Vintage Postcards #7: Aberdovey Parade in 1905

This scene shows the stretch of Aberdovey that runs in front of St Peter’s Church and beyond.  There is a handwritten note that reads “Sept 15 1905” that was presumably written by whoever purchased it, although it was not used for a message and was never posted.  Perhaps it was a souvenir for a postcard album. Small boats are pulled up on the beach or floating in the estuary, and nets are hung out to dry on structures embedded in the sand.  The church had been standing for 63 years. The mature trees in the churchyard have been removed, but the church is flanked by earlier buildings that still stand.  Two large buildings shown above the village in the postcard are now painted white.  All are visible in the two present-day photographs below, which show the same stretch of houses.  The first is seen from a very similar point on the wharf at Aberdovey, taken in November 2019, the other from the beach at Ynyslas in February 2019.

This is the same view in 1902:

In this scene taken from the same viewpoint, the foreshore is dominated by the schooner Sarah Davies, 1902. Source: Gwyn Briwnant Jones, Picturesque Aberdovey: A Collection of 20th Century Postcard Views. Gomer 2000.

The card was printed using the autochrom technique, more properly Autochrome Luimière, patented in 1903 and used screen plates to produce layers of colour to create naturalistic results.  There’s a good description of how it works, with some excellent examples, on the National Science and Media Museum blog. It was an expensive method of printing, and this postcard will have cost more than the more usual monochrome pictures of the period.

The postcard was published by the Peacock Brand, with its superbly exuberant logo, itself owned by the Pictorial Stationary Co. Ltd..  The Pictorial Stationary Co. Ltd. was established in 1897 in London and started publishing postcards in 1902, the year in which postcards were given the go-ahead by the Post Office.  A helpful guideline for stamp  values (inland and international) is printed where the stamp was to be placed.

Vintage Postcards #6: Dysynni valley and Bird Rock

Amongst all the recent postcards, this is one of my favourites, mainly because it is so relentlessly prosaic.  Straying out of Aberdovey, but not too far, it’s a peaceful view of cattle in the Dysynni valley with Bird Rock unmistakeable in the background, seen from the west near the coast.  Numbered 36502, and dating to 1895 (courtesy of the Francis Frith Collection website for the date) it is characteristic of Francis Frith photographs, offering a slightly unusual take on the usual subject matter.  Unlike other contemporary views of scenery which focus on the romantic this shot is particularly evocotive of the the landscape as I have seen it so often, with Bird Rock looking rather intimidating, and the lugubrious cattle waiting patiently for whatever weather is about to emerge from the clouds.  Cattle stand in water to cool themselves down on hot days (in some states in America where summer temperatures are usually high, cooling ponds are often provided) so although the sky looks rather overcast, it was probably a hot, sunny day.  There is a real sense of timelessness about this photograph.

In a part of the Dysynni valley to further to the east (with Bird Rock this time to the west) and below Castell-y-Bere are fields along the river Dysynni that are still used for pasturing cattle, as well as sheep.  There are some lovely walks along the Dysynni valley, which is well worth exploring.

The card was completely unused. I like the “Post Card” font, which has panache.  I instantly liked the little saying at the top of the reverse side, below, “T.N.T. – Today, Not Tomorrow!”  At first it amused me because it could have been written for me, as procrastionation is probably my worst sin, and I could often do with a bit of explosive to move me in the right direction :-).  But when I looked into it, it turns out to be a wartime slogan introduced by British Minister of Production, Captain Oliver Lyttleton, during September 1942, the thrust of which was that there was a new urgency to the production of war supplies. It gives one pause for thought.  What is interesting here is that, as above, the photograph is listed in the Francis Frith archive as dating to 1895, but it is clear that the early photograph was re-used later for post-1902 postcard production (see below) and in at least one of its more modern iterations carried a 1942 slogan.

Francis Frith is probably the best name, amongst non-specialists of early postcard production.  There is a lot about Frith and his photography business on the Francis Frith Collection website, which is a going concern and preserves an archive of his work.  It is a really fascinating story.  Frith was born into a Quaker family in 1822 in Derbyshire.  He built up a thriving grocery business in Liverpool, which he sold in the 1850s, making him financially independent, in today’s terms a multi-millionaire.  A founder member of the Liverpool Photographic Society, only 14 years after the invention of photography, be began to pursue his hobby on a full-time basis, travelling to the Middle East for fourteen years between 1856 and 1860.  I was very familiar with his Egyptian photographs, having a particular interest in this field, but the Francis Frith Collection website gives a real insight into the scope of Frith’s intersets and abilities.   Marketed by Negretti and Zambra of London, he became rich on the sale of his images as prints and steroscopic views.  After he married and settled down in England, he opened his company F. Frith and Co to “create accurate and unromantic photographs of as many cities, towns and villages of the British Isles as possible and sell copies of the photographs to the public, who were travelling in ever greater numbers and looking for souvenirs of their travels.”  He eventually retired and left the company to his sons, dying in 1898.  His sons built on their father’s legacy, and when in 1902 the Post Office agreed the design for the postcard, with a picture on one side and a divided plain side on the other for message and addresss, the Frith brothers jumped on the bandwagon and became one of the market leaders in postcard production and distribution in the first half of the 20th Century, using the extensive archive of existing photographs.

Digitization of the Frith collection, consisting of over 300,000 images, is ongoing on the other website, with a searchable archive, where 21 other views of Dysynni (and 105 of Aberdovey) can be found.

 

The canalized section of Afon Leri and West Wharf Boatyard, Ceredigion

Afon Leri from the Panorama Walk behind Aberdovey, showing the railway bridge and the boatyard. The road bridge is between the two, but difficult to see in this photograph.

I have been fascinated by Afon Leri ever since I first visited Aberdovey some twenty years ago.  From my living room window it is an unwavering slender scar on the flat landscape to the east of Ynyslas.  From up on the hill its opening is clearly perpendicular to the banks of the Dyfi estuary, and one can see the bridges that carry the road and railway over the river towards Ynyslas, next to a small boatyard.  The river’s course across this topmost corner of Ceredigion is obviously canalized, an engineered artifice, but why?  What was its purpose?

Cors Fochno c.1790, before the route of the Afon Leri was changed. Source: National Library of Wales (where there is a zoomable version of this image)

The Leri rises at Llyn Craig-y-Pistyll below Pumlimon and passes through Talybont, (on the main road between Machynlleth and Aberystwyth) where it meets the Afon Ceulan before flowing behind Borth. The canalized section is 3.35km long and c.35m wide and runs from Ynysfergi in the south to Pont Leri in the north, crossing the low-lying Cors Fochno.  Cors Fochno is a Special Area of Conservation and one of the largest remaining examples of a raised peat bog in Britain, which started to form from c.5500BC.  Afon Leri now opens out into the Dyfi estuary at Pont Dyfi in Ynyslas.   Work on the canalized section had begun by 1790 when the above map was created by T. Lewis, marked as the Pil Newydd.

Excerpt from the above map of Cors Fochno showing the former course of the Afon Leri at far left.  The Leri begins at Borth and meanders along the coastline to the west of Cors Fochno up to the point where it emerges into Cardigan Bay at Aberlery (which means the mouth of the Lery).  Source: The National Library of Wales (where a zoomable version can be found)

In the early 19th Century local landowners and neighbours Pryse Pryse of Gogerddan and Mathew Davies of Cwmcynfelin were incentivized by the General Enclosure Act of 1801 to reclaim land from the bog in order to develop it for pastoral agrarian use.  Land reclamation would require the waterlogged land to be drained.  There was little recorded opposition from parishioners, and royal assent was granted on June 22nd 1813.  The land surveyor Charles Hassall saw the advantages of enclosing the 5106 acres but warned the landowners against contractors who were either duplicitous or ignorant of the task ahead.  His words were almost premonitionary as successive problems plagued the project.  Disagreements between land owners, contractors and commissioners, together with serious and ongoing financial problems, caused major delays.

Charles Hassall’s plan was to divert a number of streams that entered the bog to drain away spring floodwaters and build embankments along the Dyfi estuary to prevent salt-water transgressions.  He recommended an experienced contractor called Anthony Bower, who was employed in 1815.  Bower suggested that using the river Leri to drain water from the land was the most viable solution, but there were problems.  The course of the Leri ran along the far western edge of Cors Fochno and emptied a little further up the coast at Aberlery into Cardigan Bay.  It was insufficiently deep and fast-moving to serve as a drain for the bog, so Bower suggested that the best solution was to deepen, widen and straighten the river.  As Professor Moore-Colyer describes it:  “A sluice was to be constructed at the river mouth from which a main drain would run through the centre of the bog. This would be accompanied by a catchwater drain which would follow the course of the Lerry to the foot of the hills and then along the south-eastern boundary of the bog to join the River Cletwr.  By this means, Bower believed, water from the hills would be prevented from entering the bog while an embankment on the southern side of the Dyfi would preclude the entry of salt-water.”  Sluices and catchwater drains would be employed to control water levels.

In 1815, an alternative proposal was put forward by Griffith Parry of Penmorfa, and which carried an estimated cost of £10,000.  Griffith Parry had trained under the great engineer Andrew Rennie on the construction of the London Docks.   He also favoured diverting the Leri, but from the west end of Ynys Fergi in a straight line to Pont Afon Leri, and he too believed that deepening, widening and straightening the river was the solution, which he thought should be embanked with clay.  In addition, he suggested deepening, widening and embanking surrounding ditches and streams to improve the drainage potential offered by canalizing the Leri.

Gogerddan estate, the seat of Sir Pryse Pryse. Source: Parks&Gardens

Hassall died in 1816 and was replaced by co-commissioners Robert Williams of Bangor and David Joel Jenkins of Lampeter.  Williams was staggered by the estimated total cost of £30,000 proposed by Bowers which, with the widening and deepening of other existing drains, would absorb over 1000 acres, and would create a total landmass with a value of only £20,000.   Bower and Williams fell out over both this and more personal reasons.  For the next two years the parties vied for position, with Jenkins supporting Bower and Williams supporting Parry.  Parry’s plan eventually won out.  Contractors, to be paid £2500.00 in instalments, were appointed.  A final payment of £250.00 was to be withheld until two years after the project was completed, to provide insurance against post-completion problems. Additional costs, including raw materials, were provided by the Aberystwyth Bank after Pryse Pryse of Gogerddan provided security of £6000.00 for the loan,  the balance of the cash was raised by selling land on the peripheries of the marsh for over £2340.00 initially.  However, financial problems and disputes plagued the drainage scheme, particularly in respect of the contractors not building various elements to specification.   Williams resigned and in 1822 Richard Griffiths of Bishop’s Castle, with three successful enclosures under his belt, was appointed in his stead.  After the change in commissioner, the appointment of the surveyor Charles Mickleburgh of Montgomery, a new Act of Parliament in 1824, the chaos of further financial difficulties, escalating debts and a court case, the project was eventually completed by 1847, and a small  harbour was provided for the local shipbuilding industry.  It is difficult to see how the project could ever have seen a return on its investment.

Google map of Afon Leri

The above map from the 1790s, the Google map to the left and the Ordnance Survey map below show the former and present courses of the river. 

A road bridge, Pont Afon Leri,  carries the B4353 over the river at Ynys Tachwedd, connecting Ynyslas with the A487.  A small boatyard is located on the western side of the road bridge.  The Cambrian Coast Line crosses just to its south on a 7-pier railway bridge that was built in 1863.  The river is tidal along the length of the cut, and a footbridge over the Leri where the river meets the Wales Coast Path marks the boundary between the tidal cut and the non-tidal river.

The West Wharf boatyard at Pont Afon Leri has a history dating back to the 19th Century.  Here’s the description from the Coflein website:

Afon Leri from the hill behind Aberdovey, showing the boatyard by the Pont Afon Leri road bridge

Remains of timber-fronted quay on the west side of the entrance of the river Leri constructed by the railway company. The northern end of the quay frontage is degraded and the quay material has been washed out from behind the piling. The section in front of the boatyard has been repaired and remodelled to accommodate a modern boat lift. Sales particulars dating to 1862 reveal that short section of wharf already existed close the road before the coming of the Welsh Coast Railway. The wharf was part of the land holdings belonging to Issac Ll. Williams Esq under the Geneur’rglyn Inclosure Act. The railway company subsequently undertook the development of the wharf to act as a landing point for a new steamer working the Aberdovey ferry. The paddle steamer ELIZABETH started service on 24 October 1863, the day that the railway line between Aberdovey and Llanwyngwril opened on the northern side of the opened. The vessel was to operate every hour and to charge 6d per head for the crossing. Maintaining the service was extremely difficult as the ELIZABTH was frequently stuck fast on the Dyfi sandbanks. On 5 July 1867, George Owen, the Cambrian railway engineer reported that if the railway line to the north side of the Dyfi could not be fully opened soon, then the wharf would need to be piled. The line subsequently opened in August 1867. The ferry’s use of the West Wharf might have ended then, but the railway inspectors required more work to be undertaken on the tunnels. Whilst passengers were taken round by road, goods continued to be shipped across the Dyfi by the tug JAMES CONLEY. The use of the ELIZABETH on the route was abandoned and the vessel sold in 1869. In 1893, it was proposed that that the barges transhipping slate from the Plynlimon and Hafan Tramway would be charged for using the railway company’s West Wharf. Two years later, in May 1895, Mr I Hughes Jones, owner of the East Wharf sawmill proposed the transfer of the business to the other side of the Leri. This was accomplished soon after April 1896 when a new railway siding was opened to service the transferred sawmill. Also in 1896, is appears that the Hafan Sett Quarry (Plynlimon and Hafan Tramway) were still proposing to use the wharf, as they contacted the railway company with regard to installing a level crossing for the tramway. It is likely that the piling for the wharf was extended around this time to facilitate these new developments. The saw mill continued to occupy the wharfside through to the First World War.

Today the boatyard is still a functioning business, offering boat storage, slipway launching and repairs and has a 16-ton slipway hoist.

The Ceredigion Coast Path follows part of the course of the canalized section of the river, and intersects with the Wales Coast Path just east of Borth where the canalized stretch of the river begins, as shown on the above map.  The Ceredigion Coast Path website has more details, and for those wanting to walk the Leri, there’s a good outline of how it can be approached by Ben Fothergill on the UKRGB website.  An official walk across Cors Fochno can be found on the Natural Resources Wales website.

View of the Afon Leri as it approaches the Dyfi estuary. Photograph by Chris Denny (under Creative Commons licence).

Afon Leri from the footbridge where the tidal section of Afon Leri meets the non-tidal section. Photograph by Nigel Brown, used under Creative Commons licence.

Afon Leri in the mist, seen from Aberdovey

 

Main source for this post and a lot more information, particularly about the financial problems, land sold for financing the drainage, and allotments of land to the poor, with my thanks:

Vintage postcards #5: Terrace Road in the moonlight

I love this postcard.  It shows Terrace Road in Aberdovey by moonlight, with a slightly overcast sky, the silver sheen reflecting off slate roofs and casting a bright glow over the estuary.  The most prominent building in the picture is the little structure on the beach, a purpose-built lifeboat house to provide a home for the village’s first lifeboat, Victoria, in 1837 and now called Traeth Dyfi (Dovey Beach), it had an entrance for the lifeboat under the west gable and a pedestrian entrance opening out on to the road. Victoria was replaced with two newer and bigger vessels in 1856 and 1865, each kept in the same building, but it went out of use as a lifeboat house when a bigger lifeboat was needed in 1886.  A slipway, which does not appear in the above postcard, was added on this side of the old lifeboat house in 1903 and can still be seen today, although the lifeboat now has its own dedicated building that it shares with the yacht club near the jetty. After the lifeboat moved, Traeth Dfyi became a cake shop and tea room and in the 1960s was converted for residential use.  It is currently available as a holiday let, with pictures on the website of the modern interior, and a history of the building (from which most of the above details are taken) for those interested in more information.  The building seen as a silhouette in side view in the postcard and, in the photograph, as a white-painted building beyond the old lifeboat house is the three-storey Georgian house Plas Dyfi, which is currently for sale.

The above photograph shows the view as it is today, taken on 17th November 2019.  It attempts to reproduce the viewpoint but I couldn’t get the elevation.  The picture was clearly taken from the hillside.  The yellow building on the beach is the old lifeboat house, and the four-bay white house to the right is Cliffside.

The Dovey Belle topsail schooner. Source:  Lewis Lloyd 1996, A Real Little Seaport, volume 2 (plate between pages 120 and 121)

Cliffside is also at the far right of the postcard, a terrace of four very fine four-storey houses.  Before the construction of Cliffside, in the mid 1880s, the site was the site of a lime kiln, employed to turn imported limestone into powder for spreading on lime-starved land.  In 1901 no.2 Cliffside was home to Master Mariner Captain John Williams (1865-1937).  Captain Williams was born in Aberdovey and had served on his father’s ship, eventually becoming Master of the Aberdovey-built Dovey Belle.  He had lived at No.35 Copper Hill Street in 1900 when he was aged 35, but in c.1901 seems to have moved to Cliffside. He became Master of the schooner 1867 Aberdovey-built topsail schooner Dovey Belle, built by Thomas Richards at Aberdovey registered No. 9 in 1867 at Aberystwyth.  According to the well-researched Williams Family Tree website “she became the last locally built sailing vessel to ply to and from Aberdovey on a regular basis.”  No.4 Cliffside was the home of Hugh M. Lewis M.B.E., who lived his entire life in Aberdovey, wrote several memoirs of the village and was awarded an M.B.E in 1993 for his service to the community.

There’s no stamp or postage mark, even though there is a message and a Birmingham address, apparently ready for posting.  It was sent in lieu of a birthday card, and I hope it brought a lot of pleasure to the recipient, Miss Eliza Hodgkins, if she ever received it.  Out of curiosity I looked up the postal address but although St Martin’s Road still exist, half the road is a building site and the other half is dominated by a huge multi-screen cinema and other modern block-like structures.

I can’t read the print under the handwriting.  There is a code on the front of the card, (46845 J.V.), which could indicate that this was manufactured by James Valentine.  If so, the Valentine postcard dating page on the Historic Coventry website puts that code at 1905.  In the picture masted ships are shown just round the corner, there is gas lighting (installed in 1868; electricity was not installed until 1945) and a horse pulls a small cart.  These are all consistent with 1905 being a plausible date but the design and colour printing on the back seem more modern.  It is possible that a newer printing run used an older image.  It would be good to get an idea of a possible date range from other postmark or  from other cards, so I’ll keep an eye open.

 

Vintage Postcards #4: The Roman Road

The Roman Road as it is today from a similar viewpoint to the first postcard, with Trefri in the background

The Roman Road is a nice local myth.  It forms part of a popular low-tide walk along the estuary to Picnic Island (which I have written about here) and is a truly remarkable sight, cut out of the black Aberystwyth series shales, which in places are so smooth that the rock looks polished and glistens in the sun.

Although there is a Roman fortlet at Pennal 11km away, there are very few indications that the Romans did anything more than pass through Aberdovey, if they even did that.  Trying to find out what it was built for I first looked to Hugh M. Lewis, who wrote several histories of the village, but he was unable to shed any light on the subject.  My original guess was that it was built in the 1860s, part of the works for the building of the railway, but that failed to address the question of the purpose of such a track.  In his description of a 6-mile walk that incorporates the road, the author David Roberts, an Aberdovey resident, states that the track was built in 1808 for horse and carriage, but he doesn’t expand on this observation.  I then found a publication by the Gwynedd Archaeological Trust (GAT Ports and Harbours of Gwynedd, 2007) that contains the following statement, and which appears to confrim what David Roberts says and provides sources for identifying this as a road designed to connect to a stretch of road that already linked Pennal to Machynlleth:

Fenton remarks in 1808 that a new road was under construction from Aberdyfi to Machynlleth but implies that the section from Pennal to Machynlleth was already in being, that an extension west and north to Tywyn ‘by way of the sands’ was contemplated if not actually under construction. This road, known as ‘hen ffordd Corbet’ was not a success, being built so low that it was frequently covered by the tides. Its course is marked on the plans for the replacement road dated 1823 and prepared by Thomas Penson (DRO: Z/CD/168).  This is probably Thomas Penson junior (1790-1859), county surveyor of Montgomeryshire, a versatile and able architect-engineer, rather than his father. Lewis states that this road was completed in 1827

I am still unsure if this is the correct answer, as the track barely seems wide enough for horse-drawn vehicles, and in places would have been lethal underfoot for horses.  One would need to see Penson’s plans for the replacement road mentioned by the Gwynedd Archaeological Trust’s report.  Whatever its original purpose, it is invaluable today as a ready-made footpath for walkers.  The note about the road being unpopular due to being submerged by tides holds true today.  The walk is impossible without wading through water at high tide.  I note that the second of the two postcards does not commit itself on the subject and states merely that the scene shows “The Rocks.”

The first postcard was unused, so there are no helpful postmark or stamp details to give an indication of date.  It was manufactured by Lilywhite Ltd of Triangle, Halifax.  Lilywhite was set up by Arthur Frederick Sergeant (1882-1952) in around 1910 and produced postcards at least until 1931 when their factory burned down, destroying both prints and negatives.  They took over Arrow Series Postcards in the 1920s and as well as retaining the Arrow name for some of their postcards, re-released some earlier Arrow postcards under the Lilywhite name.  I’ll keep an eye open for a used version of this postcard to see if I can find a date or at least a date range.

The second postcard has a Edward VII stamp and an Aberdovey postmark dated August 7th 1904.  Edward VII reigned from 1902-1910, and this particular shade of blue-green was issued between 1902 and 1904.

I loved the brevity of the message, which also contained the brilliant information that the sender had been staying at Glandwyr in Aberdovey. 115 years later it is owned by a very nice local holiday company, Dyfi Cottages, that lets out properties in the village and also runs the Visit Aberdovey Facebook page.  There’s a lovely sense of continuity in those details.  I suppose that postcards were, and still are, a form of social media, a way of maintaining communication with people far away.  The postcard was sent to the beautiful village of Luccombe, which now lies in Exmoor National Park in Somerset.  The house to which it was sent, Wychanger, was a manor house now Grade 2 listed and converted to semi-detached homes.  It is fun to have the full breadcrumb trail.

Photograph showing the location of Glandwr, used with permission, copyright Dyfi Cottages and Aberdyfi Holidays

Evelyn Wrench, from an article in
‘The Pictorial Magazine’, January 2nd 1904. Ref: Wr D 48/65.  Source: The University of Nottingham’s Manuscripts and Special Collections blog

The 1902 Post Office regulations are provided as simple instructions on each half of the back of the card, leaving no room for any confusion!  The title Gwladgarwr at the front of the card is a puzzle, appearing on a lot of Wrench’s Welsh postcards.  It means “patriot” and was the title of a Welsh language newspaper (Yr Gwladgarwr), but the newspaper appears to have no connection with the postcard manufacturer.  The card is in the Wrench Series, no.8006, and was printed in Berlin.

Sir John Evelyn Leslie Wrench (1882-1966) was a British author and journalist.  While in Germany after leaving school, Wrench was impressed with the popularity and high quality of German postcards and decided to shelve his plans to become a dimplomat and instead set up a British business producing high quality postcards in sepia, black and white, and colour.  He had his resort postcards printed in Dresden (Saxony) and Berlin from where they were shipped in bulk to London.  Although it remained in business for only a few years, the postcard company was a initially a phenomenal success and Wrench himself became something of a media darling.  Based in Haymarket in London Wrench’s postcard company had over 100 employees and sold in the region of 50 million cards, all before he had reached 21 years of age.  Wrench went out of business in 1904, having sunk too much capital into the company, leaving him unable to repay loans but he went on to have a very successful career.  He was founder of the Royal Over-Seas League, became editor of The Spectator and was knighted by George V in 1932.

Video of Aberdovey in the 1920s

A  very battered piece of black and white footage that I stumbled across on YouTube, from Huntley Film Archives (catalogue number 1092610), showing scenes of Aberdovey and the estuary in the 1920s.  There’s no information about the video, so just watch and enjoy.  The footage of the steam train is particularly evocative, with the trail of steam flowing like cotton wool behind the locomotive.

There is some amazing footage on the Huntley Film Archives on all manner of subjects.  It is worth going to their home page (https://www.huntleyarchives.com) and browsing randomly through their categories.  I particularly liked their Quirky and Rare categories.

Vintage postcards #3 – Penhelig Beach

Not quite as vintage as postcard #1 and postcard #2, which were dated to 1910 and 1903 respectively, this view of Penhelig Beach has an Aberdovey Merioneth postmark dated 19th August 1962 and features two Queen Elizabeth II stamps (a blue 1 penny and a green 1 1/2 penny).  Elizabeth had been on the throne for 10 years when this postcard was sent to Harborne in southwest Birmingham.  The big carpark on the sea front and the modern developments at the top of Copper Hill Street, along Mynydd Isaf and Maes Newydd and related roads had not yet been built and the village must have had a very different character.

A view of Penhelig today taken from a very similar viewpoint:

Unlike the 1903 and 1910 postcards, this is immediately recognizable and familiar, and apart from the boats, which immediately indicate that this is not a modern photograph (I particularly like the one furthest from the camera), it looks much the same as it does today.  Penhelig Terrace, immediately behind the beach, was built on the spoil-heap from the tunneling works for the railway in 1864,  which was routed round the back of the village to prevent it impinging on tourism and ship-building activities.

A picture hanging in Aberdovey’s Literary Institute shows the same scene in 1837 before either the railway or Penhelig Terrace were built, with the Penhelig Arms visible at the far left. In this view the low and long Penhelig Lodge (about which I have posted) dominates the scene and looks out over the beach.  It was probably still fishermen’s cottages at this time, although it had various roles afterwards, including a stint as an exlusive school for young ladies.  Penhelig Lodge is now a row of three cottages on a busy bend where the railway crosses the road, hidden behind Penhelig Terrace and the railway, on the edge of Nantiesin car park and overlooked by Penhelig Station, but as a building it has lost none of its charm.

Aberdovey 1837. Source: Photograph of picture hanging in the Literary Institute.

A photograph from Hugh M. Lewis’s book Aberdyfi, A Glimpse of the Past, below, shows Penhelig as it was just after the railway was established and just before the terrace was built in the mid-1860s, with a large vessel moored on a high tide in the days when the beach was a shipyard, with Penhelig Arms just behind it.  In the above postcard Penhelig Arms is out of sight, a few houses to the left and across the road.

Penhelig shortly after the railway was laid, and before Penhelig Terrace was built, showing the railway tunnel and the shipyard just in front of the Penhelig Arms. It is clear that at least two houses were taken down to route the railway round the back of Aberdovey.  Penhelig Station was added in 1833 Penhelig Station was added in 1933, by which time the railway was operated by the Great Western Railway, which absorbed Cambrian Railways in 1922, and was equipped with a single platform and an attractive little wooden shelter that remain today.  Source: Hugh M. Lewis’s book Aberdyfi, A Glimpse of the Past

The row of houses behind the memorial park to the right of Penhelig Terrace on the main road through Aberdovey has changed dramatically since the 1860s photo in Hugh M. Lewis’s book, but not much since the 1962 postcard.

The row of houses behind the memorial park to the right of Penhelig Terrace on the A493.

Penhelig Terrace today, seen from the memorial park

The postcard producer, Valentine’s (J. Valentine and Co.), opened in 1866 in Dundee, at first specializing in photographs of Scotland, and continued to make postcards for a century.  According to the Jisc Archives Hub, “much of the collection contains views associated with the leisure market, subjects such as fishing were regarded as attractive, agriculture less so, and industry was rarely portrayed. The main features are stately homes, historic ruins, great open spaces, beaches, the grandeur and curiosity of nature and great engineering feats.”  The company stopped producing postcards in 1967 because they failed to make the switch to colour printing for postcards soon enough to be competitive, and they had found that greeting cards were more lucrative anyway.