The Journal WELSH of the Welsh Railways RAILWAYS Research Circle ARCHIVE

NOVEMBER 2010 Volume V No. 2

Not Brecon & Merthyr 2-4-0T No.21, the subject of an article inside, but No.12 at rest on Brecon shed on an unkown date. However, the engine does look smart - the buffers and coupling hook, for example - so it is likely that it is quite new. Built in 1889 by R Stephenson & Co., it was withdrawn during a visit to Swindon in January 1923 without ever carrying its GWR-allotted number of 1452. Tudor Watkins collection In this issue .. q VALE of NEATH & CEFN MAWR Jct. q COURTYBELLA Jct. q The GWR and RHYMNEY ENGINES q B&M 2-4-0T No.21 q 1960s STEAM at CWMBRAN q LNER in WEST WALES q TREDEGAR DERAILMENT q NO PUFF for TVR A Class WRRC PERSONALTIES FOREWORD o describe the Vale of Neath & Cefn President TMawr Railway as an important under- Dr STUART OWEN-JONES Although generally confined to South Wales and the valleys there is a mixed bag in this issue, graced taking would be a gross exaggeration. Its The Vale of Neath and with articles from some new authors. Thanks to all contributors, of course, but a special word for those grandiloquent name completely belied its Chairman putting pen to paper for the first time; I hope it was not such a difficult task, after all. TONY MILLER intentions and its achievements which were Cefn Mawr Junction Railway ‘Dystlegh’ Whilst on the topic of writings, readers are reminded that the concept of the Colin Chapman Memorial both equally modest. The railway was less Rod Lane, Ilton Trophy was agreed at the 2010 AGM. The trophy may be awarded at an AGM to an author - not necessarily than 3½ miles long and ran from exchange Paul Reynolds attempts to elucidate the history of a Ilminster, TA19 9ET a member - who has done most ‘in the last calendar year to investigate and publish original work on the sidings with the Vale of Neath Railway at Editor development of the railways of Wales.’ Thus readers are asked to let the editor know of any published work Clyne to a desolate little coal level up in mineral tramway in the Neath valley TONY MILLER - it can be an article or book - of 2010 that may be worthy of consideration and which can be brought to the the hills, even today far from any human ‘Dystlegh’ committee’s attention. Tony Miller habitation. The company that built it lasted Rod Lane, Ilton Ilminster, TA19 9ET little more than two years before it was wound was that Dickson would form a separate of any sort of railway and no real progress CONTENTS up, although the railway itself remained in company to do this but before going ahead was made before the company went into Membership Secretary The BARRY BIT 26 use for over twenty years and its ghost can he required an initial investment of £3,000 liquidation, probably in 1866. DAVID MOORES still be seen in the form of a forestry track from the coal company and a guarantee of By now George Bedford had been at 9, Coniston Way Through carriages in high summer Wetherby, LS22 6TT The VALE of NEATH and CEFN MAWR JUNCTION RAILWAY 27 on top of the hills that flank the Neath valley. 300 tons a day. In January 1865 he was still work. If the Neath & Pelenna directorate Paul Reynolds tells the story of a mineral tramway in the Neath Valley Perhaps its most distinctive feature is that the waiting for the directors to respond. Their had shown no interest in backing Dickson, General Secretary company that built it enjoyed the suffix ‘Co reluctance to do so was very likely because and if Dickson too had lost interest by now ALASTAIR WARRINGTON COURTYBELLA - a mystery solved? 31 Ltd’: it is unusual to find a railway that was the prospects of the company were already and moved on to other projects, it was up ‘Claremont’ Ray Caston has answers to Tony Ford’s mystery Eridge Road built by a limited liability company under the proving to be nothing like as rosy as they had to Bedford himself to supply the railway Garndiffaith RECORDS of STEAM in the EASTERN VALLEY 32 powers of the 1862 Companies Act. appeared in 1863. that both companies urgently required. In Pontypool, NP4 7LU David Ellis’ memories of steam in the 1960s To trace the origins of the VNCMJR we Meanwhile, in 1862, Isaac Smith had January 1865 he started to negotiate with B&M 2-4-0T No.21 34 need to go back to 1859 when Isaac Smith embarked on another colliery venture by the seven parties who had an interest in the Tudor Watkins and Ray Caston describe its short career of Neath took a lease of the Fforchdwm taking a lease of the minerals under Tonmawr land that would be required by the railway. NOTE Sir JOHN WYNDHAM BEYNON JUMPS the RAILS at TREDEGAR 36 minerals. Fforchdwm was a large estate Uchaf and part of the adjoining farm of The negotiations were lengthy and time- The drawings and diagrams Gerald Davies describes an industrial derailment (over 1,300 acres) in the hills behind Neath Blaencwmcaca. Tonmawr Uchaf embraces consuming, partly because of legal delays, contained in this publication near the modern village of Tonmawr. For Cefn Mawr, the hill above Resolven that partly because of the number of parties The GWR and the RHYMNEY ENGINES, Part 1-The Saddle Tank Classes 38 are usually printed as a few years he worked the coal himself has recently been disfigured by a large wind concerned. This was particularly so in the large as possible and not John Hodge continues his survey of the treatment meted out to absorbed engines but in 1863 the property was transferred to farm. Smith’s intention was to work the case of the Gnoll estate where three different necessarily to an accepted A RACE to the GWAUN CAE GURWEN COALFIED - a postscript 42 modelling scale. a limited liability company, the Neath & Tonmawr minerals but the best way to do parties had an interest – the trustees of the Richard Maund adds some notes of official thinking at the time Pelenna Colliery Co. By 1864 two levels this was to approach them by drifting from widow of the previous owner who had a Readers may photo- The MEMORANDUM of 1920 - the GWR plans its future 42 Blaencwmcaca on the north side of Cefn life interest in the surface, the reversionary enlarge or reduce them but were in production and the property was said for personal use only. A brief note about the scope of this far-reaching plan to be capable of yielding 600-800 tons per Mawr at the head of the Melincwrt valley. owner of the estate who would enjoy it after The Y9 WEE PUGGIES - the LNER reaches West Wales 43 day. Both levels were in the Pelena valley In January 1865 he floated another company her death, and Acton Smee Ayrton MP, who Photographs - efforts are Martin Connop Price introduces the late Ray Bowen’s notes and one of them eventually developed into which was registered in February as the had bought much of the estate including the made to trace copyright holders of photographs The RASSA TRAMWAY 44 Garth Tonmawr, the last active colliery in South Resolven & Cefn Mawr Colliery Co. mineral rights a few years previously. prior to publication. If, for John Mann and Paul Reynolds trace the location of a picture in the last issue the area. However, successful operations Ltd. Exploratory work got under way and by By the end of 1865 Bedford had most any reason, we have failed were hindered by the transport arrangements January 1866 three levels had been opened of the wayleaves that he needed, including TVR A CLASS SHORT of PUFF? 45 to do so correctly, please which were expensive and inadequate. The of which the third seems to have been the wayleaves over the Gnoll estate where Ayrton let us know. Bob Crump’s personal memories of engines found wanting South Wales Mineral Railway had recently most successful. It can be identified with the owned the mineral rights, but he still lacked a The next issue is due in FATAL ACCIDENT at BURRY PORT 46 been opened throughout but it was nearly a Blaenycwm level (also known sometimes as grant of wayleave from the Gnoll trustees over May 2011. A newspaper report of the death of an eight-year-old from Martin Connop Price mile away from the nearest level and coal the Cefn Mawr or Neath Merthyr colliery, the rest of the estate. Negotiations dragged PLUS ÇA CHANGE 47 had to be carried down to the railway by about which more later) which appears on on, mainly because of procrastination on the Terry McCarthy reflects on Ammon Beasley’s comments of 1907 horse and cart which also resulted in the coal Ordnance Survey maps at SS 846997 and part of the trustees’ solicitor, but in March Welsh Railways Research RESEARCH INTEGRITY 47 being broken and so reduced in value. which lasted until 1892. However, as with 1866 an agreement was signed. Bedford was Circle exists to study, record Richard Maund warns against perpetuating errors This situation alarmed a group of the Neath & Pelenna company, successful to have his wayleave for 99 years from 30th and preserve information relating to the railways in Wales TAIL TRAFFIC 48 shareholders of whom the most vociferous exploitation was impossible in the absence June 1865. Only one size of wagon was to be and their related organisations was George Bedford, a London stockbroker. Letters, Notes and, possibly, Explanations ..... The tailings of Blaenycwm (furthest) and Cefn Mawr levels on the northern flank of Cefn and subjects. If they were to receive the large dividends Mawr beneath Ffynnon Oer wind farm. that they had been promised something Designed and typeset by: The Barry Bit needed to be done to improve the transport Tony Miller Through workings in high summer and the answer had to be their own railway running directly to the level mouths. At this Printed by: The companies in the South Wales valleys were Two years later, on Wednesday, 16th August Peterborough Printing point up popped the contractor John Dickson Services fiercely protective of their boundaries but that did 1905 a party of 300 from the ‘Training School’ at who in the 1860s was going through the most Ainsley House not stop them collaborating in working excursion Aberdare was to visit Barry Island in TVR carriages (hyper)active and perhaps the most successful Fengate traffic, highlighted by some surviving Barry that worked through via Cogan. The following phase of a career that never really came up to Peterborough, PE1 5XG Railway circulars from 1903-1905. For example, day an ‘Advertised Excursion’ ran from Bassaleg his expectations. He was building the Neath Published by the Welsh on 15th July 1903 a GWR saloon worked through to Barry Island via Barry Junction (B&M) using & Brecon and Anglesey Central Railways; he Railways Research Circle and to Barry Island from Abergavenny via Cardiff Barry engine, carriages and men who had worked was working on ambitious plans for a deep- distributed free to members. carrying the Presbyterian Choir. to Bassaleg in the early morning. At this time the water harbour at the Mumbles, wide-ranging Eight days later, on Thursday, 23rd July a party Barry’s B&M Extension had been open for just a extensions to the Neath & Brecon and had © 2010 Welsh Railways of 500 (from St Peters) was scheduled from Ystrad matter of months. just started discussions with the promoters Research Circle and the to Barry Island (via Cogan) using TVR carriages. It There are other examples of Barry carriages of the Avon Valley Railway at Port Talbot. contributors named herein. is not obvious where engines were to be changed. working up to Rhymney and LNWR stock working Somehow or other he came into contact with On the same day a train of Barry carriages was to through to the ‘Island’. Perhaps modellers can use the Bedford group of shareholders and by www.wrrc.org.uk convey a party of 400 (of Bethania) from Llwynypia these examples to add legitimate variety to a layout July 1864 he had agreed to build a railway wraeditor @wrrc.org.uk to Barry Island via Wenvoe. The carriages were based in the valleys. to connect the Neath & Pelenna workings to worked to Llwynypia the evening before. Information from Brian Miller the Vale of Neath Railway. The arrangement

26 Welsh Railways Archive Vol.V No.2 27 (Right) Remains of the engine-house and other fittings at the head of Houghtons’ incline, 1975. All these structures have now been demolished.

claimed that the Clyne Steam Colliery Co. (registered 21st May 1866) and the Glyn and Blaentwrch Colliery Co. (registered 9th August 1865) were both to be connected by short branches and together would send out 500 tons a day. Nothing more is known of either company and almost certainly their plans came to nothing. There were also hopes of traffic from the Blaen Pelena Peat Charcoal Co. This company was formed in 1866, closed for the winter in 1867 and never re-opened, having possibly produced a small amount of charcoal. Construction seems to have started early in 1867. The prospectus issued in December because of news that Bedford’s affairs were the mineral leases of the South Resolven 1866 states that the ‘necessary plant, in trouble and there was to be a sale of his & Cefn Mawr Colliery Co. when the latter materials, &c. are now being conveyed to assets. In fact it was not Bedford himself failed, probably during 1866. From now on Neath. The works will be commenced in a few who was in difficulty but the VNCMJR. the railway went with the colliery as part of its days’. On 18th January 1867 The Cambrian The sale was postponed but in May 1868 it infrastructure rather than as the independent could report that ‘they have formed and was announced that the company was to be railway company that had originally been ballasted 27 chains ready to lay down the wound up. As part of this process there was envisaged. The Neath & Merthyr company rails’ (in other words about half way up the a sale in November 1868 which included must also have acquired the other powers incline). By June the company solicitors in 3,000 half-round 9ft sleepers, a 1½in steel that it needed at much the same time and London claimed that the line was nearly wire rope, 4½ tons in weight, two egg-end constructed the railway throughout from completed, but this was simply not true. A boilers described as ‘quite new’ and a small Clyne to Blaenycwm colliery. The railway plan of January 1868 shows that the line had quantity of rails, 70lbs to the yard. The must have been completed by 1870 when only progressed a little beyond the top of the boilers and rope were obviously intended for the company took delivery of a new Black, incline and in February 1868 the Gnoll estate the incline, and the fact that the company had Hawthorn locomotive called Topsy. Also Map showing route of VN&CMJR agent reported that he had recently inspected a large stockpile of sleepers shows that not in November 1870 the ledger of the Neath and collieries named in the text. land at Blaentwrch (again not far past the very much track can have been laid. Canal Company records a small payment top of the incline) ‘through which Bedford’s While the liquidators of the VNCMJR of 1s 7d by the ‘Cefn Mawr Colliery Co.’ railway is to go’ [my italics]. Probably the continued with their work the lawyers which is probably the Neath & Merthyr Co. used, so as to make accounting easier, and the Vale of Neath Railway’ and would be ‘the proved unsuccessful; they gave up in 1836 most that was done was to clear the incline continued with theirs and in December 1868 Assuming the coal was carried all the way to fences and gates – with crossing keepers! – only channel for the traffic of the extensive and the incline had been out of use ever since. and perhaps make a start on re-laying the the Gnoll wayleave was finally executed. the wharves at Giant’s Grave, this represents were to be provided as required to keep stock collieries now being opened out by the South Interestingly, however, the embankment track. The contractor was a Mr Taylor but it Bedford almost immediately transferred a mere three tons of coal. Further small off the line. The agreement was sufficient to Resolven and the Glyn and Blaentwrch which carries the VNR line past Clyne had has not been possible to identify him further. his powers to the Neath & Merthyr Steam payments were made in 1871 and 1872. The allow Bedford to proceed, but because of colliery companies, and of several others’. to respect the incline by incorporating a The agent was probably sniffing round Colliery Co. This company had taken over line was certainly complete and in use by the legal delays the grant of wayleave was not Ward estimated the construction costs at a good masonry arch to ensure access from the finally executed until December 1868. mere £2,000 a mile ‘inasmuch as there are incline to the canal. At the head of the incline Stone-sided causeway of c.1870 on Bedford formed a company to construct no deep cuttings or heavy embankments to an engine house was built to control the approaches to Blaenycwm Level. and operate the railway: this was the Vale construct, and no bridges or other expensive downward passage of the wagons. The line of Neath & Cefn Mawr Junction Railway engineering works of any kind’ were then left the Houghtons’ incline and climbed Co. Ltd. Its formation was announced in required. Optimistically it was stated that the another short incline, this time controlled by January 1866 and it was registered on 4th line could be constructed within four months a drum. Once past the drum the rest of the May 1866 with a capital of £20,000. Nothing and a dividend of at least 10 per cent was line followed an easy course across Banwen happened then until December 1866 when a anticipated. His claims were supported by the Torybetel for about 2 miles 30 chains, rising prospectus was issued and the public were manager of the Neath & Pelenna company, gradually at an overall gradient of about 1 invited to subscribe. At the same time the Anthony C Smith: ‘ … when this line is once in 70 until it reached Blaenycwm level. A powers that had previously been granted to put into operation it cannot fail to be one of plan of June 1865 shows a line down into Bedford in person were transferred to the the best paying little lines in the Principality’ Cwm Pelena to serve the workings of the company. None of the four directors named and he anticipated better dividends than even Neath & Pelenna Company and initially this in the prospectus is known to have had any the Taff Vale was paying. seems to have been regarded as the main line close association with the objects of the The railway was to start at Clyne with with a branch to serve the South Resolven undertaking: they were presumably simply exchange sidings with the Vale of Neath & Cefn Mawr Company’s Blaenycwm level. investors who had somehow been persuaded Railway and a short branch to a wharf on the However, the affairs of the Neath & Pelenna that the VNCMJR was going to be a hot Neath Canal, the latter being a stipulation of Company were in trouble and in December property. The engineer was Richard J Ward the Gnoll estate trustees for their benefit. It 1865 the company was placed in chancery who was also the engineer for a number of was intended that all the coal traffic would and subsequently wound up. A further plan minor railways and waterworks in Bristol, be transferred to the VNR. For the first 1,100 of August 1867 still showed two proposed Somerset and the neighbouring counties; yards (approximately) it re-used an old branches into the Pelena valley but these he seems to have started his career as a incline up the south-east flank of the Neath were never built and the Blaenycwm branch pupil or assistant of Brunel. The prospects valley. This had originally been built in 1832 became the main (and only) line. of the little railway as described did indeed by the Houghton brothers, the owners of the Other sources of traffic were anticipated: a appear to be rosy: it was ‘to connect a most Fforchdwm estate, as part of an attempt to report in The Cambrian of 18th January 1867 important and valuable Mineral district with exploit the coal reserves themselves. This (surely a direct feed from the VNCMJR!)

28 Welsh Railways Archive Vol.V No.2 29 Courtybella Junction and sidings, 1964. Photograph by John Hodge

Extract from 1:2,500 OS plan of 1881 time the 1:10,560 Ordnance Survey of the of this company’s first actions was to make showing the top of Houghtons’ incline; note district was carried out in 1875/6. plans to replace the existing line with a mile- the lack of physical connection between The VNCMJR also had intended to use long incline down the Melincwrt valley to track on the incline and the upper section of a locomotive on the level section above join the Vale of Neath line. In March 1877 the railway. the incline. A manuscript note on a copy they advertised for tenders to construct a Photograph by the late Harry Green in October 1964. of the prospectus in the West Glamorgan ‘surface incline plane, near Resolven, about Whitehead’s rail connections gradually Archive Service, probably added by the one mile in length’ and at the same time they three months of 1893, which presumably Courtybella - a mystery solved? fell out of use, the last (at Waterloo Loop) estate’s solicitor, reads ‘My prediction is approached Neath Abbey ironworks for the represents the disposal of the residual stocks closing in May 1981. Meantime, the line past the works will cost about £13,000 the whole equipment that would be needed to operate at the level mouth. The final payment in Courtybella was singled in 1971, its final use undertaking, including locomotive, plant the incline. Several drawings for a drum and March 1893 equates to eight tons of coal, Ray Caston has some answers to the questions raised by being coal traffic to the distribution centre at about £18,000 to £20,000’. Almost certainly brake gear survive dated 1877-8. However, and this was perhaps the last traffic to pass Tony Ford in the May 2010 issue. Dock Street, which closed in 1991. The line the locomotive was not acquired: there was for unknown reasons the plan was dropped over the railway. was then lifted back to Courtybella Crossing. no track on which it could have operated and the earlier railway continued in use. The In about 1903 the New Gored Merthyr eading Tony Ford’s article raises a few locking requirements of the new box. In more recent times this short section has before 1870 and if it had been waiting at the 1900 revision of the 1:10,560 OS map shows Colliery Ltd acquired the taking and opened Rquestions which I shall try to answer. The driving force behind the alterations been relaid as a rounding loop, for use by bottom of the incline in 1868 it would have no sign of the Melincwrt incline and David a new drift called Cefn Mawr a little to the The first point is that no other document was the acquisition of land at Courtybella trains coming out of Newport Docks requiring been included in the sale. The owners of the Rhys Phillips clearly states that this incline west of Blaenycwm. The new company built has come to light which shows a signalbox in Farm by Whitehead Iron & Steel Co. Ltd to proceed westward, principally loaded coal colliery advertised for another locomotive in was not built until the early 20th century. the Melincwrt valley incline and this sealed that position between the existing Courtybella for new steel rolling mills and ancillary trains to Aberthaw power station. 1882 and it is believed that others were also Robinson Smith’s company survived, with the fate of the tramway across Banwen Jct. and Waterloo Jct. signalboxes, themselves plant, which commenced operations in 1921. But what about the 1921 plan? I believe used at various times. various vicissitudes, until his bankruptcy Torybetel. OS maps of the early 20th century only some 330yds apart. The second is that Private siding connections were provided it to be a proposal that was worked up for The railway seems to have been operated in 1883. The colliery and the railway then show it in situ but it is doubtful whether it five levers were to be added to an existing from East Mendalgief Jct. (at the entrance to consideration by the various departments and in two sections, the rope-worked incline passed to new owners in 1885 who continued was ever used after 1893. It had definitely frame. As Courtybella Jct. box (in the ‘V’) is Newport Docks) and from Waterloo Loop, interested parties involved. We shall probably and the locomotive-worked stretch across to work it through Blaenycwm level until been lifted by 1914 as the OS survey of that ‘to come away’, it is the obvious candidate. west of Courtybella. never know why it was turned down at that Banwen Torybetel. The 1:2,500 Ordnance 1892 when it was finally abandoned on year (published in 1921) marks it as ‘Old Sadly the only data we have on this box is Concurrently, the lines along Cardff Road stage. However, it appears that Whiteheads Survey plan of 1881 (above) shows no 31st December. Small quantities of coal Tramway’. that it is shown on the 1883 1:2,500 OS map, were little used, and with the advent of the were just starting production at Courtybella connection at the head of the incline between were shipped on the Neath Canal in the first Houghton’s incline can still be traced for of no use in this context. new signalbox a ground frame was provided Works, so that may have had some bearing the rails on the level section and those on the most of its length although it is all on private However, looking at the entry in the for access to them. Economies were made on the decision making. incline: the tracks run parallel to each other land. From the head of the incline the railway Signalling Record Society GWR Signal Box by the new signalbox being close enough but are not linked in any way. The coal must has been adapted as a forestry access road Register for the Courtybella Jct. box of 1923, to work the junction points at Waterloo Jct., References have been trans-shipped. The two sections and there is no evidence of its origins except we find that it initially had a vertical tappet leading to the closure of the latter box. At a were probably laid to different gauges: the in one place where what appears to be a 3-bar frame of 43 levers. The relevance is later date in the 1920s a new connection was 1. SRS, GWR Signal Box Register; advertisement of 1882 for a locomotive states wooden sleeper can be seen sticking out from that these were introduced by the GWR in provided into Whitehead’s works, almost Signalling Record Society 2007. that the gauge on the top was 2ft 8ins whilst the formation of the road. On the approaches 1909 and, whilst an improvement on earlier opposite the signalbox. in 1875 the track on the incline is shown as to Blaenycwm a small but attractive stone frames, still did not offer sufficient design In December 1930 three new sidings were 2. SRS, GWR Lever Frames - running into exchange sidings alongside the causeway still survives (SS 839999) which flexibility if much conditional locking was provided adjacent to this connection, and the The 3-bar Tappet Frames; VNR which in turn lead into the main line carried the railway over the infant Melincwrt required on a particular frame. Development Cardiff Road sidings and their connections Signalling Record Society 1988. with no suggestion anywhere of a trans- brook. The tailings of Blaenycwm and Cefn therefore continued at Reading signal works, removed. Further developments in February 3. Great Western Railway, shipment point, which must indicate that the Mawr are still very obvious and a few brick culminating in the vertical tappet 5-bar 1932 saw the Up loop line extended, giving Newport Division Signalling Notices. incline too was standard gauge. buildings survive. Despite the wind farm on frame which was capable of providing a a continuous line from Pill Bank Jct., past 4. Cooke, R A, Track Layout Diagrams of The Neath & Merthyr Steam Colliery Co. the hill above it remains an isolated spot with large amount of locking in a relatively small Courtybella through to Alexandra Dock Jct., the GWR/WR, Section 38 - Newport; of c.1866 lasted until 1874 when the company an almost palpable air of misery about it. space. This was coming into production at which was useable in either direction. At the Author 1980. folded and Blaenycwm level closed. It was Reading in 1923. The inference to be drawn same time, a modern lever-frame of 50 levers 5. Hill, G and Green, G, Industrial re-opened in 1877 by a new company, the The possible remains of a sleeper protruding from the foregoing is that the soon-to-be- was installed to work the new (and old) Locomotives of Gwent; Neath Merthyr Colliery Co., the creature of from the forestry road that has been laid on obsolescent frame from the old box was in a connections. This new frame was destined to Industrial Railway Society 1999. W Robinson Smith, a Swansea solicitor. One top of the railway. reasonable state of repair and suitable for the last the life of the box, closure being effected (for brief history of Whiteheads works).

30 Welsh Railways Archive Vol.V No.2 31 multiple unit in detail on a down journey. Two Halt, by then my local station. In theory, this The lines between Newport of my steam journeys got within 10 seconds closed the day before the other stations in the Records of Steam in the of the total running time of that journey, but Valley because no trains were scheduled to and Pontypool Road generally they took about a minute more. stop on a Sunday. In fact, the last train, due (Map from Richard Harman) Eastern Valley at 11/39pm, was late and just encroached on Excursions Sunday. This was unfortunate. The guard My only other trip behind steam whilst was amenable to my request to date my ticket Chronicled by David Ellis, who suddenly realised that the passenger service remained was on a for the correct date (the Sunday) to show it his early memories are now ‘historic’! Sunday. In August 1961, I had returned from really was on the last train. Sadly, he moved London, expecting to have to catch a bus the dial on his ticket machine the wrong way, from Newport to Pontypool. I was delighted and I didn’t notice till I got off at Cwmbran, can still remember the shock when I learnt From Sebastopol to Panteg, the start to stop therefore to find the opposite platform at where the train officially terminated. But I that my children in school were studying average over the 44 chains was only just into Newport occupied by a return excursion from I was on the last train, though my ticket is the Second World War. In history! I lived double figures. It was a different light on Barry Island to Blaenavon. This consisted of dated on Friday! through it. But it has occurred to me since Castle performance from that usually found eight coaches, powered by Nos.3683 and There was one aspect of this closure that that we can get very excited if we turn up in the magazines! 5679. As an interesting experience for a caused me particular annoyance. With both some reference to railway events in the Incidentally, despite a letter in the Autumn railway enthusiast, it certainly had its points. parents and fiancée living in the London area, 1920s or 30s in which someone at the time 2009 Newsletter, the public timetable did As a means of travel it left something to be I was travelling often to London on a Friday recorded their experiences. And how will show two other passenger workings over desired. We drew up twice at all stations evening. Leaving work at 5.30pm, I had no the enthusiasts of the future get that same the connection from Panteg to Pontypool except, for some reason, Ponthir (and of chance of the ‘South Wales Pullman’ (until excitement from the 1950s, 60s or 70s if we Road. One ran at 10/34pm each night (except course Pontrhydyrun, where we did not I found a compliant but hair-raising lift) but do not record ours? Sundays) and formed a connection off a stop at all). At Panteg, both engines took even the 7/20pm from Newport was doubtful So, as a first shot, and because references Newport to Blaenavon train, continuing on water. The 10.7 miles to Crane Street took by public transport. A train left Crane St. at to the Eastern Valley have caused some to Abergavenny. The other was a Sunday 64 minutes (timetabled for 41); nine minutes 6/46pm and was booked to arrive Newport correspondence and differences of opinion morning train from Newport to Pontypool of the delay was overtime at Panteg. The at 7/22pm, though with a noticeably inflated in the Newsletter, here are some records of Road via the Valley. There were no advertised running time, however, was only 31 minutes, time allowance from Caerleon. Once closure steam on those lines in the period after my workings in the opposite direction. which compared well with 27-28 minutes had been approved, that train was retimed return from exile in London in the early 60s. In amongst the multiple units there on my down journeys. What time the weary to leave Crane St. at 6/36pm (still easily By that time passenger services had been also remained one return trip with steam excursionists reached Blaenavon, I shudder accessible from work) and reach Newport at largely taken over by diesel multiple units to Blaenavon. This went up the valley to think. 7/08pm with a comfortable connection! but there were two regular exceptions. from Newport at 8.20am (and certainly on Incidentally, while on the subject of Barry A side-effect of the Eastern Valley The most exotic was the 5/10pm Cardiff Saturdays was a through train, though the Island excursions, I did manage to travel on closure was a strange train which ran on to (eventually) Crewe. For most of my timetable showed it in two separate columns what turned out to be the last advertised winter Saturdays at 11.50am from Newport time in Cwmbran, I had but a distant view with a 5 minute break at Crane St.), returning peak summer Saturday service which left to Abergavenny. It did provide a connection shortly after I returned home from work. from Blaenavon at 10am. Various theories Pontypool Road at 12/10pm to Barry Island from Cardiff into a Plymouth to Liverpool On Saturdays, when I did not have to work, have been put forward in the Newsletter (though I got off in Cardiff) via Hengoed express at Pontypool Road, but the demand the train used the main line and not the for its retention. My own was based on the and the freight only connection to Ystrad was reflected in the train consisting of just Eastern Valley! Only in its last two weeks observation that every time I travelled on it, Mynach. I suppose it might be useful to the one coach, though often behind a 2-6-2T. did I actually make the mad dash down to (always on a Saturday, work is a nuisance!) inhabitants of Crumlin and Pontllanfraith, Indeed, on the one occasion I travelled on Llantarnam (the furthest I could get) to travel it attached a parcels van on the down journey but people from Pontypool could leave it, the locomotive was No.6115. The train behind a Castle (either No.5038 or 5059 at at Pontypool Crane Street. Otherwise its load the junction at 12/38pm and still have 12 survived the closure of the branch, though that time) all stations (except Pontrhydyrun gradually degenerated from four coaches to minutes to change into the through train at shorn of its stops at Caerleon, Ponthir, and Halt) to Pontypool Road (the furthest I could two auto-trailers, generally behind a pannier Cardiff General. I certainly do not remember Llantarnam, but only until the end of that afford!) via the Eastern Valley. With a load tank, either a 57xx or a 94xx, though on one it being overcrowded, despite having only Winter timetable. What happened to it after of five coaches and two vans (around 220 occasion I rode behind a 41xx. The extra five coaches behind No.5638! I am afraid reaching Abergavenny was a mystery. My tons) the 4.7 miles was scheduled to take power did nothing for the performance and I did not wait for the return trip at 7/45pm garden backed on to the main line and I never 20 minutes, and generally took only a few the schedule was indistinguishable from that from Barry Island. The period of operation saw the locomotive return. The next seconds less, though the running time on of the multiple units, apart from an extra of the service finished on 27th August and year a Cardiff to Birmingham train one occasion was down to only 15 minutes. two minutes at Crane St. I only once timed a it did not run after 1960, so I was lucky to was retimed to make the connection catch it since I did not return to Wales at Pontypool Road. until two weeks before and was much And even after that I managed occupied in my first days here in two trips behind steam up the Eastern finding somewhere to live! Valley. Each one was on a Sunday The passenger service was and on a main line train. On these withdrawn from Monday, 30th April occasions they had been diverted due 1962, leaving Cwmbran New Town to engineering work and running, of with no station until the folly of this course, non-stop, for there were no was realised in 1986 and a new station stations to stop at. The first, on 16th provided on the main line. I travelled December 1962, involved No.4080 on the last train from Pontrhydyrun and the second, on 21st April 1963, was behind No.1027, each on the Sunday No.5038 ‘Morlais Castle’ restarts 12/40pm Cardiff- Manchester. from Panteg & Griffithstown station with the 5/10pm Cardiff-Crewe and No.9424 arrives at Pontrhydyrun Halt takes the connection to Pontypool with the 8.20am Newport-Blaenavon Road. The date is either the 4th or on the last Saturday of operation, 11th April 1962; No.5038 worked this 28th April 1962. Indeed, the last day train on both dates. for this train and, apart from late Both photographs by the author running, this station.

32 Welsh Railways Archive Vol.V No.2 33 y the middle of the 1880s the B&M were B&M 2-4-0T No.21 The other view appears to be down the line Blooking to replace tender engines used from Maesycwmmer; upline would probably on passenger duties, partly because with so have had Hengoed Viaduct in the shot. many water points tenders were not required, A short career for a In each view the gentleman with the and also a tank engine would be handier for moustache was the fireman, George Henry the mixed kinds of duties required. Stephenson tank engine James, born Brecon 1884, died 1953. As The company therefore concentrated well as the driver (who looks younger than its attention on obtaining a suitable engine the fireman!), we have the guard in his three- and, early in 1888, borrowed a 2-4-0 Metro by Tudor Watkins quarter length coat - a threesome to evoke tank from the Great Western for trials. So assisted by Ray Caston memories of days gone by. successful was the trial that four imitation Sadly No.21, as can be seen by the engines were ordered from R Stephenson coaches; a full brake at either end flanking crossing-out on the relevant sheet of the & Co. in May 1888. A further two, making three thirds and a first/second composite in B&M locomotive diagrams sent to Swindon, a class of six, followed much later. The the middle. There were two five-coach sets had gone by the end of 1921. A working life complete list is shown in the table below. with brake-thirds replacing the full brakes of only seventeen years, hardly surprising These locomotives became the standard and only two thirds and a composite. These given the hammering it got on the gradients passenger engine, initially working the three sets were usually found working on the and curves of the B&M and, quite likely, main line trains each way between Brecon Rhymney branch. not too much maintenance during and after and Newport and manned by Brecon and The two main photographs show No.21 World War I. Bassaleg men. The enginemen were required soon after its arrival in 1904. The one taken With a Rhymney branch working day to lodge at Brecon or Bassaleg on alternate at the station appears to be Maesycwmmer, necessitating being ‘off shed’ at 4am and nights while the guards changed trains on the the relevant clues being the partially wooden returning at 8pm at the earliest, No.21 in its last trip of the day. In later years, when the platform and the corrugated iron goods store short life certainly lived up to the B&M’s service was expanded to four trips each way, on the opposite platform. In common with a motto Per adua facile, translated as Through the enginemen were able to sleep at home few B&M stations, Maesycwmmer did not difficulties with ease and, perhaps fortuitously, every night. have a proper goods shed. never had to endure life at Swindon! Some Merthyr trains started from Brecon, usually connecting with main line trains B&M No. Maker’s No. Built GW No. Withdrawn at Pontsticill. Similarly, connections were made at Pant for the short trip to Dowlais 9 2656 Dec 1888 1402 Jun 1923 (Lloyd Street). The Rhymney branch was 10 2657 Dec 1888 1412 Apr 1923 better served with five trains a day and 11 2658 Jan 1889 1460 Oct 1924 extras on Saturdays. Additionally the B&M 12 2659 Feb 1889 1452 Feb 1923 25 2878 Mar 1898 1458 Oct 1922 operated colliers’ trains, the stock usually (Above) Brecon & Merthyr Railway No.21 poses for posterity, probably somewhere down the line from Maesycwmmer whereas the other 21 3121 Apr 1904 * Dec 1921 being supplied by the collieries and the B&M photograph (left) is probably at Maesycwmmer, evidenced by the wooden platform and the goods store provided instead of a proper goods shed. being paid on a mileage basis. It is tempting to surmise that these were taken on the same day but the securing ‘dogs’ on the smokebox door are in different positions. Below * No.21 may have been allotted GW No.1480. The usual B&M train consisted of six is the Diagram of this class of engines passed to the Great Western Railway at the time of the grouping. Photographs from Brian Arman

34 Welsh Railways Archive Vol.V No.2 35 ‘Sir JOHN WYNDHAM BEYNON’ tank, when it joined the fleet at Tredegar it was named Menelaus after an early director of the company. A modern locomotive by JUMPS the RAILS at TREDEGAR Tredegar standards, it had been built in 1934 by Peckett of Bristol, the only one from that Gerald Davies here recalls days when steam locomotives were a common feature of Tredegar life, company in the Tredegar company’s fleet, whether those of the main line London, Midland and Scottish Railway, or saddle-tank ‘work-horses’ which now stood at four locomotives. All, of operated by the Tredegar Iron & Coal Company. In this region of steep gradients runaway trains were course, were kept busy within the confines of the Tredegar company’s works. not unknown, while track movements, often resulting from subsidence, could cause derailments. National Coal Board days he valleys of South Wales and All this was to change with the formation TMonmouthshire are noted not only for of the National Coal Board when, around their physical features but also for the heavy 1948, another Peckett arrived at Tredegar industries each valley contained. The Ebbw from the Ebbw valley.[3] It was an 0-4-0 and Sirhowy were no exception, each valley saddle tank with a shorter wheelbase from having its own characteristics. This was very the John Lancaster colliery at Six Bells and true of the mining industry but this would suitable for most colliery lines. Originally change on the nationalisation of the coal numbered No.42, it had been renamed Sir industry in 1947. Then the picture of mining John Wyndham Beynon. It is interesting to was of pithead winding gear, chimney stacks see how the different companies named their Photograph courtesy John E Vaughan and a multitude of railway tracks and sidings. locomotives; the Tredegar company chose Together with these were the coal disposal subjects from Greek mythology and numbers, bus station and its garage has gone. References yards for the distribution of household coal, whereas the Ebbw Vale company [4] named What happened to Sir John after the 1. Hill, Geoffrey & Green, Gordon, manually transferred from the railway truck its fleet from the board of directors, Charles derailment? After being taken away and Industrial Locomotives of Gwent, p156; to carts or lorries; whatever the coal merchant Allen, Sir Henry Mather Jackson and, of checked over, it spent many years working Industrial Railway Society 1999. used. These yards had convenient access to course, Sir John Wyndham Beynon. around the National Coal Board collieries 2. Hill, Geoffrey, Industrial Locomotives both the railway and roads. Probably this would not have caused in the South Western Division area No.6. of Mid & South Glamorgan, p69; In Tredegar there were two such disposal much news in Tredegar but, in about 1950, Indeed, it came back to Tredegar in 1965 Industrial Railway Society 2007. yards, the main one called the top yard (where Sir John Wyndham Beynon jumped the tracks. before ending up at Celynen North colliery 3. Hill, Geoffrey & Green, Gordon, Aldi’s car park is now) and the other at Park News of the derailment spread fast since it [5] of Newbridge, only to be scrapped on site Industrial Locomotives of Gwent, p110; Place (now buried under the new road but blocked the main access to the top coal yard. by John Cashmore in 1972. Industrial Railway Society 1999. near the Park Place roundabout) Now the only household coal available until What of the other Peckett in the story? 4. South Wales Coal and Iron Companies Before the advent of the National Coal the derailment was cleared was what was As with Sir John, Menelaus [6] worked at 1915, p20; Board, the local colliery, operated by the left in the trucks at the top yard or what was various collieries in Monmouthshire and Business Statistics Company, Cardiff. Tredegar Iron & Coal Company,[1] had available at Park Place; there was no gas ended its NCB/British Coal days at Marine a small fleet of locomotives which were central heating in those days. Colliery, Cwm. From there it was taken to 5. Hill, Geoffrey & Green, Gordon, kept busy serving Ty Trist Colliery, the The site of the derailment was where the the Pontypool & Blaenavon Railway, where Industrial Locomotives of Gwent, p176; brickworks and the local gasworks, the company’s line ran quite close to the Sirhowy it was quickly found that the boiler was Industrial Railway Society 1999. railway line to which crossed the busy main River but clear of the junction to the top covered in asbestos and just as quickly was 6. Hill, Geoffrey & Green, Gordon, road to Blackwood and Newport. The line yard. To stop Sir John from toppling into the recovered by British Coal who still owned Industrial Locomotives of Gwent, p186; then ran along the front of Glyn Terrace river steel chains had been placed around the the locomotive. It is now in Scotland being Industrial Railway Society 1999. before disappearing alongside the rear of body of the engine. They were then secured restored, about as far from its original home Brompton Place, terminating at the end of to large wooden stakes driven into the foot as it will ever be. (Top) ‘Sir John Wyndham Beynon’ derailed the terrace. Along this track the colliery shale of the embankment of the line running to the at Tredegar. This was a Peckett 0-4-0ST, waste from Ty Trist was taken and disposed top yard; meanwhile NCB workmen cut into Acknowledgements Works No.1565 of 1920. of at what was to become Peacehaven. The the front and rear beams of the locomotive so Thanks to John E Vaughan for the photograph (Below) A newer Peckett but in an unkempt colliery shale was later transferred to a large that jacks could be placed underneath while of the derailed Sir John at Tredegar and John state. This is ‘Menelaus’, an 0-6-0ST, Works tip that remained at Bedwellty Pits colliery; the chains took the strain. The jacks lifted Sir Edwards of Ebbw Vale for information about No.1889 of 1935. The picture is dated 15th this ceased when the colliery closed. John clear of the offending rails, so it could Menelaus. May 1972. Author’s photograph The other duties for the locomotives were be gently manoeuvred back onto its track. general shunting around the works area and Whilst all this work was going on there taking the loaded household coal wagons were plenty of spectators from Church Street, and returning with the empties from both Church Square and Polar Place who came to yards. The Tredegar company’s engines were watch the proceedings from the safety of the saddle tanks; Hercules and Ulysses were both bank. By the next day Sir John had gone and 0-6-0s and had been built by the Avonside nothing remained on site to show that there Engine Co. of Bristol. There was also No.5, had ever been a derailment, not even the an 0-4-0 built by R & W Hawthorn Leslie at metal cut out of the beams. The line to the their Newcastle-upon-Tyne works. top coal yard was cleared and the delivery of There was to be an addition in November house coal recommenced. 1939. Insoles Ltd, a colliery company A few years hence the top yard closed at Porth in the Rhondda Valley, [2] went and a new disposal yard was opened, the into voluntary liquidation in April 1939 entrance to which was at the junction with St. and the Cymmer colliery closed shortly George’s Place and the entrance to Sirhowy afterwards. The outcome was that one of station, today opposite the house called the its locomotives, called Rosa, was put up for Grove. The top yard became the bus station sale, and in November it was bought by the and the Gwent shopping centre and car park; Tredegar company. Another 0-6-0 saddle although the shopping centre is still there the

36 Welsh Railways Archive Vol.V No.2 37 t the grouping a total of 123 Rhymney ARailway engines (all tank engines) The GWR and passed to the Great Western, comprising 12 classes, 63 saddle tank and 60 side tank. The oldest were two from 1874 and 52 had been the Rhymney engines built before 1900. By far the largest class was the K, a group of 46 0-6-2 saddle tanks built by Cornelius Lundie, representing the Part 1- The saddle tank classes culmination of his double-framed saddle tank varieties and completed in batches between John Hodge continues his survey of the treatment that 1890 and 1900. Lundie had named his classes the GWR meted out to the locomotives it took over in by the range of numbers included, eg. the 45- 56 Class, but his successors changed this to South Wales. This instalment is timed to coincide with the a more manageable system of using letters, such as ‘A Class’. The side tank varieties publication of the book on Rhymney Railway drawings. were developed first by Richard Jenkins and then by Hurry Riches between 1904 and Table 1 1921, Jenkins producing the M Class of 1904 No in Date but Riches producing the more successful A, Class Type class built General use A1, P, P1, AP and R Classes through to 1921. All the saddle tank varieties had gone by I 0-6-0ST 2 1874 Shunting, trips the end of 1934 but almost all the side tanks J 0-6-0ST 9 1884 Mineral, goods lasted into nationalisation, the last survivors K 0-6-2ST 46 1890-1900 Passenger, mineral, goods of the R Class until October 1957. L 2-4-2ST 2 1890 Passenger An overview of the ex-Rhymney Railway L1 0-6-2ST 2 1890 Passenger fleet at the grouping, starting with the oldest, M 0-6-2T 6 1904 Shunting, trips is shown in the adjacent Table 1. B 0-4-0T/0-4-2T 2 1907 Passenger, shunting R 0-6-2T 15 1907-21 Mineral, goods (Above) Rhymney Railway No.95 in Works, sheds and stations S 0-6-0T 4 1908 Shunting, trips its later guise as GW No.138. The The main shed and works of the Rhymney S1 0-6-0T 3 1920 Shunting, trips photograph was taken in August 1924. Railway were both at Cardiff Docks, these A & A1 0-6-2T 24 1910-18 Mineral, goods After July 1926, the date that it was having existed since the opening of the P & P1 0-6-2T 4 1909-17 Passenger converted to a pannier tank, and prior railway in 1857. Until the expansion of the AP 0-6-2T 4 1921 Passenger to July 1934 when it was withdrawn, fleet at the turn of the 20th century, all heavy No.138 would have looked similar to overhauls and reboilering were carried out the Rhymney but the GWR rationalised the yard and valleys freight and East Dock for GW No.122 overleaf. at the works but from 1901 the Rhymney Cardiff area depots after the grouping. East docks and local yard operations with some Railway transferred much of the work to Moors shed closed in 1926 and, in 1929- valley freight. their new works at Caerphilly. From the 30, the Cardiff Docks works and shed were Crwys Yard (just north of Cardiff Parade Class K 0-6-2Ts grouping, the Cardiff Docks works undertook demolished and a new depot, Cardiff East station) was a sub-shed of Cardiff Docks and running repairs only, all the heavy work Dock, opened close to the original site. The housed a small fleet for shunting and banking (Right) The photograph of GW No.86, being undertaken at Caerphilly or Barry. It is former Taff Vale works at Cardiff West Yard work; this also closed in the mid-1920s. The formerly RR No.9, was also taken in interesting that the early 5600 Class engines also closed in the face of expansion of the main valleys shed was of course at Rhymney, August 1924. It was withdrawn in destined for the area were sent to Cardiff Caerphilly factory. Penarth Dock also closed located adjacent to the Up platform. Its duties October 1926 and placed on the Sales Docks works for assessment before being in 1928, leaving Cardiff to be served by consisted of passenger turns, miners’ trains, List. Evidently it was unattractive to allocated to their first sheds. Canton for main line operation, Cathays for mineral and goods as well as pilot turns and buyers since it was cut up two years Cardiff Docks shed was the main depot of valley passenger and freight work, Radyr for the depot survived from the origin of the later. Note detail differences between railway to the end of steam. the two locomotives. Rhymney Railway No.33, with 16½in cylinders, was designated the I Class to differentiate Between 1894 and 1931 there was a shed Photomatic these engines from the H Class, which retained their 16in cylinders. Seen here as GW No.659 at Senghenydd, with responsibility for the it was withdrawn in June 1925. WRRC collection large volume of coal from the local pit and to Ystrad Mynach. This depot was known as Fleet Analysis probably no lovers of the K Class, though others on the branch, for example Windsor Cae Harris to differentiate from the ex-Brecon The K Class 0-6-2 saddle tanks of 46 they had proved themselves doughty little colliery, and also the passenger service to & Merthyr depot at Dowlais. GW engines engines was the most numerous group of engines, especially on passenger work. They Caerphilly. The depot was well known for mostly worked the passenger service, though engines that passed to the GWR. Built in withdrew two of the class in May 1925 but the turn-out of its engines, which numbered ex-RR No.83 became a regular performer batches between 1890 and 1900, they were the emerging 5600 Class took a heavy toll about 15 for most of the time. The depot until the early 1950s. The depot was one of utilised on passenger, mineral and goods of the Ks in 1926-8 with sixteen going in became a victim of the depression and the last to close under dieselisation and lasted traffic throughout the system. They were 1926, some after being on the Sales list for introduction of the 5600 Class when through until the end of 1964. Finally, the Rhymney largely based on the J Class of 1884 (the several months. The bulk of that batch went working to and from the branch by Cardiff stationed a few engines at the GW depot at next class to be analysed) but had a larger in October when twelve were condemned, a and Barry-based engines became the norm. Merthyr to work the joint line from Merthyr bunker which necessitated the provision of further eleven in 1927 and then nine in 1928. The Rhymney had a small depot at Taffs to Quaker’s Yard and local miners’ trains, as an additional radial wheel. At the grouping, This seems to have cleared out all the GW Well, used for a small number of banking well as coal services. they were allocated as follows: wanted to be rid of as the final eight lasted until engines from Walnut Tree Junction up the The Rhymney Railway had its own 1931-4, six having been converted to pannier ‘Big Hill’ to Caerphilly. The GW quickly Cardiff terminus at The Parade, parallel with Cardiff Docks 12 Cardiff East Moors 3 tank at Caerphilly works between 1926-31. transferred this responsibility to Radyr depot the Taff Vale’s Queen Street station. This Rhymney 13 Senghenydd 9 Radyr 2 The first to be converted at Caerphilly was and closed Taffs Well at the end of 1922. was an obvious prime candidate for closure Dowlais Cae Harris 1 Merthyr 6 No.138 which spent ten months in the works An important shed also existed at Dowlais after grouping and the GW closed it soon in 1925-6 before emerging in its new guise, to work the extensive mineral traffic in that after taking control, providing additional With a large fleet of veteran saddle tank the other conversions being carried out area and also the passenger service on the platforms at Queen Street to handle the engines, and the legacy of the Loughor more expeditiously. The oldest engine to be RR/GW joint line to Llancaiach and then on Rhymney valley traffic. accident behind them, the GW were converted was No.97 of 1891 vintage, the

38 Welsh Railways Archive Vol.V No.2 39 other five all being 1899-1900. After conversion, the engines returned to a variety of depots, Cardiff Docks, Rhymney, Senghenydd and Dowlais whilst No.136 was transferred to Treherbert in 1931-2 before returning to Rhymney metals. No.84 was the only K to be overhauled at Swindon works, this between September 1923 and June 1924 when she was probably used as a test case for what Swindon wanted to do with this important class. The only other time the Ks went to Swindon was to meet their fate. Following this, all main overhauls were carried out on the class at Caerphilly or Barry, mostly the former. Some breaking- up was carried out at Caerphilly but the final entry against Rhymney Railway Class K No.85 as GW No.122. Built by Sharp, Stewart as a saddle tank in 1897 the some engines shows ‘Condemned’ pannier tanks were fitted in August 1929, only for the engine to be withdrawn in May 1932. LGRP ostensibly at other places, but this is probably an omission for Caerphilly Table 2 or Swindon. 1922 1924 1925 1926 1927 1928 1929 1930 1931 1932 1934 There was a substantial amount Cardiff Docks 12 12 17 16 7 3 of movement in the allocation of the class throughout the period, part of This 2-4-2ST, one of five of the Rhymney L and L1 Classes, was RR No.65 built by Vulcan Foundry in 1890-1. Three of the class, Nos.62-4, were Rhymney 13 13 14 12 10 6 3 2 1 2 2 which is possibly explained by the altered to 0-6-2ST wheel arrangement and became the L1 Class. Not so Nos.65 (pictured as GW No.1324) and 66, although No.66 was fitted Senghenydd 9 16 10 5 5 3 2 2 3 level of withdrawals in 1926-8. Even for motor train working in 1915. No.65, as GW No.1324, was put on the Sales list in October 1928 and cut up a year later. Photomatic in the final years of the class, some Merthyr 6 2 time, but the position at January 1st is shown former haunts at Rhymney and Senghenydd and No.1325 as the Caerphilly works pilot, engines moved a few times a year, Dowlais 1 2 2 2 3 3 3 3 3 2 2 in Table 2; any engines in works are shown for short periods before returning to Cardiff working the workmen’s trains from Cardiff probably the most stable being the Caeharris as the first allocation on release. Docks. In 1925-6 four of the class worked to the works each day. The allocation ledgers Cae Harris allocation, some staying Dowlais (B&M) 1 2 2 1 1 1 The allocation of Ks to Merthyr finished from East Moors for short periods before from 1924 onwards, however, show both a full year. Because of the amount of in 1924 when they were replaced by side either returning to Cardiff Docks shed or engines engaged at Caerphilly in 1924-5, Radyr 2 reallocation, it is difficult to give a tanks. There was a marked decrease in the being withdrawn. with No.1324 paying a visit to Senghenydd meaningful allocation at any point in East Moors 3 1 allocation to Senghenydd after 1925 and the Two relics of the original 23-44 Class of in May 1924 and both engines spending Treherbert 1 GW No.622 was RR Class J No.52, final years of the class saw them allocated 1872, which became GW Nos. 659 and 660, periods allocated to Cathays (and No.1325 Stoke on Trent 1 originally the ‘45-56’ Class prior mainly to Cae Harris and Rhymney. survived into GW hands in March 1922. This to Radyr) in 1925-6, presumably engaged at works to reclassification in 1906. Built by The J Class 0-6-0ST of 1884 was the had become the I Class in 1906. Both were the engineer’s depot there. Sharp, Stewart in 1884, it was with- TOTAL 46 46 46 38 27 15 8 8 8 6 4 second largest saddle tank class which passed based at Cardiff Docks shed but both were In 1927 both engines were moved to drawn in June 1925. Photomatic under GW control at the grouping, consisting condemned in 1925. Aberdare TV depot, No.1324 in February, by then of only nine engines. Previously The final classes of saddle tank which spending the remainder if its time there until termed the 45-56 Class, they became J Class passed to the Great Western were the L and L1 condemned the next year and being under in 1906 under Riches. Though built just with classes, four engines which had begun life as repair at Lydney for two days in September a hand brake, they were subsequently rebuilt 2-4-2STs (in a class of five, one having been en route to Swindon works. No.1325 also with power brakes of the Eames, steam and withdrawn just before the grouping in 1921). remained at Aberdare until January 1928 Westinghouse varieties. However Riches Two had been converted to 0-6-2STs in when it is shown as allocated to Severn standardised the design when he took over, 1908-10 when they were used on the Cardiff- Tunnel Jct. in February prior to being taken and they became similar to other classes. Merthyr RR service, being reclassified as L1, into Ebbw Jct. shops in March. It was At this time they worked passenger and the other two remaining as L. The two L1 presumably allocated to Ebbw Jct. from April goods, with some allocated to Senghenydd 0-6-2STs were given GW Nos.149 and 150 to August when it was shown ‘Condemned’. where they worked the local branch service but were withdrawn without ever carrying As Rowledge shows this engine based at STJ to Caerphilly in pristine condition. By the them, No.149 in October 1922 and No.150 when withdrawn, it may have been held at grouping all nine were based at Cardiff in March 1923. Rowledge records the first Ebbw Jct. under repair or pending a decision Docks, by when they would presumably as being in works at the grouping and being to withdraw it from April to August. have been relegated to docks shunting and withdrawn from there; which works not being tripping between the local yards. Presumably stated, but probably Caerphilly. He shows This completes the analysis of the history stemming from the study carried out at No.150 as being withdrawn from Barry, but of the former Rhymney Railway saddle tank Swindon on K Class No. 84 in 1923-4, the the engine may have been in Barry works or engines under the GWR. In Part 2 the more GW proposed to fit standard boilers and under repair at the shed, rather than allocated, modern side tank engines will be discussed, pannier tanks to these engines but, possibly though it may have been used as works pilot many of which were still working in post- on account of their age and the number of ex- at the time. Unfortunately, as with the Taff nationalisation days and well into the 1950s. GW engines available of that kind, this plan Vale records, it seems to have taken Swindon was dropped. In December 1924 two (Nos. a year or so to get to grips with the allocation Reference 619 and 625) were sent for overhaul at Kerr data for the Rhymney and nothing is shown For fuller details of the history of the Stuart at Stoke on Trent but were returned to for either engine in the official allocations for individual classes in both Rhymney and Swindon and condemned, along with three 1923, and by 1924 both were withdrawn. Great Western times, readers are directed others in 1925. Of the four remaining, one The RCTS report that of the two L Class, to Locomotives of the Great Western was withdrawn in 1926, the others in 1927. No.1324 was used for shunting at Cardiff Railway Part 10 Absorbed Engines 1922- In 1924, two of the class returned to Docks and Crwys Yard before the grouping 1947, published by the RCTS.

40 Welsh Railways Archive Vol.V No.2 41 uring the war my father, Oliver Bowen, engines were in the ‘Silver Link’ class A Race to the Gwaun Cae Gurwen coalfield -a postscript Dwas an engine driver based at Milford compared with this intruder. I experienced Haven. Milford had a substantial railway The Y9 several trips on these engines over the ‘State network which included ‘The Milford Line’. If anyone made sacrifices in the war Richard Maund adds some notes of ‘official thinking’ to the article that appeared in Haven Docks & Railway Company’. The Wee Puggies these GWR men did! WRA Vol.IV page 210. docks company generated an enormous fish When these locomotives went over to traffic with all its ancilliaries and possessed a Neyland for servicing it became a pilgrimage stud of six industrial locomotives. The long The LNER as they could not be worked over with GWR Memorandum to the GWR Board distance traffic was handled by the Great locomotives. Trains with three or more Adated March 1920 on the extensive Western Neyland engines and men. Neyland reaches West Wales engines shuttling between Milford, Johnston works judged necessary in South Wales was the original Irish ferry port (of 1856) and Neyland were a common sight, yet a to cater for expanded (and expanding) before the whole operation was transferred Notes by the late Ray Bowen passage had to be found for one small antique, freight traffic contains mention of other to Fishguard Harbour in 1906. Milford was where the water levels and particularly coal major works schemes in the South Wales a sub-shed of Neyland and had two powerful presented by levels had to be carefully watched. area, with segregation between those ‘of 36xx pannier tanks to operate the Johnston Martin Connop Price immediate importance’ and those ‘regarded to Milford branch and, of course, the heavy More newcomers as possibilities of the future’. Most of the freight shunting and banking duties. These engines were curiosities and evoked schemes listed - in both categories - never From the GWR station at Milford there ran The Milford men protested long and loud. a great deal of attention from railwaymen and saw the light of day. the ‘State Line’, a two mile long railway of The pedigree of these locomotives followed laymen alike. The absence of a vacuum brake Amongst the ‘possibilities of the future’ complex history which became the ‘Milford them down to West Wales. It seemed they drove the drivers mad with frustration. Just is ‘Completion of Clydach, Pontardawe Haven Estate Railway’. Heavy engineering came from Scotland where they even pulled as breaking point was reached, rescue came and Cwmgorse Railway’, with an was the marked characteristic of this line a tender around with them. Even my Celtic in the form of more foreigners. They were approximate estimated cost of £1,032,000. which terminated on a magnificent iron pier imagination could not visualise this. They two Adams B4 0-4-0Ts from Southampton The explanatory paragraph merely states: at Newton Noyes. Originally it was intended were of course the Y9 Wee Puggees. Only an Docks. They, too, were black and carried to draw transatlantic traffic but, like so many organising genius could have allocated them SOUTHERN and two-digit numbers, I think ‘This Railway, for which Parliamentary Milford dreams, it became a moribund to Milford Haven. Father’s sentiments were 92 and 98, on the side tanks. They were powers were obtained in 1911 and nothing. Thomas Ward of Sheffield acquired expressed, “Hitler or no bloody Hitler, I’m acclaimed by crews as good strong engines 1912 and which connects the Swansea this line which served their ship breaking not getting on that contraption.” and they had a vacuum brake! After the Y9 District Lines with important collieries yard at Castle Pill. The Milford Docks He wrote a report suggesting a GWR experience anything - but anything - was and works districts to the north was Company had a fish meal (fertilizer) factory 19xx pannier tank be allocated with one set acclaimed. Even the Milford Docks engines partly constructed before the war.’ nearby. Circa 1936 the Admiralty built an of connecting rods removed! Every possible acquired a new respect. extensive factory and mine depot at Newton excuse was given to delay their entry into Traffic over the ‘State Line’ became so and is shown on the attached accompanying Noyes. The iron pier was incorporated and service: “No spark arrestors, see.” “Not heavy that the four engines were used for a Diagram No.12. the ‘State Line’ became the rail link. All happy with the gauge glasses, see.” The short time. Hitler never created such anger traffic was worked by the dock company’s Y9s were fitted with GWR gauges and in the GWR men as did the Y9s. Came the ‘The density ... is such as to 0-4-0 Pecketts. When the war came and the internal spark arrestors. A ‘Sail’ was fitted day the Y9s, often referred to as ‘our secret bomber and mining operations grew into which could be lowered over the open back. weapon’, vanished as quickly as they arrived. require quadruple tracks gargantuan proportions, the traffic over this They were returned gleaming and black! A No one mourned or mentioned them again. between Severn Tunnel line became so heavy that the GWR had to compromise was reached with the Milford As the strategic aerial warfare on Germany Junction and Pembrey.’ work it. Obviously the tight curves on the crews. It was agreed that new turns be changed so too did the Southern engines Admiralty system could not be negotiated by inaugurated with the clear understanding that depart, leaving Milford to the GWR and real the six-coupled Western engines. replacement engines would come as soon as engines. When the Y9s returned to Scotland The only other mention is in an possible. sporting their GWR fitments I wonder if the appendix listing Principal Works carried The interlopers Strangely enough the first Y9 in service Scotsmen reacted as one does on the return out in the Swansea District of South Wales, On arriving home one day my father went onto the docks to pull up a heavy of a wandering dog, “Where in hell’s name i.e. between Port Talbot and Llanelly reported that two ‘fish and chip’ carts had fish train of ‘bloaters’. The dock company have you been, then?” from 1900-1919 which includes the been received from the LNER. I was told authorisation on 13th February 1914 of nothing else except they had been stabled Class Y9 No.68094 with its tender at Kipps, in Coatbridge, on 5th June 1949. LNER £337,105 for ‘Clydach, Pontardawe and in the gas works siding ‘out of sight’! Nos.10090/3 were based at Milford Haven between May 1943 and September 1945. Buffers Cwmgorse Railway - New Line’; the entry Accompanied by a friend, I went on an were originally solid wood but later replaced by a metal framework plated over, although the is noted ‘Part deferred’. (How thoughtful immediate inspection of the new arrivals. We wooden buffer beams were retained. Keith Fenwick collection of the General Manager to explain for the found them as indicated, well out of the way, directors where the Swansea District was!) up against the stop block, dead, forlorn and The Clydach Valley and Egel Valley far from home. We were struck speechless Railways shown on the drawing are not as we beheld these coelacanths. They separately or specifically mentioned were four-coupled saddle tanks carrying anywhere in the text - presumably being the identification initials L.N.E.R. and an regarded as integral parts of the CP&CR. astronomically high number. They had dumb buffers - we did not know an engine existed he Great Western Railway Memorandum The Memorandum of of Cardiff, a major marshalling yard at with dumb buffers! The cross-heads worked Talluded to in Richard Maund’s postscript Stormy and, most ambitious, a new line from on a single slide bar. We climbed into the cab on this page emanated from the General March 1920 - the Great the Westerleigh junctions north of Bristol to of one of them - it was open at the back! The Manager’s Office and was dated March cross the Severn by bridge and reduce the controls consisted of a primitive regulator, a 1920. The WRRC has a copy by means of Western plans its future volume of traffic using the Severn Tunnel; a reversing lever and a hand brake. That, with Colin Chapman’s collection. both present and future additional traffic. cool £5,300,000 was the estimate for that. a couple of brass wheels and a gauge glass Noting the development of many As well as a plethora of avoiding lines and There are numerous ideas for modellers stamped ‘N.B.R.’ was it. Was my father, who industries, particularly steel production, junctions, there was a plan for a replacement who may be in search of a ‘what might have had driven everything from pannier tanks the Memorandum stresses the need for goods station for Newport at Maindee North been’ to develop into a layout, moreso since to Castles, expected to mount this lump of the company to be in a position to move Junction; avoiding lines to take traffic north accepted traffic flows could be changed. perambulated industrial archaeology?

42 Welsh Railways Archive Vol.V No.2 43 John Mann writes: n ‘The GWR and the Taff Vale engines’ been at one time firing for twenty years, had Iin the last issue it mentions that two A TVR A Class a go but with the same result. Also it was I think I can confidently say that the Class locomotives Nos.349 and 385 were necessary to fill the tank every trip up the photograph on page 5 of Welsh Railways at Pontypool Road for banking on the short of puff? bank. The pair did not last long on this work Archive Vol.V was indeed taken at Beaufort, Abergavenny bank. and were soon put back on shunting turns. and is of the Rassa Tramroad crossing the In 1944-45 I was a cleaner and later a I believe eventually they were moved away, infant River Ebbw. The camera is pointing fireman at Pontypool Road and remember Following John Hodge’s No.349 to Abercynon, No.385 to Cathays. approximately north-west and the MT&A these two engines very well; they were two If the standard number 10 boiler was an Railway Beaufort viaduct is just out of of three worst steamers there, the other being article, Bob Crump re- improvement on these two engines, I wonder shot to the right: the tramroad passed under No.8755 from Old Oak. counts his experiences what they were like before the re-boilering its central span. Nos.349 and 385 were at that time and how they managed going up the Valleys The cottages in the centre of the picture employed working goods and mineral when two ex-Taff Vale A with six on, although travelling behind one were apparently a mere 6-8 feet away from trains over the Taff Vale Extension and Class engines did not live to Barry they appeared to go well. One thing the track according to the GWR Survey one Saturday afternoon most of the senior I will say in favour of the ‘A’s is that they dated 1909, but no doubt the residents were cleaners were sent out to firing turns on the up to expectations. rode very steady and were fast once on the accustomed to exercising due care (and to pilots. The reason, we later found out, was move, and could be made very cosy on a collecting horse droppings for the garden). that on the preceding evening a fireman sight and the injector was then started. That wild night as the cabs were quite roomy. One The Survey is to a fairly small scale, but reported to the afternoon shed foreman that knocked the pressure back even further but other thing about these locomotives was the Remember this? Now read about .... roughly speaking the curve in the centre he had had enough of the bad steaming of after shutting the injector off the engine did reverse lever; it was quite heavy to pull out of the picture would be about 60ft radius, these engines and not to book one to his turn not make steam. This continued, the steam of gear up to mid-way where it then dropped while the other half of the ‘S’ bend (just the next day. The Saturday came and one of reducing until we arrived at the top of the easily into the opposite gear, a tiring process The Rassa Tramway out of the foreground) was about 30ft! The the two engines was marked down for his bank with the water just in sight and one if the yard was particularly busy. bridge over the River Ebbw still existed in particular job. He reported to the foreman hundred pounds of steam; and this with a When a 5700 was used on the Abergavenny 1970, when it was described to me by the that he required another engine as he was not clean fire, it would be even worse with a bank it was a different story; these engines Notes and comment to follow up the publication of the Bridge Examiner (maybe erroneously) as prepared to fire this locomotive. The foreman dirty one. steamed well and could do two trips before ‘the oldest bridge on British Railways’. replied that if he did not do as he was told he The next trip up my driver, who had refilling the tanks. above picture in the last issue. The land forming the site of the tramway could book off and go home, which he did. had been sold in 1937, to the Ebbw Vale By then it was common knowledge in Urban District Council. the enginemen’s cabin what had taken place, so when the foreman entered the cabin to delegate the work he ended by sending a further four firemen home for refusing to The cottages in the centre of work this engine. the picture were apparently The result of this was that these engines were then put on shunting duties. Even a mere 6-8 feet away from on this work if they were pulling a raft of wagons out of the sidings, one could watch the track .... the steam gauge just drop back. Most things were examined in the shed, even the blast pipe was plumbed to see if it were out of line, but nothing was found wrong. Paul Reynolds agreed .... Eventually they went into the main workshops and when they returned, put The picture at the bottom of page 5 is to work the banker at Abergavenny. As a definitely the Rassa Railway. It is more fireman this was my main experience of or less underneath the road viaduct that them. Either engine would be booked for this carries the A4046 from the Heads of the turn, would be prepared and taken out by the Valleys Road down to Ebbw Vale. The map Colour photographs from Paul Reynolds; details are in the text. men light engine to Abergavenny; this was reference of the bridge is SO 1603 1158. not too bad for steam. There is a very similar view in John van On being given the order to bank a Laun’s Early Limestone Railways p124, train, steam would be raised and the boiler which is perhaps the postcard that David filled right up, the whistle codes would be Moores has in mind. exchanged and, with the engine blowing John van Laun dates the bridge to 1806 off hard, a start would be made. Within a and it carries the Rassa Railroad over very short distance the wastage of steam the Rassa Brook. The bridge is still there had stopped and before we had gone much but sadly dilapidated and it still carries further the water level had come down in a footpath, a survivor of a right-of-way established by the railroad. It’s impossible Well-known photographs these may be but no to reproduce the view exactly today GWR pictures of the two TVR A Class cited because of the viaduct, but the nearest I in the text are to hand, so these Taff Vale can do is attached. views will suffice. The upper picture shows The new house on the extreme right TV No.165, which became GW No.385 after is a replacement for the cottages directly grouping. The lower picture is TV No.90, to alongside the railway in the 1900 view and be renumbered 349 by the GWR. The vehicle the curved boundary must reflect the course next to the engine is one of the 4-wheel of the railway. With the eye of faith some carriages purchased from the Metropolitan of the houses in the background match up District Railway in the early 1900s. with the 1900 view, too. LCGB Ken Nunn collection

44 Welsh Railways Archive Vol.V No.2 45 From Newspaper of 25th October 1892 - Probably Lanelly & County Guardian hile working through the 1907 edition up through the ranks, until his appointment Wof the Merthyr Express, I came Plus ça change … to one of the most profitable railway Unearthed by Martin Connop Price across the following item in the editorial, companies of the nineteenth century. which I felt was worthy of sharing with Terry McCarthy feels It was his actions, following a relatively fellow members of the Circle, showing as it minor industrial dispute, that precipitated FATAL ACCIDENT AT BURRY PORT. body of the boy lying dead on the rails on the right hand side. does the wider community role of railway chastened by an editorial the so-called Taff Vale Case, beloved of ------Was it much mutilated ? - He had a cut on the head and I also General Managers in pre-grouping days: in the ‘Merthyr Express’ of trade union historians, when the company noticed his toes were jammed up. successfully sued the trade union for DANGER OF LEVEL CROSSINGS. ‘My attention has been called to the Saturday, 21st December compensation for loss of revenue during The Foreman: Had the boy Francis a flag in his hand ? ------remarks of Mr. F. Beasley, the manager 1907 that draws attention the strike. That trade unions should be Witness : I can’t say. of the Taff Vale Railway, at the prize considered financially accountable for THE INQUEST. distribution at the Penarth County their actions stunned the movement, The Coroner: Francis had been down to see whether the crossing to educational standards School last Friday. Mr. Beasley stated he consequently as soon as a government ------was clear ? - Yes, he always does it, as it is one of his duties. It has vacancies for boys which he cannot of young people just over more favourable to their point of view is a rule always to send him on before the engine, and it was THE CORONER SEIZED WITH ILLNESS. fill simply because the applicants do not was elected, they demanded and secured customary for him to get on the engine afterwards. a century ago. It was briefly announced in our last week’s issue that a young lad show sufficient ability in such matters legislation to prevent the repetition of such was killed on a level crossing at Burry Port yesterday week by a Mr. D. Williams: Is it usual to keep two boys on the engine ? as writing, spelling and grammar. ‘There never was a time when there actions: Trades Disputes Act, 1906. locomotive belonging to Messrs. Elliott’s Metal Company. - Witness: Yes. What can be the cause? Surely it were such opportunities for acquiring Researching from old newspapers is cannot be that lads today are inferior in knowledge as there are today.’ a fascinating way of spending … lots Mr. Hammond : One acts as guard ? - Witness : Yes. The inquest was held on Friday morning at the Hope & Anchor intelligence to those of a generation or … of time! The scope for distraction before Dr. J. D. Rowlands, coroner. The following were on the Capt. Rees: Did you hear the boy Francis reporting the line clear two ago. And the fault certainly cannot Apart from some obvious anachronisms, is considerable, but to read of events jury:- Messrs. T. Rees Thomas (foreman), D. L. Rees, M. O. ? - Witness: I can’t say. be attributed to the lack of educational the views expressed echo views of many encountered only through history Davies, David Williams, Captain John Rees, R. T. Hammond, facilities. There never was a time when employers and media pundits today … over lessons, as they happened, brings greater Witness: I can’t say, because there were so many children J. Hancock, T. Davies, J. Williams, D. Jones, William Harries, J. there were such opportunities for one hundred years on. In many respects the understanding, besides raising questions about. Harries and Daniel Davies. Mr. E. Evans was present on behalf acquiring knowledge as there are today. item left me feeling somewhat deflated as this about the way events are recorded and of the Burry Port & G.V. Ry. Co. and Mr. Jones (manager of the The next witness was the driver, Mr. David Morgan, who upon I am told that the complaint to which Mr. realisation indicates the teaching profession presented by contemporary historians and Cwmcapel colliery) represented Messrs. Elliotts Co. The jury being sworn in English asked that he should give his evidence in Beasley made applies also to Merthyr, has still not won over its principal clients – the media. To date, amongst other things, I viewed the body and the scene of the accident, and just as Dr. Welsh. In reply to the Coroner, Sergeant Morgan said that witness where difficulty has been experienced employers, (besides parents and politicians) have read about the capture and execution Rowlands was about to call evidence, after the jury had resumed could give his evidence in English, but the driver continued to in filling positions. Instances have been - in convincing them they have provided of Dr. Crippen, the relief of Mafeking, the their seats, he was seized with a sudden illness, which, quite answer the questions in Welsh. mentioned of lads who have passed young people with appropriate skills for life Boxer rebellion and the Edwardian era’s prostrated him and necessitated his removal to another room. The the seventh standard in an elementary … and life should include employment. arms race (Dreadnoughts and all that) and foreman of the jury rendered prompt and invaluable assistance, Mr. Morgan said that there were ten trams behind the engine, school, but who have failed to pass tests Then, as now, the press could not manage myriad railway events, set within a context the other gentlemen also doing all they possibly could. Dr. Owen which went at the rate of about three miles an hour over the set by railway companies, although to get things quite correct. The Mr. F. Beasley of constant industrial unrest, high crime Williams was in attendance in about half an hour, and under his crossing. There was no regulation as to the pace. The boy always these cannot by any means be described referred to was actually Mr. Ammon Beasley rates and recognition by some writers of care the Coroner gradually rallied, but he was unable to proceed went off the engine by the G.W.Ry. crossing to see if the road as severe. Can it be that the present (the ‘F’ is incorrect) who became general the contradiction between men demanding with enquiry, or to return home that evening. The unfortunate was clear. He put on steam as soon as the crossing was passed, system of teaching – or “cramming”, manager of the Taff Vale Railway in 1891. their rights, while treating their women as incident caused a painful sensation and general sympathy was but, in another instant, he heard someone crying out, ‘Stop ! stop as some people prefer to call it – is He began his career as a clerk with the Great drudges and slaves! expressed with Dr. Rowlands. Mr. T. R. Thomas (chemist) !” He looked round, and saw the trams hop up and down. He then responsible for the deficiency?’ Western Railway where he worked his way Perhaps ‘now’ is not so bad after all! proceeded to Carmarthen by the two o’clock ‘paper’ train to saw the boy lying down. secure the services of Dr. Rowlands’ deputy to proceed with the All the trams had cleared him then, and when he went by him inquest, and he returned at five o’clock, accompanied by Mr he was dead. Witness added that a great many people crossed Rowland Browne (deputy-coroner). The jury again assembled at the line. six o’clock, and evidence was taken. The Foreman : Yes; they use the line as a highway. John Griffiths identified the body of the deceased as that of his son, whom he last saw alive about a quarter to six on Wednesday Mr. Jones (colliery manager) : It is a private road morning. The accident occurred about 1 o’clock. He immediately The Foreman : But it is used by the public. proceeded to the spot, and saw the body placed on a board, quite dead. The boy was eight years of age last March. Mr. D. Williams : I don’t know that this is a private road, for it has been used by the public for over 60 years. Mr. Harry Edmunds, who was the next witness called, said he lived at Brynawel, and was an accountant at the Copper Works. Mr. M. O. Davies : And there are houses along the line ? On Wednesday he was on the locomotive ‘Marah’, which belonged to Messrs. Elliot’s Metal Co. Ltd. She was going to Mr. D. Williams : Yes, and there is no entrance except (illegible). Cwmcapel colliery, and with the driver there were also two It is not a private road. boys on her, James Francis and Willie Sweeting. The tramroad Samuel Rees, blacksmith, corroborated. had cause to the do some research about (when it was correctly spelled in Index crosses the G. W. Ry and the main thoroughfare, but there was no I the origins of what the Cambrian called to Local and Personal Acts consisting of protection whatever on either side. The Coroner then summed up at length. its Coast Line. Research Integrity Classified Lists of the Local and Personal The Aberystwith and Welsh Coast and Private Acts and Special Procedure What side of the engine were you on ? - I was on the left side. A verdict of ‘Accidental death’ was arrived at, the driver being Richard Maund warns against exonerated from blame. Railway (A&WC) first sought powers Orders 1801-1947 published by HMSO Did you see the boy before he crossed ? - No, I don’t think I did, to construct its railway from Barmouth errors being perpetrated and that year) and now (where it is incorrectly because there were a number of children about there. The Foreman suggested that the jurors’ fees should be handed to Pwllheli in the 1860/61 session of perpetuated. spelled in the Office of Public Sector over to the boy’s father, which was agreed to, after which Parliament. I established - by reference Information’s listing of Chronological Well, what happened ? - After passing the buffer the boy to the copies of the Acts held in The to more modern form, without explaining Tables of Local Acts on-line at http://www. disappeared from view. I was so shocked I didn’t know what to The Foreman moved a motion expressing sympathy with Dr. Parliamentary Archives - that that was why (while others misspell ‘Welsh’ for some opsi.gov.uk/chron-tables/local/ ). do or say. Rowlands in his sudden illness. Mr. M. O. Davies seconded, and it was adopted. the correct spelling of the company’s reason). One wonders who is copying whom The illustration is the front page of the What then ? - Some of the bystanders on the right hand side then name, as shown in each of its five Acts of (or what). company’s half-yearly report of February called out to the driver. ------Parliament. The re-spelling of Aberystwith does seem 1865 which bears out my point. I merely Railway historians seem to have taken to stem from a transcription error somewhere seek to encourage caution to prevent such Did you get down when the engine stopped ? - Yes, and I saw the it upon themselves to amend ‘Aberystwith’ in the government bureaucracy between 1949 solecisms being further repeated.

46 Welsh Railways Archive Vol.V No.2 47 GWR and TAFF VALE ENGINES TAIL TRAFFIC WRA Vol.V p17-23 The last paragraph Standardization Arrives refers to the introduction of the 5600 Letters, Notes and, perhaps, Explanation Class. The claims regarding introduction are at variance with the listings given in GWR of that which has gone before...... Locomotive Allocations, First and Last Sheds, 1922-1967, by J W P Rowledge (pages 131- Oak Common in June, Reading in July, Old branch at Dowlais (B&M). However, this 3) which indicates that the first allocations Oak in August, Reading again in September, corrugated iron structure was destroyed by a were made in December 1924, not early in then back to Leamington in December. blizzard on the night of 27th March 1916. A 1925. Also the first five allocations were to new brick shed was built on the same site in Cathays and Cardiff Docks. Attached is a It was common for engines to be sent from the summer. scan of the three pages which cover the 5600 works to the main depot in the area and this The position of the shed in the book is to 5699 allocations. Perhaps there is a need happened many times with Cathays, which a little hard to determine. If it is judged by for clarification here. was of course the main ex-TVR depot. I do distance, the shed appears to be the long Who is right, and who is wrong? From not know exactly why this should have been; building astride the upper road; there is no what I have seen elsewhere Rowledge seems it may have been that the local main depot indication of a turntable. The station shown to be looked on as something of an authority, had a say in where in the area the engine (as 1875) is the second one, so I presume the so it is important that we know what is right. was to be allocated. It could also be tried old station is the smaller building adjoining By the way I find theArchive an impressive on various types of work and perhaps from the road fence and the thick line, the edge publication, quite up with the best. various other depots (without actually being of the platform together with possibly two Ron Price allocated there) until they decided where it cattle pens. Carleton Place, Ontario would be permanently allocated first. It may The book shows no rails beyond it and the also have been as part of its running-in. This alignment of the other rails - towards Dowlais Ed: Thanks for the kind comment, Ron, was similar to any engine released from - appear to take the centre line as shown on that will get a letter published every time! works. It would normally be run-in at the the Deviation Plan, so maybe the turntable Meanwhile, a copy of Ron’s letter was nearest depot for a week or so before being was done away with before 1875, although forwarded to John Hodge, who was happy to returned to its home depot. Engines released I would be a bit surprised to have a shed clarify the anomaly and replied thus: from Caerphilly works would go either without one when it was there previously. to Cathays or Canton for running-in and Perhaps the fact of it being the other side of I use the actual GWR Official Allocations engines released from Barry works would go the Dowlais line but very adjacent explains for my research which is one-up on Peter to Barry Shed. the accident. Rowledge. I have a complete run of Official I hope this helps clear up the position with Tony Headon Allocations year by year, class by class, from the early 5600 Class allocations - you can Southampton 1901-62. There is no mention of the 5600 be sure I am correct as all my data is drawn Class in the 1924 allocations, but it is correct from official documents. Obviously Peter Ed: As with the Taff Vale engine topic, a to say that No.5600 itself was released from Rowledge has not differentiated between copy of Tony’s letter was forwarded to Ray: Swindon on 15th December 1924. It was sent works and depot allocation. to Cardiff Docks (which would have been John Hodge Re Tony Headon’s letter: the Taff Vale works) for the usual checking Haywards Heath I am inclined to think that the ‘1875’ before they sent it on to Barry which was its engine shed was on land acquired for the first allocation. Subsequently: ENGINE SHED at PANT temporary station at Pant. There seems to No.5601 went to Cardiff Docks on 1st be some doubt regarding its closure date, January 1925 and was then allocated to WRA Vol.V p12-15 and possibly the 1863 date quoted by Lyons Barry; Further to Ray Caston’s article about and Mountford is suspect as the temporary No.5602 to Cardiff Docks on 12th January the first Pant station and turntable, in Great station plan shows no engine shed or physical then Barry; Western Engine Sheds 1837-1947 by Lyons continuation towards Dowlais (B&M). What No.5603 to Cardiff Docks on 17th January and Mountford is an entry for Pant 1875. is clear is that the facilities would have been then to Trehafod; Unfortunately there is no scale but a road very close to each other, if not wholly or No.5604 to Cardiff Docks (date not shown) is shown running across both the line to partly on the same parcel of land. and allocated to Trehafod on 27th January. Newport and that to Dowlais and I take it Ray Caston Nos.5606/7 are shown going straight to that it is roughly on the alignment of the Bassaleg Trehafod; pecked track shown just to the right of ‘To No.5608 to Abercynon and No.5609 to Pontsticill’. This is where things appear to Research frustrations Barry on 20th February. get a little mixed. The engine shed is noted Nos.5610-17 were all sent from Swindon as: The editor is indebted to Richard Maund to Cathays, which may have been for Open in May 1863, closing August 1887; for drawing his attention to this quotation checking or as allocated; it is not clear. dimensions 160ft x 15ft; which, I am sure, strikes a chord with many No.5618 went first to Ebbw Jct. then on to facilities - unknown; members who are actively researching: Dock St. in May, Canton in June then to construction - unknown but probably of Duffryn Yard/Neath and Glyn Neath from wood with a slate roof. ‘The outcome of any serious research October. Evidently the class was being can only be to make two questions grow tried out at various depots, which may have It is noted that the shed burnt down on 8th where one question grew before.’ explained the position with Nos.5610-7 at August 1887 and that the B&M immediately Thorstein Veblen Cathays as permanent allocations for them entered into an agreement to take possession seemed to start in June. of the disused LNWR shed at Dowlais. This Thorstein Veblen (1857-1929) was an No.5619 went first to Chester on 24th arangement lasted for eleven years and American sociologist and economist. March 1925, then Leamington in May, Old in 1898 they built a new shed for the Pant

48