Tag Archives: Whitland

Railways in West Wales Part 2C – The Whitland & Cardigan Railway – Rolling Stock, Locomotives and Llanglydwen to Whitland

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Before resuming our journey along the Whitland & Cardigan Railway, just a few comments about Locomotives and Rolling Stock. …

Locomotives

In early days the line operated with three locomotives. These were all constructed by the same company, Fox, Walker & Co. of Bristol.

“The company was founded by Francis William Fox and Edwin Walker who opened an engineering works at Atlas Locomotive Works in Bristol in 1864.

They built four and six-coupled saddle tank engines for industrial use. They also built stationary engines and pioneered steam tramcars, the first being tested in Bristol in 1877.

Much of their output was exported.

By 1878 the company had made over 400 small tank engines.

In 1878 they produced six narrow gauge 2-4-2 trench engines for the Royal Engineers at Chatham using Henry Handyside’s steep gradient apparatus. They also produced nine 0-6-0 saddle tank engines for the Somerset and Dorset Railway.

They were taken over by Thomas Peckett in 1880, becoming Peckett and Sons, Atlas Engine Works, Bristol.” [1]

These locomotives were:

No. 1, John Owen, (Works No. 170 of 1872).

No. 2, (Works No. 271 of 1875) – sold by GWR to Bute Works Supply Co., and East Kent Light Railway in 1911. Working until the early 1930s, last known in steam on 22 September 1934, scrapped by September 1935. [10][11][6: p91]

No. 3, (Works No. 340 of 1877) – rebuilt by GWR in 1896; rebuilt again and renumbered 1331 in 1926. Withdrawn in 1950. [11] A story about the building of a model of this locomotive in 00 Gauge can be found here. [12]

https://x.com/JonSLatona/status/1555748042376110080?t=MGZm0QpCXQztdDO4aIYn0A&s=19

Two images of the rebuilt GWR No. 1331 which appeared on ‘X’. [13]

Nos. 1 and 2 were 0-6-0ST locos of a similar design. No. 3 was a larger 0-6-0ST locomotive. All three were rebuilt by the GWR. No.1 was rebuilt in 1894. [6: p91]

“Soon after the GWR began operating the railway in 1886, a valuation of W&CR stock was made.No.1 was valued at £450, No. 2 at £600 and No. 3 at £850.” [6: p97]

M.R. Connop Price tells us that:

“Small Great Western tank locomotive types soon put in an appearance and the Whitland and Cardigan engines were moved away. Amongst the designs in evidence at the turn of the century were ’19XX’ 0-6-0 saddle tanks and Armstrong 0-4-2 tanks of ‘517’ class. Pannier tanks were frequently seen as well, but during World War I one of the 0-6-0 saddle tanks, either No. 1939 or No. 1999, was stationed at Cardigan. On the freight side a ‘Dean Goods’ 0-6-0 regularly arrived at Crymmych with the monthly cattle train. This was probably the only working to bring a tender engine onto the branch with any frequency, but tender engines were never common. About 1950 a ‘Dean Goods’ was seen standing on the Cardigan line at Cardigan Junction, in the company of a composite coach and a Siphon ‘G’ van: this is the last known instance of the class on the W&C route. Larger tender locomotives were prohibited by virtue of the line having a yellow colour weight restriction.

For many years ‘2021’ class pannier tanks were active on the line, and between the wars the more powerful ’45XX’ 2-6-2 tank locomotives appeared. These held sway on the Cardigan branch until the complete closure in 1963, although latterly they were supported by more modern pannier tanks in the ’16XX’ series. Amongst the engines seen on the railway in the post-war period were 0-6-0PTs Nos. 2011, 1637, 1648, 1666 and 2-6-2Ts Nos. 4550, 4557, 4569, 5550, 5571. In the final weeks of operation Nos. 4557 and 4569 were the most common performers on the railway.” [6: p99]

Carriages

Connop Price tells us that, “The Whitland & Taf Vale Railway owned six four-wheeled carriages, all constructed by the Gloucester Wagon Co. The first four were completed in June 1875, and comprised two composite coaches each having a first and two second class compartments, and a luggage compartment. The other two were brake thirds – that is to say comprising three third class compartments and a compartment for the guard. … Two more coaches were supplied by the Gloucester Wagon Co. in September 1875, and these vehicles comprised three third class compartments and a luggage compartment.” [6: p99]

After the GWR takeover of the line, standard GWR coach types began to appear.

Wagons

The Company’s wagons were all constructed by the Bristol Wagon Co. In October 1872, “in anticipation of the opening of the line, the W&TVR ordered a 4-wheel goods brake van and six 4-wheel open goods wagons. … In May 1874, as traffic developed, it was decided to order four more 4-wheel open wagons. … A 4-wheel covered van [was] … Ordered by the company in October 1974, for use on the Crymmych freight service.” [6: p101]

Records of the Gloucester Railway Carriage and Wagon Co. Ltd show that a number of  private owner wagons were in use on the line. Connop Price mentions: a five-plank wagon obtained by William Thomas, Coal, Lime & Manure merchant in March 1903; a seven-plank wagon delivered to the Cardigan Mercantile Co. Ltd. in March 1904. A near identical seven-plank wagon was supplied to G.D. Owen, Coal and Lime Merchant of Cardigan in April 1904. Another seven-plank wagon was supplied to S.J. Phillips of Crymmych Arms, Coal and Lime Merchant in September 1908. [6: p101-103]

Connop Price continues: “One other vehicle had a claim to be an item of Cardigan line rolling stock, although at a later date. This was the water tank wagon provided by the GWR in the 1920s or early 1930s to convey water to Cardigan where the supply was sometimes too low to fill the tank. … It was a standard 4-wheel tank wagon, painted white with the initials GW painted in black on the side. The underframe was also black.” [6: p103]

This unusual short goods at Cardigan contains a tank wagon between two coal wagons. There are stories of water supply problems at Cardigan. Although the station sits on the bank of the  River Teifi, being tidal water was only available at low tide as salt water damaged the locomotives. A tank wagon was used to bring water down to Cardigan presumably  from Glogue. This image was shared on the Login Railway Station Facebook Page on 12th March 2018. [9]
An enlarged extract from the image above. The tank wagon referred to in the text above is between the two mineral wagons. Connop Price indicated [6: p103] that no photograph of this tank wagon had been identified by  the date of the 2nd Edition of his book (August 1990). This image may therefore be the only one of the tank wagon! [9]

Llanglydwen to Whitland

We restart our journey to Whitland at Llanglydwen Railway Station. …

Llanglydwen Railway Station as it appeared on the First Edition of the 6″ Ordnance Survey. [18]
A similar area on the ESRI satellite imagery from the National Library of Scotland (NLS). [18]
Taken in 1961, this photograph looks across the level crossing at the North end of Llanglydwen Railway Station. It appeared in the Western Telegraph on 7th December 2014 and was shared on the Login Railway Station Facebook Page on 1st November 2015. [33]
A view of Llanglydwen Railway Station from the West, possibly in the 1920s. This photograph was brought by Vickie Ashley to an open day at the Login Railway Station in July 2015 and shared on the Login Railway Station Facebook Page on 16th July 2015. [14]
4575 Class Small Prairie, possibly 5550, at Llanglydwen in May 1962 with a train from Login. This image was shared on the Login Railway Station Facebook Page. [31]
Llanglydwen Station seen from the North with the crossing gates still in place. This image was shared on the Login Railway Station Facebook Page on 2nd September 2020. [16]
Llanglydwen Railway Station building viewed from the Northwest in 2003, © Ben Brooks bank and included here under a Creative Commons Licence (CC BY-SA 2.0). [15]

Wikipedia tells that “the original station only had a wooden shed as a station building. A new station was built in 1886. This had a two-storey station building, incorporating the station master’s house, the booking office and a waiting room. The down platform had a timber waiting shelter. Behind this platform was the goods yard, which had one siding. Access to this was enabled by the signal box, which also controlled the level crossing and was at the south end of the up platform. There was also a busy coal yard near the station. The station closed to passengers on 10th September 1962 but remained open for goods until 27th May 1963. The coal depot closed on 2nd February 1963.” [17]

This extract from the 6″ Ordnance Survey of 1887 shows the old railway left Llanglydwen following the Southeast bank of the Afon Taf.  [23]
The same area on railmaponline.com. [3]
Continuing on the Southeast bank of the Afon Taf. [24]
And the same length again on railmaponline.com’s satellite imagery. [3]
Continuing alongside the Afon Taf, the old railway ran past the Dol-Wilym bridge which appears close to the top of this extract from the 6″ Ordnance Survey of 1887. [25]
The same area as shown on the railmaponline.com satellite imagery. An area of forest close to the Dol-Wilym Bridge. [3]

The first significant location South of Llanglydwen is the Dol-Wilym bridge over the Afon Taf. This appears at the top of the OS Map extract above and is shown below.

An enlarged extract from the 6″ Ordnance Survey 1st Edition. [20]
The same area as covered by the extract from the 6″ Ordnance Survey. Little of note can be seen in this satellite image as the area is thickly wooded. [20]
Looking Northeast along the route of the old railway towards Llanglydwen at the location featured in the enlarged OS map extract above. The line followed the Afon Taf closely. Pont Dolwilym is to the left and to the right is the path to Gwal y Filiast an ancient stone-tabled burial chamber, © Chris Whitehouse and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0). [21]
Pont Dolwilym in February 2010 prior to its rebuilding, It appears to have been reinforced with sleepers probably taken from the disused railway line close by. The bridge was rebuilt in 2024, © Natasha Ceridwen de Chroustchoff and licensed for reuse under a Creative Commons Licence (CC BY-SA 2.0) [22]
The nearly complete new Dolwilym Bridge. The bridge will allow vehicles to cross the river as the old bridge did. Work still remains to lift the road to bridge deck level. This image was shared by Julie Sweet on the Re-open the Footpath from Llanglydwen to Login along the Cardi Bach Railway Facebook Group on the 28th July 2024, © Julie Sweet. [20]

Connop Price says that between Llanglydwen and Login “the gradients continued to change often as the track followed the lie of the land; the steepest grade on this section was 1 in 40. About half a mile north of Login was the tightest curve on the railway: it was short but built to a mere 8 chains radius.” [4: p68]

Further to the South the old railway curves around to the West before beginning to switch back to the South. The 6″ Ordnance Survey of 1887. The Dol-Wilym woods sit on the far side of the Taf. [26]
Heavily camouflaged by the forest this railmaponlone.com extract does the same area. [3]
Further South still and the OS map shows the mileage from London – 266 miles. [27]
The same area as shown on the railmaponline.com. Rather than being in the middle of the woodland, it now proves the eastern border of the area of trees. [3]
Still on the East side of the Afon Taf,  the old railway continues to head for Login. [28]
Again, the same length of line as shown on railmaponlone.com’s satellite imagery. [3]
Now on the run down to Login Railway Station the old railway heads due South. [29]
The same length of line on the railmaponline.com satellite imagery. [3]
Login Railway Station appears at the bottom of this next extract from the 1887 6″ Ordnance Survey. [30]
The open area at the bottom of this extract from the railmaponline.com satellite imagery is the station site. [3]
Login Railway Station as it appeared on the First Edition of the 6″ Ordnance Survey. [19]
The same area on the ESRI satellite imagery from the NLS. [19]

At Login, “a short platform was dignified by the large station building serving the tiny hamlet perched on the hillside just across the river. The goods loop was protected by a ground frame at each end, that at the south end being just a single lever unlocked by the Cardigan Junction – Llanglydwen electric tablet. The ground frame at the north end, however, also controlled the level crossing, and it was housed in a wooden hut of typical Great Western design.” [4: p68]

The view North from the Login Railway Station site, looking across the road towards Llanglydwen. [32]
Looking North along the platform at Login Railway Station. This image was shared on the Login Railway Station Facebook Page on 20th March 2023. [34]
Looking North through Login Railway Station after closure of the line and during lifting of the track. This image was shared on the Railways of Wales Facebook Group by John F. Wake on 21st May 2022, © Unknown. [36]
View south towards Llanfalteg and Whitland from the former level crossing on 3rd September 2022. The single-platform station was well preserved when this image was taken, © Nigel Thompson and licensed for reuse under a Creative Commons Licence, (CC BY-SA 2.0). [35]

South of Login the valley of the Taf begins to widen out and the hillsides become less steep. However, gradients continued to change. On the East of the Taf, the railway ran through Penclippen level crossing and past its wooden crossing keeper’s hut. 

The Whitland & Cardigan Railway continued South to Llanfalteg (3 miles 48 chains from Whitland). “In the early years of the line … this place had some importance. Until the reconstruction of the mid-1880s the layout consisted of a loop, with a siding parallel to it to serve the goods shed, and a further siding for the locomotive shed and for coal traffic. In its heyday, the locomotive shed had a forge for day-to-day repairs, but it was not big enough to be able to undertake major overhauls. After the Great Western took over the W&CR the shed at Whitland assumed most of the responsibilities of Llanfallteg shed, and gradually the latter fell into disuse. For a while it was occupied by Mr J. Williams’ carpenter’s shop, but this ceased and decay set in until eventually the shed fell down in about 1939.” [4: p68]

Llanfallteg Railway Station as it appeared on the First Edition of the 6″ Ordnance Survey. [37]
The same location on the ESRI satellite imagery provided by the National Library of Scotland (NLS). [37]

“At closure in 1962, the station building and the wooden ground frame box were intact, and a dilapidated iron goods shed still stood by the level crossing. The layout, however, was reduced: the loop had been replaced by a siding, and although the siding to the goods shed remained the rest of the trackwork had long gone. A length of rusting cable in the undergrowth provided the only evidence of the practice at Llanfallteg of cable-shunting. The site was cramped and inconvenient, and for many years the most effective way of moving wagons in and out of the sidings was by a cable linking them to a locomotive on a parallel track.”

0-6-0PT at Lanfallteg Railway Station in May 1959, (c) Unknown. [38]
A similar view of Llanfallteg Railway Station in 1961, from the Rokeby Album IV ref 5a. [47]
Looking North from the location of the level-crossing in Llanfallteg. {Google Streetview, November 2021]
Looking South from the location of the level-crossing. Residential properties have been built over the line of the old railway and the station site. [Google Streetview, November 2021]

South of Llanfallteg a run of just over a mile brought the single track line to its junction with the main line known latterly as Cardigan Junction. There were no significant features on this length of the line. It remained on the Northeast bank of the Afon Taf.

Taf Vale Junction as shown on the 6″ Ordnance Survey. The name of this junction was changed to ‘Cardigan Junction’ later in the life of the old branch line. [39]
The same location on the NLS ESRI satellite imagery. [39]

“At Cardigan Junction the signal box, opening in 1873 and closed in 1964, was whitewashed, pebble-dashed and austerely domestic in appearance, being built entirely in stone or brick. The window overlooking the tracks was a modest rectangle with two uprights in the window frame. The name-board ‘Cardigan Junction’ was located directly under it. The door was on the east side of the box, with another window, and the pitched roof was surmounted by a single chimney. A gaslight was situated outside.” [4: p68]

Cardigan Junction (formerly Taf Vale Junction) where the Cardigan Branch left the main line.
This photograph was taken on Saturday 25th May 1963, significant because the goods only rail service on the branch was withdrawn on the following Monday (27th May 1963). This picture was shared on the Login Railway Station Facebook Page on 20th June 2024. It looks Southeast. [8]

The last 2 miles 21 chains of the route was along the main line from Cardigan Junction (originally Taf Vale Junction) to Whitland.

Close to Taf Vale Junction (Cardigan Junction) the main line crossed rivers twice. This is the location of the first of the bridges (Sarn-las Bridge) which crossed the Afon Daulan, a tributary of the Afon Taf. [40]
The same location on the ESRI satellite imagery. [40]
The second bridge crossed the Afon Taf (Tre-wern Bridge). [41]
The same location in the 21st century. [41]
The line then crossed what was a minor road. [42]
The crossing and it’s keeper’s cottage remain in the 2st century. [42]
The crossing seen from the South in the 21st century. [Google Streetview, November 2021]
What is now the A40 then bridged the mainline. [43]
The same location on the NLS ESRI satellite imagery. [43]
Looking East from the A40 roadbridge towards Whitland Railway Station. [Google Streetview, March 2022]

There were no further significant features on the line before it entered Whitland Station.

Whitland Railway Station as it appeared on the 6″ Ordnance Survey from the turn of the 20th century. [44]
A similar area as shown on the map extract above as it appears in 2024. [Google Maps, September 2024]

“After the opening of the Pembroke and Tenby and Whitland and Taf Vale Railways the station at Whitland had four platform faces. Two of these served the main line, one served a loop round the down island platform and the other a bay behind the up platform, access to which was from the west. The main station buildings were on the up side and nearby, close to the bay platform, there was a goods shed and a few sidings. All these changed little until British Railways’ days when the station was extensively modernised. In addition, in the 1960s the down loop was disconnected and became a bay for Pembroke Dock trains. On the down side, too, there was a small goods vard originally constructed for the use of the Pembroke and Tenby Railway, and for the exchange of traffic between that company and the GWR before the Great Western took over the working of the P&T in 1896. A short distance west of Whitland station the locomotive shed stood until the mid-1960s. Passenger trains from Cardigan ran into either the bay or the up main platform at Whitland, but trains departing for Cardigan customarily shared the outer face of the down island platform with P&T line trains.” [4: p61]

Whitland Railway Station in 1971 (c) Roger Griffith (Public Domain). [45]
Whitland Railway Station in 1979, (c) John Mann Collection and used with the kind permission of Nick Catford. [46]
Whitlad Station seen from Station Road, the B4328 in 2021. This view looks West along the modern railway line. [Google Streetview, November 2021]

References

  1. https://preservedbritishsteamlocomotives.com/fox-walker-company, accessed on 25th July 2025.
  2. M.R. Connop Price; Before the Railways: The Early Steamers of Cardiganshire; in the RCHS  Journal, Vol. 40 Part 8 No. 244 July 2022, p471-477.
  3. https://railmaponline.com/UKIEMap.php, accessed in July/August 2024.
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  6. M.R. Connop Price; The Whitland and Cardigan Railway (2nd Edition); The Oakwood Press, Headington, Oxford, 1991.
  7. C.J. Gammell; Slow Train to Cardigan; in British Railways Illustrated Volume 4 No. 5, February 1995, p228-235.
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