Nine Mile Point

This early tramroad bridge at Nine Mile Point was constructed in 1824 to carry Penllwyn Tramroad over the Sirhowy River to it's junction with the Sirhowy Tramroad. The Sirhowy Tramroad had obtained the third Act of Parliament in Britain for a railway in 1806 and had built their tramroad down the opposite side of the valley to this point. From here to Newport the tramroad was built by the Monmouthshire Canal Co, whose own Act allowed compulsory purchase of land to built feeder tramroads of up to eight miles. The 'missing' mile was owned by Lord Tredegar who built and maintained the 'Park Mile' where the line crossed his estate, and extracted a lucrative toll for the priviledge until finally bought out by the GWR many years later.

Following conversion to an edge railway in the 1860s, the Monmouthshire Railway & Canal Co section of the Sirhowy line was sold to the GWR. The Sirhowy Railway was expected to follow suit, but upon receipt of a lower than expected offer from Swindon in 1876 the Sirhowy Railway sold their line to the LNWR instead, who were only too pleased to gain a foothold in the valleys. Nine Mile Point therefore became a remote end-on junction between the LNWR (later LMS) and the GWR until Nationalisation.

The lower two miles of the Penllwyn tramroad to Ynysddu was vested in the Sirhowy tramroad on completion, and the line continued as the privately owned Llanarth tramroad as far as Blackwood. Horse drawn traffic on the line is thought to have continued until the 1860s, and from 1887 to the early 1900s a wagon was passed over the line once a year to maintain the right of way.

In 1902 the sinking of Nine Mile Point colliery began near Cwmfelinfach and the bottom end of the Penllwyn tramroad was relaid and brought back into use for access; the brick reinforcing of the bridge is assumed to date from this period. Initially coal was exported over the tramroad link but as part of the development a new double track bridge was built slightly further north and opened in 1908. In 1905 the Penllwyn line was further relaid up the valley to Ynysddu and goods depots provided at Ynysddu, Cwmfelinfach and Wattsville (passengers being carried by the Sirhowy line on the opposite side of the valley).

The Penllwyn tramroad through Cwmfelinfach past Babell Chapel and Babell Row in the 1920s. Many of the industrial revolution-era settlements in the valley were built along the tramroads.

In 1914 the line across the tramroad bridge was no longer required and was lifted, Wattsville goods being accessed by back-shunting from Nine Mile Point colliery thereafter. From then on the bridge was used as pedestrian access from Wattsville to the station at Nine Mile Point, there being no other access except for the ancient road which fords the river below the bridge. Twenty years ago I can remember a line of old lamposts still crossing an open field towards the bridge from the houses at Brynawel on the valley road!

Nine Mile Point in 1915 (Ordnance Survey)

When my father first took me to see the bridge as a young child it was in a very sorry state, with one parapet missing completely and the other with large holes. A double line of GWR spear railings constrained a narrow footpath to the centre of the span. Fortunately the bridge received Grade II listing in 1999 and has recently been restored by the local council.



Sources and Further Reading
Railways in the Sirhowy valley - W.W. Tasker, 1992  Amazon
The Brecon Forest Tramroads: the archaeology of an early railway system
 - Stephen Hughes, 1990 Amazon
http://www.industrialgwent.co.uk/c11-sirhowys/index.htm
https://www.flickr.com/photos/cymro76/8727310977/
National Library of Scotland OS 6inch:1mile map of Nine Mile Point, 1898

A Tale of Two Baldwins

Front Beach, Sorrento, 1890s

Between 1884 and 1891 eight small 0-4-0T locomotives of 3ft6in gauge, built by the Baldwin Locomotive Works in America, were imported into Australia by the agents Newell & Co. of Melbourne. The first two were supplied to the Melbourne Harbour Trust Commissioners for a land reclamation scheme, but it is two of the later locomotives that our tale concerns.

The town of Sorrento in Victoria is situated towards the tip of the Mornington Peninsula and became a popular resort in the 1880s for the well-to-do folk of Melbourne who travelled down the Bay on pleasure steamers. The Sorrento tramway was opened in 1890 to connect the town and steamer landing on Port Philip Bay (Front Beach) to the wilder ocean beach (Back Beach), just over a mile away. To work the new tramway, the company bought Baldwin No.9086 of 1888 which had already been imported by Newell and Co. A second locomotive, Baldwin No.12007 of 1891, was built to order for the tramway and arrived sometime in 1891 or 1892. The two Baldwins hauled four wheel crossbanch tramcars to handle the heavy summer steamer traffic; outside of these times a single four wheel horse tram sufficed for the meagre local requirements.


Waiting at the Back Beach, Sorrento

Unfortunately, the line was never very profitable and road competition increased as the summers went by. When the original 30 year concession came up for renewal in 1920 the company called it a day and sold up. The locos, and possibly rolling stock, were bought by the Loch Valley Timber Co. and hauled by horse teams to their new home in the forests of Gippsland where they hauled timber from the bush sawmills to the Victorian Railways station at Noojee.


Heading into the forest on the Loch Valley Tramway, 1921

Noojee station yard, 1920s. The wagon has tramway-style running gear and is likely the chassis from one of the Sorrento tramcars.

In May 1922 the timber company was visited by a delegation from Britain promoting the upcoming British Empire Exhibition to be held at Wembley in 1924. The delegation included Colonel Archie Christie and his wife Agatha; Agatha Christie had only recently published her first two novels at this time and was not yet the famous author she became in later life. Agatha's letters and photographs from this trip survive and provide us with a fascinating snapshot of one of the ex-Sorrento Baldwins with Agatha Christie sat on the bufferbeam!

Agatha Christie at Noojee, May 1922

Sadly the Baldwins life in the forest was to be short. In February 1926 a devastating bushfire swept through the area and destroyed the company's mills and the timber worker's homes. The two locos had been at the bush end of the line and suffered damage, but as the six miles of tramway to Noojee had been destroyed there was no way to get them out. The timber company did not have the means to rebuild and their licence was cancelled in 1929. The locos were eventually dragged out and cut up around the Second World War, but curiously the firebox of No.9086 was left in Noojee where it remains today. No room on the wagon perhaps?


Firebox of Baldwin 9086/1888 at Noojee, 2002

Sources and Further Reading
http://www.hawthorntramdepot.org.au/papers/sorrento.htm
ARHS Bulletin No.278 December 1960 - The Sorrento Tramway
Light Railways No.065 July 1979 - The Saga of 'Sandfly' and the Lost Tribe
Tram to Sorrento - Arthur Winzenreid, 1984
Agatha Christie - The Grand Tour, Edited by Mathew Prichard, 2013 Amazon
The Age 22nd May 1922 - Gippsland Timbers - British Visitor Impressed
https://www.flickr.com/photos/uon/19719685869/
http://trove.nla.gov.au/work/14860795?selectedversion=NBD28265333
http://www.noojeehistoric.org.au/

The Sea Lock Pound, 1891

The Glamorganshire Canal met the Bristol Channel, and the rest of the world, at the very southern edge of Cardiff where an enlarged section of canal called the Sea Lock Pound was built to accommodate sea-going vessels. Pig iron from Merthyr was transferred to the larger vessels here to continue its journey, access to the Severn Estuary being obtained via a large lock allowing entry and exit at high tide.

This was the oldest section of 'The Docks' and when the industrial focus of the South Wales valleys shifted from iron to coal it quickly became  too small and increasingly larger docks were constructed either side. The old Sea Lock Pound was home to numerous maritime services and small industrial premises along with workers housing and pubs and even hosted the Bute United Rowing Club for a few years in the late 1880s. After the railways took the majority of traffic away from the canal the canal company opened a private railway along the length of the pound in 1899 to connect the businesses with the GWR across Dumballs Road.

Following a long decline traffic ceased on the main canal closed in 1942 due to a breach at Nantgarw  and the entire undertaking was bought by Cardiff Corporation in 1944; the resale value of the land occupied by the canal as it threaded its way through the city centre had not gone unnoticed! Both the Sea Lock Pound and the adjacent Glamorganshire Canal Railway continued to operate though to serve the remaining businesses along this stretch.

The Sea Lock Pound came to an impressive end in December 1951 when the sand dredger Catherine Ethel accidentally hit the inner Sea Lock gates which promptly collapsed. The unfortunate ship was carried out into the estuary on a tidal wave as the whole of the mile long section of canal emptied itself. After the breach the Corporation began infilling the muddy ditch with refuse to create the linear park that survives today. The Glamorganshire Canal Railway continued to operate amongst the dereliction but as the old businesses moved away or closed down traffic dwindled and the line was closed by the Corporation in 1963.



The Sea Lock Pound in 1921

Sources and Further Reading
https://en.wikipedia.org/wiki/Glamorganshire_Canal
https://www.peoplescollection.wales/items/11626 
https://www.peoplescollection.wales/items/11627
https://www.peoplescollection.wales/items/11628
https://www.peoplescollection.wales/items/27609 
The Glamorganshire and Aberdare Canals (Vol.1), Stephen Rowson & Ian L. Wright - Black Dwarf Publications, 2001 Amazon
The Glamorganshire and Aberdare Canals (Vol.2), Stephen Rowson & Ian L. Wright - Black Dwarf Publications, 2004 Amazon
A South Wales Canal and its Railway, Ian L. Wright - Railway Magazine, October 1965

El tranvía del Arenal, Mallorca

Opening day on the Arenal Tramway at Pont de Sa Siquia, 1921

The Arenal Tramway had such a short life that it is largely unknown and only a few photographs remain to tell its story. In 1920 El Arenal was a small fishing village that was just starting to develop as a summer resort. The village already had a station on the Ferrocarril de Mallorca line to Santanyi but the service was very sparse; so to improve connections with the island's capital Palma, local businessmen proposed a tramway along the coast to connect with the Palma town trams instead.

Opening in October 1921 the line started at the new elecric tramway terminus at Coll den Rebassa, opened in April that year, before running along the road to Can Pastilla, where the promoters also hoped to sell development plots. Leaving Can Pastilla the line struck out along the unspoilt sand dunes along the sea to El Arenal. The new line sported several up to date features such as reinforced concrete viaducts over the drainage channel of St Jordi in Can Pastilla and the Torrent d'Jesus in El Arenal, together with the first internal combustion locos in Mallorca - two locotracteurs from the French manufacturer Campagne of a design used in the trench railways of WWI.

Campagne locotracteur and ex-Palma mule tram in the dunes

Passenger accomodation was provided by secondhand mule trams from the Palma system, made redundant when the lines were electrified a few years before. I cannot find any references to the gauge of the line but it is likely to have been the Mallorcan standard of 3ft, particularly as the promoters had plans to haul wagons of coal to El Arenal from Palma which would have necessitated through running over the Palma tramway system. The Campagne locotracteurs certainly look wider than the usual 2ft gauge design (see below) however there is a reference to the tramcars being "adapted in the workshops of Pieras and Cabrer in Palma with new wheels and axles manufactured in Valencia, as well as new boxes of grease made in Palma, to be able to circulate on the Arenal Tramway." This may have been just new railway profile wheels to suit the tramway's flat bottomed rails or, as the tramcars had been out of use for a few years, they may simply have been bought as bodies only. Another two Campagne locotracteurs were imported into Mallorca at the same time for the Ferrocarril de Alaro and these must have been 3ft gauge as this line connected directly to the Ferrocarril de Mallorca.

Rebuilt locotracteur with tram body

The original Ballot motors in the locotracteurs gave trouble and were replaced by Benz versions. Possibly at the same time, the locotracteurs were rebuilt by mounting one of the tramcar bodies on the previously open cab section, presumably in an attempt to reduce operating costs. Sadly the comany entered bankrupcy and services ceased around 1935. The line was sold to the Palma tramways company and it is thought that they subsequently extended their electric services through to El Arenal until 1941.

In the dunes, 1934

Nothing remains of the line today and in the post-war tourism boom the entire coast from Palma to S'Arenal was developed with high-rise hotels and resorts. The line of the tramway between Can Pastilla and S'Arenal is now a broad promenade along the beach.

Sources and Further Reading

http://tranviadelarenal.blogspot.co.uk/2012/05/el-tranvia-del-arenal.html

http://forum.e-train.fr/viewtopic.php?f=4&t=31896&start=45#p1265690 

Rails Through Majorca by Giles Barnabe, Plateway Press 2003 Amazon

More on Campagne locotracteurs:-

http://forum.e-train.fr/viewtopic.php?f=4&t=31896&start=0 

https://www.flickr.com/photos/david788/27771203902/

https://www.flickr.com/photos/david788/27260489904/ 

Iona, 1st September 1856

Welcome

I often find evocative gems like this on my wanders through the internet. They send me searching to the corners of the web for everything I can find about the topic, sometimes for an evening, sometimes for a few weeks, before something equally interesting catches my eye and I move onto the next thing. Rather than let the knowledge I've gathered get pushed to the corners of my mind and eventually get forgotten, I though I would set it down here and share it. Expect posts on railways, canals, industry and architecture with some of my own photos of historic places that have managed to survive into the modern world.

This picture from the dawn of photographyseems like a good place to start the journey. Taken by Thomas Keith on 1st September 1856, it shows the ruins of the monastery of St Columba on the Inner Hebridean island of Iona.

"Thomas Keith took his pictures before seven in the morning and after four in the afternoon to achieve the raking light, which picked out architectural detail and emphasised the structure of a building, as shown in this photograph of Iona Abbey. When Keith exhibited the picture in December 1856, a critic hailed it as 'a vigorous and most powerful picture'. The figure is probably Keith's wife, Elizabeth Johnston, whose presence offers us a nineteenth-century meditation on the ancient Christian ruins of the abbey, founded by St Columba in the sixth century."

Interestingly, not only have the ruins survived but the monastery was actually rebuilt in the early 20th Century and is now home to an ecumenical community.
 

Sources and further reading:
https://www.nationalgalleries.org/art-and-artists/10329/iona
https://en.wikipedia.org/wiki/Iona_Abbey
https://iona.org.uk/island-centres/the-abbey/