Many years ago, the railway museum in Derry City, built on the site of the GNR(I) Foyle Road Station, was closed, apparently due to differences of opinion with Derry City Council.
The Derry Journal reports that the group that are taking over the building – “Destined” – have indicated that when the locomotive “Meenglas” is returned to the site in May 2018 (currently at the RPSI base in Whitehead, Co. Antrim), they would be open to the formation of a new Foyle Valley Railway Preservation Society.
The decommissioned lighthouse at Wicklow Head has been adaptively reused as short stay accommodation available through the Irish Landmark Trust.
Usually open to view on at least one day during Heritage Week, for anyone who was unable to make it to Wicklow for this, thejournal.ie have an article including a link to 360 degree photos of each floor in the lighthouse.
I am currently working on a project, which I hope to unveil on this website by the end of the year and whilst researching for same, I needed to look at the historic OS maps for Northern Ireland online.
Unlike the OSI, the NI historic maps are harder to find (tucked away in a corner of the NI Government web portal) and the user interface is not as user friendly as that of the OSI. However, where the OSNI kicks ass is that multiple versions of the 6″ map for any given area at different time frames are online.
I was aware from my railway studies that there had been a railway station in Coleraine west of the River Bann, which was the eastern terminus of the Londonderry & Coleraine Railway. This subsequently closed after a railway bridge over the Bann was built, allowing trains access to the east side of the river.
Whilst carrying out research for this project, I noticed that the first railway connection to connect the east and west banks of the Bann at Coleraine crossed over the line into this station and therefore would have created either a railway square crossing, or a railway over railway bridge – the former were very rare (2 cases on public railways and another 2 of an industrial railway crossing a public railway) and the latter not that common (about a dozen cases in Ireland of a public railway over a public railway).
Thanks to the OSNI maps on the NI Government Portal, I have been able to determine that this was another example of a railway bridge over a railway that had heretofore escaped my attention.
Unlike the OSI website, it is not possible to link directly to a specific location on the OSNI maps – however, upon accessing the link above, entering in the co-ordinates “284630,432860” in the X-Y coordinates box to the left of the map will bring you to the location in question
My final day in Barcelona and I headed to the port to get the cable car that runs from it to Parc de Montjuic (this is separate to the cable car that runs from the Montjuic funicular station).
This system is older than the one in Parc de Montjuic and is accessed by way of a lift from the port to the platform 70m overhead. There are only 2 cars in operation – one on each cable – that run back and forth along the 1.3km route. This is different from the Parc de Montjuic cable car, which operates with multiple cars on a continuous loop.
As a result of this, there are capacity issues and a long wait for the trip. All in all, it was about an hour between queueing to buy a ticket from a grumpy sales clerk though to actually boarding the car.
The trip itself brings you across the harbour (I couldn’t see the Loony Tunes cruise ship providing accommodation to Spanish police looking to thwart Catalonian independence in the port) to a station in Parc De Montjuic. There is also an intermediate station but this is closed.
To get back from the station at Parc de Montjuic, I walked to the funicular railway station (see Day 1) and took it and the metro back into the city.
I headed north from Barcelona to the monastery at Montserrat, some 60km northwest of Barcelona (no, I haven’t discovered god – the monastery is accessed by a rack railway (also known as the “Cremallera”) and an alternative cable car and has two separate funicular railways on site. I consider such a gathering of railways to be my own personal form of heaven 😉 )
I took the train from Barcelona to Monistrol de Montserrat station from where the railway to the monastery starts. The initial section of the line is a conventional railway to the first stop at Monistral Vila. Adjacent to this latter station are two historic displays, one of a steam engine for the rack railway and the other a funicular carriage from the Sant Joan funicular. Beyond this point, it becomes a rack railway with a centre rack. The trains are powered by overhead electric wires.
Climbing steeply up the mountain, the horizontal remnants of bore holes, where the rock was blasted out of the mountain to clear the path for the railway, can be seen alongside the line. There is a passing point midway along the line to allow ascending and descending trains to pass. The journey up to this point was largely encased in mist. However, shortly after leaving the passing loop, the train rose above the clouds, leaving a view down onto the cloud covered valley below.
The monastery site is impressive and large (the cynic could argue that these religious knew how to bag the best sites for themselves). After a quick snack and a coffee in the cafeteria on site, I made for the first of two funicular railways on site. The ‘Sant Joan’ is particularly steep (maximum gradient of 65.2%) and rises further up the mountain with a length of 503m.
The views from the summit of the railway get even better. It includes a rock formation that would well serve as a future Mount Rushmore for an independent Catalonia (I would fear its use as such for a federal Europe).
The second of the funicular railways on site (Funicular de Santa Cova) goes back down the hill slightly. It is 262m long with a gradient of 55%.
Adjacent to the lower terminal of this line is a small museum dedicated to the funicular railways which include information boards in English. One panel records that there were historically 11 passenger funicular railways in Catalonia, 7 of which remain in use today. I took issue with the claim that the first funicular railway in the world was in Lyon in 1862 – whilst this may well be the first passenger carrying funicular, there would be earlier examples on mineral tramways.
For anyone thinking of making a similar trip, the train from Barcelona to Monistrol de Montserrat can be taken from the Plaza Espanya Metro station – line R5. It is possible to buy a combined ticket (cost €31.80 as of today) which covers the return train to/from Monistrol de Montserrat from Plaza Espanya, the Cremallera mountain railway up and down and unlimited trips on the Funicular de Santa Cova and the Sant Joan funicular.