Llangurig branch

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Llangurig branch
Llangurig railway extent 1866.jpg
Llangurig branch
Overview
Status Dismantled
Termini Penpontbren Junction
Llangurig
Stations Llangurig
Operation
Opening 1864
Closed 1882
Owner Manchester and Milford Railway (M&MR)
Technical
Line length 1.5 mi (2.4 km)
Track gauge 1,435 mm (4 ft 8 12 in) standard gauge
Llangurig Branch (1864-1882)
Llanidloes and Newtown Railway
Llanidloes
Llangurig Branch
Penpontbren Junction
Llangurig
Mid-Wales Railway
This section
Pant Mawr
was never
Cefn Blaenmeri (tunnel)
constructed
Ystrad Meurig
Caradog Falls Halt
Strata Florida
Carmarthen to Aberystwyth Line
Aberystwyth to Carmarthen
Alltddu Halt

The Llangurig branch was a part of a proposed scheme by the Manchester and Milford Railway (M&MR) to connect industrialised Northwest England with the West Wales deep water port of Milford Haven. After various financial and construction difficulties, the 1.5 miles (2.4 km) of the Llangurig branch is noted in trivia as being the shortest lived working branch line in the United Kingdom, receiving precisely one train.

Background[edit]

The M&MR was an ambitious proposal to connect Manchester, the Northwest and potentially the Midlands with the deep water docks at Milford Haven. Not going anywhere near either location's name in its title, it was effectively a highly marketed connecting scheme using London and North Western Railway (LNWR) and Midland Railway metals as its feeder. Using the southern end of Oswestry and Newtown Railway, which connected to the LNWR for North Wales, Crewe and Manchester, the M&MR would connect Llanidloes to a junction at Devil's Bridge (for a branchline to Aberystwyth), and then onwards to connect with the Carmarthen and Cardigan Railway (C&CR) at Pencader. Trains would then have run on the C&CR to Carmarthen, before connecting to the Pembroke and Tenby Railway for termination at Milford Haven.[1]

The business plan was that, combined with industrial traffic from South Wales, Milford Haven could "provide the Lancashire cotton industry with [an] alternative port to Liverpool." Predicted return traffic included American cotton for the mills of Manchester an the Northwest.[2][3]

Competing railway companies[edit]

During the Victorian era, the Welsh rail network was built piecemeal by many small companies. Parliament resultantly mistakenly granted two Acts of Parliament for two separate lines through the same piece of terrain, linking Llanidloes to Aberystwyth: one for the M&MR; the other for the Mid-Wales Railway (MWR).[1]

The MWR had Parliamentary authorised running rights from Newtown to Brecon via Builth Wells, and hence onwards to Merthyr Tydfil, Cardiff or Neath. The MWR was authorised to build its line by an Act of Parliament passed in 1859. The M&MR was likewise authorised in 1860.[1]

Llanidloes and Newtown Railway[edit]

The restored Georgian-style façade of Llanidloes railway station in 1990.

The MWR and M&MR both knew that their approaches to Llanidloes covered exactly the same ground. This caused the M&MR to prioritise work on this section, working west from Llangurig. Resultantly, by 1861 the surveyors and navvies of the two competing workforces were physically clashing.[1]

With the help of a local third party, an 1862 Act of Parliament authorised the creation of the joint-owned Llanidloes and Newtown Railway, which would extend southwards of Llanidloes with 1.5 miles (2.4 km) of double track to Penpontbren Junction, where the MWR and M&MR would diverge. The M&MR and MWR were to pay 5% "per annum" on construction costs and maintenance. Also the three companies were to pay equal shares of interest and running costs for the new Llanidloes railway station. These charges were eventually to prove crippling for the M&MR.[1]

Construction[edit]

Having moved its junction station for the branchline to Aberystwyth on cost grounds, from Devil's Bridge to Ystrad Meurig (later known as Strata Florida), the M&MR had let the contract for construction of the western 27 miles (43 km) mainline to a combined team of David Davies of Llandinam and Fredrick Beeston. But it had excluded the route onwards to Llanidloes, as it required additional surveying to overcome engineering and resultant cost difficulties.[1]

The proposal was for the line to head west from Llanidloes by way of: Penpontbren Junction; Llangurig; Pant Mawr; through a tunnel under the present-day Cefn_Croes_Wind_Farm to Blaen Myherin; then to descend down the Myherin valley south-west to Devil's Bridge then southwards crossing the River Ystwyth on a large viaduct at Ysbyty Ystwyth before descending to the revised junction station at Ystrad Meurig. The same contractors began cutting the route in 1865, who completed the construction of 0.5 miles (0.80 km) of track west of Llangurig station (visible adjacent to the A44 road. In addition a significant civil engineering cutting leading up to the Cambrian Mountains tunnel (south-west of the present-day Sweet-Lamb motorsport complex) under the Plynlimon hills to Blaen Myherin farmhouse in the Myherin valley north-east of Devil's Bridge.[4]

However, after the initial section of the Llangurig branch was built west of Llangurig station 52°24′23.62″N 3°36′15.24″W / 52.4065611°N 3.6042333°W / 52.4065611; -3.6042333Coordinates: 52°24′23.62″N 3°36′15.24″W / 52.4065611°N 3.6042333°W / 52.4065611; -3.6042333, a single MWR goods train hired by the L&NR ran along its entire length. This legally entitled the L&NR to invoice the M&MR for its share of the cost of the joint station at Llanidloes, which it promptly did.[1] The branch service was immediately terminated by the M&MR, being wholly unprofitable without through traffic. The M&MR continued to pay for the cost of the joint station at Llanidloes, that it could not reach.[1]

Financial difficulties, closure[edit]

By 1864 the M&MR had changed its plans for crossing the Cambrian mountain range. They now wanted to abandon the route through Pant Mawr, and instead intended to follow the Nant Troedyregair from Llanrug. This caused any work west of Llangurig to be abandoned. The route change was, in the event, not authorised by Parliament.[1]

However, the MWR then proposed its own westward extension, which was authorised by an Act of Parliament in 1865. This was to branch west from Aber Marteg, up the Wye and Nant-y-Dernol valleys. On reaching this point, the MWR was then compelled by the Act to build another line from here directly to Llanrug, to join up with the M&MHR route, via a 15 mile (0.32 km) long tunnel under the Cambrian mountains and into Ysbyty Ystwyth. From there the M&MR were to provide lines to the south through Ystrad Meurig, and west to Aberystwyth.[1]

1866 was a difficult financial year, the first after the end of the American Civil War (1860–1865). In the UK it encompassed the collapse of London Bank Overend, Gurney and Company, causing many industrial projects to encounter financial hardship. It has also further been suggested that the bankruptcy of Thomas Savin, renowned Welsh railway engineer and investor in the same period, may have been partly involved as it was with the failure of several other Welsh railway projects.[citation needed][1][5]

By 1876 MWR had still failed to build the new route, with the Act of Parliament permitting abandonment of the scheme. In 1882 the M&MR started to dismantle the Llangurig branch, lifting 1.5 miles (2.4 km) of the essentially unused track for maintenance purposes elsewhere. The M&MR opened the upgraded branchline to Aberystwyth in 1867.[1]

The initial 1861 route survey (which had Parliamentary approval) and a later 1864 route were locally controversial.[3] The unbuilt section between Strata Florida and the railhead of the Llangurig branch would have been through very mountainous terrain, although only 15 miles (24 km) in length as the crow flies.

Absorption into the GWR[edit]

Site of the former Llangurig railway station, November 1998

After emerging from 25 years of bankruptcty in 1900, it was hoped by passengers, freight customers and the authorities that a large railway company would take over the residual western M&MR. After the passing of two Acts of Parliament, in 1906 the Great Western Railway took over running of the M&MR, finally absorbing the company in 1911. The GWR merged the M&MR with the C&CR, worked together to become the Carmarthen to Aberystwyth line.[1]

In 1923 after grouping, the GWR absorbed the Cambrian Railways, which included the L&NR. In 1925 it looked at reviving the line to Llangurig and beyond as a branchline, but discovered it had itself sold-off the associated land when it had fully absorbed the M&MR in 1911.[1] Penbontbren Junction signal box existed and was manned until the MWR mainline closed on 31 December 1962, under British Railways.[1]

Present day[edit]

A large part of the route east of Llangurig is marked on current Ordnance Survey maps as "dismantled railway". Much of the course is close to the A470 road through Nant Gwynwydd, being clearly visible. Some earthworks and tunnel headings survive from the original 1861 M&MR scheme west of Llangurig,[4] as do the ruins of Llangurig station.[6]

See also[edit]

References[edit]

  1. ^ a b c d e f g h i j k l m n o John S. Holden (22 Feb 2007). The Manchester & Milford Railway. The Oakwood Press. ISBN 0-85361-658-2. 
  2. ^ (Context of) Thomas Edward Owen (Manchester and Milford Railway) Papers at Archives Wales, National Library of Wales
  3. ^ a b Pontrhydfendigaid An archival site about the subject district
  4. ^ a b "Cefn Blaenmeri tunnel entrance". peoplescollectionwales.co.uk. Retrieved 2012-02-09. 
  5. ^ Railways that never were Discussion at Google Group UK Railway, January 2007
  6. ^ A view of Llangurig station

External links[edit]