Following on from a couple of articles about the Tanat Valley Light Railway written some years back, I was reading some older rather tatty magazines and found an article entitled “Rails up the Tanat Valley” in an issue of the Ian Allan publication ‘Railway World‘ – the June 1990 edition. [1]
The featured image for this article is a photograph taken in August 1963 of an unidentified pannier tank crossing the A495 with a ballast train from Blodwell, heading for Llynclys Junction. One of the train crew is seeing the train across the crossing. An old gas lamp retains its red glass aspect to the road, GWR-style © Andrew Buckley. [1: p364]
In his article, Colin Ganley recounted the rise and decline of the minor lines running west from Oswestry, the last remnant of which by 1990 had been ‘mothballed’.
Colin Ganley wrote: “In October 1988, the last train ran between Gobowen and Biodwell Quarry in Shropshire. For some years the line had carried only stone trains, bringing out ballast to the requirements of the Area Engineer. The trains, normally Class 31-hauled, traversed the remains of five different branch lines, which in their heyday provided Oswestry and the eastern end of the Tanat Valley with a fascinating and complicated array of lines to serve local industry. With the decision to cease using ballast from Blodwell, traffic on the line came to an end, marking the final cessation of all rail services connected with the delightful one-time Tanat Valley Light Railway.” [1: p364]
He continued: “For the present, this surviving section is in suspended animation. As there is a possibility that the stone traffic may restart in the future, the railway is being left in place. Traffic will resume if BR returns to this source of ballast. If not, eventually a decision will be made to lift the track and dispose of the land: unless the Cambrian Railways Society, based at Oswestry, is in a position to take an active interest in its future.” [1: p364]
Parts of the derelict line at Nant Mawr which were once the western end of the Old Potts Railway are now owned by ‘The Tanat Valley Light Railway’ which is a modern charity that aims to preserve and restore this line.
“The original Tanat Valley Light Railway was the first cross border light railway crossing from England into Wales, meandering up the fantastic Tanat Valley from Llynclys Junction to Llangynog and providing links to Llanymynech and Llanfyllin via its other branches.” [2] It was opened in 1904, mainly as a direct result of the 1896 Light Railways Act, but, says Ganley, “before taking up its story it would be useful to look at its associated lines and also earlier schemes to provide the picturesque village of Llangynog with railway transport. At the height of railway mania in 1845, the Shrewsbury, Oswestry and Chester Junction Railway obtained powers to build a line from Shrewsbury to Chester with a branch from Gobowen to Llanymynech. All that was built of the branch was the 2.25 miles from Gobowen to Oswestry, which opened on 23rd December 1848. In 1854 this line became part of the Great Western Railway.” [1: p364]
He continues: “The second portion of line to be constructed was the Oswestry & Newtown Railway, which was incorporated in 1855. to link these two towns. The section between Oswestry and Pool Quay opened on 1st May 1860 with the remainder to Newtown opening on 14th August. … The company, which was to be the foundation of the later Cambrian Railways, opened a 1.25-mile freight-only branch from Llynclys Junction, some 3.5 miles south of Oswestry, to Porthywaen. This branch served important quarries, some of which are still operating today, and became the railhead for the industries of the Upper Tanat Valley, Shortly after the Porthywaen branch was opened, a mineral line was built from it to serve some collieries at Trefonen. These collieries however were not very successful and this line was abandoned as early as 1881.” [1: p364]
“In the meantime there had been several proposals to build a line up the Tanat Valley. One such proposal envisaged a great trunk line from Worcester to Porth Dinllaen, near Nefyn on the Caenarvonshire coast, with the object of providing an alternative route for Irish Mail traffic. In 1860, a similar proposal was put forward as the West Midlands, Shrewsbury & Coast of Wales Railway which planned a railway from Shrewsbury to Portmadoc via Llanymynech, Llangynog and Bala. This route would have included a 1.5-mile tunnel under the Berwyn Mountains between Llangynog and Bala.” [1: p364]
“However, the project had trouble raising support and money. … Proposals for a similar route were resurrected in 1862 as the Shrewsbury & North Wales Railway. Powers were obtained by 1865 to build a line from Abbey Foregate, Shrewsbury, to Llanymynech but before this section was completed the company had merged with another scheme to provide a railway from Stoke-on-Trent to Shrewsbury. The combined efforts brought forth the grand title of the Potteries, Shrewsbury & North Wales Railway (or POTTS for short) and extended the original plans to include an extension from Llanymynech to Nantmawr over which passenger trains were to run as far as Llanyblodwell (later renamed Blodwell Junction). The financial troubles of the POTTS and its rebirth as the renowned Shropshire & Montgomeryshire Light Railway [3] are outside the scope of this article, but the result was the working of the Llanymynech to Nant Mawr section by the Cambrian Railways from 1881. At this time goods traffic only was operated, the passenger service between and Llanymynech and Lianyblodwell having ceased in 1880.” [1: p364-365]
“The Light Railways Act of 1896 made possible the construction of railways to remote agricultural areas that hitherto had had difficulties in raising capital and several places along the Welsh border benefited from such schemes, one being the Tanat Valley. The Act saw the birth of two schemes to provide, at last, rail transport to the Upper Tanat Valley and the industries of Llangynog. The unsuccessful proposal was for a 2ft 6in gauge railway from the Llanfyllin terminus of the Cambrian branch from Llanymynech.” [1: p365]
“This plan, the Llanfyllin & Llangynog Light Railway, was to cross sparsely populated country between Llanfyllin and Penybontfawr and would not have benefited the lower part of the Tanat Valley. It nevertheless could have been a fascinating line had it been constructed, though the change of gauge at Llanfyllin would have proved a disadvantage.” [1: p365]
“The scheme that was selected by the Light Railway Commissioners was for a standard gauge line from the Cambrian’s Porthywaen mineral branch straight up the valley Liangynog. The plan also envisaged using a short section of the Nantmawr branch. The Tanat Valley Light Railway received its Light Railway Order in 1898 and was constructed by J. Strachan of Cardiff who employed about 125 men on the work. The total cost of the line proved to be about £92,000 which was around £20,000 more than the company had hoped for. This shortfall, not helped by a delay in construction, meant that the Tanat Valley Co was impoverished from the outset and had to approach the Treasury for more grant aid. During construction in 1903 some directors found that the contractor was giving a ‘free’ train service over the partially finished railway but as the contractor was allowed to finish the job it can be assumed that any quarrel was rectified.” [1: p365] For the earlier articles about this line, please follow these two links:
https://rogerfarnworth.com/2019/09/18/the-tanat-valley-light-railway-and-the-nantmawr-branch-part-1/
https://rogerfarnworth.com/2020/03/17/the-tanat-valley-light-railway-and-the-nantmawr-branch-part-2/
Colin Ganley continues: the Tanat Valley Light Railway “opened on 5th January 1904 to both passengers and freight and was worked by the Cambrian from the start. It became wholly part of the Cambrian in 1921, passing to the Great Western Railway and then to the Western Region of British Rail. The length of the linc from Llynclys Junction to Llangynog was some 15 miles 71 chains and included 11 stations or halts, one of which was former POTTS station of Llanyblodwell which was renamed Blodwell Junction. The stations were of typical light railway pattern with rather mean corrugated iron clad buildings and, except for Liangedwyn and Llanrhaiadr Mochnant, had only one platform. Original plans for some stations did consider refreshment rooms in effort to build up tourism but the company’s lack of capital put an end to such plans.” [1: p365-366]
“With the opening of the Tanat Valley line, passenger services were restored between Llanymynech and Blodwel Junction as this had been a condition of securing support from potential opponents during the planning stages. The opening of the Tanat Valley line also restimulated the slate quarries at Llangynog which had all but closed by 1900. Slate quarrying continued intermittently until 1939 but lead mining, which had effectively ceased in 1877, was never to resume on any commercial scale. The railway also assured the development of granite quarrying at Llangynog, the Berwyn Granite Co. providing much traffic until World War 2. The quarry survived into the mid 1950s but at the end offered virtually no traffic to the railway.” [1: p366] Berwyn Granite Quarries Ltd. remains an active company with headquarters in Wellington, Shropshire. [4]
Colin Ganley continues: “Initially the passenger service consisted of four trains each weekday with an extra trip on Wednesdays. Many trains were mixed and the journey to Oswestry took no less than 75min on some trains. Two trains a day carried a through coach to Llanymynech, detached at Blodwell Junction, but this practice ceased in 1915 and was replaced by a connecting service. The Blodwell Junction to Llanymynech service ceased completely as from 1st January 1917, having been hardly ever used and only operated to fulfil an agreement. Freight traffic over this section ceased in 1925, the Nantmawr traffic then being worked via Porthywaen, and most of it was lifted between 1936 and 1938.” [1: p366]
By 1923, “the number of passengers being carried was half the level of 1913 and continued to decline during the GWR years. By 1925 services, which normally consisted of two four-wheeled carriages, were reduced to three trains each way, though certain extras ran on Wednesdays and Saturdays. In 1929, the GWR introduced a rival bus service which was taken over by Crosville in 1933. The bus served the centres of villages far better than the train as certain stations. Llanrhajadr Mochnant in particular, were badly situated. This, coupled with the elongated journey times caused by the adherence to light railway practices, reduced traffic even further.” [1: p366-367]
“During World War 2 the passenger service was reduced to two trains each way, by now composed of a single Cambrian brake third. After the war, despite petrol rationing, few people were making the delightful trip up the Tanat Valley by rail. Goods traffic was also on the wane and on 15th January 1951 passenger services ceased because of a grave coal shortage, never to return. Official closure took place on 1st July 1952 and at the same time freight traffic was also withdrawn between Llanrhaiadr Mochnant and Llangynog. The track on this section remained in situ for several years, not being lifted until 1958. Freight traffic to Llanrhaiadr Mochnant ceased abruptly on 5th December 1960 after the river bridge near Pentrefelin was badly damaged by flooding,” [1: p367]
“Services on neighbouring lines were savaged in the mid-1960s. All passenger traffic between Welshpool and Whitchurch and also over the Llanfyllin branch were withdrawn on 18th January 1965, leaving Oswestry with the Gobowen diesel shuttle service, which ceased in November the following year. By 1967, just the single track South of Oswestry to Porthywaen and Nantmawr was left, along with the line from Gobowen. Reduction in traffic over the ensuing years left just the Blodwell Quarry service. All the sidings at Oswestry and Porthywaen disappeared. The section west of Blodwell Junction had been lifted by 1965 and though the Nantmawr branch has not seen a train for 20 years the track is still in-situ, although with sturdy trees growing between the sleepers.” [1: p367]
“No account of the Tanat Valley would be complete without a brief mention of its quaint motive power. From the outset, the Cambrian normally provided three Sharp Stewart 2-4-0Ts, Nos 57, 58 & 59 of 1866 vintage. They became GWR Nos. 1192, 1196 and 1197 respectively, and although No 1192 was withdrawn in 1929 after being sent to Devon, Nos 1196 & 1197, both in a rebuilt state, survived at Oswestry until 1948.” [1: p367]
Sharp, Stewart and Co. “was a steam locomotive manufacturer, originally based in Manchester, England. The company was established in 1843 following the dissolution of Sharp, Roberts & Co.. In 1888, it relocated to Glasgow, Scotland, where it later amalgamated with two other Glasgow-based locomotive manufacturers to form the North British Locomotive Company.” [5]
Ganley tells us that the two surviving Sharp Stewart locomotives were “assisted by No. 1308 Lady Margaret, an Andrew Barclay 2-4-0T built in 1902 for the Liskeard and Looe Railway and taken over by the GWR in 1909. This locomotive also did yeoman service in the Tanat Valley until it too was withdrawn in 1948.” [1: p367]
“Other locomotives were seen up the Tanat Valley at various times, including old Cambrian Sharp Stewart 0-6-0s dating from 1875 and the odd Dean Goods. In the latter years passenger traffic was the preserve of ‘5800’ class 0-4-2 tanks, numbers 5808 & 5812 being particular regulars. Goods traffic that remained was normally entrusted by the early 1950s to the Ivatt Class 2 2-6-0s.” [1: p367]
“Various types of diesels handled the surviving quarry services, including Classes 25, 31 and 37. A Class 31 had the privilege to be the last railway locomotive to operate a commercial train (so far) in this region of complex and fascinating railway history. It remains to be seen whether the Cambrian Railways Society will be able to continue the railway traditions of the area if they can successfully launch a private steam service from their Oswestry base.” [1: p367]
Ganley was writing in 1990, things have moved on over the past 36 years. Cambrian Heritage Railways, in the 2020s, operate a service on selected days from their Oswestry Station to Weston Wharf, featuring steam, vintage diesel and diesel multiple units. The 1.75-mile scenic route leads to Weston Wharf with its period station with a café, picnic area, and railway artifact displays. Cambrian Heritage Railways also operate the ‘Llynclys Railway Centre’ which is open on select dates – at Llynlcys South Station. [6][7]
References
- Colin Ganley; Rails up the Tanat Valley; in Railway World; Ian Allan, June 1990, p364-367.
- https://www.visitwales.com/attraction/train/tanat-valley-light-railway-562471, accessed on 18th March 2026.
- The Shropshire & Montgomeryshire Light Railway is the subject of a series of articles on this blog which can be found here, here, here, here and here.
- https://eparegister.co.uk/registration/water-discharges/MI-S-04-55743-T-001, accessed on 19th March 2026.
- https://en.wikipedia.org/wiki/Sharp,_Stewart_and_Company, accessed on 19th March 2026.
- https://cambrianrailways.com, accessed on 19th March 2026.
- https://www.llynclysrailwaycentre.co.uk, accessed on 19th March 2026.
Roger Farnworth 
