The featured image for this article is a ‘1901’ series 0-6-0PT in charge of a train of low-headroom coaches at Burry Port (H. C. Casserley) © Public Domain. [1: p737]

Kymer’s Canal is the oldest canal in Wales, built near the town of Kidwelly in Carmarthenshire between 1766 and 1768. It was about 3 miles in length, built by Thomas Kymer, a local mine owner to carry anthracite coal from the Pwll y Llygod pits to a new dock (Kidwelly Quay) on the Gwendraeth Fach river for shipping to clients in the wider world.

The channel and dock suffered from severe mud silting over the decades, making navigation dangerous. In Later years, it became part of the larger Kidwelly and Llanelly Canal and Tramroad Company system authorised in 1812. [2][3][4][5][6]

You can still see parts of the historic waterway and walk alongside dry sections in the 21st century. Walking routes link the old canal directly to the Wales Coast Path and the nearby Kidwelly Town Council local heritage sites. [6][7][8]

Bourne tells us that Canal and Tramroad Company authorised in 1812 was, as well as being permitted to undertake maintenance of the Kidwelly Harbour and to improve Kymer’s Canal, authorised to build railways and tramways to supplement the canal or even replace it. [1: p737]

In parallel, in the following decade (1825) the Pembrey Harbour Co. was incorporated to construct a relocated harbour at Pembrey and to build a canal, tramroad or railway to connect with the harbour. The old harbour, which was constructed in 1819 by industrialist George Bowser and partners to ship local coal, suffered from severe silting problems almost immediately. (It was completely abandoned in 1878 after larger ships moved to the newer downstream port). [9]

The new port was constructed to accommodate larger vessels. It was first opened in 1832 but almost immediately suffered from the collapse of a harbour wall and the collapse of the scouring reservoir walls. It was 1836 before the port was to open fully. [9]

To save confusion between the two harbours an amendment to the Act of Parliament was passed in 1835 to change the name of the newer harbour to ‘Burry Port Harbour’, and the town, which had grown up during the construction work, took on the name at the same time. [1: p737][9]

Three decades later, the designation of the Canal & Tramroad Company was, by Act of 30th April 1866, “changed to the Kidwelly & Burry Port Railway Company. This Act authorised railways, partly by canal conversion, from Kidwelly and Burry Port to Llanarthney, with branches. In 1867 [possibly 1868 [9]), the Harbour Company was dissolved and vested into the railway company under the title of the Burry Port & Gwendraeth Valley Railway Company, and this name remained in use until the railway was absorbed by the Great Western in 1922.” [1: p737]

Bourne continues: “Construction of the railway was completed between Burry Port and Cwmmawr in 1869. The first mineral train ran to Pontyberem in July, and the section between Pontyberem and Cwmmawr was opened later in the year. A branch to Kidwelly was brought into use in July, 1873. Extensions of the line to the east were completed in 1891, partly on the [line] of an old tramway, from Burry Port to a junction with the Llanelly & Mynydd Mawr Railway at Sandy, Llanelly. The proposed railway to Llanarthney did not materialise, although surveys were taken of the route in 1874.” [1: p737]

“In 1898, the railway was approached by local colliery companies with a request that it should operate workmen’s trains from Burry Port and Kidwelly to Cwmmawr.” [1: p737-738]

Despite the fact that the Board of Trade had only passed the railway for freight use, the Company (being in poor financial health) agreed to the use. Initially the requisite coaches were provided by the colliery owners, who contributed 50 shillings/week/coach to cover the railway company’s expenses. The railway company undertook to purchase the coaches when its finances permitted.

Bourne tells us that, “On Llanelly market days it became the practice for the miners’ wives to travel in the workmen’s trains or in the guard’s brake-van of the mineral trains, a charge of sixpence being made in respect of an article belonging to the passenger instead of a fare. When the collieries were closed, free trains were run to enable miners to attend meetings, and to give their families a day by the sea. These trains consisted of colliery wagons, previously cleaned by the miners and provided with benches; ladders were used for entering and leaving the vehicles.” [1: p738]

After a fatal accident in August 1903, the Company “decided that the reconditioning of the railway for use as a passenger line should be considered without delay. When the improvements were completed, sanction was obtained, under a Light Railway Order, to operate passenger trains between Burry Port, Kidwelly and Pontyberem. The service was brought into operation on 2nd August 1909.” [1: p738-739]

“The BP&GVR was single line throughout, and consisted of the 12.75 miles from Burry Port to Cwmmawr (the main line), the Kidwelly branch, and shorter branches (used only for freight traffic) from Burry Port to Sandy, Burry Port to Cwm Capel, the junction near Pinged to Trimsaran, and to various collieries. Connections with other railways were maintained at Burry Port, with the Great Western; at Kidwelly, with the Great Western and the Gwendraeth Valley Railway, traffic to and from the GWR passing over 25 chains of the valley line; at Sandy, with the Llanelly & Mynydd Mawr Railway; and at various colliery sidings.” [1: p739]

The Colonel Stephens Society notes that, “The railway was poorly managed in the nineteenth century and often bankrupt. Increasing traffic at the turn of the century and intelligent management transformed it as a business and Holman Fred Stephens was employed as a consultant in 1908 to reconstruct it [and] to legalise its unofficial carrying of passengers. The necessary legislation was obtained in two Light Railway Orders in 1909 and 1911. Stephens supervised re-construction and re-equipment over the years up to 1913 after which he had no further connection.” [11]

“The Burry Port-Cwmmawr section originated from a separate station at Burry Port, alongside the main-line Pembrey & Burry Port Station. When this line was equipped for passenger traffic to Pontyberem, in 1909, stations were erected at Burry Port, Pontyates, and Pontyberem, and halts at Pembrey, Pinged, Trimsaran Road, Pontnewydd, and Ponthenry. Signal boxes or ground frames were provided at Dock Junction (Burry Port), Kidwelly Junction, Pontyates, and Pontyberem, and eighteen single lever ground frames, working siding connections, were installed. The permanent way consisted of flat bottom steel rails, weighing 75 lb. per yard, secured by bolts to the sleepers. The over and under bridges, which existed when the railway was a mineral line, had sufficient theoretical strength for an axle load of 14 tons, the maximum allowed.” [1: p739]

Bourne continues: “Passenger trains commenced running through to Cwmmawr in 1913, under powers granted by a Light Railway Extension Order (1911), the old mineral line having been rerailed throughout. The original passenger terminus at Pontyberem became a crossing station with an additional platform, while Cwmmawr was furnished with a single platform, booking office, waiting room and ground frame. In addition, five ground frames, controlled by the train staff, were added to work various sidings. In 1914, a new crossing place and signalbox, both since removed, were established at Tymawr, between Burry Port and Kidwelly Junction.” [1: p739]

Bourne continues his description of the line:

“The stations were primitive, with platforms of the short earth type 250 or 350 ft. long, and 3 ft. above rail level. They usually consisted of a small corrugated iron hut with one end roughly partitioned off for an office and the other for a waiting room, though at Ponthenry small brick buildings were erected just before the GWR took over. The signals, mostly electrically lit, were of rather ancient pattern; distant signals, gradient boards and mileposts were not provided. Industries on the line 30 years ago included ten collieries producing anthracite coal, one small colliery raising steam coal, a brickworks and a small tin-plate works. Trains coming down the line to Burry Port often consisted of 45 to 60 loaded wagons. Long trains of empties were taken up the valley with one engine and a 15-ton brake-van. The population was connected almost exclusively with the mining industry, so that general goods traffic was light.

The Burry Port-Cwmmawr line was equipped for working with the train staff and one engine in steam between Burry Port and Dock Junction, and electric train staff or token between Dock Junction and Cwmmawr. Crossing facilities are avail-able at Kidwelly Junction, Pontyates, Pontyberem, and Cwmmawr, but at the first and last named two passenger trains could not be crossed. Staffed stations were situated at Burry Port, Trimsaran Road (population 200), Pontyates (2,000), Ponthenry (700), Pontyberem (3,500), Cwmmawr (2,250), and unstaffed halts at Pembrey (1,800), Craiglon (80), Pinged (80) and Glyn Abbey (150). Signalboxes were installed at the crossing stations and at Dock Junction.

There [were] several noticeable curves on the line, including that at Dock Junction. The railway [was] laid alongside the old canal bed for half its distance, consequently gradients [were] not difficult; … but it [rose] from Pontyates to Cwmmawr, on gradients as steep as 1 in 48 and 1 in 40, each for over half-a-mile. Every station and halt [had] long needed a coat of paint and repairs. The track [was] a mass of weeds. Closed pits, with broken buildings and useless pit gear, [bordered] the line.

Until the passenger services were withdrawn on 21st September [1953], there were four trains daily, one a workmen’s train from Burry Port to Cwmmawr, on weekdays only, with an additional train on Saturdays and five services daily in the reverse direction. They consisted of an engine and two coaches, but the 1.45 p.m. Burry Port to Cwmmawr (Saturdays excepted) was formed with two engines and four coaches, to provide stock for the additional return service. Speed was limited to 25 m.p.h., with further restrictions of 15, 10 or 5 m.p.h. at level crossings, and at the sharp reverse curve near Dock Junction. The level crossings, which [were] rather numerous, [were] not provided with gates (except at Pontyates), the railway being quite open to road traffic. No keepers [were] employed, and public users [had] to look after themselves.

The majority of passengers, a number of whom were miners, travelled only short distances, and the total number carried in 1950 was 35,645, with a revenue of £1.499, compared with 83,965 in 1938. Colliery upon colliery [had been] closed from Pontyates to Cwmmawr, and only three [remained in 1953]. Pentremawr, the largest, [had] a daily output of some 55 wagons, and certain passenger trains stopped at the colliery sidings, the majority of workers travelling from Ponthenry and Pontyates, one and two miles distant. Carway Colliery [produced] some 15 wagons of coal daily, and [there] again passenger trains called at the colliery siding, but the train user was irregular and very light, an average of two miners alighted and one joined daily in a sample week. Glynhebog Colliery, at Cwmmawr, closed in November, 1949, [was then] used as an N.C.B. training centre and some passenger trains stopped at the colliery sidings. The railway [served] an area of no great population, and parallel road services [operated] with much greater frequency and convenience than did the trains. So after attempts to recapture passenger traffic for the railway it was decided to withdraw the service.

The freight train service [was] continued, as traffic offered amply [justified] its retention. The tonnage dealt with in 1949 was 243,461, and the output of Pentremawr Colliery [was] to be increased. The services [were] maintained by a daily train from Burry Port to Pontyberem and back, and to the Kidwelly branch and return. There [were] also two freight trains, except on Saturdays, to Cwmmawr and back.” [1: p740]

• 1923–1924: Owned by Great Mountain Collieries Co. Ltd., employing 121 underground and 32 surface workers (Manager: Jas. Steele) before it was abandoned on May 30, 1924.

With the withdrawal of the passenger service on 21st September 1953, the line was operated on the one engine in steam principle between Kidwelly Junction and Cwmmawr. The crossing gates at the level-crossing at Pontyates were operated by train crew.

Bourne says that electric train staff working between Dock Junction and Kidwelly Junction had to be maintained because of developments in opencast coal workings at Trimaran.

Bourne continues:

“At Cwmmawr, the goods shed siding, the platform road and the line running parallel [were] removed, and the short portion of the line now leading to the platform road [was] slewed to effect connection with the mileage siding; traffic [was] propelled from Pontyberem to Cwmmawr. The passenger track from Dock Junction to [Burry Port] station, together with the loop and three carriage sidings at Burry Port, [were] recovered. Pontyberem and Pontyates parcels offices … remain[ed] open to deal with station-to-station parcels traffic, but the other stations [were] closed and let, and parcels traffic collected and delivered by road vehicles based at Llanelly.

“The Kidwelly Junction-Kidwelly section, from Trimsaran Road to the South Wales main line, slightly east of Kidwelly, [was] worked on the staff and one engine in steam principle. [Operation in the 1950s embraced] the former Gwendraeth Valley Railway, quite a separate undertaking to the Burry Port & Gwendraeth Valley Railway. The Gwendraeth Valley Railway (GVR) was opened to traffic over the three miles from Kidwelly to Mynydd-y-Garreg in 1871, and worked by the BP&GVR until 1904. The actual BP&GVR branch ran to Kidwelly Quay, via Tycoch Junction with the GVR. With the exception of a miners’ train, long discontinued, operated from Tycoch Halt to Pontyberem, no passenger train had traversed this section. … [By the 1950s, the permanent way [was] in a very rough state, overgrown with grass and weeds, and low-lying and wet near Kidwelly. The rails were of light flanged type, bolted to the sleepers, and no signals were provided. Between Tycoch and Kidwelly Quay, the line was used for an occasional few trucks of coal, despatched in small boats carrying 10 to 20 tons at a time. … [In the 1950s], the track [was] used only by the 8.25 a.m. freight train from Burry Port to Kidwelly; the engine [spent] the day shunting at Kidwelly, and running trips on the Mynydd-y-Garreg branch, conveying stone from the quarry to Stephens Works, Kidwelly, and [returned] from Kidwelly to Burry Port at 5.45 p.m. (3 p.m. on Saturdays). The line between Tycoch and Kidwelly Quay was abandoned about 1934, when the quay was closed.

[In 1953], consideration [had] recently been given to the possible closure of the line between Kidwelly Junction and Kidwelly, but no action [was] taken because of the inability of the local breakdown crane to clear several low bridges between Burry Port and Kidwelly Junction. In these circumstances, the loop line [was] the only means of access to the Cwmmawr branch [by] the crane.” [1: p743]

Bourne’s notes are essentially a ‘snapshot’ of the prevailing conditions in 1952/53. He comments that it was the intention to close the line to through traffic when the scheme relating to the National Coal Board sidings at Coed Bach was completed, but the track would not be broken and would remain available, if required in an emergency.

Bourne continues:

“Reception sidings [were] laid during [1953] on a site near Kidwelly Junction to serve the new opencast coal disposal centre at Coed Bach. The normal daily output of the new washery [was] just over 1,000 tons, all of which were despatched by rail. The new works [were] of a temporary nature, as it [was] expected to clear the 1,116,000 tons of opencast coal in the area by 1956.

“The Burry Port-Sandy Junction line crosses the Great Western main line on the level at Pembrey East. At one time, the line served three small collieries and a small brick works, but traffic was light and mainly that emanating from the collieries. Flanged rails weighing 75 lb. a yard, secured by nut and bolt to the sleepers, were used, and the permanent way generally was in a bad condition and overgrown. Fencing was poor and had disappeared in many places, and the track was used regularly as a footpath to Llanelly. One trip daily each way served the line, conveying approximately 30 wagons to Burry Port and 15 to Llanelly. A colliery locomotive worked over the branch between the New Pool and Crown colliery connections. Stop boards were provided to halt BP&GVR trains and the drivers had to satisfy themselves that the line was not occupied before proceeding slowly.” [1: p743 & p744]

Bourne continues his description of the line and its usage in the early 1950s:

“The portion between Pwll and Sandy [was] no longer used for traffic, or even wagon storage, but [was] still in position. The daily freight train [plied] only between Berry Port and Pwll Brick Works, a distance of under two miles. In connection with the N.C.B. new sinkings at Cynheidre, the former Llanelly & Mynydd Mawr track [would, within [a] few years, be doubled, and, to assemble empties for use at the new colliery, a proposal to lay in sidings on the site of the Sandy branch about one mile from Sandy Junction [was] being considered.

“The Trimsaran branch, which [left] the Cwmmawr line between Pinged Halt and Kidwelly Junction, [was] used for marshalling of coal from the Trimsaran Colliery and for wagon storage. Marshalling [was] performed by the colliery’s own locomotive. The branch [had] a ruling gradient of 1 in 47 for 1.25 miles.

“The track [had] been removed from from the Burry Port-Cwm Capel branch. Trains over this branch were propelled from Burry Port, with the guard riding in the leading vehicle. Trains operated during daylight only. Before the train passed over any of the level crossings on the branch, it came to a stand, and the guard went forward and hand-signalled it over. Frequent whistle sounding while running was the practice, and all shunting operations were performed with the engine at the Burry Port end of the train.

“At Burry Port, a short branch, [closed by 1953], served Gwscwm Colliery sidings, and trains of not more than 20 wagons were propelled from Burry Port. Speed did not exceed 5 m.p.h., and a red light was exhibited on the leading vehicle during the hours of darkness. Other colliery lines included the Carway branch and the Glyn Abbey branch, used for wagon storage.

“The small wet dock at Burry Port [was by 1953] out of use, and the hoists and other equipment [had] been removed. The dock, which covered 64,000 sq. ft., was provided with two hydraulic coal tips and hydraulic capstans for shunting. An electric power station was situated on it for the supply of light to the dock premises.” [1: p744]

Wikipedia tells us that, “From 1953 opencast coal extraction gathered pace in the Gwendraeth Valley, and this coupled with economic factors gradually led to closure of most of the deep mines. By 1961 only the Capel Ifan Colliery at Pontyberem continued deep mining, and that pit ceased to forward coal by rail in 1970.” [10]

“The Sandy branch, connected the BP&GVR to the Llanelly and Mynydd Mawr Railway near Llanelly. At the eastern end it divided into two and curved round to the south; one part joined the Stradey estate line and the other the L&MMR line; with the closure of the Pwll brickworks all traffic between Burry Port and Sandy Gate sidings ceased from 4th October 1962. Sandy Gate sidings were simply located on a short stub now served from Sandy, and that too closed on 22nd December 1963.” [10]

“The Trimsaran branch closed to revenue traffic in 1960, but it was retained for wagon storage until June 1962. Goods traffic to Pwll Brickworks ended on 4th October 1962. Regular traffic to Smart’s Dinas Silica Brickworks at Kidwelly ceased in February 1959, after which the Kidwelly branch was little used, and was closed in October 1965.”

“The section from Kidwelly Junction to Kidwelly closed in October 1965, but reopened after relaying on 19th September 1983.” [10]

“Diesel traction was inaugurated on the BP&GVR section on 4th October 1965. Two D2000 Class (later 03 Class) locomotives were modified to work together in multiple, and soon a third was used to bank the trains up the steep gradients in the rear of the train. On the downhill journey the three locomotives hauled the train.” [10]

“The short section from the New Dynant North ground frame to the Cwmmawr terminus was closed on 1st May 1967, although the coal depot at New Dynant continued to be referred to as Cwmmawr.” [10]

“The Kidwelly branch beyond Coed Bach was re-opened (after relaying the track) on 19th September 1983 and, for the first time, large main line locomotives were able to use this short section of the BP&GVR as far as Coed Bach. The re-opening enabled the original section of line from Burry Port to Kidwelly Junction to be completely closed, from 19th September 1983. The remaining line was now worked in two sections; Kidwelly Yard to Coed Bach and Coed Bach to Cwmmawr (New Dynant). From February 1987 substitute locomotives capable of operating air-braked wagons were introduced on the line.” [10]

The very last train to Cwmmawr ran on Friday 29th March 1996, … closure of this remaining section of the BP&GVR main line took place on 1st April 1996. Coed Bach continued to be fed by road so there was still rail traffic over the short distance from there to Kidwelly Yard. This remaining stub of the BP&GVR, and also of the GVR, finally closed on 23rd March 1998. [10][17]

Locomotives and Rolling Stock

Further photographs of locomotives from the BP&GVR can be found here. [16] (Most of the images on this link will probably be in the public domain, but rather than showing them in this article they are well collated on the link.)

Bourne says that:

“Fifteen tank engines were taken into GWR stock at the absorption; all were 0-6-0s some with saddle and others with side tanks. BP&GVR Nos. 1-15, they respectively became Nos. 2102, 2162, 2193 to 2196, 2176, 2197, 2163, 2198, and 2164 to 2168, in GWR stock. The named engines were Nos. 1. Ashburnham, 3. Burry Port, 4, Kidwelly, 5, Cym Mawr, 6. Gwendraeth, and 8, Pioneer. A small shed at Burry Port could accommodate ten engines. At one time, the company possessed 31 passenger and 18 goods vehicles; advantage was taken of the free use of other companies’ wagons given under the common user arrangement. The passenger coaches were secondhand vehicles fitted with the vacuum brake, and had third class accommodation only.

“Seven BP&GVR  locomotives still [survived in 1953], Nos. 2162, 2165, 2166, 2168, 2176, 2196 and 2198. No. 2164 was withdrawn in 1929, No. 2163 in 1944, No. 2192 in 1951,  Nos. 2193 and 2197 in 1952, and Nos 2167, 2194 and 2195 in 1953. No. 2195, Cym Mawr, the nameplate of which was removed by the GWR because of a controversy over the spelling, was condemned in March. 1939, but was reprieved during the war, and withdrawn in January [1953].

“Eight locomotives, all 0-6-0 tanks, [were] allocated to Burry Port shed. In 1953, they [consisted] of ‘1600’ Class Nos. 1609, 1613, 1614 and 1644; ‘2021’ Class No. 2081; and ex- BP&GVR Nos. 2162, 2165 and 2198. Engine working [included] the operation of the two ex- BP&GVR lines, two daily freight trips between Burry Port and Llandilo Junction, and one daily trip between Burry Port and Lando R.A.F. Station. The ’16xx’ Class engines worked all the passenger services and also freight trips, and BP&GVR engines and No. 2081 [were] used on goods trains and for yard shunting. The Kidwelly freight [was] operated either by a ’16xx’ engine or BP&GVR. No. 2198.” [1: p744]

As we have noted above, “D2000 Class (later 03 Class) locomotives were deployed on the BP&GVR. The cabs were cut down to pass under the low bridges on the line. The original reason for the use of the 03 Class was the frequent flooding on the line which would interfere with the low-slung auxiliary equipment on the more powerful 08 Class; however in June 1984 the affected section of line was closed and there was no longer an objection to the 08 Class; three locomotives were modified to lower the profile for the low bridges and were designated Class 08/9.” [10]

The Railway Hub has an article about these diesel locomotives which can be found here. [18]

The Route

We start at the most easterly extent of the BP&GVR – at Sandy Junction.

Given that the BP&GVR was built on the line of the Kymer’s Canal it is much more likely that, rather then crossing the GWR at level, the BP&GVR passed under the GWR main line making use of the canal tunnel/bridge. As we have already noted, because the railway replaced a canal network, it inherited very low bridge clearances originally meant for horse-drawn canal boats. This forced the railway to use uniquely modified, low-profile steam locomotives with cut-down cabs and boiler fittings to squeeze under the structures.

This would seem the appropriate point to pause in our journey along the BP&GVR main line to look at the Cwm Capel Branch.

The Cwm Capel Branch of the BP&GVR

The BP&VR main line again – just a short length!

We now continue our journey along the Burry Port & Gwendraeth Valley Railway to the West of Burry Port.

The old tramway, noted at the left of the map extract above, was not part of the BP&GVR network. It connected Stanley’s Pit to the old Pembury Harbour which was replaced by the facilities at Burry Port. As can be seen above both the GWR and the BP&GVR had to provide bridges to carry the old tramway over their right of way.

The Furnace Branch

In the satellite image above and on the previous 6″ extract from the 1913 Ordnance Survey a branch line can be seen leaving the BP&GVR to the East of Furnace Road. This branch line was short leading to the furnace that gave the name to the adjacent road.

In 1810, an attempt was made to establish an iron works called Pembrey Iron Works, probably in the area now known as Furnace in Burry Port, but it didn’t last long and was closed by 1816. The site of it was likely re-developed by the Pembrey Iron and Coal Company in 1824. [34]

The Pembrey Iron and Coal Company was formed by George Bowser and Thomas Gaunt, who leased marshland from Lord Ashburnham to develop local industry. Pembrey Harbour was built in 1819 at Carreg Edwig to export coal from local mines like Gwscwm and Cwm Capel, and to serve the iron foundry. The Pembrey Canal was a two mile canal opened in 1824 to connect the harbour to the Kidwelly and Llanelly canal network, transporting coal and iron ore via horse-drawn barges. Years later, John Stanley took over management of the company (around 1845) as the area’s industrial focus shifted toward nearby Burry Port development and copper smelting. For more information about the tramroad, please click here. [35]

The BP&VR main line again – West of Stanley’s Bridge

The Trimsaran Branch

Just to the South of a bridge over the Gwendraeth Fawr a branch line headed East away from the BP&GVR main line. It is shown on the map extracts and Railmaponlin.com satellite images below.

In the Trimsaran valley, small-scale surface mining and bell pits (such as those found near Coed y Clun) date back to the 1600s or earlier to supply local smiths. By the late 19th and early 20th centuries, large-scale operations at Trimsaran Colliery grew into a network of drift and slant mines—principally the Caedean (deepest), Waunhir, and Upper Slants (Coal Seams). Employment at the colliery grew from 144 men in 1896 to a peak of over 700 workers by 1931. It produced valuable anthracite and fireclay. The last traditional drift mine closed in 1954, though large-scale open-cast mining operations (operated by firms like Sir John Jackson, Jackson, and Wimpey) continued until 1997. [38]

An ironworks operated around 1900, employing hundreds of local workers. Local brickworks produced durable, hard-fired bricks until 1967, which were used to build garden suburbs and homes throughout Llanelli, Pontyates, and Pontyberem. [39]

The branch line continued East beyond the Steelworks. …

The BP&VR main line again – North of the Gwendraeth Fawr

The Line to Kidwelly

Kidwelly Quay was originally the transfer point between the barges used on Kymer’s Canal and ocean-going coasters. Kymer’s dock at Kidwelly continued to be used for the export of coal by coasters well into the 20th century. It was used as a rubbish dump during the 1950s, but together with a short section of the canal was restored in the 1980s. A few of the structures of the canal can still be traced in the landscape, and the route of the now closed railway can be followed for most of its length.

The BP&GVR Northeast of Kidwelly Junction

The Carway Branch/Siding

The BP&GVR main line again. …

The Carway Colliery Tramway

Earlier in this article we noted the Carway Branch which in 1879 was the rail link running West from Carway Old Colliery to meet the BP&GVR. By 1913, that line had been curtailed to a short siding connected to the BP&GVR. In its place was a line running from the colliery to screens

The BP&GVR continuing Northeast. …

We have noted that a loop left the BP&GVR to serve the screens of Carway Colliery. As of 1913, that loop was no more than a series of sidings serving Carway Colliery Screens.

Plas-bach Colliery sat just to the Southwest of Pontyates. It was opened in 1856 by Roberts and Evans, the colliery featured two shafts, including one measuring 130 metres deep. The colliery extracted coal from three primary seams: the Gwendraeth, Gras, and Pumpquart. The Pumpquart seam was notorious for hazardous outbursts of methane gas and fine coal dust. Despite 20 recorded outbursts between 1920 and 1926, the mine maintained a record of zero fatalities during this period due to strong management and being one of the first in the valley to install underground electric lighting. It was linked both underground and via a surface tramway to the nearby Gwendraeth mine. Employment dropped from 202 workers in 1918 down to 19 men by 1923, and the site officially closed in 1928. So by the date of the 1948 survey it was long closed. [59][60]

Cae-pontbren Colliery operated through various phases between 1887 and 1913. Two initial Shafts were sunk in 1887 to work the Braslyd and Gwendraeth seams, but operations failed and were abandoned in 1896 due to local faulting. A new drift opened in 1900 opposite the New Inn pub to work the Green Vein/Felen seam. By 1907 and 1908, the pit employed around 157 to 160 men. But its life was short. It was finally abandoned in 1913. [63][64]

Ffou Colliery (also known as Ffoy Colliery) was an historic anthracite mine which sat just east of Pontyates, near the road running from Cynheidre to Pontyates. Historic records from the British Geological Survey note that operations at Ffou encountered specific geological variations, such as a parting in the notable Carway Fawr Vein. The BP&GVR line extended to exchange siding to the Northwest of Fou Colliery. An ‘internal tramway linked the exchange sidings to the Colliery. This length of line appears on the railmaponline satellite image above and again on that immediately below.

Ynys-Hafren Brick Works was active by 1809, originally associated with Cwmgelwr, an area corresponding to land later mapped in the 1840s Tithe Maps. Rai

T’yn-y-Wern Colliery was a small operation which clearly was abandoned before 1878.

Pont Henry Colliery operated from the 1820s/1865 until its final closure in 1936. the colliery had three main slants: Glynhir, Gwendraeth, and Stepney and a central coal washery. It extracted high-quality anthracite from the Gwendraeth, Braslyd, Gras, Pumpquart, Green, and Big Vein seams. Manpower peaked at 833 workers in 1927, producing around 200,000 tons of coal annually in both 1930 and 1935. [70]

The Capel-Ifan Colliery (was also known as Pentremawr Colliery) and sat to the Southwest of Pontyberem, It was a drift mine (slant mine) due to the angle and depth of the anthracite seams. It opened in 1870, the site faced early setbacks from geological faults before opening slants (Capel Ifan Nos. 1–4 and Pentremawr). It was absorbed into the Amalgamated Anthracite Combine in 1927 and nationalized under the National Coal Board (NCB) in 1947. The seams worked were: Gwendraeth, Braslyd, Gras, Trichwart, Pumpquart, and the 8-foot-thick Big Vein seam discovered in 1939. [71]

Before looking at the 6″ OS sheets which cover the Pontyberem collieries, we take a quick look at the line of the old railway through Pontyberem village. …

Along with the other collieries in the Gwendraeth Valley, this colliery was nationalised in 1947.

Northern Mine Research Society points out that the South Pit was sunk to a depth of 245 ft., and the Gwendraeth/Pumpquart Pit to a depth of 450 ft. Working seams include the Pumpquart, Trichwart, and Big Vein. Employment reached a high of 824 workers in 1927. Final closure took place on 15th October 1949.

The Pontyberem Slants Colliery is marked on the Ordnance Survey sheet of 1948, as closed. [75]

Dynant Colliery must have been closed in the late 19th century as it does not appear on later editions of Ordnance Survey mapping. Note, in the railmaponline satellite image above, that for a short distance the modern B4317 follows the route of the old tramway. A more minor road occupied the line of the tramway further to the East.

AQ very short distance along the BP&GVR brings us to the location of another colliery – Clyn-hebog Colliery. …

Continuing East-northeast the BP&GVR leaves behind the Clyn-hebog Colliery. …

New Dynant Colliery and Cwm-mawr (Pont-y-felin) sat at the northern railhead of the BP&GVR. New Dynant Colliery was an anthracite coal mine. In the early 1900s it was operated by the New Dynant Anthracite Collieries Co. and later reorganized as New Dynant Anthracite Colliery (1914) Ltd. In 1924, it became part of United Anthracite Collieries Limited (UAC), a group that combined several regional anthracite mines. In 1926, UAC merged with Amalgamated Anthracite Collieries Limited (AAC). It was nationalised in 1947. [77]

‘Cwmmawr for Tumble‘ railway station, (Cwm Mawr railway station or Cwmmawr railway station) was opened in 1913 to timetabled passenger services. It continued to serve the inhabitants of the Cwmmawr area and hinterland between 1913 and 1953; it was one of several basic stations opened on the Burry Port and Gwendraeth Valley Railway. Passenger service ended in September 1953. The line remained open for coal freight until 29th March 1996.

Clos-yr-yn-Colliery was a small anthracite coal mine that opened in 1903. It was closed/abandoned by 1924/1925. Seams worked included Pumpquart and Trichwart (Triquart). In 1905, the colliery employed 19 men. Numbers were 66 underground and 12 at the surface by 1908, and 125 in total by 1913. From 1914-1922, the colliery was owned by New Dynasty Anthracite Colliery (1914) Ltd. In 1918, it employed about 126 underground and 21 at the surface. Between 1923 and 1924 it was owned by Great Mountain Collieries Co. Ltd. and employed 121 underground and 32 surface workers before it was abandoned on 30th May 1924.

It was truly the end of the line!

References

1. John Bourne; The Burry Port & Gwendraeth Valley Railway; in The Railway Magazine, Volume 99, No. 631, Tothill Press, London, November 1953, p737-744.
2. https://en.wikipedia.org/wiki/Kidwelly_and_Llanelly_Canal, accessed on 14th September 2026.
3. https://www.nationaltransporttrust.org.uk/heritage-sites/heritage-detail/kymers-canal, accessed on 14th September 2026.
4. https://www.facebook.com/TheHistoryOfWales/posts/on-19th-february-1766-thomas-kymer-was-granted-an-act-of-parliament-allowing-him/1201894841302902, accessed on 14th September 2026.
5. https://kids.kiddle.co/Kidwelly_and_Llanelly_Canal, accessed on 14th September 2026.
6. https://www.walescoastpath.gov.uk/plan-your-visit/itineraries/circular-walks/carmarthenshire/kidwelly/?lang=en, accessed on 14th September 2026.
7. https://walescoastpathphotos.com/photo_12364093.html, accessed on 14th September 2026.
8. https://www.kidwelly.gov.uk/whats-on/local-attractions, accessed on 14th September 2026.
9. https://pembreyburryportheritage.co.uk/home/burry-port-harbour, accessed on 14th September 2026.
10. https://en.wikipedia.org/wiki/Burry_Port_and_Gwendraeth_Valley_Railway, accessed on 16th September 2026
11. https://colonelstephenssociety.co.uk/the%20colonels%20railways/burry%20port%20%26%20gwendraeth%20valley%20light%20railway, accessed on 16th September 2026.
12. https://picryl.com/media/fairlie-patent-0-4-0-0-4-0-steam-locomotive-mountaineer-e5080a, accessed on 16th September 2026.
13. https://www.facebook.com/share/p/1HRTNeQacK, accessed on 16th September 2026.
14. https://kesr.org.uk/museum/burry-port-gwendraeth-valley, accessed on 17th September 2026.
15. https://www.gwra.co.uk/auctions/nameplate-gwendraeth-ex-burry-port-gwendraeth-vall-2024jul-0175.html, accessed on 18th September 2026.
16. https://transportsofdelight.smugmug.com/RAILWAYS/COLONEL-STEPHENS-RAILWAY-EMPIRE/BURRY-PORT-GWENDRAETH-VALLEY-RAILWAY/i-KXcxzBp/A, accessed on 18th September 2026.
17. R W Miller; The Burry Port & Gwendreath Valley Railway and its Antecedent Canals: Volume Two: The Railway and Dock; Oakwood Press, Usk, 2009.
18. https://www.therailwayhub.co.uk/tag/burry-port-and-gwendraeth-valley-railway, accessed on 18th September 2026.
19. https://maps.nls.uk/view/102340281, accessed on 18th September 2026.
20. https://railmaponline.com/uk-and-irish-railways, accessed on 22nd September 2026.
21. https://maps.nls.uk/view/135193417, accessed on 22nd September 2026.
22. https://maps.nls.uk/view/102180122, accessed on 27th September 2026.
23. https://maps.nls.uk/view/102180083, accessed on 27th September 2026.
24. https://maps.nls.uk/view/102180080, accessed on 28th September 2026.
25. https://maps.nls.uk/geo/explore/#zoom=15.3&lat=51.68334&lon=-4.25061&layers=6&b=ESRIWorld&o=0, accessed on 28th September 2026.
26. https://maps.nls.uk/view/102180077, accessed on 29th September 2026.
27. https://pembreyburryportheritage.co.uk/the-boards/the-tramway-board, accessed on 29th September 2026.
28. https://pembreyburryportheritage.co.uk/home/the-tramway, accessed on 29th September 2026.
29. https://pembreyburryportheritage.co.uk/the-boards/the-tramway-board, accessed on 29th September 2026.
30. https://maps.nls.uk/view-full/102340281, accessed on 29th September 2026.
31. https://maps.nls.uk/view/102340269, accessed on 29th September 2026.
32. https://maps.nls.uk/view/102340272, accessed on 29th September 2026.
33. https://heneb.org.uk/hcla/taf-and-tywi-estuary/pembrey-and-burry-port, accessed on 29th September 2026.
34. https://pembreyburryportheritage.co.uk/about-us/the-project, accessed on 30th September 2026.
35. https://pembreyburryportheritage.co.uk/the-tramroad, accessed on 30th September 2026.
36. https://maps.nls.uk/view/102349926, accessed on 30th September 2026.
37. https://maps.nls.uk/view/102340272, accessed on 30th September 2026.
38. https://www.facebook.com/groups/850121445097091/posts/4344755678966966, accessed on 30th September 2026.
39. https://www.trimsarancc.org.uk/about-trimsaran, accessed on 30th September 2026.
40. https://maps.nls.uk/geo/explore/#zoom=16.7&lat=51.72335&lon=-4.24741&layers=257&b=ESRIWorld&o=100, accessed on 30th September 2026.
41. https://www.google.com/maps/place/Steelworks/@51.7223995,-4.2483364,3a,75y,90t/data=!3m8!1e2!3m6!1sCIHM0ogKEICAgIDawOLyHQ!2e10!3e12!6shttps:%2F%2Flh3.googleusercontent.com%2Fgps-cs-s%2FAHRPTWkVgOGBpqUM31Citdq358NmDwd2wX1lhwDaeg7kFjQWEEEoBib304Dd7MinKnmAJJTstXGPfxBIw4Z4io1vcUPFeONiWDemnTeUC2p4l3HKo2auItIhC0WoKm2a1Wa1QqbkAl6Y%3Dw203-h242-k-no!7i2486!8i2965!4m6!3m5!1s0x486ee930adaf3e75:0xf2920998be04ff47!8m2!3d51.723021!4d-4.248041!16s%2Fg%2F11n_xyx83r?entry=ttu&g_ep=EgoyMDI2MDkyOC4wIKXMDSoASAFQAw%3D%3D, accessed on 1st October 2026.
42. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.72334&lon=-4.23641&layers=6&b=ESRIWorld&o=100, accessed on 1st October 2026.
43. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.72933&lon=-4.28075&layers=168&b=ESRIWorld&o=100, accessed on 1st October 2026.
44. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.72921&lon=-4.28666&layers=168&b=ESRIWorld&o=100, accessed on 1st October 2026.
45. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.72934&lon=-4.29910&layers=168&b=ESRIWorld&o=100, accessed on 1st October 2026.
46. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.73152&lon=-4.31079&layers=168&b=ESRIWorld&o=100, accessed on 1st October 2026.
47. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.73200&lon=-4.31633&layers=168&b=ESRIWorld&o=100, accessed on 1st October 2026.
48. https://www.facebook.com/share/p/1LRbM9XFQr, accessed on 2nd October 2026.
49. https://www.kidwelly.gov.uk/council-services/kidwelly-quay-and-surrounding-area, accessed on 2nd October 2026.
50. https://maps.nls.uk/view/135193270, accessed on 2nd October 2026.
51. https://maps.nls.uk/view/135193273, accessed on 3rd October 2026.
52. https://maps.nls.uk/view/135193276, accessed on 3rd October 2026.
53. https://maps.nls.uk/view/102179939, accessed on 3rd October 2026.
54. https://maps.nls.uk/view/102179978, accessed on 3rd October 2026.
55. https://rchsimagearchive.org.uk/index.php?album=Railways-Tramroads/Early-Railways/Early-Railways-S-Wales-Borders/Carmarthen%20Bay&image=023278E-Carway.jpg, accessed on 3rd October 2026.
56. https://maps.nls.uk/geo/explore/#zoom=17.0&lat=51.74477&lon=-4.23489&layers=168&b=ESRIWorld&o=100, accessed on 3rd October 2026.
57. https://maps.nls.uk/view/135193333, accessed on 3rd October 2026.
58. https://maps.nls.uk/view/102179969, accessed on 3rd October 2026.
59. https://www.welshcoalmines.co.uk/Carm/Plasbach.htm, on 4th October 2026.
60. https://en.wikipedia.org/wiki/Pontyates, accessed on 4th October 2026.
61. https://maps.nls.uk/view/135193282, accessed on 6th October 2026.
62. https://maps.nls.uk/view/102179975, accessed on 7th October 2026.
63. https://nmrs.org.uk/mines-map/coal-mining-in-the-british-isles/swales/llanelli-area/caepontbren-colliery, accessed on 7th October 2026.
64. https://www.welshcoalmines.co.uk/forum/read.php?2,85659,85689, accessed on 7th October 2026.
65. https://maps.nls.uk/view-full/102179978, accessed on 7th October 2026.
66. https://maps.nls.uk/view/102340272, accessed on 7th October 2026.
67. https://maps.nls.uk/view/102179759, accessed on 7th October 2026.
68. https://maps.nls.uk/view/102179756, accessed on 7th October 2026.
69. https://maps.nls.uk/view/102340260, accessed on 7th October 2026.
70. https://nmrs.org.uk/mines-map/coal-mining-in-the-british-isles/swales/llanelli-area/pont-henry-colliery, accessed on 7th October 2026.
71. https://nmrs.org.uk/mines-map/coal-mining-in-the-british-isles/swales/llanelli-area/pentremawr-colliery, accessed on 7th October 2026.
72. https://maps.nls.uk/view-full/102340257, accessed on 7th October 2026.
73. https://maps.nls.uk/view/102179765, accessed on 8th October 2026.
74. https://maps.nls.uk/view/102179762, accessed on 8th October 2026.
75. https://maps.nls.uk/view/102179750, accessed on 8th October 2026.
76. https://maps.nls.uk/view/102179753, accessed on 8th October 2026.
77. https://nmrs.org.uk/mines-map/coal-mining-in-the-british-isles/swales/llanelli-area/new-dynant-colliery, accessed on 9th October 2026.

• The Burry Port & Gwendraeth Valley Railway (BP&GVR)
• The Narrow Gauge Railway Society Journal
• The Lodge Hill & Upnor Railway, (Chattenden & Upnor Railway) and the Chattenden Naval Tramway, Kent
• Joy Comes in the Morning: Lizzie Lowe and the Story of a Church that Changed: A Book Review
• Queenborough Cement Works and Associated Industries at Queenborough