The Barracca Lift

“…the alternative is a long, gruelling climb up a seemingly endless flight of steps or an equally gruelling uphill 20-minute walk” stated the Malta Tourism Authority recently when describing the distance between Grand Harbour and the centre of Valletta. But it hasn’t always been that way though!
Opened to the public on 17th December 1903 at a cost of £5,000, the Barracca Lift connected Lascaris Wharf (Customs House) with Upper Barracca Gardens offering both a shorter and quicker route. The two lifts provided, each capable of carrying 12 passengers, rose through 75tons of steelwork vertically 167feet 7inches, with the winding gear housed in a turret even higher at 197feet, to a lateral bridge, extending some 23feet out from the bastion gardens.
Other than a shutdown from October 1917 to June 1919 due to unavailability of spares and coal to generate electricity, the lift would see daily use until 9pm on the 2nd February 1973. However, following the privatisation of the dockyard in 1958 along with the withdrawal of British servicemen in the 1960s, its main source of income, revenue, was insufficient to meet the wages of the six employees and closure became inevitable. Sadly, efforts by the Government to find a company to run yet another Maltese unique and historic transport system were unsuccessful and after lying idle for ten years the lift was finally dismantled during August 1983.

Recently the Maltese Government has applied for EU funding for a Lm1.5 million escalator project, which will link the old Customs House at Pinto Wharf to Castille, no doubt to be fully appreciated by the visitors from cruise liners – what a shame the lift didn’t survive to meet this need!

Postscript. During March 2009 it was announced the reconstruction of a new vertical lift, containing three panoramic cabins that can take up to 1,000 passengers an hour, would be completed before March 2011, at a cost of 2 million euros.

If you can locate a copy, the long out of print book ‘The Malta Tramway and the Barracca Lift’ published in 1991 by Joseph Bonnici and Micahel Cassar provides an in-depth study and many photographs of the lift in use.

Brief History
Built by private subscription the 61/2 mile single line with passing points, built to the narrower metre gauge (3ft 33/8in) to keep costs down, ran between Valletta and Notabile and opened for public use on 1st March 1883. In its seven year existence the company failed to make a profit, was placed into administration and forfeited to the (British) Government under the terms of it concession, ceasing to operate on 12th December 1890. Not too surprisingly the ‘probable future extensions’ went no further than the initial planning stage!
Of military significance, the Government then opted to run the railway, and much improved, the line was reopened on 25th January 1892. At the time the British Army was intending to build a new barracks at Mtafra and by 1890 the line was extended 1 mile through a 770yd tunnel under Mdina to a new station, Museum, thence continuing across Gheriexem Bridge to terminate at the foot of the new barracks.
Despite much investment the line would never make a profit. In 1903 a tramway was opened, running parallel to the railway from Valletta to Hamrun stealing the most remunerative passengers. Following the First World War the motor bus arrived, effectively dealing the railway the coup de grace.
Amazingly the railway outlived the tramway that closed on 16th December 1929, but not by long! The final day of service was the 31st March 1931, unnoticed and unmourned, bus services meeting the demands of the travelling public.
Rolling Stock
Locomotives
No Type Builder Makers number Year Facing
1 0-6-0T Manning Wardle 842 1882 Museum
2 0-6-0T Manning Wardle 843 1882 Valletta
3 0-6-0T Manning Wardle 843 1883 Museum
4 0-6-0ST* Black Hawthorn 753 1883 Museum
5 2-6-2T** ManningWardle 1243 1891 Museum
6 2-6-4T ManningWardle 1261 1892 Museum
7 2-6-4T Beyer Peacock 3678 1895 Museum
8 2-6-4T Beyer Peacock 3852 1896 Valletta
9 2-6-4T Beyer Peacock 4163 1899 Museum
10 2-6-4T Beyer Peacock 4719 1905 Museum
* later 0-6-0T ** later 2-6-4T
Locomotives were painted a dark olive green, black frame and wheels and dark red buffer beams.
Carriages
Built by Swansea Wagon Builders, six composite 1st/2nd class carriages carrying about 14-18 passengers and ten 3rd class carriages carrying about 23 passengers. Additionally three workmens carriages, two ballast trolleys, two plate layers trolleys and a luxury saloon carriage for the Governor and visiting dignitaries were initially provided. 1st class carriages had a single compartment with seats along each side. Eight windows were provided, glazed and fitted with sliding Venetian shutters. 3rd class were similar with ten windows with wooden seats. Workmens carriages were very austere, boarding through fours side entrances, protected from the elements by half height sides and solid ends. Later workmens carriages were similar to 3rd class but without windows.
On the Governments take over the original carriages were converted into 1st or 3rd class after the suppression of 2nd class. The original stock was augmented in 1893 by two 3rd class and two workmens carriages, two ballast wagons and two trolleys constructed by Swansea Wagon. Two 1st class carriages, built by Brown Marshall, were added to stock in 1895, along with four 3rd class carriages subcontracted to Metropolitan Railways.
Carriage lengths varied between 14’6’’ and 20’5”, similarly width varying between 6’10’’ and 7’ and all were four wheeled.
NO freight stock was ever supplied or used on the line.
All stock, with the exception of one 3rd class carriage now on display at Birkirkara, was scrapped.
Services
The first train of the day departed Hamrun about 4.30 in the morning, the last returning before 8.00 in the evening. Throughout the day some 20+ return journeys were made, although in earlier days some only ran between Valletta and Birkirkara.
What you can see today?
Amazingly after almost 80 years a considerable amount of railway relics remain to be seen.
Valletta terminus station is now in use as a garage and can be accessed from a staircase near the bombed out Opera House. Much of the station was in a tunnel but some of the platform on a stone viaduct can be seen entering a tunnel in the direction of Floriana. The station building for Floriana, the railway was still underground here, also still stands. The platform 90 feet below is thought to still be accessible via a crumbling spiralling staircase but EU Health and Safety standards prevent this. The line then exits the tunnel at St Philip’s Curtain crosses a carriageway (now part of the police pound) before entering a short tunnel penetrating the outer bastion (Fausse Braye), to finally exit the outer defences and crosses a six arch bridge at Porte des Bombes, all clearly visible. At Hamrun the station building, now in use by Boy Scouts, stands and behind it can just be seen the entrance to the workshop area. At several sites including Hamrun, large MR marked vases can still be found. Moving on to Birkirkara the station building has been renovated, a 3rd class carriage is on display, supplemented by a 1912 vase and fountain. Some distance from the station a quantity of 1881 rail has been utilised to hang a net from and prevent balls being kicked out of a sports area. At Attard the stone built embankment, with bridge abutments, can be followed for a considerable distance. The trackbed then enters much more open country and if you know where to look in an open field, an overbridge and the remains of an embankment can still be seen. The upper level Notabile station building survives and just beyond it the tunnel entrance passing below Mdina. For some time the tunnel was used for growing mushroom but this has now ceased and both ends are inaccessible. After some 700 yards the tunnel exits to enter Museum station. Restored this station served as a restaurant but lack of custom (remoteness and steep hill) saw it close. However, the restaurant has relocated to a building just opposite the Roman Museum (at the top of the hill) and its walls are adorned with photographs of the old railway. A series of postcards of the railway are available in this restaurant. Finally just beyond Museum Station, still clearly visible, is the bridge just before the lines abrupt end at Mtarfa.

For further reading we suggest 'The Malta railway' by B.L. Rigby published by Oakwood Press and 'The Malta Railway' by Joseph Bonnici & Michael Cassar.

'Historical Images' will be placed into this folder as and when they are received. If sufficient images are received, they will be relocated to perhaps a then & now' type of folder.
Eventually this site will become a comprehensive site about The Malta Railway as the Malta Buses site is about Maltese Road Transport.

Image 01 shows the Station frontage in Freedom Square - The MR Head Office being on the left and the booking office on the right which is now occupied by the tourist office.

Image 01a shows the entrance [at the side of the tourist office] to the stone steps which lead down to the station situated in cavern below.

Image 02 shows the cavern which contained the railway station, now in use as a garage.

Images 03 & 04 shows view from the cavern entrance across the viaduct to the entrance to the tunnel which led underneath the bus station and onwards to Floriana.

Images 05 & 06 shows the viaduct between the station and the tunnel mouth above.

Floriana Station was underground situated towards the end of the tunnel which exited from Valletta.
After months of negotiation we were able to arrange for Mac Head [on his visit to Malta in Oct 2009] to investigate the underground section of the station.
He was accompanied by the person with the keys to the area and rusty locks were duly opened revealing an area totally overgrown with bushes and probably not seen by man for many years. He was however able to struggle through and obtained the images seen on this page 12a to 12r.Due to the platform entrance being fastened up and the key unable to be found to get in this will have to be left until our next visit in March 2010.

The railway line exited the tunnel shortly after leaving Floriana station by tunnel mouth [Image 14] went across the road, on the skew, which leads to the Police compound and entered another tunnel the other side of the road within the Police compound [Images 14a-14c] which exited at St. Philips Curtain [Images 15 & 16] and immediately went over a viaduct [Images 17 to 19]
The line then carried on to Hamrun but traces of the line between Porte des Bombes and Hamrun have been lost under the extensive road layouts in the area.

Hamrun was the location of the running shed and works. The platform canopy with original cast iron supports is still in situ [Image 20]
Similar to the Floriana scenario it took negotioations at the highest level to enter the tightly secured old railway workshops to obtain the sixteen images of amazing details still extant after closure of the workshops for railway purposes some 80 years ago.

The station building fabric is complete and unchanged on the exterior and still has the station name on the station wall under the original canopy. Here can be found the only item of rolling stock left ie the body of a third class carriage.

Near to B'kara there is an open sports court the fencing of which is supported by old railway rails [Images 31 to 33]

At Attard there is still in situ about 50 metres of embankment built out of substantial limestone blocks. [Images 34 to 36]

Here also are the solid abutments of what was originally a girder bridge over the B'kara-Attard road [Images 37 & 38]

Notabile Station was the start of the tunnel under M'dina.
The station surface building is still there [Image 39] but the platforms some 20 metres below are filled in to the level of the upper building.
Images 41 & 42 show the tunnel portals.

Museum Station [Images 44 to 46] was restored as a restaurant but has since closed and the business has been relocated to a building just opposite the Roman Museum, at the top of the hill and the walls of this new location are adorned with photographs of the old railway.
The portal of the Museum side of the tunnel from Notabile can still be seen [Images 47 to 49]
Finally just beyond Museum station, still clearly visible, is the bridge [Images 50 & 51] just before the lines abrupt end at Mtarfa.

Courtesy of Alan Edwards