Rheidol Review - Vale of Rheidol Railway Newsletter Issue 2 - 2021

no.45

R heidol R ev iew Newsletter

Photo by Andrew Simmonds

Is sue 2 - 2021 www.rheidolrailway.co.uk

Telephone us: 01970 625 819 - Park Avenue, Aberystwyth SY23 1PG

Photo by Richard Tree

Welcome

What a year...

When we talk about 2021 where do we start?

At the beginning of the year when I wrote the last newsletter we were unsure if we would be able to run any trains at all. Thankfully this situation changed and we were able to run an almost normal timetable throughout the year and we were all pleased to see the railway come to life again through the wonderful support of our many visitors and supporters.

I’m sure a few of our readers have been wandering when or if they would see another newsletter, well thankfully I’ve finally been able to finish the second edition for 2021, at least it is still is for another couple of weeks anyhow.

Hopefully the content in this edition will make up for the long wait, we have an extended mines article, a continuation of our engines from the collection article with this edition looking at the eight engines from Hulleras de Sabero, along with the usual news and updates from the works.

One very exciting prospect for the new year is our new book, Vale of Rheidol Railway in Detail. Highly anticipated after years of research, that will bring our history fully up to date. It will be the ultimate must have for lovers of our line and an excellent reference for modellers.

Two other exciting projects will be taking place during 2022, with work beginning on our display space which will soon allow us to begin displaying engines from our C O N T E N T S

collection for all to see. Alongside this our new shop/booking office will be built with the hope that it will be ready to greet our wonderful supporters and visitors for our 2023 season. Keep an eye on the news page of our website and our social media for updates on these exciting projects.

Of course not forgetting our Garratt No. 60 will haul its first public passenger trains.

Keep an eye on the loco roster page of our website for when, though I’m sure the first planned train will be well publicised via our website and social media.

So lots to be excited about as we move into 2022 and get ready for our new season. Our timetable all being well should be ready by the end of January, we know many of you are looking forward to its announcement.

As always if any of our readers has any images of our line they wish to share then please send them to the below email address for us.

Our question this edition is, what are you looking forward to in 2022?

Send your answers by email to newsletter@ r h e i d o l r a i lw ay. co.uk

Gareth D Jones Editor

Page 4

News

Page 16 Picture Gallery

Page 8

Workshop Updates

Page 20 Volunteer Update

Page 12 Engines from our Collection

Page 22 Mines of the Rheidol Valley

Page 15 Then & Now

Page 28 Shop Products Page 3

Vale of Rheidol Railway News

Garratt No. 60, Drakensberg, Steams

The Vale of Rheidol Railway has completed the commissioning of Hanomag 2-62+2-6-2 Garratt NG/G13 works number 10551 built in 1927. The ex-South African Railway’s locomotive No. 60, named Drakensberg, will be available to haul VoR passenger trains in 2022 in addition to the line’s iconic 2-6-2Ts. The German-built NG/G13 ceased work in South Africa in 1973 and was purchased

by Swiss enthusiasts in 1986. It returned to steam in 1998 and ran on the 60cm gauge Schinznacher Baumschulbahn line in Switzerland until changes to the track layout rendered it unable to traverse the full circuit at the site.

The name Drakensberg was applied in Switzerland, a reference to the area in central Southern Africa named Drakensbergen (Dragons’ Mountains) by early Dutch settlers, now known as Drakensberge in Afrikaans. The red dragon is an iconic Welsh symbol and Vale of Rheidol Railway runs from the sea into the mountains of Mid-Wales, the name is therefore highly appropriate and will be retained.

A successful conclusion to three years of negotiations by Vale of Rheidol management resulted in the locomotive being transported across Europe to Vale of Rheidol Railway where it arrived on 17 July 2017.

Although in generally excellent condition and certified to operate in Switzerland, UK regulations required a fresh boiler test. The decision was made to undertake a full overhaul at VoR’s Aberystwyth workshops. This has progressed between other work, including contract overhauls for other customers, and the suspension of engineering Page 4

Vale of Rheidol Railway News work for periods during 2020 due to the coronavirus pandemic.

The locomotive undertook a successful light engine test and gauging operation over the full length of the Vale of Rheidol Railway from Aberystwyth to Devil’s Bridge on 16 October 2021. A loaded test hauling seven carriages to Devil’s Bridge followed on 18 October. The locomotive subsequently hauled a second test train with Directors and Trustees aboard and worked a demonstration freight train on 9 November for a photo charter.

Overhaul details; Boiler – stripped and found to be in good condition. The boiler fittings were overhauled, new tubes fitted and a new boiler certificate secured.

Power Bogies – stripped, wheels turned, axleboxes inspected, the motion overhauled, new piston and valves rings fitted and accurate setting of the valves.

Brake gear – removed, checked and refitted with the addition of full VoR specification air braking including steam operated air pump. Although no longer functional the original vacuum train braking and locomotive steam brake equipment has been retained in the cab to conserve its original appearance.

Other equipment – a correct early NG/G13 pattern chimney has been fitted and the loco equipped with VoR couplings and safety chains. The original crossed SAR/SAS (South African Railways/Suid-Afrikaanse Spoorweë) lettering on the bunker has been replaced by crossed VOR/VOR lettering in the same format.

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Vale of Rheidol Railway News

Overhaul Complete for WLLR’s The Earl

The heavy overhaul of No.822, The Earl, from the Welshpool & Llanfair Light Railway was recently completed within our workshop at Aberystwyth and it has now returned to its home railway and begun to haul passenger trains, upon completion of testing.

During May, June and July there was a big push within our workshop to get the engine completed. The loco has had new springs fitted but first all the spring hangers and anchor points were built up and machined. This was so that the springs could move freely and reduce the chance of them breaking. The large rods on the motion were white metaled and machined and other parts of the valve gear were re-bushed.

The motion was then finally reassembled. The valve timing was then set using our workshop winches.

Once this was completed, the boiler could be re-fitted. The boiler had a hydraulic test before installation and two stays replaced. A new stainless steel smokebox and ashpan were then fabricated and fitted to the boiler. The boiler was then had the cladding re-fitted and was painted. The boiler was then finally placed in the frames.

The tanks and new bunker were fitted and new fire iron hooks, to the original pattern, manufactured and fitted to the rear of the bunker. The cab was then fitted and a lot of the plumbing replaced with new copper pipes. All the fittings had previously been serviced and repaired and they were fitted back on to the boiler. The cab windows were refitted including a new one manufactured in the workshop.

The loco was then finally painted and sign written before a final steam test in the workshop. The loco was then transported back to the WLLR and tested and commissioned over the next few days. A few minor isuues were sorted out and very soon the loco was out pulling trains for the rest of the season.

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Vale of Rheidol Railway News

Vale of Rheidol Railway in Detail Book Announced IN DETAIL

IN DETAIL

IN DETAIL

The VALE OF RHEIDOL Railway

The VALE OF RHEIDOL Railway

Production Team left to right: Llyr ˆ ap Iolo - VoR Chief Engineer/Director Robert Gambrill - VoR CEO Robert Bance - VoR Archivist Stephen Phillips - Design, Illustration and research

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HIS unique volume of measured drawings describes in great detail the equipment and infrastructure of the Vale of Rheidol Railway.

The result of many years’ research, the book draws on the railway’s own archives and archaeology going back to the opening of the line.

As well as providing a comprehensive record of locomotives, carriages, wagons and buildings – some now long disappeared – the work brings the record up to date with extensive details of modern developments and equipment, researched in conjunction with the railway using primary 1923 to 1928 source information and close examination of surviving equipment.

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HE Vale of Rheidol Light Railway opened for goods traffic during the second week of August 1902 and passenger traffic on 22nd December 1902. It has enjoyed continuous operation for more than a century, forty years of which were under the ownership of British Railways, leaving a rich legacy of historical information.

Working closely with the railway the author has carefully surveyed, researched, recorded and drawn this material – past and present – and the results of this work are presented in this volume. The highly detailed drawings include locomotives, passenger carriages, goods stock, service vehicles, bridges, signalling, trackwork, station buildings, lineside equipment, water columns etc.

The book features a fascinating selection of photographs, documents and ephemera from the railway’s own archives, from opening to the present day, many reproduced here for the first time, and many in colour. Carefully prepared livery diagrams illustrate the myriad of paint schemes used by the railway, including Brighton ochre and rail blue.

Present day operations and developments are covered in detail, providing a unique behind-thescenes insight into the engineering and operation of a modern preserved narrow gauge steam railway.

The Vale of Rheidol Railway occupies a unique position amongst the narrow gauge railways of the British Isles, it is hoped that this book will enable readers to get to know it in greater detail.

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Gas on-off valve

Compiled from the railway’s official archives

Steam heating (shown on end view) fitted for Winter 1925/26 Pipe lagged with felt, wrapped with canvas

Composite/Brake Composite

Lamp moved 1926 for Brake conversion

First GWR livery, full arm, wing and mantle. See GWR Swindon painting diagram No. 65932-D of 1923.

‘Rich Mountains of Lead’ The metal mining industry of Cwm Rheidol and ystumtuen

Standard GWR communication apparatus fitted May 1929

Partition

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Gas on-off valve

VALE OF RHEIDOL RAILWAY 1906 TO 1913

A fully detailed history of the lead, silver and zinc mines of Cwm Rheidol and ystumtuen.

Black lettering shaded white on light grey, black running gear and ironwork. Capacity and Tare lettering not known, presume painted on bottom rail.

Presumed livery as delivered new in 1906.

isbn 978-0-95445-463-0

ISBN 978-0-95445-464-7

Centre door fastened shut

Screw-tightened couplers fitted until c.1930

Dust jacket rear cover illustrations © Vale of Rheidol Railway

GWR twin-pipe gas lines

Handbrake one side

by Ioan Lord

Dust jacket front cover illustration From an oil painting originally painted for the Metcalfe family.

Extra lamp 1926 for Guard’s comp’t Partition

4' - 6"

Partition

Also published by the Vale of Rheidol Railway

Cambrian number both ends Steam heating (shown on end view) fitted for Winter 1925/26 Pipe lagged with felt, wrapped with canvas

Steam heating pipe not shown

Label holder THE (position varies)

Renumbered 9 780954 454647

Drawn by S. Phillips for Vale of Rheidol Trading Ltd © 27 July 2017 (rev 27 July 2019)

VALE OF RHEIDOL RAILWAy LOAD 5 TONS Ceredigion Sy23 1PG Park Avenue, Aberystwyth,

0

by Cambrian

Nos 4-9 www.rheidolrailway.co.uk

5

10

Scale feet

Compiled from the railway’s official archives

TARE TAREI.?.?.

I.?.?.

Handbrake one side

CAMBRIAN RAILWAYS POST 1913 TO c.1923 White lettering on light grey, black running gear and ironwork. Capacity and Tare white letters (conjectural).

Note: Lettering style CAMBRIAN was used after 1915. Prior to 1915 CAM RYS was used with Prince of Wales’ feathers motif centred between the words.

No photographs showing CAM RYS applied to the 1906 wagons have been seen so this style must remain conjectural.

Photographs do exist showing both styles applied to the ex-Hafan wagons, albeit without the Prince of Wales’ feathers.

Vale of Rheidol Railway is delighted to announce the forthcoming publication of the most comprehensive book ever produced about this unique line.

Many years have been spent researching the railway’s own archives and archaeology dating back to the opening of the line in 1902 to produce this sumptuous volume.

With the research coupled with detailed measured drawings, the book presents an unrivalled description of the Railway’s history, equipment and infrastructure.

The production team could not have been better placed to undertake this work. They comprise of Stephen Phillips who undertook Design, Llyr ap Iolo, Robert Gambrill and Robert Bance (VoR Archivist).

The highly detailed drawings include locomotives, passenger carriages, goods stock, service vehicles, bridges, signalling, trackwork, station buildings, lineside equipment, water columns etc. Also featured are a fascinating selection of photographs, documents and ephemera from the railway’s own archives from opening to the present day. Many of these illustrations are being reproduced for the first time with many in colour.

Carefully prepared livery diagrams illustrate the myriad of paint schemes used by the railway, including Brighton Ochre and BR Rail Blue.

In addition to providing a comprehensive record of locomotives, carriages, wagons and buildings, some now long disappeared, aided by primary source information and close examination of surviving equipment, the work brings the record up to date with extensive details of modern developments and equipment. This includes a unique behind-the scenes insight into the engineering and operation of a modern preserved narrow gauge steam railway.

The book will become available, only from the Vale of Rheidol, in January 2022. With the initial print run being limited in numbers and interest expected to be high, early ordering to avoid disappointment is recommended.

Drawn by S. Phillips for Vale of Rheidol Trading Ltd © October 2016

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WORKSHOP Baldwin No.46699

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he boiler cladding has been manufactured and shaped to fit. In order for this to take place the water tanks have had to be removed.

In early 2022 the locomotive will be taken apart, all the platework will be prepared for paint and the chassis will be put on tressles so work can continue with installing the wheels, which are ready, and the repair and fitting of the motion can continue.

We are looking forward to restarting this project to get it completed sometime during summer 2022.

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UPDATE Carriage Project

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ork has begun on the final assembly of the interior of Carriage 11 with the many hand crafted detail parts having been lacquered to bring out a deep shine and emphasise the grain of the wood.

With work on Carriage 11 approaching completion in the paintshop, Carriage 12 has entered the works and stripping has begun to prepare the carriage for the same high quality upgrade treatment.

Page 8

WORKSHOP Loco No.8

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oco No.8 is currently in the workshop having some major maintenance work done to it.

The wheels have all been taken out from the frames and have had the tyres re-profiled.The axleboxes have all been overhauled ready to be refitted. The pony truck springs and worn parts have also been replaced.

The cylinders have had new piston heads manufactured, the piston rods have been ground and new piston rings have been fitted. The cylinder slidebars have all been machined and re-aligned before the crossheads (which have been white metaled) can be machined to match. A number of bearings on the valve gear have been replaced and the coupling and connecting rod brasses have been white metaled and machined ready to be fitted in the New Year as the chassis was stripped we have repainted the frames and buffer beam.

All the usual annual servicing work has been done and No.8 should be back in service for the beginning of next season.

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UPDATE Other Projects

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he Carriage Bogie overhaul programme has continued with the last push to complete the overhaul and upgrade project with modified suspension to improve ride quality and modifications to ease maintenance, there are four currently in the workshop with one pair receiving brand new axles and wheels, by the end of Januray we will start on the final 6 bogies planning to complete the project by the end of February, the first modified pair were trialled during 2011.

Locos 7, 8, 60 & Margaret have all received cold boiler exams and all have passed, and are ready for steam testing in February.

Margaret entered the workshop to have a few details completed which were outstanding from the restoration, these included manufacture and fitting of an original pattern toolbox, manufacture and fitting of a copy of an original folding driver’s seat, fabrication and fitting of a rear lamp bracket and fitting of an original safety valve bonnet.

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Engines from our Collection Compiled by Gareth Jones

No.1 is seen in mid air being unloaded with No.3 already on UK ground in 1969

The Engines from Hulleras de Sabero Hulleras de Sabero was a Spanish industrial railway, which had two railway systems of differing gauges. A metre gauge line ran for 3km between Cisternia and the coal washing plant at Sabero and a 600mm line ran between Sabero and Sotillos about 6km serving the various mines along the way.

We will be focussing on the 600mm gauge fleet as the entire steam locomotive fleet and the Director’s Saloon from this gauge was saved and preserved by the late Peter Rampton. The fleet comprised eight locomotives which he imported in 1969, with the engines arriving at West India Pier, Port of London, in the February.

The Hulleras De Sabero was founded on the 7th September 1892, and by 1900 the 600mm system was carrying an average of 1,600 tons of coal each month, becoming the second most important mining system in the country.

The first engine received by the mine was an 0-6-0 Couillet tank locomotive No.1140 of 1895 it was given the name Sabero and the number 1. It was one of the last engines still in steam on the line towards the end of its Couillet No.1 Page 12

days, a testament to the quality and care of the workshop at Sabero responsible for maintaining the engines. Although they were becoming a little tired by the time the line closed.

Such was the success of this engine that two more were ordered for the line taking the numbers 2 & 3 in service on the railway, their works numbers were No.1209 of 1898 and No.1318 of 1900 respectively. In service these engines also received names with No.2 becoming Saelices and No.3 becoming Olleros.

These three engines formed the mainstay of the motive power on the railway until a fourth engine was procured for the line from the San Miguel Copper Mine.

Sadly the exact date of purchase is not known though it is believed to have been during 1935 as during this year the engine was re-gauged from metre gauge to 600mm gauge, this locomotive was an 0-6-2 Borsig tank engine No. 6022 of 1906 and was Borsig No.7 Sotillos given the name Sotillos and fleet number 7, some sources suggest the engine may have carried No.4, though in images the number 7 can be read on the engines cabside.

In 1937 a fifth engine was added to the fleet which was assembled within the workshop at Sabero and built to the same Couillet 0-6-0 tank design as the first three engines, this engine became Number 6 in service and carried the name La Herrera.

The motive power fleet was further expanded in 1941 with the acquisition of three Henschell & Sohn engines from the Military Rail Service, these engines never received new fleet numbers or names and kept their original numbers of 101, 102 and 103.

All three were built in 1918 and their build numbers were 16073, 16043 and 16045 respectively. The three henschell engines were all of an 0-4-0 tank arrangement upon purchase with loco No.101 being converted to an 0-4-2 wheel arrangement within the works at Sabero. Why only one engine was converted is not known. Perhaps it was an experiment to improve the engines riding along their system. No.101 is by far the most photographed of the three of the engines with no photographs of either No. 102 or 103 being found during the research for this article.

The three Henschell engines have a matching history with all three being built during the final year of the First World War as part of a batch of 58 locomotives destined for a Turkish Army operated railway in Mesopotamia called the Tigris Kreigsbahn. However, only 23 of the constructed engines actually made it to Turkey, the Henschell No.101 with Directors’ Saloon Page 13

Henschell No.101 overtakes one of the Couillet Engines

other 35 all being taken by the Spanish Army for use in Spanish Morrocco during the Moroccon War between 1921 & 1926. After the conflict the surviving engines were moved to the Spanish Peninsular on the Military Rail Service and forming part of the Manzanares-Cuatro Vientos-Leganes Military Railroad. Sales of some of these engines began in 1941 including the three engines which were purchased for use by the Hulleras de Sabero.

The other item of rolling stock saved from this line is the directors’ saloon, it is a small 4 wheeled carriage with a veranda on either end for access and longitudinal seating within.

Videos of the line in action can be found on the following links for our digital readers, the first being a facebook video which features loco No.101 hauling the Directors’ Saloon and one of the Couillet locos in action with Spanish commentary. https://www.facebook.com/watch/?v=1559830964329619 The second video features the metre gauge railway system with the 600mm system having closed in 1967/68, however it gives an insight into operations at the coal washing plant again with Spanish commentary but none the less interesting to watch. h t t p s : / / w w w. yo u t u b e . c o m / w a t c h ? v = x 0 4 B 2 6 Q v j I s & a b _ channel=Jos%C3%A9LuisGarc%C3%ADa

Research for this article has been compiled from the following websites and the book ‘Spanish Narrow Gauge Steam Remembered’ by Lawrence G Marshall. http://valledesabero.webhispana.net/viaestrecha.htm?ckattempt=1&i=1 https://www.spanishrailway.com/ferrocarril-de-hulleras-de-sabero-y-anexas/ http://www.manuserran.com/index.php?option=com_content&view=article&id= 210:hulleras-de-sabero&catid=70&Itemid=238 http://www.manuserran.com/index.php?option=com_content&view=article&id= 220:servicio-militar-de-ferrocarriles&catid=73&Itemid=238 Page 14

Then & Now

The same location decades apart, as No.7 climbs through the Rheidol Valley in John Reeves photo above and No.8 does the same in 2019 in John R Jones’ photo below.

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Photo: Andrew Simmonds

Picture

Photo: Tom Curtis

Photo: Gareth D Jones

Gallery

Photo: Gareth D Jones

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Photo: Alison Jones

Vale of Rheidol Volunteers

By Clive Higgs, Railway Volunteer

After covid restrictions eased, the volunteers worked hard outside, getting the gardens ready before the first trains on May 24th. ‘Socially distanced’, we became a bit anti-social, chatting by shouting to each other.

The May nights were too frosty to plant geraniums, but there was a lot of weeding and deadheading of the daffodil and tulip flowers at all the stations. The weeding of the Aberystwyth car park garden plots was exciting. A family of lesser blackbacked gulls had set up a nest under a bush in the centre of the park. One of the parents fiercely stood on the roof of any nearby car and dived at anyone approaching the area. The volunteers weeded around there by crawling slowly behind the bush, horizontally hoeing the weeds while trying to look dignified. After May 24th, mystified customers arrived, but stood upright and were soon distracted

by The Gull.

This year the railway bought salvias, bidens, sanvitalias and geraniums from Greenacre Nursery at Ynyslas. The geranium flowers were very large, colourful and prolific - their best display ever. We planted at the platforms of Aberystwyth and Devil’s Bridge first as these were the only platforms used by the passengers this year. Wearing face masks, we timed the planting after a train had left. It was quite difficult to shout to each other in a clear and friendly way while wearing face masks, especially if discussing sanvitalias and salvias.

Then the other stations. These were deserted so we added compost and planted without masks, enjoying the sunshine and the breeze.

Maureen and John planted at Aberffrwd and maintained the garden, tubs and troughs there over the summer and autumn.

At Nantyronen the 25 boxes of faded daffodil and tulip plants were removed for summer storage whilst the 25 boxes of geranium plants stored in the carriage shed at Capel Bangor were brought Page 20

out into daylight. Many had not fared well over winter and were replaced by the thriving new plants.

At Capel Bangor, geraniums were planted in the troughs and tubs with salvias also planted in some tubs and in the fire bucket. Bedding plants were planted in the garden next to the station.

During the summer the covid restrictions eased and we took a lift in a booked train compartment to Rhiw Fron Halt. There, we enjoyed an intensive session weeding brambles, nettles and other floral trespassers at the most spectacular train stop.

The train returned from Devil’s Bridge just as we finished.

The weather varied a lot over the summer and there were bouts of watering, weeding and deadheading during droughts and rain periods.

There was one exposed corner of the garden at Capel Bangor where the bidens barely survived despite daily watering. It was the place longest exposed to the sun and most exposed to the warm wind. Everywhere else the plants thrived except next to the tables at Devil’s Bridge. Compost had been put onto the stony ground, but the roots of the large tree nearby had absorbed nearly all the moisture from the ground.

We added water and dug in more plants, helped by chickens who had crossed the road to get to the other side! They feasted on worms and bugs escaping our trowels.

John finished coating the platform fence at Aberffrwd with a creosote substitute and Philip, Edwina and I did the same with the north platform fence at Capel Bangor.

The flowers lasted late into November. After the last train, we removed the 25 boxes of geraniums from the Nantyronen troughs and replaced the 25 boxes of daffodil and tulip bulbs. All ready for Spring.

A few outside geranium plants had survived the 2020 winter at Capel Bangor Station so this winter we covered the plants in the troughs there with

fleece to protect them from frost. We’ll see if this works. Luckily very few people visit the station In the winter, the fleeces look a bit macabre.

Seven oak half-barrels were bought to hold plants above the desiccated flower bed at Devil’s Bridge. One of the winter jobs will be ‘creosoting’ them ready for Spring planting. Hopefully the tree roots will not invade them.

This year we enjoyed meeting up in sunshine in safety, relishing the fresh air and breeze. Such a contrast to the earlier lockdown.

Planting Along the Platforms

By Jenny Edwards, Railway Volunteer

As fairly new members of the railway volunteer group, I just wanted to share with newsletter readers some of our experiences so far. As older people with reduced mobility, we have been much impressed with the facilities now available on the railway which allow us to join in with the gardening and fettling activities on offer to us as

garden volunteers. We hope that passengers enjoy the flower displays as much as we enjoy playing a part in creating and maintaining them. I‘ve included some pictures of the group in action over the past year and hope to continue enjoying these activities for years to come.

Our volunteers meet once a week, and through their efforts our stations always look at their best no matter what the weather. If you wish to join our amazing band of volunteers helping to maintain our stations then please get in touch via email: info@rheidolrailway.co.uk Page 21

The panoramic and lonely site of George Green’s New Cross-cut, on the slopes of Esgair Neint.

New Discoveries at West Nantycreiau Mine, Ceredigion

by Ioan Lord

West Nantycreiau is a small metal mine situated on the flanks of a high mountain called Dihewyd, in the Myherin valley east of Devil’s Bridge, Ceredigion. Opened as a trial on the Nantycreiau Lode, ½ mile west of the large Nantycreiau silver-lead mine, no ore was officially recorded from West Nantycreiau although its output could have been combined with that of its neighbour. It had a relatively short working life spanning twenty-six years between 1869 until 1895, and its little-known history, as well as new access to underground workings which have been inaccessible for longer than living memory, will be the focus of this study.

The West Nantycreiau sett was formed in January 1869, and let by the Crown to Captain James Lester from Blithfield, Staffordshire.

Lester was currently living with his family in the Gogerddan Arms, Ponterwyd, and was chief agent of several mines around Ponterwyd and Goginan. The new mine Page 22

Location map of West Nantycreiau Mine, Ceredigion at West Nantycreiau was first developed through an adit called the Long Cross-cut, extended due north from the Myherin river ¼ mile north-east of Nant Syddion house, with the intention of cutting the well-known Nantycreiau Lode (portal at SN77697922).

This adit has been previously associated by historians with the neighbouring Nant Syddion Mine to the west, but contemporary reports indicate that thisPhoto: was in fact Captain Lawley’s at break of day.

Hannes Paling

Lester’s original adit into West Nantycreiau.

The Long Cross-cut had intersected the South Lode by December 1869, and a drift was extended east along its course. Although favourable lead-ore samples from the South Lode were sent to the offices of T. E. W. Thomas in London for assaying, the drift was abandoned in early March 1870. Long Crosscut was continued north-westwards towards the Nantycreiau Lode proper, but this was also rapidly abandoned. No more reports have been found of Captain Lester’s operations at West Nantycreiau, but it is possible that he was responsible for beginning a second abortive cross-cut towards the lode from near the valley floor further east (herein termed “Eastern Adit”, portal at SN78717977).

The most interesting period of development at West Nantycreiau began in 1883, when the lease was taken, along with that of the main Nantycreiau Mine, by George Green of the Cambrian Foundry, Aberystwyth. Green was already involved with several other mines in the area, including Ystumtuen, Cwmbrwyno and Penrhiw. He

developed West Nantycreiau by sinking a new engine shaft on the outcrop of the lode near the summit of Dihewyd. It was sunk from near the ridge to a depth of 28 fathoms, pumped by a c.25-foot-diameter waterwheel situated in a pit immediately to the west. The waterwheel was fed by an existing leat which brought water from Llynnoedd Ieuan to the nearby Castell Mine. The new engine shaft was situated high above the two cross-cuts in the valley below, and its dramatic position Another Iron wagon must have made the carriage of the pumping in No. 8 Adit waterwheel to the site a found considerable feat.

Levels were driven from the shaft at depths of 7, 17 and 25 fathoms below surface. The 25 Fathom Level – the deepest – was driven along the lode to the west for 15 fathoms to where a stope was opened. Any ore raised from this stope was dressed and sold at the main Nantycreiau Mine to the east, which remained under the same ownership.

George Green, however, had even bigger plans for West Nantycreiau. He commenced a great ‘Drainage and Mineral Tunnel’, later known as the New Cross-cut, Miner’s shovel and ammonal tin

The “Middle Adit” at West Nantycreiau still retains a 1’6”-gauge tramway along much of its length.

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from the mountainside in order to intersect and access the orebody found in the engine shaft. New Cross-cut was planned to serve as more than just a drainage and haulage adit: Green intended to divert the leat which currently fed the pumping waterwheel near the ridge, and direct the water down the engine shaft in pipes. At the New Crosscut level, an underground power plant to develop 200-300 HP was to be erected at the base of the shaft, fed by the high-pressure pipeline coming down from surface. The tail race and electrical cables were to run outbye along New Cross-cut, to supply a proposed dressing mill situated below the portal.

The New Cross-cut scheme probably began in 1884-5. The large adit was extended in a straight line towards the lode. However, the death of George Green in 1895 brought all operations to a standstill. New Cross-cut was abandoned at a reported length of 115 fathoms, only a few fathoms short of the lode. The former leaseholder’s son, William A. Green, who took over the management of the mines, mysteriously never continued the New Crosscut the final few fathoms to the lode. Instead, he focused on the main Nantycreiau Mine, and West Nantycreiau was closed altogether.

It seems, after the great expense of extending New Cross-cut to a point so very close to the lode, a wasted effort to have not continued it a few fathoms further to reach it. The sole of the 25 Fathom Level was described by one of the last miners to have worked there as yielding 2 tons of dressed blende per fathom.

Work continued at the main Nantycreiau Mine for another fourteen years after George Green’s death, under the management of William Green and John Owen, but no more ore was returned and the mine was finally closed. The above history of George Green’s operations at West Nantycreiau is recorded in one anonymous report, dating from the early twentieth century, preserved in the BGS archive.

Several decades after the abandonment of the New Cross-cut scheme, West Nantycreiau was inspected by the Non-ferrous Metallic Ores Committee of the Ministry of Supply during the Second World Page 24

War. A mining engineer called James Jackson and two assistants were appointed by the Committee to inspect mines across Britain for possible reserves of zinc-blende. Jackson listed West Nantycreiau as one of these potential sites in mid-Wales, and the engine shaft was inspected in 1941. However, the results were not promising enough for the mine to be reopened. Since 1941, West Nantycreiau has stood completely abandoned. The manway and sollars installed in the shaft during the War rotted away completely during the 1970s.

The site of George Green’s ill-fated New Cross-cut at West Nantycreiau has been debated over the years. The single BGS report which documents its history does not specify from where the New Cross-cut was driven; only that it was abandoned a few fathoms short of cutting the lode and that it was aimed to intersect the engine shaft at a depth of 40 fathoms below surface. With these two facts, the identification of George Green’s New Cross-cut becomes even more confusing.

Until 2021, historians believed New Crosscut to be a long adit which extends under Dihewyd hill from the Nantycreiau valley.

This adit, herein termed “Middle Adit” (SN72417975), would have indeed reached the engine shaft at a depth of about 40 fathoms. However, the cross-cut intersects three lodes, and drifts one for a considerable distance west towards the shaft. The entire length of the cross-cut measures 74 fathoms.

The BGS report expresses that the lode was never intersected in the New Cross-cut, which measured over 100 fathoms in length. Since “Middle Adit” does not match the historical description of the New Cross-cut, other adits have recently been searched for in the vicinity.

The only one found was a collapsed cross-cut with a large finger-tip situated in a barren valley to the north, at the head of Esgair Neint (SN78007990). This adit has recently been reopened and inspected, to try and confirm whether this was in fact Green’s New Crosscut. The results are very intriguing.

In March 2021, the adit on Esgair Neint was reopened and drained, to allow its first access in modern times. It had been inaccessible and totally flooded for longer than living

Seen for the first time in over a century: George Green’s ill-fated New Cross-cut drained and accessed in April 2021. memory, and other historians had dismissed it as being of no importance and ‘cannot have been driven more than thirty or forty metres’.

The adit was accessed on 4 April 2021, and fits the description provided by the BGS report of the New Cross-cut almost perfectly. The spacious cross-cut extends in a dead straight line for 625 feet (190 meters) towards the lode, before reaching a forehead. It contains several 2” compressed air hose brackets on the wall, and remains of a tramway on the floor. The writer is certain that this is George Green’s abortive New Cross-cut, driven between 1884 and 1895. One minor clay joint is intersected at 367 feet from the portal, but the rest of the cross-cut is through barren country rock. An interesting feature is that the 1885 OS map (drawn when the adit was in operation) shows four footpaths leading up

the valley to it from Dyffryn Castell, passing by a small store or gunpowder magazine near the portal. This suggests that the miners lived or lodged in Dyffryn Castell and Ponterwyd to the north-west. New mapping of the New Cross-cut, as well as the c.65° northerly dip of the Nantycreiau Lode, has revealed that the forehead is situated within 30 feet of its goal. Had George Green lived for another two weeks, it is very probable that his adit would have intersected the lode.

There is only one problem with this conclusion. The anonymous BGS report which mentions George Green’s New Cross-cut states that it would reach the engine shaft at a depth of 40 fathoms, and that the shaft would be sunk down below its present sump to meet it. The adit which has now been identified as the New Cross-cut would have only reached Page 25

New cross-section of West Nantycreiau Mine, showing the workings mentioned in the text. Note how near the abandoned forehead of New Cross-cut was to intersecting the lode. the shaft at a depth of 16 fathoms, and the shaft was already deeper than this. Therefore, the “Middle Adit” mentioned above, driven north-west to the lode from the Nantycreiau valley, must be reconsidered. It is the writer’s belief that this adit, which is situated almost 40 fathoms exactly downhill from the shaft, has been confused with the New Cross-cut by the BGS reporter who wrote about its history several years after George Green’s death. The meandering nature of the “Middle Adit” does not match the straight description of the New Cross-cut, which was specifically said to have never reached any lode when it was abandoned. A 250-foot difference in length between portal and lode disproves the possibility that the adit was reopened and continued to the lode at a later date. It is probable that the “Middle Adit” was also driven by Green as an attempt to provide deeper drainage for the engine shaft, so that New Cross-cut could be used exclusively for haulage and conveyance of electric cables and ore from the shaft to the mill.

Having studied the available evidence, the following conclusion has been made.

When George Green developed the West Nantycreiau engine shaft, the old Lester adits were positioned in the Myherin and Nantycreiau valleys to the south and neither was suitable to serve as a main haulage level Page 26

to carry out the vast quantities of ore which were anticipated. Therefore, Green moved his attention to the other side of the Dihewyd ridge, to the remote flank of Esgair Neint, where a desolate valley feeds it way north and gradually down to Dyffryn Castell and the main turnpike road from Aberystwyth to Llangurig. Green decided to open his Drainage and Mineral Tunnel or the New Cross-cut from the head of Esgair Neint, to serve as the main haulage-way in and out of the engine shaft. This adit would cut the lode after about 650 feet of cross-cutting. It would then drift the lode east for 400 feet to intersect the engine shaft, where the underground power plant was to be constructed. Cables and pipes would direct both water and electricity from the power plant along New Crosscut to the portal. The dressing mill could be conveniently placed on the gentle hillside below the portal, from where concentrates could easily be carted down to the turnpike road at Dyffryn Castell. Meanwhile, an additional adit (”Middle Adit”) was driven north-westwards from the steep Nantycreiau valley and intersected the Nantycreiau Lode after 440 feet of cross-cutting. The drift was extended south-westwards towards the shaft to access the orebody seen in the sole of the 25 Fathom Level, but no communication was made.

As for the true value of the orebody aimed for by George Green’s extensive development of West Nantycreiau, I quote the remarks of the late Simon J. S. Hughes: ‘I have examined this area for several companies. Nowhere can workable zinc be seen but only a tiny part of the mines can be inspected. There has obviously been a phenomenally rich rib of zinc blende at Nantycreiau and the rejected material bears testimony to this fact. The Nantycreiau and Castell Lodes converge and appear to merge at depth, this supposition is supported by their similar isotopic profiles. The most realistic proposal is in fact to forget the old mines, they are only shallow scratchings, and concentrate on the structural geology to produce drill targets. I suspect that there could be considerably more ore at depth than was ever taken out of the old mines. If ever I ever won the Lottery, I would indulge myself on a diamond drill hole or two under West Nantycreiau.’

Today, all of West Nantycreiau except for the New Cross-cut lies in forestry.

However, most of the mine’s features are still discernible. The Long Cross-cut of 1869 near Nant Syddion bothy remains open, extending due north from the bank of Afon Myherin for 310 feet until the South Lode is cut. This dips to the south at around 70 degrees. The drift east on this extends for only 40 feet, displaying some zinc and copper mineralisation. The main cross-cut curves to the north-west and continues for another 70 feet, passing a fluccan lode which has been drifted south-west for 30 feet. Four minor stringers are intersected in the crosscut between the portal and the South Lode, but the drivage would have had to have been continued several hundred feet further north for the Nantycreiau Lode proper to be intersected.

George Green’s “Middle

Adit” also remains open, intersecting the Nantycreiau Lode after 440 feet of crosscutting north-westwards. Two stringers are intersected between the portal and the Nantycreiau Lode: a fluccan lode at 240 feet inbye and a branch at 330 feet. The “Eastern Adit” is totally run-in and a very minor tip suggests a short and insignificant drivage. The engine shaft has been lost by the construction of a forestry road, but a series of open-cuts remain evident to the west as well as the hub, bosses and eccentric of the pumping waterwheel. New Cross-cut lies undisturbed by modern industry on the barren and lonely slopes of Esgair Neint to the north. The adit is once again flooded and inaccessible since its inspection in April 2021.

West Nantycreiau Mine was never reported upon in detail during any part of its historical development, and it is therefore pleasing to know that the identity of the New Cross-cut has finally been confirmed through research and fieldwork. The cross-cut which was driven with such high hopes until the death of the proprietor may not have been successful, but still represents the grand plans which the world-renowned George Green had for developing an underground hydro power plant and dressing mill high in the Cambrian Mountains.

New surface plan of West Nantycreiau Mine, showing the workings mentioned in the text.

Page 27

CARMARTHEN TO FISHGUARD HARBOUR BY JOHN HODGE

This volume covers the important main line section of line between Carmarthen and Fishguard Harbour, the terminus station opening in 1906 and replacing New Milford (later Neyland) as the previous main line terminus. In 1909 Cunard passenger liners between New York and Liverpool began calling at Fishguard and this book contains a fascinating account of this working lasting 3-4 years which saw fast connecting trains running to Paddington and the Continent via Dover.There were also important branches coming off this line at Whitland (for Pembroke Dock) and also to Cardigan, though the latter was closed in the Beeching cuts of 1964. The book affords a detailed look at Whitland where the rail service has been completely transformed since the end of steam. We see the Milk services that ran from Whitland (as well as Carmarthen) and the Fish services from Milford Haven, as well as the Oil Trains which will feature in a later volume.

Hardback with dust jacket, 216 pages, 54 colour & 366 black and white illustrations & maps

£30.00 DIESEL HYDRAULICS: A COLOUR RETROSPECTIVE BY ANDREW VINES In this new book photographer and diesel hydraulic enthusiast Andrew Vines takes a retrospective pictorial look at all of the classes of locomotives that were built for the Western Region of British Railways. Destined to have short lives in service, they have been the subject of much discussion and interest since their demise and have achieved near mythical status in the minds of some enthusiasts.

This book does not repeat the several detailed histories that have been written on these locomotives, but rather gives an informed commentary and much information on what they were about, where they operated and the types of traffic that they handled.

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EDWARD THOMPSON WARTIME CME

BY SIMON A.C. MARTIN This is far from a boring random study with very little research, instead it has been fastidiously put together with full reference and examination of the man and his time on the railway from the period just before Gresley’s death and the way in which he handed the batten on to Arthur Peppercorn. after the tumultuous war years Along the way the author brings to life in a truly absorbing manner this important wartime period and how the effects of the conflict steered his judgements, advice and design criteria in a way we think has never been seen before. It is no wonder it was applauded by what many would recognise as potentially Edward Thompson’s perhaps harshest critics as devotees of Sir Nigel Gresley’s work from members of the Gresley Society.

We examine each of Thompson’s own designs, and the work carried out on his predecessor’s locomotives to bring the best out them and the resources available at the time.

£34.95 UNFINISHED LINES BY MARK YONGE Mark Yonge had, for many years, wanted to write a book about railway projects that were started but never completed. The physical evidence of these works throughout England although rapidly vanishing, can still be seen in places to this day.The reader can view several examples which include viaducts, earthworks, bridges, partially completed tunnels, an abandoned tunnel boring machine and the beginnings of a major London airport. Behind all these tales are stories of intrigue, manipulation, interference by the armed forces and sometimes great sadness brought about by personal ambition and ruin.

These remaining assets are in the main, not protected by legislation and are thus at risk of demolition at any time. It is to be hoped that this record of their existence in the 2020s may go a little way towards recording some of our more interesting and neglected features of railway history for the benefit of future generations.

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THE LEADER LOCOMOTIVE: BULLEID’S GREAT EXPERIMENT The story of O V Bulleid’s ‘Leader’ class is one that simply refuses to lie down, continuing to be a source of debate and controversy.

Was this the great innovation that would have taken the steam locomotive to unheard of levels of sophistication and efficiency, or a folie de grandeur on the part of an undoubtedly creative, charismatic yet maverick engineer, which should never have been countenanced or financed by his superiors? Seventy years after the last examples of these ill-fated locomotives were scrapped, the controversy surrounding them still rumbles on and fascination with the project among railway enthusiasts is unabated.

Having written previously on the subject, author Kevin Robertson has continued his research into the ‘Leader’ class and unearthed much new material from a variety of sources which is presented here for the first time. Whilst not likely to have changed the end result, much new light is shed as to how that decision was arrived at. New sources have been explored that were not available previously and these add greatly to our understanding of how the project was managed, adding flavour and at times even comedy to the events recounted.

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£30.00 FINAL JOURNEY: THE UNTOLD STORY OF FUNERAL TRAINS This new history reveals the previously untold story of why and how trains have been used to transport the dead, enabling their burial in a place of significance to the bereaved. Profusely illustrated with many images, some never previously published, Nicolas Wheatley’s work details how the mainline railways carried out this important yet often hidden work from the Victorian age to the 1980s, as well as how ceremonial funeral transport continues on heritage railways today. From royalty, aristocrats and other VIPs (including Sir Winston Churchill and the Unknown Warrior) to victims of accidents and ordinary people, Final Journey explores the way in which these people travelled for the last time by train before being laid to rest.

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