Early Tramroads near Telford – Part 8 – Malinslee Part 4 – the East side of Malinslee in the vicinity of the later Coalport (LNWR) and Stirchley (GWR) Branches

The area covered by this article is the area on the East side of Savage & Smith’s tracing [1: p164] and is as shown in the adjacent extract.

They included the line of the Coalport Branch on their plan (the continuous thin black line with circular dots). The Stirchley Branch was a little to the East of the Coalport Branch. It ran down past the Randlay Brickworks towards Old Park Ironworks which were South of the bottom end of Randlay Pool. Savage & Smith grouped the two ironworks in the vicinity under one title of ‘Stirchley Furnaces’.

It should be noted that the Shropshire Canal pre-dated the Coalport Branch but was on very much the same line as the railway. Small deviations in the alignment remain visible in the 21st century, particularly the length close to Hinkshay Pools and that close to Wharf and Lodge Collieries.

Tramroads on the remainder of the tracing [1:p164] are covered in previous articles, particularly those noted below.

The tramways alongside first the old Shropshire Canal and the later LNWR Coalport Branch were not all operational at the same time. However, Savage and Smith were highly confident of the routes of most of these tramways. Only a few lengths are shown as dotted on these plans. The solid red lines are those which they could locate relatively precisely.

As can be seen on these drawings, the lines associated with the Shropshire Canal Coalport Branch and the later LNWR Coalport Branch railway are shown as solid red. The lines shown with the longer red dashes are translated from the 1836 Shropshire Railway Map. The scale of that map is relatively small – just ½” to a mile. The shorter red dashes denote lines as drawn on the 1833 1” Ordnance Survey. Enlarging from both of these maps leaves room for discrepancies to be introduced.

Savage and Smith highlight many of these lines on a 1″ to the mile map representing tramway additions between 1851 – 1860. During that decade their 1″ plan shows the Shropshire Canal as active to the North of Stirchley but without a northern outlet to the wider canal network. At the southern end of the active canal, the Lightmoor branch to the South of Dawley Magna suggests that much of the movement of goods on the canal was related to the Lightmoor Ironworks and the Lightmoor Brick and Tile Works. Unless there was only local movements during this period, perhaps associated with the Priorslee Furnaces and any other works in that immediate area.

Tramway/Tramroad changes in the 1850s. [1: p95]
An enlarged extract from Savage & Smith’s 1″ to a mile plan of the Malinslee area (1851-1860), showing some of the tramroad routes alongside the Shropshire Canal. [1: p95]
The Ordnance Survey of 1881/1882 published in 1888. The lettered locations match those on the Savage & Smith extract above. Further details are provided below. [2]

Savage & Smith provide notes about the Tramways/Tramroads close to the line of the LNWR Coalport Branch (and the Shropshire Canal Coalport Branch). They comment: “By 1856, there is a considerable amount of industry along the canal from Hinkshay to Shedshill. The upper reservoir at Hinkshay had appeared before 1833, but the site of the lower reservoir was in 1856 just a small canal basin with a line running to it probably from Langleyfield Colliery. A line from Jerry Furnaces to the ironworks at the rear of New Row crosses it at right angles and a common type and gauge of rail cannot be assumed. This second railway from Jerry Furnaces reverses and continues in to Stirchley Furnaces. … To the north of Stirchley Furnaces the line runs on the west side of the canal on the towpath. There is a branch near Stone Row, perhaps to pits; to Randley Brickworks and perhaps to pits to the north of the brick- works; to Wharf Colliery and Lodge Colliery; past Dark Lane Foundry; to old Darklane Colliery and Lawn Colliery with a branch to old Darklane Brickworks. After a reverse the line carries on to Dudleyhill Colliery and Hollinswood Ironworks ” [6: p166]

The tramroads marked are:

  • A: Tramroads in the immediate area of Stirchley Ironworks.
  • B: A line to the North of Stirchley Ironworks on the West side of the Canal, on or alongside the towpath.
  • C: a branch near Stone Row which probably extended further than shown by Savage & Smith to Wood Colliery to the Northwest of Stone Row.
  • D: a looped branch probably serving Wharf Colliery, Darklane Foundry, Lodge Colliery, Little Darklane Colliery and Lawn Colliery.
  • E: a short branch to pit heads to the Southwest of Randlay Brickworks, perhaps also serving the Brickworks.
  • F: Tramways around Old Darklane Colliery.
  • G: a short branch serving the Brickworks at Hollinswood.
Another enlarged extract from Savage & Smith’s 1″ to a mile plan of the Malinslee area (1851-1860), showing their remaining tramroad routes close to the Shropshire Canal. The red letters match those on the 6″ Ordnance Survey plan immediately below [1: p95]
An extract from the 1881/1882 Ordnance Survey published in 1888. The redlines drawn on the extract match those drawn by Savage & Smith on their plan above. In the period from 1855 through to 1880 the profile of theland in this vicinity was markedly altered by the construction of the railways shown on the map. Lines to A, B, C and D have all gone by 1881. The line to E connects with the line running East-southeast from Priorslee Furnaces and shown on plans below. [2]

By the 1860s, Savage & Smith show that the Shropshire Canal was no longer in use. Between the 1870s and the turn of the 20th century, some further minor additions to the network in the immediate are of Stirchley and just to the South of Oakengates associated with the Priorslee furnaces can be seen on their 1″ to the mile

Tramway/Tramroad changes between 1876 and 1900. [1: p99]

The later changes to the tramroad/tramway network relate partly to the coming, in 1861, of the Standard-Gauge LNWR railway branch to Coalport. Stirchley and Jerry Furnaces – on the 1876-1900 map, have tramroad links to the railway.

The tramroad/tramway network changes to permit access to the LNWR line close to Stirchley. The locations marked with red letters match those on the OS map extract below. [1: p99]
The Ordnance Survey of 1881/1882 published in 1888. The lettered locations match those on the Savage & Smith extract above. [2]
  • A: Langley Fields Brickworks, at on e time this line extended Northwest towards St. Leonard’s, Malinslee to serve Little Eyton Colliery.
  • B: Langleyfield Colliery.
  • C: Jerry Ironworks – serve by two different lengths of tramroad, one at high level and one at low level.
  • D: A connection which crossed the old Shropshire Canal to a wharf running alongside the LNWR Branch.
  • E: a line connecting Stirchley and Oldpark Ironworks to the network and so providing access to the wharf at D.
  • F: access to an ironworks to the Northwest of Hinkshay Row.
  • G: A line which curved round the West side of Hinkshay Pools to provide access to another length of wharf alongside the LNWR branch close to Dawley & Stirchley Railway Station. This is not shown on the plan drawn by Savage & Smith.

The lines noted above were all walked when I was looking at the immediate area for an earlier article (https://rogerfarnworth.com/2022/06/15/ancient-tramroads-near-telford-part-4-malinslee-part-1).

The other changes between 1876 and 1900 relate to Priorslee, where tramroads are shown to the Southeast of Priorslee Furnaces. The 6” Ordnance Survey of 1903 shows the bottom arm at this location linking Darklane Colliery to the Furnaces. The upper arm is shown on the 6” Ordnance Survey of 1885 as serving a colliery adjacent to the Lion Inn. The tramroad link to the colliery is not shown on the later survey.

The tramroad/tramway network changes associated with Priorslee Furnaces. The locations marked with red letters match those on the Ordnance Survey extract below. [1: p99]
The 1880/1882 Ordnance Survey published in 1885 showing the Oakengates/Priorslee area. The locations marked by red letters match those highlighted on the Savage & Smith extract above. [3]
  • A: Priorslee Furnaces.
  • B: Darklane Colliery.
  • C & D: tramroads serving a colliery adjacent to the Lion Inn..
  • E: the tramroad access from Priorslee Furnaces.

Telford in the 21st century

The area covered by these maps has been dramatically altered by the construction of Telford Town Centre. The centre of Telford sits directly over the area covered by this article. This is demonstrated by the side-by-side image provided below. 21st century satellite imagery is set alongside the 1901 Ordnance Survey.

The National Library of Scotland provides a version of its mapping software that allows two different images to be placed side by side and geographically related to each other. The image on the right covers the same area as that on the left. [4]

There is nothing to be gained by attempting to walk most of the routes covered in this article. However, some limited areas can still be seen (topographically) roughly as they were. That is true of the Priorslee area, Northeast of the town centre and the area North from Stirchley to the North end of Randlay Pool. Most of the second of these two areas is the subject of earlier articles (https://rogerfarnworth.com/2022/06/15/ancient-tramroads-near-telford-part-4-malinslee-part-1, https://rogerfarnworth.com/2022/06/24/ancient-tramroads-near-telford-part-6-malinslee-part-2-jerry-rails, and https://rogerfarnworth.com/2022/08/11/ancient-tramroads-near-telford-part-7-malinslee-part-3). The remainder of this article focusses on the area around Priorslee Furnaces. (NB: these tramroads really fall into another series but we will pick them up again when we look at the area around Oakengates and Priorslee)

The area around Priorslee Furnaces in 1901 and in the 21st century. By 1901 the Furnaces made use of the Mineral railway to their Southside rather than access to the tramroad along Holyhead Road. On the 1901 mapping the tramroad link into the works ahs been cut. This suggests that the line along Holyhead Road was probably no longer active by 1901. [5]
Facing Northwest along Holyhead Road in June 2022. The access road from the A442 Queensway is ahead on the left. The old tramroad would have run roughly where the footpath is on the left. [Google Streetview]
Turning through 180 degrees and now looking Southeast, the tramroad was on the south side of the road. [Google Streetview, June 2022]
A little further to the Southeast and the tramroad was still alongside Holyhead Road (B5061). [Google Streetview, June 2022]
we are now running alongside the site of what were Priorslee Furnaces. There was a tramroad access from the site to the tramroad running alongside Holyhead Road. [Google Streetview, June 2022]
Further Southeast the tramroad continued to follow the verge of Holyhead Road. [Google Streetview, June 2022]
East of Priorslee Furnaces the tramroad ran on the South side of Holyhead Road. A branch headed South towards Darklane Colliery. The ‘mainline’ only contiued a short distance further East. [6]
Further Southeast and now approaching the modern roundabout shown on the side-by-side image from the NLS above. [Google Streetview, June 2022]
Looking Southeast across the roundabout towards Shiffnal Road. The tramroad alignment remains on the south side of the road. [Google Streetview, June 2022]
On the other side of the roundabout and now on Shiffnal Road. The tramroad ‘mainline continues Southeast toward Stafford Colliery, the branch heads towards Darklane Colliery and, as it is under modern buildings cannot be followed on the North side of theM54. Photos of the area it travelled on the South side of the M% can be found further below [Google Streetview, June 2022]
Both the Darklane branch and the ‘Mainline’ terminate in these images. The DarkLane route cannot easily be found on site, apart from the approximate location of what would have been its at-level crossing of what was once a road and is now a footpath. That to the Stafford Colliery near the Red Lion Pub can still be followed! [7]
For a short distance further the tramroad remained alongside the old road before turning sharply to the South along what is now a footpath and cycleway. [Google Streetview, June 2022]
Looking South from Shiffnal Road along the footpath/cycleway which follows the route of the old tramroad to Stafford Colliery. [Google Streetview, June 2022]
Looking South from a point 100 metres or so along the footpath/cycleway which follows the route of the old tramroad to Stafford Colliery. [My photograph, 2nd February 2023]
The approximate limit of the tramroad heading South. [My photograph, 2nd February 2023]
This view from the Eastbound carriageway of the M54 shows the footbridge which carries the path that followed the line of tramroad. The Stafford Colliery was on the North side of what is now the motorway. Somewhere close to the top of the motorway cutting is the location of two tramroad arms which ran approximately East-West serving the Stafford Colliery site. [Google Streetview, November 2022]
Looking North along the line of the footbridge which crosses the M54. Shiffnal Road is ahead beyond the site of the old Stafford Colliery. The redlines are indicative of the tramroads serving the colliery. [Google Streetview, March 2021]

The tramway/tramroad route which led to Darklane Colliery crossed the line of the M54 a short distance to the West of the modern footbridge.

Looking North across the M54, on the approximate line of the old tramroad/tramway. [My photograph, 2nd February 2023]
Looking approximately in a northerly direction. The old tramway ran approximately as shown by the red line. [My photograph, 2nd February 2023]
Turning through around135 degrees to the East this is the view along the line of the tramway/tramroad. The alignment is roughly as shown by the red line. [My photograph, 2nd February 2023]
The tramroad ran on a line which now runs from the rear of Syer House towards the Volkswagen dealership on Stafford Park 1. It would have passed the spoil heaps from Darklane Colliery as it did so. Darklane Colliery straddled the line of Stafford Park 1.
Sketch of the old tramroad route on the modern ‘Street Map’ of the immediate area. [8]
The footbridge over Stafford Park 1 sits over the site of Darklane Colliery. [My photograph, 2nd February 2023]
Looking East along Stafford Park 1 which is spanned by a modern footbridge. The photograph is taken from within the site of Darklane Colliery. [My photo, 2nd February 2023]
Two views looking South over the site of Darklane Colliery from the footbridge spanning Stafford Park 1. [My photo, 2nd February 2023]
This final photograph looks North along the footpath/cycleway and shows the approximate route of the tramway/tramroad which terminated a short distance to the East of the modern footpath. [My photograph, 2nd February 2023]

References

  1. R.F. Savage & L.D.W. Smith; The Waggon-ways and Plateways of East Shropshire; Birmingham School of Architecture, 1965. Original document is held by the Archive Office of the Ironbridge Gorge Museum Trust.
  2. https://maps.nls.uk/view/101594470, accessed on 1st February 2023.
  3. https://maps.nls.uk/view/101594308, accessed on 1st February 2023.
  4. https://maps.nls.uk/geo/explore/side-by-side/#zoom=15.0&lat=52.67809&lon=-2.44688&layers=6&right=ESRIWorld, accessed on 1st February 2023.
  5. https://maps.nls.uk/geo/explore/side-by-side/#zoom=17.0&lat=52.68634&lon=-2.44238&layers=6&right=ESRIWorld, accessed on 1st February 2023.
  6. https://maps.nls.uk/geo/explore/side-by-side/#zoom=17.0&lat=52.68432&lon=-2.43633&layers=6&right=ESRIWorld, accessed on 1st February 2023.
  7. https://maps.nls.uk/geo/explore/side-by-side/#zoom=17.0&lat=52.68130&lon=-2.43190&layers=6&right=ESRIWorld, accessed on 1st February 2023.
  8. https://streetmap.co.uk/map?x=505180&y=249173&z=0, accessed on 2nd February 2023.

The Penrhyn Quarry Railway – Part 2

This is the second article about the tramroad and railways which served Penrhyn Quarries. The first provided a short history of the line and then followed the tramroad which was first used to replaced pack horses carrying slate and other goods between the quarries and Porth Penrhyn. That article can be found at:

https://rogerfarnworth.com/2022/12/29/the-penrhyn-railway-part-1

The featured image at the top of this second article about the Penrhyn Quarry railways comes from the camera of K.H. Cribb and is included here with the kind permission of his son Russ Cribb.

The first picture is an embedded link to a photograph on Ernie’s Railway Archive on Flickr and is general view of Porth Penrhyn looking South towards the port headquarters.

Ind 1955-CA Port Penrhyn, Bangor, Penrhyn railway.
Porth Penrhyn in 1955, showing both loaded and unloaded slate wagons, and at least one workmen’s coach, © Copyright Ernie’s Railway Archive and embedded here with their kind permission. [43]

The second image shows the port headquarters in 1961, a few years before final closure of the line. The photograph appears to have been taken from the bridge over the line and looks North into the port area.

The headquarters building at Port Penrhyn, Bangor, and part of the quay photographed in August 1961. The last narrow gauge train to carry slates ran on 28th June 1964. The Penrhyn quarry route is now a public path. [41]
R0708  BLANCHE Port Penrhyn Aug1961
Hunslet 0-4-0ST ‘Blanche’ at Porth Penrhyn preparing to depart South to the Quarry in August 1961, © Copyright Ron Fisher and used by kind permission of the photographer. [44]

The Penrhyn Quarry Railway (PQR) left Porth Penrhyn running alongside a standard-gauge LNWR branch which also served the port and linked it with the national rail network.

In this picture ‘Linda’ one of the PQR steam locomotives passes under the estate road bridge at South side of the port facilities. The standard-gauge line is visible alongside the narrow-gauge lines. The PQR had parallel tracks here which required a wider arch. The arch seems to match the standard-gauge one for size. The port gates are closed on the standard-gauge line. [1]
‘Blanche’ running light engine just outside Porth Penrhyn. The bridge in the background is the same as that in the picture above, © James King and used by kind permission of the photographer. The image was shared on the Narrow Gauge Enthusiasts Facebook Group by James King in a comment made about a post by Mark Temple on 22nd July 2018. [32]

The older tramroad occupied the same formation area as the two later lines of the PQR. The standard-gauge line was built while the horse-drawn tramroad was operating.

The PQR and the standard-gauge line ran in close proximity for some distance after leaving the port. Both used the same bridges over the Afon Cegin.

Loaded slate wagons being hauled by ‘Blanche’ between Penrhyn Quarries and Porth Penrhyn in the 1920s. The train is close to the bridge at the entrance to the port. This image was shared on the History of Bangor Facebook Group by Margaret Lewis on 17th February 2018. [31]
Blanche leaves Port Penrhyn in August 1953, and will soon pass under the A5. The rail tracks were bought by Festiniog Railway in 1965, and relaid, mostly above Tan-y-Bwlch, © Copyright North Wales Live. [41]
Looking back towards Porth Penrhyn along the old tramroad viaduct with the more modern bridge to the East of it, © Daniel Richard Goodman, 2015. [2] The bridge carrying the PQR and the standard-gauge is a critical part of the Lon Las Ogwen cycle-route. It is of steel spans of 46ft 6in, 53ft and 43ft. The girders are 4ft 2in deep and they are carried on 5ft stone piers giving an average clearance above the river of 10ft. The width is 24ft 6in and the track over the bridge is essentially level. The gradient being only 1 in 580. [29: p61]
The girder bridge when in use as a railway bridge, also taken looking towards Porth Penrhyn, © Eric Foulkes. [3]

The two railways ran on different gradients after a second crossing of the Cegin. The next photograph shows the two lines passing under the old A5. As illustrated, the Shrewsbury to Holyhead road (A5) crossed the PQR and the standard-gauge line. Each line had its own bore in a tall stone embankment. “The Penrhyn bore being 36ft long and of its basic loading gauge Viz. 15ft wide and 11ft 10in. height from rail to top of arch with 7ft horizontal clearance at the foot of the walls.” [29: p60]

The A5 road passed over the top of the two lines. The level difference between the two lines is now obvious. This image was included in the Railway Magazine of October 1961, © J.M. Dunn.

The old structure shown above was later replaced by a more modern structure spanning only the PQR, as shown below. The structure now carries the A5 over the Lon Las Ogwen cycle-route.

Looking Southwest towards the modern Llandudno Road (A5) bridge spanning the cycleway which follows the route of the old Railway. At this point the old Railway alignment is also part of the Coastal Path, © Copyright Ian S and licenced for reuse under the Creative Commons Attribution-ShareAlike 2.0 Generic Licence (CC BY-SA 2.0) [39]

After passing under the A5, the LNWR line rose to join the main Chester to Holyhead line west of Llandygai tunnel. The PQR ran on its own course as it travelled on from the A5 at Maesgierchen.

The Penrhyn Quarry Railway opened in 1879. Its route is shown as a red line, this map is rendered with Maperitive, text and integration: Pechristener Wales in United Kingdom.svg: TUBS United Kingdom location map.svg: NordNordWest • CC BY 3.0. [4]
The routes of three railways can be seen on this extract from the 6″ OS Maps from around the turn of the 20th century. It shows the area South of the A5 road bridge referred to above. On the right of the image, running South from the Incline Cottage at the top of the extract, field boundaries define the alignment of the old Tramroad. To the West of the A5, which runs down the centre of the extract, are two lines which were in use when the survey was undertaken. Running closest to the A5 is the be LNWR standard-gauge branch. The narrow-gauge Penrhyn Quarry Railway is to the West of the standard-gauge line and follows the East bank of the Afon Cegin. [5]
The same area as shown on the OS 6″ Map above. The alignment of the old tramroad is illustrated by the red line. The newer narrow-gauge railway is shown light-blue. Parallel and immediately adjacent to the East of the Penrhyn Quarry Railway was the standard-gauge LNWR line. The two lines began to separate to the Southwest of the A5 road. The approximate alignment of the standard-gauge line is shown in purple. The A5 runs down the centre of the image. [5]

The old tramroad is covered in the first article in this short series:

The Penrhyn Quarry Railway – Part 1

This article follows the Penrhyn Quarry Railway which was operational from the 1870s. Motive power was given some consideration in the earlier article.

In this extract from the 6″ Ordnance Survey from the turn of the 20th century we see the two routes diverging on their way South. [6]
Approximately the same area as appears in the 6″ Ordnance Survey above but focussing on the PQR. Shown, this time, on the RailMapOnline satellite imagery. The route of the Penrhyn Quarry Railway is shown in pink. [7]

At a gradient of 1 in 209 the PQR left the Nant Maes-y-Geirchen gorge crossed the occupation crossing to Felin-Esgob and approached the fine spectacle of the Chester & Holyhead Railway’s Cegin Viaduct.

The PQR runs roughly North to South across this extract on the East bank of the Afon Cegin. The mainline along the North coast of Wales crosses the map from West to East at high level, crossing the Afon Cegin on a viaduct. at Bethesda Junction a LNWR branch-line curved away to the South. Initially the PQR and the Bethesda Branch ran in parallel up the valley of the Cegin. [8]
This is the same area as on the 6″ Ordnance Survey above. The PQR is shown in pink and the LNWR branch and mainline are shown in purple. The Cegin Viaduct appears in the picture below. [7]
The Cegin Viaduct which carries the mainline over the Afon Cegin. The PQR formation was used for the footpath/cycle-track visible on the valley floor, © Copyright Meirion and licensed for reuse under a Creative Commons Licence – Attribution-ShareAlike 2.0 Generic (CC BY-SA 2.0). [18]

The Cegin Viaducthas seven semi-circular arches each of 35ft span – it has masonry piers but the stone arches are faced in brick (Ref: Public Record Office, M.T. 27/49.).” [29: p60]

As an aside, The Bethesda Branch which runs along a similar route to the PQR was a 4.25mile (6.8 km) line between Bangor and Bethesda in Gwynedd, North Wales. Its primary purpose was to bring quarried slate down to the main line for onward transport. It existed in competition with the private PQR. It opened in July 1884, and a local passenger service was run as well as trains for the mineral traffic.

Competition with the PQR was healthy and the two lines managed to co-exist until increasing road competition led to the cessation of ordinary passenger services on the branch in 1951; goods traffic and occasional passenger excursion journeys kept the line going until its complete closure in October 1963. [19]

Wikipedia tells us that the line climbed all the way from the main line, rising for much of the way at 1 in 40. Major features on the branch included the Ogwen Viaduct and the Tregarth Tunnel which was 279yards (255metres) long. Apart from the terminus at Bethesda, there were two intermediate stations on the route – at Felin Hen and at Tregarth. [19]

The Bethesda Branch formation now provides a cycle and walking route to Bethesda from Porth Penrhyn – known as the Ogwen Trail, part of the Sustrans 82 cycle-route.

Continuing to look at the Penrhyn Quarry Railway …. we head South from the Cegin Viaduct.

Looking South along the route of the PQR, through one of the arches of the Cegin Viaduct, © Copyright Toxteth O’Grady. [Google Streetview, 2022]
A short distance further down the PQR, © Copyright Nigel Williams and licensed for reuse under aCreative Commons Licence (CC BY-SA 2.0). [20]
A little further along the line of the PQR, © Copyright Eric Jones and licensed for reuse under a Creative Commons Licence. (CC BY-SA 2.0). [21]

At about 70ft above sea-level, there was a halt for the Workmen’s Train adjacent to Lon Cefn Ty. The bridge here (once just a footbridge) carried the road over the PQR. To the West of the bridge, the Lon Cefn Ty crossed the Afon Cegin by means of a ford (with a footbridge for pedestrians) and then passed under the Bethesda Branch which was on a steep falling grade from its junction with the mainline just to the East of Bangor Tunnel.

The PQR and the Bethesda Branch of the LNWR continue South down the Cegin valley in these two successive extracts from the 6″ Ordnance Survey. [9 & 10]
The same area as covered by the two extracts from the 6″ Ordnance Survey above. [7]
The view South along the line of the PQR as it approaches Lon Cefn Ty. The PQR passed under the road, as does the modern cycle-route. The road is shown at the top of the satellite image above. Interestingly, to the West of this location the road crosses the Afon Cegin by means of a ford and then under a girder bridge which used to carry the Bethesda branch, © Copyright Toxteth O’Grady. [Google Streetview, 2022]
Looking back North along the PQR at the arch bridge under Lon Cefn Ty. [23]
South of Lon Cefn Ty on the line of the PQR, © Copyright Eric Jones and licensed for reuse under a Creative Commons Licence. (CC BY-SA 2.0). [22]
The two lines continue to run parallel to each other passing Coed-Howel Mill. The LNWR branch then crosses the Afon Cegin and the Mill Race on a gently curving viaduct and drifts closer to the PQR. [11]

The PQR left the East side of the Afon Cegin and crossed the Glas-yn-Fryn embankment, passing Coed-Hywel-Uchaf Farm on its left then passed 15ft below the LNWR Bethesda Branch by means of an acutely-skewed bridge. Boyd tells us that the LNWR retrieved this bridge from another site and cut it down “to a 31ft span for re-use here; it formed a ‘tunnel’ almost 43 ft long for the narrow gauge and gave generous vertical clearance of 14 ft and 14 ft horizontal!” [29: p59]

‘Blanche’ leading a train of empty wagons up towards the Quarry on 5th September 1957. The exact location is not known, © Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
The LNWR branch is running at a higher level than the PQR and has no trouble crossing over it before running immediately alongside it to the East. [12]
Both lines are again highlighted in pink and purple on this matching extract from the satellite imagery on RailMapOnline. North of Glasinfryn, the A55 dual-carriageway disturbs the modern satellite image and cuts the old PQR line meaning that the cycle trail has to turn West and pass under the same bridge as the road South to Glasinfryn. From this point southwards the cycle-track leaves the PQR and follows the Bethesda branch formation. [7]
Looking East along the A55, the parapets of the road viaduct over the Afon Cegin, the cycle-route and an access road can picked out at the near side of each carriageway (to the left and right of the road). [Google Streetview]
The underpass by which the Glasinfryn road passes under the A55, seen from the North. [Google Streetview]
The same underpass seen from the Southwest. [Google Streetview]

As the satellite image above shows, to the South of the A55, the alignments of the PQR and the LNWR Bethesda branch converged and ran parallel to each other at different levels. Immediately South of the A55, the PQR formation ran across what is now an open field. before passing under the Bethesda branch. On the adjacent map extract, to the East of Glasinfryn. The Bethesda Branch is highlighted in purple and the PQR in pink.

If you follow the link below, you will see a superb picture, © R.K. Walton and held by Amgueddfa Cymru – the National Museum Wales. The photographer is sitting on a locaded slate wagon behind one of the PQR’s locomotives, Blanche or Linda, which was taking a loaded train down the PQR towards Porth Penrhyn in 1959, passing under the Bethesda Branch at this location. ….

https://museum.wales/collections/online/object/861fc496-8fba-3f06-b2ab-ad1a0fd3b59d

The Bethesda branch Felin-hen station was Immediately to the South of this point. It appears at the top of the 6″ Ordnance Survey map extract below. The PQR can be seen drifting away to the Southwest alongside the A4244 (Felin Hen Road).

The PQR runs in a large arc round to the East passed a Gravel Pit which had its own connection to the line. [13]
This satellite image covers the same area as the map extract above. [7]

The line curved to the right and then to the left left and crossed the Felin-Hen Road on a 17ft lattice ironwork span and the Felin-Hen stopping point before passing through a heavily wooded area in cutting.

The view along Felin Hen Road from the Northeast. The Bethesda Branch was carried over the Felin Hen Road on a girder bridge. The PQR ran alongside the road in a Southwesterly direction for a short distance before crossing the road at its junction with the B4409. [Google Streetview]
The route of the PQR crosses the Felin Hen Road at its junction with the B4409. [Google Streetview]

Continuing to curve to the left, trains passed a short siding alongside on the left which did not have a permanent connection to the PQR. This siding served “a small gravel pit and connection was made as required – and probably since 1881 – by a set of portable Spoon Points which were lifted off after use. On Mondays a wagon was manhandled down to here from Coed-y-Parc, pushed through the narrow curved cutting into the working and loaded up as required; output was small being only about 150 tons a year, with 1912-14 being the best period. An embarrassing accident occurred to the Up Workmen’s Train here one Monday morning, when, the Spoon Points having been inadvertently left in position, the train engine tried to enter the gravel pit and was derailed. The Engineer’s diary records the date, 3rd February, 1941, that the engine was CEGIN – an unusual choice – and that the train ‘Arrived Mill 10.30 a.m’.” [29: p59]

The PQR then continued to sweep round in a wide arc towards the East, gaining height as it travelled. Completing the curve to the left the PQR was then running West-northwest and to the North of Moel-y-ci Farm which is now, in the 21st century, the site of a Farm Shop (Blas Lon Las). The route of the PQR crosses the access road to the Farm Shop and gradually converges with the line of the Bethesda branch. There was an overbridge carrying the Moel-y-ci Farm lane.

Close to Tyddyn-sarn the two lines run parallel once again The PQR now being at high-level to the South of the cutting which accommodated the Bethesda Branch. [14]
‘Blanche’ with that train of empties on 5th September 1957, again, the location is uncertain, clues might be the slight curvature of the line and the housing in the top-left of the image, © Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
The same area as it appears on the satellite imagery from RailMapOnline. [7]

James Boyd says that along this section of the PQR there was a long (250 yard) loop together with a long siding on the North side. “trains passed each other on the right. Unusually, iron railings fenced the route here, whereas elsewhere the ubiquitous estate fence made of slabs stuck into the ground on edge and wired together near the top, was (and is) a feature of the district. [42][36: p58]

Clicking here will take you to an image of ‘Linda’ on a PQR main line up train a few years before closure in 1961 which includes the slate slab and wire fencing mentioned by Boyd. [40]

Until the reduction in trade made the running of but one train (from 4th May, 1928) sufficient to move stocks, trains passed here regularly. There was a water tank used by Up trains which stopped if required. … There was no signalling. The loop, Pandy (or sometimes Tyn-y-Lon) was an original stopping point for the Workmen’s Train and boasted one of the four Waiting Huts, but a stone throwing incident during the Great strike so displeased His Lordship that the stop was removed.” [36: p58-59]

The two railways may be running very close together on the map or satellite image but the vertical separation was significant with the LNWR line in deep cutting.

A little further to the East the PQR entered Tregarth alongside Shiloh Chapel. [15]
The same area as in the 6″ Ordnance Survey extract showing the approaches to Tregarth. The PQR (in pink) enters the village to the South of the large Chapel (Shiloh Chapel) and close to Waen-Y-Pandy. [7]
Blanche again, with the train of empties that we have already seen, on 5th September 1957. In February 2023, thanks to Robin Willis, I was able to confirm the location of this photograph in Tregarth, © Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
These notes and this drawing were sent to me by Robin Willis on 3rd February 2023. … He comments: “The location is difficult to identify as it has changed beyond recognition as much of the foliage has been cleared and the cutting infilled, but a row of cottages to the right of the picture, and out of sight, still exist.   
Fortunately, a friend of mine is an absolute mine of information about the railway and he has identified the location. A marked-up copy of the 1889 25″ OS map is attached. The photographer was standing on the bridge over the PQR in Tregarth where the B4409 road crossed the trackbed. To the extreme left of the photo can be seen a pair of double doors in a shed. These can be seen on Google Maps as the image is from 2009 but were recently demolished to make way for a new house.” [Email on 3rd February 2023]

Boyd comments that the Workmen’s Train Halt in Tregarth was behind Shiloh Chapel, it was “linked with the nearby road by footpath and wicket gate. No trains ever seemed actually to stand there, for it was sufficient for the Workmen’s rake to run slowly past as the men jumped on or off!” [36: p58]

It appears from the annotated map extract sent to me by Robin Willis, that the Workmen’s Halt was on the East side of the main road rather than behind Shiloh Chapel. Nonetheless the quote from Boyd remains apposite.

Looking from the South along the B4409 in Tregarth: the approximate line of the PQR is shown by the pink line. It passed under the road at this point. There is a footpath/cycleway at the right side of this image running away to the East which appears to be on the line of the old PQR. This is the Lon Las Ogwen and is shown on the next Streetview image below.  [Google Streetview]
The Lon Las Ogwen again at the point where the PQR crossed under the main street in Tregarth. At the rear of the gardens of the adjoining properties, the Lon Las Ogwen bears left, heading back to the old Bethesda Branch, while the line of the PQR continues in an East-northeast direction. The land level dropped down to the level of the PQR and then the line was on embankment for a short distance as the map extract below shows. [Google Streetview]
Tregarth Station on the Bethesda Branch of the LNWR is shown on this extract from the 6″Ordnance Survey. The PQR can be seen crossing the map extract to the South of the LNWR line. [16]
The next length of the PQR crosses open ground in a East-northeast direction. the satellite image is once again provided by RailMapOnline. [7]

The PQR passed under the main road in Tregarth through what James Boyd describes as “the ‘standard’ form of road overbridge, stone with brick facings.” [36: p58]

After crossing over the Bethesda Branch the route of the PQR is shown on the 6″ Ordnance Survey looping tightly round following the contours to run due South. It is high enough to cross the metalled lane to the East of Tregarth. The Bethesda line is shown in tunnel on this map extract with the PQR crossing it’s line once again above the southeastern end of the tunnel. [17]
This small extract from satellite imagery shows an area one-third down the left side of the extract above from the 6″ Ordnance Survey. The lane to the East of Tregarth was crossed by the PQR after the PQR ( pink line) crossed the LNWR branch at high-level. [Google Maps]
The bridge that carried the Penrhyn railway track over the standard gauge line on the Bethesda side of the short tunnel
The bridge by which the PQR crossed the Bethesda Branch is still in place in the 21st century. This image is embedded here from Flickr, © Copyright Martin Pritchard [37]
The bridge by which the PQR crossed the Bethesda Branch is still in place in the 21st century, © Copyright Mike Hardisty [37]

The bridge was a skew single arch structure in brick and was funded by the LNWR.. the Bethesda Branch was 31ft below the PQR at this point. [36: p58] Details of the bridge over the lane can be found below. Immediately below are two pictures taken from road level of the 21st century remains of the bridge over the lane.

Facing Southeast along the lane referred to above. The abutments of the girder bridge which used to carry the PQR are clearly visible. [Google Streetview, November 2022]
Facing Northwest along the same lane. [Google Streetview, November 2022]
The satellite imagery provided by RailMapOnline covering the same area as the 6″Ordnance Survey above shows the significant loop in the line of the PQR and its relation to both the older tramroad route (red line) and the LNWR branch (purple line). The Tramroad alignment meets the newer PQR at the top of the Ddinas Incline and then follows the same route South. [7]

After crossing the LNWR, which was in deep cutting, the PQR ran along a very short embankment before bridging the Tal-y-Cae to Hen-Durnpike road which climbed steeply beneath it. The bridge was originally a 25ft timber span (which was replaced in steel) on stone abutments. Just beyond the bridge was the Corrig-Llwydion Workmen’s Train halt, then a shallow cutting followed by an equally shallow causeway. The line was now climbing at 1 in 93 and at approximately 400ft above sea level.

As both the 6″ OS map extract and the satellite image above show, the line turned very sharply to the right round the flanks of Pen-Dinas. Apparently, the tightest radius on the line was at this location (85ft) and the Baldwin locomotives purchased by the PQR were known to derail here on occasions. The line here was supported on low walls. Boyd tells us that the right of way of the PQR widens out at the head of the old Incline. There used to be stabling loops for the Incline at this point. [36: p58]

Between the old tramroad incline and Hen-Durnpike in Bron-Ogwen the newer PQR followed the line of the old Tramroad. Boyd describes this section: “the line was carried on a stone shelf. … Parallel and below, the old road to the Quarry kept company.” [36: p57]

This excellent Google Streetview image, facing South, comes from their survey in January 2022. It shows the Bethesda Branch at low level, visible because it is now a surface cycle-route (Lon Los Ogwen), the highway (Lon Ddinas) at the level of the camera and, on the right, the retaining wall which supported the PQR on a stone shelf above the road. [Google Streetview]
This enlarged extract from the 6″Ordnance Survey from around the turn of the 20th century shows the Bethesda Branch tunnel portal on the East side of Lon Ddinas which runs parallel to but below the PQR. On leaving the tunnel the Bethesda Branch immediately crossed the Afon Ogwen on a viaduct which now carries the Lon Las Ogwen. [24]
A view, looking West from the deck of the viaduct during the work to create the Lon Las Ogwen and showing the tunnel portal and parapet (which ran alongside Lon Ddinas). [25]
A similar view after completion of the work, © Daily Post Wales. [26]
Continuing South the 6″ Ordnance Survey shows the PQR following the line of the older Tramroad. Just off the bottom of this extract, the two routes diverge for a short distance. [27]
A similar area on the modern satellite imagery from RailMapOnline. [7]
The line of the PQR as it crossed what is now the B4409 at Hen Durnpike. [Google Maps]

Boyd describes this road crossing as: “a close-walled road and rail intersection with protective tall semaphore signal (its signal hut perched on the walling, the enceinte of successive Mrs. Parry – gatekeepers) and twin road gates, made all the more risky as several roads met hereabouts. The hut, wooden walled and slate roofed, survived the closure. Here the line was 420 ft above sea level, and there were ‘Whistle’ boards on each side of the gates; this was a most dangerous and narrow place, more especially for the road-user! The position of the approaching train could be determined quite exactly by long forewarning of its steam hooter, each main line engine having an individual tone.” [36: p57]

R0716.  BLANCHE, PQR Level Crossing.  Aug, 1961.
This photograph looks North along what is now the B4409. Blanche is heading down past Hen Durnpike towards Port Penrhyn in August, 1961. © Copyright Ron Fisher. The image is embedded here from Flickr with his kind permission. [38]
The view South along what was the line of the PQR. [Google Streetview]
The route of the PQR to the South of the point it crossed the B4409. [Google Streetview]

Behind the road crossing and running along the backs of the properties in Bron-Ogwen on the B4409, initially on a shallow grade, then climbing at a gradient of 1 in 36 the PQR reached open land. Here, at first, it ran on a causeway spanning a footpath, and then it passed through a series of rock cuttings, one being only 8ft wide at formation level. [36: p57]

As we noted above the route of the PQR and the earlier Tramroad diverge close to the top of this extract from the 6″ Ordnance Survey. The PQR was still in use at the turn of the 20th century and it appears as an active line. The route of the old tramroad passed through the bottom of the garden of the properties to the East of the PQR and then followed the route first delineated by the dotted lines. The route is shown on the following satellite image. [28]
The same area shown on satellite imagery which includes the two routes as plotted on RailMapOnline. [7]

Over open land to the West of the modern B4409 the PQR ran on a high embankment/causeway, 18ft high and 10ft wide. The outer walls of which were formed of stone slabs which were then back filled with earth/arisings from the Quarry.

The two separate routes continue onto this next map extract and cross to the bottom right of the image. The later PQR was carried through this area on a slate-slab embankment crossing the footpath at high level by means of a 5ft span bridge. [36: p56] [29]
The same area as above as it appears on the satellite imagery from RailMapOnline with the two routes plotted. [7]
For a short distance the old tramway route runs to the West of the PQR, as the lines drawn on the satellite image below demonstrate. [30]
This satellite image brings the PQR to the industrial complex at the North end of the Quarry site. [7]
The view West from the B4409 along St. Ann’s Hl. The pink line shows tha approximate alignment of the PQR which crossed St Ann’s Hl on a bridge. The red line marks the route of the old tramway. Both the lines were at high level over the road which was in a deep cutting, as over the years the spoil heaps either side of the road had built gradually built up to levels that required high retaining walls. Once the rails had gone the bridges could be removed and road levels raised on St. Ann’s Hl and the main road. Boyd tell us that the bridge carrying the PQR “was formed in the ‘standard’ method used elsewhere viz. a square-section timber beam supported on slab piers, 4-hole chairs being used thereon to carry each rail. And this was not all, as an adjacent tip line also had its own bridge over the road until the site was full and the tip abandoned. Here too a junction in the tipping system had once thrown off a spur line which passed off the top of the ‘fortress walling’ and crossed the old turnpike road by a wooden span; it led on to further spoil banks on the east side of this road, which at a later date were linked by an incline which dropped a tramway into the Ogwen Tile Works.” [36: p56] On the North and South sides of St. Ann’s Hl the PQR was carried on a slate-slab embankment which held it above the growing spoil heaps. [Google Streetview]
Looking North, back along the line of the old tramroad towards Porth Penrhyn. [Google Streetview]
Looking South along the line of the old tramroad towards Penrhyn Quarry. [Google Streetview]

After crossing St. Ann’s Hl the old Tramroad continued on to the South towards the Felin-Fawr Slate Works and the Quarry. The later PQR route and the Tramroad route meet once again just before a footbridge. Felin-Fawr House was just beyond the footbridge to the left and Mill Cottage was on the right. James Boyd notes that the footbridge was constructed by John Foulkes in 1823 and framed wooden gates to close off access along the line to the Slate Works.[36: p55]

A short distance beyond the footbridge the trains reach the summit of the line. At that point they had climbed 550ft from Porth Penrhyn. [36: p56]

The summit was close to a point where a standpipe was on the retaining wall which ran down the West side of the Slate Works site, to the right of the line. It was along this length of the line that loaded slate trains were prepared for their journey down to the port.

The mainline stayed close to the wall which can still be seen on site in 21st century. The photograph below shows a port-bound slate train being prepared to for the journey North with ‘Linda’ in charge.

Hunslet ‘Linda’ with a train of loaded slate wagons just about to leave Felin Fawr on the Penrhyn main line. Photo taken on 15th April 1952.
Photo (B12) © K H Cribb and included here by kind permission of his son Russ who shared the photograph on the Narrow Gauge Enthusiasts Facebook Group on 9th November 2023. [45]
R0647  Departing Penrhyn June 1961
Linda’s brass dome glints in the afternoon sunlight as she starts the journey down to Port Penrhyn in June 1961. The locos in the scrap line wait patiently for rescue. Notice the footbridge ahead which formed the northern limit of the Felin-Fawr site, © Ron Fisher and included here with his kind permission. [35]
Looking South towards Penrhyn Quarry from within the Felin-Fawr site. A train is being assembled which ‘Blanche’ will take down to Porth Penrhyn. The road bridge ahead was built in 1900 and marks the southern limit of the Felin-Fawr site. Before 1900 the road crossed the PQR lines at level and must have been frequently obstructed by shunting movements © Ron Fisher and included here with his kind permission. [54]

To the East of the mainline there were three sidings between it and the original slate-slab mill. One of these sidings was increasingly used for locomotives which had been taken out of service. The mainline continued South beyond the slab mill and then, once it has been built in 1900, under an overbridge which, like the footbridge’ was gated to control access to the site of the Quarry. Beyond the overbridge were the main sidings where slate wagons were marshalled either for their journey to the coast (if they were full).

We finish this portion of our journey with a look at some of the locomotives which were stored at Felin-Fawr and some of the rolling stock in the immediate area.

Penrhyn Quarry on 2nd August 1955 showing ‘Eigiau’, ‘Stanhope’ and ‘Kathleen’ on the scrap line, © Copyright K H Cribb and used by the kind permission of his son Russ who shared the photo on the Narrow Gauge Enthusiasts Facebook Group on 10th November 2021. [46]
A colour image of the same location taken on 10th June 1962, © Copyright Terry Dorrity and included here with his kind permission. Terry shared this image on the Narrow Gauge Enthusiasts Facebook Group on 1st March 2020. [47]

Terry Dorrity writes of the photograph above: “This was the bitter-sweet sight that met visitors to the Coed y Parc Penrhyn Works at Bethesda in Snowdonia. The sad line of withdrawn locomotives resting and rusting, apparently beyond saving, in a sort of mini Barry scrapyard must have encouraged many a daydream but fortunately every one of them, except SKINNER, has been preserved.” [47]

The Locomotives are: “EIGIAU; STANHOPE; the de Winton, KATHLEEN; JUBILEE 1847; frames wheels and part of the cab of SKINNER; LILLA, and SGT MURPHY await their fate with LILLIAN, which was next in line but out of sight.” [47]

Terry Dorrity continues: “EIGIAU is an Orenstein and Koppel 0-4-0 well tank built in 1912 (works number 5668) which was originally supplied to C L Warren contractors in Cheshire and named SUNLIGHT. In 1916 it was sold to the Aluminium Corporation of Dolgarrog for use in building Cowlyd reservoir and renamed EIGIAU after a lake in Snowdonia. It became a Penrhyn locomotive in 1928. It was taken out of service in 1949 and was bought for preservation by Mr G J Mullis and removed in pieces to Droitwich in January and February 1963 and restored to working order. It ran at Bressingham Gardens for some time but it is now part of the Bredgar and Wormshill Light Railway collection.” [47]

A number of photos taken by Barry Fitzpatrick, Ron Fisher and Ken Cribb, included here follow, all of locos on the line at Felin-Fawr. All pictures used by permission of the photographers or, in Ken’s case, with permission from his son Russ.

‘Eigau’, ‘Stanhope’ and ‘Kathleen’ in 1955,© Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
‘Lilla’ and other locos stored at Felin-Fawr on 5th September 1957,© Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
This image and the next three make up a set of four monochrome photographs of locomotives on the “Scrap Line” at the Quarry in 1962, © Copyright Barry Fitzpatrick and used by kind permission. [48]
Lilian © Copyright Barry Fitzpatrick and used by kind permission. [48]
Lilian © Copyright Barry Fitzpatrick and used by kind permission. [48]
Sgt. Murphy © Copyright Barry Fitzpatrick and used by kind permission. [48]
Lilian at Felin Fawr in colour in 1961. Built in 1883, Lilian was saved for preservation and is now at the Launceston Steam Railway in Cornwall, © Copyright Ron Fisher and used by kind permission. [49]
Eigiau in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Stanhope in 1962, © Copyright Barry Fitzpatrick and used by kind permission. [50]
The ‘de Winton’ vertical boiler locomotive, ‘Kathleen’ in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Jubilee 1847l in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Lilla in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Penrhyn No. 24, a Ruston & Hornsby 4wheel drive Diesel Mechanical locomotive in 1962, in the 21st century, this loco resides at the Great Bush Railway, © Copyright Barry Fitzpatrick and used by kind permission. [51][53]

These next two pictures were taken inside the workshops.

Blanche in the workshops in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [48]
Ogwen, under repair in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [48]

A few further pictures of items of rolling stock at Felin-Fawr. These photographs were taken in 1962, 1963 and 1967.

This photograph shows the brakevan built on the frames of the former Bagnall ‘Sandford’ The small building behind with the blocked up arched entrance was formerly the de Winton shed and the building to the right is the foundry, © Copyright Barry Fitzpatrick and used by kind permission. [51]
The same brake van stands adjacent to one of the Felin-Fawr buildings, © Copyright Michael Bishop. Michael Bishop visited Penrhyn Quarry at Bethesda on the 17th of June 1967. By that date the quarry had finished using rail transport and the remaining locomotives and wagons were being scrapped. Tracklifting of the remaining lines was underway. This image is included here by kind permission of the photographer. [52]
In this photograph, the building behind the brakevan was being used as the diesel loco shed with the foundry to the top left, © Copyright Barry Fitzpatrick and used by kind permission. [51]

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  49. https://flic.kr/p/9siVrJ, accessed on 23rd January 2023.
  50. https://m.facebook.com/groups/narrowgauge/permalink/5193673200644666, accessed on 6th January 2023.
  51. https://m.facebook.com/groups/narrowgauge/permalink/5180454721966514, accessed on 6th January 2023.
  52. http://www.penmorfa.com/Slate/Penrhyn-1967.htm, accessed on 8th January 2023.
  53. https://en.wikipedia.org/wiki/Great_Bush_Railway, accessed on 23rd January 2023.
  54. https://www.flickr.com/photos/train-pix/5559877382, accessed on 22nd January 2023.

Early Tramroads Near Telford – Part 10 – An overview of the East Shropshire Area’s Historic Tramroad Network

I have recently undertaken a detailed review of a book by R.F. Savage and L.D.W. Smith entitled, The Waggon-ways and Plate-ways of East Shropshire. [1] This was a research paper produced in 1965. The original document is held in the Archive Office of the Ironbridge Gorge Museum Trust. It was a timely document. Large parts of the area surveyed by the authors were changed almost beyond recognition as the Development Corporation got to work on creating what became the new town of Telford, where (in 2023) I now live. Their work included a detailed series of drawing produced by hand, tracing as best they could the lines of tramroads from smaller scaled plans onto 6″ to the mile and 1″ to the mile drawings. There are two examples of their 6″ to the mile plans below.

Savage & Smith’s 6″ to the mile plan of the Madeley Wood and Bedlam Furnace Area on the North side of the River Severn Gorge. [1]
Savage & Smith’s 6″ to the mile plan of the Madeley Court Area to the North of the River Severn Gorge. [1]

Savage & Smith were diligent in their research and careful in their documenting of the historic sources and information gleaned on site. The resulting document is wonderful and I have enjoyed engaging with it. This document alone would justify a research visit to the Ironbridge Gorge Museum Trust Archive. My thanks to the Archive for the welcome offered to me and their generous agreement to my using the material from this resource.

As a result of undertaking this and other research at the Archive, I was asked to give a talk at one of the meetings of the Friends of the Ironbridge Gorge Museum Trust. The detailed notes associated with the talk and a PowerPoint presentation can be downloaded using the links below.

These detailed notes are the background information for a talk given on 18th October 2023.

The PowerPoint presentation used on 18th October 2023.

I hope that these notes and slides are of interest to some. It is possible that you may read them and find things in the notes that are incorrect. If so, please do let me know. I will be using this material for future talks. I would really appreciate any comments that you might have.

References

  1. R.F. Savage & L.D.W. Smith; The Waggon-ways and Plate-ways of East Shropshire, Birmingham School of Architecture, 1965. An original document is held by the Archive Office of the Ironbridge Gorge Museum Trust.

A Time for Change?

There seems to be a growing feeling within the Church of England that it is time for change. There is increasing evidence that many, both clergy and laity, see a need for change over the Church’s position on human sexuality. [13]

Three Church of England Bishops now say that Church of England clergy should be able to conduct and bless gay marriages. The Bishop of Oxford, The Right Reverend Dr. Steven Croft, wrote an essay in the late Autumn where he apologised for his views being “slow to change” and any hurt he had caused. [14] He was joined by the Bishops of Worcester and Dudley, the Right Reverend Dr. John Inge, and Right Reverend Martin Gorick respectively.

In his essay, titled Together in Love and Faith, Croft writes that gay clergy should also be able to marry partners. He identifies the debate around same-sex marriage as “what seems to me to be the most pressing question requiring resolution”. [20]

The increasing sense that change is needed is a cause of much angst for those arguing for the traditional position on human sexuality to remain the Church’s commitment and doctrine.

Over the winter of 2022/2023, the Bishops in the UK continued their discussions which have followed on from the latest listening exercise ‘Living in Love and Faith’. But the structures of the Church of England mean that decisions over this kind of issue are made by the General Synod advised by the Bishops, not, ultimately, by the Bishops themselves. In February 2023, the Bishops plan to bring the discussion back to the General Synod for debate.

It seems somewhat invidious to try to talk about the issues involved in an objective, theological way. As, ultimately, this is a discussion about people’s lived experience and about their very being.

I have, however, recently been drawn into discussion about human sexuality. I am all too aware of the strength of feeling among those who are committed to the traditional position and I have been seeking to revisit the debate in the light of ‘Living in Love and Faith‘, which is the current relevant discussion material produced by the Church of England. This has been a time for reconsidering the conclusions I have reached, in a less structured way, in the past. 

‘Inclusion’ or ‘Exclusion’? ‘Affirmation’ or ‘Rejection’? These are the essential dynamics of the debate, at least as I understand they are perceived by those who are members of LGBTQI+ communities. Within the Church of England and the Anglican Communion, the issues generally revolve around fealty to the Bible and the inherited traditions of the Church. The ‘orthodox’ position and whether it is reasonable to revisit it.

In February 2017, the Archbishops of Canterbury and York announced a decision to begin a project that would become Living in Love and Faith, they coined a powerful and controversial phrase. “The work that they were proposing on sexuality and marriage would, they said, reflect a radical new Christian inclusion in the Church. This must be founded in Scripture, in reason, in tradition, in theology and the Christian faith as the Church of England has received it; it must be based on good, healthy, flourishing relationships, and in a proper 21st century understanding of being human and of being sexual.” [11]

That proposal begs the question of what ‘radical new Christian inclusion’ might mean. The call to a ‘holy life’ could lead to forms of exclusion. A tension between inclusion and exclusion is evident in the pages of the Old Testament. Moabites, for instance are unambiguously excluded from God’s people (Deuteronomy 23:3-6), yet Ruth, the Moabite, is included and becomes the great-grandmother of King David. Two distinct voices exist in the Old Testament and it is no stretch to argue that the story “of Ruth stands closer to the overall moral and spiritual heart of the Old Testament, and of the faith rooted in it, than does the paragraph in Deuteronomy 23.3-6. It lines up, for instance, with the prophecy in Isaiah, in which God promises to bring foreign peoples ‘to my holy mountain, and make them joyful in my house of prayer …. for my house shall be called a house of prayer for all peoples’ (Isaiah 56.7). The judgement that Christians should privilege Ruth over the paragraph in Deuteronomy looks to be in line with the priorities of the Old Testament itself, quite apart from that of the New Testament.” [12: p225]

The question then perhaps arises whether, if the law in Deuteronomy 23 is relativized in the book of Ruth, there might be a similar relativizing or deprivileging of the Levitical prohibition of same-sex intercourse? Or does the absence of any texts commending what Leviticus condemns challenge such relativization?” [12: p225]

It is worth noting that “Exclusion in the New Testament is not about policing the boundary around a community that consistently achieves and maintains some standard of excellence. Rather, exclusion is reserved for those who reject and work against the Church’s calling, and who persist in that despite all attempts to win them round (Matthew 18.15-18; 1 Corinthians 5.3-6,11-13; 2 Thessalonians 3.6; Titus 3.9-11). The Church is a community called to stand against those forces in the wider world that reject and betray the love of God. It is called to recognize those forces and tendencies, to speak out against them, and to call its neighbours away from them. It is called to keep itself from falling into them – and to ask God’s forgiveness and help whenever it fails. … There is therefore, an unavoidable negotiation of inclusion and exclusion in the life of the Church of England which has often handled this negotiation very badly. It has all too often taken to policing its boundaries – refusing people welcome unless they measure up. It has often practised exclusion in ways that line up all too well with the forms of marginalization and oppression that mar the wider world.” [12: p226]

The church has sometimes made those whose marriages end in divorce feel unwelcome, and has often made LGBTI+ people feel that they don’t and can’t belong, simply because of who they are. We have, all too often, defined inclusion and exclusion by some standard other than the holiness, glory and love of God.” [12: p226]

Some believe that “the Church has failed to live up to its calling to inclusion, that it is being challenged to do much better by voices both from within and from wider society, and that it needs to rethink the images of sin and holiness that it proclaims, recognizing the ways in which they have been used to exclude. They believe that the Church needs to be much more inclusive, to better reflect the loving holiness of God. Others, while agreeing that there are undoubtedly issues of injustice and wrongful discrimination that call for repentance and redress, believe that the Church is called to uphold a distinctive way of life in the areas of sexuality and gender. They believe the Church is called to uphold forms of holy living that cut across many of our society’s understandings of what is permissible or desirable – and that might well conflict with understandings of inclusion widespread in our society. They believe that this distinctive way of life is profoundly good for human beings, and that upholding it is itself a way of displaying the love of God.” [12: p227]

Christians … agree that the Church ought to be a community where everyone is welcome. No one should be made to feel excluded simply because of who they are. The Church is meant to be a community that welcomes the poor, the marginalized, the excluded and the deprecated. We agree that the Church often fails in this calling and needs to repent of those failings. The Church is a community of people all of whom fail to follow God’s way consistently. We misunderstand. We harm ourselves and one another. We don’t live up to the standards that we proclaim. The Church should be a community of mercy. It should be a place where the weakness of our wills and the failures of our understanding can be acknowledged. It should be a community where we can face up to the harm that we have done and are doing, as well as recognizing the harm that has been done to us. The Church should be a community of grace. It should enable us to confess our sins to God, in confidence of forgiveness. It should help us to repent – to turn, and to keep on turning, towards the life God has called us into. It should be a community in which every person is enabled to follow this pattern of acknowledgement, confession and repentance, and to keep on following it.” [12: p228]

In the areas of identity, sexuality, relationships and marriage, however, we disagree about the patterns of behaviour that are consistent with this community’s calling. We disagree, therefore, about the kinds of change called for from the people who are welcomed into this community. We disagree about what it would look like for someone to work persistently against the life to which this community is called.” [12: p228]

‘Identity’ complicates matters. When we say to people whose very identity is that of a trans man or who have experience great liberation when they transitioned or a lesbian in a long and faithful relationship, ‘You are welcome, but we think that the way that you describe yourself is seriously mistaken, while you continue to live this way your involvement will be limited and you certainly will not be able to exercise leadership in this community’ How can we really expect them to agree that the Church is actually willing to welcome them as the person they believe themselves to be. Our welcome is very likely to be experienced as rejection and exclusion, “especially if [they] notice that no such questions about sexual activity are asked of [their] straight friends, and that nobody criticizes those friends when they say how central those relationships are to their identity and their well-being.” [12: p229]

Yet for those of us who do believe sexual relationships between people of the same sex are sinful, or that transitioning gender is a rejection of God’s good intention for us, the making of distinctions like this is unavoidable. It is a normal and necessary feature of the welcome that the Church extends to all. If the Church is understood as the community of those who follow the way of Christ, and if that way truly is incompatible with these behaviours, then it is necessary at some point to communicate that such ways of life are sinful and subject to God’s judgement. That means communicating God’s call to repentance as the means of being fully included in the life and ministry of the Church.” [12: p229]

Others of us disagree. We believe that there is nothing about same-sex sexual relationships, or about transitioning, that is incompatible with the life of Christ’s body. We therefore believe that placing limits on people’s full involvement in the life of the Church because of these things is a betrayal of the Church’s calling and identity. If the Church is the community of those who follow the way of Christ, and if that way truly is incompatible with this kind of exclusion, then people need to be challenged to leave behind behaviour that perpetuates these exclusions.” [12: p229]

How are Christians to discern what is compatible, and what is incompatible, with the life of Christ’s body? How are we to discern what is holy – what embodies and communicates the loving kindness of God?” [12: p229]

How is the Church of England to handle deep disagreements about these matters – disagreements about which forms of life are to be commended as holy and fitting for those in Christ, and which named as sins from which one needs to seek God’s grace and power to turn away?” [12: p229]

As part of the debate the Church of England has sought to listen to those for whom the matters being discussed are their lived experience and to those who seek to follow Christ as people in same-sex relationships, or who have transitioned from one gender identity to another.

I have discovered an illuminating book, written by Marcus Green and published by Kevin Mathew, entitled, “The Possibility of Difference: A biblical affirmation of inclusivity.” He is gay and I am not, but his words give me a sense of hope. I pray that there might be more who express similar views from both a traditionalist and a progressive perspective in the Anglican Communion as the months and years unfold. His position, it seems to me, is at one with the history of the Anglican Communion when it has been at its very best – a place where difference is acknowledged and talked about and where every effort is made to remain united as one family.

Green says: “As an evangelical and as a gay man, I want to be able to open my Bible and talk to others with open Bibles without there being no-go areas. I want to be able to disagree with traditionalist, conservative takes on sexuality without calling other people homophobes and without them doubting my commitment to Christ. I don’t want or need everyone to agree with me; though that would be nice for them… And I really don’t want the Church I belong to and love to split because people who are actually my friends think I’m worth splitting the Church over.Seriously, I’m not worth splitting the Church over. … So I want to find a way of looking at the Scriptures that is fair and biblical, and which lets those who disagree with me understand that we have the same heart and follow the same Lord. We just disagree. Sometimes quite strongly. But hope we’re trying (in Archbishop Justin Welby’s wonderful phrase) to disagree well.” [5: p65]

Green’s expressed hope remains out of reach. Our disagreements are probably just not amenable to that kind of discussion, however much we want them to be. Some disagreements are just too divisive. Living in Love and Faith is helpful in enabling us to understand more about the those disagreements. [12: p230-234] It suggests that it is helpful to think in terms of there being three broad types of disagreement:

  • First, there are disagreements in which each group believes the other to be advocating something simply incompatible with the good news of Jesus. They think the other group is teaching something that amounts to a rejection of Jesus’ call on one’s life. Some will say that the people involved are no longer serious about living as Jesus’ disciples, and that they cannot be considered Christians in any meaningful sense. Others will say that the people involved might still be Christians, but that their teaching is not- and perhaps that they are putting their own and others’ eternal salvation at risk.” [12: p231]
  • Second, there are disagreements that don’t cut right to the heart of our understanding of the gospel In this way, but that do undermine our ability to live and work together as one church. They make it hard to worship together, to share sacraments, to have a single structure of ministry, oversight and governance. A lot of ecumenical disagreements take this form. We recognize one another’s communities as Christian churches, teaching the gospel, but we disagree about matters that impair our ability to live and work together as one church.” [12: p231]
  • Third, there are disagreements that don’t make us think that those who disagree with us are rejecting the gospel, and that don’t prevent us working together as one church, even though we do think them wrong about something that matters.” [12: p231]

It seems that in the arguments over homosexuality, different parties understand their differences in very different ways. If I am to be honest, I probably want to place this issue in the third category above. I know, however, that for many others, these issues fall in the first category.

For some of us, the Church of England’s received teaching that the only proper place for intimate sexual activity is marriage between a man and woman is an integral part of Christian discipleship. Those who not only doubt that teaching but encourage other people in the name of the church to disregard it are advocating a path that leads away from following Christ.” [12: p232]

For others of us, a refusal to include LGBTI+ people in the life and ministry of a because of their sexual activity is itself incompatible with the way of Jesus Christ. Those who not only. persist in thinking this way themselves, but who are determined to perpetuate this exclusion in the authoritative actions of a church, cannot be recognized any longer as teachers of Christ’s gospel. They have betrayed the bonds of love and put themselves out of Christ’s company.” [12: p232]

Change?

A preliminary question might be: What constitutes ‘legitimate’ change in the Church?

Why should one kind of change not represent a fundamental betrayal of the gospel, when another kind does? Some people have tried to outline explicit criteria to evaluate legitimate developments – Cardinal Newman … was one – but the problem with most attempts to do so is that they depend on a prior discussion of arguments that have already taken place in the Church. It is much more difficult to stretch them to accommodate a completely unforeseen development in knowledge or understanding. That problem is particularly acute in questions of sexual morality, because the rapidity with which our knowledge of human physiology and psychology has developed in the last hundred years or so has completely outpaced many of the traditional lines of Christian moral reflection. But it is important, nevertheless, to hold on to a base distinction between what we regard as the essence of the gospel, and more secondary or derivative questions.” [7: p56]

Logically, this would seem to be a sensible way through this debate, but, sadly, it is also something which, in the context of this debate, is of limited assistance. The debate actually takes us directly into questions about what issues are central to the Gospel. One side of the debate, in all integrity, is convinced that the the issues in this debate are about the essence of the Gospel and cannot be treated as ‘secondary or derivative’. If this were not the case, there would be considerable room for what we call “reconciled diversity” below.

It seems to me that four questions must be considered as part of a debate on any matter of substance. These are:

  1. The interpretation of key Bible passages and the wider emphasis of scripture;
  2. The place of experience (and modern knowledge);
  3. The guidance of the Holy Spirit; and
  4. Jesus prayer for unity in John 17 that we ‘will be one as he and the father are one’.

The first of the matters listed above is a hermeneutical question and is answered with great integrity by different groups of people in the UK, the Church of England and the wider Anglican Communion in very different ways.

The answer to the second depends on our understanding of the role of the Holy Spirit in the world today and the hermeneutical process. There have been examples throughout history of increasing knowledge and experience challenging traditional understandings of issues and ultimately being accepted by the church. The one highlighted most clearly in the New Testament is the controversy over Gentiles being accepted into the church family without first being circumcised as Jews. [Acts 10 – 15] Peter calls into question what was an accepted position, primarily though his own encounter with the Holy Spirit and the Holy Spirit then falling on Cornelius’ household. Paul later brings the issue to the Council of Jerusalem. God is seen to be at work among the Gentiles and the then commonly accepted understanding of God’s will is challenged, renewed and, thankfully for us in the Gentile world, changed significantly.

The third depends on what we believe Jesus meant when he talked in John’s Gospel of ‘the Spirit leading us into all truth’. Is he talking of the Spirit as a guardian of historic truths, or as a creative improviser who takes what has been revealed and reinterprets it anew in each generation?

The fourth factor is, I believe, pivotal. It is the nature of Jesus’ prayer in John 17 that we ‘will be one as he and the father are one’. I have already written about this. The article can be found here. [1]

Jesus’ prayer suggests that the unity of the Church is of supreme importance. It is not “a merely practical arrangement. It is not just a question of finding mechanisms or rules that will enable us to hold together – though those things are often important in themselves. The unity of the Church is a moral unity, a unity that calls us out of our particular preoccupations, our tendencies to assume egoistically that we are entirely correct, and invites us to recognize our fellowship in Christ with all those who also seek to follow him.” [7: p57]

Because of Jesus’ prayer, we cannot rest in our own inner certainty that we are right, whether we hold a traditional position, or are convinced that we have discovered a new perspective on the implications of Christian faith. “We are bidden – if we take Christ’s call to unity seriously – to interpret the unity of the Church as a unity of charity, a unity that holds on as much as it can to the respect and love of our fellow Christians even when we are convinced that they are profoundly wrong.” [7: p57]

1. The interpretation of key Bible passages and the wider emphasis of scripture.

In a speech at the 2022 Lambeth Conference, Archbishop Justin Welby encouraged those on all sides of the debate about human sexuality to recognise the integrity and fidelity to Scripture of the other participants in the discussion.

He spoke of “profoundly different perspectives within the Anglican Communion about equal marriage, each the fruit of patient and faithful wrestling with scripture: ‘For the large majority of the Anglican Communion the traditional understanding of marriage is something that is understood, accepted and without question, not only by Bishops but their entire Church, and the societies in which they live. For them, to question this teaching is unthinkable, and in many countries would make the church a victim of derision, contempt and even attack. For many churches to change traditional teaching challenges their very existence. …….. For a minority, we can say almost the same. They have not arrived lightly at their ideas that traditional teaching needs to change. They are not careless about scripture. They do not reject Christ. But they have come to a different view on sexuality after long prayer, deep study and reflection on understandings of human nature. For them, to question this different teaching is unthinkable, and in many countries is making the church a victim of derision, contempt and even attack. For these churches not to change traditional teaching challenges their very existence.'” [3]

Justin Welby was recognising that both a traditional approach to the issue of human sexuality and thinking which challenges and questions the traditional position have strong claims to fidelity to Scripture. The critical question is hermeneutical, it is about interpretation, about how we approach the Scriptures with integrity, valuing them for what they are, the Word of God.

Ted Grimsrud, in an essay devoted to reviewing different perspectives on the debate about ‘Homosexuality’, makes a similar, very valid, point. In the conclusion to that essay, he asserts that, “to the extent that the controversy over sexuality lends itself to rational resolution, we would do well to devote more energy to trying to find common ground in relation to biblical interpretation. I do not believe the differences are so much based on different understandings of biblical authority as they are simply on different people finding different meanings in the texts. Hence, in theory we should be able to progress toward some common ground.” [4]

He goes on to say that, “to do so, we need to take each other’s good faith attempts to grapple with the Bible seriously. Perhaps our biggest challenge is to make the effort to understand one another before launching into our critique. Rather than treating this controversy as an argument to win or lose, we would do much better to think more in terms of a puzzle to solve – and that we all have a contribution to make to such a solution. No one is benefiting from the acrimony of the current impasses in which the churches find themselves.” [4]

The difficulty with both Justin Welby’s statement and the suggestion made by Ted Grimsrud is, it seems to me, that those who have the strongest commitment to the views that they espouse are apparently not happy with seeking common ground. Ultimately, they believe, with great integrity, as Justin Welby suggests, that they are being faithful to Scripture and to the God of the Bible and that anyone holding a different position cannot be being faithful to Scripture or to God’s intentions for his people.

Having read through a number of different arguments, I can see the case for both readings of the texts concerned and for both approaches to the wider biblical resource. This leaves me feeling that both sets of arguments are culturally conditioned in some way. The problem is not the text of Scripture itself, but our fallible efforts at interpretation.

There is a strong case for a literal reading of the text of the Scriptures. It rests on the eternal applicability of the words written under the guidance of the Holy Spirit. That case, however, demands something significant from those who argue it. It requires a consistent approach to the text of the Scriptures. Unless that approach is consistent then what is accepted as having eternal applicability becomes culturally determined. Essentially it becomes a matter for the interpreter to determine which texts have eternal applicability as written and which, while still being God’s Word, spoke primarily to the culture of the day and which need interpretation before seeking to apply them to new situations.

It seems to me that the stronger hermeneutic is one which accepts, first of all, that all scripture was written in a particular culture and that its application within that culture needs first to be understood. This requires the greatest possible attention to the cultures within which the bible was written. It then requires us to understand the message to that culture and only then to apply that message to our own. That same hermeneutic asks us to look first at the major themes of the Scriptures and then to place individual texts within those themes.

I have sought elsewhere to consider both what are considered the important proof texts for a traditional view on same-sex sex and what is said in Scripture as a whole that might also relate to this matter. You can find some discussion of the biblical material here. [6]

If we all accept that our interpretation of the text of the Bible is just that, an interpretation, then we are on better grounds to consider the meaning of the text and it’s interpretation for today. Our discussion and our arguments are then about different interpretations of the text, rather than being about loyalty to the revealed Word of God or the rejection of its message.

This brings me back to the Archbishop of Canterbury’s statement at the Lambeth Conference in 2022 which calls on us to accept the good faith of all parties in the debate. And it leaves me asking whether there are possibly other approaches which might enable us to grapple with these matters.

The discussion below highlights one way to consider these matters which is faithful to Scripture. It relies on the events which are portrayed for us in the middle chapters of the Acts of the Apostles. ….

2. The place of experience (and modern knowledge).

The use of this title probably seems, at least at first, to be a step away from the Scriptural debate. But I don’t believe that it is. I believe that it is about taking seriously the story brought to us in the middle of the Acts of the Apostles a story which is about the Gospel being set free to speak clearly in the Gentile world.

Perhaps first we should set the scene. …..

In the early chapters of Acts we see a new movement within Judaism developing rapidly. It clearly begins to include Hellenic Jews within its scope and we become aware of tensions which existed within this new community. It becomes necessary for the Apostles to appoint deacons to ensure a fair distribution of the community’s resources.

We also see the Holy Spirit at work in including Jews from the diaspora within this new community of faith. Philip’s encounter with the Ethiopian Eunuch leads to the Gospel reaching far beyond the immediate confines of the Eastern end of the Mediterranean. (Incidentally, it is the first introduction into the New Testament story of someone who had an uncertain sexual status and who was welcomed into the new community of faith.)

These things seem gently to push at accepted boundaries. The more significant changes are still to come.

The Holy Spirit intervenes once again. This time in the story of Peter’s stay in Joppa. This is, first of all, a personal encounter for Peter in the form of a dream/vision which encourages him to think beyond the confines of his inherited beliefs and the traditional guidance of his Jewish scriptures. He wakes with these words ringing in his ears, “Do not call anything impure that God has made clean.” [Acts 10:15] and as he does so there is a shout from the front door of the house where emissaries from Cornelius (a Roman centurion) stand waiting to take him to Caesarea, to Cornelius’ home.

As Peter speaks at Cornelius’ house, the Holy Spirit preempts any possible appeal by Peter and falls on all those present. We are told that, “While Peter was still speaking these words, the Holy Spirit came on all who heard the message. The circumcised believers who had come with Peter were astonished that the gift of the Holy Spirit had been poured out even on Gentiles. For they heard them speaking in tongues and praising God.” [Acts 10:44-46]

Peter, and those with him, were taken beyond the provisions of their own traditional understanding of their scriptures. They saw God at work among people that they thought God would not accept without them first becoming Jews.

In Acts 11, Peter explains to the gathered church in Jerusalem and we then read these words: “When they heard this, they had no further objections and praised God, saying, ‘So then, even to Gentiles God has granted repentance that leads to life.’” [Acts 11:18]

Apparently, this was not enough to resolve the matter, because in Acts 15 we read that, “Certain people came down from Judea to Antioch and were teaching the believers: ‘Unless you are circumcised, according to the custom taught by Moses, you cannot be saved.’ [Acts 15:1]

Paul and Barnabas challenge this teaching and a Council is convened in Jerusalem to consider the case. The result is a confirmation that Gentile believers do not need first to become Jews before they can encounter the grace and love of God in their lives. [Acts 15:1-35]

The result of a Council set up in Jerusalem was a recognition that traditional understandings needed to be set aside when challenged by the work of the Holy Spirit in the lives of people who came to faith through the witness of those who loved Jesus.

Peter, Paul and Barnabas are named, but others too, experienced God at work and as a result changed their inherited theological position and their understanding of the way God worked in the world.

The convincing factor was not a detailed treatise on the words of their scriptures, known to us as the Old Testament. The convincing factor was the work of the Holy Spirit in the lives of others who once were outside of the community of faith but who were now members of that community.

This process in Acts seems to offer us a biblical model for the resolution of major issues, a model which relies on the experience of God’s work in the world.

I have suggested elsewhere that this is, in fact, essentially the way the church makes decisions of this nature. Light is shed on a significant issue which seems to call into question cherished thinking and the Church then has to return to the Scriptures and review its theology. You can find some further discussion of this here. [6]

3. The guidance of the Holy Spirit.

Part of change and continuity is the way in which the Church has to rely on the Holy Spirit as its guide in all things. The Spirit will lead us into all truth:

When the Spirit of truth comes, he will guide you into all the truth, for he will not speak on his own but will speak whatever he hears, and he will declare to you the things that are to come.” [John 16:13]

One of the ways in which we allow the Holy Spirit to speak to us is through listening to the stories of others: “Listening in this way also allows us to begin to perceive where the Spirit is at work in those different from us, much as the early church listened to Peter and others in the controversies at the heart of the stories in the Acts of the Apostles.” [12: p49]

Part of any process of discernment must include listening to the stories of those whose lived experience is being discussed. This involves both to listening to their stories and allowing them to participate in any debate. Stories help us to “to step out of ourselves, out of our own world and concerns into those of another. They invite us to listen actively and attentively, laying down for a moment our own anxieties and fears in order to be present to another. In so doing we create a space for the work of God’s Spirit in us. We are exercising faith in the reality of Christ in each person, and in the possibility of Christ addressing us through the life of another. By paying attention to the stories of people who have different, and even opposing, understandings of abundant life, we are taking a first step towards something that we do not yet see and cannot perhaps even imagine: a community of believers whose love for one another testifies to the living Christ.” [12: p48]

This kind of attentive listening is an act of holy love through which the Holy Spirit can speak. It requires of us a willingness to examine ourselves to understand how and why we react to what we hear.  Pastoral Principles of Living Well Together gives some guidance “which will help us to discern together what the Spirit is saying to the churches (Rev. 2.11,17,29; 3.6,13,22).” [10: p4] Examining ourselves will help us to: address areas of our own ignorance; acknowledge prejudice (by welcoming people as they are, loving them unconditionally, seeking to see Christ in them and nurturing respect between people who disagree); admit hypocrisy (by not condemning certain behaviours and attitudes while turning a blind eye to others, remembering that we are all fallible, broken and equally in need of God’s grace are all are weak); cast out fear (by consciously demonstrating and living out what it means for perfect love to cast out fear even in situations of disagreement and by modelling openness and vulnerability as each of us wrestles prayerfully with the costliness of Christian discipleship); speak into silence (by remembering that we are the Body of Christ, called to relate deeply and openly with one another, sharing what is on our hearts as well as in our minds, and by practising deep listening, without a hidden agenda, that encourages conversations about questions of human identity, sexuality, relationships and marriage); pay attention to power (by being alert to attempts to control others, remembering that God’s Spirit alone can bring transformation into our lives and the lives of others, and through following Christ’s example of service and compassion as we accompany one another in following the way of the cross). [12: p4-5][cf. 10]

This kind of listening is Spirit-filled and, through it, each of one of us can be changed by God’s Holy Spirit.

4. Jesus prayer for unity in John 17.

This fourth matter is of paramount significance for the Church. It is part of our primary calling. It is something that the Church of England and the wider Anglican Communion has always sought to honour. It has been a ‘cultural’ position within the Church of England, part of its DNA, and seems to have governed our discussions on many issues throughout the centuries. It was deliberate policy in the production of the King James Bible. A translation which was deliberately placed in the hands of a range of scholars representing a range of positions within the Church of England and which  was intended to provide a ‘scriptural umbrella’ under which all could shelter. [8] Most recently it has given rise to the ‘mutual flourishing’ intended by steps forward first to the ordination of women to the priesthood and then again to their ordination to the episcopate.

However, that innate intention to remain as one seems now to be threatened. “The question of homosexuality does seem to strike at the very foundation of church unity. There’s something asymmetrical about the arguments within the Church. The problem is that homosexuality seems to overturn the moral witness of the whole of scripture. On the traditional view, homosexual behaviour is a sin, and the Church cannot compromise with sin. In effect it is a renunciation of the gospel. On that basis there can be no compromise on the question, because any admission that Christians could afford to disagree on this matter (or rather could afford to diverge in moral practice) would be to cancel out the Church itself, to abolish the Church.” [7: p57] This view, to some, seems narrow, but it is being loyal to centuries of practice and belief.

Those who favour change do not accept that homosexual behaviour is in itself sinful. They do accept “that there can be many sinful forms of homosexual behaviour, just as there can be of heterosexual behaviour. They do not on the whole deny their opponents their moral legitimacy, though of course they presuppose that their own understanding is the superior one. They do plead for a broader, more generous and inclusive interpretation of scripture. But generally they presume that the argument can be sustained at a reasoned, moderate level in the Church. One side cannot compromise with a sin; the other side assumes sin is not the issue.” [7: p58]

Given these asymmetric positions, the hope that we can all agree to differ within a kind of “reconciled diversity” [7: p58] is seemingly unsustainable.

Change?

So what can we say about a way forward, in this particular case, that accepts that unity is Christ’s prayer for us?

We have to accept that the question of the Church’s acceptance of everyone as a fundamental issue for the Gospel. Both sides in the debate are actually saying that this is the fundamental issue, even if they try to ameliorate their stance with generous words about each other’s attempts to be faithful to the Gospel.  Traditionalists see inclusion/exclusion of sexually active same-sex partners as fundamental to the Gospel, a Communion-breaking issue. But so too do those with more liberal views, they might want to talk about a broad church but this is also for them an issue which is fundamental to the Gospel. Both can argue their positions from Scripture.

This will mean that the two sides are essentially arguing over the same thing – a fundamental understanding about the Gospel of Christ.

Although attempting to be pragmatic will be very unlikely, at least in this case, to provide a way for those who most strongly argue their positions to be drawn together sufficiently to accept ‘reconciled diversity’ in the generous, Christ-like way that would be a sign of God’s grace and love to our world.

The unity that Christ prays for, ultimately, cannot be sacrificed because all who follow Christ are actually (ontologically, if you like) united. We believe that the word’s spoken by God achieve the purpose for which they were spoken. So we are united. Despite everything that the Church has done down the years to try to negate this, despite appalling battles between denominations and integrities, despite us burning each other at the stake, despite one side’s belief that its doctrines are superior to the other. We are still one. We share the same DNA as followers of Christ, no matter how ugly our difference get, no matter how much we shun or exclude each other. We are still one. No matter how little we love each other. We are still one.

This is true within our denominations and Communions, and it is true across those denominations. We are one. Our behaviour might not look as though this is the case, and to all intents and purposes we may be completely estranged and so appear disunited, but we are still one. Jesus prayer for us is that the unity for which he prays will become evident in our shared lives and the lives of our denominations. He prays that we will live the truth of our ‘oneness’ and that people will be amazed by how much we love each other even when the divisions we face are so great.

I would like us to be able to say, as the statement from ‘Integrity‘ says: “We believe in a Church which welcomes and serves all people in the name of Jesus Christ; which is scripturally faithful; which seeks to proclaim the Gospel afresh for each generation; and which, in the power of the Holy Spirit, allows all people to grasp how wide and long and high and deep is the love of Jesus Christ.” [9] I’d like us not to have to qualify this in any way. But I know that this is extremely unlikely to happen.

We are just not there yet. We are in a very different place. We are still at loggerheads and are unable to generously recognise that those who most strongly argue against us have integrity and are, like us, seeking God’s best for us all.

I suspect that the only thing that could possibly, hopefully, happen across the whole Anglican Communion in the medium-term is for there to be a grace-filled acceptance that different provinces must be free to make their own decisions which apply the Gospel as faithfully as they can within their own cultures. This will probably mean that there are dramatic differences between different parts of the Anglican Communion. There would need to be a way of regularising the intrusions of episcopal oversight into other provinces. There would need to be a generous willingness on the part of those travelling between different provinces to accept the oversight of the relevant Archbishop and Bishops. There would also need to be a generous willingness to accept the ministry of those who journey to be with us. It might be necessary in conservative provinces to provide some form of alternative oversight for churches/Christians who struggle with the prevailing position of the province just as there may need to be provision for alternative oversight for more conservative churches/Christians in more liberal provinces.

This will, however, require very significant change for both those who most strongly affirm inclusion, and for those who argue the traditional position. In the short-term its seems unlikely, if not impossible.

If it were to occur, there would continue to need to be an international forum (or forums) where these substantive issues are debated in depth, sometimes in anger, but at all times accepting that in God’s eyes we are one.  This will need to be a place (or will need to be places) which is/are seen to be able to hold our disagreements in tension and where our common status as loved and fallen children of God is strenuously affirmed. Because to deny our unity is, in itself, to deny our Lord.

That same level of active listening and debate would probably also need to be held, honoured as a safe place, in every province of the Anglican Communion. Living in Love and Faith provides a model for that ongoing listening and discussion

In Living in Love and Faith, The Archbishops of Canterbury and York say that: “Our vision must be that which Jesus prays for in John 17.21, ‘that they may all be one. As you, Father, are in me and I am in you, may they also be in us, so that the world may believe that you have sent me!’ Being one is not in the sense of being the same, but being one in love and obedience and holiness, so that the world may find the knowledge of Christ as Saviour and the peace of God in the experience of God’s Kingdom. There will probably never be a time when we all agree exactly what that looks like, but our prayer for the Church through this work is that collectively we demonstrate the same love to one another that we have experienced from God; the grace that includes everyone whom Jesus Christ is calling to follow him; the holiness that changes the world and the unity that calls others to faith in Christ. The gift of that kind of love for God, for each other, and even for those who oppose us, is, in the words of 1 Peter, a love that covers a multitude of sins and thus leads us to be holy as God is holy (1 Peter 4.8 and 1.16).” [2: pX]

It seems that all of us will need to be willing to accept that the core arguments will not be solved in the short or medium term. We will need to pray continually that the Holy Spirit will increase a generous sense of love, unity and trust in us as time goes by, leading us into all truth. [John 16:13]

But, and this is a big ‘but’, this is not a matter that can be parked for as long as it takes. This is about people’s lives. The Church of England has made some very significant pragmatic and pastoral moves. Essentially it has accepted that, while it currently continues to hold an orthodox position on sexuality and same-sex marriage, it can be pastorally more sensitive.

In February 2014, in their letter introducing the House of Bishops’ Pastoral Guidance on Same Sex Marriage, the Archbishops of Canterbury and York wrote that “the gospel demands that we all listen, speak and act with integrity, self discipline and grace, acknowledging that as yet our knowledge and understanding are partial.” [15]

They went on to say that the Bishops were all, “conscious that within both Church and society there are men and women seeking to live faithfully in covenanted same sex relationships. … The proposition that same sex relationships can embody crucial social virtues is not in dispute.  Same sex relationships often embody genuine mutuality and fidelity…., two of the virtues which the Book of Common Prayer uses to commend marriage.  The Church of England seeks to see those virtues maximised in society.” [15]

In the House of Bishops’ Guidance reference was made to Issues in Human Sexuality where the House of Bishops’ “affirmed that, while the same standards of conduct applied to all, the Church of England should not exclude from its fellowship those lay people of gay or lesbian orientation who, in conscience, were unable to accept that a life of sexual abstinence was required of them and who, instead, chose to enter into a faithful, committed sexually active relationship.” [16]

Consistent with that, the House of Bishops’ said in their “2005 pastoral statement that lay people who had registered civil partnerships ought not to be asked to give assurances about the nature of their relationship before being admitted to baptism, confirmation and holy communion, or being welcomed into the life of the local worshipping community more generally.” [17]

They also reinforced guidance that “the clergy could not lawfully refuse to baptize children on account of the family structure or lifestyle of those caring for them, so long as they and the godparents were willing to make the requisite baptismal promises following a period of instruction. [an recognised] many reasons why couples wish their relationships to have a formal status: … the joys of exclusive commitment and … the importance of legal recognition of the relationship. To that end, civil partnership continues to be available for same sex couples. Those same sex couples who choose to marry should be welcomed into the life of the worshipping community and not be subjected to questioning about their lifestyle. Neither they nor any children they care for should be denied access to the sacraments.” [17]

More recently, the House of Bishops’ has issued guidance on ‘Pastoral Principles of Living Well Together‘ [10] which encourages careful thought about how we relate when we disagree and how we acknowledge our own prejudices, ignorance, fear, hypocrisy and abuse of power. 

None of this addresses the underlying and, for some, overwhelming sense of rejection, that the formal position of the Church continues to engender.

One of the books that I have been reading is a collection of essays entitled, ‘An Acceptable Sacrifice? Homosexuality and the Church‘. [18] It raises the question of whether it is fair and reasonable that doctrinal development and a reconsideration of the issues should be allowed to continue without some clear sense of a real horizon ahead. “As things stand at the moment, the Church if England is asking of gay men and women an immense sacrifice. Is it an acceptable sacrifice?” [19: p7]

References

  1. https://rogerfarnworth.com/2022/11/19/john-17-a-pivotal-passage-in-scripture-and-its-implications-for-current-debates-in-the-church.
  2. Archbishop of Canterbury, Justin Welby and Archbishop of York, Stephen Cottrell; Forward; in House of Bishops of the Church of England; Living in Love and Faith; Church House Publishing, 2020, pvii-x.
  3. Quoted by Revd Dr William Lamb, Vicar of the University Church of St Mary the Virgin, Oxford, an Associate Member of the Faculty of Theology and Religion, University of Oxford, and a Fellow of Harris Manchester College; A Serious Call to a Devout and Holy Life: A Reprise; https://viamedia.news, accessed on 30th October 2022.
  4. Ted Grimsrud; The “Homosexuality” Debate: Two Streams of Biblical Interpretation; https://peacetheology.net/homosexuality/the-homosexuality-debate-two-streams-of-biblical-interpretation, accessed on 31st October 2022. Versions of this essay were published in C. Norman Kraus, To Continue the Dialogue (Cascadia Publishing House), and in Ted Grimsrud and Mark Thiessen Nation, Reasoning Together: A Conversation on Homosexuality (Herald Press).
  5. Marcus Green; The Possibility of Difference: A biblical affirmation of inclusivity; Kevin Mathew, Stowmarket, Suffolk, 2018.
  6. https://rogerfarnworth.com/2023/01/06/can-we-be-faithful-to-scripture-and-affirm-faithful-monogamous-same-sex-relationships.
  7. Jeremy Morris; The church and change: tradition and development; in Duncan Dormor & Jeremy Morris .eds; An Acceptable Sacrifice? Homosexuality and the Church; SPCK, London, 2007, p46-61.
  8. Adam Nicolson; Power and Glory: Jacobean England and the Making of the King James Bible; HarperCollins, London, 2003.
  9. https://www.inclusive-church.org/the-ic-statement, accessed on 21st December 2022.
  10. Church of England; Pastoral Principles of Living Well Together; Church House Publishing, London, 2019 and available at https://www.churchofengland.org/about/leadership-and-governance/general-synod/bishops/pastoral-advisory-group/pastoral-principle, accessed on 20th December 2022.
  11. Justin Welby and John Sentamu; Letter from the Archbishops of Canterbury and York following General Synod (Church of England, 2017); available at https://www.churchofengland.org/news-and-media/news-and-statements/letter-archbishops-canterbury-and-york-following-general-synod, accessed on 24th December 2022.
  12. House of Bishops of the Church of England; Living in Love and Faith; Church House Publishing, 2020.
  13. https://www.attitude.co.uk/news/church-of-england-bishops-support-gay-marriage-417523, accessed on 5th January 2023.
  14. https://oxford.anglican.org/news/same-sex-marriage-in-cofe.php, accessed on 5th January 2023.
  15. https://www.churchofengland.org/news-and-media/news-and-statements/house-bishops-pastoral-guidance-same-sex-marriage, accessed on 5th January 2023.
  16. House of Bishops of the Church of England; Issues in Human Sexuality; Church House Publishing, 1991.
  17. House of Bishops of the Church of England; Civil Partnerships: A Pastoral Statement; Church House Publishing, 2005.
  18. Duncan Dormor & Jeremy Morris .eds; An Acceptable Sacrifice? Homosexuality and the Church; SPCK, London, 2007.
  19. Duncan Dormor & Jeremy Morris; Introduction; in Duncan Dormor & Jeremy Morris .eds; An Acceptable Sacrifice? Homosexuality and the Church; SPCK, London, 2007.
  20. https://anglican.ink/2022/11/03/together-in-love-and-faith-the-bishop-of-oxfords-case-for-gay-marriage, accessed on 5th January 2023.

Can we be faithful to Scripture and affirm faithful, monogamous same-sex relationships?

There are many who believe that this cannot possibly be the case in the light of a number of specific texts in both the New and the Old Testament which appear to be conclusive.

Others argue that a careful reading of the Scriptures will lead anyone with an open mind to the conclusion that the Bible does not condemn faithful, monogamous same-sex relationships.

While so many in the Anglican Communion agree about so much and even when we disagree we seem generally to be able to hear other people’s perspectives. This is the one issue that we make into the contemporary test of orthodoxy and seem unable to make room for difference. It is an issue which “is not in any early church statement of faith, and it is absent from the Reformers’ great debates. Luther did not make any great play on this. Calvin didn’t seem to care. The Westminster Shorter Catechism forgot to focus here. …” [1: p19] But this has become the touchstone in our assessment of each other.

It seems that neither side in the debate finds it easy, or even possible, to acknowledge the integrity and scriptural loyalty of the other. So, we sit at a crossroads with different parts of the church pulling in different directions, and, no doubt, many in the church looking back and forward between the two, not sure which way to turn.

Somewhere between the extremes of these polarized sentiments probably lie the vast majority of churchgoers, with people uncertain what to make of it all, or people opposed to a change or supportive of it, who nevertheless do not regard it as a church-breaking issue.” [2: p1]

In the light of this ‘stalemate’ it seems likely, to me at least, that there will be a significant and possibly permanent split in the Anglican Communion unless things change significantly.

Duncan Dormor and Jeremy Morris comment that “the possibility of a permanent split [hangs] over the Anglican Communion. … These divisions are not of course confined to Anglicanism. They can be found in Methodism, in churches of the Reformed and Lutheran traditions, and in Roman Catholicism. But they have perhaps never been as bitter there, or as destructive, as they have in Anglicanism. Advocates of a change in the Church’s policy towards homosexuality and their opponents have traded insults and claimed the moral high ground.” [2: p1]

The Archbishop of Canterbury’s speech at the Lambeth Conference 2022 included a reminder of the reality of the current situation, and the need to care for each other: “So let us not treat each other lightly or carelessly. We are deeply divided. That will not end soon. We are called by Christ himself both to truth and unity.” [3]

My linked article (below) tries to address, carefully, the question raised in the title to this short blog. It shows that it is possible, depending on your approach to Scripture to argue with integrity for both the traditional position and the progressive position when approaching Scripture. It highlights the importance of listening to modern knowledge, experience and culture and then returning to the text of Scripture with an open mind. When we do this we engage in a similar process to that which Peter and the early Church encountered, led by the Holy Spirit which we have received, in the middle chapters of the Acts of the Apostles in the New Testament.

I do believe that it is possible to remain faithful to Scripture and affirm faithful, monogamous, same-sex relationships.

However, I also believe that this should not be an issue over which the Church of England should allow itself to become divided. This is a matter of interpretation of Scripture, rather than one about loyalty to Scripture.

We are called to be ‘one’ (John 17), whether or not we agree. The Anglican Communion is deeply divided, but we are called to unity and we are called to truth. Integrity and Unity. It is our love for each other, even in the midst of the greatest disagreement, that will draw others to faith. At least that seems to be what Jesus believed!

By this everyone will know that you are my disciples, if you love one another.” (John 13:35)

I offer the linked article below as a careful wide-ranging discussion of the arguments which surround this important question. It is not a light read.

I greatly appreciate the way in which Living in Love and Faith [4] has been presented. Of the different books that I have read recently, this is the one which best allowed me to engage openly with the issues.

I feel happier with where my instincts have lead me over recent years. I feel affirmed in my desire for a fully inclusive Church which is truly so, accepting and valuing each other even when we strongly disagree.

So, this is who I am. This is what I believe. Inclusion is a Gospel imperative. If we fail to include all, we fail in following our Lord. Even then God’s grace is sufficient, he still loves and accepts us when we struggle to be inclusive. God includes all, everyone, within the scope of God’s love.

Being inclusive is the very embodiment of the Gospel. We are all sinful and we all sin, we all struggle to love as God loves us, we are all defensive at times, we are all selfish at times. Often unconsciously, we can all be biased against someone different from us. We are all called to grow more into the character and nature of our Lord.

Towards the end of Living in Love and Faith, there is a series of encounters with different churches in the UK. The examples used are actually all attractive in their own way, but the one that I warm to most is St. Mildred, Upper Mallowpool:

St Mildred’s Church serves the small town of Upper Mallowpool with a population of nearly 15,000. Six parishioners had gathered at the back of the church to take part in the conversation: Richard, the vicar; Duncan and Miriam, an older couple who also attend a Baptist church; Jenny, a lesbian woman in a partnership; Owen, a gay youth worker; and Noah, a heterosexual married man. In the background a group was clearing up after the midweek coffee and craft session.

Richard got the conversation going. ‘So, my theology has changed over time. As an evangelical, I’m quite clear on the need for the Scriptures to lead the way. But my thinking has changed. Being divorced and remarried, the theology I take for myself on divorce is that divorce is not God’s ideal plan but that when I read the Scriptures, it’s allowable. And when I look at the Scriptures’ teaching on sexuality, the conclusion I’ve come to is that same-sex relationships are not God’s ideal plan, but that they are allowed. And so, I feel like I’m in a position to say that because I’m willing to criticize myself over divorce and remarriage. That has enabled me to reach out so we have gay people involved in positions of responsibility within our church family. We have to find a way, though, of including those who see it differently. Noah chipped in, ‘It’s interesting, we’re not out for overt inclusion. But we welcome anybody. and we don’t exclude anybody.’

It soon became apparent that not only did everyone agree that being truly inclusive meant including people with opposing views, but this little group embodied this very reality. Although Duncan and Miriam were clear that same-sex marriage was not an option, they were happy to join in the conversation – a conversation that combined deep and overt affection with spontaneous honesty.

Owen pitched in with his story: ‘As someone who is gay, my theology has been left, right and centre. I’ve gone, is abstinence the correct way? But then, come to the conclusion that if God is love, then it says, “Whoever does not love, does not know God.” And therefore, I must be able to love, to know God. But yeah, I can understand both sides, because my theology has gone all the way round. I love this sort of conversation.’

Jenny spoke movingly about how difficult she had found it to cross the threshold of the church eight years ago and what it meant for her to be welcomed in by Richard. She had been thrown out of her Christian family home at the age of 16 when she came out. Even now, only one sister is willing to be in touch with her.

But the conversation kept coming back to how each of them had come to their convictions. ‘Is there actually any gender in the afterlife, in heaven? Is gender only a concept for a tiny fraction of our existence? And that, maybe, puts it a little bit in perspective,’ said Noah. ‘By trying to say that we know all of the rights and wrongs, I’d say we’re putting ourselves almost in the position of God over humanity. God tells us to let him judge, because it’s in our nature to get things wrong.’ Richard agreed: ‘But he will judge, and, therefore, it’s important that if we become convinced that something we thought before wasn’t right, then we must change. As long as we’re open to the possibility that we might be wrong, then I think that’s what will qualify us, when we meet God.’“[4: p417-418]

References

  1. Marcus Green; The Possibility of Difference: A biblical affirmation of inclusivity; Kevin Mathew, Stowmarket, Suffolk, 2018.
  2. Duncan Dormor and Jeremy Morris; Introduction; in Duncan Dormor and Jeremy Morris (eds); An Acceptable Sacrifice? Homosexuality and the Church; SPCK, London, 2007.
  3. Quoted by Prof. Helen King; Over to the bishops? Finding ways to respect differences; https://www.inclusive-church.org/2022/10/19/over-to-the-bishops-finding-ways-to-respect-differences, accessed on 30th October 2022.
  4. House of Bishops of the Church of England; Living in Love and Faith; Church House Publishing, 2020.

Horse-Drawn Tramways of the Wye Valley

A great Christmas purchase from Rossiter Books in Leominster! (£12.99, ISBN 978-1-910839-60-7, Paperback, 176 pages, 242 x 171mm). NB: The images in this article are sourced from the internet.

Horse-Drawn Tramways of the Wye Valley [1] by Heather Hurley, published by the Logaston Press in Novber 2022, is an excellent introduction to the early tramways in the Wye Valley. A short-lived transport system of horse-drawn waggons on rails, operating from the late eighteenth century to the introduction of steam locomotives in the middle of the nineteenth century, primarily used for transporting goods such as coal and wood.

Heather Hurley explores all of the tramways known to have existed in and around the Wye Valley from Kington, through Brecon and Hay to Abergavenny, Monmouth, the Forest of Dean and Hereford; the routes taken, the companies that built and ran them, and the people who used them. She draws on extensive research of Tramway Company archives, Acts and ledgers, maps and plans, newspapers and journals, archaeological reports, books and illustrations, as well as detailed fieldwork.

As the back cover states, Hurley’s book is richly illustrated and offers captivating insights into early nineteenth-century transport history, trade routes and the beginnings of the steam railways on the Welsh border.

Heather Hurley has a keen interest in local history. She has written several books, including ‘The Scudamores of Kentchurch and Holme Lacy’, ‘The Story of Ross’ and ‘Landscape Origins of the Wye Valley’. She is planning to produce a parallel volume about the railways of the Wye Valley in due course.

Horse-Drawn Tramways of the Wye Valley is an easy to read but well-researched introduction to tramways in the Southern Marches. Evidence of Hurley’s detailed research can be found in the extensive notes which support each chapter. Solid research does not, however, mean that this is primarily a dry academic book. It is accessibly produced with appropriate illustrations and a confident narrative.

The first chapter gives an overview of transport systems which predated the introduction of tramways. A chapter is devoted to the development of the horse-drawn tramways which includes an important section focussing on the horses used, before the more usual engineering matters of waggons, rails and stone ‘sleepers’ are covered.

The Monmouth Tramroad (or Railway),
© Afterbrunel and licenced for use under a Creative Commons Licence (CC BY-SA 4.0). [2]

Individual chapters are devoted to the major networks which developed along the Wye Valley:

  • The Monmouth Tramroad
  • The Severn and Wye Tramroad
  • The Bishopswood, Scott and Teague Tramways
  • The Hay Railway
  • The Kingston Railway
  • The Abergavenny and Hereford Rail Road.
Brecon – the longest railway in the world: … This ‘diorama’ was installed by British Waterways in the ‘noughties’ beside the canal at Brecon. It commemorates the one-time ‘longest railway in the world’ which ran from Brecon to Kington via Hay-on-Wye. It was actually two horse-drawn tramways which met end-on at Eardisley – The Hay Railway and the Kingston Railway. The combined length exceeded 36 miles and claimed the title of the longest railway between 1820 and 1837, © Copyright Alan Bowring and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [3]
Grosmont Tramroad: Behind Werngifford are the remains of a tramroad built in the early 19th century. It formerly connected with the Llanfihangel Tramroad to form a through route between Abergavenny and Hereford until replaced by the modern railway in 1854, © Copyright Alan Bowring and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [4]

Two further chapters cover some local tramways of interest and the coming of steam-power.

The history of each of the major lines is recounted is some detail, each route is surveyed and details of goods carried are provided. For each line, some notes are provided on remains visible in the 21st century and on where documents recording its life can be found.

The extent of the coverage in a paperback book of 176 pages is to be commended. No doubt some readers will want to look at one or more of the routes portrayed in more detail than is possible in a book of this nature. The book might have benefitted from the addition of maps to support the detailed route descriptions provided towards the end of each of the major chapters. The book is, however, a wonderful introduction to its subject and has been an excellent post-Christmas read!

I wholeheartedly recommend this book to anyone interested in the industrial history of the Welsh Marches and the Forest of Dean. Anyone interested in the history of tramways/tramroads in the UK would do well to purchase a copy, not only for the informative narrative and illustrations but also for the detailed endnotes.

The Logaston Press takes its name from the hamlet of Logaston, in the beautiful countryside of rural north-west Herefordshire. It was here that Logaston Press was set up by Andy Johnson in 1983, and later run by Andy together with his wife Karen.

In 2018 Andy and Karen handed over the reins to Richard and Su Wheeler, who now run Logaston Press from the nearby village of Eardisley.

Logaston Press publishes books on local history, landscape, archaeology, architecture, and a range of walks guides – all focussed on the ‘Logaston heartlands’ of the Southern Marches: Herefordshire, Shropshire, Worcestershire and Gloucestershire, Radnorshire, Breconshire and Montgomeryshire.

In almost four decades, Logaston Press has published more than 350 titles, with more than 100 books currently in print. Its books are beautifully produced, ethically printed and reasonably priced. They are are a pleasure to own.

Logaston Press is rooted in the people and places of the Southern Marches and is dedicated to publishing books that explore and illuminate this extraordinary part of the world.

References

  1. Heather Hurley; Horse-Drawn Tramways of the Wye Valley; Logaston Press, Eardisley, 2022.
  2. https://en.wikipedia.org/wiki/Monmouth_Railway, accessed on 1st January 2023.
  3. https://www.geograph.org.uk/photo/757089, accessed on 2nd January 2023.
  4. https://www.geograph.org.uk/photo/635820, accessed on 2nd January 2023.

The Penrhyn Quarry Railway – Part 1

A short history of the line is followed by some information about the locomotives used on the line. This first article then focusses primarily on the horse-powered tramroad which preceded the later Penrhyn Quarry Railway.

Penrhyn is the Welsh word for ‘promontory’.

“The history of Port Penrhyn can be traced back as early as 1713 when it was recorded that 14 shipments totalling 415,000 slates had been sent to Dublin. In 1720, another 8 shipments totalling 155,000 slates were sent to Dublin, two to Drogheda (20,000) and one to Belfast (35,000). Two years later, a shipment of 80,000 slates were sent to Dunkirk. After these few shipments only coastal traffic left from Aber-Cegin (Port Penrhyn) until Richard Pennant took over the ownership of Penrhyn Estates and appointed Benjamin Wyatt in 1786 as agent.” [23]

Porth Penrhyn in the mid- to late- 19th century. [23]

The Penrhyn Railway opened as a tramroad in 1801 which ran from quarries a few miles inland from Bangor in North Wales to the coast at Port Penrhyn. The gauge of the tramroad was 2ft 0.5in. It was constructed by Lord Penrhyn at a cost of around £175,000. [1][2] The alignment was as shown on the map immediately below.

The Penrhyn Railway 1801 to 1878: rendered with Maperitive, text and integration: Pechristener Wales in United Kingdom.svg: TUBS United Kingdom location map.svg: NordNordWest • CC BY 3.0. [1]

It was thought that there was an earlier line which ran between Port Penrhyn and Llandegai. That tramway, if it existed, was constructed in 1798. Its route paralleled that of the northern end of Lord Penrhyn’s tramroad. One theory is that this earlier tramway was operational until 1831. [1] There appear to have been two inclines on the Llandegai Tramway, one close to the port and the other directly adjacent to Llandegai Penlan Mill at Llandegai at the Southern end of that line. Both are shown on the image below.

The Llandegai Tramway: rendered with Maperitive, text and integration: Pechristener Wales in United Kingdom.svg: TUBS United Kingdom location map.svg: NordNordWest • CC BY 3.0. [1]

Research in 2021 suggests that the earlier tramway did not exist. [2]. If it did, it is likely that it was subsumed into the tramroad built by Lord Penrhyn. There is also research, undertaken in 2019, which suggests that a tramway was probably constructed in 1798 in connection with the Penrhyn Mills on the lower Ogwen. [35] My thanks to David Elis-Williams for providing a link to this research by Barrie Lill.

Lill comments that the Penrhyn Mills at Llandegai had a part in the development of the tramway/tramroad which eventually served the Penhryn Quarry: “The mill had what David Gwyn believes to be part of the first iron-railed overland edge railway of any length in the world, and the first iron edge railway built for the mass movement of stone. However, whereas James Boyd conjectures that originally the Penlan railway only extended from Port Penrhyn to the mill at Llandegai, pre-dated the Penrhyn Quarry Railway by three years, and was only later extended to the Quarry, [36] Gwyn does not agree. Instead he believes that the Penlan line merely was an off-shoot from the Quarry Railway. [37] At present there is no available evidence to confirm either theory, although there is a belief that prior to publishing his book on the Penrhyn Quarry Railways, Boyd had obtained supporting documents which no longer are publicly available. Irrespective of the above it seems unlikely that the mill would have opened without an adequate transportation system such as some simple form of tramway being in place, and in this scenario it is likely that the problems encountered with the working of this system are what prompted Wyatt to adapt the system and introduce the iron-railed edge railway to which David Gwyn refers.” [35]

Lord Penrhyn was persuaded by William Jessop to build the tramroad. “Jessop and his partner Benjamin Outram were then constructing the Little Eaton Gangway in Derbyshire. Samuel Wyatt was also involved in the construction of the gangway, and his brother Benjamin was the Penrhyn estate manager.” [1][2]

“Benjamin Wyatt was put in charge of building the tramway. Construction started on 2 September 1800, with the first slate train travelling on 25 June 1801. … The track used oval rails designed by Benjamin Wyatt, and their quoted gauge of 2 ft 1⁄2 in (622 mm) was measured between the centres of the rails. The railroad was operated by horse power along with gravity and three balanced inclines – “Port” (sometimes called “Marchogion”), “Dinas” north east of Tregarth and “Cilgeraint” a short distance north of Coed-y-Parc workshops in Bethesda. The longest was 220 yards (200 m).” [1]

Before the tramroad was constructed, slate was transported to the port by horses along mountain paths. After the tramroad was brought into service the local costs of transport fell from 4 shillings/ton to 1 shilling/ton. [1][4: p42-43]

In 1832, “Wyatt’s oval rails were replaced with more conventional … rails. The gauge of this new track was 1ft 10.3⁄4in (578 mm), measured between the inner edges of the rails – the conventional way of measuring track gauge.” [1][3]

In 1876 the tramroad was “rebuilt on a new course with steel rails laid on wooden sleepers. Steam locomotives were introduced, supplied by De Winton & Co. Engineers of Caernarvon.” [5]

Thomas Middlemass tells us that De Winton supplied ten locomotives to the line. “Seven were to be used at the quarries, three were to work the ‘main line’ to the coast, and all* were vertical-boilered 0-4-0 tanks.” [6: p16] They had two cylinders secured below the running plate with direct drive to one axle. The total weight varied between 4 and 5 tons. [7]

* … It appears that Middlemass has overlooked the fact that 3 of the 10 locomotives were fitted with horizontal boilers and were 0-4-0ST locos. They were named ‘Edward Sholto’, ‘Hilda’ and ‘Violet’, and were supplied in 1876, 1878 and 1879 respectively. [34]

Between 1882 and 1909 the Hunslet Engine Company of Leeds supplied sixteen four-wheeled locomotives for use in the quarry and on the line to Port Penrhyn.” [5]

One surviving Penrhyn locomotive is 0-4-0 vertical-boiler tank engine “George Henry,” which was built in 1877 and still looks good 140 years later at the Narrow Gauge Railway Museum in Tywyn, Wales.

‘George Henry’: a vertical-boilered 0-4-0 locomotive now on display in the Narrow Gauge Museum at Tywyn, Wales once played it’s trade in the Penrhyn Quarries. Both pictures © rlkitterman. [7]

The new route to suit steam-power obviated the need for the inclined planes, maintaining the easiest possible gradients. “Between coast and quarry it rose 550 feet, and, allowing for a stretch of 1/4 mile at 1 in 37 and 3 miles at 1 in 40, the average gradient emerged as 1 in 91. Flat bottomed rails were laid at first, but these were replaced in 1894 by the 50 lb bullhead variety.” [6: p15-16]

The new route of the Penrhyn Railway which opened in 1879: rendered with Maperitive, text and integration: Pechristener Wales in United Kingdom.svg: TUBS United Kingdom location map.svg: NordNordWest • CC BY 3.0. [1]

“The first locomotives used on the new railway were three De Winton’s. … Although successful, these locomotives were not powerful enough for the substantial traffic that passed down the line.” [1]

In 1882 the railway ordered ‘Charles’, a large 0-4-0ST from Hunslet. Charles proved very successful and was followed by ‘Blanche’ and ‘Linda’ in 1893 to the same basic design. These locomotives were the mainstay of the railway for the rest of its life.

In 1882 Penrhyn switched to more conventional locomotion, ordering “‘Charles’, a large 0-4-0ST from Hunslet. Charles proved very successful and was followed by ‘Blanche’ and ‘Linda’ in 1893 to the same basic design. These locomotives were the mainstay of the railway for the rest of its life.” [1]

“Between then and 1909 a positive spate of tank locos flowed, new, from Hunslet Engine Co. All were 0-4-0 saddle tanks, with weight and power variations introduced to meet specific Penrhyn requirements. Three were designed to work the ‘main line’, three were employed shunting at Port Penrhyn. Four of the smallest were confined to quarry work, and these were supplemented a few years later when six larger tanks arrived. As it happened, the latter were the last new purchases by Penrhyn.” [6: p16]

Among the Hunslet locomotives were the Penrhyn Port Class of three locomotives “built for the Penrhyn Quarry Railway (PQR). These locomotives were built by the Hunslet Engine Company between 1883 and 1885 and supplied specifically to work at Port Penrhyn near Bangor, North Wales. They were a variant of the standard Dinorwic Alice Class design.” [8]

Quarry Hunslet Lilian (No. 317, 1883) at the Launceston Steam Railway (June 2010) ©FritzG This file is licensed under the Creative Commons Attribution-Share Alike 3.0 Unported license – CC BY-SA 3.0.

“The Penrhyn Main Line class was a class of three narrow gauge steam locomotives built for the Penrhyn Quarry Railway (PQR). These locomotives were built by the Hunslet Engine Company between 1882 and 1893 and supplied specifically to work the railway that connected the Penrhyn Quarry near Bethesda in north Wales to Port Penrhyn on the Menai Strait.” [9]

“All three locomotives were preserved after the closure of the PQR. Charles was donated to the Penrhyn Castle Railway Museum. Linda was loaned to the nearby Ffestiniog Railway in July 1962. For the 1963 season the locomotive was re-gauged to the Ffestiniog’s 1 ft 11.5 in (597 mm) and purchased, along with Blanche at the end of the year. Both have since received extensive modifications including tenders, pony trucks and superheating.” [9]

Ex-Penrhyn Ffestinog Railway 0-4-0 saddle-tank Linda at Blaenau Ffestiniog railway station (2004) ©Thryduulf This file is licensed under the Creative Commons Attribution-Share Alike 4.0 International license – CC BY-SA 4.0.

The post-First World War years brought such economic instability that second-hand locos were not hard to find. Penrhyn bought 15 such from 1922 onwards. [5]

In 1923, three ex-US Army Baldwin 2-6-2Ts were also imported for ‘main line’ use, but, as happened elsewhere in Britain, they were never popular, and their working life was short.

The railway was private, providing no public service for either goods or passengers. Quarrymen’s trains were run, paid for by the quarrymen themselves.” [5]

“Today Porth Penrhyn in Bangor still serves the Penrhyn Quarry at Bethesda. Although today slate production and exports are not at 19th century levels it continues to be a key part of the business of slate. Exports of crushed slate (aggregate) by Penrhyn Quarry, through Porth Penrhyn  currently to Rotterdam, or ports along the south coast of England, have grown to become a significant proportion of Welsh Slate sales in addition to several containers  of roofing slates being shipped every month to Australia alone (taking approximately 45 days).” [23]

“Welsh slate is now covering the roofs of buildings as prestigious as the New South Wales Supreme Court and historic as Unwin’s Stores, both in Sydney Australia, as well as the Arts Centre in earthquake-hit Christchurch, New Zealand 2012. Europe also is a prime destination for Welsh slate with shipments of slate and decorative aggregate within Europe continuing to grow and evolve in particular.” [23]

All rail connections to the quarry disappeared in the mid-20th century under competition from road transport

The Post-1879 Route of the Railway

We start at the North end of the old railway at Porth Penrhyn. Porth Penrhyn) is a harbour located just east of Bangor in north Wales at the confluence of the River Cegin with the Menai Strait.

We follow the route on the Ordnance Survey 6″ Maps from around the turn of the 20th century as supplied by the National Library of Scotland (NLS). [10]

The railway layout at Porth Penrhyn on the 6″ OS Maps from around the turn of the 20th century. [11]
Approximately the same area as shown on the OS Map above, this time on the ESRI satellite imagery provided by the NLS [11]
This photograph was taken from a point Northeast of University College (shown on the 6″OS map extract above. [21]
Linda departing with a train of empties from Porth Penrhyn in September 1961. The standard-gauge line is on the right, © Jim Fraser. [16]
A little further North, this picture shows a Standard Class 2MT (41200) on the standard-gauge and two narrow-gauge locomotives. The one almost hidden by the 2MT is a Ruston Diesel locomotive
(ex-works May 1953, no. 383820). It is a 40HP, Ruston 0-4-0 with 3VRH diesel engine. The narrow-gauge steam locomotive is ‘Blanche’, © Eric Foulkes. [17]
The view looking South from the port area at Porth Penrhyn along the line of the old railway which is now the Sustrans Cycle Route No. 82. [Google Streetview, 2015]
The view looking South from the road bridge at Porth Penrhyn along the line of the old railway which is now the Sustrans Cycle Route No. 82. [Google Streetview, 2022]
The view looking South along the line of the old railway from about 100metres South of the road bridge, © Ian S and licenced for reuse under the Creative Commons Attribution-ShareAlike 2.0 Generic Licence (CC BY-SA 2.0) [12]
The railway layout Southeast of Cegin Pool on the 6″ OS Maps from around the turn of the 20th century. [15]
The same area as shown on the OS 6″ Map above. The alignment of the old tramroad is illustrated by the red line. The newer railway is shown light-blue. Parallel and immediately adjacent to the East of the Penrhyn Quarry Railway was the standard-gauge LNWR line. The two lines began to separate to the Southwest of the A5 road. [15]
The Old Railway Bridge close to Cegin Pool: Originally carried the Standard-Gauge Branch and Penrhyn Quarry lines to Port Penrhyn. Now a footpath/cycle path. In the foreground is part of the earlier bridge carrying the horse tramway from Penrhyn Quarry, © Copyright Chris Andrews and licensed for reuse under the Creative Commons Attribution-ShareAlike 2.0 Generic (CC BY-SA 2.0) [13]
Cegin viaduct: A view from the cycle track of the viaduct crossing the Afon Cegin just on the Southeast side of Cegin Pool, on the original line of the Penrhyn Quarry Railway. This view is taken from the Southern end of the viaduct. The re-engineered line took a more gently inclined route that avoided the rope-hauled incline just to the south. The abutments of the more recent bridge are much wider than the modern path because it carried the parallel tracks of both narrow gauge and standard gauge lines to Port Penrhyn, © Copyright Jonathan Wilkins and licensed for reuse under the Creative Commons Attribution-ShareAlike 2.0 Generic (CC BY-SA 2.0) [14]
My sketch of the Tramroad route and its two bridges over the Afon Cegin based on a drawing in James Boyd’s book. The old main road crossed the Cegin at the same location as the tramroad. [36]
The old Tramroad Arch Bridge over the Afon Cegin to the South of the bridges above. The picture is taken from the later bridge which carried the two railways. Just to the right of this image was the bottom of the tramroad incline, © Ian S and licenced for reuse under the Creative Commons Attribution-ShareAlike 2.0 Generic Licence (CC BY-SA 2.0) [20]
Looking Southwest towards the modern Llandudno Road (A5) bridge spanning the cycleway which follows the route of the old Railway. At this point the old Railway alignment is also part of the Coastal Path, © Copyright Ian S and licenced for reuse under the Creative Commons Attribution-ShareAlike 2.0 Generic Licence (CC BY-SA 2.0) [16]
The same location on the A5 London to Holyhead road as it appeared prior to the construction of the modern bridge, when both the standard-gauge line and the quarry railway were still in place. The photograph comes from the Railway Magazine of October 1961, © J.M. Dunn.
This picture was taken in late 1963. The Penrhyn Quarry Railway bridge looking North, also at Maesgierchen. The standard-gauge line is out of sight to the right above the line, the Afon Cegin to the left below the line. A year later the rails had gone to the Ffestiniog Railway and the whole embankment was destroyed and rebuilt as part of a road-widening scheme, © M. Costello (courtesy of the Ffestioniog Railway Archives (where it is mislabelled as a photograph of the Welsh Highland Railway trackbed). [18]
The routes of three railways can be seen on this extract from the 6″ OS Maps from around the turn of the 20th century. It shows the area South of the A5 road bridge referred to above. On the right of the image, running South from the Incline Cottage at the top of the extract, field boundaries define the alignment of the old Tramroad.  To the West of the A5, which runs down the centre of the extract, are two lines which were in use when the survey was undertaken. Running closest to the A5 is the be LNWR standard-gauge branch. The narrow-gauge Penrhyn Quarry Railway is to the West of the standard-gauge line and follows the East bank of the Afon Cegin. [19]
The same area as shown on the OS 6″ Map above. The alignment of the old tramroad is illustrated by the red line. The newer narrow-gauge railway is shown light-blue. Parallel and immediately adjacent to the East of the Penrhyn Quarry Railway was the standard-gauge LNWR line. The two lines began to separate to the Southwest of the A5 road. The approximate alignment of the standard-gauge line is shown in purple. The A5 runs down the centre of the image. [19]
The approximate location where the old tramroad crossed the line of the modern A5.  The A5 is, here, viewed from the South looking toward Bangor. [Google Streetview, 2022]

Before the future A5 was developed as a turnpike in 1820, the tramroad ran within the width of the old highway from this point for a few hundred yards. When the turnpike was created, the road level was lifted and the tramroad crossed beneath the renewed highway and ran along the Southwestern side. The sketch below shows this.

The old tramroad which was operational until 1879 was diverted to accommodate the construction of the turnpike. We start following the route of that old Tramroad. This sketch is based on a drawing in James Boyd’s book. [36: p11] He refers to the diversion in the text of the book as well.[36:p22]
In this extract from the 6″ Ordnance Survey from around the turn of the 20th century, the short standard-gauge branch meets the mainline. The route of the old tramroad has now crossed the A5. The Penrhyn Quarry Railway only appears fleetingly in the top left corner if the map extract.  [24]
The same area as shown in the 6″ OS map above, as recorded on the ESRI satellite imagery provided by the NLS. The colour coding remains the same as in previous satellite images. [24]

A. The old tramroad

Beyond this point, we first follow the line of the old Tramroad to Penrhyn Quarries. …..

This next extract from the 6″ Ordnance Survey shows the route of the old tramway flanked by walls and passing in front of the Grand Lodge of Penrhyn Castle at Llandegai. [25]
The same area now shown on the ESRI satellite imagery provided by the NLS. The lodge can be made out just to the Northeast of the red line which shows the approximate route of the old tramway crossing the roundabout on the A5 at Llandegai. [25]
The approximate route of the old tramway is marked on this picture, as before, with a red line. The photograph is taken from the roundabout on the A5 at the entrance to Llandegai Industrial Estate which is in the top left of the satellite image above. The line ran just a few metres to the Southwest of what is now the A5. [Google Streetview]
The approximate line of the old tramway runs across the next roundabout on the A5 before curving round to the South. [Google Streetview]
Looking along the line of the old Tramroad from the modern roundabout, with the A5 heading South on the right. [Google Streetview]
This is a repeat of the sketch shown earlier which is based on a drawing from James Boyd’s book. [36: p11] After being diverted from its original route, the tramroad ran on the Southern side of the highway before turning away to the South. The Smithy shown in the sketch appears on the 6″ map extract below. Just to the North of the Smithy there was a branch from the old tramroad which served the bottom of the Llandegai Incline which connected the Upper Penrhyn Mill to the tramroad. There were two level crossings at this location, one of which became an over ridge when the turnpike was built in 1820.
The route of the old tramway continues on this next extract from the 6″ Ordnance Survey. At the top of the extract it is just to the left (West) of the Smithy. It crosses the standard-gauge line which is in tunnel at this point the Llandegai Tunnel). Further the south the formation, at the time of the survey was being used as an accommodation road to access ‘Bryn’ and then even further South, it was being used as a footpath. [26]
This is an extract from ‘RailMapOnline’ which shows the route of the old railway plotted on modern satellite imagery. The purple line close to the top of the image is the line of the Llandegai Tunnel on the standard-gauge mainline. [27]
Just to the South of the underground route of the standard-gauge mainline (Llandegai Tunnel), the old tramroad alignment crosses the access road to the A5 and runs South along the accommodation road visible to the left of the road in this image. [Google Streetview]
The old tramroad route followed this lane South. [Google Streetview]
At the end of the lane, a footpath can be seen running South. The hedge ahead in this image partially blocks the route but allows pedestrian access. [Google Streetview]
The route of the old tramroad and the later footpath remain on the same alignment as far as the top corner of the woods shown in this map extract. From that point southwards the Tramroad route crossed the fields in a Southeasterly direction. [28]
The same area as shown on the 6″ Ordnance Survey extract above. The North Wales Expressway is the notable modern addition to the image [27]
The obvious features on this next extract from the 6″ Ordnance Survey which mark the line of the tramroad are the walls to the rear (West) of the cottages at Tyddyn-Iolyn. South of these properties the tramroad ran alongside the road for a very short distance. After which it curved away to the Southwest before curving back towards the Southeast to a point to the South of Llan-isaf Cottage. [29]
The route described in the notes to the 6″ map extract immediately above are illustrated on this satellite image. [27]
Facing South along the lane to the South of Tyddyn-Iolyn, showing the approximate line of the old tramroad in red. [Google Streetview]
Looking back to the North along the lane to Tyddyn-Iolyn showing the point at which the old tramroad crossed the line of the lane. To the East of this point the Tramroad turned to the South and then to the West. [Google Streetview]
The walled route of the Tramroad can still easily be picked out on the 6″ Ordnance Survey. After a short distance travelling in an West to East direction and before reaching the banks of the Afon Ogwen at a point to the North of Tyddyn-Dicwn it turned once again towards the South. [30]
On the modern satellite imagery from RailMapOnline, the tramroad route appears to be within the width of the modern A5. There are signs that the actual formation of the old tramroad runs through the woodland to the South of the A5. Boyd shows this diversion on his map of the route. [36: p11] Its route can be picked out some metres to the South of the A5 but then rather than following a curving hedge line to the North and the East of Tyddyn-Dicwn at the bottom right of this satellite image. It continued towards the road junction, crossing the Southbound road just to the South of the junction. [27]
The probable route of the old tramroad at the point where it crossed the road South towards Tregarth. From this point it travelled South between the road and the Afon Ogwen for a few hundred yards. [Google Streetview]
The route of the old tramroad can again be picked out easily on the West Bank of the Ogwen passing an old quarry and then running immediately adjacent to Pen-isa’r-allt and on to meet Lon Ddinas. [31]
RailMapOnline shows the tramroad crossing fields to the South of Lon Ddinas to join the route of the later Penrhyn Quarry Railway. This extract shows that route. Looking at the gradients involved and the 6″Ordnance Survey, it seems possible that this was the case only if an incline was used. There is no evidence of this on the ground. It seems more likely that Lon Ddinas runs along the line of the old Tramroad and may well, in times past have shared the same formation. The gradient along Lon Ddinas would have been much more suitable. However, records indicate that there was an incline at this location – known as the Ddinas Incline. [27]
The lane which can easily be confused with the route of the old tramway is clearer on the 6″ Ordnance Survey. However, the Ddinas Incline followed the present field boundaries from close to Ddinas Farm up the relatively steep escarpment to meet the later Penrhyn Quarry Railway route. [32]

The Ddinas Incline was one of three gravity-worked inclines on the original line of the Penrhyn Railway, built 1800-1801 to transport slate from the Penrhyn quarries to Port Penrhyn. … About half-way up the incline was an overbridge carrying a minor road, now widened and straightened at this point. To the north a cutting can still be seen, but the lower part of the incline has been destroyed by construction of a sewage works. To the south the line is visible as a terrace in the field. A ruined wall constructed of large roughly squared stone blocks near the top of the incline may be a surviving fragment of the winding house.” [33]
W J Crompton, RCAHMW, 5 November 2009.

From this point on, the old Tramroad and Penrhyn Quarry Railway followed approximately the same route. The second article about these lines will follow the Penrhyn Quarry Railway to this point at Tregarth.

References

  1. https://en.m.wikipedia.org/wiki/Penrhyn_Quarry_Railway, accessed on 27th December 2022.
  2. Dan Quine; The development of Port Penrhyn, Part One: 1760-1879; Archive. No. 110. Lightmoor Press, June 2021.
  3. James I.C. Boyd; Narrow Gauge Railways in North Caernarvonshire, Volume 2 The Penrhyn Quarry Railways; The Oakwood Press, Usk, 1985. (The British Narrow Gauge Railway No. 5.)
  4. Susan Turner; The Padarn and Penrhyn Railways; David & Charles; Newton Abbot, 1975.
  5. https://narrowgaugerailwaymuseum.org.uk/collections/industrial-railways/penrhyn-quarries, accessed on 27th December 2022.
  6. Thomas Middlemass; Encyclopaedia of Narrow Gauge Railways of Great Britain and Ireland; Patrick Stephens Ltd., Sparkford, Yeovil, 1991.
  7. Both these photographs can be found on the DeviantArt website: https://www.deviantart.com/rlkitterman, accessed on 27th December 2022.
  8. https://en.wikipedia.org/wiki/Penrhyn_Port_Class, accessed on 27th December 2022.
  9. https://en.wikipedia.org/wiki/Penrhyn_Main_Line_class, accessed on 27th December 2022.
  10. https://maps.nls.uk/os/6inch-england-and-wales/index.html, accessed on 27th December 2022.
  11. https://maps.nls.uk/geo/explore/#zoom=15.8&lat=53.23498&lon=-4.11253&layers=6&b=1, accessed on 27th December 2022.
  12. https://www.geograph.org.uk/photo/4180528, accessed on 27th December 2022.
  13. https://www.geograph.org.uk/photo/6960097, accessed on 27th December 2022.
  14. https://www.geograph.org.uk/photo/6554213, accessed on 27th December 2022.
  15. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.22925&lon=-4.11044&layers=6&b=1, accessed on 28th December 2022
  16. https://m.facebook.com/groups/418992338717208/permalink/1139980376618397, accessed on 28th December 2022.
  17. https://m.facebook.com/groups/narrowgauge/permalink/6708832335795404, accessed on 28th December 2022.
  18. https://m.facebook.com/groups/narrowgauge/permalink/5131244703554183, accessed on 28th December 2022.
  19. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.22458&lon=-4.11050&layers=6&b=1, accessed on 28th December 2022.
  20. https://www.geograph.org.uk/photo/4180575, accessed on 28th December 2022.
  21. https://m.facebook.com/groups/417502465072892/permalink/2232508116905642, please see the comments on this thread. Accessed on 28th December 2022.
  22. https://m.facebook.com/groups/417502465072892/permalink/529969163826221, accessed on 28th December 2022.
  23. https://m.facebook.com/groups/417502465072892/permalink/1512499952239799, accessed on 28th December 2022.
  24. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.21987&lon=-4.10971&layers=6&b=1, accessed on 28th December 2022.
  25. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.21884&lon=-4.10291&layers=6&b=1, accessed on 28th December 2022.
  26. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.21309&lon=-4.10235&layers=6&b=1, accessed on 29th December 2022.
  27. https://www.railmaponline.com/UKIEMap.php, accessed on 29th December 2022.
  28. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.20823&lon=-4.10044&layers=6&b=1, accessed on 29th December 2022.
  29. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.20527&lon=-4.09580&layers=6&b=1, accessed on 29th December 2022.
  30. https://maps.nls.uk/geo/explore/#zoom=16.0&lat=53.20204&lon=-4.09043&layers=6&b=1, accessed on 29th December 2022.
  31. https://maps.nls.uk/geo/explore/#zoom=16.4&lat=53.19818&lon=-4.08442&layers=6&b=1, accessed on 29th December 2022.
  32. https://maps.nls.uk/geo/explore/#zoom=15.9&lat=53.19386&lon=-4.08259&layers=6&b=1, accessed on 29th December 2022.
  33. W J Crompton, RCAHMW, 5 November 2009, accessed via: https://coflein.gov.uk/en/site/409718, accessed on 31st December 2022.
  34. https://en.m.wikipedia.org/wiki/De_Winton, accessed on 3rd January 2023.
  35. Barrie K Lill; Richard Pennant, Samuel Worthington and the mill at Penlan: a history of the Penrhyn Mills on the Lower Ogwen; Bangor University, 2019, accessed via https://research.bangor.ac.uk/portal/files/22801787/2019_Lill_B_PhD.pdf, accessed on 5th January 2023.
  36. J.I.C. Boyd; Narrow Gauge Railways in North Caernarvonshire, Vol.II, The Penrhyn Quarry Railways; The Oakwood Press, Usk, 1985.
  37. Personal correspondence dated 20th November 2017 alluded to by Barrie Lill in reference [35]
  38. Permission sought to share some further photographs of Porth Penrhyn (https://www.ebay.co.uk/itm/293353217633?mkcid=16&mkevt=1&mkrid=711-127632-2357-0&ssspo=vFhrxofnRnO&sssrc=2349624&ssuid=afQhrar7TGK&var=592202447151&widget_ver=artemis&media=CO)

John 17: A Pivotal Passage in Scripture, … and its implications for current debates in the Church

I have long felt that, in understanding God’s call on our lives, the pivotal passage in the New Testament of the Christian Bible is John 17.

I have discovered more recently, in early retirement, just how significant that chapter of the Bible is for me personally. In discussions around difficult issues I have found myself returning to Jesus’ prayer in John 17. The call for unity embodied in that prayer pulls at my heart strings and provokes a surprisingly strong emotional response. …

Professor David Ford seems to have a similar sense of the profound importance of that chapter to the overall message of John’s Gospel, and, as a consequence, to the whole New Testament story. He speaks of John 17 as the point at which John’s Gospel, “sounds its greatest depths, reaches its greatest heights, opens up its innermost secret of intimate mutual indwelling, and orients the desires of readers toward union with the ultimate desire of Jesus.” [1: p9]

If we are to take Jesus’ prayer in John 17 seriously, that ‘we will be one, as he and the Father are one’, we have to take our differences over many issues seriously, address them and, in the midst of our disagreement, then seek unity — that is the challenge of John 17.

In this respect, Loveday Alexander writes that: “We shall need (as Pilling frequently reminds us in the report about human sexuality, [2]) ‘a complex process of theological discernment, a process that begins with the discipline of listening, which requires the ability to move outside the limitations of our own experience to pay attention to what God is doing in the experience of others.’” [3: p48]

Let’s take this particular issue as an example of the challenge posed by the prayer of Jesus in John 17. Loveday Alexander was writing in 2014 about the ongoing debate within the Church of England over human sexuality. We are now, at the time of writing, in 2022, and that process of listening in relation to human sexuality has been going on in the Church of England over the past 8 years.

We are probably more aware of the issues, in this particular context, than we ever were, but as far as I can see, we are no closer to a way forward that will hold us all together in unity and that will satisfy, not only those with different views within the Church of England, but also those in the wider Anglican Communion.

Indeed, a number of us in the wider Anglican Communion still see the very process of listening to be too great a compromise. For some of us, Scripture is clear, the matter is determined by the text of Scripture and the traditional teaching of the church. There must be no equivocation over the issues involved. The firm belief of parts of the Anglican Communion is that the Church of England and a number of other provinces in the Anglican Communion need to repent and return to the tenets of Scripture. That view, held with great integrity and commitment, says that unity is just not possible while parts of the Communion are so manifestly in error.

Others of us cannot accept that position. For us, a careful study of Scripture and the cultures in which it was written and our own lived experience lead us to a very different conclusion. Many in this other part of our church family are just as resolute as those in the first group.

In reality, we are not united but divided, and it seems that we hold each other to account as responsible for that division.

And yet, in this particular context, we are not so very far apart. We see many of the of the possible perversions in all sexual relationships as sinful. We are not happy to condone engagement in physical sexual acts outside of committed, faithful, monogamous relationships. We strongly condemn abuse in all its forms whether inside or outside of a marriage and family life. We see no place for promiscuity, no place for selfishness. I hope we also have a strong commitment to mutuality in marriage and in relationships.

But, we do not agree on one key issue relating to who can participate in a committed, faithful, monogamous sexual relationship. And for so many of us, on whichever side of the argument we sit, this matter is essentially insurmountable, either because of our view of about what scripture says, or because of our essential identity as human beings. It seems as though neither side in the debate can see any grounds for hope and both seem to agree that this issue takes us beyond the remit of Jesus’ prayer for unity in John 17.

As I have already said, that prayer in John 17 is, for me, a pivotal point in scripture. And it provides the context for Jesus’ later commission in John 20:21-22. “Peace be with you. As the Father has sent me, so I send you.” When he had said this, he breathed on them and said to them, “Receive the Holy Spirit…”’ (John 20:21-22)

As we have noted, Professor David Ford (the author of a new (in 2022) commentary on St. John’s Gospel [1]) agrees with this assessment. He talks of Jesus’ prayer in John 17 being “the most profound and far-reaching chapter in the Bible” [4]. Jesus “prays (John 17:18) about what he later does in the pivotal verse John 20:21, and pours out his ultimate desire for all of us later believers: that we be united in love with each other and with him, ‘as’ he is united in love with his Father, and that this might overflow into the world God loves (John 17:20-26). It is a mission of inspired loving, for the sake of the whole world, including (since Jesus is the one through whom ‘all things came into being’ – John 1:3) the whole of creation.” [4]

All through John’s Gospel readers have been prepared for the death of Jesus (beginning with John 1:29), and for the resurrection of Jesus (beginning with John 2:22), and for the giving of the Holy Spirit (beginning with John 1:33). Now, climactically [in John 20:21-22], the crucified and resurrected Jesus actually gives the Holy Spirit. The words that accompany this give all of us Christians our core vocation and mission. We are sent ‘as’ Jesus was sent.” [4]

But,” says Ford, “theas’ does not mean exact repetition. We are not in first century Palestine. His Spirit is breathed into us so that we can both learn from how he was sent and also improvise endlessly upon it. We are to be inspired in our learning together (the Holy Spirit guides us into ‘all the truth’ – John 16:13, so our learning is never to stop), in our loving like Jesus, and in our praying like Jesus (try praying the Lord’s Prayer in the light of John 17!).” [4]

In his commentary, Ford says that the thrust of John’s Gospel is towards “doing life-giving signs for all who are in need, daringly crossing deep divisions, seeking more and more truth, engaging critically and constructively with the civilization of which it is a part, prophetically challenging the pathologies of power, modeling servant leadership, and building communities of prayer, love, and friendship that serve God’s love for all people and all creation, seeking to be part of the fulfillment of the desire of Jesus in his final prayer.” [1: p11]

“The essentials,” he says, “are summed up in John 20:21-22. Jesus gives us the deep ‘peace’ of knowing we are utterly loved, at home abiding in the love at the heart of all reality; the deep purpose of being ‘sent’ to love as he was sent by his Father; and, amazingly, the ‘Holy Spirit’—breathed into us minute by minute as he lives in us, we live in him, and we are energised and inspired to learn, pray, love, and serve as never before.” [4]

One significant element of John’s gospel message is the way in which “it nurtures in readers a global horizon that can unite them with the desire of Jesus for an ultimate unity of all people and all creation in love and peace.” [1: p11]

This means, as we have already noted, that we are to be inspired in our learning together, in our loving like Jesus, and in our praying like Jesus. … Jesus prayer is pivotal to our corporate life as his Church.

As Professor David Ford says: we are to be inspired by Jesus’ prayer in John 17 which calls us to a unity with each other which reflects the unity of the Godhead. We are called to reflect in our relationships the “innermost secret of intimate mutual indwelling,” [1: p9] that characterises the relationship between the three members of the Trinity. Indeed, Ford entitles the chapter in his commentary which focusses on John 17, ‘The Summit of Love’.

Our missionary calling as disciples of Jesus is a call, primarily, to unity. This is to be one of our ultimate values, it is to define us as followers of Jesus. It is to be at the very core of who we are. For me, this increasingly means an emotional, almost visceral, commitment to unity.

Whatever our differences in theology and practice, whatever different denominations we might form, we are called first and foremost to a loving unity which surmounts all barriers. We are to be ‘like Jesus’ who prayed, with what was close to his dying breath, that we would be one ‘as he and the Father are one’.

John’s gospel is indeed irrefutable in its clear, concise and transparent yearning for authentic Christlike discipleship today and always, to exemplify human love one for another, unconditionally, non-selectively, non-judgementally – just as Jesus did, so also should we do similarly.” [5: p24]

While commenting on John 1:29, Ford offers us a definition of sin: “This also is a pointer to the meaning of the sin of the world. [John 1:29] The basic sin indicated in the Gospel of John is lack of faith/trust/belief, inevitably involving lack of love. The desire/will of God is for a love inseparable from trust. The ultimate desire of Jesus, expressed above all in his climactic prayer in John 17, is for people to be united in trust and love with God and one another through him, a unity in which the whole of creation is embraced. This is the “summit of love,” the joy, the “eternal life,” the peace, for which people are created and into which they are invited, and whatever prevents or distorts or falsifies or opposes this is sin.” [1: p48-49]

Essentially, nothing pertaining to our faith should be allowed to take us outside of the scope of Jesus’ prayer for unity. Historically, the Church has allowed many things to take priority over that prayer. In doing so, each time, it places itself outside of Jesus’ desire for it.

At the moment, I find it nigh impossible to envisage the reconciliation of people holding divergent views on human sexuality within the Church of England and the Anglican Communion. I am grateful that others are ultimately responsible as the guardians of our unity and our faithfulness to the canon of scripture. My fervent prayer is that the Spirit will continue to lead us into all truth and that we will be able to fully accept our differences and fully embrace the unity for which Jesus prayed.

References

  1. Professor David Ford; The Gospel of John: A Theological Commentary; Baker, Grand Rapids, Michigan, 2021.
  2. The Pilling Report was published by Church House publishing on 28/11/2013. Its full title is The Report of the House of Bishops Working Group on Human Sexuality.
  3. Revd Canon Professor Loveday Alexander; Homosexuality and the Bible: Reflections of a Biblical Scholar; in Grace and Disagreement: Shared Conversations on Scripture, Mission and Human Sexuality; The Archbishops’ Council, 2014, p24-51.
  4. Professor David Ford; Improvising in the Spirit: Lessons from the Gospel of John; Re-Source Wednesday Lecture; Re-Source Autumn Newsletter 2022, Scargill House, p10-11; https://www.resource-arm.net/files/uploads/Autumn%202022%20Newsletter%20(Online).pdf, accessed on 4th November 2022.
  5. Jenny Plane Te Paa; Theology and the Politics of Exclusion: An Indigenous Woman’s Perspective; in Terry Brown .ed; Other Voices, Other Worlds; Church Publishing, New York, 2006, p15ff.

Railways in West Wales Part 1D – Porthgain Clifftop Tramway

This post is a short addendum to my post about the pre-railway age and the tramways of Pembrokeshire. In that post there was a section about the Porthgain to Abereiddi Tramway. In writing about that tramway, I failed to include details of the 3ft-gauge clifftop tramway which linked the slate quarry at Pen Clegyr Point with Porthgain.

I also failed to note the detail of the tramway tunnel between St. Bride’s Quarry and Porthgain Harbour. The original post can be found here:

Railways in West Wales Part 1A – Pembrokeshire – Before the Railway Age

Much of this current post about the Clifftop Tramway is summarised from a book by R.C. Jermy – “The Railways of Porthgain and Abereiddi,” which is an excellent study of the location. [2]

The 1906 6″ OS Map shows the clifftop tramway. [1]
By the time the 1906 survey was undertaken the tramway tunnel and St. Bride’s Quarry were abandoned and the tramway rails through the tunnel had been lifted. The two short branches of the clifftop tramway can be seen to good effect on this map extract. [1]

By 1906, lines which linked St. Bride’s Quarry with the harbour via two inclines had been removed. The later tramway tunnel was also redundant and the tramway rails had been lifted. “Traces of the earthworks and inclines, including the lines to the spoil tips, are the only remains on the 1906 map. There remained on the clifftop just the lines of the horse-drawn tramway fetching stone from the quarries at Pen Clegyr Point. From loading sidings in the quarry the line entered a shallow cutting passing a small smithy on the right, after which maps indicate a short passing loop. The line then climbed upwards towards the summit close to Pentop Gate at which point it curved right, passing the weighing machine which measured the wagon weights. The line then forked into two, one track leading to each of the stone crushers located above the storage hoppers. Small passing loops were located on each of these tracks.” [2: p17]

There is, for me, an interesting connection between this area and the Forest of Dean. In 1900, the Forest of Dean Stone Firms were registered in Bristol.”This concern took over the harbour and mining interest at Porthgain but after November 1909, and until it was finally wound up in 1922, its interests were managed by United Stone Firms, another Bristol-registered Company. This firm raised a mortgage of £200,000 on the Dean Forest and Porthgain interests in 1910 and indeed this was the time when the crushed stone demand was reaching its peak. Sailing ships and powered vessels called regularly, the quarry and harbour railway systems were well developed and the Company ran its own fleet of steam coasters, each of about 350 tons.” [2: p10]

However, by 1913, despite the success of its Porthgain operations the parent company passed into the hands of the receiver. It remained so until 1926 “when it was reorganised and taken out of receivership by Walter Bryant of Coleford, Gloucestershire, who formed United Stone Forms (1926) Limited.” [2: p10]

However,by July 1931, that company became insolvent and was closed by 31st August 1931.

The 1948 revision of the 6″ Ordnance Survey was published in 1953. As far as the map extract is concerned all remnants of the clifftop railway have disappeared. This seems to be an over simplification of the situation as a number of remnants were still present even if not recorded. [5] The line of the track can still be traced as a levelled strip on the clifftop, adjacent to the path to Porthgain harbour. [4] R. C. Jermy includes a number of photographs, taken in 1951 by H. Townley, which show the engine shed (with ‘Newport’ gently rotting away on one of the roads) and the remains of two traction engines, ‘Daisy’ and ‘Dinah’. Dinah was sited at Pen Clegyr and was used as a winding engine. Daisy sat on the clifftop. [2: centre-pages]

Jermy notes that “by 1908 the demand for roadstone had increased and the Forest of Dean Stone Firms made the decision to invest in a steam locomotive for operating the clifftop system. … It was realised that with the arrival of a heavy locomotive complete relaying with heavier track would become a necessity. Accordingly 200 sleepers were ordered … and … between 20th and 22nd January, 1909 the tramway was [re-laid] with heavy rails and sleepers from Pentop Gate by the water tank to the winding engine house at the top of the incline leading from the lowest quarry levels. A new engine shed was constructed, the roof over the single road being completed just six days after the arrival of the first locomotive! An inspection pit was located between the rails in the shed. Later, in November 1909 a ten ton weighbridge was installed in a brick building close to the water tower.” [2: p18]

Later, two further locomotives arrived at Porthgain necessitating the addition of a second road to the engine shed.

Records appear to show that one of these locomotives, Singapore, was too heavy for the tramway rails in place when they arrived and as a result in some expenditure was necessary to upgrade the tramway. In fact, the prevailing weather conditions and the weight of the locomotives seem to have resulted in a significant regular maintenance programme being implemented.

Jermy shows two plans of the railway – the first shows it much as on the 1906 6″ Ordnance Survey. He dates his sketch plan to 1905. [2: p20]. The second is the result of a survey of the line by Jermy in the 1980s which seems to show the small network at its fullest extent in around 1925. [2: p21] This sketch plan shows the engine shed in its position on the Northeast side of the St. Bride’s Quarry, three roads serving the crushers and hoppers, a small Yard on the North side of St. Bride’s Quarry, a weighbridge and water tank to the Northwest of the Yard, a long straight length of line with two tracks, one known as ‘The Cutting’, the other as ‘Jerusalem Road’. These two line led to the Upper Level of Pen Clegyr Quarry and, via a cable-worked incline to the lower level of the quarry. [2: p21]

Locomotives

The first locomotive was named ‘Portgain‘. It was built in 1909 by Andrew Barclay in Kilmarnock. It was Works No. 1185. … No. 1185 was an 0-6-0T with 7″ x 13″ outside cylinders, 2ft 2½in wheels 3ft gauge. … Despatch Date: 26th July 1909. [2: p23][3] This locomotive was out of use by 1929 and was scrapped on site shortly after 1931. [4]

The second, ‘Charger‘ was built in 1891 by W.J. Bagnall in Stafford and had the Works No. 1381. It had a copper firebox, brass tubes and two 5½in x 10in outside cylinders. It passed through a number of ownerships before, in September 1912, it was moved to Porthgain. [2: p29-30] This locomotive was scrapped shortly after 1931. [4]

The third, ‘Singapore‘, was a 0-4-2 saddle tank built at the Kerr-Stuart works in Stoke-on-Trent and had Works No. 659. It had 9½in x 15in outside cylinders. It was built in 1899. It was first bought by the contractor G. Pauling and Co. It was shipped to Ireland and was used on the Burtonport Extension contract which Pauling’s were undertaking for the Londonderry and Lough Swilly Railway. Sold in 1903, it went to Scotland and remained there until 1912 when it was transferred to Porthgain. [2: p31-33] This locomotive was out of use by 1929 and was scrapped on site shortly after 1931. [4]

The fourth locomotive was ‘Newport‘, a 0-4-0T loco. It was built by Hudswell, Clarke and Company of Leeds. It was originally built as a 2ft 10in gauge loco with Works No. 311 in 1889. In 1900 it was owned by Kellett & Sons who worked on the Hagley to Frankley section of the Elan Valley Aqueduct. It went through a number of ownerships after this before entering service at Porthgain in May 1929 after an overhaul. [2: p33-36] This locomotive remained in the Porthgain Railway Locomotive Shed after closure until scrapped in 1953. [4]

References

  1. https://maps.nls.uk/geo/explore/#zoom=15.6&lat=51.94963&lon=-5.18788&layers=6&b=1, accessed on 28th October 2022.
  2. R.C. Jermy; The Railways of Porthgain and Abereiddi; The Oakwood Press, Oxford, 1986.
  3. https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.industrial-loco.org.uk/Barclays_List_1100.pdf&ved=2ahUKEwigzb7drIP7AhWgR0EAHVYTBAMQFnoECBMQAQ&usg=AOvVaw1yWPftV1gbG5KyHi_9Oszk, accessed on 28th October 2022.
  4. https://en.m.wikipedia.org/wiki/Porthgain_Railway, accessed on 29th October 2022.
  5. https://maps.nls.uk/view/102188088, accessed on 31st October 2022.

2018-2022: Railway News from Kenya

This post includes a selection of news items about Kenya Railways in the period from 2018 to the Autumn of 2022. The items included are by no means exhaustive but they might be of interest! ……..

The Birth of a Nation: preserving records on the Kenya-Uganda railway line (EAP1143)

In 2018 the British Library funded a small pilot project undertaken in Nairobi Railway Museum’s archive. This was a low cost 6 month pilot which identified the condition of the archived documents and photographs and improved storage and access to them.

The photographs which were digitised all seem to predate the construction of the railway and document the life and times of people who lived on its route. [1]

The Standard-Gauge Line

In 2018, NPR reported that the “Standard Gauge Railway station in Nairobi is easily the most impressive public building in Kenya.” [8] The station is “adventurous. It’s all gray and modern. Geometric shapes form an abstract locomotive, and red neon announces the “Nairobi Terminus.”” [8]

The Standard-gauge Railway Station at Nairobi. [8]

NPR continues: “The train runs 293 miles from Kenya’s capital city to the port of Mombasa and back twice a day and represents the biggest infrastructure project since Kenya’s independence 54 years ago. The Chinese financed it; a Chinese company built it; and the Chinese will operate it for many years to come. … The project, which launched in the summer of 2017, has not only come to signify Kenya’s ambitions, but also China’s ambitions on the African continent. In the past decade, China has become the biggest lender to governments in Africa. The money has helped build ports, roads, bridges, airports and trains. But critics warn the loans are full of traps that could leave African countries in the lurch. Kenya alone owes $5.3 billion to China.” [8]

On 16th October 2019, VOA News reported that Kenya opened the second phase of the Standard Gauge Railway Project: “Kenya’s President Uhuru Kenyatta officially opened on Wednesday the second phase of his flagship infrastructure project: a Chinese-funded and built railway that will eventually link the port of Mombasa to Uganda. … The latest stretch of track cost $1.5 billion and runs from Nairobi to the Rift Valley town of Naivasha.” [9]

After the official opening, the president then joined the first ride along the line. … “The train stopped at every station, where a cheering crowd awaited the president. He promised them that the new railway will bring prosperity. … Kenyatta said that if the railway comes here, development also comes here.” [9]

The new track is 120 kilometers (75 miles) long and has 12 stations. Passengers can ride the trains, but the railway is mainly for cargo. The track will eventually lead to an inland container depot, (see below) from where containers will be distributed to Uganda and Rwanda, and to South Sudan. [9]

On 20th August 2021 the Ugandan newspaper, ‘The Independent’ reported that Kenya’s Standard-gauge railway line transported 2.31 million tons of cargo between January and the end of May that year: “an increase of about 45 percent from the similar period in 2020, according to data released on Thursday from the Kenya Railways Corporation.” [10]

“The rise in cargo volumes saw an increase in revenue generated during the months to 6.2 billion shillings (about 57 million U.S. dollars), up from 41.4 million dollars generated from January to May in 2020, it said. … The number of passengers using the train during the first five months of 2021 nearly doubled amid COVID-19 pandemic. … Some 601,201 passengers were ferried between the capital Nairobi and the coastal city of Mombasa during the period, up from 330,232 in 2020 when the country grappled with COVID-19 pandemic, the corporation said. … This generated revenue of 5.9 million dollars, up from 3.3 million dollars generated between January and May in 2020.” [10]

Refurbishment of Nairobi Central Station

Major renovations at Nairobi Central Station began on 27th July 2020. By January 2021, the work was well-advanced. Kenya Railways reported that the work would facilitate the use of the new DMUs due to arrive in the country.

Renovation work at Nairobi Central Station in January 2021. [5]

Kenya Railways stated on 13th January 2021 that, “as the rehabilitation works continue[d], stringent measures [were] put in place to safeguard daily commuters as they access[ed] the station.” [5]

Designated boarding points were set for various trains to facilitate safe movement of passengers within the Nairobi Central Station. For instance, Kikuyu and Ruiru trains, the boarding point was designated on the Western end of the Nairobi Central Station and it was to be accessed from Railways Police station. While passengers boarding Syokimau & SGR Link trains boarded the trains from the Eastern end of the station with the access point being adjacent to Guava restaurant.

Kenya Railways stated that, “The rehabilitation of Nairobi Central Station will not only give it a new face but also show KR is dedicated in making transportation better.” [5]

Plans for the full renewal of Nairobi Central Station were published in May 2022. The project has been sponsored by both the British and Kenyan Governments.

Design office view of the proposed renewed Central Station. [6]

THE British and Kenyan governments unveiled the final design of Nairobi’s new Central Railway Station and surrounding public area, which has been developed as part of the Nairobi Railway City redevelopment programme. [6]

The IRJ reported that, “The design was developed by SNC-Lavalin subsidiary Atkins and submitted to Kenya Railways and the Ministry of Transport. … The station is designed to accommodate up to 30,000 passengers per hour at peak periods, and will have 6000m2 of concourse space. The station will offer a new covered public space for the city with retail outlets and other amenities …. It features separate entrance and exit routes to avoid conflicting flows and ensure passengers can get to and from the platforms efficiently. … Three existing platforms will be joined by six additional passenger platforms, and four dedicated freight lines will be built. Two platform bridges will be built, with one for passengers entering the station and one for passengers exiting.” [6]

A few design office perspective views are shown below:

The SGR to MGR link at Naivasha

In July 2022, President Uhuru Kenyatta officially commissioned the Standard Gauge Railway – Metre Gauge Railway Passenger Rail Link at the Kenya Railways Mai Mahiu Station in Naivasha, Nakuru County. The ceremony took place on Tuesday, 26th July 2022.

The 5km link will enable passengers traveling to Western Kenya by train to switch from the standard-gauge service to that of the metre-gauge and vice versa. Kenya Railways reported that it would as a result be possible to travel exclusively by rail from Mombasa through Kilifi, Kwale, Taita Taveta, Makueni, Machakos, Kijiado and Nairobi onwards to Nakuru, Kisumu, Eldoret, Kitale, Nyahururu, Nanyuki, Malaba and Bungoma. [2]

Naivasha Inland Container Depot

On the same day (26th July 2022) the Naivasha Inland Container Depot (ICD) was officially opened by President Uhuru Kenyatta.

The Naivasha ICD facility which incorporates both the Standard Gauge Railway and the Metre Gauge Railway line will handle mainly transit cargo to the Great Lakes Region including Uganda, South Sudan, DR Congo, Northern Tanzania, Rwanda, and Burundi, which account for around 30% of imports and exports through the Port of Mombasa.

The SGR/MGR Link referred to above will greatly facilitate the transshipment process. All Transit cargo can now be delivered to the facility straight from the Port of Mombasa as either Through Bill of Lading (TBL) or merchant haulage (Non-TBL), while exports and empty containers can also be consolidated at the Naivasha ICD and railed to the Port of Mombasa for onward shipping.

Kenya Railways reported that, “The depot is linked to the Mombasa Port container terminal by a rail-tainer service on the Mombasa to Suswa Standard Gauge Railway line. It will serve to bring port services closer to customers and reduce congestion at the Port of Mombasa, Nairobi Inland Container Depot and on the roads. It is convenient for East African partner states who will not have to cover an entire 572 kilometres by road between Mombasa and Naivasha. From Naivasha ICD to Malaba Railway Yard, cargo will be transported over 36 hours and it will cost $860.”

Kenya Railways also affirmed that, “The Naivasha ICD includes a one-stop centre for ease of operations and efficient service delivery. The port houses all the Government agencies involved in handling of cargo namely Kenya Railways, Kenya Ports Authority, Kenya Revenue Authority, Kenya Bureau of Standards, Port Health (Public Health) and Revenue Authority officers from partner states of Uganda, Rwanda and Tanzania.” [3]

Nakuru Railway Station

President Uhuru Kenyatta officially commissioned the revitalized 217km Nakuru-Kisumu Metre-Gauge Railway (MGR) and the 465km Longonot–Malaba segment as well as the refurbished Nakuru Railway Station.

Kenya Railways reported on 28th July 2022 that the re-commissioning had taken place: “The iconic Nakuru Railway Station is a key transit station for cargo and passenger train services to and from Western Kenya, and is the aggregation hub for farm produce from the agriculturally rich Central Rift region for onward freight to the Coast for export.” [4]

“Nakuru town started as a railway station on Kenyan-Uganda railway line at the turn of 20th century. It was built in 1900 and later expanded in 1957. It sits on the east side of the centre of Nakuru. The town is part of the famous ‘White Highlands settlement’ areas established by the British during the colonial era. The areas surrounding Nakuru town are mainly known for their vast agricultural potential especially cash-crop farming i.e wheat, barley, pyrethrum, sisal, maize and beans. Nakuru Railway Station was built in order to serve the rapidly growing economy of the town.” [4]

Refurbished Nakuru Railway Station [7]

“Later branch lines were built to link the station to farming areas. Among these was the line linking the station to the sisal producing Solai area. Just 6.9 kilometres from Nakuru town lies Nakuru Junction station. This is the point at which the lines to Malaba and Kisumu diverge.” [4]

Suburban Services in Nairobi

Nairobi Commuter Rail Services now run regularly to Ruiru, Embakasi Village, Limuru, Syokimau and Lukenya in Kitengela. There is also a Madaraka Express Commuter Service that operates between Nairobi Terminus and Ngong station and a link service between Nairobi Central Station and the Standard-gauge Station runs at 0630hrs, 1200hrs and 2010hrs each day. [11]

References

1. https://eap.bl.uk/project/EAP1143, accessed on 9th September 2022.

2. https://krc.co.ke/sgr-mgr-passenger-rail-link-officially-opened, accessed on 12th October 2022.

3. https://krc.co.ke/h-e-president-uhuru-kenyatta-commissions-the-standard-gauge-railway-metre-gauge-railway-lines-passenger-rail-link, accessed on 12th October 2022.

4. https://krc.co.ke/rehabilitated-nakuru-railway-station-officially-open, accessed on 12th October 2022.

5. https://krc.co.ke/nairobi-central-station-gets-a-face-lift, accessed on 11th October 2022.

6. https://www.railjournal.com/passenger/main-line/design-unveiled-for-new-nairobi-central-railway-station, accessed on 11th October 2022.

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11. https://m.facebook.com/story.php?story_fbid=pfbid0eJvJuK7FVebaLxcuouXFSBviZhHu5yAE5ySPC4kRDoimGvyx5BG5QtGkVLN87KjQl&id=100064281415632, 12th October 2022.