bécasse Posted March 31, 2015 Share Posted March 31, 2015 (edited) In view of the current interest in the Glyn Valley Tramway, I have appended several of my drawings of the infrastructure created from measurements of the prototype taken in the 1970s. Note that the bricks used, from Dennis's brickworks at Ruabon, are fatter than those used in SE England, 4 courses building around 13½ inches rather than 12. I retain the copyright to these drawings but copies may be made freely for modelling purposes. Incidentally, I understand that the publication of the second part of John Milner's epic work on the GVT is anticipated in May 2015. Pontfadog station building which still stands today in the care of the Glyn Valley Tramway Group. Dolywern station building which, I believe, also still stands and which is in much the same style as the larger buildings at Chirk (demolished in the 1960s) and Glynceiriog (still standing but much altered). The GVT bridge over the Ceiriog at Pandy, the bridge at Dolywern is identical, both, I believe, still stand. There was also another similar bridge at Pont Bell on the Chirk side of Glynceiriog but that was removed many decades ago. The coal office which stood by the coal siding in the hamlet of Pandy south of Glynceiriog and beyond the normal limit of passenger working on the GVT. It has since been demolished. Edited March 31, 2015 by bécasse 10 Link to post Share on other sites More sharing options...
bécasse Posted April 1, 2015 Author Share Posted April 1, 2015 Since I am not aware of any other photographs showing it, I have appended a b/w photograph that I took in the late 1970s of the now-demolished coal office at Pandy, scale drawing in previous post. The Woolpack Inn, mentioned by George Borrow and then still in business, can be seen in the background. 8 Link to post Share on other sites More sharing options...
bécasse Posted April 3, 2015 Author Share Posted April 3, 2015 (edited) One other bit of useful information. The loco turntables at Chirk and Glynceiriog were almost certainly standard gauge wagon turntables of nominal 12 foot diameter, boarded and with the narrow gauge rails mounted on top. They were supplied by Kerr, Stuart who were only agents at the time, but it is quite likely that they were manufactured by the California Works of Hartley, Arnoux and Fanning at Stoke which Kerr, Stuart went on to buy in 1893. Edited April 11, 2015 by bécasse 2 Link to post Share on other sites More sharing options...
Jeff Smith Posted August 19, 2015 Share Posted August 19, 2015 (edited) I am contemplating an O-16.5 layout based upon GVT practice. It will represent a terminus but have disguised through-running through an engine shed backing on to a hillside. A turntable is essential for authentic running (BOT required tram loco cab-first running - although photo evidence shows it was not always adhered to...). Apparently the turntables were too short for the Baldwin (w/b 12'3") so 12' makes sense. I plan to use the Kitwood Hill's (http://www.kitwoodhillmodels.com/oo9-90mm-turntable/) 009 90mm turntable which has an O-16.5 pre-assembled rails option. The photo on page 6 of The Glyn Valley Tramway, by David Llewelyn Davies (Oakwood Press) shows GLYN on the Glynceiriog turntable clearly overhanging both ends. Likewise, page 82 in W.J.Milner's book shows Sir Theodore on the Chirk turntable, also overhanging. Edited August 19, 2015 by Jeff Smith Link to post Share on other sites More sharing options...
Jeff Smith Posted August 26, 2015 Share Posted August 26, 2015 (edited) Further research in the two books mentioned above shows that a water tower was present at Glynceiriog but no mention of one at Chirk, either in the text or on the maps. Edited August 26, 2015 by Jeff Smith Link to post Share on other sites More sharing options...
Jeff Smith Posted October 5, 2015 Share Posted October 5, 2015 Have just received my Kitwood Hills 90mm turntable kit with code 100 rails pre-soldered as specified at 16.5mm gauge. Looks good, a good bit of assembly required. Once assembled I can tackle the problem of aligning the rails (in use) as the ends of the rails will be hidden under the loco skirts.....the turntable operates with a 6v geared down motor and centre-off toggle switch which I assume is meant to be eye-balled for rail alignment. There is a separate toggle switch for changing polarity, I assume so that sound (and lights) can be running while turning. I have neither on my tram loco although it is DCC chipped. Link to post Share on other sites More sharing options...
bude_branch Posted April 22, 2016 Share Posted April 22, 2016 (edited) The Glyn Valley Tramway Today – Part 1 The following pictures show the state of the route in December 2011 and give some idea of the work that will be involved in re-opening the line. Thanks to the generosity of both Graham Greasley and the Glyn Valley Tramway Trust it has also been possible to include some older pictures to show how things used to be. For The Glyn Valley Tramway Trust see: https://glynvalleytramwaytrust.co.uk/ The Route: http://en.wikipedia.org/wiki/Glyn_Valley_Tramway Perhaps Chirk’s best-known landmarks - looking west from the A5 towards the Shropshire Union Canal Aqueduct and Great Western Railway Viaduct across the Cerriog Valley. Chirk Bank, the original interchange between the GVT and Canal is off to the left of this picture. Looking down on the Aqueduct, a view taken from above the tunnel which took the canal under both the GWR main line and the GVT. The canal basin and tunnel entrance looking north towards Llangollen. Chirk Station looking north towards Wrexham. The original GVT station building was situated more or less where the modern waiting shelter stands today. The GVT transhipment sidings, yard, engine shed, goods shed, etc., were located on the site of the present day industrial estate which can be seen in the background. Chirk Station from Hand Lane Bridge on 7th October 1931, looking north towards what is now the Canal Wood Industrial Estate. In the center of the picture is the corrugated iron roofed carriage shed, whilst in the bottom right hand corner can be seen the roof of the GVT station building. Looking south towards Shrewsbury. The GVT platform and loop were to the right, behind the white fence. In the background, beyond the footbridge, is the bridge carrying Hand Lane over the railway. Behind the platform shelter a separate arch took the road over the GVT. Originally there was an adjacent set of steps leading down to the GVT platform. Chirk in BR Western Region days. This view, taken from the southbound platform, shows the GVT station building on the left and the wicket gate which allowed access to the narrow gauge platform. A view from the GVT side of the fence taken after the line closed. Although the rails have already gone the station building and other infrastructure remain intact. Particularly the bridge carrying Hand Lane over the line, which still stands today. Note the height of the stone arch and the absence of trees. Taken from the site of the former GVT platform, this is Hand Lane Bridge as it is today. The most striking changes are tree growth and the rise in ground level beneath the bridge, the latter caused by 75 years of accumulated leaf mould and other detritus. Indeed, until the area is excavated back to the level of the old formation, no one can be sure what might still be found in situ. Edited March 28, 2023 by bude_branch 12 Link to post Share on other sites More sharing options...
bude_branch Posted April 22, 2016 Share Posted April 22, 2016 (edited) Part 2 – Chirk to Levers Bridge http://en.wikipedia.org/wiki/Glyn_Valley_Tramway After passing under Hand Lane Bridge, points gave access to a loop situated to the left of the running line. The route then began to climb at 1 in 112 through a shallow cutting and crossed over the Shropshire Union Canal, which passed beneath the line in a tunnel. Because of the proximity of the canal, the proposed reopening was the subject of discussions with British Waterways, as a result of which measures were put in place to monitor any effect on the tunnel. Following closure in 1935, some of the passenger coaches were stored in the loop here to await their fate. Whilst initially the track bed remains fairly clear, the same cannot be said for the level section at the summit of the climb, which is dominated by brambles. Anyone intending to walk the line would be well advised to give this section a miss. From here the line begins to descend at 1 in 63 towards Pontfaen. On 7th October 1931 a mineral train climbs up through the cutting by Ty Ririd (the large house to the right) on its way to Chirk. 80 years later and the GVT Trust’s official photographer was on hand to record volunteers at work clearing the track bed. Apart from the lack of creeper, Ty Ririd has changed very little with the passage of time. Levers Bridge, also known as Matchbox Bridge, takes a bridle-way over the line into Chirk Castle Estate . The original bridge lasted until March 2011, when it was replaced by the present structure. In fact, only the bridge deck was replaced and the original stone abutments remain, which explains the mature tree growth and instantly weathered appearance. And finally, looking towards Chirk, a view of the new bridge from above. Edited March 24, 2023 by bude_branch 11 Link to post Share on other sites More sharing options...
bude_branch Posted April 22, 2016 Share Posted April 22, 2016 (edited) Part 3 – Levers Bridge to Pontfaen At this point, apologies are due for the poor quality of some pictures. Unfortunately, only one opportunity presented itself and they had to be taken late in the day on a December afternoon - not really to be recommended when photographing in dense woodland. Immediately beyond Levers Bridge road and tramway came together for the first time, before descending separately to the valley floor below. At first the line was considerably lower than the highway, which was supported by a long and substantial stone retaining wall. The road drops down into the valley much more steeply than the tramway and within a hundred yards or so they are more or less level. The line continued to descend steadily at 1 in 73 through the Chirk Castle Estate before crossing a footpath leading up from the road below. Beyond here the ground is extremely marshy – the patch of green foliage in the centre consists of water reeds and other bog loving plants – and will require extensive excavation and drainage work. The white-topped peg marks the centre line of the formation and from this point on the route is fairly clear. With the road having already descended into the valley another long retaining wall was required to support the track bed, which despite the passage of time, remains in remarkably good condition. From this and some of the other photographs, it is quite clear one of the first tasks for the GVTT will be a comprehensive programme of tree felling. And some 80 years earlier Dennis pounds up the bank with a short mixed train bound for Chirk. The final approach to Pontfaen. Here the track passed between the two posts discernible in the centre of the picture, which mark the end of the dedicated right of way through the Chirk Castle Estate. A 1931 picture of the same area taken from across the road and looking back in the opposite direction. Beyond the ‘station’, consisting of no more than a bench and name board, can be seen the gateway through which the line gained access to the private estate. The way ahead, looking along the B4500 towards Glyn Ceiriog, although, initial plans will see trains running only as far as Pontfaen (seven and a half furlongs from Chirk). Was the GVT the only company to measure distances in miles and furlongs? Beyond this point, with no dedicated right of way, the line became a true tramway running either along the roadside verge, or in the carriageway itself. To the left of this view, taken 81 years earlier, it is possible to make out the long siding, which continued for some distance to terminate beside the road to Weston Rhyn. Further details of the proposed works associated with the initial re-opening can be found as part of the Design Study which is available on the Glyn Valley Tramway Trust Website. See: http://www.thegvt.org/index.php?option=com_content&view=article&id=65&Itemid=62 Edited March 29, 2023 by bude_branch 12 Link to post Share on other sites More sharing options...
bude_branch Posted April 23, 2016 Share Posted April 23, 2016 (edited) Part 4 – Pontfaen to Pontfadog First off, if you’re interested in this part of North Wales, then the ‘Old Photos’ pages of the Chirk and Ceriog Valley website are a must: http://www.chirk.org.uk/index.html The route from Chirk to Pontfadog. http://en.wikipedia.org/wiki/Glyn_Valley_Tramway From Pontfaen the line began to climb gradually at 1 in 466 and for the first time adopted the true character of a roadside tramway. In this view looking up the road towards Glyn Ceriog, the track originally ran along the grass verge to the left, which at that time was somewhat wider than it is today. To comply with tramway regulations the loco’s always ran cab first, as illustrated in this classic view of a train heading up the valley. To facilitate this requirement turntables were provided at both Chirk and Glyn Ceriog. The next station (one mile six furlongs from Chirk), was Castle Mill and once again consisted of just a name board and wooden bench beside the road. This is likely to be the location of the first real test for re-opening, as there is insufficient width for a verge at this point and the line ran along the main road, from right to left between cottages and hillside (beyond the give way sign). In the early days a horse worked siding ran up this lane to serve the lime-kilns at Bron-y-Garth. The valley narrows beyond Castle Mill and at this point river, tramway and road came close together. Since closure, the valley road has been widened to become the busy B4500 and all traces of the former trackbed have been obliterated, indeed the only thing now separating river and road is a galvanised crash barrier. The first ‘proper’ station was Pontfadog (three miles six furlongs from Chirk). Here, there was no room for a dedicated right of way, so trains simply stopped in the middle of the road. Passengers were better served than at the two previous stations and enjoyed the luxury of a small brick built waiting room, complete with fireplace, which is depicted in one of the drawings by Bécasse at the start of this thread. Like the majority GVT buildings it was solidly constructed in Red Ruabon bricks with a slate roof. The station ‘facilities’ again, this time looking towards Chirk, although trains actually stopped on the opposite side of the road, more or less at the point from which this photograph was taken. The GVT made quite a success of summer excursion traffic, so much so that at times, having run out of coaches, passengers would be conveyed in open wagons fitted with temporary wooden benches. Here, one such train appears to have made a photographic stop at Pontfadog on its way up the valley. Looking back down the road towards Chirk. On the right, the trees seen in the previous picture still stand, but whether trains will once again use this stretch of the highway remains to be seen. Edited March 24, 2023 by bude_branch 9 Link to post Share on other sites More sharing options...
bude_branch Posted April 24, 2016 Share Posted April 24, 2016 (edited) Part 5 – Pontfadog to Dolywern http://en.wikipedia.org/wiki/Glyn_Valley_Tramway The line climbed away from Pontfadog at 1 in 79 and by the time it reached Ty Isa (the building on the right) had once more reverted to it’s normal position on the roadside verge. At Dolywern, (four miles six and a half furlongs from Chirk), the original horse tramway had continued along the road and then passed through the centre of the village. However, the road was much too sharply curved for locomotives, so in 1888 a deviation was built to take the line around the back of the village in a series of sweeping bends. The entrance to this short section of dedicated right of way was protected by a fence and cattle grid, located in almost the same position as the gate seen in the previous photograph. The route of the original horse tramway ran alongside the carriageway, which was much narrower in those days, before turning sharp left to cross the River by means of a pre-existing road bridge. Having left the road behind, the new formation passed over this small stone built occupation bridge. The line then crossed the River Ceiriog on Bridge No 1, the first of three similar plate girder structures, before skirting the grounds of the Queens Hotel (now a Leonard Cheshire Home) to enter the station. http://ynys-gwyntog.blogspot.co.uk/ A contemporary postcard showing the course of the GVT around Dolywern To the centre right, beside the curving platform, the line can be seen emerging from behind the trees before passing the small station building and crossing over the road to Llwynmawr, where it is just possible to make out some wagons in the goods siding. Of similar construction to Pontfadog, the station building at Dolywern was able to boast both a clock and post box, although sadly the former no longer appears to be in working order. This also features as one of the drawings by Bécasse. In the background can be seen one of the bungalows, which the care home has constructed on the former trackbed. After leaving the station the line immediately crossed the Llwynmawr road beyond which, to the right of the track, was a siding and small goods yard, approximately where the red bus shelter stands today. The green wicket gate on the right used to provide direct access from the platform to the Queens Hotel. Edited March 24, 2023 by bude_branch 14 1 Link to post Share on other sites More sharing options...
bude_branch Posted May 15, 2016 Share Posted May 15, 2016 (edited) Part 6 – Dolywern to Glyn Ceiriog From Dolywern to Glyn Ceiriog, except for a short deviation at five miles seven furlongs where Bridge No 2 took the line over the river, the tramway occupied it’s customary position at the roadside. On reaching Glyn Ceiriog, the track swung left away from the road, passed over a cattle grid and entered the station (six miles one and a half furlongs from Chirk). In this view, from right to left can be seen, the mineral line which continued along New Road to serve the Wynn and Cambrian Quarries, the large red brick engine shed, the GVT station building and at the platform a train waiting to depart for Chirk. Ironically, the engine shed owes its survival to the fact that, following the line’s closure; the station site was taken over by the local council for use as a highways depot. Looking back towards New Road in the direction of Chirk. Taken from the other side of the valley, this old photograph shows from right to left, the single storey station building, platform - complete with seat - and the engine shed. In the loop is what looks like one of the four wheel guards vans and some empty slate wagons, whilst to the right, partially obscured by trees is ‘Efrydfa’, the large house built in 1892. The Glyn Valley Tramway Group now lease the site from the council and are actively working to establish a heritage centre relating to the tramway and associated industries. http://www.glynvalleytramway.org.uk/ Work so far has included site clearance, refurbishment of the engine shed and laying down a short section of two foot four and a half inch gauge track. The group have also built a replica 1 Ton slate wagon: The Ruabon red brick built engine shed is probably the most impressive and certainly the largest of the surviving structures. Further details of the repair work can be found on the Tramway Group’s website: http://www.glynvalleytramway.org.uk/shedrebuild.html Unfortunately, unless the present owner either harbours a secret desire to become a station master, or decides to sell up, it may be some time before the old station building reverts back to railway use. http://en.wikipedia.org/wiki/File:Glyn_Valley_Tramway_old.jpg Taken in 1875, this picture shows a typical mixed train shortly after arriving from Chirk. The positions of the name and builders plates suggest that the loco is most probably Dennis. A similar view taken in December 2011. The former station building can be seen in the foreground, whilst beyond the child’s swing and wooden fence, it is also possible to make out a part of the engine shed and behind that the front gable of ‘Efrydfa’. The mineral extension continued beyond the station, roughly along the line of the hedge, before crossing the Selattyn Road and entering the coal yard. Edited March 24, 2023 by bude_branch 10 Link to post Share on other sites More sharing options...
bude_branch Posted May 15, 2016 Share Posted May 15, 2016 (edited) Part 7 – Glyn Ceiriog In its heyday, with small slate wagons and track to be seen everywhere, Glyn Ceiriog must have resembled a smaller version of Blaenau Ffestiniog. The wagons to the left of this 1923 picture are standing on the line which continued on up New Road to serve both the old terminus and the inclines up to the nearby quarries. http://www.mine-explorer.co.uk/mines/Cambrian_106/Cambrian_19072.pdf http://www.aditnow.co.uk/documents/Wynne-Slate-Mine/wynnestory.pdf Whereas the original horse tramway had terminated in a goods yard opposite the New Inn, for the introduction of steam services a station was built off New Road, from where the mineral extension continued across the Selattyn Road on its way up the valley. Looking back down from the Selattyn Road, front to back in this view can be seen, the GVT Station, the High Street, the incline up to the Wynn Slate Mine and Quarry Road, which ran up a side valley to serve the Cambrian Mine. The Glyn Valley Hotel (formerly The New Inn) as it is today. The line on the left ran to the original goods yard, whilst the single track serving the Cambrian and Wynn Slate Mines branched off to the right up Quarry Road. As well as serving good food and beer, the walls of the hotel dining room are lined with an excellent collection of old tramway photographs. http://www.glynvalleyhotel.co.uk/ An old postcard of ‘The Cross’. To the right, the line of the horse tramway can be seen emerging from New Street on its way to the old terminus, whilst behind the large tree, it is just possible to make out the points giving access to the branch which ran off to the left up Quarry Road. Looking towards the High Street from Tyn-Y-Cestyll Road with the Glyn Valley Hotel (New Inn) on the left. Apart from the lack of trees and construction of a mini roundabout, very little appears to have changed in the intervening years. Looking back up what is now a private driveway, behind the double garage, it is just possible to make out the roof and chimney of the former station building. In this early photograph the GVT station building is to the right. From here the mineral extension passed behind the large detached house and then ran alongside the white picket fence, which marks the line of the driveway seen in the previous picture. A view taken from the coal yard entrance looking back along the Selattyn Road towards the station. The mineral line would have emerged from behind the group of evergreen trees, which border the private driveway seen in an earlier picture. The modern entrance gates leading to the site of the former coal wharf which is now the property of the Glyn Valley Tramway Group, who are based at the old station site. The large white three storey building in background is the Glyn Valley Hotel (former New Inn), with the site of the adjacent horse tramway terminus being marked by the green roofed pagoda in what is now a children’s playground. Edited March 24, 2023 by bude_branch 8 Link to post Share on other sites More sharing options...
bude_branch Posted May 15, 2016 Share Posted May 15, 2016 (edited) Part 8 – The Mineral Extension : Glyn Ceiriog to Pandy The end of the line for passengers was at Glyn Ceiriog (six miles one and a half furlongs from Chirk) although beyond here, the mineral extension, built in 1888, ran for a further two miles to serve the large stone quarries at Pandy and Hendre. http://en.wikipedia.org/wiki/Glyn_Valley_Tramway Having crossed the Selattyn Road the line then entered the Coal Yard through a narrow gateway. On the right was the loco water tower and to the left a small office which belonged to Edward Evans & Co, the coal merchants. As well as the coal siding there was also a long loop, which was often used to marshal trains bound for Chirk. Unfortunately, as pictures of the mineral line when it was in use are not so easy to come by, it has only been possible to illustrate the next section with recent photographs. Looking back towards Glyn Ceiriog from the Llanarmon Road. The Coal Yard was situated on the piece of land seen between the River Ceiriog, to the right and the stand of mature trees bordering the edge of the football pitch. The Upper Mills Trout Farm. From this point the character of the line changed as it ceased to resemble a roadside tramway and proceeded along its own dedicated right of way up the valley to Hendre. Here the line ran from left to right along the strip of grass between the fence and the river. Between the Trout Farm and Pandy the line ran through a shallow cutting before emerging onto a stone built embankment beside the river. Looking back towards Glyn Ceiriog on the approach to Pandy, with Lower Pandy Quarry just visible behind the trees on the right. At this point a line originally branched off to serve Pandy Coal Office (as described by Bécasse) and the quarry at Pen-y-Graig. This section of the former trackbed is now owned by the National Trust and has become part of a network of footpaths serving the upper valley. In this view, the branch from Pen-y-Graig Quarry passed through the gate on the right and then curved away to the left before joining the main line. Bridge No 3 at Pandy, as drawn earlier by Bécasse. Here, the track crossed the river for the last time before climbing away at 1 in 62 in the direction of Hendre. The connection from Upper Pandy Quarry was situated on the left, beyond the bridge. Looking back towards Glyn Ceiriog from the shallow cutting beyond Bridge No 3, there still appears to be the faint outline of rails indelible etched into the trackbed, although the marks are more likely to have been made by a passing pushchair. Between Pandy and Hendre Quarry. To the right, the original iron railings still mark the lineside boundary some 120 years after they were first installed. Continued below, see post #18 Edited March 27, 2023 by bude_branch 18 1 Link to post Share on other sites More sharing options...
hespertalbahn Posted June 8, 2016 Share Posted June 8, 2016 That's most interesting. Thank you very much for your efforts. I am looking forward for more. Best wishes Dirk Link to post Share on other sites More sharing options...
Nearholmer Posted June 8, 2016 Share Posted June 8, 2016 Excellent stuff! I spent two days walking the whole route, including the bits up to the quarries, about fifteen years ago, and it is good to see that things are being looked after. K 1 Link to post Share on other sites More sharing options...
RMweb Gold Captain Kernow Posted June 11, 2016 RMweb Gold Share Posted June 11, 2016 Superb and extremely interesting. Best of luck with you most worthwhile efforts to reopen the line. Link to post Share on other sites More sharing options...
bude_branch Posted June 14, 2016 Share Posted June 14, 2016 (edited) Part 9 - The Mineral Extension : Pandy to Pont-y-Meibion Looking across the valley towards Upper Pandy Quarry, the line of the old trackbed can be discerned running from left to right on a low shelf above the river. Looking back along the trackbed towards Pandy. The river is to the left of the overhanging canopy of bushes and trees, all of which have grown up since closure. Here the former route up the valley can be clearly seen beyond the river. Looking back towards Pandy at the point where the tramway crossed the road up to Cwmclwyd. It's nice to know the National Trust can cater for all tastes. Pont-y-Meibion, the view across the Cwmclwyd Road towards Hendre. Technically this was the end of the GVT and having crossed the road the line entered the Quarry site, the actual boundary being marked by the modern metal gate. The old stone bridge over the river, which allowed road access to the Quarry, is situated behind the trees to the right. At this point the track passed close to Clochdy'r Bont, seen here on the right. The former route, now a public footpath, continues through what has become part of the garden at Clochdy'r Bont. Continued below, see post #20 Edited March 27, 2023 by bude_branch 12 Link to post Share on other sites More sharing options...
RMweb Gold Captain Kernow Posted June 15, 2016 RMweb Gold Share Posted June 15, 2016 I'm very impressed with the way you've added the 'rails' to these photos, it really brings everything to life, many thanks. Link to post Share on other sites More sharing options...
bude_branch Posted June 16, 2016 Share Posted June 16, 2016 (edited) Part 10 - The Mineral Extension : Pont-y-Meibion to the Hendre Quarry Works During a recent visit, for the first time, I was able to gain access to the site of the Works at Pont-y-Meibion and Hendre Quarry itself, both of which are situated on private land. Leaving Pont-y-Meibion, the public footpath continues to follow the line of the mineral extension before passing through a wooden field gate, which leads out of the garden at Clochdy'r Bont and into the trees. At this point the woods, which have grown up since the Quarry was abandoned in 1952, are quite dense and at first it is difficult to make out exactly what is lurking in the trees. The first significant structure still standing is the premises of the former Patent Gunpowder Co Ltd, built in 1874 and which, despite it's poor condition, is now a listed building. Looking up at the south west corner To the right, beyond the arched openings seen in the the north wall, is the River Ceiriog which provided the power for a waterwheel used to operate the machinery. A view of the South West Corner looking back towards Pont-y-Meibion. The mineral line ran from right to left along the track in front of the building. Next the wagon loader, which was situated adjacent to the crushing plant and served by a fan of sidings. From here a long headshunt extended beyond the pointwork to terminate beside the river. Here, it is still possible to make out what's left of the wooden loading beams and associated iron support columns which made up the overhead gantry. Nearby are the remains of one of the ancilliary buildings associated with the crushing plant. Edited March 27, 2023 by bude_branch 11 1 Link to post Share on other sites More sharing options...
bude_branch Posted June 16, 2016 Share Posted June 16, 2016 (edited) Part 11 - The Mineral Extension : Hendre Quarry Whilst stumbling around in the woods I came across this, which, to the best of my knowledge, is the only piece of original GVT track to survive in situ. Looking back down the New Incline towards Pont-y-Meibion. The line of the old steeper incline can be discerned higher up the hillside, to the right of the electricity poles. A view south west along one of the lower levels at Hendre Quarry, which was served by a short section of track leading to the top of the incline. The main inclines serving the other levels were all situated off to the right of this picture. The main face was on the east side of the Quarry. Looking north towards the Incline and Quarry entrance. The main face. A view of one of the faces deep inside the Quarry. Looking back into the Quarry from the Llanarmon Road. A dark, moody place where, because of it's depth and north-south orientation, there are some areas in which the sun never shines at all. Edited March 27, 2023 by bude_branch 12 Link to post Share on other sites More sharing options...
bude_branch Posted June 16, 2016 Share Posted June 16, 2016 (edited) Part 12 - Chirk : The GVT Buildings Although the line closed in 1935 and was lifted the following year, most of the buildings at Chirk had been taken over by the Forestry Commision and survived largely intact, until they vacated the site in 1963. Subsequently, the remaining structures were finally demolished in the 1970's, when the area was cleared for commercial development. The following pictures were taken by John Parish immediately prior to demolition and are reproduced here by kind permission of the Glyn Valley Tramway Trust; See http://www.glynvalleytramway.co.uk/ Hand Lane Bridge, to the right the iron and wooden gates gave access to two sets of steps which led down to the Glyn Valley Station and the northbound GWR platform respectively. Looking towards the Glyn Valley Station from the southbound GWR platform. The back of the Station Building is on the left and the wooden gate provided level access between both companies platforms. A 1930's view of the Glyn Valley station taken from Hand lane Bridge. The GVT Station Building seen in the previous picture. The Station Carriage Shed. The Yard Office. The Engine Shed. A view of the the Engine Shed looking east. Looking north east across the fields towards the Engine Shed. The Carpenters Shop, Smithy and Yard Carriage Shed. Continued below, see post #24 Edited March 27, 2023 by bude_branch 12 Link to post Share on other sites More sharing options...
flyingsignalman Posted June 16, 2016 Share Posted June 16, 2016 The buildings had been demolished by the time I visited the site in about 1973. Some remains were left until the area was redeveloped though. Link to post Share on other sites More sharing options...
bude_branch Posted June 16, 2016 Share Posted June 16, 2016 (edited) Part 13 - A Few Further Thoughts Whilst sorting out what to include for the GVT piece a number of items turned up which, although of interest, didn't quite fit with the narrative so, in no particular order: Sir Theodore Martin, principal promoter and for many years chairman of the Glyn Valley Tramway, was also a close friend of Queen Victoria. At the time he lived in Berwyn, near Llangollen, where his neighbour was none other than a certain Mr Beyer, of Beyer Peacock & Co., Gorton, Manchester. So, it is perhaps hardly surprising, that the first of the GVT's locomotives should have come from that firm. Outside of railway circles, Sir Theodore is probably best remembered today for his five-volume biography; The Life of His Royal Highness the Prince Consort. Written at the Queen's behest, it was in recognition of this work that he received his knighthood. Built to comply with the provisions of the 1885 Tramway Act, although designated as 0-4-2T's Sir Theodore (the first to be delivered on 17th October 1888) and Dennis were specifically designed to run cab first. As you would expect for a Beyer Peacock design they were simple, well designed, rugged machines, weighed 14 tons 11 cwt in full working order and had a tractive effort of 7,500 lbs. The only aspect of the design to give any trouble was the condensing apparatus, which usually resulted in the feedwater being heated to such a degree that the injector invariably failed. See: http://www.beyerpeacock.co.uk/history/History%20of%20Beyer%20Peacock.html Sir Theodore, with original cab, at Chirk circa 1920. Top Tips for identifying Beyer Peacock Tram Engines from old photographs: (1) The makers plates on Sir Theodore and Dennis were fitted to the front side sheets, whereas Glyn had them attached to the cab; and (2) the length of the nameplates varied significantly between the three locomotives. Dennis, with modified cab and skirts up to reveal the motion, at Chirk circa 1919. The hinged door at the front of the sidesheets was to allow access to the lubricators, motion and condensing apparatus. The first two locomotives having proved suitable a third, nominally to the same design, was ordered from Beyer Peacock in December 1891. In actual fact Glyn, seen here at Chirk circa 1920, was a foot longer than the other two and provided with a full cab from the outset. The fourth and final locomotive, seen here at Chirk circa 1921, was an ex WD two foot gauge 4-6-0T purchased second hand from the Ministry of Munitions Disposal Board in 1920. Nominally more powerful than the three Beyer Peacocks, the Baldwin as it was always known, was re-gauged at Gorton prior to entering GVT service. Sad to say it consistently failed to live up to expectations and although a handsome looking machine, appears to have been universally disliked by everyone. Nonetheless, it still managed to achieve some fairly high annual mileages. And to conclude motive power matters, a final picture of Sir Theodore wandering through the woods on his way back down the bank towards Pontfaen to collect the second portion of a Chirk bound train. With regard to coaching stock, the GVT only possessed one First Class Coach, supplied by the Midland Railway Carriage & Wagon Co., of Shrewsbury. Following closure of the line in 1935, this was one of the vehicles which found a new lease of life, before finally ending up as a shed in the Vicarage Garden at Chirk, from where it was rescued by the Talyllyn Railway. Subsequently restored to former glory and re-numbered as TR No 14, it can now be seen in regular use between Tywyn and Nant Gwernol. See: http://www.talyllyn.co.uk/ The other big name in GVT history was Henry Dennis, who first became involved in 1868, when he and his brother-in-law Glennie, were appointed as engineers to conduct a survey for the new tramway. He later went on to become both director and engineer of the company until his death on 24th June 1906. See: http://wbo.llgc.org.uk/en/s-DENN-HEN-1825.html Whilst Sir Theodore's choice of neighbour may have unwittingly influenced locomotive policy, the lasting legacy of Henry Dennis is to be found in the Tramway Buildings, the majority of which were constructed with the distinctive Ruabon Reds, supplied by the Hafod Brick Works of Dennis Ruabon [Ltd]. Now known as Ruabon Sales Ltd., the firm is still trading today and has the distinction of being one of the last quarry tile manufacturers in the UK. See: http://ruabonsales.co.uk/ And finally a couple of hand tinted pictures from the early years:Chirk Fisheries (circa 1901), in which it is just possible to make out the tramway running along the roadside verge. Anecdotal evidence suggests that live trout may have been shipped from here by train in milk churns full of water from the River Ceiriog. The business is still trading today, with a well-appointed shop selling a nice line in GVT and other local postcards, as well as a comprehensive selection of fish and associated foodstuffs. See: http://www.chirktroutfarm.co.uk/site/ Pontfadog as it was in the days of the horse tramway. The big white building next to the road is now the village Post Office. For anyone interested in learning more about this unique little line, The Glyn Valley Tramway by WJ Milner, Oxford Publising Co.,1984; and Rails to Glyn Ceiriog, Parts 1 & 2 by WJ Milner and Beryl Williams, Ceiriog Press, 2011 and 2015 respectively, are the definitive texts. Ceiriog Memorial Institute in the High Street is also reputed to have a small collection of GVT items on show. Unfortunately, my own visits have never seemed to coincide with the public opening times and it might be worth telephoning on 01691-718076 to check before making a visit. See: http://www.glynceiriog.org.uk/institute/ In conclusion, thanks are due to both Graham G Greasley and the Glyn Valley Tramway Trust for allowing me to use a number of original photographs from their respective collections. And to end, for those interested in such things, McArdle of Chirk, Butcher & Pie Maker, comes highly recommended - particularly by our Dog, who would like it to be known he is especially keen on their sausages. Edited March 27, 2023 by bude_branch 10 Link to post Share on other sites More sharing options...
coline33 Posted June 26, 2016 Share Posted June 26, 2016 Thank you very much for providing so much extra detail to John Milner's books, that can be used in modelling the GVT. Colour in particular is very important in my producing my 009 table-top version called the Gynn Valley Tramway - so modellers' licence that all but one of the locos do not have skirts and the Baldwin is a Prairie!!! Please do not hesitate to add any more snippets you find. All your posts are greatly appreciated. 1 Link to post Share on other sites More sharing options...
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