Below is a copy of a letter published in the Wrexham Advertiser, Saturday 14th. August 1880.
A NARROW GAUGE RAILWAY BETWEEN WREXHAM & MINERA
Sir,- The Shrewsbury and Chester line, now part of the Great Western railway, passing over the mid-portion of the North Wales coal field past Ruabon and Wrexham, gave the industries a powerful impulse. In former days the consumption of the various products was limited to haulage by cart & boat, which it seemed, kept the trades within a short compass. Works were on a short scale, and there prevailed an impression about the capabilities of the ground to the effect that no commodities could be raised or manufactured in sufficient quantities to recoup the money provided to extend them. The introduction of the railway altered this state of things. New & enlarged markets became reachable on all sides, infusing new life into every industry and benefiting capital and labour together. Of course in the markets of the world there is rivalry and sharp competition, so there must be constant watchfulness to find new sources of consumption or new fields of supply to support, as it were, the equilibrium in trades. The general public would diminish and towns be dissolved if it were not so. The balance is, however, sometimes on one side of the law of supply & demand, then on the other and this arrangement keeps commercial activity always on the alert.
Directly after the trunk line was made past Wrexham a mineral branch line was opened by way of Wheatsheaf Junction to accommodate Brymbo, Westminster, and Vron Collieries and the Minera Lead Mines. This movement opened the door of prosperity to these works be enabling them to compete, with a large measure of success, in the markets of Birkenhead and Liverpool with their more privileged neighbours from Wigan & St. Helen`s. This branch line also made the limestone available in Minera, causing to rise there one of the largest manufactories for lime in the whole country. The exigencies of the coal trade in a few years required greater accommodation and a less cumbrous road than the one adopted at first. Under these circumstances a second branch was made past the Union Workhouse and up the South Sea valley whereby the heavily freighted trains come sooner on the main line. This branch passes through the heart of the coal population-a people who enjoy a run to Wrexham two or three times a week for recreation, and one wonders who can blame them. Contact with the town must have influence for good upon country people. The town has several resources for edification and amusement-to wit, Natural Science meetings, free library and reading rooms, popular lectures for the people, high class and yet cheap concerts, cricket and other athletic sports. While the young men go for these things the seniors go for business. It was partly promised that this second branch line would be adapted to run passenger trains, but the expectations of the district in this respect have not been realised up to the present time, save only a train one way per week, late on a Saturday night, to take the last batch of the market people home with their week`s supplies. This little concession may show a leaning to support a local passenger business, but it is supposed that they cannot concede more in this direction owing to the extensive coal traffic absorbing all the room. There may be another reason. The cramped conditions of Wrexham station may be an obstacle in the way of bringing the outlet of another line into the place; and if the South Sea branch adopted a daily passenger traffic there would of necessity be required a new siding for the purpose. If the things be so it is unusall for the Great Western Railway to keep back at so small a matter. Any way, something prevents the opening of the line for passengers. Such being the case a project is set on foot to supply accommodation from another source. References have been made already to show how railways pioneer extensions in trade.
The proposal is to construct a narrow gauge railway, which will at the same time open fields for new industries in the district. The line will be in harmony with the Great Western Railway, because it will act as a feeder for it and not in opposition. The following remarks will explain the scheme:-In the first place let us glance at the public cars which ply between the mining districts and the town of Wrexham. On Saturday 26 of these traps come in; Thursday bring the same number; Friday & Wednesday 12 each: on Tuesday 14; and Monday 13. They are estimated to carry ten passengers each and sometimes two or three journeys are made in a day. In single file there may be no less than 150 engagements run in a week. A long array of private vehicles also come from the same neighbourhoods. These figures disclose the fact that a large proportion of the population is moving about for business or pleasure, or both, every day. A railway would treble the number of passengers a week in less than twelve months. The narrow gauge will start from the field west of the railway bridge at Wrexham station, and strike past the House of Industry, follow the course of the brook, and at a convenient site mount over the sidings of the South Sea branch and keep on the west side until it comes near to Broughton Farm, at which place it is proposed to branch off a length of two miles or so to accommodate Poolmouth, Moss, Cerney, Brymbo, Summerhill, and the hamlets adjoining, one station being planted at the public road near Broughton and another at the terminus of the branch at Brymbo. The main route will continue forward from Broughton, pass near to Glanrafon, and land by an S curve on the flat land in the vicinity of Tyn-y-Coed, where a station would be placed for Adwy. From here the line will go on an easy gradient past Talwrn Colliery, connecting that old establishment with the route as conveniently as possible for the sake of the country beyond which has been trading with those works for many years. Leaving Talwrn it will proceed to the Twenty Houses, where will be erected a first class station for the service of Minera, Coedpoeth, and the Nant on one side, Geginddu and Penrhos on the other. Thence the line will go forward, passing at the back of the Miners Arms, go right up the valleyand sweep round the Bwlchgwyn headland into the higher part of Nant-y-Frith, where a station will be placed for Bwlchgwyn village, Pentresaeson, the upper end of Minera, and the district around Rhydtalog. The line will pass on to the Four Crosses where it is proposed to throw a branch for a distance of two miles or so over some cheap mountain land, with moderate gradients, for the purposes of working a particularly valuable limestone, situate in lands belonging to Sir W.W. Wynne, Bart. It has been proved for lime, and only wants access to the market to become a favourite, because of it`s superior quality; and to say it will be able to stand the strain of rivalry with the very successful Minera Lime Works is one of the very best recommendations in it`s favour. Out of this latter branch will go out a length for about a mile to serve the Park Mine. A word may not be out of place here with respect to this mine. Extensive operations have been promoted here without interruption for well nigh 40 years, spending a massive fortune in developing the ground. The works have at last reached a position which may be regarded as the key to the ore bearing points in the sett, and the venture is placed on a safe basis for the future. This is a case of mining under oppressive difficulties, depressed markets not being the worst. The company deserved well, and it is the ardent wish of the whole country that their herculean efforts may be rewarded with returns at no distant day in an ample manner. It is pleasing to note the prospects are brighter than at any former time. An instance may be quoted in this place of the benefit of railway communication. The Park Mine pays 6/-. per ton for carting their coal from the pits, while the Minera Railway carries coal to the Minera Mines for 1/- per ton and 6d. wagon hire. Again the company pay 2/9d per ton for the cartage of their ore to the railway siding, whereas the other saves this item, because the railway comes to the door of its ore bin. Coming back to the Four Crosses, the main line will run on the north side of the turnpike road, skirting Mynydd Bychan, a mountain if you like of siliceous sand, bend by the Crown Inn, and make for the village of Llandegla, where it will terminate at present.
The works will be arranged for extension into the Vale of Clwyd as increased traffic and the wants of the country may call for it. Besides the cases adverted to the line will render other sources available. The sand in Mynydd Bychan is the same sort as that which is quarried at Llanarmon, carted to the railway at Treuddyn, and conveyed to St. Helen`s. TheMynydd Bychan formation will quarry cheaply, and a railway passing over it would very soon link it with the Lancashire Gasworks. Not long ago a commissioner came round to search for this material, and said he could find a market for many hundred tons per week if there were facilities to take it away. The iron ore in the Nant-y-Garth, about a mile outside Llandegla, is another industry. The ore is good quality, and a start was made to work it a few years ago, but abandoned on account of excessive haulage. Improved accommodation will no doubt, realise a busy traffic with the ironworks at FFrwd, Brymbo, and Ruabon. The Llanarmon mines are another source; at present this name may be objected to as a misnomer, but if the circumstances of the place be considered the appellation will be found to be appropriate. Operations are carried on there only on a small scale, not through lack of productive lodes, but entirely because there has been no chance hitherto to get fuel for pumping machinery at any reasonable rate. The idea never gained access into the heads of the miners to bring coal up there in carts, the futility of the practice was too apparent. With a railway running near to the place it would be turned into a hive of industry; more encouraging still the prospects would be, seeing that the mines will be wet & deep, if a place were found in any of the valleys adjacent, or even at some distance off, where an adit may be launched out for the purpose of draining the whole field by gravitation. Economy must be a feature in the conduct of future mining, more so perhaps, than at present, and whatever can reduce cost, mechanical or manual, must adopted as the first requisite.
Turning for a moment to points of natural beauty, it may be said Bwlchgwyn, Minera, and Nant-y-Ffrith will become scenes for pleasurable excursions from Wrexham in the summer season and few railways can bring “industry” and nature into such close proximity without letting the one suffer from what is sometimes called the defilement of the other. A day spent in visiting these places would afford profit as well as holiday enjoyment any time. The famous lead mine, limestone quarries, and limeworks in Minera will apply studies for the miner, geologist and mineralogist, while those who have a special taste for landscape can b gratified without stint. The heights of Bwlchgwyn will give the visitors command of noble views of the Welsh hills, and also a vast extent of country spread out as a picture before them. The Nant-y-Ffrith gorge, which is one of the most unique ravines in the kingdom, is likewise within sight, and on one side rises Hope Mountain to a considerable height, which also commands a lovely and extensive prospect, a natural panorama of the country, if you will, once seen never to be forgotten. These things are mentioned to support the view that the little railway will be a busy rendezvous for excursionists.
After this little digression attention must be given again to daily traffic. Another source is Craig-y-Corn on the Bwlchgwyn promontory. This is a rock containing a percentage of flint, where the stone prepared for road metals, which competes effectually with every other where it has been tried. The capacity of the rock is unlimited, but the stone has not reached the regular centres of thoroughfares on account of the present slow cartage. The new railway going past will not fail to alter the whole tenour of the business and create a steady traffic. It is believed the proprieter is prepared to introduce a mechanical stonebreaker to meet the demand consequent upon improved facilities for taking away supplies. The traffic in coal has been mentioned only in connection with Talwrn Colliery, and it may be stated that there is no intention to divert any coal save the portion that will be required in the country westward where the standard gauge is not prepared to go. The line is , however, projected to serve Gatewen and Plas Power Collieries as well, because ultimately the Welsh coal must go from these pits into the Vale of Clwyd markets, where it is fully believed it can be put at a cheaper figure, because shorter freightage than form any other place. If the vale had been a manufacturing centre the engineering difficulty with expensive works on the standard gauge would not have stood in the way of connecting Wrexham with it long since, but it is not so fitted; rather its distinction is bound up with agriculture, and one may see even in this qualification something to stimulate the construction of a narrow gauge linebetween the two places, because such a line is practicable over the hills, and will fully supply the much needed facilities for extensive farming produce owing to an acceptable market. Passing with a simple allusion the matter of cheap fuel for lime burning, which will conduce to the improvement of much land on the hills, two things may be mentioned in connection with the above view on the subject – namely, the barley grown in the vale of Clwyd and the fairs held in Wrexham. Of thesefairs two are held each month, and it is noteable what large bodies of live stock come over Llandegla and Bwlchgwyn on these occasions, so that these busy periods would form a considerable item in the traffic roll. Wrexham, again, is a great mart for barley, and most if not all the grain finds it`s way there out of the Vale of Clwyd. On many other occasions the new line would become a busy thoroughfare by a short cut to Wrexham and Chester.
These things point to what may be done if the line were made through, but at present the proposal is to make the termination at Llandegla. The total length is 10 miles, including branches, and the estimated cost about £2000 per mile. The existing traffic in the district will yield at least £10 per mile per week of gross receipts throughout the year. This low return might discourage at first sight, but it must be considered how the Vale of Llangollen Railway stood when it started its career on an estimated return of £20 per mile per week and the cost of making it was at the rate of £9000 per mile. Then there is the constant encouragement how quickly recuperative forces show themselves in public traffic on the lines of railway.
Looking on the proposed line as a whole there are no engineering difficulties in the way. The heavy parts will be the bridge over the sidings at Croesnewydd, the S curve at South Sea, and the sweep past Bwlchgwyn. None of these are obstinate, while practical gradients can be obtained in all cases. According to the foregoing remarks the sources of the traffic will embrace passenger, coal, limestone, lime, iron ore, sand. Metalling stone, some live rock, and farm produce; and these will be found in ample proportions to mark the enterprise as a profitable investment, and justify the line. On the question of land it is expected that Mr. FitzHugh, who is one of the largest owners will not object to the line, because of the benefit it will confer on the neighbourhood by improved means of travelling, and by the stimulus it will give to several new sources of industry now lying dormant through lack of communication with acknowleged markets. Will the district respond?
Chester, July 28th J. Humphreys.
A NARROW GAUGE RAILWAY BETWEEN WREXHAM & MINERA
Sir,- The Shrewsbury and Chester line, now part of the Great Western railway, passing over the mid-portion of the North Wales coal field past Ruabon and Wrexham, gave the industries a powerful impulse. In former days the consumption of the various products was limited to haulage by cart & boat, which it seemed, kept the trades within a short compass. Works were on a short scale, and there prevailed an impression about the capabilities of the ground to the effect that no commodities could be raised or manufactured in sufficient quantities to recoup the money provided to extend them. The introduction of the railway altered this state of things. New & enlarged markets became reachable on all sides, infusing new life into every industry and benefiting capital and labour together. Of course in the markets of the world there is rivalry and sharp competition, so there must be constant watchfulness to find new sources of consumption or new fields of supply to support, as it were, the equilibrium in trades. The general public would diminish and towns be dissolved if it were not so. The balance is, however, sometimes on one side of the law of supply & demand, then on the other and this arrangement keeps commercial activity always on the alert.
Directly after the trunk line was made past Wrexham a mineral branch line was opened by way of Wheatsheaf Junction to accommodate Brymbo, Westminster, and Vron Collieries and the Minera Lead Mines. This movement opened the door of prosperity to these works be enabling them to compete, with a large measure of success, in the markets of Birkenhead and Liverpool with their more privileged neighbours from Wigan & St. Helen`s. This branch line also made the limestone available in Minera, causing to rise there one of the largest manufactories for lime in the whole country. The exigencies of the coal trade in a few years required greater accommodation and a less cumbrous road than the one adopted at first. Under these circumstances a second branch was made past the Union Workhouse and up the South Sea valley whereby the heavily freighted trains come sooner on the main line. This branch passes through the heart of the coal population-a people who enjoy a run to Wrexham two or three times a week for recreation, and one wonders who can blame them. Contact with the town must have influence for good upon country people. The town has several resources for edification and amusement-to wit, Natural Science meetings, free library and reading rooms, popular lectures for the people, high class and yet cheap concerts, cricket and other athletic sports. While the young men go for these things the seniors go for business. It was partly promised that this second branch line would be adapted to run passenger trains, but the expectations of the district in this respect have not been realised up to the present time, save only a train one way per week, late on a Saturday night, to take the last batch of the market people home with their week`s supplies. This little concession may show a leaning to support a local passenger business, but it is supposed that they cannot concede more in this direction owing to the extensive coal traffic absorbing all the room. There may be another reason. The cramped conditions of Wrexham station may be an obstacle in the way of bringing the outlet of another line into the place; and if the South Sea branch adopted a daily passenger traffic there would of necessity be required a new siding for the purpose. If the things be so it is unusall for the Great Western Railway to keep back at so small a matter. Any way, something prevents the opening of the line for passengers. Such being the case a project is set on foot to supply accommodation from another source. References have been made already to show how railways pioneer extensions in trade.
The proposal is to construct a narrow gauge railway, which will at the same time open fields for new industries in the district. The line will be in harmony with the Great Western Railway, because it will act as a feeder for it and not in opposition. The following remarks will explain the scheme:-In the first place let us glance at the public cars which ply between the mining districts and the town of Wrexham. On Saturday 26 of these traps come in; Thursday bring the same number; Friday & Wednesday 12 each: on Tuesday 14; and Monday 13. They are estimated to carry ten passengers each and sometimes two or three journeys are made in a day. In single file there may be no less than 150 engagements run in a week. A long array of private vehicles also come from the same neighbourhoods. These figures disclose the fact that a large proportion of the population is moving about for business or pleasure, or both, every day. A railway would treble the number of passengers a week in less than twelve months. The narrow gauge will start from the field west of the railway bridge at Wrexham station, and strike past the House of Industry, follow the course of the brook, and at a convenient site mount over the sidings of the South Sea branch and keep on the west side until it comes near to Broughton Farm, at which place it is proposed to branch off a length of two miles or so to accommodate Poolmouth, Moss, Cerney, Brymbo, Summerhill, and the hamlets adjoining, one station being planted at the public road near Broughton and another at the terminus of the branch at Brymbo. The main route will continue forward from Broughton, pass near to Glanrafon, and land by an S curve on the flat land in the vicinity of Tyn-y-Coed, where a station would be placed for Adwy. From here the line will go on an easy gradient past Talwrn Colliery, connecting that old establishment with the route as conveniently as possible for the sake of the country beyond which has been trading with those works for many years. Leaving Talwrn it will proceed to the Twenty Houses, where will be erected a first class station for the service of Minera, Coedpoeth, and the Nant on one side, Geginddu and Penrhos on the other. Thence the line will go forward, passing at the back of the Miners Arms, go right up the valleyand sweep round the Bwlchgwyn headland into the higher part of Nant-y-Frith, where a station will be placed for Bwlchgwyn village, Pentresaeson, the upper end of Minera, and the district around Rhydtalog. The line will pass on to the Four Crosses where it is proposed to throw a branch for a distance of two miles or so over some cheap mountain land, with moderate gradients, for the purposes of working a particularly valuable limestone, situate in lands belonging to Sir W.W. Wynne, Bart. It has been proved for lime, and only wants access to the market to become a favourite, because of it`s superior quality; and to say it will be able to stand the strain of rivalry with the very successful Minera Lime Works is one of the very best recommendations in it`s favour. Out of this latter branch will go out a length for about a mile to serve the Park Mine. A word may not be out of place here with respect to this mine. Extensive operations have been promoted here without interruption for well nigh 40 years, spending a massive fortune in developing the ground. The works have at last reached a position which may be regarded as the key to the ore bearing points in the sett, and the venture is placed on a safe basis for the future. This is a case of mining under oppressive difficulties, depressed markets not being the worst. The company deserved well, and it is the ardent wish of the whole country that their herculean efforts may be rewarded with returns at no distant day in an ample manner. It is pleasing to note the prospects are brighter than at any former time. An instance may be quoted in this place of the benefit of railway communication. The Park Mine pays 6/-. per ton for carting their coal from the pits, while the Minera Railway carries coal to the Minera Mines for 1/- per ton and 6d. wagon hire. Again the company pay 2/9d per ton for the cartage of their ore to the railway siding, whereas the other saves this item, because the railway comes to the door of its ore bin. Coming back to the Four Crosses, the main line will run on the north side of the turnpike road, skirting Mynydd Bychan, a mountain if you like of siliceous sand, bend by the Crown Inn, and make for the village of Llandegla, where it will terminate at present.
The works will be arranged for extension into the Vale of Clwyd as increased traffic and the wants of the country may call for it. Besides the cases adverted to the line will render other sources available. The sand in Mynydd Bychan is the same sort as that which is quarried at Llanarmon, carted to the railway at Treuddyn, and conveyed to St. Helen`s. TheMynydd Bychan formation will quarry cheaply, and a railway passing over it would very soon link it with the Lancashire Gasworks. Not long ago a commissioner came round to search for this material, and said he could find a market for many hundred tons per week if there were facilities to take it away. The iron ore in the Nant-y-Garth, about a mile outside Llandegla, is another industry. The ore is good quality, and a start was made to work it a few years ago, but abandoned on account of excessive haulage. Improved accommodation will no doubt, realise a busy traffic with the ironworks at FFrwd, Brymbo, and Ruabon. The Llanarmon mines are another source; at present this name may be objected to as a misnomer, but if the circumstances of the place be considered the appellation will be found to be appropriate. Operations are carried on there only on a small scale, not through lack of productive lodes, but entirely because there has been no chance hitherto to get fuel for pumping machinery at any reasonable rate. The idea never gained access into the heads of the miners to bring coal up there in carts, the futility of the practice was too apparent. With a railway running near to the place it would be turned into a hive of industry; more encouraging still the prospects would be, seeing that the mines will be wet & deep, if a place were found in any of the valleys adjacent, or even at some distance off, where an adit may be launched out for the purpose of draining the whole field by gravitation. Economy must be a feature in the conduct of future mining, more so perhaps, than at present, and whatever can reduce cost, mechanical or manual, must adopted as the first requisite.
Turning for a moment to points of natural beauty, it may be said Bwlchgwyn, Minera, and Nant-y-Ffrith will become scenes for pleasurable excursions from Wrexham in the summer season and few railways can bring “industry” and nature into such close proximity without letting the one suffer from what is sometimes called the defilement of the other. A day spent in visiting these places would afford profit as well as holiday enjoyment any time. The famous lead mine, limestone quarries, and limeworks in Minera will apply studies for the miner, geologist and mineralogist, while those who have a special taste for landscape can b gratified without stint. The heights of Bwlchgwyn will give the visitors command of noble views of the Welsh hills, and also a vast extent of country spread out as a picture before them. The Nant-y-Ffrith gorge, which is one of the most unique ravines in the kingdom, is likewise within sight, and on one side rises Hope Mountain to a considerable height, which also commands a lovely and extensive prospect, a natural panorama of the country, if you will, once seen never to be forgotten. These things are mentioned to support the view that the little railway will be a busy rendezvous for excursionists.
After this little digression attention must be given again to daily traffic. Another source is Craig-y-Corn on the Bwlchgwyn promontory. This is a rock containing a percentage of flint, where the stone prepared for road metals, which competes effectually with every other where it has been tried. The capacity of the rock is unlimited, but the stone has not reached the regular centres of thoroughfares on account of the present slow cartage. The new railway going past will not fail to alter the whole tenour of the business and create a steady traffic. It is believed the proprieter is prepared to introduce a mechanical stonebreaker to meet the demand consequent upon improved facilities for taking away supplies. The traffic in coal has been mentioned only in connection with Talwrn Colliery, and it may be stated that there is no intention to divert any coal save the portion that will be required in the country westward where the standard gauge is not prepared to go. The line is , however, projected to serve Gatewen and Plas Power Collieries as well, because ultimately the Welsh coal must go from these pits into the Vale of Clwyd markets, where it is fully believed it can be put at a cheaper figure, because shorter freightage than form any other place. If the vale had been a manufacturing centre the engineering difficulty with expensive works on the standard gauge would not have stood in the way of connecting Wrexham with it long since, but it is not so fitted; rather its distinction is bound up with agriculture, and one may see even in this qualification something to stimulate the construction of a narrow gauge linebetween the two places, because such a line is practicable over the hills, and will fully supply the much needed facilities for extensive farming produce owing to an acceptable market. Passing with a simple allusion the matter of cheap fuel for lime burning, which will conduce to the improvement of much land on the hills, two things may be mentioned in connection with the above view on the subject – namely, the barley grown in the vale of Clwyd and the fairs held in Wrexham. Of thesefairs two are held each month, and it is noteable what large bodies of live stock come over Llandegla and Bwlchgwyn on these occasions, so that these busy periods would form a considerable item in the traffic roll. Wrexham, again, is a great mart for barley, and most if not all the grain finds it`s way there out of the Vale of Clwyd. On many other occasions the new line would become a busy thoroughfare by a short cut to Wrexham and Chester.
These things point to what may be done if the line were made through, but at present the proposal is to make the termination at Llandegla. The total length is 10 miles, including branches, and the estimated cost about £2000 per mile. The existing traffic in the district will yield at least £10 per mile per week of gross receipts throughout the year. This low return might discourage at first sight, but it must be considered how the Vale of Llangollen Railway stood when it started its career on an estimated return of £20 per mile per week and the cost of making it was at the rate of £9000 per mile. Then there is the constant encouragement how quickly recuperative forces show themselves in public traffic on the lines of railway.
Looking on the proposed line as a whole there are no engineering difficulties in the way. The heavy parts will be the bridge over the sidings at Croesnewydd, the S curve at South Sea, and the sweep past Bwlchgwyn. None of these are obstinate, while practical gradients can be obtained in all cases. According to the foregoing remarks the sources of the traffic will embrace passenger, coal, limestone, lime, iron ore, sand. Metalling stone, some live rock, and farm produce; and these will be found in ample proportions to mark the enterprise as a profitable investment, and justify the line. On the question of land it is expected that Mr. FitzHugh, who is one of the largest owners will not object to the line, because of the benefit it will confer on the neighbourhood by improved means of travelling, and by the stimulus it will give to several new sources of industry now lying dormant through lack of communication with acknowleged markets. Will the district respond?
Chester, July 28th J. Humphreys.