The Rhymney Railway (RR) was a railway company in South Wales, founded to transport minerals and materials to and from collieries and ironworks in the Rhymney Valley of South Wales, and to docks in Cardiff. It opened a main line in 1858, and a limited passenger service was operated in addition.
The first line was dependent on the cooperation of the parallel Taff Vale Railway (TVR) for part of the transit, and this relationship was uneasy; the Rhymney Railway built an independent line to Cardiff in 1871. Better relations were created with the London and North Western Railway (LNWR), and later the Great Western Railway (GWR), and two important joint lines with the GWR were built: the Taff Bargoed line (1876) and the Quakers Yard and Merthyr Joint line (1882).
Although the Rhymney Railway network was never large, it was remarkably profitable, and paid excellent dividends for most of its life. Dependent on mineral traffic for its own success, it declined in the 1970s, but the main line from to remains in heavy use as a local passenger line.
Before the Rhymney Railway
thumb|300px|System map of the Rhymney Railway (shown in red) in 1871
The head of the River Taff valley, at Dowlais, Merthyr Tydfil and Rhymney, was the scene of huge expansion of industrial iron founding from 1760 onwards. All the ingredients were close at hand: iron ore, coal, timber and limestone. One particular resource needed to be provided, and that was transport to market. For some time this was done on the backs of animals; the road system was extremely poor in the area, and the provision of a turnpike helped, but pack animal transport was nonetheless expensive.
Canals were built: the Glamorganshire Canal and the Monmouthshire Canal. Tramroads were already in existence to bring the minerals to the ironworks, and now they could be built to convey the finished product to the canals. The authorising acts of Parliament for the canals included clauses empowering pit owners to build a connecting tramroad to the canals if the canal company failed to do so, provided the pit was within a certain distance of the canal. Compensation was to be paid to landowners over whose property the tramroad might pass, but no further legislative authority needed to be sought.
In 1800 the iron-founding industry was established at Rhymney, and this encouraged the inclusion in the Monmouthshire Canal Navigation Act 1802 (42 Geo. 3. c. cxv) of a tramroad connecting Nantybwch to the Union Iron Works in Rhymney. There were soon several ironworks in the immediate area, and a small network of tramroads developed to serve them. In 1815 the Bryn Oer Tramway was opened, connecting the ironworks northward to Trefil and on over the hills to Talybont, where a connection was made with the Abergavenny Canal.
In 1825 the Rumney Railway was incorporated. It is usually referred to as the "Old Rumney Railway", and had no organisational connection with the later Rhymney Railway. It opened about 1826, running from Rhymney to Pye Corner, on the margin of modern Newport, where it joined the Sirhowy tramroad.
The conveyance of the output of the ironworks at Merthyr and Dowlais remained a serious issue, and eventually, in 1840, the Taff Vale Railway was built as the solution to the problem. In that year and the following year the line was completed between Merthyr and Cardiff Docks. Then in 1847 the Newport, Abergavenny and Hereford Railway opened its Taff Vale Extension Railway, a long route from Pontypool in the east to Crumlin in the west at first, then extended into the Aberdare valley intersecting many valleys and connecting with many railways.
In 1850 the South Wales Railway opened part of its main line, between Chepstow and Swansea. This was built to the broad gauge and was intended as a trunk railway, connecting the network of the Great Western Railway with Milford Haven, and running through Cardiff.
The maritime destination which the line was to reach was described in the act as "the ports [plural] of the Bristol Channel" and the armorial bearing of the company included the coats of arms both of Cardiff and Newport, although no reason has been recorded for the Newport connection.
The connection to the NA&HR at Llancaiach was refused on account of objection by that company, so the Rhymney Railway was without the route to the docks that it sought. It returned to Parliament the following year. It almost doubled its extent by obtaining the (18 & 19 Vict. c. cx), giving sanction to build on from Hengoed to Walnut Tree Bridge, joining the Taff Vale Railway near Taff's Well, a line of , with a branch to Caerphilly and a branch connecting north to west on to the NA&HR at Hengoed. In addition there was a branch from Crockherbtown Junction, immediately north of the present Cardiff Queen Street station, to the Bute Dock. Running powers were granted over the Taff Vale Railway between Walnut Tree Bridge and Crockherbtown Junction.
The authorised share capital was more than doubled, an additional £130,000 being authorised by the Rhymney Railway Amendment Act 1855. and the trains ran non-stop from there to ; from there the stations were , , , , , and . At Hengoed the trains made connections with the Taff Vale Extension line trains.
The Caerphilly branch was opened in 1859.
Taff Bargoed Line
thumb|300px|System map of the Rhymney Railway (shown in red) in 1886
In 1867 the Rhymney Railway was considering how it might reach Dowlais and Merthyr directly. The trade in the iron industry was changing, and no longer was locally extracted iron ore dominant in the iron foundries of Dowlais: imported ore was being used to an increasing extent, and being hauled up the gradient from the coastal ports. The obvious route appeared to be the Taff Bargoed valley, as yet without railway access. At the same time the Great Western Railway had a corresponding idea, and on 29 March 1867 the Rhymney and the GWR agreed to build the line jointly. This was ratified by an act of Parliament of 12 August 1867, the (30 & 31 Vict. c. clxxi). There was to be a generous exchange of running powers. A short branch from Cwm Bargoed on the Taff Bargoed line to Fochriw Colliery was opened as part of the works. At Dowlais, as well as connecting directly to the Dowlais Iron Company's network, the new railway had a branch known as the Zig-zag Branch on the south-west side of Dowlais; the zig-zag climbed at 1 in 35 to gain height to reach another part of the Dowlais complex.
Much of the main line of the Taff Bargoed line climbed to Dowlais at 1 in 40 and 1 in 49, against loaded traffic.
Caerphilly to Cardiff line opened
On 1 April 1871 the Rhymney Railway was at last able to open its own direct Caerphilly to Cardiff line. It had a falling gradient all the way to Cardiff, where it made a junction with its own line to the Bute Docks. It was double track. was opened, encouraged by the Alexandra (Newport and South Wales) Docks and Railway. It formed a junction with the Taff Vale Railway near Pontypridd, and connected to Newport by running powers over the Rhymney Railway and the Brecon and Merthyr Railway. The Rhymney part of that was a relatively short transit from Penrhos Junction through Caerphilly to an end-on junction with the B&M east of Caerphilly.
The Rhymney had to improve its Caerphilly–Penrhos Junction line, which had not been kept up to a standard suited to passenger work since its own trains over this line had ceased in 1871. trains using the High Street station at Merthyr. The new line crossed over the Taff Vale line and the Glamorganshire Canal shortly after leaving Quakers Yard GWR (later High Level) station, and at nearly south there was a branch on the east side to the Merthyr Vale group of coal pits, crossing the river on a long steel viaduct. There were stations at and , and the service was worked by the Rhymney company. At Cyfarthfa Level Crossing Junction, where the spur to the former Vale of Neath line ran round Glyndyris Pond, the private Gethin Railway ran straight on to the Cyfarthfa Ironworks, with a branch to the east running up to the Ynys Fach works, and Rhymney goods trains and workmen's trains ran up to Cyfarthfa Furnace Tops.
The QY&MR Joint Line crossed the river Taff immediately after leaving Quakers Yard station. The near collapse of the viaduct over the river was the cause of the termination of the passenger operation on the QY&M line in February 1951.
The line above Merthyr Vale was singled in 1952. The line closed on 5 September 1977.
The line closed in 1991 after the end of coal winning at Penallta Colliery.
:{|class="wikitable"
!rowspan=2|Capital
!issued
|£2,403,707
|-
!expenditure
|£2,416,203
|-
!rowspan=4|Mileage
!lines owned
|
|-
!share of joint lines
|
|-
!leased or worked
|
|-
!share of lines leased or worked jointly
|
|-
!colspan=2|Total single track including sidings
|
|-
!rowspan=5|Originating traffic
!Passengers (including workmen)
|4,733,471
|-
!Merchandise
|163,210 tons
|-
!Coal and coke
|2,448,950 tons
|-
!Other minerals
|119,991 tons
|-
!Total goods and minerals
|2,732,151 tons
|-
!rowspan=3|Receipts and expenditure
!Receipts
|£875,286
|-
!Expenditure
|£756,879
|-
!Net receipts
|£118,407
|}
From 1948
In 1948 the Great Western Railway was nationalised, in common with other main line railways in Great Britain.
For some years the mineral operation that had always been the primary business of the Rhymney Railway continued, but over later decades coal extraction in South Wales declined, steeply in the early 1980s.
At the same time local passenger operation increased in importance, notwithstanding substantial improvements to the road network in the valleys. The difficult road access to Cardiff itself, and general traffic congestion in the city, were advantageous to the Rhymney line, particularly as access from Caerphilly south was through the tunnel.
there is a frequent local passenger service on the Rhymney Railway's main line, from to via and .
Practically all freight operation on the system has disappeared; a very limited residual service to Cwmbargoed may still be in operation.
A new station called was opened on 4 November 1986, replacing , a little-used golfing halt, which closed on 27 September.
The buildings of the former station were demolished in 1989.
The part of the original main line between Taff's Well and Caerphilly, informally referred to as "the Big Hill", was closed on 21 June 1982, although the last train was a special on 23 October 1982.
The Taff Bargoed branch had (at station) the short Ocean Branch for Deep Navigation and Taff Merthyr collieries and Trelewis Drift mine, and in October 1983 the line between Cwmbargoed and Dowlais Furnace Top closed.
Trelewis closed in 1989 when British Coal invested in opencast operations at Cwmbargoed.
Deep Navigation Mine closed in March 1991 but removal of surface stock continued by rail until January 1992. In October 1992 Taff Merthyr colliery closed. the Rhymney did a spring cleaning, which notably included the scrapping of his favourite engine, which he had been preserving for a number of years.
Locomotive superintendents
- Thomas Clements (1858–1862)
- Matthew Mordue (1862–1863)
- John Kendall (1863–1869)
- John Canty (1869–1884)
- Richard Jenkins (1884–1906)
- C. T. Hurry Riches (1906–1922)
C. T. Hurry Riches was the son of Tom Hurry Riches, Locomotive Superintendent of the Taff Vale Railway (1873–1910). Kendall had an unfortunately short career with the Rhymney, which was cut short when he visited the Brecon and Merthyr Railway on 10 June 1869. The locomotive, upon which Kendall was travelling, overturned at Maesycwmmer, killing him and his B&MR counterpart, J.T. Simpson.
Locomotives
Early locomotives
The early locomotives were tender engines, whether for passenger or goods:
- 0-6-0 Vulcan Foundry 1857: inside frames; freight
- 2-4-0 Vulcan Foundry 1858, 1861: passenger locomotives
- 0-6-0 Kitson 1859-1868: double frames, outside cranks; freight
- 0-6-0 ST 1872 onwards: various builders. All Rhymney locomotives from then were of this type.
- Notes taken from The Railway Magazine February 1923
Later locomotives
- Rhymney Railway A class 0-6-2T
- Rhymney Railway B class 0-6-0WT
- Rhymney Railway I class 0-6-0ST
- Rhymney Railway K class 0-6-2ST
- Rhymney Railway L class 2-4-2ST
- Rhymney Railway L1 class 0-6-2ST
- Rhymney Railway M class 0-6-2T
- Rhymney Railway P class 0-6-2T
- Rhymney Railway R class 0-6-2T
- Rhymney Railway S class 0-6-0T
- Rhymney Railway S1 class 0-6-0T
Several original Rhymney Railway coaches have survived into the present day. Coaches No.95 and 109 stand in private residence. An unidentified six-wheel brake also resides in storage with the National Museums & Galleries of Wales. Only one wagon, a goods van, is known to still exist today, stored at the National Museum of Wales.
No locomotives exist in current preservation.
Topography
Main line
- Tredegar Nantybwch; MT&AR station; opened 1 March 1864; renamed 1868; closed 13 June 1960;
- ; Nantybwch and Rhymney Joint Railway station; opened 2 October 1871; closed for Joint line traffic 23 September 1953; completely closed 6 January 1958;
- Cemetery Road Halt; dates unknown
- ; opened 31 March 1858; still open;
- ; opened September 1859; still open;
- Pontlottyn Colliery Halt; opened 1 January 1916; closed by 1928
- ; opened 1 April 1908; closed to public 1 January 1916;
- ; opened 31 March 1858; still open;
- George Inn; opened May 1871; renamed 1891; still open;
- ; opened 31 March 1858; still open;
- ; opened April 1908; still open;
- ; opened 31 March 1858; still open;
- Hengoed; opened 31 March 1858; renamed Hengoed & Maesycwmmer 1904; renamed Hengoed Low Level 1924; renamed 1968; still open;
- Ystrad; opened 31 March 1858; renamed 1891; still open;
- Llanbradach Colliery; unadvertised miners' platform; opened by 1928; closed before 1954;
- ; opened 1 March 1893; still open;
- ; opened 8 December 2013; still open;
- ; opened May 1871; closed 1 March 1893;
- Energlyn Junction;
- Aber Junction;
- Beddau; opened April 1908; renamed Aber Junction 1926; renamed 1968; still open;
- ; opened 1 April 1871; still open;
- ; opened October 1915; closed 29 September 1986;
- ; opened 4 November 1986; still open;
- ; opened 1 April 1871; still open;
- ; opened October 1915; still open;
- ; not in timetable; dates uncertain but in existence 1872; closed by 1898:
- ; opened 1 April 1871; renamed 1924; closed 15 April 1928;
- Cardiff Adam Street; opened 31 March 1858 closed 1 April 1871;
- Cardiff Docks.
Deri line
- Deri Junction; end on junction with Brecon and Merthyr Railway;
- ; opened 1 September 1868; closed 31 December 1962;
- ; opened by September 1926; closed 31 December 1962; Unadvertised for miners
- Bargoed; above.
Old main line
- Aber Junction; above;
- ; opened 31 March 1858; closed 1 April 1871;
- Beddau Loop Junction;
- Penrhos Junction;
- Walnut Tree Junction; convergence with Taff Vale Railway main line.
Senghenydd branch
- Senghenith; opened 1 February 1894; renamed 1904; closed 15 June 1964;
- ; opened 1943; closed 15 June 1964;
- Aber; opened 1 February 1894; renamed 1899; closed 15 June 1964;
- ; opened 1 February 1894; closed 15 June 1964;
- Aber Junction; above.
Taff Bargoed line
- ; opened 1 February 1876; closed 15 June 1964;
- Penydarren Colliery Halt; not advertised in timetable; open at least 1928 to 1954; one mile west of Cwm Bargoed;
- ; opened 1 February 1876; closed 15 June 1964;
- Nantyffin Colliery Halt; unadvertised; open 1928 to 1954;
- Bedlinog Colliery Halt; opened 1915; closed some time between 1928 and 1938;
- Bedlinog Colliery Junction; unadvertised; open 1897 to 1915 and 1938 to 1955;
- ; opened 1 February 1876; closed 15 June 1964;
- Nantwen Colliery Halt; unadvertised: opened 1 February 1876; closed 1928?;
- Taff Merthyr Colliery Halt; opened by September 1928; closed 15 June 1964;
- ; Taff Vale Extension line; opened 10 July 1911; closed 15 June 1964;
- ; Taff Vale Extension line; opened 1 July 1912; closed 15 June 1964;
- ; Taff Vale Extension line; opened 11 January 1858; closed 1 July 1912;
- Penalltau Junction;
- Ystrad Mynach; above.
Kidner says that the Rhymney Railway had a Fochriw Miners' Platform; this must have been at the colliery on the branch line.