SHROPSHIRE & MONTGOMERYSHIRE LIGHT RAILWAY and its predecessors – a chronology from primary and secondary sources

- plan from the Shropshire & Montgomeryshire Railway’s “Official Time Book”, April 5th 1914

O = ‘Opened’ / C = ‘Closed’. This means regular revenue traffic commenced/ceased (the ‘with effect from’ convention being used), unless the context requires otherwise. P = passenger; G = goods. No attempt has been made to ascertain opening and closing dates for the World War 2 halts or other WD facilities.

(i) route and general chronology

Some lines that were not constructed have been ignored in listing provisions of Acts of Parliament. The opening and closing of stations, halts or goods depots are not generally listed here, but in part (ii), the station chronology.

West Shropshire Mineral Rly, later Shrewsbury & North Wales Rly

Tue 29 Jul 1862: Royal Assent to Act for line Llanymynech – Yockleton 1, deviated to Red Hill by their 13 Jul 1863 Act 1863: construction started about this year 2 Thu 30 Jun 1864: Royal Assent to “New Lines” Act for extension to Nantmawr and to separate Act renaming as Shrewsbury & North Wales Rly and branch to Criggion (so called Breidden branch) 3. 1864/5: in the Llanymynech area, the contractor, Richard Samuel France, possibly commenced some freight operation west of Shrawardine, serving his leased quarries at Nantmawr and Briedden (Criggion) 4. Mon 16 Jul 1866: Royal Assent to Act for merger into Potteries, Shrewsbury & North Wales Rly 5

1 Harrop (which also provided details of all the succeeding Acts); Johnson p.9 2 Janes4, p.360; Johnson, p.13 3 Harrop; Johnson p.10; MT6/35/4 4 Johnson, pp.13/14 – although Janes4 p.360 casts doubt on this early operation 5 Harrop; Johnson p.11 Shrewsbury & Potteries Junction Rly

Wed 5 Jul 1865: Royal Assent to Act for line Red Hill – Potteries Jn (a.k.a. North Wales Jn) (“loop line”) and Coleham Jn 6 – Shrewsbury Abbey (this branch was originally intended only for freight) 7 also for (eventually abortive) line to Market Drayton and links, in Shrewsbury, to Shrewsbury & Hereford and Severn Valley Railways Mon 16 Jul 1866: Royal Assent to Act for merger into Potteries, Shrewsbury & North Wales Rly 8

Potteries, Shrewsbury & North Wales Rly

Mon 16 Jul 1866: Royal Assent to Act for merger of previous two railways 9 Mon 13 Aug 1866: regular passenger service commenced Shrewsbury – Llanymynech 10 (a passenger timetable does not seem to have survived). Mon 13 Aug 1866: At or about this same date, North Wales junction (controlled by Potteries Jn box on Shrewsbury - Wellington line of LN&W&GW Joint Rlys) opened 11 so presumably freight service commenced Coleham Jn – Potteries Jn (“loop line”) for freight interchange with the joint line. Also, freight commenced (if not already informally operating in part – see “1864/5” above) Shrewsbury - Llanymynech – Nantmawr and Kinnerley - Criggion. 12 Mon 27 Aug 1866: Through excursion advertised to Aberystwith 13 with similar facilities advertised for various dates to 22 Oct. Sat 1 Sep 1866: New timetable introduced, including through carriages to/from Oswestry 14 Also, apparently, first weekday train from Oswestry and last from Shrewsbury ran through (see June 1867 Bradshaw’s Guide which continued to carry the schedule). Tue 11 Dec 1866: Receiver appointed 15 At about this time, France ceased construction work on the triangular junction under the Shrewsbury & Potteries Junction Rly Act of 1865 (see above) pointing towards Shrewsbury joint station, located near to Coleham Jn; the site of the two abortive arms of the triangle can be seen on 1881 survey OS at maps.nls.uk/view/101594236 16 Fri 21 Dec 1866: regular passenger and freight services withdrawn Shrewsbury Abbey – Llanymynech [ - Oswestry] 17; services had also been suspended by bailiffs Wed 28 Nov to Sun 2 Dec 1866 incl. 18 Some “construction” movements continued by the contractor, at least into 1867 for which tonnage/revenue is recorded. 19 Such usage apparently suspended after a goods train guard was killed 19 Dec 1867 – there is no traffic record for 1868.

6 Listed in 1871 Hand-book appendix as Coleham Jn, although Col. Yolland (MT6/108/13 in 1872/3) appears to refer to this as “the Abbey Jn”. 7 Harrop; Janes4 p.360; Johnson p.10 8 Harrop; Johnson p.11 9 Harrop; Johnson p.11 – apparently effective immediately although Johnson does not say so. As an aside, nine Acts of Parliament had so far been obtained to reach this stage. 10 Oswestry Advertiser 15 Aug 1866; Railway Times 18 Aug 1866; Wellington Journal 18 Aug 1866; G&S line 391. 11 GWR record at RAIL 253/369 says Aug 1866; Janes4 p.360 erroneously gives Dec 1868 for the opening of the “loop line” 12 Oswestry Advertiser 15 Aug 1866; Wellington Journal 18 Aug 1866; Janes4 p.360; Carpenter p.3. Llanymynech south junction was two facing junctions, toe to toe (not the flat crossing shown on early Railway Clearing House Junction Diagrams), as directed by BoT inspector’s (Capt. Frederic Harry Rich) adjudication of Cambrian/PSNWR dispute (MT6/35/4). Subsequent inspection report (1870) confirmed that his direction was followed (MT6/66/12). 13 Shrewsbury Chronicle 24 Aug 1866 and various, down to Wellington Journal 20 Oct 1866. These were almost certainly attached to similarly advertised Cambrian excursion trains at Llanymynech, via the ‘northern’ junction. 14 Wellington Journal 1 Sep 1866. 15 Janes4 p.360; Johnson p.14 16 Janes4 p.360, citing evidence of R Green-Price to House of Lords Select Committee, 26 Apr 1888 17 Oswestry Advertiser 26 Dec 1866 and Wellington Journal 29 Dec 1866 quote no effective date (and the latter still displays public timetable). No other reference in contemporary Shropshire press accessible online. G&S line 391; Quick (citing Clinker’s Register); Johnson p.14 – but none cites provenance. Times not deleted from Bradshaw’s Guide until Jul 1867 edition. 18 Times 38 Nov and 4 Dec 1866 19 Janes4 pp.360/364 (from C30/1429); Johnson p.14 and 118 1867: Receiver paid junction charges to L&NWR for the North Wales Junction for both half-years 20 although no traffic passed Thu 25 Jun 1868: Royal Assent to Act for deviation of the “Loop” line 21 Sat 14 Nov 1868: regular passenger service resumed Shrewsbury Abbey – Llanymynech 22 (but not through with Oswestry). Also freight resumed, including (i) Nantmawr, (ii) to Potteries Jn with LN&W&GW Joint line (perhaps later - see Summer 1869 entry), and (iii) possibly also Criggion 23 Summer 1869: North Wales Jn (controlled by Potteries Jn box with Shrewsbury - Wellington line) LN&W&GW Joint Committee recorded 24 that Potteries company had failed to make prepayment of junction expenses and that the junction had been closed (note past tense; indeed, the wording of the various minutes of that Committee strongly indicate that the junction did not reopen until at least 17 May (or possibly even June) 1869). Subsequent minutes record 25 that accounts were paid and indicate that the junction was again open (and hence also the PS&NWR link line from Coleham Jn.) Mon 18 Apr 1870: regular passenger service commenced Llanymynech – Llanyblodwel (line already in use for freight to Nantmawr). 26 Mon 2 May 1870: Llanymynech – Llanyblodwell reduced from four to two trains a day. 27 Wed 21 Jun 1871: regular passenger service commenced Kinnerley – Criggion. 28 Thu 21 May 1874: Royal Assent to Act for line to Trefonen (never constructed) 29 Apr 1875: Criggion branch running Wednesdays and Saturdays only. 30 Thu 1 Jun 1876: PS&NWR dropped out of RCH clearing system – through rates withdrawn. Also dispute with France (Nantmawr quarry lessee) leading to run-down in (if not cessation of) Nantmawr quarry traffic. 31 Sun 28 Sep 1879: Last day of operation of Sunday trains. 32 Wed 16 Jun 1880: regular passenger service withdrawn Kinnerley - Criggion 33

20 Min. 809 of 4 Jun 1869 - RAIL 404/3; Janes4 note 18, p. 365 21 Johnson p.24 22 Shrewsbury Chronicle, 20 Nov 1868 and other local press. G&S line 391 note 264 and Johnson p.24 give “Dec 1868” as date – presumably on the strength of Tonks or Bradshaw’s Guide 23 Janes4 p.360 24 Min. 770 of 7 May 1869 - RAIL 404/3 25 Min. 809 of 4 Jun 1869 and subsequent - RAIL 404/3; outstandings from the Potteries company for the junction’s maintenance continued to arise in the minutes until 1871 – but they all seem to have been paid each year - eventually. GWR records (RAIL 253/369) do not even record any closure between 1866 and 1880. 26 company’s timetable in Eddowe’s Shrewsbury Journal 20 Apr 1870; G&S line 392; Quick; Johnson p.26 does not give an opening date - but does correctly observe that Col. F H Rich (Board of Trade Inspector) re-inspection report was not dated until 20 Apr 1870, formal approval by BoT not until 23 Apr 1870 - MT6/66/12 27 Shrewsbury Chronicle advert 29 Apr 1870 – the service had not run Sundays so this was the effective date 28 Oswestry Advertizer advert 21 Jun 1871 and news report 28 Jun, and Shrewsbury Chronicle report 23 June and advert 30 June all confirm passenger opening date, with stations Melverley, Crewe (sic) Green, Llandrinio Road and Criggion. Johnson p.27 does not give an opening date (but does correctly state date of Rich (Board of Trade Inspector) report as 17 June which approved – subject to “undertakings” which were formally sought by BoT 22 June and formally approved 18 Jul 1871. G&S line 393, Carpenter p.4, Regional Railway History Vol. 11, p.199 all incorrectly give opening date 2 Jun 1871 (presumably all copying some earlier incorrect source – Perkins’ article does not give a date – and each other). Johnson p.14 - immediately after setting out summary of first 1866 timetable - refers to “excursions to Criggion …promoted on Thursdays in the railway’s early years” on the strength of Perkins’ May 1903 article p.406 - which, however, does not refer to trains before 1871 date, but after that date. 29 Harrop 30 PS&NWR handbill issued 6 Apr 1875 at ZSPC/11/373 but effective date not clear 31 Janes4 p.362 explains the reason and the implications: higher charges for Nantmawr and Criggion output to off-line destinations led to the significant decline in minerals traffic shown in the overall figures at Johnson p.118. However, Janes4 assertion that mineral traffic virtually ceased at this date is not proven (for clearly mineral traffic was still moving on the railway). It should also be borne in mind that, as Janes4 acknowledges, his source (France’s affidavit at RAIL 1057/363/6) was greeted with strong rebuttals in many respects by other parties involved (including company secretary John Wade - see C26/510) so France is not necessarily a totally reliable witness. 32 PS&NWR handbill at ZSPC/11/373 33 RAIL 1057/363/1 – reproduced at Johnson p.34. G&S line 393 erroneously shows 22 Jun. Tue 22 Jun 1880: closure of railway: cessation of regular passenger service Shrewsbury Abbey – Llanymynech – Llanyblodwel and of regular freight services including Criggion branch, Coleham Jn – Potteries Jn (a.k.a. North Wales Jn) link and Nantmawr branch. 34 Fri 23 Jul 1880: Cambrian Engineer, George Owen, reported unfavourably to his Board on condition of line between Shrewsbury and Llanyblodwell 35 Wed 26 Jan 1881: Two-year agreement PS&NWR / Cambrian for latter to re-open and work Llanymynech – Llanyblodwel (i.e. not including Nantmawr itself) came into effect 36.

Hereafter, references to the Llanymynech – Nantmawr section appear under the Cambrian Railways etc. entry, below, so this entry is restricted to activities east of Llanymynech

Mon 18 Jul 1881: Royal Assent to Act for winding up of Potteries, Shrewsbury & North Wales Rly 37 Sat 8 Jul 1882: Liquidator appointed “on or about” this date 38 Tue 26 Jan 1886: LN&W&GW Joint Officers proposed to remove the disused Potteries Junction 39 May 1890: Shropshire Railways sought (and obtained) estimate (£696) for restoration of Potteries Junction. 40 However, as a GWR record 41 laconically stated: “The money has not been paid and the junction has not been reconstructed.” Fri 19 Sep 1890: possession of line obtained by Shropshire Railways; reconstruction commenced 42 - but nothing ultimately came of it –see below Fri 1 Nov 1895: PS&NWR winding up completed 43

34 Shrewsbury Free Press 26 Jun 1880. Advice of dangerous condition given by BoT by telegraph on Sat 19 Jun to which the company secretary (John Wade) replied on 22 Jun: “…my directors gave immediate instructions for closing the line and …all traffic is now stopped.” (MT6/1536/8). Wade’s affidavit of 13 Jun 1882 (C26/510) states: “… on 21 June 1880 the line … was by Order of the Directors closed for all traffic …” – this tends to signify “after last train on” because the receiver’s accounts (C30/3508) show cash received for Monday 21 Jun which implies trains ran that day. At MT6/1784/3 report of Light Railway Commissioners (1908) states (para.1) that the PS&NWR “was closed to public traffic on 22nd June 1880”. GWR records (RAIL 253/369) show expenses paid up to 28 Jun 1880 so far as North Wales Jn was concerned (this should not be misread as being the closure date). G&S line 392; Janes1; Janes4 p.362 explains that rails were removed at each end of the line and at the Tanat bridge; Johnson p.35. MT6/1784/3 (S&MLR 1907-9: original application as North Shropshire LR; report of Commissioners (1908) states (para.1) that the PS&NWR “was closed to public traffic on 22nd June 1880”; name changed before grant to: “Shropshire & Montgomeryshire LRO 1909”) 35 RAIL 92/30 folio 14-18 36 RAIL 92/52 folio 156-158 37 Harrop; Johnson p.34 38 RAIL 1057/363 (preamble to indenture of 1 May 1891); completed 1 Nov 1895 – Johnson p.41 39 Min. 8503 of 26 Jan 1886 - RAIL 404/62. A connection to the exchange sidings remained but the exchange sidings (PS&NWR property) were reportedly in very dilapidated state (after six years’ disuse). The Joint Committee directed (Min. 4838 of 8 Oct 1886 – RAIL 404/62) that box, exchange sidings and connections remain - but a length of rail nearest the junction be taken out. 40 Min. 10210 of 19 May 1890 - RAIL 404/62. By August the joint committee had concluded that the Shropshire Railways would not produce the money and no work was undertaken at Potteries Junction by the Joint Companies. 41 RAIL 253/369 42 Harrop; Carpenter p.4; Johnson p.45 states that contract “executed by 19 Aug when the directors gave authority to [the contractor] to take possession of the property”. The LN&W&GW Joint Superintendent reported (Min. 10343 of 30 Sep 1890 – RAIL 404/62) that Shropshire Railways had commenced repairs (but – as recorded above – no work was undertaken on the “main line side” at Potteries Junction) 43 Johnson p.41; Janes4 p.408 gives date as 7 Nov 1895 Cambrian Railways, subsequently Great Western Rly, British Railways, Railtrack, Network Rail: Llanymynech – Blodwel/Blodwell Jn – Nantmawr section only

Wed 26 Jan 1881: Two-year agreement PS&NWR / Cambrian for latter to re-open and work line “from Llanymynech station to the terminus at or near Llanyblodwell” came into effect. 44 Term: two years certain, thereafter at three months’ notice. Clause 4: “In the event of the Cambrian Company working limestone traffic from Nantmawr they are to make their own arrangements with Mr France or other lessee of the Quarries… in respect of the working and maintenance of the Incline at Nantmawr.” On (or about) this date, freight resumed Llanymynech – Llanyblodwel by Cambrian, for short-term pipe traffic for construction of Liverpool Corporation’s Vyrnwy water pipeline 45 Sep 1884: regular freight ceased Llanymynech – Llanyblodwel because of bridge failure 46 24 Jul 1885: back-to-back agreements signed by Cambrian, with John Parson Smith and with liquidator of PS&NWR, for resuscitation of Nantmawr line (see 1 Jan 1886 entry) Fri 1 Jan 1886: freight resumed Llanymynech – Nantmawr (sic) (but not serving Llanyblodwell) 47 Mon 31 Oct 1887: request stop for goods trains restored in wtt at Llanyblodwell 48 ca. Mon 1 Oct 1890: Quarry owner Earl of Bradford (Lord Bradford) made request for siding at Llanddu 49

44 Traffic Manager’s Report of 19 Feb 1883 – RAIL 92/52 folio 156-158 and RAIL 1057/363/1; Janes4 p.406; C&M1 p.86 gives Fri 28 Jan 1881. 45 General Manager’s Report of 16 Feb 1881- RAIL 92/4. Janes4 p.406 has 1 Jun 1881; Regional Railway History Vol. 11, p.182 has Camb. working line from 11 Feb 1881; Johnson p.33 implies the arrangement had taken effect “shortly after” the Jun 1880 closure without being specific. These published sources are also in error in stating or implying that traffic resumed from Nantmawr itself at this time – it did not, only to Llanyblodwel. Jun 1881 Camb. wtt shows working Llanymynech – Llanyblodwel: RAIL 923/5 is first available wtt issue since 1874 but there was no reference in the monthly supplements for the prior months of 1881. Vyrnwy dam construction period 1881 - 1888 (en.wikipedia.org/wiki/Lake_Vyrnwy – accessed 9 Sep 2011), although traffic had fallen away dramatically by early 1882. 46 Traffic Manager’s Report of 29 Sep 1884 – RAIL 92/53 folio 191. Camb wtt Jul 1884 still had service (to Llanyblodwel only) but only when required (RAIL923/6 - first available since 1881); Oct 1884 dropped the branch service. 47 Traffic Manager’s Report - RAIL 92/54 folio 199. On strength of back-to-back agreements dated 24 Jul 1885 (but not implemented immediately, pending line being put into working order): (1) with new lessee (J Parson Smith) of Nantmawr quarry for Cambrian to repair (at lessee’s expense) the Nantmawr branch which was “not in a fit condition for traffic” and to operate it (RAIL1057/1927; Janes3; Janes4 p.406; Johnson p.35); (2) running powers agreement with PS&NWR for Cambrian to maintain and use Llanymynech – Nantmawr branch (Janes3; Janes4 p.406 – agreement ran to “end of 1892, and this drifted on … as an informal arrangement”.). Cambrian Traffic Manager’s report of 18 Dec 1885 (RAIL 92/54): “The Nantmawr Branch of the Potteries Line has now been put in working order and the Connections with the Quarries completed. Mr Parson Smith will commence to forward traffic on 1st proximo.” The running powers agreement dated 24 Jul 1885 expired 1 Jan 1893 or at six months notice thereafter. Attempts to review in summer 1893 stalled; Cambrian General Manager in 1898 (RAIL 1057/1922) set about negotiating a renewal; negotiations dragged on but eventually led to new agreement dated 1 May 1900. No mention of such Nantmawr workings in 1885 Camb. wtts - RAIL 923/7 - but 1886 Camb. public timetable map shows Nantmawr branch as theirs - RAIL 923/8. By Nov 1886 Cambrian wtt - RAIL 923/11 - until at least Oct 1894 - RAIL 923/17 - branch is shown in wtt merely to work “as in weekly circular”. 1887 - RAIL 923/9 - and 1888 - RAIL 923/12 - have Nantmawr working in the weekly notices. 48 … but location not reported as opening for goods until 1 Dec 1903 by Goods Managers' Conference Min. 7438 of 29 Oct 1903 (presumably merely an operating location meantime?) 49 “The Cambrian was … asked to build a siding … at Llanddu…” for Blodwel Quarry on Nantmawr branch: Johnson p.47 but date unspecified; sketch of requested siding reproduced at Johnson p.49 from TNA but the year quoted (1877) is an error for Lord Bradford’s application is recorded in the Shropshire Railways’ Board Minutes for 17 Oct 1890 - RAIL 622/1. The OS map 1889/90 shows no evidence of such siding having been constructed by then. Llanddu appeared in weekly notices from some time after Dec 1888 but before Dec 1892 - RAIL 923/12 and /15. No reference to new siding in Cambrian Officers’ Reports for 1890/1/2 - RAIL 92/59, /60 and /61 - but Shropshire Railways Board Minute of 18 Feb 1892 - RAIL 622/1 - reports receipt of Cambrian account for the work so that “completion” and opening can be assumed to be late 1891. Nov 1890: draft agreement with Shropshire Rlys for link between Nantmawr Jn (later Llanfyllin Branch Jn) and Llanfyllin line (to replace that branch’s old route via Rock Siding) 50 Wed 11 Apr 1894: agreement with Shropshire Rlys for link between Nantmawr Jn (later Llanfyllin Branch Jn) and Llanfyllin line (to replace that branch’s old route via Rock Siding) 51 Mon 27 Jan 1896: regular passenger resumed Llanymynech - Nantmawr Jn (60 ch of Nantmawr branch) by Llanfyllin line trains diverted from Rock Siding route to the new so-called “Llanymynech curve”. 52 Connection between new curve and Nantmawr branch controlled by ground frame. Thu 2 Jul 1896: Royal Assent to Cambrian Railways Act giving post hoc authority for new link at Nantmawr Jn (later Llanfyllin Branch Jn) for Llanfyllin line 53 Apr 1898: Cambrian Engineer drew attention to condition of Nantmawr branch and modest traffic, and proposed closure, but was instructed by General Manager (21 Apr 1898) to repair it. 54 Oct 1898: Llanymynech - Nantmawr branch worked Tuesdays, Thursdays and Saturdays only 55 Wed 15 Nov 1899: replacement for 1885 traffic contract, now with Lilleshall company as the new lessees of Nantmawr quarry; the agreement re-states the Cambrian running power rights 56 Tue 1 May 1900: Llanymynech – Nantmawr leased by Shropshire Railways’ Receiver to Cambrian Rlys for 99 years, including junction at Nantmawr Jn. 57 Wed 10 Jul 1901: signature of agreement for triangle (“Lord Bradford’s loop”) at Blodwell 58 Tue 1 Dec 1903: Tanat Valley line stations (including Blodwell Junction) opened for goods 59 Mon 5 Jan 1904: Ceremonial opening train for Tanat Valley Light Railway – ceremony performed by Lady Williams Wynn 60 Tue 6 Jan 1904: regular passenger resumed [Llanymynech –] Nantmawr Jn – Blodwel Jn [renamed from Llanyblodwel] 61, in conjunction with opening of Tanat Valley line between Porthywaen and Llangynog. TVLR linked to Nantmawr branch at each end of Blodwel Jn thus using 19 ch of the Nantmawr branch through Blodwel Jn, where new signal box provided. Nantmawr Jn ground frame replaced by 12 lever signal box (by Tyers) and Nantmawr Jn – Blodwel Jn section converted from siding to tablet working. 62 Initial passenger service (unbalanced) over Llanymynech – Blodwel (note spelling “-wel”) Jn section: Llanymynech dep 0830 1600 Blodwel Jn dep 0755 1041 1440 Blodwel Jn arr 0840 1610 Llanymynech arr 0805 1050 1450 Through coach between Llangynog and Llanymynech provided until World War 1. Mon 9 Jan 1911: Nantmawr Jn – Blodwell Jn converted from tablet to train staff; Rhydmeredydd siding points released by Annetts Key. 63 Mon 27 Oct 1913: S&MLR secured appeal court judgement in favour of their intention to run their own freight and passenger trains over Llanymynech – Nantmawr branch, but never succeeded in implementing it despite various attempts over the years, through into the 1920s. 64 (?) Dec 1914: plan drawn up for doubling of line Llanymynech South Jn – Nantmawr Jn but not proceeded with. 65

50 Johnson p.47. Shropshire Railways (Various Powers) Bill of 1891, seeking powers for so-called Llanymynech curve, was dropped so Cambrian had to take the initiative (Cambrian Board min. 4330 of 27 Oct 1891 - RAIL 92/3) 51 Shropshire Rlys Board Min. of 11 Apr 1894 - RAIL 622/1. Date confirmed in Agreement 1 May 1900 with Shropshire Railways Company - RAIL 1057/1922 - not 10 Apr 1894 as given in GWR Running Powers volume. C&M2, p.29 52 C&M2, p.30 53 Johnson, p. 143 54 RAIL 1057/1922 55 RAIL 923/19 56 RAIL 1057/1927; Johnson p.51; renewed 30 Dec 1916 (RAIL1057/1927; Johnson p.71) 57 RAIL 1057/1922; Johnson p.51; Janes3; Janes4 p.406 gives 1 Jul 1900 but author has confirmed by email 29 Jul 2011 that this is in error – correct date of 1 May 1900 is confirmed at RAIL 1057/594. This was the eventual outcome of Cambrian General Manager’s initiative (RAIL 1057/1922) of 1898 to renew the 1885 agreement. 58 RAIL1057/594, /595, /1923, /1924, /1925 particularly refer to “Lord Bradford’s loop” 59 Goods Managers' Conference Min. 7438 of 29 Oct 1903 60 Oswestry & Border Counties Advertizer, 6 Jan 1904; The Engineer 15 Jan 1904 61 Oswestry & Border Counties Advertizer, 6 Jan 1904, advert. p.3 and poster at RAIL1057/594. G&S line 392 note 265, C&M2 p.30 and 186, R W Kidner The Cambrian Railways (2nd edn – 1992) p.42 all give 5 Jan 1904 (without explanation or qualification) 62 MT6/1272/4 63 Cambrian weekly notice held by Alistair Warrington 64 RAIL 1057/1925 and /1926; Janes3 elaborates the sorry tale. 65 RAIL 92/124 May 1916: Llanymynech – Blodwell Jn passenger (mixed train) service reduced from two to one round trip each weekday 66 Sat 30 Dec 1916: agreement signed between Cambrian, Shropshire Railways and S&MLR for movement of Lilleshall company’s traffic from Nantmawr; Clause 7 provided that the Nantmawr traffic should only be carried by the Cambrian. 67 Mon 1 Jan 1917: regular passenger (mixed train) service withdrawn [Llanymynech -] Llanfyllin Branch Jn – Blodwell Jn as part of widespread war time economy service reductions [Llanymynech – Llanfyllin Branch Jn continued to be used by Llanfyllin trains] 68 Jan 1917: Nantmawr Jn renamed Llanfyllin Branch Jn (old name until October 1916 wtt, new from January 1917 wtt) (1920s photographs show a ground frame). Sat 3 Jan 1925: Llanfyllin Branch Jn – Blodwell Jn ceased to be used as through route in consequence of the Tanat River bridge(s) 69 between Blodwell Jn and Llanfyllin Branch Jn being damaged by flooding on previous day. Change formally recognised by timetable alteration from 13 Jul 1925. 70 However, the line was not until 1938 (see below) regarded as permanently “closed” or “severed”, despite the diversion of train service. A short section at the north end, at Blodwell Jn., was used as headshunt to enable crossing movements to be made there, while the remainder was reportedly used for wagon storage. Thu 15 Sep 1938: Line lifted from Llanfyllin Branch Jn (0m 61ch) to 0m. 62½ch and junction removed. 71 Mon 13 Mar 1939: The bridge at 1m. 44¼ch (7 spans) was recorded as having, by that date, been demolished. 72 Jan 1940: Line lifted from 0m 62½ch to Tanat bridge (2m 13ch) 73 The 19ch thence to Blodwell Jn. (2m 32ch = 2m 45ch TVLR mileage) converted to siding. 74 Thus the “passing siding” at Blodwell Jn was now the only active section of the line between the former Llanfyllin Branch Jn and Blodwell Jn. Mon 15 Jan 1951: Tanat Valley passenger service withdrawn on account of coal shortage – not resumed (formal closure date 5 Feb 1951) 75 Sun 13 Jun 1954: Double junction between Llanfyllin (former Nantmawr) line and main line at Llanymynech south junction made single, connecting only with Up line (crossover nearer station reversed from trailing to facing, to give access to branch for Down trains). 76 Mon 6 Jan 1964: Tanat Valley line Blodwell Jn – Llansilin Road completely closed. 77 Mon 18 Jan 1965: regular passenger service withdrawn Llanymynech - Llanfyllin Branch Jn [- Llanfyllin] and line completely closed (freight already having ceased 2 Nov 1964) 78. Mon 18 Jan 1965: abandonment of that part of line beyond A495 road overbridge, including Blodwell Jn loop (line stop-blocked immediately on Oswestry side of the A495). The whole line Llanclys Jn - Nantmawr became a single One Engine in Steam (OES) section, involving reversal at Nantmawr [Branch] Jn 79 although no rounding loop existed there. Blodwell Jn box recovered Mar 1965. 80

66 Cambrian train alterations notice - RAIL 923/44 67 RAIL 1057/1926. 68 Cambrian wtt for Jan 1917 - RAIL 923/44. Harrop; G&S line 4; C&M1I p.30; Janes3. Johnson p.51 gives 1913; R W Kidner The Cambrian Railways (2nd edn – 1992) p.42 gives “about 1916”. Railway & Travel Monthly Nov 1917 erroneously stated that there was still one round trip on weekdays – apparently based on a Bradshaw’s Guide error. 69 The Tanat bridges were at 1m. 44¼ch (7 spans) and 2m 13¾ ch (3 spans). By 13 Mar 1939 the first of these was recorded as already demolished. 70 Harrop; Cozens (“The Llanfyllin Railway”, author, 1959); Janes3; Johnson p.75; and BLN 25, Oct 1957, pp.178-179 all put closure as “1925” 71 GWR drawing B.8088. 72 Information from GWR Bridge Register via John Mann; the date shown does not necessarily represent demolition date 73 Note that the bridge at 1m. 44¼ch in this section had already been demolished by Mar 1939. 74 GWR drawing B.8755. Despite what the drawing shows, the northern washed out Tanat bridge midpoint was 2m 13¾ch so lifting must have actually been to 2m14ch, leaving only 18ch of siding 75 The Tanat Valley Light Railway (Mike E.M. Lloyd, Wild Swan, 1999, p. 9) 76 BR WR District Civil Engineer’s mileage claim form (showing completion by 1 Jul) and supporting drawing (dated June) (private collection via R A Cooke) – most likely date 13 Jun 1954 as there were no advertised Sunday special excursion at Llanymynech that weekend whereas 4 Jul would be after stated completion date [J H Denton, Railways & canals in West Shropshire, R&CHS, Jun 1963, p.11 and N Rhodes, Trains on the Border, Neil Rhodes Books, 2012, p. 77 gave Feb 1954 but that has to be discounted] 77 Clinker’s Register; Johnson p.106 78 Quick; Clinker’s Register; BLN 24 and 44 79 by 1982 this had become Llanddu Jn. – BLN 455.27 80 Mike Addison, 28 Jul 2011 Thu 21 Oct 1971: last stone train - regular traffic ceased Llanddu Siding (Blodwel Quarry) – Nantmawr 81 - even though quarrying at Nantmawr did not cease until the end of 1975 82 Oct 1977: Section of line "between Llanddu Jn and Nantmawr" was blocked because of condition of bridge 12 "between MP 3 and 3¼" 83 , i.e. section beyond Llanddu Siding and White Gates level crossing. Never restored to use, even though trip working in 1981 still showed “Nantmawr” 84 – this seems to have been used as a generic term for Llanddu and Blodwell. Mon 2 Apr 1984: rail loading facility at Llanddu Siding superseded by new facility on main Tanat Valley running line; new 287 yard-long runround loop at Llanddu Jn (between the junction and the end of track before A495 road overbridge); Llanddu siding secured out of use. 85 Fri 28 Oct 1988: last stone train - regular traffic ceased [Gobowen - Llynclys -] Llanddu Jn. 86 Line retained against possible land-fill use at Blodwel Quarry 87 which never materialised. In their response to 2006 ORR consultation, quarry owner, Hanson, stated they had entered into a Facility Agreement under which they paid for the line to be retained 88 and which they considered still to be operative in 2006 - despite some track having been stolen meantime. 89 At the same time (2006), freight operating company English Welsh & Scottish Railway stated that the private siding agreement had never been determined (i.e. cancelled). Sun 9 Feb 1992: Llanddu Jn points clipped and line Llanddu Jn – Llanddu Siding (Blodwel Quarry) – Nantmawr made inaccessible. 90 The points at Llanddu Jn were, however, left in place at request of preservation group which purchased the line 91 Thu 19 Aug 1993: last train (weedkiller) to Llanddu Jn. 92 Sep 1993: Line traversed by inspection trolley during this month. 93 Sun 3 Oct 1993: line Gobowen – Llanddu Jn placed under engineer’s possession and therefore not available for traffic movements. 94 Fri 1 Apr 1994: active / potentially active railway infrastructure transferred from British Railways Board to Railtrack: line from Gobowen to end of line at Llanddu Jn was so transferred (demarcation between BRB and Railtrack confirmed by agreements of 21 Feb and 17 Feb 1996). However, the Nantmawr branch – as between Llanddu Jn (exclusive) and Nantmawr – was not so transferred. 95 1998: Railtrack indicated willingness to sell line Gobowen – Llanddu Jn. 96 2001: line Gobowen (0m 16ch) – Llanddu Jn, which previously had been in the Sectional Appendix as “inoperative”, was deleted as non-operational. 97 However, Sectional Appendix line heading continues 98 to refer to Gobowen – Llanddu Jn although no detail shown south of 0m 16ch

81 Johnson p.106; cambrianrailwayssociety.co.uk/Nantmawr/hist1.html - accessed 26 Jun 2020 - says worked by Class 24 loco. 5048 82 BLN 425 p.198 item 4; Johnson p.106 gives date as 1977. Last known brake van tour to Nantmawr was 24 May 1969 -Wirral Railway Circle “Welsh Borderer” tour – BLN 1104.43 83 BR LMR Weekly Operating Notice WE1 8-14 Oct 1977 84 BLN 425, p.198 item 4 85 BR LMR WE Weekly Operating Notice; note also cambrianrailwayssociety.co.uk/Nantmawr/ hist1.html – accessed 26 Jun 2020 and cambrianrailwayssociety.co.uk/thebranchproject/ routedescription.html – accessed 26 Jun 2020. Branch lines around Oswestry, Middleton Press, 2009, has photo no. 73 of loco 25052 under the “new hopper” 21 Aug 1985 but the caption’s claim of “built about 1980” is incorrect because BLN 446.21 confirms “old” Llanddu loading siding still in use in 1982 and Johnson p.58 has photo 28 Apr 1982 without the new loop. 86 The Tanat Valley Light Railway (Mike E.M. Lloyd, Wild Swan, 1999) p.9 says worked by loco 31271; BLN 600.37. Johnson p.106 only gives year 87 BLN 581.22B; 610.40; 616.34 88 BLN 616.34 89 BLN 731.27 90 Mike Addison 26 Jul 2011: this section deleted from Sectional Appendix (denoting its removal from operating railway) by BR LMR CSE Weekly Operating Notice with cover validity 15-21 Feb 1992. BLN 681.22 quoted 13 Feb 1992, which is either a misprint or the Thursday the WON appeared. 91 TVLRCoLtd response to 2006 ORR consultation 92 Mike Addison 26 Jul 2011 93 BLN 715.33 94 BLN 717.21 95 BRB(Residuary) email 16 Aug 2011 96 BLN 834.794 97 Network Rail response to 2006 ORR consultation 98 as at Jun 2020 Thu 19 Aug 2004: Llanddu Jn (exclusive) – Nantmawr sold by British Railways Board (Residuary) to Tanat Valley Light Railway Company Limited (then of Lees Farm, Rednal, West Felton, Oswestry SY11 4RH), for preservation 99 leased to Cambrian Railways Society - official launch of scheme 14 Nov 2004 100 although work did not commence in earnest by TVLR company until 2006. Wed 7 Jun 2006: ORR consent to disposal by Network Rail to Shropshire County Council of line [Gobowen – Llynclys Jn -] Llanddu Jn. 101 Fri 7 Jul 2006: Shropshire County Council announced that they would buy disused line Gobowen – Llanddu Jn. Cambrian Railways Trust and Society would be working towards reopening: Trust would operate Gobowen - Llynclys Jn (there to connect to their existing operation towards Llanymynech), while Society would work Llynclys Jn – Llanddu Jn, to connect with track (see above) on the Nantmawr branch. 102 Thu 3 Jul 2008: Shropshire County Council concluded purchase from Network Rail of line Gobowen (0m 16ch) – end of line at Llanddu Jn (just short of A495 over bridge) and took possession 103 Tue 17 Mar 2009: Cambrian Railways Trust and Society entered two agreements with Shropshire County Council for lease of line Gobowen (0m 16ch) – end of line at Llanddu Jn (just short of A495 over bridge) and took possession 104 Wed 1 Apr 2009: Shropshire local authorities merged into new unitary authority (Shropshire Council) Sat 7 Nov 2009: Tanat Valley Light Railway Co Ltd operated shuttle passenger trips Nantmawr - White Gates Level Crossing, during Nov and Dec 2009.105 Public trips have not been repeated. Sun 1 April 2012: Tanat Valley Light Railway Co Ltd operated chartered shuttle dmu passenger trips Nantmawr – Llandu Junction (exclusive) 106

Shropshire Railways This company never itself operated the railway. References to operation of the Llanymynech – Nantmawr section appear under the Cambrian etc. entry.

Tue 7 Aug 1888: Royal Assent to Act for incorporation, to acquire from its liquidator the Potteries, Shrewsbury & North Wales Rly; running powers Llanymynech – Oswestry granted. Wed 6 Aug 1890: ownership transferred by Indenture from PS&NWR liquidator to Shropshire Railways 107 Fri 19 Sep 1890: possession of line obtained and reconstruction commenced 108 Tue 30 Sep 1890: LN&W&GW Joint Committee 109 recorded that “Potteries Company” “had commenced to carry out the necessary repairs, with a view to re-opening their line for traffic.” Sat 25 Apr 1891: Cambrian inspected Llanymynech – Shrewsbury line – apparently at Shropshire Railways’ instigation - with a view to the Cambrian operating it for Shropshire Railways (proposition fell through when reconstruction works ceased). 110 Fri 1 May 1891: land at Llanymynech, occupied from the outset by PS&NWR station, sold by Cambrian to Shropshire Railways 111 Wed 15 Jul 1891: reconstruction work ceased through lack of funds for contractor 112

99 BRB(Residuary) email 16 Aug 2011; BRB(Residuary) (ex BR WR) estate records – sheet B.10589; amplifying tvlr.co.uk/pages/about.aspx – accessed 24 Jul 2011 (no longer available) 100 BLN 1106.MR28 101 ORR consent orrprdpubreg1.blob.core.windows.net/docs/00000012_7121.pdf – accessed 26 Jun 2020; Johnson p.106 102 cambrianrailways.com/html/2006.html - accessed 4 Sep 2011 (no longer available) 103 Shropshire Council FOI request 2012050099 response 28 Jun 2012 104 Shropshire Council FOI request 2012050099 response 17 Jul 2012, which also stated that a formal lease had yet to be concluded (cambrianrailwayssociety.co.uk/news/news.html – accessed 26 Jun 2020 – gives date as 19 Mar 2009) 105 BLN 1102.MR218. White Gates Level Crossing is the Nantmawr side of Llanddu Siding 106 BLN 1159.464 107 RAIL 1057/363 (preamble to indenture of 1 May 1891 108 Harrop 109 Min.10343 of 30 Sep 1890 – RAIL 404/62 110 Janes4 p.411 (ultimate source not traced; Janes’s view that the Cambrian would have wished direct access to Shrewsbury was not the company’s view in 1896 – see Fri 25 Sep 1896 - below) 111 RAIL 1057/363 112 Janes4 p.410; Johnson p.48 Tue 21 Jul 1891: Royal Assent to (Various Powers) Act for extension of time (five years)for restoration works 113 However, provisions for construction of Nantmawr Jn (later Llanfyllin Branch Jn) to enable Cambrian to use Llanymynech – Nantmawr Jn for Llanfyllin line trains were dropped 114 despite a draft agreement of Nov 1890; see definitive agreement of 11 Apr 1894 for this junction Wed 11 Nov 1891: Receiver appointed 115 Wed 11 Apr 1894: agreement with Shropshire Rlys for link between Nantmawr Jn (later Llanfyllin Branch Jn) and Llanfyllin line (to replace that branch’s old route via Rock Siding) 116 1895: Cambrian severed northern junction with Shrewsbury line at Llanymynech to extend their Down line platform 117 (as part of installing fully interlocked signalling at Llanymynech) Fri 25 Sep 1896: Cambrian General Manager submitted report 118 urging his Board against a proposal from lessee of Nantmawr Quarry that the Cambrian should resuscitate the line between Llanymynech and Shrewsbury and exercise running powers over it (no such development occurred) Thu 15 Jul 1909: controlling interest (Whadcoat family’s) sold to Lt.Col. H F Stephens 119 Thu 1 Jan 1948: absorbed by Railway Executive (British Railways)

Shropshire & Montgomeryshire Light Railway

Thu 11 Feb 1909: Shropshire & Montgomeryshire Light Railway Order 1909. 120 Initial application had been in name of North Shropshire Light Railway Co but name was changed before grant of the Order. The new company would reconstruct the line, provide stock and operate it (in effect, lease it), but the line remained the property of Shropshire Railways. This Order included restoration of Potteries Jn connection. Running powers Llanymynech – Oswestry granted (S.4) 121. Renewal works not put in hand until mid-1910. 122 Tue 19 Jul 1910: Shropshire & Montgomeryshire Light Railway Amendment Order 1910, to alter the junction with the LN&W&GW Joint to be at Meole Brace instead of Potteries Jn. 123 Fri 7 Apr 1911: Lt.Col. Druitt’s inspection Shrewsbury Abbey - Llanymynech (included only these stations: Shrewsbury, Redhill, Hanwood, Ford & Cross Gates, Shrawardine, Nesscliff, Kinnerley, Maesbrook, Llanymynech (no mention of junction although plan shows it) and Meole Brace Halt); approval for passenger opening granted. 124 Thu 13 Apr 1911: ceremonial re-opening of Shrewsbury – Llanymynech line 125 Good Fri 14 Apr 1911: regular passenger and freight (mixed trains) resumed Shrewsbury – Llanymynech. 126 Tue 6 Jun 1911: Meole Brace junction with LN&W&GW Joint Shrewsbury - Welshpool line opened. 127

113 Harrop. Janes4 p.410 erroneously gives 15 Jul 114 Janes3 is in error in implying that the Act provided for the new curve 115 Johnson p.48 116 Shropshire Rlys Board Minute of 11 Apr 1894 - RAIL 622/1. Date confirmed by Agreement 1 May 1900 with Shropshire Railways Company - RAIL 1057/1922 - not 10 Apr 1894 as given in GWR Running Powers volume. C&M2, p.29 117 RAIL 1057/1928. Janes3 118 RAIL 92/65 folio 224 et seq 119 Janes4, p. 412 120 Johnson p.61 121 RAIL 1057/1928 122 Harrop 123 Johnson p.63 124 MT6/2143/8. Even though station layout drawings received at BoT 31 Mar 1911 also included Shrewsbury West and Cruckton, these two halts were neither inspected nor approved. 125 Birmingham Gazette & Express, 14 Apr 1911, p. 7. Johnson p. 66 126 Birmingham Gazette & Express, 14 Apr 1911, p. 7. S&MLR Board minute of 19 Apr 1911: “Opening of Line: Mr Stephens reported that the line had been passed by the Board of Trade and opened for passenger traffic on Friday 14th April” (nothing was reported about freight or Criggion reopenings). G&S line 392 note 265; Johnson pp. 68/69 127 BoT conditional approval 18 May 1911 - RAIL 1005/280, definitive approval 24 May 1912 - MT6/2093/8. RCH Supp. 847 to GW Distance Tables; Handbook of Stations amendment; RCH Goods Managers’ Conference Min. 7883 of 6 Jul 1911; LN&W&GW Joint Officers Conference Min. 18567 of 25 Jul 1911 – RAIL 404/68. Prior to opening, the junction had been referred to officially as Belle Vue Junction. Fri 1 Sep 1911: regular freight resumed Kinnerley Jn – Melverley 128 Thu 21 Dec 1911: railway signed traffic agreement with Pyx Granite Co Ltd (as lessees of Criggion Quarry) under which railway would “repair replace and renew” the branch to Criggion in exchange for minimum traffic commitments and conditional capital contributions by Pyx Granite. 129 Wed 21 Feb 1912: regular freight resumed Melverley – Criggion 130 Thu 20 Jun 1912: BoT line inspection by Lt.Col Druitt quickly was followed by BoT approval 131 Mon 1 Jul 1912: regular passenger resumed Kinnerley – Criggion 132 Fri 19 Nov 1920: In response to general questionnaire by Board of Trade, Stephens gave the following answers inter alia: 133 Q.7 Date of opening for traffic: Shrewsbury to Llanymynech opened in April 1911. The Criggion branch opened for Goods Traffic 27 Feb 1912 and for passenger traffic 23 July 1912 134 Q.22a Number of stations other than main line junctions: 7 Q.22b Number of stations permanently closed: Nil Q. 23 Number of halts: 8 135 by Mon 2 Jan 1928: regular publicly advertised passenger service Kinnerley - Criggion reduced to one day a week (Saturdays) in winter, two (Thursdays and Saturdays) in high summer. 136 The Thursday workings appear to have been dropped after summer 1930. 137 Additionally, a workmen’s train (which Criggion quarry had subvented from Feb 1918) was the unadvertised 0600 steam train Kinnerley - Criggion, due back at Kinnerley to work 0730 advertised train to Llanymynech, as mentioned in a 2 April 1928 working amendment notice but in none of the public handbills; the return working is not known. Mon 2 May 1932: rail motor cars withdrawn 138 Mon 3 Oct 1932: regular passenger service (Saturdays only) withdrawn Melverley - Criggion 139 Mon 2 Jan 1933: Passenger timetable revised.

128 Despite Locomotive Magazine 15 May 1911 p.104 (“The branch to Criggion … is now being reconstructed and can already be used for goods traffic as far as Melverley”), the S&MLR only reported Melverley as open for public goods from 1 Sep 1911 (RCH Goods Managers’ Committee Min. 7902 of 26 Oct 1911) – though there may have been non regular freight meantime…. This at least demonstrates that 1912 reopening was the line beyond Melverley 129 RAIL 1057/363/1. Letter 13 Dec 1911 from vicar of Criggion to Board of Trade (MT/2143/8) suggested line was or was about to open. 130 Border Counties Advertizer 21 Feb 1912; Locomotive Magazine Mar 1912 p. 51; unidentified press cutting in Weh-Lyn collection (ZSPC 11/373). Carpenter, p.5; Harrop; Johnson p. 69 – all fail to recognise prior reopening to Melverley (see Fri 1 Sep 1911 above). Clinker’s Register erroneously gives 5 Jan 1912 as date on strength of RCH Goods Managers’ Conference Min. 7920 of 25 Jan 1912. In view of agreement with Pyx (see 21 Dec 1911 above) it is just possible that quarry traffic from Criggion started earlier than this. 131 MT/2143/8 132 Border Counties Advertizer 26 Jun 1912 (although a post hoc press report would be valuable). Harrop; G&S line 393 note 266; Clinker’s Register all give 22 Jul (presumably on strength of Bradshaw’s Guides which listed 22 Jul under “Recent Openings” and RCH Goods Managers’ Conference Min. 7988 of 24 Oct 1912 which also gave that date); Johnson p.69 reports BoT approval given 20 Jun 1912 (not so, being date of Druitt’s report) but gives no reopening date; Tonks’ first edition (1949) gives “Aug 1912”. Lt.Col. Druitt’s report of 22 May 1912 records that Criggion branch “…has been opened for mineral traffic for some months”. In that Druitt’s report of re- inspection on 20 Jun 1912 was followed by BoT approval, it seems unlikely that reopening would have been delayed – but a question mark still lingers… 133 full response at MT6/2888 134 neither of these two dates tallies with other evidence 135 the total – properly excluding Llanymynech – should have been 17 (13 stations and 4 halts); probably Wern Las and Chapel Lane overlooked? 136 Quick. Carpenter pp.7 and 45 wrongly puts this as Sep 1928 137 ZSPC11/376. The quarrymen’s train had not run “for some time” when the agreement determined on 30 Apr 1931, according to Johnson, p.78 138 Board minute 29 Apr 1932: “Petrol Rail Motor services will be withdrawn after 30th April 1932 and the passenger service as from the 2nd May 1932 will be worked by Steam “Mixed” trains.” - RAIL 621/2 139 handbill at ZSPC11/376. G&S line 394 gives “last appearance in Bradshaw’s Sep 1932”; Johnson p.78 gives this date for cancellation of various services – although not mentioning Criggion specifically; Carpenter p.45 states “October”. Board minute 18 Oct 1932: “The mid-day train service [on Mondays to Fridays on the ‘main line’] was discontinued as from 3rd October 1932 until further notice.” A circular to debenture holders dated 1 Oct 1937 stated that in the latter half of 1932 Criggion traffic fell significantly (and still remained depressed at 1937) – RAIL 621/2. Mon 6 Feb 1933: Final regular passenger service timetable: main line: one weekday round trip plus one extra SO round trip. Criggion branch: SO morning round trip Kinnerley – Melverley, and 1545 SO Shrewsbury through to Melverley (due 1700), propelled back to Kinnerley (dep 1715) thence Llanymynech and back 140 Mon 6 Nov 1933: regular passenger service suspended Shrewsbury Abbey – Llanymynech and Kinnerley – Melverley. 141 The daily goods train continued to be advertised. 142 Passengers (staff wives, in particular, but not exclusively 143 ) continued to be carried in passenger brake van. Public excursions – advertised by handbill – continued on bank holiday Mondays (initially Easter, Whit and August, latterly only August Bank Holiday Monday), Shrewsbury – Llanymynech, with Kinnerley - Criggion connections 144 Mon 3 Aug 1936: final Bank Holiday public excursions, Shrewsbury – Llanymynech, with Kinnerley - Criggion connections. 145 Wed 16 Mar 1938: S&MLR sold to Shrewsbury Corporation the last remaining section of the North Wales Junction line (a triangular plot at the ertswhile Coleham Junction site) 146 Sat 27 Jan 1940: Melverley Viaduct (over River Severn) damaged by floods and Melverley – Criggion (effectively) closed; quarry traffic roaded to Four Crosses (GWR) for rail loading. 147 Dec 1940: War Dept construction teams on site; contractor (Sir Alfred McAlpine & Sons Ltd) appointed (under contract 19 Feb 1941) 148 Mon 6 Jan 1941: Shrewsbury Abbey – Llanymynech: interim agreement for WD use of line signed 149 Sun 1 Jun 1941: Shrewsbury Abbey – Llanymynech: train operation formally transferred to War Office/Department, No. 1 Railway Group, Royal Engineers under a backdated lease signed 9 Jun 1942; company still responsible for civilian freight apart from train movements. 150 Kinnerley Jn – Criggion still entirely company responsibility. Extensive military “depot” layouts constructed at Shrawardine, Pentre, Nesscliff, Kinnerley, Argoed and Maesbrook (previously known as Knockin) 151 by Sun 19 Oct 1941: Shrewsbury Abbey – Llanymynech: first record of passenger service 152 Mon 27 Oct 1941: Melverley Viaduct (over River Severn) reopened but only for light locos. 153 - traffic was exchanged between locos on each side, with only wagons crossing the bridge, until 7 May 1947, after which the quarry loco worked to Kinnerley.

140 ZSPC11/376 and as included in LMS timetables for 1933/4 – RAIL 956/23. Board minute 1 Mar 1933: “On and from February 6th 1933 until further notice the afternoon [all weekdays] double trip to be suspended to the public but … the rail cars or a steam train would be run if and as necessary… The Saturday only mid-day train being run two hours later”. [to provide a shopping round trip on Saturdays only] - RAIL 621/2 141 notice at RAIL 621/5 – but no Board minute recorded the withdrawal of regular passenger services… G&S lines 395 and 396; Quick 142 … and amended – hence not just left there by oversight (although the extra Saturday trains were not deleted until summer 1934) in LMS public timetables until issue dated 27 Sep 1937 (not in next issue, dated 2 May 1938). 143 Express & Star [Wolverhampton], 30 Oct 1934 144 until 3 Aug 1936. Of these, 5 Aug 1935 was well illustrated in Carpenter by a series of photos by H F Wheeller 145 handbill at RAIL 621/5 and Railway Magazine, Oct 1936. Carpenter p.7 says they “continued until 1937”, and p.47 says “ceased in 1937”; Harrop suggests they continued to 1937. These may have been based on Tonks’ first edition (1949) : “… the only way of travelling on the S&M from 1937 onwards was by special hire of Gazelle… ” [a statement which can be read to mean the last ABH Monday trips were those of 1936, and tallies with when the LMS deleted the service from their public timetable: after regular passenger services ceased in 1933, the daily goods train continued to be advertised (and amended – hence not just left there by oversight) in LMS public timetables until issue dated 27 Sep 1937 (not in next issue dated 2 May 1938)]. Railway Magazine did not report any such trips for 1937 - even in a report about the S&MLR in their Dec 1937 edition. 146 BRB(Residuary) (ex BR WR) estate records – sheet B.10576 147 Janes1 148 Christensen pp.33/35 149 Christensen p.36 150 Christensen p.36 gives fuller details 151 for layout plans see Christensen 152 Christensen p.38 153 Janes1; Christensen p.37 Jan 1942: New connection at Hookagate for interchange of ordnance traffic formally available 1 Jan but ammunition traffic ‘began to arrive’ from 12 Jan 1942 154 Thu 1 Jan 1942: line approved for regular passenger (military and military workmen) Shrewsbury Abbey – Maesbrook Halt (that Halt was in Sub-depot area, not the S&MLR main line station), also Nesscliff East Block Post triangle – Nesscliff Camp (a.k.a. Lonsdale) 155. In Jan 1946 trains still ran daily Maesbrook – Shrawardine and Shrewsbury Abbey – Shrawardine 156. Tue 9 Jun 1942: formal agreement signed between S&MLR Co. and Secretary of State for War giving the latter exclusive use of the railway between Shrewsbury Abbey and Llanymynech 157 1943 : Shropshire & Montgomeryshire Light Railway (Relaxation of Speed Limit) Order 1943 158 by Jun 1944: Llanymynech South Junction: junction from Shrewsbury altered to be single connection with Down Cambrian (Christensen p. 127). During latter days of military use, Maesbrook – Llanymynech was little used (but not formally closed for civilian traffic), being retained as emergency alternative to the Hookagate exchange. Thu 1 Jan 1948: S&MLR absorbed by BTC’s Railway Executive (British Railways) and transferred to control of Western Region, Chester Division 159 (involvement of Tonbridge office – Stephens’ former HQ, latterly Austen’s - finally eliminated 3 May 1948 - office cleared and vacated 3 June 1948 160)

British Railways

Sun 1 May 1949: “civilian stations” at Chapel Lane, Crew Green, Criggion (except private siding), Cruckton, Edgerley, Hookagate, Llandrinio Road and Melverley all formally closed for goods 161 - thus leaving goods facilities at: Shrewsbury Abbey, Criggion private siding, Edgebold, Ford & Crossgates, Kinnerley Jn, Llanymynech (Jn), Maesbrook, Meole Brace, Newscliff & Pentre and Shrawardine. From the same date, parcels facilities were withdrawn from all S&MLR locations (to be served instead by road zonal collection & delivery arrangements). 162 The Sunday date was specifically used in BR notices. 163 Mon 5 Dec 1949: Meole Brace exchange pointwork removed on main line 164 Sun 13 June 1954: Double junction between Llanfyllin line and main line at Llanymynech made single, connecting only with Up line. 165

154 Christensen pp.39 and 49. LMS&GW Joint Officers Committee (Min. 22510 of 6 Jan 1942 – RAIL 404/75) reported that new connection with S&M “has been made” to serve WD exchange sidings. However, Janes2 and Johnson p.100 record Hookagate exchange opened for military traffic Thu 29 Jan 1942. Meole Brace exchange remained in use for civilian traffic until 1946 155 Johnson p.100 – it is not clear who did the ‘approving’ (Christiansen makes no such mention) 156 Christensen p.131. It is not clear when these trains ceased, thereafter passenger services limited to those between Camp station and Ford, and Argoed/Maesbrook. 157 Christensen p. 36 158 Christensen p. 11 159 from GIC (extracted by C R Clinker – issue number not cited) 160 TNA file AN157/361 161 Letter from Chief Regional Officer, BR WR 10 Feb 1949 [BR WR estate records – sheet B.10576] (Christensen p.133 quotes this letter) proposed closure of Shrewsbury West, Hookagate, Cruckton, Edgerley, Wern Las, Chapel Lane, Melverley, Crew Green, Llandrinio Road and Criggion (except private siding). Of these, Shrewsbury West, Cruckton, Edgerley, and Chapel Lane - being simple platforms without staff or accommodation – can have seen no service since 1933. Nevertheless, they were all – apart, inexplicably, from Shrewsbury West and Wern Las – recorded as closed for goods ‘forthwith’ by GIC (goods) R15534/759 of 2 May 1949. Clinker’s Register erroneously gives 1960 dates for Shrewsbury West and Wern Las. 162 GIC (passenger & parcels) R1748/*B31 of 21 May 1949 – although Ford & Crossgates, Kinerley Jn, Llanymynech Jn, Maesbrook, Meole Brace, Nesscliff & Pentre and Shrawardine were mysteriously again shown to be closed for parcels from 29 Feb 1960 by BR WR Operating Officer's Circular A521/*464, 30 Jan 1960. 163 Sunday being regarded as dies non by railway chronologers when there was Sunday service, closure is usually cited as with effect from (Monday) 2 May 1949. 164 R A Cooke. Shrewsbury end, according to Christensen p. 133, with Welshpool end likewise done Dec 1950/Jan 1951 165 BR WR District Civil Engineer’s mileage claim paperwork shows completion by 1 Jul and supporting drawing is dated June (private collection via R A Cooke). Most likely date (no advertised excursion at Llanymnech that Sunday) 13 Jun 1954 [J H Denton, Railways & Canals in West Shropshire, R&CHS, June 1963, p.11 and N Rhodes, Trains on the Border, Neil Rhodes Books, 2012, p. 77 gave Feb 1954 but that must be discounted]. The revised layout no longer allowed direct running between Shrewsbury line and Llanfyllin / Nantmawr line. 1954/5: During track relaying by WD, Edgebold siding, Wern Las siding and bay line at Shrewsbury Abbey removed by agreement with BR 166 Thu 1 Jan 1959: Hookagate yard formally transferred from MoD to BTC for construction work on long-welded rail depot 167 – known formally as BR Flash Butt Welding & Rail Holding Depot 168 Aug 1959: BR’s closure proposals published 169, with locations listed for closure: Meole Brace; Ford & Crossgates; Shrawardine; Nesscliffe & Pentre; Kinnerley; Maesbrook; Criggion. BR’s formal closure consultation document stated that no parcels traffic had been handled at stations on the line “over the past two years” (which is not surprising as such facilities had been withdrawn 1 May 1949 (see above)). Planning for new chord to retain service to Shrewsbury Abbey in hand. Thu 31 Dec 1959: closure of Central Ammunition Depot, Nesscliff 170 Mon 4 Jan 1960: Kinnerley – Criggion branch completely closed, last quarry traffic having run in Dec 1959 171 Fri 26 Feb 1960: running line broken at Hookagate Bridge 15 (over Shrewsbury & Welshpool line), for construction of BR long-welded rail depot, and near former Coleham Junction, to enable construction of spur line to Severn Valley branch to retain access to Abbey. Thus the section between Hookagate and near former Coleham Jn. no longer accessible 172 Mon 29 Feb 1960: Shrewsbury Abbey (exclusive) – Llanymynech closed to remaining civilian commercial traffic; Hookagate – Llanymynech still in military use; Hookagate – near site of Coleham Junction completely closed; line thence to Abbey temporarily closed (for new spur line construction – reopened 11 Mar 1960). Goods traffic withdrawn from remaining locations and Criggion private sidings formally closed. 173 Despite having been closed for parcels from Sun 1 May 1949 (see above) stations were again shown as closed for parcels from 29 Feb 1960. 174 Fri 11 Mar 1960: spur line from Severn Valley branch to near site of former Coleham Junction opened and line thence to Shrewsbury Abbey reopened 175 Sun 20 Mar 1960: Stephenson Locomotive Society Last Train railtour: Bridge 15 near Hookagate – Llanymynech and back Thu 31 Mar 1960: Shrewsbury Abbey – Llanymynech formally relinquished by War Office 176 and handed back to British Railways for demolition – apart from use for a short period “on an informal basis” for working recovered permanent way materials from Nescliff depots to Llanymynech. 177 On 20 May 1960 WD formally confirmed all their assets had been recovered. 178 Mon 7 Oct 1968: Shrewsbury Abbey closed to general goods (except for private siding traffic) 179 Fri 15 Jul 1988: oil train services to Shrewsbury Abbey withdrawn after last train this date – depot and access via Severn Valley line closed thereafter. 180

166 meeting at War Office 20 Jan 1959 [minutes held by Col Stephens Museum] recorded: “In a letter dated 30th November, 1954 from the War Department to the [BR WR] Commercial Superintendent at Shrewsbury, Edgebold siding was removed by the end of the year and the materials, valued at £276, were released to the [BR WR] District Engineer at Shrewsbury, who took them into stock. Wern Las siding and the Bay Line at Shrewsbury (Abbey) were also removed under similar arrangements.” Relaying in the Wern Las area took place in 1955 - Christensen pp. 124/5 167 WO32/17165; Christensen p.159 168 for which forwarding instructions were issued in GIC (goods) R.1534/1037 14 Mar 1960 169 WO32/17165 (copy of BR public proposals) 170 Christensen p. 159 171 Johnson p.104 and Janes1 give 1 Jan whereas Mon 4 Jan was used as formal closure date at the time – Railway Observer Dec 1961. Christensen p.159 gives 31 Dec 1959 for cessation of quarry traffic. GIC (goods) R.1534/1036, 29 Feb 1960, item 10, shows closure of “Criggion (private sidings only)” as being from 29 Feb 1960 (general goods had been withdrawn 1 May 1949 (see above)) 172 WO32/17165. 173 GIC (goods) R.1534/1036, 29 Feb 1960, item 10 contained no mention of Shrewsbury West or Wern Las but does include “Criggion (private sidings only)”. Christensen p.160. Johnson p.108 reproduces BR closure poster. 174 BR WR General Instructions (operating) A521/*464 of 30 Jan 1960 175 Letter from District Engineer ref 9128.ERW, 11 Mar 1960, and District Traffic Supt. notice 136, 9 Mar 1960. Johnson, p. 104; Christensen p. 160 176 BR WR letter 13 Jun 1960 - WO32/17165 177 Christensen p.160; Johnson p. 105 erroneously gives Sat 30 Apr 1960, apparently based on careless reading of WO32/17165. Railway Observer Mar 1960, p.92, said “Certain trains required for moving stores are to run until about the end of March when lifting of the line will commence”. 178 WO32/17165 minute of 19 May 1960. Christensen p.160 179 Clinker’s Register 180 BLN 592.40 and 593.40 confirmed there was a train on that date. BR National Business Manager (Petroleum) letter FM2/C006T(LMR) of 1 Jul 1988 confirms it was also the formal date after which the arrangements with Esso Petroleum were regarded as withdrawn. (ii) station chronology

Stations are listed in order from Shrewsbury westwards, and are listed under the name shown in the 1956 edition of the RCH Hand-book of Stations (or at closure if earlier). Distances – in miles.chains from Shrewsbury Abbey - are taken principally from a BR WR drawing of ca. 1953, plus some information from RCH Distance Tables, but should be taken as indicative rather than definitive; estimated distances marked ~ . The Criggion branch was miled from Zero at Kinnerley Jn (13m 47¾ch from Abbey = 0m 0ch). Chargeable distances using either of the Severn viaducts were increased by two miles for each bridge – these additions have been stripped out.

Provenance for dates concurrent with line opening/closure are to be found in part (i).

m ch 0 0 Shrewsbury [Abbey]: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C-G temporarily 29 Feb 1960 to connect to Severn Valley line, re- opened 11 Mar 1960; C-G except private sidings 7 Oct 1968; last revenue train ran 15 Jul 1988, which was also formal date after which the arrangements with Esso Petroleum were regarded as withdrawn by BR. Suffix "Abbey" added 1872 but from 14 Apr 1911 no suffix in RCH Min.7883 and Hand-book, while "S&MR" (or more fully) was used in company's timetables. Anglo-American Oil Co (later Esso) depot established Jun 1934. 0 65† North Wales Junction/Potteries Junction: Junction only. O-G 13 Aug 1866; C 21 Dec 1866; O-G ? 14 Nov 1868; C 22 Jun 1880. Exchange siding with LN&W&GW Joint line at their Potteries Jn signal box ("North Wales Jn" seems to have been its "commercial" name, as listed in 1871 Hand-book appendix). For discussion of 1868 reopening date, and other dates up to 1880, see General Chronology. † = distance from Coleham Junction 0 35 Coleham (or Abbey) Junction: Junction only, which functioned only when North Wales Junction was in use. Listed in 1871 Hand-book appendix as Coleham Jn, although Col Yolland’s report [MT6/108/13] of 8 Oct 1873 appears to refer to it as “the Abbey Jn” and appears to imply there was a signal box there – as shown on 1881 survey 25” OS plan). 1 7 Shrewsbury West: O-P May 1911 [although in April 1911 opening timetable station bank and RCH Min.7883 for Hand-book, Stephens' request to BoT to open halt was not until 15 May 1911 (halt "now completed") and BoT conditional approval 18 May 1911 (MT6/2143/8): hence opened May 1911; did not appear in Bradshaw's Guide until Sep 1911; formal approval followed inspection 24 May 1912]; C 6 Nov 1933 {notes 1 and 2}. Platform not used by WD. Erroneously appeared in 1956 Hand- book - deleted by leaflet L.2 (Sep 1957). 1 26 Meole Brace Junction: Junction only. O-G 6 Jun 1911. Before opening had been referred to as Belle Vue Junction. Exchange siding with LN&W&GW Joint line for civilian traffic. For provenance for opening date see General Chronology. Taken out of use 23 Sep 1946 [Christensen p.133]. GW&LMS Joint box taken out of use 16 Jan 1947 [Joint notice 24, 13 Jan 1947; RAIL 253/265 p.119]; connections removed 5 Dec 1949 1 69 Meole Brace: O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 29 Feb 1960. Deleted by Hand-book leaflet L.10 (May 1960) 2 64 Hookagate East block post and WD siding: Junction and block post only. WD addition. O- G Jan 1942 - for discussion of opening date see General Chronology. Exchange siding with LN&W&GW Joint line and WD marshalling yard, for military traffic. Thu 1 Jan 1959: Hookagate yard formally transferred from MoD to BTC for construction work on long-welded rail depot – known formally as BR Flash Butt Welding & Rail Holding Depot, Hookagate - connection with Joint Line retained by BR but revenue traffic ceased and yard no longer accessed by S&M line. Labelling and invoicing instructions for the new facility contained in GIC (Goods) circular R.1534/1037 of 14 Mar 1960 2 72 Hookagate & Redhill: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 2 May 1949 {note 3}. Passenger platform moved 100 yards for 1911 reopening and its site lost under WD marshalling yard. Renamed from Red Hill to Redhill 14 Apr 1911, to Hookagate 1 Apr 1921 [RCH Min.8253 of 24 Apr 1921], to Hookagate & Redhill in 1927 [Bradshaw's Guide noted this by Jan 1928 but still listed in 1929 Hand-book without suffix]. Redhill / Red Hill usually two words by PS&NWR, one word by S&MLR. Hookagate rendered as Hook-a-Gate in S&MLR poster timetables ca.1932 but still Hookagate in handbills, so not clear that this represented a formal change. Platform not used and removed by WD. Deleted by Hand-book leaflet L.38 (Sep.1949) 3 17 Hookagate West block post: WD addition 4 9 Edgebold: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 1 Aug 1953. Renamed from Hanwood Road (n.b. tickets exist from PS&NWR era with plain "Hanwood") to Edgebold 1 Apr 1921 [RCH Min.8253 of 24 Apr 1921]. Deleted from Hand-book by leaflet L.45 (Oct.1953). Siding removed during 1954. Horton Lane: Mentioned in amendment (date not known) to early RCH distance table [RAIL 1089/8]; the mileage given would have put it where there was no road access, ~¼ mile short of Cruckton / Horton Lane road over bridge - no other reference traced. No suggestion of any facility here on 1881 survey 25" OS plan maps.nls.uk/view/121149956 Possibly early siding at what did become Cruckton in 1913. 5 13 Cruckton: O-P Jul 1913 [despite Stephens' request to BoT of 15 May 1911 (halt "expected to be in order by the end of ensuing week") and BoT conditional approval (without inspection) 18 May 1911 (MT6/2143/8), halt did not open (Hand-book 1911 addition was in error and carried into 1912 Hand-book); Stephens' request to BoT of 3 Jul 1913 to open halt received BoT conditional approval (without inspection) 8 Jul 1913 (MT6/2201/5): hence opened Jul 1913; did not appear in Bradshaw's Guide until Oct 1913]; O-G ca.late 1916 [siding added (no date specified - RCH Min.8130 of 27 Jan 1916)]; C-P 6 Nov 1933 {notes 1 and 2}; C 2 May 1949 {note 3}; C-G and siding removed by Apr 1947 [Christensen, p.80]. Platform not used by WD. Deleted from Hand-book by leaflet L.38 (Sep.1949). ~6 50 Shoot Hill Halt: O-P Sep 1921 [first in Bradshaw’s Guide Sep 1921 and in S&MLR timetable 3 Oct 1921]; C 6 Nov 1933 {note 1}. No siding, no G traffic. Bradshaw's Guide noted deletion of Halt suffix by Jan 1928 (probably from mid-1927). Location never appeared in Hand-book. Nameboard showed ‘Platform’. Not used by WD. 7 28 Ford & Crossgates: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 29 Feb 1960. Ford for Cross Gates appears to have been name at opening (but ‘Cross Gates’ also used at some dates and in excursion advertising), to Ford & Crossgates 14 Apr 1911. Deleted from Hand-book by leaflet L.10 (May 1960) ~7 35 Ford block post: WD addition. Entry to Ford sorting sidings and Ford sub-depot (sub-depot closed by Sep 1958 [Harrop]). ~8 0 Ford halt: WD addition. Closed by Sep 1958 [Harrop] ~8 20 Quarry block post: WD addition. Entry to Ford sorting sidings and Ford sub-depot (sub- depot closed by Sep 1958 [Harrop]). 9 9 River Severn viaduct ~9 35 Shrawardine Halt and block post: WD additions. Entry to Shrawardine and Pentre sub- depots. 9 36 Shrawardine: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 29 Feb 1960. Platform not used by WD (replaced by new halt on opposite line). Deleted from Hand-book by leaflet L.10 (May 1960) 10 0 Timber siding: approval sought from BoT 14 Mar 1918 and obtained [MT6/2485/4]. For loading timber for war time requirements. No further information. If opened, it had been removed again by time of 1940 WD survey. ~10 40 Pentre Halt: WD addition ~11 0 Nesscliff East block post: WD addition. Controlled triangular junction for Camp Station branch. Entry to Shrawardine and Pentre sub-depots. 11 21 Nesscliff & Pentre: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 29 Feb 1960. Renamed from Nesscliff to Nesscliff & Pentre 1 Jun 1913 [RCH Min.8039 of 23 Oct 1913]. Occasionally spelled Nesscliffe – even in BR era. Deleted from Hand-book by leaflet L.10 (May 1960) ~11 50 Nesscliff West block post: WD addition. Entry to Nesscliff sub-depot. ~11 70 Nesscliff Halt: WD addition. ~12 30 Edgerley: O-P 16 Jun 1927 [Hand-book leaflet L.65 (Oct 1927); not in May 1927 Bradshaw’s Guide but in July 1927]; C 6 Nov 1933 {notes 1 and 2}. Platform not used by WD. Deleted from Hand- book by leaflet L.38 (Sep.1949) ~12 60 Edgerley block post: WD addition. Entry to Nesscliff and Kinnerley sub-depots. ~13 20 Kinnerley Halt: WD addition. 13 48 Kinnerley Junction: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 29 Feb 1960. "Junction" suffix added 1 Apr 1911 (although nameboards not altered). Entry to WD Kinnerley sub-depot. Deleted from Hand-book by leaflet L.10. (May 1960) ~13 56 Kinnerley block post (at west end of layout): WD addition. Entry to Argoed and Maesbrook sub-depots (also known as Knockin Sub-depot) Argoed Halt and Maesbrook Halt: WD additions. Located off the S&MLR main line, in the Argoed and Maesbrook sub-depots (also known as Knockin Sub-depot). ~15 0 Wern Las: O-P Dec 1919 [appeared in Bradshaw’s Guide and RCH min. 24 of Apr 1921]; C-P 6 Nov 1933 {note 1}. Handled milk in churns [as illustrated - during WD operational period - Christensen, p.121]. C-Parcels 2 May 1949 {note 3}. Erroneously appeared in 1956 Hand-book - deleted by leaflet L.10 (May 1960). ~15 5 Wern Las Siding: O-G 1 Jul 1926 [Hand-book leaflet L.61 (Oct 1926); opening poster (“Jul 1926”) in Branch Line to Shrewsbury – The Shropshire & Montgomeryshire (Vic Mitchell & Keith Smith, Middleton Press, 1991) with illus. 33 and 34]; C 2 May 1949 {note 3} [proposed for closure by BR letter 10 Feb 1949 (Christensen p.133). but failed to appear in GIC (goods) R1534/759 of 2 May 1949. BR agreed in 1954 to siding's removal - effected during WD relay of line during 1955 (Christensen p. 141)]. Erroneously appeared in 1956 Hand-book - deleted by leaflet L.7 (Apr 1959). ~15 70 Maesbrook block post: WD addition. Entry to Argoed and Maesbrook sub-depots (also known as Knockin Sub-depot) until May 1945. 16 0 Maesbrook: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 29 Feb 1960. Deleted from Hand-book by leaflet L.10 (May 1960). Llanymynech original junction: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880. North of Cambrian station. Apparently used by through carriages to/from Oswestry from 1 Sep 1866 to 21 Dec 1866. Removed 1895 [RAIL 1057/1928]. 17 76 Llanymynech Junction: O 13 Aug 1866; C 21 Dec 1866; O 14 Nov 1868; C 22 Jun 1880; O 14 Apr 1911; C-P 6 Nov 1933 {note 1}; C 29 Feb 1960 [finally confirmed by GIC (goods) A2/16 of 6 Nov 1961!]. Alongside Cambrian station. "Junction" suffix added 14 Apr 1911. Deleted from Hand- book by leaflet L.13 (May 1961) 18 4 Llanymynech south junction: O-G 13 Aug 1866; C 21 Dec 1866; O-G 14 Nov 1868; O-P 18 Apr 1870; C 22 Jun 1880; O-G 14 Apr 1911; C 29 Feb 1960. Was two facing junctions, toe to toe (not flat crossing as early Railway Clearing House Junction Diagrams erroneously showed) – see MT6/35/4 for Capt. Frederic Harry Rich's (BoT inspector) adjudication of 21 Aug 1865 of Cambrian/PS&NWR dispute directing that this layout be adopted and MT6/66/12 for 1870 inspection report which confirmed that his direction had been followed. Controlled by a Cambrian signal cabin or box, adjacent to junction, referred to in official Cambrian documents variously as South Cabin, Potteries Junction Cabin and Llanymynech Junction Box. Final box installed 1895 (slightly closer to stations). Junction from Shrewsbury altered by Jun 1944 to be single connection with Down Cambrian [Christensen p. 127]. Junction for Llanfyllin remodelled 13 Jun 1954 to be single connection with Up Cambrian (this no longer allowed direct running from S&M to Nantmawr line and v.v. ). Dates refer to use of junction for Shrewsbury line.

Criggion or Breidden branch (distances from zero at Kinnerley Jn) 1 19 Chapel Lane: O-P Aug 1920 [first appearance in Bradshaw’s Guide]; C 6 Nov 1933 {notes 1 and 2}. Deleted from Hand-book by leaflet L.38 (Sep.1949). Erroneously referred to as Chapel House in some BR documents. 2 7 Melverley: O-G 13 Aug 1866; C 21 Dec 1866; O-G 14 Nov 1868; O-P 21 Jun 1871; C 16 Jun 1880; O-G 1 Sep 1911; O-P 1 Jul 1912; C-P 6 Nov 1933 {note 1}; C 2 May 1949 {note 3}. Parcels added from 21 Feb 1912 by RCH Min.7940 of 25 Apr 1912. Deleted from Hand-book by leaflet L.38 (Sep.1949) 2 76 River Severn viaduct 3 18 Crew Green: O-G 13 Aug [RCH min. 7963a of 3 Jul 1912]; O-P 1 Jul 1912; C-P 3 Oct 1932; C 2 May 1949 {note 3}. Shrewsbury Chronicle 30 June (advert.) gives spelling Crewe Green, which is the spelling used in 1877 Hand-book. "for Coedway and Alberbury" added 1 Jan 1918 [RCH .8173a, 24 Jan 1918 and RCH Distance Tables amendment (RAIL 1089/70)] but usually shown as "for Alberbury, Coedway" in S&MLR timetables. Renamed from Crewe Green to Crew Green Feb 1920 [company's timetable of this date – RCH Min.8253, 28 Apr 1921 gave no date] or earlier. Crewe Green spelling still used in BR 1953 engineer’s plan. Deleted from Hand-book by leaflet L.38 (Sep.1949). ~3 50 Bellan: O-G ca. 1870; C by 16 Jun 1880. Shown as new entry in Hand-book appendix of 1871 and (without facilities) in 1877 Hand-book. If it did open, it was a siding for Belan quarry (OS spelling Belan). 4 27 Llandrinio Road: O-G 13 Aug 1866; C 21 Dec 1866; O-G 14 Nov 1868; O-P 21 Jun 1871; C 16 Jun 1880; O-G 21 Feb 1912; O-P 1 Jul 1912; C-P 3 Oct 1932; C 2 May 1949 {note 3}. Note that RCH min. 7920 of 25 Jan 1912 date proved over optimistic. Deleted from Hand-book by leaflet L.38 (Sep.1949). 5 16 Criggion: O-G 13 Aug 1866; C 21 Dec 1866; O-G 14 Nov 1868; O-P 21 Jun 1871; C 16 Jun 1880; O-G 21 Feb 1912; O-P 1 Jul 1912; C-P 3 Oct 1932; C 2 May 1949 {note 3}. Alternative name Briedden (sic) shown in 1877 Hand-book. Note that RCH min. 7920 of 25 Jan 1912 date proved over optimistic. Deleted apart from quarry private siding from Hand-book by leaflet L.38 (Sep.1949). 5 27 end of PS&NWR/S&MLR/BR ownership ~5 50* Criggion Quarry: O-G 13 Aug 1866; C 21 Dec 1866; O-G 14 Nov 1868; C 16 Jun 1880; O-G 21 Feb 1912; C-G 4 Jan 1960. Last traffic from quarry at end of Dec 1959. Formal C date 29 Feb 1960. Deleted from Hand-book by leaflet L.10 (May 1960) * = maximum extent of quarry line Llanymynech – Nantmawr

18 64 Carreghofa Halt: O-P 11 Apr 1938 [Times 8 Apr 1938]; C 18 Jan 1965 [SLS Journal, Jan 1965]. 18 67 Llanfyllin Branch Junction: O 27 Jan 1896. Into use as Nantmawr Junction, controlled by ground frame until signal box opened Jan 1904. Renamed from Jan 1917 wtt [had been old name in Oct 1916 wtt]; the structure may also have been moved 3 chains east. Reduced to a ground frame at some date (? Jan 1917 ? Jan 1925 - it was ground frame by date of GWR lever survey, 1929). Ceased to be used as junction (retained merely for siding access) when Nantmawr branch trains diverted via Llynclys Jn Jan 1925. (note: 1904 ballast siding was alongside Llanfyllin branch, not Nantmawr line - MT6/1272/4). Junction removed 15 Sep 1938 [GWR drwg. 8088]. ~18 75 Canal Siding, Wern: O-G ???; C by 1880. An interchange siding with the canal existed here (grid ref. SJ258208, shown on 1874/5, 1876, 1885 and 1887 OS but removed by 1901 edition); unlikely to have reopened after the 1880 closure as the Cambrian would have no need of it and anyway alignment severed by 1896 new curve to Llanfyllin branch; not shown on Cambrian plan dated 3 Oct 1893 [MT6/632/10]. 19 73 Rhydmeredydd Siding: O-G ???; C 22 Jun 1880; O-G 6 Jan 1904; C ?1924. Pont Meredith added (G only) in Hand-book appendix 1871 and was in 1877 Hand-book: nearby river bridge was Pont Rhyd-meredydd in 1876 OS 25" plan, which showed a siding here (grid ref. SJ251224), on the west side of the line, south of the road bridge, turnout facing south (also in 1891 and 1901). After reopening, first booked calls ("if required") shown in Jul 1904 wtt (but possibly into use with opening of TVLR 6 Jan 1904); appears as Rhymeredydd in Hand-book 1904 edition (it had not been included in any amendments issued since the previous edition). From 9 Jan 1911 section Nantmawr Jcn. – Blodwell Jcn. worked by Train Staff and points at Pontrhydymeredith (sic - despite what the wtt showed) released by Annetts Key [Cambrian weekly notice - Alastair Warrington's collection]. In use at date of inspection 23 Sep 1912 (traffic "charged as Blodwell"). Last booked "if required" calls in Oct 1913 wtt; from 12 Jul 1914 wtt location remained in station bank but without booked calls until removed from wtt station bank from Jul 1924 wtt. Despite this, the location and name appeared on this BR WR plan apparently produced soon after nationalisation.

20 42 Blodwell Junction: O-G 13 Aug 1866; C 21 Dec 1866; O-G 14 Nov 1868; O-P 18 Apr 1870; C 22 Jun 1880; O-G 26 Jan 1881; C Sep 1884; O-G 1 Dec 1903; O-P 6 Jan 1904; C-P 15 Jan 1951; C 6 Jan 1964. Originally opened as Llanyblodwel. During both PS&NWR and Cambrian periods, Llanyblodwell and Blodwell Jn were spelled either "-wel" or "-well" with no apparent rhyme or reason (e.g. Apr 1870 timetable "-well", Jan 1904 timetable poster "-wel", engineer's plan "-well") so no "official" version can be adduced because no source is consistent. Only from absorbtion by GWR did it consistently become "-well". Original P station building, east of main road bridge, replaced by new station west thereof on opening of Tanat Valley Light Rly., but public goods facility remained on east side of bridge. Ceased to be P junction 1 Jan 1917 when service to Llanymynech withdrawn. C of public facility (i.e. except Llanddu private siding) 6 Jan 1964 [GIC (goods) A2/68, 2 Dec 1963]. ~20 45 Llanyblodwel(l): original passenger and goods station east of road bridge 20 57 Llanddu Junction: into use 1 Dec 1903 – as Llanddu Jn - as junction with Tanat Valley Light Rly; a simple west-facing junction controlled by ground frame released by section tablet. Renamed Nantmawr Branch Jn from ??? and Nantmawr Jn by 1960. Converted to hand points when one train working introduced 18 Jan 1965. Reverted to Llanddu Jn by 1982. New run round loop (partly on site of Blodwell Junction's former public goods siding) brought into use westward from here 2 Apr 1984 (when Nantmawr branch north of here in effect reduced to nothing more than a short [?cripples] siding without regular traffic) [BR LMR WE weekly notice]. Loop out of use 28 Oct 1988 when regular traffic from Blodwel Quarry ceased. Junction points clipped out of use (but left in place) 9 Feb 1992. Llanddu Junction - Nantmawr deleted from Sectional Appendix in BR LMR CSE weekly notice with cover date 15 Feb 1992. Photos at rcts.org.uk/features/mysteryphotos/show.htm?serial=21&img=Y-93-23 and Y-94-03A to Y-94-06A ~20 70 Llanddu Siding: Application for construction Oct 1890, completion/opening late 1891 [see General Chronology for reasoning]. Identified as Llanddu Quarry (by 1904 Hand-book), renamed to Blodwell Quarry [Hand-book leaflet L30 (Jan.1947)] (see also Quarries notes). British Quarrying Co. Ltd. PS agreement 10 Dec 1931, transferred 15 Oct 1949 to Amalgamated Roadstone Corporation Ltd. Last traffic loaded here not later than 2 Apr 1984 when connection "from Nantmawr branch to Llanddu sidings" secured out of use [from or by this date, Blodwel (sic) Quarry's loading transferred to new loading facility on TVLR line] Photos at rcts.org.uk/features/mysteryphotos/show.htm?serial=21&img=Y-93-24 and Y-93-25 21 73 Nantmawr: O-G 13 Aug 1866; C 21 Dec 1866; O-G 14 Nov 1868; C 22 Jun 1880; O-G 1 Jan 1886. Some movements continued into 1867 (see General Chronology). Quarry traffic probably virtually ceased from May/June 1876 (dispute with quarry lessee). Lilleshall Co. PS agreement 15 Nov 1899 (still functioning 1922 - no termination date known). "Nantmawr Sidings at Blodwell Jcn. reopened by Chirk Coal (sic – should have said Chirk Castle) Lime & Stone Co.” [GIC (goods) R1534/284 of 9 Nov 1929 - so when had it previously closed and was public facility affected if quarry siding really had been closed until Nov 1929?)]; PS agreement 23 Sep 1929 (so shown in 1938 and 1956 Hand-books), terminated 7 Oct 1972. Public goods facility C 6 Jan 1964 [GIC (goods) A2/68, 2 Dec 1963]. Visited by Wirral Railway Circle "The Welsh Borderer" Brake Van Tour 24 May 1969. Last private siding traffic from Nantmawr quarry 21 Oct 1971. Line blocked because of condition of bridge 12 in section beyond both Llanddu sidings and White Gates level crossing ca.Oct 1977. Never restored to use - no formal closure date known but Llanddu Junction - Nantmawr deleted from Sectional Appendix in BR LMR CSE weekly notice with cover date 15 Feb 1992. Photos at rcts.org.uk/features/mysteryphotos/show.htm?serial=21&img=Y-93-31 to Y-93-36 22 0 End of line

Note {1} = passenger services "suspended" but the weekday goods service (apart from Criggion branch) continued to be advertised (in LMS t.t.) until 1937 (casual passenger were carried). Also Bank Holiday excursion service (latterly August Bank Holiday Mondays) which last ran 3 Aug 1936 Note {2} = Prior to 1933 withdrawal of regular passenger services, Shrewsbury West, Cruckton, Edgerley, and Chapel Lane - being simple platforms without staff or accommodation - were categorised P* (denoting no parcels etc. traffic) in the Hand-book. When entries at other stations which continued to handle goods traffic were amended, these four locations were also converted to P† (denoting parcels etc. but not passenger traffic) in the 1938 Hand-book - apparently a clerical error, which was not corrected until 1949. Nevertheless, this led to misunderstanding (e.g. Clinker's Register) about when they closed; only where there was also a goods siding (Cruckton) can that date properly have been later then 1933. Note that Wern Las was not in the same category, continuing to handle milk in churns, which was regarded as parcels etc. traffic, even though handled by freight train. Note {3} = see commentry under this date in General Chronology.

(iii) some notes on the three quarries particularly involved

Blodwel Quarry: Produced granite. This is how its owners have spelled its name (although it has sometimes been referred to as Llanddu Quarry), whereas the railway always used the (older form) spelling of Blodwell. It is not clear when it first began production but rail loading facilities seem to have originated late 1891 [see reasoning under 1 Oct 1890, above]. By 1909 the quarry was operated by Tanat Valley Granite Co., and subsequently Ceiriog Granite Co. By the 1930s the quarry was operated by British Quarrying Co. [see below], It ceased production after 1988. Retained as potential site for deposit of domestic refuse. Criggion / Breidden Quarry: Produces dolerite (not granite). At railway’s opening, lessee was Richard Samuel France (lease given up late 1877); by 1882 Humphrey Purnell Blackmore was lessee (“For several years I have been unable to work the [Breidden] quarries” because PS&NWR had withdrawn all through rates and quarry was then derelict – affidavit 8 Jun 1882 at C26/510); by Dec 1911 Pyx Granite Co Ltd were lessees – entered traffic agreement with S&MLR 21 Dec 1911 (RAIL 1057/363/1) for restoration of branch, and with other parties as shown by agreements below [Ceiriog Granite were involved earlier than Christensen p.20 claims – see below]; from 4 Feb 1929 British Quarrying Co Ltd (Christensen p.20) (not Breidden Quarry Co as claimed by Carpenter pp.23 and 38). The following agreements with quarry companies existed here: • 21 Dec 1911 Shropshire & Montgomeryshire Light Rly and Pyx Granite Co. Ltd. (2) and Frank Russell Hudson, Alfred John Creed & William Reginald Valentine Webb (3), as to repair of branch line at Kinnerley. • 19 Nov 1914 (supplemental to above) between the above and including Ceiriog Granite Co. Ltd. (4) and Cranhams Moor Quarry Co. Ltd. (5) • 31 Aug 1920 (supplemental to above) between the above and including James Whitaker, William Everall and William Richard Bromley (6). • 19 Mar 1923 S. & M. L. Rly. and Ceiriog Granite Co. Ltd. as to working of an engine over railway sidings at Criggion. • British Quarrying Co Ltd became involved from 1929 • 13 Jul 1932 transferring from James Whitaker & William Everall (2) and Thomas Wainwright Bromley & James Bromley (3) and British Quarrying Co. Ltd. to Amalgamated Roadstone Corporation Ltd. (the latter is curious in that it was not incorporated until 1935) • 25 Jan 1946 S. & M. L. Rly and British Quarrying Co. Ltd. varying agreement of 21 Dec 1911 • 15 Oct 1949 transfer to Amalgamated Roadstone Corporation Ltd.

Nantmawr Quarry: Produced limestone. • At railway’s opening, lessee was Richard Samuel France (see RAIL 1057/363/2) under mortgage to John Parson Smith (still so in 1881 – see 26 Jan 1881 agreement at RAIL 1057/363). No rail activity after 22 Jun 1880 until 1 Jan 1886. • John Parson Smith lessee until Sep 1899 (rail traffic agreement of 1885) (note: documents relating to the 1870s lease of the Nantmawr Limestone Quarries, between Mr France and Mr Smith, are held at Ironbridge Gorge Museum Library and Archives) • Lilleshall Company lessee from Sep 1899 (rail traffic and private siding agreement of 15 Nov 1899) until an unknown date post Apr 1922 (RAIL 1057/1926). [note: Hand-book of Stations for 1904, 1912, 1925 and 1929 are all silent about the private siding at Nantmawr] • “Nantmawr Sidings at Blodwell Jcn. reopened by Chirk Coal (sic – should say Chirk Castle) Lime & Stone Co.” (GWR GIC R1534/284 of 9 Nov 1929). Private siding agreement of 23 Sep 1929 and correct name carried through to 1938 and 1956 Hand-books. Agreement terminated 7 Oct 1972.

British Quarrying Co Ltd., incorporated 1929; majority holding acquired in 1947 by Amalgamated Roadstone Corporation Ltd. This latter company was incorporated 1935 (The Times 29 April 1935), acquired by Consolidated Gold Fields and renamed Amey Roadstone Construction 1973, renamed ARC Construction 1986, absorbed by Hanson Trust plc. 1989. The quarrying element of Hanson Trust was demerged as Hanson plc 1996 and acquired by Heidelberg Cement Group 22 August 2007. The active Criggion and inactive Blodwel and Nantmawr quarries are owned by Hanson Quarry Products Europe Ltd, a private limited – a member of the Heidelberg Cement Group, generally trading as Hanson Aggregates so far as quarry products are concerned. hanson.co.uk/en/guide-to-our-trading-names en.wikipedia.org/wiki/Hanson_(company) en.wikipedia.org/wiki/Amalgamated_Roadstone_Corporation facebook.com/media/set/?set=a.232466527270480.1073741828.232460283937771&type=3 oswestry-borderland-heritage.co.uk/?page=51 (all accessed 18 Jun 2020)

(iv) Explanation of source references quoted in text above

BLN = Branch Line News (or News-Sheet) (issue no. / item no.) Bradshaw's Guide = Bradshaw's General Railway & Steam Navigation Guide monthly railway timetables. C&M1 = The Cambrian Railways Vol. I (Rex Christiansen & R W Miller; David & Charles, 1967) C&M2 = The Cambrian Railways Vol. II (Rex Christiansen & R W Miller; David & Charles, n.d. [1969]) Carpenter = The Criggion Branch of the Shropshire & Montgomeryshire Light Railway (Roger Carpenter, Wild Swan, 1990) Christensen = The Shropshire and Montgomeryshire Light Railway Under Military Control 1940 – 1960 (Mike Christensen, Lightmoor Press, 2011) G&S = Closed Passenger Lines of Great Britain 1827-1947 (M D Greville & Jeoffry Spence, R&CHS, revised edn. 1974) GIC = GWR/BR WR General Instructions Circular Hand-book = Railway Clearing House Hand-Book of Stations, or Appendices or other amendments thereto. Harrop = G Harrop’s historical and geographical notes for Stephenson Locomotive Society railtours in September 1958 (historical material is almost certainly derived from Tonks’ booklet) Janes1 = Melverley Bridge (Brian Janes, colonelstephenssociety.co.uk/shropshire%20ww1/ melverley%20bridge.html – accessed 18 Jun 2020) Janes2 = The S&MR in World War II (Brian Janes, colonelstephenssociety.co.uk/shropshire%20ww1/ shropshire%20and%20montgomeryshire%20topics.html – accessed 18 Jun 2020) Janes3 = Stopped at Llanymynech (Brian Janes, colonelstephenssociety.co.uk/ shropshire%20ww1/llanymynnech.html – accessed 18 Jun 2020) Janes4 = The “Potteries” Railway and how it failed (Brian Janes, Journal of Railway & Canal Historical Society nos. 195 and 196 [Vol. 35, parts 5 and 6], 2006) Johnson = An Illustrated History of the Shropshire and Montgomeryshire Light Railway (Peter Johnson, OPC, 2008) This work contains a number of errors in addition to those identified in the chronology above; the following corrections or amplifications have been noted: p.12: caption “Below” should read: Shropshire Railways as proposed. p.23: caption “Below” should quote date of 20 March 1960 (c.f. page 104) p.25: caption “Below” should credit Railway Magazine of 1903 p.34: the 1880 notice should be credited to National Archives p.44/45: all three photographs are at Nantmawr Junction and appear to be during the period 1896 – 1904 before a signal box was erected (the cabin was tight in the vee of the junction – see photo. in The Tanat Valley Light Railway (Mike E.M. Lloyd, Wild Swan, 1999) p.44). Carreghofa 1938 halt was beyond the bridge in the photo on page 45 (in which Llanymynech – by rail, canal or road – is away to the left); the top photo on page 44 is taken from the right-hand abutment of the photo on page 45 (looking towards Llanymynech) while the lower photo on page 44 is taken from the same abutment looking north. The canal interchange siding would have run to the left of the Nantmawr line, to join it near the two overbridges. p.46: the location might better be described as “at Carreghofa Hall”. p.49: date of sketch plan for Llanddu siding more likely to be 1890 when his Lordship did actually put in an application to the Shropshire Railways, that October (see their Board Minutes at RAIL 622/1). p.51: the Blodwell Jn - Llanymynech passenger service was not finally withdrawn until 1 January 1917; the Lilleshall / Cambrian contract was dated 15 November 1899. p.57: the “Left” and “Below” captions should almost certainly refer to a date of one of the SLS railtours on 21 or 28 September 1958. p.62: caption “Above” should read Railway Clearing House junction diagram. p.73: the Cambrian’s general manager in 1920 was Samuel Williamson. p.75 and later (see index): as evidenced by (at least) timetable handbills, S&MLR director (later managing director) in the 1930s/40s was James Ramsay, OBE (formerly Goods & Mineral Plant Superintendent, Caledonian Railway) p.78: the petrol railcars were withdrawn from regular service from 2 May 1932 (although called on subsequently – witness the mileage in 1934/5 – page 79!) p.79: it might be made clearer that the proposal (first para.) to share net revenue was made to the Debenture stock holders p.79: the railcars were called into service in 1936 for at least the Criggion connections with the August Bank Holiday excursions p.99: the case of the Shrawardine station house fire is dealt with in more detail – and an explanation is given - by Christensen p.106: by 1974 the British Quarrying (sic) Co Ltd had been acquired by Amalgamated Roadstone Corporation Ltd., which was renamed Amey Roadstone Construction 1973. p.107: the two photos are not on the same occasion: “Below” was an SLS/MLS rail tour on 22 May 1955. p.109: caption “Top” and p.110 caption “Above” should both be dated 20 March 1960 (c.f. page 104) Quick = Railway Passenger Stations in Great Britain – A Chronology (Michael Quick, R&CHS, 5th edn. 2019) rchs.org.uk/railway-passenger-stations-in-great-britain-a-chronology/ RCH = Railway Clearing House. WD = War Department or, later, Ministry of Defence.

References commencing C, RAIL, WO or ZSPC are at The National Archives, Kew.

© Richard Maund 27 June 2020