Brecon and Merthyr Railway – Page 2

Train Crash at Pant Station

Following on (indirectly) from our last post, the news report transcribed below appeared in the Western Mail 145 years ago today (24 August 1874)

ACCIDENT ON THE BRECON AND MERTHYR RAILWAY

A STOKER KILLED AND A PASSENGER INJURED

On Saturday evening another accident occurred on the Brecon and Merthyr Railway, when the last evening train was wending its way from Brecon to Newport. At a quarter past six o’clock, just as the passenger train had approached Pant station at the point of junction which leads to the Dowlais branch, the engine, from some defect in the points or otherwise, left the rails, and, after an abrupt deviation towards the Dowlais branch, came to a standstill.

The stoker, on perceiving something wrong, either jumped off, or was violently thrown from the footplate of the engine. He was instantaneously killed. His name is John Price, of 26, Dolphin-street, Newport. The engine dragged after it one carriage, which appears to have become separated from the other portion of the train at the time of the accident, and in this carriage was a woman, named Elizabeth Jefferies, wife of a bailer at Ebbw Vale, whose leg was broken. The rear portion of the train passed for a short way along the main line. It contained a great many passengers, none of whom sustained injury. The injured woman was conveyed to the Bruce Hotel, Dowlais, where she received every treatment from Dr. Griffiths, of Dowlais. An inquest will be held on the deceased as soon, as practicable.

ANOTHER ACCOUNT
(FROM OUR OWN CORRESPONDENT)
MERTHYR, SUNDAY

This line seems fated to become notorious in the annals of accidents. The inquest has not yet been held over the remains of the victims of the last, when another occurs, and this time to a passenger train.

On Saturday evening the “4.30 passenger” from Brecon to Newport was arriving at the Pant Station, a little way from Dowlais, and where the main line to Newport forms a junction with the branch to Dowlais, when the locomotive suddenly left the metals, and a scene of wreck and disaster at once occurred. Though only 500 yards or so from the station, the pace of the train was rapid. I am not aware whether the carriages are furnished with continuous breaks, but I believe this is the case, and thus up to the closest vicinity of the station the pace is rapid. The locomotive kept exceedingly close to the metals, but it must be noted for future examination on the Pant side.

Some of the carriages were upset, and two of the passengers at least severely injured. One of them at the moment of the accident opened the carriage and jumped out and broke her leg. She was a very stout woman, and this case may be serious. One of the carriages was completely overturned, and the passengers thrown in a heap, but no bones were broken. The stoker, a young married man, named Price, aged 26, was thrown under the wheels of the locomotive and instantly killed. This was the only death, but the injuries received were numerous, though all but two managed to go on with the train.

The scene of the accident has been thronged, but only a heap of matchwood, the remains of one of the carriages, showed where the calamity took place.

It seems a difficult matter to account for the accident. Had the points been at “half”, precisely the same thing would have occurred, but in this case the points are worked from the signal box, and were locked at the time. It will be seen by the official inspector’s report that the first trace of leaving the metals is at the points, and the first blow on one of the fish-plates. Could the flange of the wheel have struck this at a critical place, the facing points just before or on a curve are extremely dangerous, and should be altered.

This is the first accident that has occurred in the locality, which is one of great archaeological interest. The place is called Pantcoed Ivor, and is so named from the redoubtable worthy who scaled Cardiff Castle and sorely grieved the doughty earls of Glamorgan in days of yore. Nearby is a hollow where he is traditionally supposed to have fought his last battle, and on the other side a place called Rhyd-y-bedd, which is associated with his burial. Here, then, by ancient wells, and amidst the moss and the ivy of the past, comes another railway disaster, and its scenic accompaniments, which, too often, alas, mar one of the noblest handmaids of civilization. Where Ivor Bach marched in battle array the locomotive sweeps, and trains of commerce and pleasure are rapidly brushing aside a locality which is only again brought into notice by this railway catastrophe.

A Visit to the Ragged Schools

The article, transcribed below, appeared in the Western Mail 150 years ago today (11 August 1869).

These schools, which have been established since 1864, and which educate about 130 children are mainly supported by the exertions of the rector and Mr. C. E. Matthews.

The school is thus described by one who visited it a few days ago:- There were about 100 children present, who were clad in little better than rags. Many of them had no shoes or stockings on. A good number of babies were there as well. The children presented a most pitiable sight, and certainly looked as if they wanted fresh air. They were put through their usual routine of work, and acquitted themselves in a manner highly creditable to Mrs. Jones, the schoolmistress. The feats of memory, for the ages of the children, were astonishing, especially those of two children named James and Lily Harding, brother and sister, aged eight and five years respectively. These two could repeat, any parable from the New Testament, the Creed, and the Ten Commandments, without the slightest hesitation. Their singing from memory, and other exercises, were equally praiseworthy, considering it was the first day after the holidays.

It is in contemplation to give the children a treat, by taking them to Pentwyn Reservoir, if sufficient funds can be procured for the purpose. The secretary, Mr. C. E. Matthews, has applied to the Brecon and Merthyr Railway Company for their terms, and they have consented to take the children to and fro at half a single fare, namely, fourpence each. It is hoped by the managers of the schools that they will be able to provide shoes and stockings for the poor children, who are without any, and that the public will respond liberally to their appeal for funds.

Below is an extract from an 1860’s map showing the Ragged School which was located in Bridge Street in Caedraw.

Merthyr Regatta

The short article transcribed below appeared in The Cardiff Times 150 years ago today (3 July 1869). It is yet another example of the vibrant and varied events that marked the social calendar of Merthyr in years gone by.

The Merthyr Tydfil Boating Club regatta came off at Dolygaer Lake on Thursday, last week. The weather was very auspicious, it being bright, sunny, and warm, and convenient arrangements having been made for the running of trains on the Brecon and Merthyr Railway, there was a vast concourse of people at the lake early in the day. Trains were also run from Brecon, Cardiff, and Newport, and altogether it was calculated that there were about 8000 present.

The boat racing commenced about two o’clock, and while it lasted it created considerable excitement. The programme, however, which had been prepared for the occasion, was little more than half carried out. Even after the first race, which was easily won by the Hirwain crew, the zest of the competitors seemed to have been completely extinguished. The only spirited race afterwards was that in which a crew of Cyfarthfa mechanics and the Manship Bros., of Newport, had such and excitingly tight pull, that the former won by an almost imperceptible difference only. The regatta was not, for some reasons, attended with the success which has marked it occasion on former years.

Photo courtesy of http://www.alangeorge.co.uk/index.htm

Demolishing Cefn Railway Bridge

submitted by Carl Llewellyn

While perusing the old Merthyr Expresses I came across an article written on 16 July 1970 entitled:-

Down Comes Link With Railways Pioneers

On 6 July, 1970, Cefn Railway Bridge, which spanned the Cefn Coed High Street was demolished after 104 years due to its unsafe condition. Demolition began at 08:00 a.m. and was completed with about four hours.

The bridge was a continuation of the Cefn Pontycapel Viaduct which completed in 1866 at a cost of £25,000 (equivalent to £2.1 million). The routing of the railway it served, may have been affected by the strong pressure from the powerful Crawshay iron masters.

Cefn Coed High Street showing the Railway Bridge in the early 20th Century

The viaduct was built by Thomas Savin and John Ward, his brother-in-law, to designs prepared by Alexander Sutherland. It had been described as a graceful and majestic structure, one of the finest viaducts in South Wales, being built on a graceful curve which added much to its beauty. With fifteen arches 40 feet each, it has a total length of 725 feet and a height of 115 feet.

Saviour

The Viaduct came into being after many trials and tribulations. At the beginning of 1866 a crisis occurred – Thomas Savin who with John had been managing the railway, and had been paying the shareholders their guaranteed five percent, was overwhelmed by his commitments and failed disastrously, nearly bringing down the finances of the Brecon and Merthyr Junction Railway with him. Other legal frays remained a prominent feature of their lives for the following four years. But despite all this the railway was completed.

The saviour of the venture was Alexander Sutherland who produced an alternative route into Merthyr, which avoided Cyfarthfa Castle by going down the West side of the valley and so won the support instead of the emnity of the Crawshay Family. This was achieved at great engineering expense.

It has been said that a bribe was accepted to divert the railway line around the Crawshay property instead of through it.

The six and three-quarter miles between Pontsticill and Merthyr involved a descent at 1 in 45-50 feet and between Morlais Junction and Merthyr and two complete reversals of direction.

At one stage in the construction of the Pontycapel Viaduct, the stone masons went on strike which meant that the bricklayers had to be called in. This is why one sees bricks lining the underneath of the arches while the remainder of the structure is stone.

The last brick was ceremonially laid by Mrs Sutherland in 1866, but there were further interruptions due to contracting difficulties and it was not until 1 August 1867 that the line was opened from Pontsticill to Cefn, which then replaced Pant as the terminus for the Merthyr horse bus.

The word Pontycapel means bridge to the chapel – it did in fact lead over to a chapel although it is believed that there was a Roman Catholic church at Tai-mawr.

Mr Elwyn Bowen, headmaster of Ysgol-y-Graig Junior School and local historian, said he was told by his Uncle, who would have reached the age of some 90 years, that when the footings were being dug for the viaduct a number skeletons were unearthed.

Whitsun in Merthyr

As today is Whitsun Monday, I thought it would be interesting to see how Merthyr celebrated Whitsun in time gone by. Here is an article about the Whitsun holiday 145 years ago transcribed from the edition of South Wales Daily News of 4 June 1873.

WHITSUN HOLIDAYS IN MERTHYR

The town of Merthyr presented quite a gay and holiday appearance on Monday. The streets were lined with people, all bent on pleasure, and wearing thoroughly holiday aspect. The Brecon and Merthyr and Great Western Railway Companies ran special trains, and at Dolygaer there was a picnic, where amusements of all kinds were provided.

Yesterday “all the world and his wife” went to Caerphilly to hear that now world-renowned Welsh choir, accompanied by that only less celebrated Cyfarthfa Band. It is to be regretted that the weather was so unfavourable as the threatening state of the sky in the morning had the effect of deterring many would-be visitors to the delightful old castle and grounds. But in spite of all this, the excursion trains on the Great Western were crowded. Every facility had been given of the most satisfactory arrangements made for a most enjoyable excursion.

There had been originally some difficulty with respect to the young people of Merthyr having a day’s holiday at all, but the tradesmen most generously gave a holiday. This must be looked upon as most handsome conduct, for in many instances the concession was made at a great sacrifice and personal inconvenience. It seems that in the first place there was a movement on foot for closing generally on Monday, being a bank holiday, but many of the tradespeople objected, and it was suggested that Tuesday would be more convenient. However, one of the principal firms in the town opposed this for business reasons, and there seemed a fair chance of there being no holiday at all. The firm was perfectly willing to have granted the Monday as a public holiday, but felt that considerable inconvenience would arise from closing on Tuesday, particularly as no previous notice had been given.

The representatives of the two daily papers received numerous complaints from all classes of shop-assistants, pointing out the hardships under which they were labouring – that while many towns were giving two days holiday and all the rest one – it seemed excessively unfair that in Merthyr there should be no holiday at all. Knowing the generosity of the Merthyr tradesmen generally on such points, the representatives of both the papers waited on the firm in question and explained the complaints which they had received. On the matter being placed before them in a true light, the heads of the firm at once, in the most handsome manner, signified their willingness to consider the point, although at great personal inconvenience. Upon this being made known to the rest of the employers, a general holiday was declared, and in the afternoon bills appeared in all the windows, “This establishment will be closed to-morrow, Whit-Tuesday.”

The movement was taken up by the leading firm of grocers, which resulted in its being followed by the ironmongers, stationers, and others, so that yesterday was a holiday in Merthyr, and although many did not, in consequence of the unfavourable weather, take advantage of the opportunity offered, there were many hundreds who did, and in fact the streets were as noticeable yesterday for their emptiness as they were on Monday for their crowds. But the people had a holiday, and it is to be hoped that they enjoyed themselves thoroughly.

Merthyr: Then and Now

LOWER HEOLGERRIG

by Jason Meaker

The first photo, above, from the 1970’s, is taken from underneath the Gethin Bridge looking towards Pantycelynen Houses. The remains of the old Brecon and Merthyr Railway Bridge can also be seen.

In the second photo, below, taken in 2018, the Gethin Bridge has been replaced by the new bridge carrying the A470 road, and the remains of the old railway bridge have disappeared.

Merthyr: Then and Now

PONTSARN RAILWAY STATION

Pontsarn Station was, at one time, one of the busiest stations on the Brecon and Merthyr Railway line, as Pontsarn was always the venue of choice for Church and Chapel Sunday School Outings.

In the first photograph taken in the early 1900’s we see a quite busy station with its own station-master.

The second photograph taken in October 2017 shows that nothing remains of the old station other than the platform. It is now a scenic stopping off point on the Taff Trail.

Many thanks to Jason Meaker who suggested this post.

The Forbidden Fruit

The article transcribed below is from the Merthyr Telegraph 153 years ago today. Do you think this was a fair sentence or totally disproportionate to the crime?

The Forbidden Fruit

John Davies, labourer, was charged with stealing four apples to the value of 1d, the property of the Brecon and Merthyr Railway Co. Peter Stormouth said: “I am carriage and waggon inspector at the Pant station; at six o’clock yesterday morning I was at the station and saw the prisoner on the line; I watched him go to a truck containing sacks of apples, unloose the covering, and I then went to him; he had his pockets full of apples; I asked him what he was doing there; he said “I came after apples;” I asked him for whom; he said “for myself to eat;” I handed him over to the goods clerk”. P.S. Howlett said he received the prisoner from the station master; he told him the charge; he said, “I was passing by, saw the apples, and thought I should like some, and took four.” The station master said that petty pilfering had been going on to a great extent on the line. It was not of course the value which the Company regarded, it was the protection of public property which they sought. His Worship quite agreed with this, and sent the defendant to digest the forbidden fruit in Cardiff jail, where he will remain for 21 days.

Merthyr Telegraph – 15 October 1864

A Crime?

From the Merthyr Telegraph 150 years ago today…..

The Brecon and Merthyr Railway

By the second half of the 19th century, Merthyr was served by several railway companies, one of which was the Brecon and Merthyr Tydfil Junction Railway (B&M) which, as its name implies, ran from Brecon to Merthyr.

A 1905 map showing the Railways around Merthyr and Dowlais

As early as 1836, Sir John Josiah Guest, of the Dowlais Ironworks, had written of his proposal to construct a railway linking Dowlais to the valley of the River Usk, and possibly also running into Brecon. The line would have pretty nearly covered the same route as was eventually adopted by the B&M. A similar proposal suggested a line running up the Taf Fawr valley over the Brecon Beacons via Storey Arms and thence to Brecon.

The Brecon and Merthyr Railway Company was established by a Bill of 1859, financially supported by several prominent Brecon citizens, and the complete route from Brecon to Merthyr Tydfil was authorised the following year. The first section to open was a 6.75 miles (10.86 km) section between Brecon and Talybont-on-Usk in 1863, which reused a section of a horse-drawn tram line. The Beacons Tunnel at Torpantau opened in 1868. Officially named the Torpantau Tunnel, at 1313 feet above mean sea level, it is the highest railway tunnel in Britain.

The system eventually came to comprise two sections of lines:

The Southern section, effectively the consumed Rumney Railway, which linked Bassaleg (where there were connections with the GWR and the London and North Western Railway) and the ironworks town of Rhymney, near the head of the Rhymney Valley.
The Northern section linked Deri Junction by means of running powers over a section of the Rhymney Railway in the Bargoed Rhymney Valley to Pant, Pontsticill and Brecon via a tunnel through the Brecon Beacons. From the tunnel the line descended towards Talybont-on-Usk on a continuous 1-in-38 gradient known as the “Seven-Mile Bank”. For southbound trains this presented the steepest continuous ascent on the British railway network.

Pontsticill Station. Photo courtesy of http://www.alangeorge.co.uk/index.htm

Initially, the only connection to Merthyr Tydfil was by means of a horse-drawn bus from Pant, but by 1868, a connection with Merthyr at Rhydycar Junction had been established by sharing lines with Vale of Neath, London and North Western and Taff Vale railways. This involved the building of nearly seven miles of single line from Pontsticill to Merthyr, with an almost continuous descent of 1 in 45-50, two complete reversals of direction, and the construction of two viaducts to carry the line over the Taf Fechan at Pontsarn, and the Taf Fawr at Cefn Coed.

North of the Pontsarn viaduct, a connection was made with the LNWR’s Merthyr Extension line at Morlais Tunnel Junction from where the latter’s double track entered the 1034 yard Morlais Tunnel and beyond routed along the double line to Dowlais High Street and thence to Tredegar, Brynmawr and Abergavenny. The sections from Merthyr to Pontsticill and Bargoed through to Brecon were laid as single lines with passing loops and usually locomotive watering facilities at principal stations. For those single lines, tokens were issued to drivers from signal boxes at such locations and being essential for safe working over single lines.

A train leaving the Morlais Tunnel. Photo courtesy of http://www.alangeorge.co.uk/index.htm

The line was eventually amalgamated with the Great Western Railway in 1923, and by 1958, the line was running three services each way on weekdays, increasing to four on Saturdays, taking around 2½ hours to run from Brecon to Newport. Although surviving nationalisation, the service had run at a substantial loss for most of its lifetime, and was an obvious candidate for closure. Passenger services were closed from Pontsticill Junction to Merthyr Tydfil in November 1961, with the remainder of services stopping at the end of the 1962. The line was closed completely after the withdrawal of goods services in 1964.

Towards the end of the 1970s, a private company, the Brecon Mountain Railway, began to build a narrow-gauge steam-hauled tourist line on the existing 5.5-mile (8.9 km) trackbed from Pant through Pontsticill to Dol-y-gaer. The initial section of 1.75 miles (2.82 km) from Pant to Pontsticill first opened in June 1980. After more than 30 years of hard work and extra-funding, passenger services finally extended to Torpantau in April 2014, bringing the BMR to a total of approximately 5 miles in length.

For more about the Brecon Mountain Railway, please follow the link below:

https://www.bmr.wales/