The Cambrian Railways – An Illustrated Presentation by Jonathan David
Originally from Cardiff, Jonathan’s main interest was in the Rhymney Railway but he has developed a keen interest in the Cambrian Railways since moving to Mid-Wales. He has been heavily involved in researching the history of the Cambrian Railways through his involvement with the Welsh Railways Research Circle and has compiled the publication of Cambrian Railway Drawings Volume 1, with Volume 2 to be published imminently.
Jonathan detailed the complex history of the formation of the Cambrian Railways which as the name suggests, was an amalgamation of a number of constituent companies constructed over the latter half of the 19th century.
The four principal companies and opening dates were:
- Llanidloes and Newtown Railway - 1859. Oswestry and Newtown Railway – 1861 Newtown and Machynlleth Railway -1863 Oswestry, Ellesmere and Whitchurch Railway – 1864
- These four companies were amalgamated to form the Cambrian Railways in 1864
- The Aberystwyth and Welsh Coast Railway, which was under construction at the time of the amalgamation, was not incorporated into the Cambrian System until 1865. The original proposal was to link the Welsh Coast line to the main system by way of a viaduct across the Dovey estuary from Aberdovey to Ynyslas but this plan was abandoned in favour of a much shorter bridge at what became Dovey Junction.
The other constituents were:
- Mid-Wales Railway -1864. Operated by the Cambrian from 1888 and amalgamated in 1904
- Wrexham and Ellesmere Railway -1895. Part of a GCR plan to gain access to South Wales
- Tanat Valley Light Railway - 1904: Originally independent but sold to the Cambrian in 1921
- Nantmawr Branch - 1886
- Mawddwy Railway - 1865: closed 1901 but re-opened by the Cambrian in 1904
- Van Railway (serving lead mines) -1871
- Vale of Rheidol Railway - 1ft 11½ in gauge - built 1902, absorbed 1913.
- Welshpool and Llanfair Light Railway: 2 ft 6 in gauge - 1903
- The branch lines were:
- Abermule to Kerry
- Barmouth Junction to Dolgellau
- Llanymynech to Llanfyllin.
Jonathan then presented views of some of the principal stations on the Cambrian including Oswestry which became the headquarters of the system, although this was not the original intention. Further stations included Machynlleth, which was proposed as a headquarters at one time, Welshpool, Newtown, Llanidloes (headquarters of the Mid -Wales Railway) and Pwllheli. An interesting feature of Newtown station building is that the stone window surrounds all have different carvings. Some of the smaller stations were also illustrated.
The ill-fated Manchester and Milford Railway would have used parts of the Cambrian system as far as a junction beyond Llanidloes.
Much of the signalling equipment on the Cambrian was provided by the contractor Duttons and Jonathan presented views of a selection of signal boxes.
Although the Cambrian was never a wealthy company, it was actively involved in the development of tourism which resulted in significant passenger traffic.
Moving on to locomotives, Jonathan presented views illustrating the development of Cambrian engines. Originally, locomotives were provided by contractors Davies and Savin who had constructed and then operated the line. These were moved around between the various companies operated by Davies and Savin and it took a considerable time to sort out ownership of these when their partnership eventually dissolved.
The Cambrian obtained much of its locomotive stock from Sharp Stewart throughout its existence, starting with small four coupled tender and tank engines, progressing through to larger 2-4-0 and 0-6-0 designs and culminating with the Large Belpaire 4-4-0 passenger and Large Belpaire 0-6-0 goods classes. Towards the end of the Cambrian’s existence there was an intriguing proposal for a tender 2-6-0 design but this was abandoned with the grouping.
Coaching stock followed a similar pattern of development. Early designs were rudimentary fully panelled vehicles but more modern vehicles were being built by the 1890s with 45’ bogie stock in 1898 progressing to 54’6” corridor stock in 1904. The Cambrian built two 6 wheeled Observation Coaches for use on the Coast Line and also built a Trailer Car for use on the Wrexham and Ellesmere Section. However, to date, it has not been possible to confirm which, if any, locomotives were equipped for auto-working with it. The company also owned a number of saloon coaches which were widely used up until the First World War. Coach livery was originally green and cream changing to all over green in 1909. There were three styles of company crest used on coaches plus the Prince of Wales feathers.
There was a variety of non-passenger coaching stock including milk and poultry vans, a Travelling Post Office sorting coach, and hounds vans, due no doubt to the many hunts which took place in the area. A “Mutton Van” was provided for the delivery of the products of Hamers of Llanidloes, to stations as far as London, travelling via Shrewsbury and the LNWR.
Goods stock was equally varied with building shared between Oswestry works and outside builders Ashburys and Metropolitan. There were several designs of brake van with both internal and external framing, some with steel frames, and to different wheelbases.
The Cambrian possesseda number of covered vans with some being vacuum fitted but the most common wagons were the two plank drop sided vehicles. In addition, there were cattle wagons of different designs, gunpowder, and 15T mineral wagons for loco coal.
The position of wagon numbers changed over time and the familiar “CAM RYS” branding was changed to “CAMBRIAN” in later years.
Jonathan then discussed the significant accidents which had occurred on the Cambrian system including the two collapses / rockfalls at Friog in 1883 and again in 1933. After the latter, the GWR constructed the famous avalanche shelter at the site.
The two most serious accidents in terms of fatalities were at Welshampton in 1897 when 11 children returning to Royton were killed following a derailment and the head on-collision at Abermule in 1921 when 17 people died, including Lord Herbert Vane-Tempest, a Director of the
Cambrian. Other significant accidents occurred at Tylwch (1899), Forden (1904), Abermule (1907) and latterly Talerddig (2024).
The Company was involved in the “Hood Case” when John Hood, the station master at Ellesmere was demoted and moved as consequence of his support of a porter who was dismissed after giving evidence to the Parliamentary Commission on Railway Servants Hours in 1891.
Jonathan concluded his presentation with an interesting look maintenance of the Dovey Bridge, the unfortunate Cerist accident on the Van Branch, the Cambrian as featured in fiction and ladies working on the line during the First World War
A question and answer session finished off the evening.
Thanks to Jonathan for what was a very interesting and comprehensive presentation on a much loved subject.
Dave York
