Professional Documents
Culture Documents
- NICOSIA, 2006
(1905-1951)
-
- NICOSIA, 2006
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46 (1905-1951),
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wise phrase says: To know the past is to understand the present and to build the
future. Although relatively a young state, Cyprus has a long history, spanning to the
depths of the past. A large part of its history, especially the modern one, presents an
exceptional interest, since Cyprus has been the crossroads of three continents and dozens of
civilisations, the Navel of the Earth, according to Hesychius of Alexandria.
Today, Latsia is a rapidly growing Municipality. Yet, despite the huge leaps of progress, we
do not forget that present-day Latsia began as a small chiftlik of Kioroglou aga in the 18th
century. Latsia Municipality is well aware of the importance of preserving the history and
industrial archaeology, because it tries to do the same for Latsia. In an attempt to keep our
cultural heritage unquenched in memory, we publish this project - a product of original
research -, elucidating a very picturesque part of our modern history: the Cyprus Government
Railway. As odd as the existence of a railway in Cyprus might seem to the younger
generations, the CGR had been an inextricable part of the life of Cypriots for about 46
years (1905-1951), with an important contribution in both World Wars and in local
economy.
This publication is not simply a romantic journey on the lines of the old train: it also aims
at preserving the memory of our occupied areas - with particular reference to the divided
capital, Nicosia, the beautiful city of Famagusta and the lovely town of Morphou -, but at
the same time it is a neatly-written tool at the hands of the foreign or local scholar, which
is why it is bilingual. Through these pages, we learn about the various aspects of the
operation of the CGR, accompanied by photographic material and maps of the time.
Today, the CGR may not exist, the rail marks may have faded away and are no longer
visible on our much-troubled land, there are however the memories, the recollections and
images of the past, the photographs, the artefacts and the maps, carrying our minds to
another time, so different from today, perhaps more care-free and more poetic, indisputably a
pleasant touch of the past for the older generations who personally experienced the Railway
in operation.
Unfortunately, the brutal Turkish invasion in 1974 did not leave the Railway unaffected:
tragic irony has it that at many points, the west line of the Railway meets with one or the
other side of the Green line, which essentially halves it. Latsia Municipality wishes that
soon all Cypriots, refugees or not, will have the opportunity to walk together along the old
railway line, without borders and boundaries, mine fields or other obstacles.
Costis Efstathiou
Mayor of Latsia
.
11 , -
- . 1960,
-. (1878-1959),
:
.
, .
, ,
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,
, 1951.
, ,
, .
,
,
.
,
, -
- . , 34,85%
, 142.000
, ,
. 1.493
, 115.000
. ,
Peter Young .
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2 ,
(2,62% ). 3 .
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,
.
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1878,
,
, - -
.
( 92.800
), ,
,
, Sir Garnet Wolseley.
,
.
, , , .
1903 Joseph Chamberlain, ,
Frederick Shelford.
,
:
,
.
,
,
:
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.
1899 1902,
,
,
Frederick Shelford
. 15
1903 , ,
.
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.
, 5
( 17 ).
(2 ft. 6 in.)
, ,
.
141.526
, 30 lbs/yd. 1903:
!
1904,
-
.
. ,
.
Crown Agents
-
1895
1904 -, ,
4 ft. 8 in. Ruth,
Manning Wardle.
- ,
.
,
. 1925, -
( Arsenal),
-
, .
21 1905 ( 100
),
Sir Charles Anthony
King-Harman, .
107.000, 36
1 (
1 ),
87.396.
2 1.
2 1905,
: 31 1907. 24
2 34.731. , 3
2 3, 2 1,
, , . ,
,
.
.
.
1910, Bedford Glasier
,
1913:
, G. Bert Day,
.
3 1913, .
1913, 3
14 1915. , 21.800,
31.683. 3
, ,
(1914-1918), .
15 3 .
, 76 ,
199.367,
:
210.316
1948 1951.
1931,
,
120
3
,
.
31 1931, ,
. 1932, 5
, .
, .
the public on 31 March 1907. The 24 miles of Section 2 cost 34,731. Overall,
there was only one halt to every 3 miles on Sections 2 and 3, compared to one
for every 2 miles on Section 1, which reflects the significant, yet necessary,
cut-backs. Additionally, there was only one intermediate Station between
Nicosia and Morphou, compared to three between Nicosia and Famagusta.
Stations were designated by large trilingual white signs.
The failure of the railway to
operate with profit jeopardised its future prospects.
In 1910, Bedford Glasier
undertook a study for the
future of the CGR, which was
published in early 1913:
following General Manager G.
Bert
Days
advice,
he
suggested that the terminus
be placed in Evrykhou. The
Legislative Council sanctioned the construction of Section 3 in June 1913, and
the route was designed three months later. The earthworks began in
November 1913, and Section 3 was put into circulation on 14 June 1915. It was
originally estimated to cost 21,800, but the actual amount was 31,683.
Section 3 was never considered successful and, in terms of profit, it only
contributed during World War I (1914-1918), carrying timber from Trodos.
The last miles of the 15-mile-long Section 3 were also the roughest ones.
The CGR was now complete,
76 miles long, and with a total
cost of 199,367, a figure that
remained almost constant: it
was 210,316 between 1948
and 1951. In October 1931,
culminating the October
Enosis riots, 120 yards of
railway tracks and 3 miles of
telephone cable were torn up
by the rioters, as the railway
was regarded a symbol of the
British colonial rule.
On 31 December 1931, Evrykhou Station was closed down, as an act of
retaliation for the throwing of tins at the Governor. In 1932, the last 5 miles of
track were lifted and sold, never to be replaced. Letters from the local
authorities requested the resumption of the railway operation, in vain.
:
3 , Charles Eustace Rooke
. 1932, 2 3 -
-
,
3 . 2 ( 3,
, )
, .
,
, . C. E. Rooke
, W. M. Smithers.
(19391945),
,
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:
,
. , 1937 1941
.
1947,
,
. 2 (
,
)
1948,
300.000
-
2
,
. 10 1959.
1950,
,
,
-
. ,
,
70% ,
: ,
400.000.
6
1951, 10 1951,
31 .
,
.
14:57 , 31 1951.
12, 1905.
16:38.
46 ,
.
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40
, .
,
( Cte d
Azur)
,
(,
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1935,
. 1930,
. ,
3.199.934 7.348.643 ,
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, ,
,
.
,
,
.
1912 1939,
Khedivial Mail.
,
( 1931-1932).
:
2 3 ,
.
, Winston Churchill,
,
1907. ,
-
,
.
1922,
11,
.
,
1929 1930,
,
.
World War II. An extra train served Nicosia and Morphou during the 1930s.
Overall, the CGR carried a total of 3,199,934 tons of paying goods and 7,348,643
passengers, not including the long list of the dignitaries with a free pass!
The CGR, along with the Forest
Stations, were among the first
governmental departments to be
served by a telephone system, while
its installations were also used as
postal and telegraph offices. As a
postal agency, each manned stop had
a considerable number of stamps and
cancellation signs, also serving the
surrounding communities. The mail
service from Famagusta prospered
between 1912 and 1939, especially in
conjunction with the Khedivial Mail
Line. Later, the steam vessel carrying
the post changed its course and
approached Larnaca and Limassol (as
it had done during 1931-1932).
The CGR trains were quite punctual:
Famagusta and Nicosia were 2 or 3
hours away, depending on the stops;
Nicosia and Morphou were two hours
apart. The CGR was often used to
transport distinguished officials, such
as Winston Churchill, the Undersecretary of the Ministry of Colonies,
in October 1907. During Churchills
visit, Turkish Cypriot representatives
requested that the Famagusta-Nicosia
railway line be extended to
Karavostasi and Lefka, to ensure the
timely trade of fruit. In 1922, the new
Governor was also transported by
locomotive 11, which was varnished
and flagged on the occasion with a
large Union Jack. The extension to
Lefka re-surfaced from time to time,
until it was linked to the railway via a
bus line in 1929; in 1930, the CGR
opened an office in Lefka, so that the
citizens could book tickets.
, 51
1 34
. 5 ,
.
. 1908,
, - -
, .
1917,
.
,
,
,
,
Kitson 4-8-4.
,
, , .
: 1941,
.
,
,
,
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, , 284 .
,
1926.
, .
12 :
1 Hunslet,
11, 12, 21-23, 31, 32
Nasmyth-Wilson,
41-44 Kitson.
20-25 / (15 ...
).
, , Joseph Waugh
Bulman ,
. 1933,
, .
To overcome the floods of the rivers during the winter, 51 bridges were built
for Section 1 and 34 bridges to the west of Nicosia up to Kalokhorio. There is
no record for the last ill-fated 5 miles, although at least one bridge was built
in the junction with Karyotis River. The CGR also served tourists and Egyptian
Greeks arriving at Famagusta from the port of Alexandria. In about 1908,
French travellers were transported to Nicosia by railway, who - according to
the gossips - saw a theatre without a company, a museum without antiquities
and an archdiocesan throne without an Archbishop.
In October 1917, railway
installations were photographed by a German aircraft.
During World War II, the
railway transported British,
Indian and New Zealander
troops from Famagusta to
Xeros, and vice versa, using
the heavy 4-8-4 Kitson
tenders. In some cases,
camels were used to collect
wagons from various stops, drawing them to Nicosia, to form a proper train.
The CGR was targeted by the Axis powers: in May 1941, Italian aeroplanes
unsuccessfully attempted to bomb a railway Station.
The lack of coal and cord wood, combined with the increased need for fuel
during World War II, and a three-month ultimatum from the Conservator of
Forests that timber supplies were to cease, necessitated the conversion of the
locomotives to oil-firing. Previously, coal came to Famagusta docks either
from England or from the Admiralty yards at Port Said, Egypt, 284 miles away.
Cord wood came from Trodos forests, but the huge bulks were noticeably
reduced after the abolishment of the Grain Tithe in 1926. Water had to be
chemically softened, so as not to damage the engine boilers.
The railway used 12
locomotives
in
all:
Locomotive 1 was a Hunslet,
locomotives 11, 12, 21-23,
31, 32 were NasmythWilsons, while locomotives
41-44 were Kitsons. They
operated on an average
speed of 20-25 miles/hour
(15 m.p.h. near Evrykhou).
Most of them were red, dark olive green and black, however Superintendent
Joseph Waugh Bulman was particularly creative with the colouring, especially
17 100 .
50 Delta Light Railway
: 1921.
,
.
,
, 1915 1919
.
1920 .
(1930-1938), 1937
, .
1932, , , 1922,
,
. 10 /
,
. Charles Godfrey Gunther 1921
(---), 5
, ,
, 20 /,
. 1
,
(1946-1949). 1936
1938, .
:
. 1951,
1941, 8 . 1944, 1.500
23 ,
:
, ,
.
1946. 1930, 227
193 1937,
1940, 234.
, 352 .
during World War II. By 1933, the CGR railcars were in full operation, resulting
in a faster and more comfortable travelling. There were also 17 coaches and
about 100 multi-purpose wagons. The increased volume of supplies during
World War I made the lending of 50 bogie wagons from the Egyptian Delta
Light Railway and the Palestine Military Railway imperative: they were
eventually purchased in 1921.
Had the ore deposits on
Trodos
been
discovered
before the railways capacity
was originally considered, the
CGR
would
have
been
tremendously benefited from
carrying ore. The asbestos
mine in Amiandos was served
by an aerial railway, reaching
Enaerios vicinity in Limassol,
since the distant routes between 1915 and 1919 proved detrimental for the
CGR. A proposal to carry ore from Mitsero mines to Kokkini Trimithia Station
in the late 1920s was dismissed. Large quantities of stone were carried from
Yerolakkos quarries (1930-1938), while since 1937 the CGR carried asphalt and
cement, thus indirectly aiding the construction of the road network.
Since 1932, the CGR carried chromites from Trodos and, briefly, in 1922,
copper pyrites from Skouriotissa mines, for the account of the Cyprus Mines
Corporation. The CMC paid 10 shillings/ton to have its ore carried, which was
both unprofitable for the CMC and laborious for the CGR. Charles Godfrey
Gunther eventually built his own railway in 1921 (Skouriotissa-Karyotis-XerosMavrovouni), served by 5 locomotives that carried ore from Evrykhou and,
later, Kalokhorio to Famagusta docks using the CGR lines, for the cost of 20
paras/ton, which only managed to prolong its inevitable demise. The CMC lent
their locomotive 1 and ten wagons to the CGR, to carry the Hebrew refugees to
the concentration camp in Karaolos, Famagusta (1946-1949). Between 1936 and
1938, the CGR also carried golden deposits coming from Mathiatis.
A final detail: the CGR played an active role in Cyprus trade unionism. Other
than the 1951 strikes, there was another strike in July 1941, resulting to the
imprisonment of 8 workers. In March 1944, 1,500 government workers went on
a 23-day pancyprian strike, demanding that their wages be escalated to the
cost-of-living index: during the strike, the stores remained closed; no
newspapers were published, while the mines and the government railway did
not work. Another strike took place in 1946. In 1930, the railway employed 227
employees and workers; their number was reduced to 193 by 1937, but it was
slightly increased towards the end of 1940s, reaching a total of 234. During the
dismantlement, 352 people were being employed.
, , ,
. ,
Kitson :
, 1952.
, 1 31, ,
. Cyprus
Gazette, , Meyer Newman & Co.,
65.626, Mar Corrusco Verax
14 2 1953.
P.I.O Nahum: ,
,
.
31 10 ,
Eddies .
,
,
, ,
,
.
() ,
41
. 152, ,
Hilton
, 1982.
( ), 1995.
, ,
1995 .
, ,
(1932-1935). 1937
, 1958,
. 2003,
24.000 .
. ,
1973.
, ,
... ,
,
,
. ,
, 1960, .
,
1 ,
.
,
Tom
H.
Baggaley,
. 1953 125
, .
1968, ,
, .
1972, 48
,
Barry S.
Turner. , ,
, .
1953, - (36,4 ):
, .
,
1960:
500 , -
.
700.000
-, 1953.
, 16-33 ft.
,
, , , , .
,
,
. ,
,
.
, .
was occasionally used by the local Co-Op for storing grain. Famagusta
buildings, ideally located between the old City of Famagusta and the new area
of Varosha, came under the jurisdiction of the Public Works Department, the
Police Station and the Fire Station. Nicosia Station, near the Public Works
Department workshops, was demolished in the 1960s, while the other
buildings became warehouses.
During
the
demolition,
Number 1 was lying out of
use in the sidings, but no one
seemed to have the heart to
cut it up. The Colonial
Secretary finally agreed upon
Superintendent
Tom
H.
Baggaleys suggestion to
preserve it as a memento of
the railway. It was purchased
in May 1953 for the princely
sum of 125 and was placed
on a plinth, with its boiler re-installed. In 1968, the United Nations Transport
Squadron in Nicosia, in an effort to develop good relations with Cypriots,
partially restored it. In January 1972, the Old Lady was taken to 48 Command
Workshop of the Royal Electrical and Mechanical Engineers, Dhekelia, and was
carefully dismantled and repaired by Major Barry S. Turner. Five months after,
it was restored to its original location, painted dark olive green, with red
buffer beams and a black smoke box.
In November 1953, thoughts were made to build a new Kaimakli-AngastinaEngomi road (36.4 miles): with the exception of some part between Angastina
and Gaidhouras, it was to pass over the old railway line. The road was merely
paved, until Independence negotiations were brought to a standstill in June
1960: the British refused to go 500 metres to the south, so as to leave the old
Nicosia-Famagusta road in the sovereignty of the Republic of Cyprus. The
golden section was found when the British government paid 700,000 to build
a new Nicosia-Famagusta motorway, based on the 1953 design. The road was
built between the old railway plantation, since the CGR owned the land 16-33
ft. to the left and right of the line, partly fenced and partly planted with
acacias, acorns, casuarinas, cypresses, eucalypti and pines.
Unfortunately, most of the remaining installations were knocked down during
the brutal Turkish invasion, such as the abandoned installations at Yenagra
and Gaidhouras. In Ayios Dhometios, part of the railway line was recently
turned into a multi-purpose centre and a linear park, something which is also
planned for Kokkini Trimithia. Most of the CGR employees were employed by
the Public Works Department, the Customs and the Forest Departments.
(19021953)
1.
0,9875
1(19051951)
2(19071951)
21.
38,2625
22.
41,55
23.
43,225
1,0125
24.
47,0875
25.
51
4.
1,5625
26.
52,825
5.
4,4375
27.
54,2125
6.
7,7
28.
56,0875
7.
9,2625
29.
57,25
8.
11,925
30.
59,1875
9.
13,875
10.
15,825
31.
62,125
11.
18,7
32.
()
62,15
12.
20,4375
33.
64,3
34.
66,45
13.
22,35
35.
68
14.
24,0375
36.
69,8
15.
25,825
16.
27,25
37.
70,85
17.
28,5625
38.
72,6
18.
32,0875
39.
74,55
19.
34,7875
20.
35,75
2.
3.
3(19151951)
3(19151932)
1.
.
2. , ,
, , ,
, , ,
,
.
3.
,
.
4.
,
1932.
5. 3.
6. 11940.
7.
,1913.
8. 11909.
, ,
1940.
9.
..
10. ,
(1932),
().
11. 1940, (0,317
)
,15
...
12. , 1930,
.
13.
1920,
.
14.
1929.
APPENDIXI
Descriptionofstop
Distance
Descriptionofstop
HarbourBranch(19021953)
1.
FamagustaHarbour
0.9875
Section1(19051951)
2.
FamagustaCityStation
Distance
Section2(19071951)
21.
AyiosDhometioshalt
38.2625
22.
Aerodromeloop
41.55
23.
Yerolakkoshalt
43.225
24.
KokkiniTrimithiaStation
47.0875
25.
Dheniasiding
51
FamagustaMunicipal
Storesiding
1.0125
4.
Englishhalt
1.5625
26.
Avlonasiding
52.825
5.
Engomihalt
4.4375
27.
Peristeronasiding
54.2125
6.
Styllossiding
7.7
28.
KatoKopiasiding
56.0875
7.
Gaidhourashalt
9.2625
29.
Argakisiding
57.25
8.
PrastioStation
11.925
30.
MorphouTownStation
59.1875
9.
Pyrgasiding
13.875
10.
Yenagrasiding
15.825
31.
Nikitashalt
62.125
11.
Vitsadhahalt
18.7
32.
Barajihalt(forPrastio)
62.15
12.
Marathovouno/
Mousoulitasiding
20.4375
33.
Ghaziveranhalt
64.3
34.
Pendayiasiding
66.45
13.
AngastinaStation
22.35
35.
Karyotisjunctionsiding
68
14.
KourouMonastirhalt
24.0375
36.
KalokhorioStation
69.8
15.
Exometokhihalt
25.825
16.
Epikhosiding
27.25
37.
Skouriotissahalt
70.85
17.
TrakhoniStation
28.5625
38.
Phlasouhalt
72.6
18.
MiaMileahalt
32.0875
39.
EvrykhouStation
74.55
19.
Kaimaklisiding
34.7875
20.
NicosiaCityStation
35.75
3.
1.
2.
3.
4.
5.
6.
7.
8.
Section3(19151951)
9.
10.
11.
Section3(19151932)
12.
13.
14.
No
1
11
12
21
22
23
31
32
41
42
43
44
060T
1904
440
260
262T
1904
1911
1907
1908
1915
484T
1920
10tons15cwt
19361939?
13tons10cwt
19441948
14tons3cwt
1945
Hunslet
Nasmyth
Wilson
1944
1950
19451947
1946
20tons5cwt
36tons5cwt
Kitson
1945
1949
,.
1 (
Ruth),
. 22
, 41, 42 43
.
23.
A
B
C
D
E,F,G
V81,V82
13
4
56
7
11
1932
1914
1932
1934
1939
1934
1932
1946
2
5
9
12
D.Wickham&Co.
16
DrewryCarCo.
D.Wickham&Co.
16
1908
DrewryCarCo.
1904, 10 ,
. 1912, 41
, 1914
1918,
.1312,
492,10173.
APPENDIXII
RailcarStockoftheCyprusGovernmentRailway
LocomotivesoftheCyprusGovernmentRailway
No
Type
Purchased
Netweight
1
11
12
21
22
23
31
32
41
42
43
44
060T
1904
10tons15cwt
440
260
262T
1904
1911
1907
1908
1915
484T
1920
Maker
Hunslet
13tons10cwt
19441948
14tons3cwt
1945
Converted
tooilfiring
19361939?
Nasmyth
Wilson
1944
1950
19451947
1946
20tons5cwt
36tons5cwt
Kitson
1945
1949
The colours used for the livery of the locomotives were red,
black and dark olive green. Locomotive 1 was dark brown and
vermillion (in the exact same colours as Ruth), and was later
painted green and black. Locomotive 22 also had some green,
whilelocomotives41,42and43wereentirelyblackduringsome
periods.Locomotive23wasmadeoutofspareparts.
Number Purchased
A
1932
B
C
1914
D
1932
E,F,G
1934
V81,V82
13
4
1939
56
1934
7
1932
11
1946
Inspection
1908
Trolley
Seats
2
5
9
12
Maker
D.Wickham&Co.
Local
16
DrewryCarCo.
D.Wickham&Co.
16
possiblyDrewryCarCo.
In1904,theCGRowned10wagons,followedbymorewagonsa
year later. In 1912, there were 41 vehicles in total, but new
vehicles arrived during 19141918, to aid the CGRs role during
World War I. Coaches 13 were 1st and 2nd class, 49 were 2nd
class,while1017were3rdclass.
,
,
,
.
,
.
CGR,
RPO
(RailwayPostOffice)GRRural
Service.
, ,
,
APPENDIXIII
,
. ,
,
, ,
.
,
.
- .
, --
.
( 1938),
. , 5
, , ,
. ,
.
,
,
Michael Radford Barry S. Turner,
.
, ,
, ,
,
.
, ,
, ,
-.
, ,
,
.
,
. 1 80 chains (1.609,344
), 3 36 (91,44 ).
453,593 . 20 (1.016,047 ).
20 = , 180 = 20 = 1 (1/-).
, ,
katoomba@cytanet.com.cy.
Acknowledgements
There are so many individuals and agencies that contributed to this project, in a
great variety of ways. However, without the stimulus from the Cultural Centre of
Occupied Famagusta and Famagusta Municipality, as well as from the always
active Mayor of the occupied city of Famagusta, Mr Yiannakis Skordis, my quest
for the history of the CGR would not have even begun. This publication is dedicated
to the Mayor of the occupied city of Famagusta, wishing he will continue to have
the strength and fervour required to fight for justice.
Designing the railway route was the hardest part of this project - in the absence of
a descent map depicting the exact route. Although the route from Famagusta to
Nicosia was admittedly straightforward, the design of the Nicosia-MorphouEvrykhou line was not equally effortless. The situation was substantially improved
when I found an old copy of an Administration Diagram of Nicosia District
(published circa 1938), which was kindly provided to me by the Forest Department.
Yet, the last 5 miles were missing, so I had to go on site, to the communities of
Evrykhou, Phlasou and Katydhata. Thanks to the local authorities, I managed to
Xerox the topographical sheets showing the terminal route.
As for the information and the photographic material, this project would have been
impossible to compile without the help of a variety of references, the most important
of which are Michael Radfords and Barry S. Turners books, both of whom I
personally thank for their unfailing communication during my research. I would
also like to thank the Cultural Centre of the Popular Bank, the State Archives, the
Press and Information Office, the Nicosia Master Plan, Nicosia Municipality and
Ayios Dhometios Municipality, as well as Severios Library and the Leventis
Municipal Museum for their help during my research. I would also like to thank
my family, my good friends Joseph Georgiou, Christos Jordanou and Pantelitsa
Zamba, my good neighbours the Charalambous family, as well as the ZesimouPetrou family.
Last, but not least, I would like to thank Latsia Municipality for their kindness to
allow me to use their machinery, as well as for their warm hospitality during my
long-drawn-out visits to Latsia Municipal Library and their decision to publish
this labour of love.
I deemed it proper to use the British system of measures and weights, for
compatibility purposes with the sources of the era. 1 mile equals to 80 chains
(1,609.344 metres), and a yard equals to 3 feet or 36 inches (91.44 centimetres). A
pound equals to 453.593 grammes. One ton equals to 20 hundredweights
(1,016.047 kilogrammes). 20 paras = piastre or penny, 180 paras = 20
shillings = 1 pound (1/-). For any clarifications, questions or omissions, please
contact me via electronic mail address katoomba@cytanet.com.cy.
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E-mail : katoomba@cytanet.com.cy
Curriculum Vitae:
Alexander-Michael Hadjilyra was born in Engomi, Nicosia on 4 November 1981, first-born child
of Michael G. Hajilyra and Phryne M. Pantelides. He graduated from Acropolis Lyceum
(Classical Section) and he served his military service in the Air Force and the Recruitment
Corps. He is now a senior student at the Department of Linguistics of the Faculty of English
Studies at the National and Kapodistrian University of Athens.
He has written and published numerous articles and projects on a variety of subjects, both in
English and in Greek; among others, about the history of the flags of Canada, Cyprus and
Greece, about the Cypriot dialect, about the calendrical determination of the Easter date,
about discrimination and prejudice in Shakespeares Othello, about the evolution of the
Windows operating system, about the Greek support in computers, about gender in
Geography, about the spiritus asper in ancient Greek, about the semantics of personal names,
about the Filioque matter etc. He has also undertaken a large number of translations.
He has composed the texts of Latsia Municipalitys web page and he has attended the
cartographical section of Latsia and Nicosia Municipalities web pages. He was the writer of the
columns on the Army, the Greek Language and Mythology in the informative magazine
typos.com.cy.
He was a founding member of Latsia Municipal Choir. He deals with computational,
Cypriological, geographical, historical, lingual/linguistic and toponymical/cartographical issues.
Contact e-mail: katoomba@cytanet.com.cy
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46 , 1905-1951.
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here is something fascinating and captivating about railways: the tracks and the
trains that traverse them lead to different locations and different places, and train
transportations are often wonderful and in harmony with nature!
The first railways appeared in the late 18th century in England and in New York, while the
first steam locomotive operated in 1804 in Wales; ever since, the railway has become the
most popular means of transportation for long distances and the most reliable means for
urban distances, in the form of the metro. After World War II, most railways became
diesel-powered or electrically-powered.
Although today it seems strange for a railway to exist in our small Cyprus, this was a reality
for about 46 years, between 1905-1951. Even though the colonial authorities built the
Famagusta-Nicosia-Morphou-Evrykhou railway network mainly for military purposes, the
CYPRUS GOVERNMENT RAILWAY had been rather popular amongst Cypriots, chiefly for
carrying ores, goods, soldiers and military materials, but also for their transportations.
This book aims at being a pleasant reminiscence to the elders, a lovely surprise to the
youngsters and a spruce update to the nostalgic scholar.