Great Western Railway – Page 2

Christmas 1883

The article transcribed below appeared in the Merthyr Express 135 years ago today (29 December 1883), and gives details of how Christmas was celebrated in Merthyr all those years ago. It’s remarkable how so much has changed, yet the drunken revelling has not!!!!

CHRISTMASTIDE AT MERTHYR

There was nothing novel in the manner of spending Christmas at Merthyr. For years it has been the practice of a number of young men and women to usher in Christmas by perambulating the streets the livelong night, shouting and screaming and indulging in various kinds of horseplay to their own amusement and the disgust of steady-going citizens trying to get their measure of rest after a hard day’s work. This year was no exception to the disagreeable instinct which seems to have forced the custom upon us. One or two singing parties were out and did their best to relieve the monotony of the other voices by singing some appropriate pieces, but it was a rollicking time for the youngsters who verily did not go home till morning when daylight was about to appear.

The morning was foggy, but it cleared rapidly after sunrise, and such a beautiful, bright, mild spring day has not been experienced on the 25th December for many years. It was most unseasonably fine, and people went abroad in thousands. The Taff Vale Company ran their ordinary service, and the Great Western ran special trains between Merthyr and Hirwain (sic) and vice versa. These trains were crowded with passengers. The interchange of outward and inward traffic was enormous and appeared to be pretty evenly balanced. At a very early hour the High-street was in a state of congestion. The puddle of the roads had no perceptible influence upon the incessant motion of the living stream, and as Christmas day does not rank as a Sunday in the Closing Bill, it was an ordinary day for public houses, which had a tremendous run of business. There was a good deal of drunkenness apparent in the evening, but no rowdyism. The charges at the police station for drunken and disorderly conduct were not numerous.

The usual Christmas dinner to the poor was distributed at St. David’s schoolrooms to over two thousand persons, the expenses of which were defrayed by the subscriptions of the townspeople. The Rector, the High Constable, and a numerous staff of volunteer carvers and distributors were engaged upon this duty for over two hours, well earning their own Christmas dinners, and, as heretofore, they had Mr. T. B. Meredith as their right hand man. Mr. J. Howfield, confectioner, undertook the cooking, which was all that could be desired.

The deaf and dumb people of the Merthyr branch of the Glamorganshire Mission to the Deaf and Dumb were entertained by Mr. and Mrs. Rhys Davies at their residence at Courtland Terrace. A large number of mutes came from Merthyr, Dowlais, Aberdare, Tredegar, Rhymney, Cardiff, and Swansea. After dinner, the mutes went up the hill to see one of their number suffering from an injured foot at his house, and one of them took a hat and made a collection for the poor man. After that an adjournment was made to Mr. Davies’s house to tea, which finished, their pastor, the Rev. E. Rowlands, addressed them on the “Love of God”, and after a cordial vote of thanks to Mr. and Mrs. Davies for their hospitality, the mutes left, having spent a most enjoyable Christmas.

At the Workhouse and Aberdare School too, the usual sumptuous fare of roast beef and plum pudding was served to the inmates and greatly enjoyed, whilst the additional luxuries of tobacco to the old men and snuff to the old women, as well as tea and coffee, were highly acceptable and appreciated.

Four performances of “The Haymakers” were given by the Bethesda Choir at the Temperance Hall on Christmas and Boxing Days. The powerful attraction of Uncle Tom’s Cabin influenced the attendance here prejudicially, nevertheless, the receipts for the whole series of performances amounted to a considerable sum, and the choir will more than clear all expenses. The performances were highly creditable, and received well-merited applause, the stage scenery being particularly effective. A competitive meeting was held at Bethel Chapel on Christmas Day, and at Hope Chapel on the evening following, while entertainments, dancing parties, and other forms of amusements took place all over the neighbourhood. The Volunteer Band paraded the town on Christmas Day, while the Town Band played several selections on the Market Square on Boxing Day. Altogether, the Christmastide just past has been as busy as any like period for many years.

Whitsun in Merthyr

As today is Whitsun Monday, I thought it would be interesting to see how Merthyr celebrated Whitsun in time gone by. Here is an article about the Whitsun holiday 145 years ago transcribed from the edition of South Wales Daily News of 4 June 1873.

WHITSUN HOLIDAYS IN MERTHYR

The town of Merthyr presented quite a gay and holiday appearance on Monday. The streets were lined with people, all bent on pleasure, and wearing thoroughly holiday aspect. The Brecon and Merthyr and Great Western Railway Companies ran special trains, and at Dolygaer there was a picnic, where amusements of all kinds were provided.

Yesterday “all the world and his wife” went to Caerphilly to hear that now world-renowned Welsh choir, accompanied by that only less celebrated Cyfarthfa Band. It is to be regretted that the weather was so unfavourable as the threatening state of the sky in the morning had the effect of deterring many would-be visitors to the delightful old castle and grounds. But in spite of all this, the excursion trains on the Great Western were crowded. Every facility had been given of the most satisfactory arrangements made for a most enjoyable excursion.

There had been originally some difficulty with respect to the young people of Merthyr having a day’s holiday at all, but the tradesmen most generously gave a holiday. This must be looked upon as most handsome conduct, for in many instances the concession was made at a great sacrifice and personal inconvenience. It seems that in the first place there was a movement on foot for closing generally on Monday, being a bank holiday, but many of the tradespeople objected, and it was suggested that Tuesday would be more convenient. However, one of the principal firms in the town opposed this for business reasons, and there seemed a fair chance of there being no holiday at all. The firm was perfectly willing to have granted the Monday as a public holiday, but felt that considerable inconvenience would arise from closing on Tuesday, particularly as no previous notice had been given.

The representatives of the two daily papers received numerous complaints from all classes of shop-assistants, pointing out the hardships under which they were labouring – that while many towns were giving two days holiday and all the rest one – it seemed excessively unfair that in Merthyr there should be no holiday at all. Knowing the generosity of the Merthyr tradesmen generally on such points, the representatives of both the papers waited on the firm in question and explained the complaints which they had received. On the matter being placed before them in a true light, the heads of the firm at once, in the most handsome manner, signified their willingness to consider the point, although at great personal inconvenience. Upon this being made known to the rest of the employers, a general holiday was declared, and in the afternoon bills appeared in all the windows, “This establishment will be closed to-morrow, Whit-Tuesday.”

The movement was taken up by the leading firm of grocers, which resulted in its being followed by the ironmongers, stationers, and others, so that yesterday was a holiday in Merthyr, and although many did not, in consequence of the unfavourable weather, take advantage of the opportunity offered, there were many hundreds who did, and in fact the streets were as noticeable yesterday for their emptiness as they were on Monday for their crowds. But the people had a holiday, and it is to be hoped that they enjoyed themselves thoroughly.

A New Train Service

From the South Wales Echo 132 years ago today….

There is snow and then there is SNOW!!!

A few weeks ago most of us were house bound due to the snow. However, the snow that fell then is nothing compared to the snow we had in 1947.

In 1947, snow began to fall on 22 January, and with very few breaks, blizzards continued until the middle of March. At the height of the bad weather, snow drifts of up to 15 foot were recorded in some parts of Merthyr.

Below is a small piece that appeared in the Merthyr Express 71 years ago today.

The weather deteriorated so severely and so quickly that between 30 and 40 people were trapped overnight when a train got stuck in a 10 foot snowdrift between Fochriw and Dowlais. Over a hundred soldiers from Brecon Barracks travelled to Merthyr to try and release the train.

The situation on the railways around Merthyr got so bad that the Great Western Railway drafted in the RAF who brought two jet engines to clear the snow. Unfortunately, even though they were successful at clearing the snow, they were also successful at dislodging the sleepers that the rails were resting on!

Jet engines clearing the snow at Dowlais

Even though the snow was pretty bad a few weeks ago…..it could have been a heck of a lot worse!!!!

Do you remember the snow in 1947? If anyone has any recollections, or any stories regarding the snow in 1947, please get in touch.

Merthyr’s Chapels: Shiloh Chapel

The next chapel we are going to look at is Shiloh Welsh Wesleyan Chapel – one of Merthyr’s grandest chapels, but now probably better known as the Miners’ Hall.

In 1807 Rev Edward Jones came to the English Wesleyan Chapel in Pontmorlais to work alongside Rev J T Evans and to serve the needs of the Welsh speaking congregation there. That same year a group of worshippers left the English chapel to start a Welsh cause, and by 1811 they had built a small chapel in John Street.

By the 1850’s the Great Western Railway Company asked to purchase the land on which the chapel was built for their new railway station, and an agreement was made to provide a new chapel for the Welsh Wesleyans in Church Street. This new building was reputed to have been designed by Isambard Kingdom Brunel, though no documentation has been found to substantiate this, and it was opened in 1853.

In 1859 a religious revival took place in Wales, and in Merthyr the revival began at Shiloh Chapel under the guidance of Rev Watkinson, the minister there at the time, “where with great demonstrations and emotional excitement the converts were overcome by strong preaching and hymn singing”.

One of the most prominent ministers to officiate at Shiloh was Rev Thomas Aubrey (1808-1867). Born in Cefn Coed, Thomas Aubrey became a Wesleyan Methodist minister in 1826, and between then and 1865 travelled Wales as a minister at various chapels including Shiloh between 1846-1849. Rev Aubrey went on to be one of the most important preachers in Welsh Wesleyan history.

Unfortunately, the new chapel proved too large and too expensive to run, so it was reluctantly decided to close it in 1912 and the Welsh and English Wesleyans amalgamated at Wesley Chapel. Shortly after this, plans were formulated to build a grand Central Wesleyan Mission Hall on the site of the old Drill Hall, but the plan never came to fruition due to the advent of the First World War.

The building was sold to the Miners’ Welfare Committee, and it was opened as the Miners’ Hall in 1921. It later became a nightclub and was destroyed by fire in 1992. The shell of the building now lies derelict.

Railway Accident at Merthyr Station

143 years ago today, on the afternoon of Saturday 16 May 1874, a scheduled passenger train left Brecon for Merthyr at 1.50pm, and following a few unavoidable delays arrived just after 3.25pm, eight minutes late, at the Great Western Railway Station at Merthyr Tydfil. The train was just reaching the end of the inner platform when it was hit by great force from behind by twenty-one fully-laden coal trucks.

At approximately 3.00pm that afternoon, a coal train of twenty-four fully-laden trucks had left the same platform at the Station heading for Swansea. At that time it was the policy of the Great Western Railway Company to work mineral trains going up the incline to the Aberdare Tunnel with an extra engine at the rear or at the front of the train to help propel the train up the incline. On this day, the train that had left Merthyr station was in one of these latter configurations.

On such occasions, it was the duty of the guards to be at separate positions at each end of the train to help operate the brakes with the brake-man. For some reason, the guard on this particular train was travelling with his colleague in the engine at the front, leaving the brake-man alone in the rear van. Shortly after the train had entered the Aberdare Tunnel, a coupling somewhere near the front of the train broke. The guards were alerted to this by the fact that the front part of the train suddenly accelerated. Having brought the train to a standstill the guards ran back along the track to find that more than half the train – twenty-one trucks in all had become detached from the train and had run back along the line on which they had just travelled. Between the Great Western Station and the Aberdare Tunnel, the railway line rises over three-quarters of a mile in a series of inclines ranging between 1 in 45 and 1 in 70 gradients, so this, coupled with the weight of the loads being carried, meant that the runaway trucks were accelerating the whole time along the track. The train was travelling at such a speed that the signalman at the Cyfarthfa Crossing and another signalman at the Rhydycar Junction, just half a mile from the station, were powerless to do anything to stop the train’s progress or to warn those at the Great Western Station.

Within minutes the trucks hit the passenger train. It is estimated that they were, by this time, travelling in excess of 40 miles an hour. They hit the passenger train with a force of approximately 300 tons of deadweight travelling at a mile a minute, and the sound of the crash was heard over a 300 yard radius. The force of the impact smashed the passenger coaches and forced the locomotive engine ‘The Elephant’ through the buffers at the end of the track, across the platform at the end of it, through the front of the station and into the road beyond before finally crashing into the high retaining wall at John Street, penetrating the wall to a depth of about four feet and damaging the foundations of the Grosvenor Hotel in John Street.

The first carriage on the train, immediately behind the engine tender, took the main force of the concussion that travelled along the train, and it was reduced to splinters, the only portion left for identification being the framework which was embedded beneath the guard’s van. Fortunately there were no passengers in this carriage – it is obvious that if there had been anyone in the carriage they would have been killed outright. Next was a composite (a mixed first and second class) carriage which came to rest on top of the guard’s van, amazingly the only damage this carriage sustained was broken windows and doors, and passengers in this carriage sustained only minor injuries, two further third-class carriages followed this, but the final third-class carriage which took the main brunt of the collision was almost totally demolished. It was in this carriage that most of the injuries occurred.

In all 52 people were badly injured, most people suffering from fractures and cuts and bruises. A large number of people also suffered from the effects of shock. The most serious injuries were sustained by the recently married Mrs Stephens of Pontypridd who suffered serious fractures to both legs, resulting in them both being amputated below the knee.

Miss Sarah Davies of Coed-cae Court, Twynyrodyn, also sustained fractures to both legs and needed one of her legs amputated below the knee. Mrs Elizabeth Morgan, aged 30, of Cefn Coed, also had both legs fractured and needed one leg amputated below the knee. Unfortunately, despite the best efforts of the doctors, Mrs Morgan’s injuries were far worse than originally thought, and she died of her injuries a week after the accident. It is miraculous that this was the only fatality. The driver of the train, David Humphreys, along with the stoker and the guard, managed to jump from the engine just as it crashed through the end of the station and sustained only minor injuries.

An artist’s impression of the crash from 1874

If you want to find out more, a fuller account of the crash appears in Merthyr Historian volume 26.

The Brecon and Merthyr Railway

By the second half of the 19th century, Merthyr was served by several railway companies, one of which was the Brecon and Merthyr Tydfil Junction Railway (B&M) which, as its name implies, ran from Brecon to Merthyr.

A 1905 map showing the Railways around Merthyr and Dowlais

As early as 1836, Sir John Josiah Guest, of the Dowlais Ironworks, had written of his proposal to construct a railway linking Dowlais to the valley of the River Usk, and possibly also running into Brecon. The line would have pretty nearly covered the same route as was eventually adopted by the B&M. A similar proposal suggested a line running up the Taf Fawr valley over the Brecon Beacons via Storey Arms and thence to Brecon.

The Brecon and Merthyr Railway Company was established by a Bill of 1859, financially supported by several prominent Brecon citizens, and the complete route from Brecon to Merthyr Tydfil was authorised the following year. The first section to open was a 6.75 miles (10.86 km) section between Brecon and Talybont-on-Usk in 1863, which reused a section of a horse-drawn tram line. The Beacons Tunnel at Torpantau opened in 1868. Officially named the Torpantau Tunnel, at 1313 feet above mean sea level, it is the highest railway tunnel in Britain.

The system eventually came to comprise two sections of lines:

The Southern section, effectively the consumed Rumney Railway, which linked Bassaleg (where there were connections with the GWR and the London and North Western Railway) and the ironworks town of Rhymney, near the head of the Rhymney Valley.
The Northern section linked Deri Junction by means of running powers over a section of the Rhymney Railway in the Bargoed Rhymney Valley to Pant, Pontsticill and Brecon via a tunnel through the Brecon Beacons. From the tunnel the line descended towards Talybont-on-Usk on a continuous 1-in-38 gradient known as the “Seven-Mile Bank”. For southbound trains this presented the steepest continuous ascent on the British railway network.

Pontsticill Station. Photo courtesy of http://www.alangeorge.co.uk/index.htm

Initially, the only connection to Merthyr Tydfil was by means of a horse-drawn bus from Pant, but by 1868, a connection with Merthyr at Rhydycar Junction had been established by sharing lines with Vale of Neath, London and North Western and Taff Vale railways. This involved the building of nearly seven miles of single line from Pontsticill to Merthyr, with an almost continuous descent of 1 in 45-50, two complete reversals of direction, and the construction of two viaducts to carry the line over the Taf Fechan at Pontsarn, and the Taf Fawr at Cefn Coed.

North of the Pontsarn viaduct, a connection was made with the LNWR’s Merthyr Extension line at Morlais Tunnel Junction from where the latter’s double track entered the 1034 yard Morlais Tunnel and beyond routed along the double line to Dowlais High Street and thence to Tredegar, Brynmawr and Abergavenny. The sections from Merthyr to Pontsticill and Bargoed through to Brecon were laid as single lines with passing loops and usually locomotive watering facilities at principal stations. For those single lines, tokens were issued to drivers from signal boxes at such locations and being essential for safe working over single lines.

A train leaving the Morlais Tunnel. Photo courtesy of http://www.alangeorge.co.uk/index.htm

The line was eventually amalgamated with the Great Western Railway in 1923, and by 1958, the line was running three services each way on weekdays, increasing to four on Saturdays, taking around 2½ hours to run from Brecon to Newport. Although surviving nationalisation, the service had run at a substantial loss for most of its lifetime, and was an obvious candidate for closure. Passenger services were closed from Pontsticill Junction to Merthyr Tydfil in November 1961, with the remainder of services stopping at the end of the 1962. The line was closed completely after the withdrawal of goods services in 1964.

Towards the end of the 1970s, a private company, the Brecon Mountain Railway, began to build a narrow-gauge steam-hauled tourist line on the existing 5.5-mile (8.9 km) trackbed from Pant through Pontsticill to Dol-y-gaer. The initial section of 1.75 miles (2.82 km) from Pant to Pontsticill first opened in June 1980. After more than 30 years of hard work and extra-funding, passenger services finally extended to Torpantau in April 2014, bringing the BMR to a total of approximately 5 miles in length.

For more about the Brecon Mountain Railway, please follow the link below:

https://www.bmr.wales/

John Mathias Berry

Today marks the centenary of the death of one of Merthyr’s most prominent citizens – John Mathias Berry.

Born on 2 May 1847 in Camrose in Pembrokeshire, John Mathias Berry was brought up in Haverfordwest in a strict non-conformist household, and as a young man he began working for the Great Western Railway as a clerk. On 24 May 1870 he married Mary Ann Rowe of Pembroke Dock, and in 1872 became a father to a daughter, Lucy Beatrice. In 1874, Berry secured a better position as a station-master with the Taff Vale Railway and the family moved to Merthyr Tydfil.

On 17 September 1877, Berry became a father for the second time when Mary gave birth to a son – Henry Seymour. As a sideline to his job at Merthyr Station and also to earn extra money, John Mathias Berry began selling tea in the town, and this led on to him becoming a commercial traveller. During this time his family grew and he became a father to two more sons – William Ewart in 1879, and James Gomer in 1883.

In 1894, at the age of 46, John Mathias decided on a career change and opened a new business as an auctioneer and estate agent in Victoria Street. Due to a combination of his remarkable personality, his energetic business acumen and the economic growth at the time, the business became a huge success, and Berry became a very prosperous and important person in Merthyr.

As a result of his success, John Mathias became very active in public life in Merthyr. In 1902 he was made a J.P. for the County of Glamorgan, and he also became a councillor for the Town Ward on the District Council and from 1905 Borough Council. In November 1908 he became an alderman and was elected as Mayor in November 1911, and as such was responsible for welcoming King George V and Queen Mary on the occasion of their visit to Merthyr and Dowlais on 27 June 1912.

John Mathias Berry reading the proclamation of the visit of King George V and Queen Mary on the steps of the Town Hall

Despite his business and public activities, John Mathias remained a staunch non-conformist, and became a member of Market Square Chapel soon after his arrival in Merthyr, and within time he was elected as a deacon of the chapel. It was in this capacity that he was instrumental in the founding of the Caedraw Mission Sunday School and also the Ragged School. When Market Square Chapel celebrated its centenary in 1938, William Ewert and James Gomer, the two surviving sons of James Mathias, paid for a magnificent pipe organ to be installed in the chapel in memory of their father.

The pipe organ installed in memory of John Mathias Berry in the old Market Square Chapel

Indeed, John Mathias Berry was known as much for his charitable work in the town as his business and public life. As early as 1875, during the great ‘Lock Out’, John Mathias was at the forefront of the movement to open soup kitchens for the relief of the poor, and throughout his life he gave unstintingly of his time and money to help the under-privileged of the town.

John Mathias Berry died on 9 January 1917 after a short illness.

Despite everything he did in his life, John Mathias Berry’s lasting legacy will be as a father to three sons who became hugely successful millionaires and peers of the realm:-

Henry Seymour Berry (1877-1928), 1st Baron Buckland

William Ewert Berry (1879-1954), 1st Viscount Camrose

James Gomer Berry (1883-1968), 1st Viscount Kemsley

There will be more about the remarkable Berry brothers in the future. In the meantime if you wish to read more about them, take a look at the link below.

http://yba.llgc.org.uk/en/s2-BERR-BUC-1847.html