rogerfarnworth

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  1. The next length of the line takes us from Lahinch to Miltown-Malbay. .... . http://rogerfarnworth.com/2019/04/20/the-west-clare-railway-part-3-lahinch-to-miltown-malbay
  2. The April 1951 edition of The Railway Magazine carried a short article about a 2ft-gauge logging line in South Africa. The article was entitled, The Stinkwood Line. It drew my attention and I thought that it was worth investigation. It turns out that the article was not as accurate as it might have been and it also failed to let magazine readers know that by the time of publication the line had been closed for at least 18 months. http://rogerfarnworth.com/2019/04/15/the-stinkwood-railway
  3. It was not long before the tramways around Nice began an inexorable decline. The early 1930s saw the loss of many of the tram routes outside the city of Nice. Buses were the new thing as far as public transport was concerned. The car became gradually more important. http://rogerfarnworth.com/2019/04/09/the-tnl-tram-network-the-beginning-of-the-decline-1927-1934-chemins-de-fer-de-provence-84
  4. This is the next part of the journey along the West Clare Railway. http://rogerfarnworth.com/2019/04/15/the-west-clare-railway-part-2-corofin-to-lahinch
  5. This thread is the result of reading another article in The Railway Magazine, this time from the May 1951 edition! This time we are in the Republic of Ireland, specifically in County Clare. The May 1951 edition of the magazine carried an article on the 3ft gauge light railway which ran from Ennis to Kilrush and Kilkee. The total length of the railway was about 53 miles. The first post gives some consideration to the history of the line and then looks at the section of the journey between Ennis and Corofin. http://rogerfarnworth.com/2019/04/08/the-west-clare-railway-part-1-ennis-to-corofin
  6. To complete this short series of posts, I have produced a survey of the standard gauge branch that replaced the ECMR. Its one and only major structure is the Calstock Viaduct which remains in use in 2019 to carry the truncated branch-line to Gunnislake. http://rogerfarnworth.com/2019/04/02/the-bere-alston-to-callington-branch This post also provides a little information about a possible reinstatement of the old line between Bere Alston and Tavistock.
  7. This is the second of two posts about the East Cornwall Mineral Railway, a 3ft 6in narrow gauge railway. http://rogerfarnworth.com/2019/03/28/the-east-cornwall-mineral-railway-part-2 In 1908, the line was superseded by a standard gauge line which ran from Bere Alston to Callington via Calstock and included a significant viaduct over the River Tamar at Calstock. The standard gauge branch line is still in use today in a truncated form. This line will be the subject of a future post.
  8. I have just enjoyed reading the first article in the May 1951 edition of The Railway Magazine. That article covered the East Cornwall Mineral Railway which started life as 3ft 6in narrow gauge line. As a result I have spent a little time researching the line. This is the first of two planned posts about the line http://rogerfarnworth.com/2019/03/26/the-east-cornwall-mineral-railway-part-1/
  9. The Gare du Nord, Beziers is no longer an active station. It was a terminus for two different secondary Iines. The two lines were once linked by a triangular junction which allowed trains to travel through Beziers without visiting the station. The through line disappeared relatively early to make way for a Co-operative building which in turn has given way to a modern block of apartments. This next post covers the line from Beziers to Penezas. http://rogerfarnworth.com/2019/03/26/railways-of-herault-route-b-beziers-to-pezenas-line
  10. The second post in a series about the secondary railways of l'Herault. http://rogerfarnworth.com/2019/03/20/railways-of-herault-route-a-saint-chinian-to-beziers-line-part-2-cazouls-les-beziers-to-beziers-including-the-line-to-colombiers
  11. The early history of Japanese Railways is covered in exemplary fashion in a book by Dan Free. This is my review of the book. http://rogerfarnworth.com/2019/03/19/book-review-early-japanese-railways-by-dan-free
  12. The secondary railways of the French Departement of the Herault were built to standard gauge. They were usually built to light rail standards although on occasions were strengthened to carry more substantial traffic. The region had a significant viniculture and wine was one of the major commodities transported via the secondary lines of the departement. https://rogerfarnworth.com/2019/03/18/railways-of-herault-route-a-saint-chinian-to-beziers-line-part-1-saint-chinian-to-cazouls-les-beziers
  13. This next post looks at the line which ran between Orgon and Barbentane. The tracks for this line remain substantially in place, although a bit overgrown in places. http://rogerfarnworth.com/2019/03/13/bouches-du-rhone-and-its-railways-part-2-orgon-to-barbentane
  14. This post begins a series looking at the secondary lines in the French Departement of Bouches du Rhone. The first line we focus on is a standard gauge line from Tarascon sur Rhone to Plan d'Orgon. http://rogerfarnworth.com/2019/03/09/bouches-du-rhone-and-its-railways-part-1-tarascon-to-plan-dorgon
  15. The Kiso Forest Railways - Part E I am indebted to a number of Japanese language websites for many of the photographs in this series of posts. I am glad to say that I have been able to contact the site owners and have full permission to reproduce the photographs from their sites. You will see that I am particularly grateful for permission from the site owner of 'rintetsu.net' for many of the photos in this next post. On that site you will find considerably more photographs of the route covered here. This next post covers the Forest Railway which leaves the JR Chuo Line at Yabuhara in the Kiso Forest area - The Ogiso Forest Railway. http://rogerfarnworth.com/2019/03/01/japanese-narrow-gauge-762mm-lines-part-6-the-kiso-railway-part-e-the-ogiso-line-from-yabuhara