 but not connected to the TNL line until October 1917.

A TNL tram leaves Cagnes-sur-Mer heading for Nice. Haut de Cagnes is in the background. [8]

Avenue des Freres-Roustan early in the 20th century, looking North. [8]

The same view/location I think, in 2023. [Google Streetview, March 2023]

Avenue-de-la-Gare in the early 20th century. So little of this scene remains. [8]

Place-de-la-Gare in the early 20th century, again little of this scene remains. [8]

A typical view looking South on Avenue-de-la-Gare in 2023. The motorway runs between the road and the railway station, much of the west side of the street has been redeveloped as well. [Google Streetview, April 2023]

The South end of l’Avenue de la Gare. The TNL tram rails can be seen in the road surface. It is difficult to confirm this location in the 21st century. [8]

These different tram lines working in close proximity on the same site required special precautions, so as to avoid any accidental contact between the incompatible overhead lines of the two companies (550 V DC for the TNL and 6600 V single-phase AC for the TAM).

After leaving Cagnes, TNL trams ran past the location of an Alpine hunters camp. This image was shared on the Comte de Nice et son Histoire Facebook Group by Alain Nissim on 6th February 2023. [9]

Leaving Cagnes through the St. Véran district, the TNL line ran on the shoulder of the NR7. It ran past the location of an Alpine hunters camp and then crossed the River Loup on a metal bridge. Sadly, I have not been able to find old views of the bridge over the Loup.

Le pont routier de la Loup looking Northeast towards Nice. Trams ran along the shoulder of the highway over the bridge. The Pont du Loup had 3 metal spans (of 14m, 17m and 14m). [Google Streetview, April 2023]

The line ran between the Vaugrenier pine forest and the PLM line, close to the sea and adjacent to the RN7. Jose Banaudo says that there were two stops with sidings (presumably passing loops) before the tramway crossed the River Brague on a shared bridge with the RN7. The Pont de la Brague, constructed close to the start of the 20th century, had three substantial arches. The spandrels of the centre-span had arched voids which relieved weight on the arch and allowed additional capacity for times when the river was in flood.

Le pont routier de la Brague in the 19th century which was rebuilt for road and tram at the turn of 20th century. [10]

The bridge built in the early 29th century as it appeared in 2014 © Patrick Janicek and made available for use under a Creative Commons Licence (CC BY 2.0 DEED
Attribution 2.0 Generic). [11]

A new walkway was made in 2012 along the banks of the River Brague looking East under the road bridge towards the railway and the sea © Nice-Matin 2012. [12]

La Brague, showing the river with the Pont Routier on the left. Trams ran in the shoulder of the highway over the bridge. [Google Maps, October 2023]

Le pont routier de la Brague looking North towards Nice along the RN7, now numbered the D6007. It carried the tramway in the shoulder of the highway. [Google Streetview, April 2023]

The city of Antibes then came into view. First, trams passed Fort Carré, and then entered Antibes across a narrow road bridge over the PLM railway. The Pont d’Antibes had one metal span of 11m. Just beyond the bridge there was a short (118m) connection to ‘la gare PLM d’Antibes’ where there was a passing loop and shed.

There was a shuttle service between the Cap d’Antibes and the PLM station.

A tram sits at the terminus of the short branch on Avenue de la Gare (today Robert-Soleau) in Antibes, ready to provide a shuttle to Cap-d’Antibes. The station building is visible beyond the tram. [1: p37]

The tram in the picture above sits at the terminus of the short (0.3km) line from the railway station in Antibes which connected to the line from Nice.

After just over 0.2 km the line reached the southern end of Place Jean-Macé (then Place de la Victoire and today Général De Gaulle) where the TNL rails intersected with the tramway from Cannes (CTC) which had its terminus in Place Guynemer. Banaudo comments: “Originally, the tracks of the two companies only crossed, but a connection was established between them during the First World War to allow the circulation of direct freight trains between Nice and Cannes. Depending on the direction of traffic, the tram stopped on one side or the other of this intersection, near which a waiting room was set up on the ground floor of a building.” [1: p36]

The Antibes terminus of the tram route to/from Cannes in Place Guynemer.. [14]

From what is now Place General de Gaulle, trams ran along the Boulevard du Cap (today Albert Premier).

The Cap-d’Antibes shuttle service on Boulevard du Cap (today Albert 1st) in Antibes © Nice-Matin. [16]

The Place General de Gaulle looking Southeast towards the Boulevard Albert 1er. It is difficult to locate the monochrome image above. [Google Streetview July 2022]

Place General de Gaul le and Boulevard Albert 1er in Antibes in 2023. The monochrome photograph above is likely to have been taken from a location on the bottom-right of this image. [Google Earth, October 2023]

A view looking Northwest along Boulevard Albert 1er towards Place General de Gaulle from approximately the same location as the monochrome image above. [Google Streetview, July 2023]

Trams ran in the road close to the beach at La Salis and then followed the Boulevard du Cap as it began to rise between villas and gardens which it served by a series of fixed and optional stops. Two passing loops were provided, one of which was at Chemin des Contrebandiers.

Looking Southwest along Boulevard de la Garoupe, the route of the TNL towards the terminus. Chemins des Contrabandieres is on the left. [Google Streetview, April 2023]

The Cap-d’Antibes terminus was established towards the south-west end of the peninsula, between the Grand Hôtel du Cap and the Graillon Tower.

The tram terminus on Cap d’Antibes © Nice-Matin. [16]

A view from almost the same location as the monochrome image above. The modern bus stop sits close to the location of the old tram terminus. [Google Streetview, April 2023]

This brings us to the westerly limit of the TNL. The CTC tramway to Cannes is a matter for another time.

To bring the trams to the Cap d’Antibes was a costly exercise. It was a steep, wooded promontory. It was also necessary to undertake costly work to widen existing roads. A generous loan on good repayment terms was agreed by the local authority.

The work included in the contract was the widening of local roads from 6.15m to 8m and the laying of the tram tracks.

Originally trams from Nice covered the full length of the line through Antibes and out onto the Cap d’Antibes. In the post-war years, the Nice and Cap-d’Antibes services were separated, the former running to Place Jean-Macé and the latter leaving from the PLM Station. [1: p38]

References

Jose Banaudo; Nice au fil du Tram, Volume No. 2: Les Hommes, Les Techniques; Les Editions de Cabri, Breil-sur-Roya, France, 2005. This is a French language text.
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https://www.cparama.com/forum/viewtopic.php?f=11&t=165, accessed on 30th September 2023.
https://www.facebook.com/groups/ciccoli/permalink/3612075812371595/?app=fbl, accessed on 30th September 2023.
https://www.nicematin.com/vie-locale/le-pont-de-la-brague-une-douloureuse-histoire-468926, accessed on 6th October 2023.
https://www.flickr.com/photos/marsupilami92/13741672855, accessed on 6th October 2023.
https://www.nicematin.com/faits-divers/les-berges-de-la-brague-s-offrent-une-nouvelle-jeunesse-364539, accessed on 6th October 2023.
Not used.
Not used.
https://www.google.com/imgres?imgurl=https%3A%2F%2Fstatic01.nicematin.com%2Fmedia%2Fnpo%2F1440w%2F2016%2F11%2F34718603.jpg&tbnid=vZ5-SLb0NRZBNM&vet=1&imgrefurl=https%3A%2F%2Fwww.nicematin.com%2Fvie-locale%2Fewan-sur-la-piste-d-un-tramway-nomme-desir-96168&docid=E3doVhjrbZkPUM&w=1440&h=888&source=sh%2Fx%2Fim%2Fm4%2F2#imgrc=vZ5-SLb0NRZBNM, accessed on 30th September 2023.
https://www.nicematin.com/vie-locale/ewan-sur-la-piste-d-un-tramway-nomme-desir-96168, accessed on 6th October 2023.

A Rail Strategy for Greater Manchester (1983). …

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Reading the ‘Modern Tramway’ Journal of May 1983 in Autumn 2023, took me back to the time when I was working for Greater Manchester Council. The County Engineer was A.E. Naylor. I was working in the Engineer’s office in County Hall.

The ‘Modern Tramway’ carried an article by W.J. Wyse about the then recently released rail strategy for the conurbation. [1]

The report was released on 18th February 1983 and summarised the results of six months’ work by BR, the Greater Manchester Council (GMC) and the Greater Manchester PTE, assisted by consultants, ‘to develop an achievable long-term strategy for the maintenance and development of the local rail network, having regard to the likely development of the Intercity network’. It was a report which first made clear intentions for the building of a new ‘tram’-network for Greater Manchester.

Wyse writes:

“From the BR side, there was the important objective of improving Intercity services, so that these need no longer terminate at Manchester. An obvious example of such improvements would be to permit Anglo- Scottish expresses to run from London to Manchester on their way to Preston. The “Picc-Vic” scheme of the early 1970s had had to be abandoned because resources were not available. A later proposal for a low-cost Castlefield curve would have given only limited benefits in terms of improved central area access. Then, in 1980, BR published its proposals for the Windsor Link in Salford which, also using the link via Deansgate and Oxford Road, would enable through running between several interurban and local services. Coupled with the proposed Blackpool-Preston-Manchester electrification, this would also improve access to many Intercity services. Further improvements would follow from the Hazel Grove Chord, linking Hazel Grove with New Mills Central, to give better Intercity services to Sheffield.

The desire to improve the BR facilities in Manchester obviously brought up the possibility of electrifying the existing local rail system at 25 kV, coupling this with converting the 1500-volt lines to Hadfield and Glossop and the 1200-volt third-rail line to Bury all to 25 kV overhead supply. The problem here is that this would be a very expensive solution, so other strategies were considered and compared.

The current rail situation has five distinct areas which create problems that have to be solved in order to improve services. Some of these have already been mentioned, but setting them out in this way shows them in perspective.

1) Rolling stock obsolescence, especially of diesel railcar units.

2) Re-equipment of non-standard electric services now using de supply.

3) Renewal of obsolete signalling systems.

4) Separate north and south suburban railway networks, with lack of links and lack of penetration into and across central Manchester, making rail travel less attractive.

5) Two main Intercity stations, Piccadilly and Victoria, too far apart for easy interchange, and causing duplication of to be abandoned because resources were not facilities.

The GMC has committed itself to maintain the present basic pattern of rail services, and to improve the network to increase the use made of it. This includes better access to existing stations as well as possible new stations, and putting pressure on the government to authorise construction of new class-141 diesel railcar rolling stock.” [1: p146]

The Report proposed a number of alternative strategies.

BR’s intention to focus its Intercity services at Manchester Piccadilly retaining Victoria for provincial interurban and local services was made clear. This would mean a basic framework of Intercity services to Crewe, Macclesfield, Leeds, Preston and Liverpool, and beyond. Other interurban lines would serve Warrington, Chester and Bradford. These main programmes would then govern the re-equipment policies for the local services on these lines.

The rail strategy study concentrated on the lines which carry only local services, and indirect access into and across central Manchester.

The two main options were:

1) a comprehensive system of cross-city rail tunnels with electrification of the whole regional system to 25-kV mainline standards with ‘conventional’ rolling stock; or

2) non-conventional solutions using existing rail routes and a former rail route (to Charlton and Didsbury) with vehicles that could run on existing streets or in tunnels across the city centre to provide a comprehensive network that also would also allow for interchange with the Intercity network.

That second option was then further subdivided into two:

2a) a Light Rail Rapid Transit system using vehicle which were defined as “a cross between a rail vehicle and a tram”; and

2b) replacement of rail tracks by carriageways on which some form of express bus would run.

It was noted that (2b) might create problems for existing and proposed goods facilities.

Greater Manchester Rail Network with the Windsor Link and the Light Rail Transit System. It is interesting to see how much of this proposal has been implemented by 2023 and what additions have been made to the proposals as well. [1: p147]

The conventional rail solution would have meant a rail tunnel between Piccadilly and Victoria Stations with an intermediate stop at Piccadilly Gardens. Another tunnel would have run East-West, connecting the Altrincham line with the Piccadilly line with an intermediate station at Albert Square No reinstatement of the Chrolton-Didsbury line was included.

The non-conventional solutions would have to meet certain criteria:

“i) segregation from the conventional rail network except for grade crossings with limited movement of goods;

ii) routes compatible with development of the conventional rail network;

iii) existing or potential traffic must be sufficient; and

iv) the routes must make a logical network and, for the corridors they serve, give adequate interchange with the main BR network.

These criteria would be satisfied by the following lines; Bury, Rochdale via Oldham, Glossop/Hadfield, Marple/Rose Hill (assuming building of the Hazel Grove chord), Altrincham (with Chester services diverted via Stockport), and the former Midland line to Didsbury.

Interchange with conventional Intercity and local rail services would be given at Victoria, Piccadilly and Deansgate/Central stations. The cross-city routes would meet at Piccadilly Gardens with the equivalent of a triangular junction to provide good access to what they call “the core of the Regional Centre” by all permutations of through-running across the junction.

The routes for the surface link in the city centre [had] been worked out to minimise conflicts with general traffic; apart from the section between Piccadilly Gardens and High Street, the lines would not run through high pedestrian-activity areas. These routes, as shown in the map, have been worked out for a Light Rail solution, but the report indicates that they could be modified for a busway solution.

Alternatives to LRT that were considered include road-based systems (buses and trolleybuses) and dual-mode systems including busways on existing rail formations. The only systems they felt worth considering [were]: LRT, busways and guided buses. [1: p148]

The possible LRT system would require lower standards (in terms of alignment, stations, signalling and vehicle weight) than conventional rail systems. They would be able to run on streets and use existing rail routes at relatively minimal cost. This made them very attractive. Their capacity was stated as between 1,000 and 5,000 passengers per hour, with up to 10,000 in central areas. It was noted that phased development would be possible and that boarding and alighting might well be at close to normal pavement level.

Wyse continues:

“Changes would be needed to the proposed new layout of Piccadilly Gardens, and a number of changes to the road layout to accommodate LRT would have to balance the needs of LRT against other vehicles and pedestrians. An important change of attitude from the more usual approach is the opinion that installation of LRT need not lead to any significant decline in environmental standards, especially if overhead wires can be supported from wires attached to buildings rather than poles.

An LRT system could be extended on to other existing or former rail routes, or considered for other corridors where the roads are wide enough to allow construction. Indeed the wheel [had] now turned full circle, for the LRT could be extended “on-highway, right into the middle of major district centres”, in other words, as a conventional tramway. …

Both busway solutions [were] not … studied in the same detail as LRT solutions. They would require significantly higher capital expenditure for carriageways to replace existing rail tracks on some 90% of the proposed system, but only indicative costs [were] worked out for a carriageway width of 8 m with hard shoulders of 2.5 m. Whilst a guided busway would avoid the need for hard shoulders, there [were] issues of operational reliability and ‘on street’ use. A busway that [could] run on street without extra works or hardware could have advantages over LRT, and feeder services at the outer ends could also use existing roads. Further work would [have been] needed to establish whether capital costs could be reduced without sacrificing the operational and safety aspects. [1: p148-149]

A Comparison of Costs

This table gives an idea, at November 1982 prices, of the relative costs of the different options. The report’s authors noted that these figures do not include thing which were common to all the options, such as the Northwest electrification and the Windsor Link. [1: p149]

As can be seen in Table 1, LRT at surface level is the cheapest estimate by some margin. The report also considered what might be the costs of a first phase of work:

Re-electrifying the Bury line and constructing the Victoria-Piccadilly tunnel – £95 million;
LRT above ground – converting the Bury and Altrincham lines and building the complete city centre network – £38.5 million
LRT city centre network in tunnel, otherwise as the above ground scheme – £56.5 million.

Apparently, no work had yet been done “on assessing the operating costs of the alternative strategies, or on considering the effects of bus operating strategies. … While no assessment [had] been made of the benefits to passengers and the effects on other road users, all options [were] considered likely to give significant benefits compared with the ‘Do Nothing’ alternative.” [1: p149]

Cost comparisons were made with the Tyne & Wear and the London Docklands schemes with figures adjusted to November 1982 levels. Table 2 shows these prices.

This table shows just how significantly lower the estimated costs/mile of the Manchester LRT schemes were when compared with the Tyne & Wear Metro and the London Docklands schemes. The critical figures are in the right-hand column in the table. [1: p149]

Wyse commented that work so far undertaken indicated “that if the present rail network [was] to be retained, an LRT system using existing rail lines which do not carry BR interurban services would appear to offer a significantly cheaper solution than conventional heavy rail and ‘busway’ solutions.” [1: p150]

He also noted that, “Further work [was] needed to consider both the operating costs of the alternatives, with due allowance for revisions to bus services, and the likely order of benefits. … Aspects which need[ed] early consideration include[d]: confirmation of the feasibility of city centre LRT tunnels, the safeguarding of potential LRT and busway routes and facilities, the organisation and management of an LRT or busway system (a joint BR/PTE set up [was] suggested), and finally the opportunities to provide improved cross-conurbation services and connexions to Intercity services for major district centres such as Ashton-under-Lyne.” [1: p150]

Manchester’s Network in 2023

40 years on from thi9s report it is interesting to note how much of what was planned came to fruition. As we know the high cost solution of tunnelling under the city centre was not developed. A Light Rapid Transit solution was given the go-ahead and has met much of what was intended.

The network map can be found here [2].

The first line constructed was the Altrincham to Bury line through Victoria Station and the centre of the city. A link to Piccadilly Station was also installed in the early years. The following history is gleaned from Wikipedia [3].

Phase I opened in 1992. The original Market Street tram stop handled trams to Bury, with High Street tram stop handling trams from Bury. When Market Street was pedestrianised, High Street stop was closed, and Market Street stop was rebuilt to handle trams in both directions, opening in its new form in 1998.

Shudehill Interchange opened between Victoria station and Market Street in April 2003. The bus station complementing it opened on 29 January 2006.

Phase 2 provided a link with Salford Quays with a line running to Eccles. Cornbrook tram stop was opened in 1995 on the Altrincham line to provide an interchange with the new line to Eccles. There was initially no public access from the street, but this changed on 3 September 2005 when the original fire exit was opened as a public access route.

Two of the original stops; Mosley Street, and Woodlands Road were closed in 2013. The latter being replaced by two new stops (Abraham Moss and Queens Road) opened nearby.

By the mid-2000s, most of the track on the Bury and Altrincham routes was 40+ years old and in need of replacement. In 2006 it was decided that a £107 million programme to replace this worn track would take place in 2007.

Phase 3 entailed a significant expansion of the network. It turned into a series of different phases as different funding arrangements had to be made:

Phase 3a – created four new lines along key transport corridors in Greater Manchester: the Oldham and Rochdale Line (routed northeast to Oldham and Rochdale), the East Manchester Line (routed east to East Manchester and eventually to Ashton-under-Lyne), the South Manchester Line (routed southeast to Chorlton-cum-Hardy and eventually to East Didsbury), and eventually the Airport Line (routed south to Wythenshawe and Manchester Airport). A spur was also added to the network to link from the Eccles line to Media City. The link to Media City was opened in 2010. The Line to Chorlton opened in 2011. The other lines opened gradually between 2011 and 2013.

Phase 3b – Three lines mentioned in the paragraph above were extended from initially shorter lines. The construction of the East Manchester line extension from Droylsden to Ashton-under-Lyne, the East Didsbury extension from Chorlton and the Airport line via Wythenshawe, commenced in 2011 and all was complete by the end of 2014.

Phase 2CC – Second City Centre Crossing – was completed in 2017.

Trafford Park [4] – The Trafford Park line linked the Trafford Centre to the network and opened in 2020.

References

W.J. Wyse; A Rail Strategy for Greater Manchester; in Modern Tramway and Light Rail Transit, Volume 48 No. 545; Light Rail Transit Association and Ian Allan, Shepperton, London; May 1983, p146-150.
https://images.ctfassets.net/nv7y93idf4jq/4RsbFDfzF2zVYfE67Njh8H/0018c0020be875e86e41b04e940433ab/23-0483_Metrolink_Map_-_Sept_2023.svg, accessed on 11th October 2023.
https://en.wikipedia.org/wiki/History_of_Manchester_Metrolink, accessed on 11th October 2023. The featured image comes from this Wikipedia article.
https://en.wikipedia.org/wiki/Trafford_Park_Line, accessed on 11th October 2023.
https://www.theguardian.com/uk-news/2014/nov/02/manchester-metrolink-line-opens-ahead-schedule, accessed on 11th October 2023.

The First Generation Electric Tramways of Nice again. Five more lines. (Chemins de Fer de Provence/Alpes-Maritimes No. 89) …

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Jose Banaudo published a two volume set of books about the historic trams of Nice, “Nice au fil du Tram.” Articles based around the first of these two volumes can be found on this blog.

This is the second in a series looking at the second volume. The first can be found on this link:

The First Generation Electric Tramways of Nice again. Four of the Urban Lines. (Chemins de Fer de Provence/Alpes-Maritimes No. 88)

La Ligne de Riquier et du Parc-Imperial

This line was almost entirely double-tracked. It originated on the Place de Riquier (today Auguste-Blanqui), west of the PLM station on the Nice – Ventimiglia line which serves this working-class district to the east of the city. It ran down Rue Arson, passing the depot on Boulevard Ste. Agatha.

Initially, an old building stood out from other frontages along the route and required a short section of single track (304 metres) The building was demolished in 1914 and the single-track section was eliminated. At the intersection with Rue Barbéris, a branch headed east to serve a warehouse. At Rue Barla, the Ligne du Port crossed the rails on Rue Arson. Shortly thereafter, two other branches made it possible to deliver wagons to the Giordan metallurgical plant and the cement warehouse on Rue Lascaris. The line then reached the Eastern corner of the Port, where it joined the Monte-Carlo line and the Voie des Docks towards the Quai des Deux-Emmanuel.

After running along a length of Rue des Deux-Emmanuel, the line turned right onto Place Cassini (now Ile-de-Beauté) where there was a significant tram-halt. In order to make it easier for the trams that had their terminus here to reverse, a complete loop went around the church of Notre-Dame du Port via Rue Rusca, Rue Fodéré and Rue Pacho. At the West end of the square, the tramway passed in front of the monument in honor of President Sadi Carnot, whose bronze bust disappeared during the requisition of non-ferrous metals during the last war, then it went up Rue Cassi to Place Garibaldi. From there, the route was common with other lines on the Boulevards of Pont-Vieux and Mac-Mahon (today Jean-Jaurès), Place Masséna, Avenue de la Gare (today Jean- Médecin) and Avenue Thiers to the PLM station.

The Route from Place de Riquier to Parc-Imperial via the PLM Station on Avenue Thiers. This image shows the route as it was before 1934. It comes from the collection of Richard Panizzi. [1: p23]

Jose Banaudo continues: “After stopping at the station, the line continued West along Avenue Thiers where a new main post office was installed in 1931 in a large red brick building, in a rather incongruous style in our latitudes. At the intersection of Boulevard Gambetta, the Parc-Impérial line briefly joined the ‘Circulaire’ in order to pass under the bridge of the PLM Marseille-Nice line. Then, it branched off to the left into Boulevard du Czaréwitch (today Tzaréwitch) whose name honors the Crown Prince of Russia, Nicolas Alexandrovitch, who died in 1865 in a villa in this district where the Imperial family used to come stay in the winter.” [1: p22]

After passing under the railway bridge, T1 motor car crosses the triangle junction on Boulevard Gambetta to enter Boulevard Czaréwitch. This postcard image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Coccoli on 18th June 2019 and 6th April 2023. [3]

The same location in 2023, Boulevard Gambetta looking South. The scene is now dominated by the motorway flyover. [Google Streetview, April 2023]

This postcard image comes from the collection of Jean-Pierre Garacio and was shared on the Comte de Nice et son Histoire Facebook Group on 27th January 2015 by Jean-Paul Bascoul. The photograph shows Boulevard Czaréwitch running into the distance on the right and depicts a T2 motor car arriving from Parc-Impérial and passing in front of the Parc des Roses hotel/bar-restaurant. The mention of “Civette Russet” above the entrance door at the centre of the image indicates the strength of the Russian community in this district where the imperial family frequently stayed in the second half of the 19th century. [4]

The camera is in approximately the same location taking this photograph. Boulevard Tzarewitch runs East from its junction with Boulevard Gambetta. [Google Streetview, April 2023]

Trams then passed in front of the Russian Orthodox cathedral, completed in 1912, and stopped at the crossroads with Rue Cluvier where the double track ended. The urban service terminus was set shortly before the intersection with Avenue de la Tour-Lascaris (today Boulevard François-Grosso).

There was a further 529 metres of single-track climbing Boulevard du Parc-Impérial and Avenue d’Angleterre (today Paul-Arène) to terminate at the Southwest corner of the Grand Hôtel du Parc-Impérial.

This is a postcard image of l’Hotel Parc-Imperial, Nice. [2]

Another view of the Hotel Imperial at Parc Imperial. In the foreground of this image a tram can be seen approaching the terminus of the line. This length of line was only used in the holiday season (between December and May). [5]

The Hotel opened in 1900 on the property where the Russian Imperial family came for vacation. It was this luxury establishment which had financed the extension of the tramway to its doors. The single-track section was only operated during the tourist (winter) season, from 1st December to 15th May. It disappeared in the post-war years when the hotel found itself in a difficult financial situation leading to its acquisition by the city of Nice in 1926 with a view to transforming it into a school.

The Hotel Parc Imperial was purchased by the City of Nice in 1926 the roofline has changed but the building seems to have the same footprint in 2023. The tram seen in the image above was approaching the Hotel along the road in the foreground, (Avenue Paul-Arene in the 21st century). [Google Streetview, April 2023]

The Riquier-Parc-Impérial line linked a working-class district and a residential area in the hills, passing through the main transfer points of the urban network: the Port, Places Garibaldi and Masséna, then the PLM station. The route was used by services from Mont-Boron to the PLM station which used it after running between Mont-Boron and the Port on the Monte-Carlo interurban line. In the 1934 redesign, this route disappeared with the exception of the Riquier – Port – Garibaldi section which was integrated into the new line No. 7. Line No. 7 was the last line served by trams, running until 10th January 1953.

La Ligne de la Gendarmerie, Pasteur, St. Pons et St. Andre

This line linked Place Masséna with St. Andre.

From the TNL station on Place Masséna, the double-track line ran along Rue Gioffredo. Initially, this route also served the Monte-Carlo and Levens lines, and then, from 1934, all services serving the east of the city took this route. After passing behind Masséna high school and Voeu church, trams for St. Andre met the line arriving from the PLM station via Rue Tonduti-de-L’Escarène, and then saw the interurban lines turn away to the right via Rue Defly towards Place Garibaldi.

Until the end of the Masséna – Garibaldi route via the left bank of the River Paillon in 1934, Rue Defly and Pont Garibaldi were only used by interurban services to Levens, Villefranche, St. Jean-Cap-Ferrat, Beaulieu and Monte Carlo.

At the end of Rue Gioffredo, the service connection to the Cimiez line turned away to the left and St. Andre trams turned right into Boulevard Carabacel where there was a connection to the construction materials warehouse of Charles Véran. At Place Carabacel (today Jean-Moulin), tracks to Pont and Rue Barla turned away to the right. The tramway to Levens rejoined that for St. Andre after having detoured through Place Garibaldi.

The line then ran along the right bank of the River Paillon, then only lightly developed, via the quays of Place d’Armes and Pasteur (today Galliéni and Lyautey). After passing under the PLM Nice – Ventimiglia railway, trams arrived at the stop serving the Gendarmerie, which was the terminus for several years. From there, the single track followed the shoulder of the roadway on land recovered from the river bed. Two branches served a fuel trader and the Andréis steel construction works. The tramway then ran under the bridge of the PLM Nice – Cuneo line, after which there was a passing loop at the stop called ‘Vésubie’, at the intersection of avenue Florès. It then ran alongside the district named Pasteur after the large hospital built in 1913, and where a velodrome brought great entertainment on race days. The valley narrowed here, at the foot of the hill where the monastery of Cimiez and the ancient abbey of St. Pons stand. Two stops with passing loops followed, at St. Pons-Octroi and St. Pons-Asile, the latter serving the psychiatric hospital Ste. Marie.

Shortly after this narrow passage where the ligne de Contes could be seen on the other bank of the river and where some services continued towards Levens, the St. André tramway left the Paillon valley to follow the Chemin de Grand Communication No. 19 (currently Departmentale No. 19) into the narrow valley of the River Banquière to reach the terminus at St. André.

A tram for St. Andre waiting at the tram stop in the village which was in the Valley of the River Banquiere. [9]

Possibly a service for Levens in the immediate vicinity of St. Andre. These two images were shared by Roland Coccoli on the Comte de Nice et Son Histoire Facebook Group on 17th May 2020. [6]

I have been unable to locate these two views in relation to the landscape around St. Andre de la Roche in 2023. However, one group of buidlings does appear on the image below.

The group of buildings marked by the yellow arrow appear on both the monochrome images above. This suggests that the tram stop featured in those images was somewhere along the length of the M19 (Quai de las Banquiere) visible in this photograph. [Google Streetview, May 2023]

This line closed in September 1948 in favour of a replacement bus service.

La “Rocade” des Rules Barla, De Lepante et Assalit (Sauzzo – Gare PLM – Carras)

This route, was created to link the East to the West of the city of Nice via the main railway station. The location of its termini was altered several times. Intentionally, it served less busy streets.

The route as of 1934, from the collection of Richard Panizzi. [1: p28]

At its Eastern end it originated not far from the Port in the Riquier district, on Place Saluzzo (today Max-Barel) which since 1908 has been the starting point of the “Moyenne Corniche” towards the Col de Villefranche. From there, a dedicated route led via Boulevard Imperatrice-de-Russie Boulevard (today Lech-Walesa) to warehouses which were used by the army during the First World War.

The double track followed Rue Barla in a westward direction where, just 87 m from its starting point, it crossed Rue Arson and the line going down from Riquier towards the Port. Shortly after, the tram passed in front of the tobacco factory.

A T2 motor car providing a Carras – Saluzzo service has just passed in front of the ‘Manufacture des Tabacs’ and is arriving at the crossroads of Rue Barla and Rue Arson. The branch to the left is used by freight trains traveling between the port and Gare du Sud, from the collection of Andre Lebecque. [1: p27]

Approximately the same location in the 21st century. This photograph was taken at the junction of Rue Baral and Rue Arson. [Google Streetview, January 2019

At the crossroads with Rue de la République, it crossed the line of Abattoirs, La Trinité and Contes, and then crossed the River Paillon on Le Pont Barla. Banaudo says that this was, “a beautiful structure with three cast iron arches in a style similar to that of the Garibaldi bridge nearby.” [1: p27]

Now on the right bank of the Paillon, the line met La Ligne de St. Pons which it followed for a short distance along Boulevard Carabacel and Rue Gioffredo. [1: p27]

A Thomson tram crosses le Pont Barla towards the street of the same name and Place Saluzzo. In the background is Place Carabacel (today Jean-Moulin), from where the St. Pons line branched off towards Place-d’Armes (today Galliéni). Note the sheets, which have been washed in the river, drying on lines below the bridge. This photograph was shared on the Comte de Nice et son Histoire Facebook Group on 7th June 2016 by Roland Coccoli. [7]

A similar view in 2023. The building just to the right of the centre of this image is the same as that at the centre of the image above. [Google Streetview, April 2023]

Arriving at the intersection of Rue Tonduti-de-L’Escarène, the tramway branched off to the North taking this fairly narrow street to Place Sasserno. From there, it entered Rue de Lépante, which commemorates “a terrible naval battle against the Turks in 1571 in which ships crewed from Nice participated.” [1: p27]

Turning sharply to the West, the line followed the narrow Rue Assalit at the end of which it came out at the end of Avenue de la Gare (today Jean-Medecin). It crossed the tram tracks there and entered Avenue Thiers, stopping in front of the PLM station before following Avenue Thiers along its entire length to the intersection with Boulevard Gambetta. At Boulevard Gambetta, the trams turned South towards the crossroads of Rue de France and then turned West to run along the same route as lines to La Madeleine, La Californie and Cagnes to a terminus at either Pont-Magnan or at Carras depending on its year of operation. [1: p27]

Nice – Carras District – Saint Helene – tram stop. The stamp at the centre of the card shows that it was sent during WWI from the Ruhl temporary hospital which was used for war-wounded soldiers and which was in the building that in calmer times was the Ruhl Hotel on the Promenade des Anglais. This postcard image was shared on the Comte de Nice et son Histoire Facebook Group by Jean-Paul Bascoul on 26th February 2023. [8]

The Avenue de la Californie in 2023. The road forms the main artery for Nice’s modern tram service to and from the Airport. This photograph is taken close to the terminus of the tram route in Carras. [Google Streetview, April 2023]

This line closed in November 1948 in favour of a replacement bus service.

La “Circulaire” Par le Passage a Niveau (Ste. Agathe – Passage a Niveau Gambetta)

Of all of the lines in the Nice tram network, this line was the most varied. Over most of the route, it followed tracks used by other lines. The only exceptions, Banaudo tells us, “being the lengths between Gare du Sud and PN Gambetta and at the Gambetta / Czaréwitch crossroads.” [1: p30]

This route map comes from the collection of Richard Panizzi. [1: p31]

Banaudo goes on to say that the route, “lost its circular character in 1934 with the elimination of the north-south axis via the avenues, but part of its route was taken up later to create line 7 which was the last served by trams, closing in 1953.” [1: p30]

Initially, the ligne “Circulaire” services left Place Masséna along Avenues de la Gare (now Jean-Medecin) and Malaussena to Place Gambetta (today Général De Gaulle) in front of the Gare du Sud. “There, the route branched off to the west taking Boulevard Joseph-Garnier to the level crossing of the Nice – Digne and Nice – Meyrargues lines of the Chemins de fer du Sud de la France (SF). The TNL double track crossed that of the SF by a quadruple crossing on which traffic was governed by instructions common to the two companies. Here, the trains had priority over the trams: an announcement by electric bell warned the barrier guard of their approach, who closed the signals for the tram and then stretched four chains across the road to stop traffic. In the north-west corner of the level crossing, a TNL track connected to a long siding belonging to the SF, through which the goods convoys commuting from the Port were pushed back towards the goods yard of the Gare du Sud.” [1: p30]

A winter view of Boulevard Joseph-Garnier looking East with tram tracks visible in the road surface. [9]

The same location on Boulevard Joseph-Garnier in April 2023. The photograph is taken from a point just a few tens of metres to the West od the monochrome image above. [Google Streetview, April 2023]

After this the “Circulaire” ran South along Boulevard Gambetta. At the crossroads of Boulevard Czaréwitch (today Tzaréwitch), the line to the Parc-Impérial left to the West. The “Circulaire” then passed under the railway bridge. After which, the lines towards the PLM Station branched off to the East onto Avenue Thiers. Some distance further South, the “Circulaire” turned left (East) into Rue de France, joining the route used by trams serving La Madeleine, Carras and Cagnes and returned to Place Masséna.

Banaudo tells us that, “Later, the route was extended eastwards in three stages: – First to the Port via Boulevards Mac-Mahon and du Pont-Vieux (today Jean-Jaurès), Place Garibaldi and Rue Cassini. Then, an additional loop was added to this circuit: from the Port, it went up Rue Arson to Boulevard Ste. Agathe, running along that street to reach Rue de la République and then Place Garibaldi.” [1: p30]

A third short “extension allowed Place de Riquier to be served, which the tramway reached in one direction via the Port and in the other via Boulevard Ste. Agathe.” [1: p30]

Rue de France, the Thomson tramcar nº 38 has just passed a car going in the opposite direction in front of the l’Eglise St.Pierre-d’Arène heading towards Boulevard Gambetta. The disk at the front of the roof indicates that the tram is on the “circulaire” service. The photograph was taken by Giletta in the period before the 1st World War. The church was extensively remodelled in the period between the two world wars. This image comes from the collection of Jean-Pierre Garacio. [1: p32]

This line finally closed in January 1953 in favour of a replacement bus service.

La Ligne de la Madeleine (Masséna – La Madeleine)

The last line to open in Nice’s urban tram network served La Madeleine running initially from Place Masséna but it’s Eastern terminus changed on a number of occasions. First to the Port, then Abattoirs and finally La Trinité Victor.

Departing from Place Masséna, the tramway first the main East-West artery heading towards Carras and Cagnes. At Pont Magnan it turned North and became a single-track route. A passing loop was installed just to the North of the junction.

Just to the North of Rue de France a tram sits in the passing loop presumably awaiting the arrival of another tram from Place Masséna. This image looks North toward the PLM railway viaduct. It was shared on the Comte de Nice et son Histoire Facebook Group on 2nd February 2023 by Jean-Paul Bascoul. [14]

Looking from Rue de France along Boulevard de la Madeleine in October 2022. During the 20th century, the River Magnan was culverted leaving the immediate area looking very different to the monochrome view above! [Google Streetview, October 2022]

The tramway running along the left bank of the River Magnan the PLM Marseille – Nice railway was carried over the River on the viaduct at the centre of this image which looks North and which was shared on the Comte de Nice et son Histoire Facebook Group by Jean-Paul Bascoul on 16th April 2020. [11]

A similar view in 2022 to that immediately above. The railway viaduct, in the 22st century is flanked on both North and South faces by the high level dual carriageway Voie Pierre Mathis. [Google Streetview, October 2022]

Passing under the PLM Marseille – Nice railway line, the track ran along the left bank of the River Magnan, between Boulevard de La Madeleine and the river. Jose Banaudo tells us that the line “takes its name from the silkworm breeding industry … which flourished in this sector until the end of the 19th century.” [1: p33]

Looking South, this postcard image shows the railway viaduct across the Valley of the River Magnan. Trams ran between the road at the river. This image was shared on the Comte de Nice et son Histoire Facebook Group by Roland Coccoli on 16th April 2016. [12]

Also looking South towards the Mediterranean, this 21st century view emphasises the changes which have occurred in the valley of the River Magnan. [Google Streetview, August 2020]

Further North and looking North in 1942. Some work was undertaken in the river channel that year. This image predates the work. It was shared on the Comte de Nice et son Histoire Facebook Group by Charles Louis Fevrier on 17th January 2021. [13]

Approximately the same view during the work in 1942. [13]

Looking North again. The Boulevard de la Madeleine follows the line of the River Magnan which continues in culvert. It is impossible to locate a modern photograph at the location of the monochrome images above as there has been so much development in the river valley. [Google Streetview, April 2023]

Looking South at the same location. All three of these images were shared on the Comte de Nice et son Port Facebook Group on 17th January 2021 by Charles Louis Fevrier. The tramway is visible in all three images. [13]

The Magnan valley, then a relatively sparsely populated district on the edge of the city, justified its tram service due to the presence of “numerous craft workshops and small factories such as a mechanical piano factory, a glassworks, a biscuit factory, a button factory and several laundries. These establishments also left their names on the tram stops, and later on the bus stops.” [1: p33]

A tram running along the left bank of the River Magnan in La Madeleine. This image was shared on the Comte de Nice et son Histoire Facebook Group on 10th October 2019 by Roland Coccoli. [10]

“On Sundays, the activity of the workshops was replaced by renowned restaurants with dance floors and boules. Many city dwellers came to spend a relaxing day in the countryside, which inevitably included an excursion to the “Trou des Etoiles”, a natural cave, 35 m deep at the base of Ventabrun hill which was then mentioned in the most prestigious tourist guides.” [1: p33]

Passing loops sat in front of two restaurants, “Chalet des Roses” and “Les Orangers”. The terminus was in the Place de La Madeleine (today Alexandre-Blanchi) below the church, the cemetery and la gare Sud-France station which served the village.

Once again, this route map comes from the collection of Richard Panizzi. [1: p34]

This line closed in December 1951 in favour of a replacement bus service.

References

Jose Banaudo; Nice au fil du Tram, Volume No. 2: Les Hommes, Les Techniques; Les Editions de Cabri, Breil-sur-Roya, France, 2005. This is a french language text.
https://cartepostale-ancienne.fr/image/data/nice2/nice%20anciennes%20cartes%203%20-%20Copie%20(2).jpg, accessed on 18th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/3653570808222095, accessed on 18th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/3603827463196430, accessed on 19th September 2023.
https://www.geneanet.org/cartes-postales/view/5006424#0, accessed on 19th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/2772946732951178, accessed on 19th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/1767626043483257, accessed on 23rd September 2023.
https://m.facebook.com/groups/ciccoli/permalink/3627417797504063, accessed on 23rd September 2023.
https://m.facebook.com/groups/ciccoli/permalink/3258725034373343, accessed on 23rd September 2023.
https://m.facebook.com/groups/ciccoli/permalink/3254264148152765, accessed on 27th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/3660228510889658, accessed on 27th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/1747300928849102, accessed on 27th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/2999148096997706, accessed on 27th September 2023.
https://m.facebook.com/groups/ciccoli/permalink/3608755489370294, accessed on 27th September 2023.

Early Railways in Plymouth

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The first railways in the area were of wooden rails used during the construction of docks facilities. Some were in use in the Naval Dockyard in 1724, [2] and in 1756 John Smeaton laid some more to help move materials in his workyard on the mainland which was preparing stonework for the Eddystone Lighthouse. [4: p5-8] [1]

Smeaton’s Workyard near the location of Millbay Docks was used for a fastidious trial construction of the lighthouse to ensure that the massive stone blocks used in its construction would fit with each other before undertaking the work on site, 14 miles out to sea. To move these blocks around the Workyard, Smeaton made use of a ‘Rail Road’ which comprised of a four-wheel carriage running on a timber road. In Smeaton’s own words, stones were “delivered upon the four-wheel carriage that runs along the timber road, commonly called at the Collieries, where they are used, a Rail Road: and being landed upon the carriage, any stone can be delivered upon any of the Bankers in the line of the work-sheds on either side: or the carriage being turned a quarter round upon the Turnpike, or Turnrail, it can be carried along the road that goes up the middle of the yard, and be delivered upon any part of its area destined for their deposition; all the stones marked for the same course being deposited together; from which place they can be again taken up upon the carriage, run along the road, and be delivered upon any Banker in the line of sheds, or upon the Platform, and afterwards returned back to the same place of deposition, ready to be carried to sea in their proper order … A Banker in a mason’s yard is a square stone of a suitable size, made use of as a work-bench.” [4: p6-7]

In 1812, John Rennie laid a 3 ft 6 in (1.07 m) gauge metal tramway to help with the construction of the Plymouth Breakwater; rails were laid in the quarry at Oreston and on the breakwater, and loaded wagons were conveyed between the two on ships. [5][1]

Rennie’s use of a ‘Rail Road’ is recorded in three different contemporary accounts: “The first of these is ‘Two Excursions to the Ports of England, Scotland and Ireland in 1816, 1817 and 1818, with a description of the Breakwater at Plymouth and the Caledonian Canal‘ translated from the (French) original of Charles Dupin. The second book … [was] published by J. Johns of “Dock” (soon to become “Devonport”) in a booklet dated November 1820 entitled ‘Interesting Particulars Relative to the Great National Undertaking, the Breakwater now Constructing in Plymouth Sound.’ From these two books, a good picture of Rennie’s little railway can be formed, whilst the third book, Rennie’s own mammoth publication provides yet another set of carefully-scaled drawings, similar to Smeaton’s previous records.” [4: p9-10]

An engraving in Rennie’s book which shows the wagons used on his ‘railway’ [4: illustration between p8 & p9]

Rennie’s 3ft 6in gauge railway allowed horses to bring large stone blocks on flatbed wagons (or smaller stones in wagons fitted with sides), from his quarry at Oreston to a quay where the wagons were turned on a turntable and loaded onto vessels with iron rails in their holds and taken to the sites of the breakwater. On arrival a form of tippler appears to have been used to discharge the wagonloads onto the sides of the breakwater. [4: p10-11]

A second engraving from Rennie’s book which shows the wagons in place in the hold and on the deck of one of the wessels which transported stone from the quarry to the site of the breakwater [4: illustration between p8 & p9]

“The building of the breakwater extended over some thirty years, and in its final stages a railway was actually constructed on the surface of the “wall” enabling the ships to be unloaded in the reverse manner to that of the loading at Oreston, even down to the provision of turn-tables. … This … has given rise to the claim that this was the first rudimentary ‘train ferry’.” [4: p12]

A further engraving from Rennie’s book which shows the breakwater with the railway on its surface. [4: illustration between p8 & p9]

Kendall noted in 1968, that the quarry at Oreston still continued to supply stone for the maintenance of the breakwater. [4: p12]

On their journey around England in 1826 and 1827, Von Oeynhausen and Von Dechen visited the Plymouth Breakwater and the later Plymouth & Dartmoor Railway referred to below. [7: p51-55] Of the Breakwater Railway, they commented: “For the transport of the larger masses of stone, 10 ships of 80 tons burden have been built in the Royal Dockyard. These ships can carry 16 blocks, each of 5 tons weight, in two rows, each block resting on a wagon which runs on a railway. The two railways on the ships are extended to the breakwater by drawbridges; and then the wagons are drawn out of the ships by cranes and unloaded. In this manner, a ship of 80 tons can be unloaded in 40 or 50 minutes. The ships are brought to the place where the stones are required to be laid by the help of buoys.” [7: p55]

A more conventional tramway was opened on 26th September 1823. The 4 ft 6 in (1.37 m) Plymouth & Dartmoor Railway ran from Princetown to Sutton Harbour and the Cattewater. Branches were opened to Cann Quarry in 1829 and to Plympton in 1834, followed by the Lee Moor Tramway in 1854. Haulage on these lines in Plymouth was always by horses (although the Lee Moor Tramway did have two 0-4-0ST locomotives which spent most of their life at the Lee Moor end of the tramway). The Lee Moor line remained in use until 1960. [1][3][6: p9]

The Plymouth & Dartmoor Railway is covered in much greater detail in the article accessed via this link:

……………. (Currently being written) ……………………..

References

https://en.m.wikipedia.org/wiki/Railways_in_Plymouth#:~:text=A%20more%20conventional%20tramway%20was,Lee%20Moor%20Tramway%20in%201854, accessed on 20th September 2023.
Paul Burkhalter; Devonport Dockyard Railway; Twelveheads Press, Truro, 1996.
Eric R. Shepherd; The Plymouth and Dartmoor Railway and the Lee Moor Tramway; ARK Publications (Railways), Newton Abbot, Devon, 1997.
H.G. Kendall; The Plymouth & Dartmoor Railway; The Oakwood Press, Lingfield, Surrey, 1968.
David St John Thomas; West Country Railway History; David & Charles, Newton Abbot, 1973.
Russell Leitch; Plymouth’s Railways in the 1930s including “The Gear’s Poor Relation”; Railway Correspondence & Travel Society, Peterborough, 2002.
C. Von Oeynhausen and H. Von Dechen; Railways in England 1826 and 1827; translated from the German by E.A. Forward and edited by Charles E. Lee and K.R. Gilbert; Newcomen Society, Cambridge, 1971.

Matthew 18: 21-35 – How Many Times?

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The Parable of the Unforgiving Servant

A talk given on 17th September 2023 at St. Alkmund, Whitchurch.

If I were to ask for a show of hands this morning of those who have never wronged anyone. How might you respond?

Some might be ask themselves what right I have to ask a question like this. Is it, perhaps, the wearing of a dog collar that means I feel I can do so?

Some might think about what others around them might think if they put up their hand. … People here this morning probably know me too well. Although I know that I have never done anything too bad, I have certainly not broken any laws, they might remember that one time when I …………… What will they think of me?

Others might want to challenge my presuppositions behind asking the question. They might want to enter into a philosophical debate about my presumptions. … What might I mean by ‘wrong’? What might I mean by ‘never’? Do I mean ‘wrong’ in an absolute sense, measured against a set of laws? Or do I mean ‘wrong’ in a relative sense, in terms of the breakdown of relationships? Am I talking about ‘wrong’ in terms of personal moral responsibility, or of complicity in the actions, or failures to act, of my group, my family, my village, my class, my business, my society?

Ultimately, I guess, whether we readily admit our failings, or we only do so at our lowest ebb when self-doubt is strongest, very few of us would put our hands, and so today’s Gospel reading is for us, for you and for me. We all need or have needed someone’s forgiveness.

But our Gospel reading turns the question round the other way. It asks: What do you do when you have been wronged? What do we do when people hurt us or upset us? It talks about a need for us to forgive others.

There are many questions we could wrestle with this morning about ‘forgiveness’. But rather than embarking on a philosophical debate, let’s allow the Gospel story to speak. ……..

Just suppose, for a moment or two, that you have been hurt, maligned or mistreated by someone else.

Suppose (use fingers to count) someone lets you down, cheats on you, loses their temper with you, says some cruel and unkind things, steals from you, makes you look stupid, and breaks something of yours when you let them borrow it. … How do you respond? ……….

When Peter speaks to Jesus, he believes that he is setting a very high standard: “How often should I forgive someone? 7 times, Lord?” It seems as though Peter is saying: Seven times seems about the limit, fairly generous really. You might just as well give up on someone after that. Or perhaps, Peter is asking something like, “Am I being too generous, Lord, what do you think, perhaps after just 3/4 times?”

And Jesus response, I think, leaves Peter reeling – not seven times but seventy-seven times – or in some translations seventy times seven – 490 times. … “As often as is necessary,” is Jesus’ response. “Keep forgiving until you lose count completely!”

And Jesus then tells a story to help us understand that it is because we have been loved so much, forgiven so much ourselves by God, that we should forgive others.

Jesus’ story is about an employee or servant who has a wife and children and who has overspent on his company credit cards, someone who has maxed out. He has spent his boss’s money on himself and his family. He has stacked up a huge amount of debt with his boss.

The Boss calls for his servant and demands repayment of what is owed. The servant falls on his knees and begs to be given more time to pay. The master, the boss, feels sorry for his servant and lets him off the whole debt! Just like that!

The debt is cancelled. How does the servant feel? … I guess that, if you have struggled under the burden of significant debt, an unpayable mortgage, a large gambling debt, a payday loan which is escalating out of control. Then you will know something of the immense relief, the unbridled joy of the servant. …

Now that is just what the bible says God has done for you and for me. He has cancelled the debt we owe, he has forgiven what we have done wrong, and continues to do so, perhaps even things that only we and God know about! …. The meanness, the selfishness, the pride, the hypocrisy, the fibs, the tax evasion, the days ‘off-sick’ which weren’t, the snails and slugs we have thrown over the garden fence onto our neighbour’s property, our failure to recycle, the driving above the speed-limit on the motorway… you know, all those kinds of things, as well as what might be much bigger things ….. When we say sorry to God for these things he forgives us. The only question is whether we mean what we say when we say we are sorry, and, I guess, whether, ultimately, we are willing to make restitution to those we have harmed.

God has forgiven me and you more than we can imagine. It is just as though we owed God more than a million pounds (IOU a million) and he has cancelled the debt. The debt is gone, we have been set free of debt. (Tear up the I.O.U.). ……

So, back to the Gospel story, … here is this happy, free servant. He’s wandering back from the house of his master, his boss, to tell his family the good news. He’s over the moon, he’s delighted, it is wonderful. And he meets a fellow servant of his boss, his master. This fellow servant owes him a few quid.

And the same thing happens; this other servant falls on his knees and begs to be given more time to pay. But what does the first servant do? He grabs him by the neck, shakes him and has him thrown into prison until he can pay the debt.

What Jesus wants us to ask ourselves is this: Is it reasonable for the first servant to behave this way? Is it fair and right? What do we think?

Of course it isn’t. …

Yet forgiveness remains something we all find difficult – often impossible. … Jesus is suggesting in this story that we will only begin to be able to forgive, if we can comprehend how much we ourselves are loved, how much we been forgiven.

Jesus says that it is when we know that we are loved without conditions, that we can begin to show that kind of love to others.

The love God has for us is that kind of love.

Our regular Sunday services allow time for confession and for us to hear God=s word of forgiveness for us. We also join together in the Lord’s prayer: ‘forgive us our trespasses as we forgive those who trespass against us’. Weekly reminders of just how crucial forgiveness is.

It is only in the security and strength of God=s forgiving love for us, that we can be free to love and that we can begin to forgive others generously in return.

Yes, for their sake and for God=s sake … but actually also for our own sake. … For, finding a way to forgive, is essential for the sake of our own health and well-being. For when we hold onto grudges, it is as if we throw ourselves into debtors’ prison until the perceived debt has been paid. A failure, on my part, to forgive can destroy me. …. So, the last few words of our Gospel reading, as awful as they are, reflect no more than the natural consequence of the first servant’s failure to forgive. …

Rather than finishing on this negative note, let’s think forward to the central act of our service this morning. Let’s focus on the love shown to us in Christ. … On the forgiveness which is ours in Christ, no matter what we have done, no matter how guilty or ashamed we feel. And, as we prepare for our Communion, let’s allow ourselves once again, as we receive the elements of bread and wine, to sense the love of God suffusing our minds and hearts. This act of love which we re-member in our bodies, is an act of deeply healing, forgiving love from a God who thinks the world of each one of us. We are loved, forgiven, set free. Words are just not enough, but bread and wine, body and blood, warm our hearts and embrace us in God’s arms of mercy.

The First Railways: Atlas of Early Railways

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Derek Hayes: The Times, HarperCollins, 2017

I picked up a copy of this book in September 2023. It is large format Hardback book of 272 pages. The listed price is £30.00 but my copy cost me just over £10 plus postage and it is in an excellent pre-owned condition. I had anticipated a well-illustrated book which would be a relatively easy read. I was pleasantly surprised to find that while it was an excellent read, it was also a well-researched, scholarly work with: all maps and illustrations properly catalogued and sources noted; a significant bibliography of scholarly works; and a comprehensive index.

Hayes’ book brings together in one volume the history of waggonways, tramways and tramroads as well as early modern steam railways. It provides some superb copies of contemporary maps. Illustrations and text are exceptionally well laid out. I thoroughly enjoyed reading through some concise introductions to significant plateways and railways of the period.

Wooden Rails and Horse/Manpower

The book begins with a review of significant lines which were first constructed with wooden rails.

– Hayes tells us that, “The earliest definitively documented application of a cross-country railed way in Britain is that of entrepreneur Huntingdon Beaumont: his waggonway ran from Strelley to Wollaton, now in the West part of Nottingham. … Documents fix the date of this first waggonway at between October 1603 and October 1604.” [1: p14]

– Other early waggonways include: some close to Broseley, Shropshire, leading to wharves on the River Severn dated at around 1605; and several feeding to the River Tyne in the 1630s. Practice differed between these two areas. In Shropshire, wagons were usual relatively small on narrow-gauge tracks which fed straight into the mines they served. In the Northeast, wagons were larger and the gauge wider.

– In Wales, a Shropshire-type of waggonway was in use in Neath, Glamorgan before 1700. In Scotland, the first available records, from 1722, cover the Tranant to Cockenzie railway close to Edinburgh which was another Shropshire-style waggonway.

We have evidence that throughout the 1700s, wooden waggonways were in use. Examples include: the Alloa Waggonway (built in 1766); Ralph Allen’s wooden railway in Bath, Somerset (built in 1731); Whitehaven, Cumbria’s waggonways which converged on staiths in the harbour (1735); the Middleton Railway in Leeds (1758); Tyneside/Northumberland/Durham (1608 onwards, significant maps have been retrieved dated 1637, 1761 and 1788). Hayes draws attention to a number of Northeast waggonways: the Plessey Waggonway; the Killingworth Waggonway; waggonways associated with Dunstan Staiths (the last of which closed in 1990!); the Tanfield Waggonway (built between 1725 and 1738); the Beamish South Moor Waggonway (built around 1780); the Pelton Moor (built between 1746 and 1787) and Deanry Moor (built 1779) Waggonways. Hayes also mentions the replica wooden waggonway at Beamish Open-Air Museum. [1: p15-31]

This 1830 map of South Wales, part of the large ‘Map of the Inland Navigations, Canals and Rail Roads with the Situations of the various Mineral Productions throughout Great Britain’, of which
many extracts are shown in Hayes’ book, shows a large number of railways despite being published the same year as the opening of the Liverpool Manchester Railway. The majority of the lines shown are plateways. After an early start with edge rails, most of the lines built after about 1800 were of the plateway type. Many of these railways are referred to in the book. [1: p66-67]

The book goes on to focus on the transition between wooden and iron rails, noting the practice of overlaying wooden rails with cast-iron plates, a system which was in use as early as 1767 in Coalbrookdale, Shropshire. [1: p36]

Cast and Wrought Iron

Hayes then looks at the introduction of Cast Iron and the later Wrought (or ‘maleable’) Iron. Again two different practices developed:

– L-shaped plateways with wheels without flanges were in use underground as early as 1787, these were then used above-ground in the Shropshire area, in the Forest of Dean, on a number of lines in South Wales, and by Benjamin Outram on the Butterley Gangroad, Little Eaton Gangway and the Peak Forest Tramway. Other examples include: the Lancatser Canal Tramroad; the Ticknall Tramway; the Caldon Low Tramway; the Surry Iron Railway, the Gloucester and Cheltenham Railway; the Middlebere Plateway, Dorset; the Silkstone Waggonway Near Barnsley; The Forest of Dean and Severn & Wye Railways; the Somerset Coal Canal Railway; the Kilmarnoch & Troon Railway; and the South Wales Railway and Canal Network (including the Hay Railroad between Brecon, Hay and Kington. A departure from the us of L-shaped Cast Iron plates was the use of granite for the Haytor Granite Railway which supplied granite from Dartmoor to wharves on the River Teign. [1: p38-71]

– Edge rails with flanged wheels saw greater early use in the Northeast and on a number of lines in South Wales, although many in South Wales were converted from edge-rails or round bars to plateways because of the influence of Benjamin Outram. Those lines remained as plateways until the 1830s. Wrought or ‘maleable’ iron was initially expensive as larger section rails were used. This changed when first ‘T- section’ and then ‘I-section’ rails were produced by a rolling process. Many early edge railways used short- sections of rail in a fish-belly shape. Hayes details some of the most significant very early iron edge railways: the Forest Line of the Leicester Navigation; the Lake Rock Rail Road; the Belvoir Castle Railway; the Mansfield & Pinxton Railway; the Plymouth & Dartmoor Railway; the Stratford & Moreton Railwaythe Monkland & Kirkintilloch Railway and its later siblings, the Garnkirk & Glasgow Railway, and the Ballochney Railway; the Slate Railways of North Wales, (including the Llandegai, Penrhyn, Nantile and Dinorwic Railways); and the Northeast Coalfield. [1: p72-93]

A short section [1: p94-99] covering inclined planes and stationary engines precedes Hayes coverage of the first ‘Travelling Engines’ and ‘Working Locomotives’ in the ear before Stephenson growing ascendancy. [1: p100-127]

Steam Power

Richard Trevithick was to be the person who solved the question of how to use steam-power on rails as a Travelling Engine. It required the use of high-pressure steam. …

The railway revolution came from a marriage of suitable iron track with a reliable source of mechanical power. Up to the end of the eighteenth century, steam power was in the form of low pressure, large machines, and the few that were mobile were slow and lumbering. The engineer and inventor Richard Trevithick would change everything. His answer was what he called ‘strong steam’ – high-pressure steam coupled with good enough quality of materials and construction to safely contain it. The first of Trevithick’s high-pressure engines was a stationary machine installed at Cook’s Kitchen Mine near Cambare, Cornwall, in 1800. It was reliable, for it was still running seventy years later. … In August 1802, Trevithick had been in Coalbrookdale, where, it seems, the Coalbrookdale Company, an ironworks, began making stationary propulsion engines based on his design. That month Trevithick wrote to a supporter in Cornwall, Davies Giddy, that “the Dale Co have begun a carrage at their own cost for the real-roads and is forceing it with all expedition.” This is significant in that it may be the first surviving reference anywhere to the idea of running a steam locomotive on rails. However, the possibility of a Coalbrookdale locomotive – which would have been the first in the world is a bit of an enigma, since there is no direct evidence of one being built beyond Trevithick’s letter. … When Trevithick’s Penydarren locomotive first ran in South Wales, it did so on a plateway and would have had wheels without flanges. [1: p100-101]

A good introduction to George Stephenson’s early activities [p128-133] is followed by a focus on the Hetton Colliery Railway which, after a competition between engineers, George Stephenson designed with three self-acting inclines and level sections worked by horses or by his locomotives. By the date of opening, Hetton Colliery Railway became the first to be designed specifically for locomotive use and featured three of Stephenson’s ‘patent travelling engines’. “Just over half the route was worked by locomotives. … The other five sections were all inclines. Three were worked on a self-acting basis and two … used engines. Despite being advised by Stephenson … to use maleable- or wrought-iron rails, the Hetton Colliery Railway used …cast-iron edge rails, each 3ft 9 ins long and laid on stone and wooden blocks. They gave the company a lot of trouble. … Despite considerable on-going modifications, … the railway proved conclusively the value of the locomotive engine and provided valuable experience for Stephenson. … [It] lasted for well over a century: the last section closed only in 1972, the result of the decline of the coal industry rather than issues with the railway.” [1: p134-139]

Most early railways were related to mineral interests and carried freight. The first passengers were carried, if at all, as an after thought. On the Swansea & Oystermouth Railway (later known as the Swansea & Mumbles Railway), which was built by 1806 to transport coal, iron ore, and limestone, Benjamin French offered the company £20/year in lieu of tolls “for permission to run a waggon or waggons on the Tram Road… for conveyance of passengers.” The proposal was accepted by the company, and French began his service with what was essentially a stagecoach with the wheels adapted to run on rails on 25 March 1807 – this is the world’s first documented regular rail passenger service. It seems to have been popular, for French’s permission was renewed the following year for £25. Ultimately mineral traffic on the line did not live up to expectation and passenger traffic became relatively more important. After a 9 year hiatus starting in 1855 both horse-power and steam competed for until 1898 when the companies involved merged. The line was by then essentially a tourist attraction, and a pier was built at the western end of the line to provide a destination. In 1929 the line was electrified and had 13 tramcars Popularity grew, and during the depression years of the 1930s 5 million passengers a year were being carried. But the popularity did not last, traffic declined, and the line closed in 1960.

These early railways were local affairs but there were visionaries who perceived that longer distances would soon become possible. Hayes points us to: Benjamin Outram, who proposed a double-track railway from London to Bath; Richard Lovell Edgeworth, who in 1802 published a paper entitled ‘On the Practicability and Advantage of a General System of Rail-roads‘; Thomas Telford, who surveyed a 125 mile route from Glasgow to Berwick in 1809-10, recommending the use of a railway rather than one of his favoured canals; John Stevens (in the US) who argued that railways would be better than canals over longer distances; William James, who in 1802 proposed railways from Bolton to Manchester and Liverpool, and who, in 1808, proposed a General Railroad Company to build a network of railways across Britain; Edward Pease, in 1821, imagined a London to Edinburgh railway; and Thomas Gray, who in 1820 was the first to proposed a detailed railway network covering all of the British Isles which could be used for poor-relief by creating massive levels of employment during its construction. [1: p140-143]

Detailed studies of the Stockton & Darlington Railway [1: p144-167]and the Canterbury & Whitstable Railway [1: p168-171] precede discussion of what Hayes calls ‘the First Modern Railway’, The Liverpool & Manchester Railway. Hayes provides a detailed and well-illustrated ‘chapter’ about that railway, including contemporary maps and images. [1: p172-193]

Another double-page spread from Hayes’ book. [1: p192-193]

Further short studies look at: Agenoria’s Railway and at the batch of locomotives, of which Agenoria was one, the other three being exported to the united States, one of which (the Stourbridge Lion) became the first steam locomotive to run in North America in August 1829; the Cromford & High Peak Railway; the Leicester & Swannington Railway; and the Stanhope & Tyne Railway. Honourable mentions include: the Bristol and Gloucestershire Railway; the Avon & Gloucestershire Railway; the Whitby & Pickering Railway; and the Bodmin & Wadebridge Railway.

Hayes then reflects on the gradual development of a national network of railways and a growing number of skilled railway engineers, [1: p206-225] before picking out one railway, the London & Greenwich Railway, which has a claim to have been the first commuter railway. [1: p226-229]. Hayes closes his book with a short look at the transfer of railway technology from the UK to the rest of the world. [1: p230-259].

Summary

In summary, Hayes book is, as the rear of the dust-jacket claims, “A highly illustrated and readable account of the earliest railways, from the first wooden-railed waggonways to the development of the railway network of the 1840s and beyond. During this period the modern railway engine was invented and refined; it rapidly outpaced the horse and developed into a swift and strong machine that changed the course of world history forever.” [1]

There are 700 maps and other illustrations and the story is brought to life by a lively narrative supported by well chosen photograph and railway ephemera.

The book is something of which its author can be justifiably proud. I thoroughly recommend it’s inclusion on the library of anyone interested in the development of the railways from their early beginnings. It is worth its cover price of £30.00, but if you can find it in good condition for around £10.00 second-hand, then jump at the opportunity to make a purchase!

References

Derek Hayes; The First Railways: Atlas of Early Railways; The Times, HarperCollins, Glasgow, 2017. [2]
https://www.amazon.co.uk/First-Railways-Derek-Hayes/dp/0008249482, accessed on 14th September 2023.

Derry History – The Harbour Tramways/Railways

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The ‘Modern Tramway’ Journal of September 1963 had a short article about the Harbour Tramways in Derry, written by J.H. Price. …

The 3-rail mixed gauge track of the dockside tramways in Derry. These were closed from 1st September 1962, © J.H. Price. [1: p315]

Friday 31st August, 1962, saw the closing of the dockside tramways of the Port and Harbour Commissioners in Derry. This was probably “a delayed outcome of the closing in 1957 of much of the hinterland railway system, which … diverted much traffic to Dublin, and since 1950 the rail traffic over the Commissioners lines has fallen from 200,000 tons to just over 10.000 tons per year. Now road transport is used for all traffic.” [1: p314]

The city of Derry was unusual in having four separate railway termini, two on each side of the River Foyle. On the western side was the Foyle Road, terminus of the Great Northern Railway’s 5ft 3jn gauge line to Omagh and Portadown, separated by nearly two miles of quays from the L&LSR’s 3 ft. gauge terminus at the Graving Dock. Across the river on the eastern shore was the Waterside terminus of the Ulster Transport Authority (ex-NCC) main line to Coleraine and Belfast, and further south on the same side was Victoria Road station, the terminus of the 3ft gauge line to Strabane owned by the Ulster Transport Authority and worked for them by the County Donegal Railway.

The narrow gauge lines were closed in 1953 and 1954 respectively, but the broad gauge lines were still in use in 1963.

“To allow railway wagons to reach the town quays and the quayside warehouses, the … Port and Harbour Commissioners built from 1867 onwards a system of dock tramways worked initially by horses. Most of the lines were of three-rail mixed gauge. … In 1872 steam traction was introduced, with broad-gauge tank locomotives fitted with dual couplings so as to haul broad or narrow-gauge wagons; mixed gauge trains were not unusual.” [1: p314]

From about 1950 the Commissioners two latter-day locomotives (both 0-6-0 saddle tanks) were displaced by road tractors, but remained in their shed for another three years. Photographs of these two locomotives can be seen towards the end of this article.

“For a short time in the 1880 the Lough Swilly passenger trains ran over the dock tramways as far as the Middle Quay, but this ceased in 1888, and a link for passenger traffle was provided instead from 1897 onwards by the 4ft 8in gauge horse tramway of the City of Derry Tramway Company, replaced by motor buses in 1920.” [1: p314-315]

“Since part of the original scheme was to allow the railways of the eastern shore an access to the quays and warehouses on the western, or town, side, the layout included a railway across the lower deck of the Carlisle Bridge, and this was continued when the bridge was reconstructed as the Craigavon Bridge in 1933. The upper deck of the bridge carrie[d] a roadway and footpaths. Locomotives were not allowed on the bridge, and for many years the wagons were moved across by rope and capstan.” [1: p315]

The lower deck of the Craigavon Bridge in Derry showing one of the mixed gauge turntables, © J.H. Price. [1: p315]

The lower deck of the Craigavon Bridge in 2023. [Google Streetview, April 2023]

This installation included two of Ireland’s few mixed-gauge turntables (the others were at Strabane, Larne Harbour and Carnlough), and to ensure that the narrow-gauge wagons were balanced correctly on the turntables, the 3 ft. gauge track was brought to the centre of the broad gauge instead of remaining at one side.

Price commented that the whole layout was distinctly unusual. He considered it likely (in 1963) that some portions of the trackwork would remain in place for years to come.

Craigavon Bridge was designed by the City Architect, Matthew A Robinson. Construction began in the late 1920s and was finished in 1933. As we have noted, the lower deck of the bridge originally carried a railway line for freight wagons, but that was replaced by a road in 1968. At each end, a silhouetted mural of a railway station stands to mark the former railway. [2]

The Port and Harbour Commissioners Tramways have been carefully mapped by Chris Amundson after study of all available sources. His work covers track layouts throughout the life of railways and tramways in Derry. This is not the place to share large electronic files but his mapping can be found on the Irish Railway Modeller forum. His CAD map from the late 1940s can be found here. [3] Just a few extracts from that drawing. …….

This first extract shows the track layout close to Craigavon Bridge. The grey/black lines are those of the Port and Harbour Commissioners Tramways, the red lines are those of the County Donegal Railways Joint Committee. The turquoise blue lines are those of the Great Northern Railway (Ireland). It is worth noting the two wagon turntables, each of which sits at one end of the bridge, © Chris Amundson. [3]

Craigavon Bridge in 1949, as seen in a Britain from Above Aerial Image (XAW027082) © Historic England. [13]

A general aerial view of the quays at Derry with the centre of the city close alongside. The light roofed building adjacent to the ship at Prince’s Quay. Further to the North are the transshipment sheds opposite the Guildhall sitting between Prince’s Quay and Queen’s Quay. [11]

Abercorn Quay and the GNR(I) Foyle Road station with covered wagons sitting on the Port and Harbour Commissioners’ rails, on an extract from photograph XAW027081, © Historic England. [12]

This extract from photograph XAW027081 overlaps with the one above and also shows Abercorn Quay, © Historic England. [12]

Open wagons sit on the Port and Harbour Commissioners’ rails at the South end of Prince’s Quay on an extract from photograph XAW027081, © Historic England. [12]

The transshipment shed on the quayside between Prince’s and Queen’s Quays. The Guildhall is just off the extract on the left. This extract is also taken from photograph XAW027081, © Historic England. [12]

The Port and Harbour Commissioners Tramways ran along the City side (West side) of the River Foyle. This extract shows Abercorn Quay and Prince’s Quay, © Chris Amundson. [3]

This extract shows Queen’s Quay and includes the location of the Port and Harbour Commissioners Tramways Loco. Shed, © Chris Amundson. [3]

This photograph looks North from Prince’s Quay. The 2 cranes are unloading coal at Berths 12 and 13. Astern of the ship (Kelly’s ‘Ballyedward’) in the foreground are the Liverpool and Heysham berths and their transshipment sheds. The Guildhall is hidden by the buildings on the left. The large building to the left of the tip of the righthand crane is McCorkells grain store. The new City Hotel and Quayside are now on that site. The boat behind the ‘Ballyedward’ on the right is the Belfast SSCo’s ‘Ulster Drover’ which carried cattle to Glasgow until about 1958. Scrapped in 1959. This photograph was shared on the Derry of the Past Facebook Page on 22nd January 2017. [14]

The quay, before the 1890s as the Guildhall has yet to be built. You can see Harbour House and Custom House in the image (the Guildhall would have been just behind the Harbour House). The platform in the foreground is the Lough Swilly Railway’s original Middle Quay Station. This image was shared to the Derry of the Past Facebook Page by Michael Burns & J Knox on 9th August 2016. [5]

A similar view in 2020. Harbour House and Custom House are visible in this photograph which was taken when the leaves were not on the trees. The Customs House is closest to the right side of the image. The Guildhall beyond Harbour House. [Google Streetview, December 2020.

This view looks South from alongside the Transit Shed. The balconied building on the right is the Guildhall. The dual-gauge track enabled wagons of both gauges to access the various warehouses and quays along the River Foyle. This image was shared on the Irish Railways Past and Present Facebook Group by John McKegney on 9th December 2020. [5]

The best that we can do using Google Streetview to replicate the older image above. The Guildhall is on the right of this view camouflaged by the bare trees of winter. The Christmas tree is probably siting over the place that the old tracks in the image above would have run. [Google Streetview, December 2020]

Looking South towards the Guildhall (the clock tower is clearly visible) from Queen’s Quay, probably sometime in the first decade of 20th century. The smaller vessel, nearest the photographer, is the Screw Steamer ‘Harrier’. Built in 1892, she was torpedoed in 1943 (by U-boat U181). The larger steamer, just beyond, is the Packet Steamer ‘Duke of York’. Built in 1894, she was renamed the ‘Peel Castle’ in 1911/1912, and pressed-into service as an Armoured Boarding Vessel during WWI, © Robert French, held in the Lawrence Photograph Collection of the National Library of Ireland. [15]

North of the Guildhall and the large transit shed but South of the Loco Shed there is a second transit shed shown on the mapping . This photograph was taken in the 1980s looking South from alongside that transit shed towards the crane tracks. The crane is sitting at the North end of the tracks. The image was shared on the Derry of the Past Facebook Page by Joseph Keys on 7th July 2020. [6]

A similar view in September 2009. [Google Streetview, September 2009]

This final extract shows the northern extent of the Port and Harbour Commissioners Tramways. The Loco. Shed can be seen bottom-left. McFarland Quay and the Graving Dock appear to the South of the L&LSR Graving Dock station. The L&LSR’s tracks are shown by the green lines, © Chris Amundson. [3]

To the North of the Goods Shed and just off the North edge of the extract above the L&LSR crossed the Strand Road at level on a shallow angle.

This photograph is taken looking North through the level-crossing on Strand Road. It shows the final train on the L&LSR, entering Graving Dock Station from the North, crossing Strand Road. The Crossing Gates emphasise the width of the road and the shallow angle of the crossing. [16]

This extract from the Ordnance Survey at the turn of the 20th century shows the Graving Dock, the L&LSR Station and the Strand Road crossing. The Port and Harbour Commission’s dual-gauge tramroad enters the extract from the South and terminates alongside Graving Dock Railway Station where a connection is made with the L&LSR sidings. Ownership of the tracks switched from the Commission to the L&LSR at the Southwest end of the Graving Dock.

The view North from the mouth of Duncreggan Road in 2022. The western kerb of Strand Road was under the location of the car parked on the grass verge close to the centre of the picture, perhaps under the location of the offside rear wheel. The level crossing gates were perhaps a short distance to the North of the same car. [Google Streetview, October 2022]

The next two images show the Port and Harbour Commission’s Locomotive 0-6-0ST No. 1 at work on the West side of the River Foyle. Both are embedded Getty Images.

Londonderry Port & Harbour 0-6-0ST No.1. Locomotive & General Railway Photographs. Ireland, 1933. — Locomotive 0-6-0ST No. 1 in 1933, (Photo by Science & Society Picture Library/SSPL/Getty Images). [7]

Londonderry Port & Harbour 0-6-0ST No. 1 — Locomotive 0-6-0ST No. 1 again, (Photo by Science & Society Picture Library/SSPL/Getty Images). [8]

Locomotive No. 1 again, this locomotive was built by Robert Stephenson & Co. (Works No 2738). It is on display in the Ulster Folk and Transport Museum at Cultra near Belfast. [9]

The Port and Harbour Commission’s Locomotive No. 3, ‘R.H. Smyth’. This locomotive is an Avonside Engineering Company locomotive, built in 1928, (Works No. 2021). Described as “generally similar to the B6 class 0-6-0 saddle tanks, but with a wheelbase of 9 feet and a gauge of 5 feet 3 inches”. The engine was designed to work on dual gauge track with both 5’3″ and 3′ gauge wagons, and had a pair of offset narrow gauge buffers. It was stood down from operational duties in 1959. By 1968 the engine had been out of use for several years and the Reverend L.H. Campbell decided to buy her to save her from the scrapyard. By February 1968 the engine was his, remaining for the time being in the Harbour Commissioners’ sheds. In 1972, the Reverend decided to pass the engine on to the Railway Preservation Society of Ireland so that it could be restored to working order. The handover officially took place on 1st May that year. It has an interesting history in preservation. [10]

No. 3’s story is taken up by the Railway Preservation Society of Ireland: “The little engine lay outside for many years until it became practical to overhaul her. She first steamed in preservation in summer 1977. For many years she served as yard shunting engine at Whitehead, and was a guinea pig for the inner firebox repair on No.85. Her public duties included train rides up and down the site at Whitehead, hauling early Easter Bunny and Santa trains before they became mainline trains. … In the summer of 2000 the loco was hired to contractors Henry Boot who were relaying the Bleach Green – Antrim line for NIR. A locomotive was needed to pull ballast hoppers, and as IÉ and NIR were not in a position to loan a locomotive, the RPSI was approached. The locomotive pulled over fifty thousand tons of stone from 18th June until 25th November 2000. On the latter date she returned to Whitehead and resumed her shunting duties. … By 2004 “R.H. Smyth” was in need of an overhaul, but didn’t seem likely to return to steam until the Guinness engine came out of traffic as steam shunting engine. Then the contractors relaying the Bleach Green – Whitehead line stepped in. They required an engine to haul ballast trains, just as Henry Boot had. The locomotive was given a thorough overhaul in double quick time, and was moved to Greenisland in early August 2005. After a busy five months ballasting, the engine returned home to Whitehead in December 2005. … From 2006 until 25th November 2012, when it returned to Whitehead, the engine was on loan to the Downpatrick and County Down Railway, although for the last couple of years of that stay, the locomotive was out of service awaiting a decision on boiler repairs. … In late 2019 the locomotive received a cosmetic overhaul and went on display in the Museum at the head of a mini goods train. The narrow gauge coupler has been reinstated.” [10]

References

J.H. Price; The Londonderry Harbour Tramways; in Modern Tramway and Light Railway Review, Volume 26, No. 309; Light Railway Transport League and Ian Allan Hampton Court, Surrey; September 1963, p314-315.
https://en.m.wikipedia.org/wiki/Craigavon_Bridge, accessed on 23rd August 2023.
https://irishrailwaymodeller.com/uploads/monthly_2023_08/_com.apple.Pasteboard.nBUrho.png.5793b7e2d13018c0cf5dab48c9af4431.png, accessed on 24th August 2023.
https://www.facebook.com/Derryofthepast/photos/a.1007190669332324/1210256352359087, accessed on 31st August 2023.
https://www.facebook.com/photo/?fbid=10157961821301219&set=gm.1848708821949134, accessed on 31st August 2023.
https://www.facebook.com/Derryofthepast/photos/a.1007190669332324/3528479063870126, accessed on 31st August 2023.
https://www.gettyimages.co.uk/detail/news-photo/londonderry-port-harbour-0-6-0st-no-1-locomotive-general-news-photo/102725492?adppopup=true, accessed on 31st August 2023.
https://www.gettyimages.co.uk/detail/news-photo/londonderry-port-harbour-0-6-0st-no-1-news-photo/102725493?adppopup=true, accessed on 31st August 2023.
https://preservedbritishsteamlocomotives.com/1-londonderry-port-and-harbour-commissioners-0-6-0st-robert-stephenson-co-works-no-2738, accessed on 31st August 2023.
https://www.steamtrainsireland.com/rpsi-collection/12/no3-rh-smyth, accessed on 31st August 2023.
https://www.foyleport.com/history, accessed on 2nd September 2023.
https://www.britainfromabove.org.uk/image/XAW027081, accessed on 2nd September 2023.
https://www.britainfromabove.org.uk/image/XAW027082, accessed on 2nd September 2023.
https://encrypted-tbn0.gstatic.com/images?q=tbn:ANd9GcR1FLJqvbOkkkChRaiNFNgSY3FWAMKYYHSyWg&usqp=CAU, accessed on 3rd September 2023.
https://flic.kr/p/267Co9D, accessed on 3rd September 2023.
https://www.derryjournal.com/lifestyle/travel/remembering-the-swilly-train-3330773, accessed on 10th September 2023.

The Purton Viaduct and the Purton Steam Carriage Road

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On the road between Purton and Etloe on the Northwest side of the Severn Estuary there is a railway viaduct. Seemingly it sits remote from any former railway. Although you might just be forgiven for thinking that it is a remnant of the Forest of Dean Central Railway, or even associated with the Severn & Wye Railway which ran close to, but to the South of, the hamlet of Purton.

The Severn Bridge Railway Station sat just to the South of Purton on the West Bank of the River Severn. [9]

Purton sits just to the North of the Severn Bridge Station on the Severn and Wye Railway. This map extract comes from the 25″ Ordnance Survey of 1901. [10]

It is, in fact, the main remnant of a planned railway/tramroad – the Purton Steam Carriage Road! It can be seen on the map extract below which shows the viaduct just to the North of the hamlet.

Purton Viaduct appears at the top-left corner of this map extract. The hamlet of Purton is bottom-left. Purton Pill is just below the centre of the extract. Historically, there was a ferry across the River Severn at this location. This map extract comes from the 1879 25″ Ordnance Survey. In 1879, a footpath can be seen following the approximate line of the proposed railway. [11]

The viaduct was built, circa. 1832, of red sandstone rubble with dressed voussoirs. It has 3 arches of diminishing heights, its main pier is wedge shaped, so that the viaduct is slightly angled. The tallest arch spans the road. The centre arch is damaged on the NE side. Its Southeast wall continues as retaining wall for some distance. Part of the parapet survives at the north west end.

The viaduct is of considerable historical and industrial archaeological interest: the Purton Steam Carriage Road was planned in 1830, just a few years after the Stockton and Darlington Railway first ran in 1825.

Sadly, it was never to carry the goods it was intended for, but it seems to have had considerable effect on local politics at the time, and on later railway enterprises in the area.

“The finance was to come from a prominent local Iron-master, Charles Mathias of Lamphey Court, Pembrokeshire. The viaduct is the most tangible surviving evidence for an industrial scheme which would have involved the first crossing of the Severn on a moveable bridge.” [1]

An arch of the Purton Viaduct, © John Winder and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0) [2]

The Purton Steam Carriage Road Company predated the Forest of Dean Central Railway and intended to build a line, 8 miles or so long, from a purpose-built dock at Purton Pill to the then-new Foxes Bridge Colliery in the Forest of Dean.

A scheme drafted earlier in the century was revived in 1830 and supported by a number of Forest industrialists. As we have already noted, “The promoter of the Parliamentary Bill, presented to Parliament in 1832, was one Charles Mathias, who was so confident of the Bill’s success that he purchased the required land and began construction of the line. Unfortunately, the Bill met strong opposition from the Commissioners of Woods, failed to make its second reading and was withdrawn. Mathias’ premature and misplaced enthusiasm had led to the construction of various bits of railway infrastructure.” [3]

The structures completed included:

All or part of Nibley Hill Tunnel near Blakeney (the portals are each marked as “old quarry” on the 1892-1914 OS 25″ map);
A cutting here and there; and
Purton Viaduct.

Another arch of the Purton Viaduct. The road is that between Purton and Etloe, © John Winder and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0) [3]

Purton Viaduct is Grade II Listed by Historic England. It is recognised as being of “considerable historical and industrial archaeological interest”, but is suffering from the vegetation which has almost hidden it from view in places! [3]

The viaduct is noted in Neil Parkhouse’s, “Forest of Dean Lines and the Severn Bridge” which is the second volume in Lightmoor Press’, “British Railway History in Colour” series. [6]

Another view of the Purton Viaduct, © John Winder and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0) [4]

Another view of the Purton Viaduct, this time from the early 1970s. It shows the viaduct relatively clear of vegetation after a team of volunteers, led by archaeologist David Bick spent time removing vegetation, © John Bayes and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0) Interestingly, John Bayes calls the tramroad /railway, the ‘Hayes Locomotive Tramway’.[5]

This picture of the Viaduct in 2016 appears in Grace’s Guide. [8]

North of the Viaduct, the line of the Purton Steam Carriage Road can be followed on older maps, as the map extract below shows.

Purton Viaduct appears in the bottom-right of this map extract and the route of the planned Purton Steam Carriage Road can be seen as the double-dotted track heading Northwest from the viaduct. This extract is from the 1879 25″ Ordnance Survey. [11]

The line of the proposed Carriage Road runs from bottom-right to top-left on this extract from the 25″ 1878/1879 Ordnance Survey. [12]

The line of the proposed Carriage Road runs from the bottom-right towards the top-left on this extract from the 25″ 1878/1879 Ordnance Survey. Approximately at the centre of the extract the Ordnance Survey chose to name the made-made defile at Lanesbrookgreen as an Old Quarry. It is in fact the location of what was to be the Southern mouth of Nibley Hill Tunnel. [12]

This slightly out of focus extract from the 25″ Ordnance Survey of 1878/1879 shows both the North and South ends of Nibley Hill Tunnel marked as Old Quarries. The road running North-South adjacent to the line of the northerly length of Nibley Hill Tunnel and then crossing its line to the North of the proposed southern portal is now the A48. [12]

This composite image overlays modern satellite imagery over the 25″ Ordnance Survey from the turn of the 20th century. The defiles marking the proposed tunnel entrances can be made out at the top and bottom of this image. The A48 is easily made out. [14]

Nibley Hill Tunnel would have been 600 yards in length and would have taken the Purton Steam Carriage Road into the Forest of Dean close to the village of Blakeney.

The Purton Steam Carriage Road was one of two early proposed Tramroads in the Forest of Dean which were close to the line of what became the Forest of Dean Central Railway.

To the North was the proposed Moseley Green and Tilting Mill Tramroad which was intended to link the valley of Blackpool Brook with the outside world by connecting mines in the Moseley Green area with the Bullo Pull Tramroad. It was not pursued. Instead, in 1832, the Purton Steam Carriage Road was devised to access the Blackpool Brook valley. [13]

Its route North of Nibley Hill Tunnel is difficult to identify on the Ordnance Survey mapping of the late-19th and early-20th centuries.

References

https://historicengland.org.uk/images-books/photos/item/IOE01/06871/35, accessed on 9th September 2023.
https://www.geograph.org.uk/photo/6503314, accessed on 6th September 2023.
https://www.geograph.org.uk/photo/6503290, accessed on 6th September 2023.
https://www.geograph.org.uk/photo/6503302, accessed on 6th September 2023.
https://www.geograph.org.uk/photo/1284797, accessed on 6th September 2023.
The National Archive holds records associated with this proposed line which can be accessed at Kew. The relevant details can be found on the following links: https://discovery.nationalarchives.gov.uk/details/r/C7435267, accessed on 17th September 2021. https://discovery.nationalarchives.gov.uk/details/r/C7435264, accessed on 17th September 2021.
Further details are available on Grace’s Guide, https://www.gracesguide.co.uk/Purton_Steam_Carriage_Road, accessed on 17th September 2021.
https://www.gracesguide.co.uk/File:JD_Purton_2016_01.jpg, accessed on 17th September 2021.
https://en.wikipedia.org/w/index.php?curid=22482341#/media/File:The_Severn_Bridge_Sharpness_England.jpg, accessed on 9th September 2023.
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The Secret of Laxey Siding

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‘Modern Tramway’ in January 1964 carried an article by J.H. Price about the process involved in getting Snaefell rolling-stock to Derby Castle for maintenance. [1] The featured image for this article shows Snaefell Car No. 4 on the Mountain Railway in May 2005, © John Wornham and included here under a Creative Commons Licence, (CC BY-SA 2.0). [3]

In the early 1950s, Price tells us, “A considerable stir was caused in railway circles by the news that the Russian and Czech railways had introduced a service of through sleeping-cars between Prague and Moscow, overcoming the break of gauge at the Russian frontier. It appeared that the cars could be lifted on jacks, complete with their passengers, while the standard-gauge bogies were run out and replaced by others of the wider Russian gauge. This method was later extended to other routes, and the accompanying photograph, taken in 1957, shows the cars of the Moscow-Berlin Express raised up on electric jacks in the gauge-conversion yard at Brest-Litovsk, on the frontier of Russia and Poland. … Unknown to the Ministry of Communications of the U.S.S.R., something very similar has been going on quite unobtrusively here in these islands, not just in the last decade, but ever since 1933. The place is Laxey, Isle of Man, and the cause is the six-inch difference in gauge between the Manx Electric Railway’s Douglas-Ramsey line and the Snaefell Mountain Railway. The coastal tramway was constructed to the usual Manx gauge of 3 ft. 0 in., but on the Snaefell line this would not have left sufficient room for the centre rail and the gripper wheels and brake-gear, with the result that the mountain line uses a gauge of 3 ft. 6 in. instead.” [1: p19]

How the Russians do it! The bogie-changing installation at Brest, on the frontier of Russia and Poland. A description of this and of a newer method with sliding axle-sleeves was given in J. O. Slezak’s book ‘Breite Spur und Weite Strecken’, © J. H. Price. [1: p19]

Both the MER and the Snaefell lines “have always been under a common management, and in past years, repainting of Snaefell cars was carried out at the mountain line’s car shed by staff who travelled up each day from Derby Castle. Since Snaefell car shed at Laxey is narrow and rather dark, the work was mostly done out of doors, the car being run in and out of the shed each time it rained. After the 1933 fire at the other Laxey car shed had created a float of spare plate-frame bogies, the management decided to use a pair of these to bring Snaefell cars due for overhaul down to the principal Manx Electric workshops at Derby Castle, Douglas. Controller overhauls and motor repairs were already carried out at Douglas, and since 1933 work at Laxey has therefore been confined to routine maintenance, running repairs and truck overhauls.” [1: p19]

The result of this decision was that every now and again (once or twice a year) a Snaefell car had to be lifted off its 3 ft. 6 in. gauge trucks and mounted on 3 ft. gauge bogies to be towed down to Douglas, returning by the same means when its overhaul was completed. This operation was rarely seen by visitors to the Isle of Man as it took place out-of-season.

“The Snaefell 1963 operating season ended on Friday 13th September, and the moving operation started soon after eight o’clock next morning, when Snaefell car No. 4 was brought down from the car shed and run on to the dual-gauge siding. With it came a set of traversing-jacks, various tools, and the necessary wooden packing, kept in the Snaefell car-shed for this twice-yearly operation and any other less foreseeable. eventualities. Four … men then set to work … following a sequence which, like many other Manx Electric operations, is handed down from one generation to the next without ever having found its way into print.” [1: p22]

J.H. Price continues:

“First, the brake-gear and bogie-chains are disconnected, and the bow-collectors roped to the trolley-wire so that the pins can safely be removed, after which the collectors are untied again and lowered to the ground. Once this is done, no part of the car’s circuit can become ‘live’, and next the motor and field connections are broken at their terminals in the junction-boxes, which are housed under the seats and above the motor positions. The body is now merely resting on its two bogies, with no connection between them.

The next stage is to lift the car and exchange the 3 ft. 6 in. gauge bogies for others of 3 ft. 0 in. gauge. In the case of the Russian sleeping-cars mentioned earlier, the two gauges are concentric and the car. bodies need only a straight lift and lowering, but Laxey siding has three rails (not four), and the car body therefore has to be traversed laterally by three inches from the centre-line of the 3 ft. 6 in. gauge to the centre-line of the 3 ft. 0 in. To do this, the staff use a pair of special traversing-jacks with a screw-thread in the base that enables the load to be moved sideways; similar jacks are used by the Royal Engineers to re-rail locomotives, and were also used by them to place Newcastle tram No. 102 on rails at Beaulieu in March, 1959.

Considerations of safety make it preferable to keep one end of the car resting on a chocked bogie, so the Manx Electric use only one pair of jacks, tackling first one end of the car and then the other. First the Snaefell end of the car is lifted, and the 3 ft. 6 in. gauge bogie is pushed out; in this case, it was then towed up to the car shed by Snaefell car No. 1. Meanwhile, two men fetch a 3 ft-gauge plate-frame trailer bogie from Laxey Car Shed and push it by hand along the northbound running line to Laxey station, where it is shunted on to the three-rail siding and run in under the Snae- fell car. The body is then lowered to the horizontal, traversed to suit the centre of the 3 ft. gauge bogie, and landed on the bogie baseplate. A king-pin is then inserted, the loose retaining-chains are secured, and the jacks taken out and re- erected at the other end of the car.

Now comes the turn of the Laxey end (the two ends of the mountain cars are referred to as Laxey end and Snaefell end, not as No. 1 and No. 2, or uphill and down). The car body is raised again on the jacks, and the other Snaefell bogie pushed to the end of the siding. A second plate-frame trailer bogie is then brought up to a nearby position on the northbound Douglas-Ramsey road, derailed with pinch-bars, and manhandled across the tarmac on to the three-rail siding. Once re-railed, the bogie is then run in under the car end, which is lowered, traversed and secured in the same way as before. The Snaefell car is now ready for its trip to Douglas, and as soon as it has been towed away, another Snaefell car collects the remaining 3 ft. 6 in. gauge bogie and takes it up to the Snaefell car-shed, together with the ladder, tools, packing and jacks. [1: p22]

At the suggestion of ‘Modern Tramway’ a member of staff of the MER agreed to make a photographic record of the whole process. The images were then reproduced in ‘Modern Tramway’. The sequence of images appears below, starting with the Snaefell car No.4 being run into the three-rail siding.

In sequence, these four photos show part of the process of preparing Snaefell car No. 4 for its journey from Laxey to Douglas in September 1963. Notes on these photographs follow below, © A.R. Cannell: [1: p20]

Photograph 1: Snaefell No. 4 “is run on to the three-rail siding at Laxey Station; linesmen tie each bow collector to the trolley wire to take the strain off the mountings, then remove the pins from the spring bases, untie the bow and lower it to the ground.” [1: p20]

Photograph 2: “The car body is disconnected from the trucks (electrically and mechanically) and raised on jacks, and the first 3 ft. 6 in. gauge motor bogie pushed out and towed by another car to the Snaefell depot.” [1: p20]

Photograph 3: “A 3 ft. gauge plateframe trailer bogie is brought up by hand from Laxey Car Shed, ready to be placed beneath the mountain end of No. 4.” [1: p20]

Photograph 4: “The trailer bogie is run in under the car, and the body lowered and traversed sideways on to the bogie centre-plate, then secured by a king-pin and side chains.” [1: p20]

These four photos show the next stages in the process of preparing Snaefell car No. 4 for its journey from Laxey to Douglas in September 1963. Notes on these photographs follow below, © A.R. Cannell: [1: p21]

Photograph 5: The traversing jacks are re-erected at the other end of the car, the body lifted off the second motor bogie which is then pushed on to the end of the three-rail siding.

Photograph 6: A second plate-frame trailer bogie brought up on to the running line, derailed with crow-bars, and pushed across the tarmac to the three-rail siding.

Photograph 7: The bogie is run in under the Laxey end of No. 4, and the body lowered, tra- versed and secured. The conversion from 3 ft. 6 in. gauge to 3 ft. gauge is now complete.

Photograph 8: MER. saloon No. 22 enters the transfer siding by the rarely-used 3 ft. gauge crossover and is coupled by bar and chain to Snaefell No.4, ready for the trip to Douglas.

With this work taking place on a Friday, Snaefell car No. 4 was taken to Laxey car shed and then moved on Monday 16th September to Douglas.

These three photos show the move to Derby Castle Station in Douglas. The first photo shows MER car No. 22 taking Snaefell car No. 4 across Laxey Viaduct to Laxey Car Shed. The second photo shows the two cars arriving at Douglas Castle Station, and the third shows No. 22 shunting No. 4 into the workshops for overhaul and repainting, © A.R. Cannell. [1: p23]

Snaefell Car No. 4 was built in 1895 as the fourth of a batch of 6 cars and arrived at Laxey in the spring of 1895. MER’s website tells us that, “Power for the Car was by Bow Collectors with Mather and Platt electrical equipment, trucks and controllers, and Braking using the Fell Rail system. As new, the cars were delivered without glazed windows and clerestories. Both were fitted in Spring 1896 (following complaints of wind, as the original canvas roller blinds did not offer much protection).” [2]

“Car No.4 was one of two Snaefell Cars (Car No.2 the other) to carry the Nationalised Green livery, applied from 1958. No.4 became the last car/trailer in the MER/SMR fleets to carry the scheme, it being moved to Derby Castle Car Sheds for repaint and overhaul during September 1963.” [2]

Car No. 4’s last trip on the MER for overhaul was during Winter 1993, moving back by Spring 1995. After this all maintenance on Car No. 4 was undertaken at Laxey. Laxey was significantly remodelled in 2014. The dual-gauge siding is no longer used and in the remodelling a token 3-raol length was included for effect.

References

J.H. Price; The Secret of Laxey Siding; in the Modern Tramway and Light Railway Review, Volume 27, No. 313; Light Railway Transport League and Ian Allan, Hampton Court Surrey, January 1964, p19-23.
https://manxelectricrailway.co.uk/snaefell/stocklist/motors/snaefell-no-4, accessed on 30th August 2023.
https://www.geograph.org.uk/photo/31454, a ceased on 30th August 2023.

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