Barry Railway Company facts for kids

Quick facts for kids
Barry Railway

1920 map of the railway
Technical
Track gauge	4 ft 8 1⁄2 in (1,435 mm)
Length	67 miles 69 chains (109.2 km) (1919)
Track length	309 miles 57 chains (498.4 km) (1919)

The Barry Railway Company was a railway and docks company in South Wales. It started in 1884 as the Barry Dock and Railway Company. This company was created because coal owners in the Rhondda Valley were unhappy. They faced long delays and high costs at Cardiff Docks. The Taff Vale Railway also had a monopoly on moving coal, and it couldn't handle all the traffic.

The Barry Railway opened its main line from Trehafod in the Rhondda to Barry in 1889. Its first dock also opened that year, with modern equipment for loading ships. The railway was an instant success. It mainly carried coal, and the amount increased every year. By 1910, Barry had become the biggest coal export point in South Wales. In 1913, it set a world record by shipping over 11 million tons of coal! Later, the company built expensive lines to connect with the Rhymney Railway and Brecon and Merthyr Tydfil Junction Railway.

While it mostly carried minerals, the Barry Railway also ran a local passenger service from Barry to Cardiff. After 1918, the South Wales coal industry began to decline. This affected the Barry Railway. In 1922, many railway companies joined together to form larger ones. The Barry Railway became part of the Great Western Railway. The Great Western Railway decided to simplify things. The main Barry line, which was similar to an existing line, was used less. Passenger service between Tonteg Junction and Hafod Junction stopped in 1930. Freight traffic continued until 1951. Today, the line from Barry to Cogan, near Penarth, is still busy with passenger trains to Cardiff and other valleys.

Why a New Railway?

Too Much Traffic at Cardiff Docks

In the early 1800s, it was hard to move coal and iron from the South Wales Valleys to the ports. Canals helped, but the Taff Vale Railway brought new train technology.

The Taff Vale Railway and Cardiff Docks were very successful. But as more coal mines opened, traffic grew huge. Cardiff Docks seemed to have a monopoly. Ships often waited for days to load. Coal trains also waited for hours to enter the docks.

New docks were built, and in 1865, a new harbor opened at Penarth. A new railway line also connected to it.

Early Attempts to Build a Barry Railway

In 1865, a "Barry Railway" was first planned by Parliament. It was meant to connect to Barry and build a harbor there. But these plans failed. The Taff Vale Railway controlled most coal transport to Cardiff. They didn't want traffic to go elsewhere. Also, a financial crisis made it impossible to get money for the project.

The Barry Dock and Railway Company is Born

Coal Owners Demand Change

People were still unhappy with the existing railways and docks. They really wanted another option to break the monopoly. In 1882, the Taff Vale Railway and the Bute Trustees (who ran Cardiff Docks) suggested new docks. But they said they would raise coal transport prices to pay for it. This made the coal owners even angrier.

David Davies, a railway builder and businessman, joined with others. They wanted to build a new dock and railway system. They tried to get a bill passed in Parliament in 1883, but it failed. The Taff Vale Railway and the Bute Trustees strongly opposed it.

Success in Parliament

The bill was tried again in 1884. This time, it passed! The Barry Dock and Railway Company Act became law on August 14, 1884. The company spent about £70,000 just to get these bills passed. That was a huge amount of money back then.

The company was allowed to raise £1,050,000. They would build a line from Barry north to Trehafod in the Rhondda. They would also connect to the Great Western Railway at Peterston and the Taff Vale line at Treforest. The dock was planned to be 73 acres, the largest enclosed dock in the country. The area between Barry Island and the mainland would become a non-tidal basin, covering 200 acres.

Rivalry with the Taff Vale Railway

The Taff Vale Railway felt the impact of the Barry developments. They didn't control Cardiff Docks, so they couldn't set their own prices or build new facilities easily. The Barry company's plan to have both a dock and a railway gave it a big business advantage.

The Taff Vale tried to buy the Bute Docks in 1885, but Parliament refused. They also supported another railway company to stop Barry's plans. But Barry was granted permission to build a line from Barry to Cogan, connecting to the Taff Vale's Penarth lines. This was a win for the Barry company.

However, it meant the Taff Vale could still bring Rhondda coal to Barry using a longer coastal route. In 1888, Barry tried again to get permission to use Taff Vale lines north of Trehafod. This was refused, but rules were put in place to ensure fair treatment.

Opening and Success

First Trains and Docks Open

On December 20, 1888, the line between Barry Dock and Cogan opened for local passenger trains. On the same day, the Taff Vale opened its coastal passenger service to Cadoxton. This was extended to Barry station in February 1889.

The main Barry Railway line took more work to build. But by November 1888, a test train had traveled its full length. From May 13, 1889, the line from Barry to Peterston opened for goods and mineral trains. The Cogan line also started carrying these trains.

The dock was also getting ready. Water was let in on June 29, 1889. A formal opening ceremony took place on July 18, 1889. On that day, the main railway line from Trehafod and Treforest also opened for mineral trains.

Immediate Success and Competition

The railway and docks were an instant hit. Huge amounts of coal and other goods moved through the system. Much of this traffic was taken from the Taff Vale Railway and the Bute Trustees, who lost business. They lowered their prices to compete, starting a "rate war."

Railway prices were regulated, and the fair treatment rules for Barry became very important. The Taff Vale tried to challenge Barry in court, but most of their attempts failed.

New Name for the Company

The company was first called the Barry Dock and Railway Company. It turned out that having "dock" first was a disadvantage for its shares. So, they decided to change the name to The Barry Railway Company. This was approved by Parliament on August 5, 1891.

Expanding the Network

Connecting to Other Railways

Early on, Barry's directors wanted to extend their network. They aimed to reach the Rhymney Valley to get more traffic. They tried to build a line to the Rhymney Railway in 1888 and 1889, but these plans were rejected.

However, they gained important agreements. The Taff Vale Railway agreed to let Barry trains use their lines between Cogan and Walnut Tree Junction. This gave Barry access to the Rhymney Railway. Barry also got permission to use Great Western Railway lines to Cardiff Riverside station.

This allowed the Barry Railway to run passenger trains between Barry and Cardiff Riverside from August 14, 1893. The Taff Vale also agreed to through tickets, as making passengers re-book at Cogan was unfair. This made Barry's passenger service popular for people living in the area. The passenger service was extended to Cardiff Clarence Road from April 2, 1894, with many trains each weekday.

Growth at Barry Docks

It was clear from the start that Barry Docks would need to be bigger. In 1893, permission was given for a No. 2 Dock, covering 34 acres. The huge trade meant the company also became responsible for managing the docks, including ship pilotage and public order.

The 1893 Act also allowed for a railway extension to Barry Island. Barry was becoming a popular seaside holiday spot. At first, a tramway was planned, but this changed to a regular railway branch. It was only 3/4 mile long and opened quickly on August 3, 1896.

More Connections in the North

The Barry Company tried again to connect to the Rhymney Railway between 1893 and 1895, but they were refused.

They also wanted to run passenger trains on the Taff Vale lines west of Trehafod. The Taff Vale agreed to a small concession: Barry Railway could run passenger trains from Porth to Barry. This service started on March 16, 1896. New stations were needed on Barry's own main line for these passenger trains. Most had special loops so passenger trains wouldn't block the heavy mineral trains.

The first stations from Cadoxton were Wenvoe, Creigiau, Efail Isaf, Treforest, and Pontypridd. The Pontypridd station became known as Pontypridd (Graig) from 1924.

Barry wasn't a main travel spot for people in the Taff and Rhondda valleys, except for holidays. So, the Barry Railway started a train service to Cardiff, using the GWR main line from St.Fagans. This service began on June 7, 1897.

Traffic became very heavy between Cogan Junction and Penarth Curve South Junction. The Taff Vale agreed to add two more tracks to ease the congestion.

The Vale of Glamorgan Railway

Coal owners in the Llynfi, Garw, and Ogmore Valleys wanted better access to docks. They used Porthcawl, which had limited shipping space. So, they proposed a railway from Coity Junction, near Bridgend, to Barry. This became the Vale of Glamorgan Railway Act of August 26, 1889. The Barry Railway supported it and later operated the line.

The new company couldn't raise enough money. So, the Barry Railway had to promise a 4% return to its shareholders. This put the Vale of Glamorgan Railway under Barry's control.

The line opened on December 1, 1897. A bridge had problems, and the line closed between Barry and Rhoose in January 1898. A temporary line was built, and the route reopened in April 1898. The bridge was fixed, and the original route reopened in 1900.

A New Line to London?

People were still unhappy with the Great Western Railway. The Severn Tunnel opened in 1886, but the GWR route to London was still long. A direct line had been suggested for years, but the GWR didn't want to build it.

In 1895, coal owners and those linked to the Vale of Glamorgan and Barry Railways proposed a London and South Wales Railway. It would be 163 miles long, crossing the River Severn on a new bridge. This plan was likely a way to pressure the Great Western Railway. It worked! The Great Western Railway agreed to build its own South Wales Direct Line. This line opened in 1903.

Barry Pier and Steamer Trips

In 1906, the General Manager of the Barry Railway said that a special floating platform was built at Barry Pier. Trains could bring passengers right to the platform. From there, people could board ships to various towns and holiday spots in the Bristol Channel.

The Barry Island branch line was extended to Barry Pier. This extension opened on June 27, 1899. The Pier station only served trains connecting with pleasure steamers, mostly in the summer. The steamer service started in July 1899, run by P & A Campbell.

In 1904, the Barry Railway got permission to run its own steamer fleet. In 1905, they started with two new ships, Gwalia and Devonia, and an older one, Westonia. In 1907, the paddle steamer Barry was added. That year, 191,000 passengers took steamer trips from Barry.

The steamer business was run by a company called The Red Funnel Line. The Barry Railway made agreements with piers at Burnham-on-Sea, Weston-super-Mare, Minehead, and Ilfracombe. In 1906, the Barry Railway ran the Ilfracombe Boat Express from Cardiff Riverside to Barry without stops.

Even with many passengers, the steamer business wasn't very profitable. By August 1910, all four ships were sold. The Barry Railway lost £36,000 on the sale. The new owners also struggled and later sold out to P & A Campbell.

Modern Dock Facilities

The Barry Docks were built to be very modern and efficient. They had the latest equipment for quickly loading and unloading ships. Hydraulic power ran cranes and other machinery. Electric lighting allowed for 24-hour work.

After 1898, Barry Docks had a 7-acre basin and two docks of 73 and 31 acres. In 1901, the company had many coal hoists. These hoists lifted wagons to tip coal directly into ships. Some were high-level, some low-level, and some could move. Most of the early high-level hoists were replaced with newer ones that could unload coal faster.

Sadly, none of these hoists remain today. Only pictures show what they looked like.

The Barry Railway also built large warehouses, a flour mill, and a cold storage facility. The cold store could hold 80,000 sheep carcasses and other frozen goods. This allowed goods to be moved directly from ships to storage or trains.

Connecting to More Railways

Rhymney Railway Connection

Since 1891, the Barry Railway could reach the Rhymney Railway by using Taff Vale lines. But as traffic grew, crossing the busy Taff Vale line caused delays. Barry wanted a more direct connection. This would also link to the London and North Western Railway's Sirhowy Valley line. This would open a huge new route for goods between Cardiff and the West Midlands and North West of England.

In 1896, the Barry Railway proposed a new line from Tynycaeau Junction to the Rhymney Railway near Caerphilly. They also wanted to use the Rhymney Railway's lines further north. This Act was passed on August 7, 1896, for a 7-mile line. But they were refused the right to use the Rhymney's lines.

The new line was very complex to build. It included the Walnut Tree viaduct, which was 517 yards long. It finally opened on August 1, 1901, for goods and mineral traffic only. It cost £270,000.

Improvements at Cadoxton

The Barry Railway's mineral operations focused on the sidings at Barry and Cadoxton. Here, trains were sorted, and coal was stored while waiting for ships. About 100 miles of sidings were in this area. Getting trains into the sidings caused serious traffic jams. In 1898-1899, a special "burrowing junction" was built at Cadoxton. This allowed trains to enter the docks more easily.

This "burrowing" was actually a long bridge under which some 14 sidings passed. Today, this structure has been changed to create a new road. Only one freight track remains, connecting the Barry-Cardiff line to No. 2 dock.

To the Brecon and Merthyr Railway

Since they couldn't get full access to the Rhymney network, the Barry Railway decided to extend their new line further north-east. They aimed to join the Brecon and Merthyr Railway. This meant crossing the Rhymney Valley.

In 1898, the Barry Railway got permission for this extension. It was 3 3/4 miles long and involved even bigger engineering challenges. The most notable was the Llanbradach or Pwll-y-Pant viaduct. This viaduct alone cost about half of the £500,000 total for the line. It was 2,400 feet long, with eleven spans 125 feet above the valley floor.

This new route opened for goods and mineral traffic on January 2, 1905. (Passenger holiday trains to Barry also used the line.)

The Brecon and Merthyr Railway didn't reach Dowlais. So, Barry Railway's access to the B&MR wasn't enough to get to Dowlais. Between 1904 and 1907, the Barry Railway planned another extension to reach Newport. This was approved in 1907. However, there were many limits on how much they could compete on prices. The Barry Railway realized this expensive line wouldn't be profitable. They delayed building it until World War I stopped all major new projects.

Financial Success

From the very beginning, the Barry Railway was incredibly successful financially. The amount of traffic, the number of ships at Barry, and the coal exported were all record-breaking. Shareholders usually received excellent dividends (payments from profits). The dividend was 10% in 1890, and many years after that. It was never less than 9.5%.

Passenger Services

Even though coal was the main business, the Barry Railway also ran a good passenger service. They ran 33 trains each way every weekday between Barry and Cardiff. The Barry to Porth and Barry to Bridgend sections had fewer trains, usually about six round trips.

In 1898, there were ten daily trains between Cardiff Riverside and Pontypridd. Four of these were non-stop. The company briefly used special "railcars" from 1905. These were single coaches with a small steam engine built in. They were meant for cheap stops with minimal facilities.

The Barry Railway tried two steam railcars in 1905. They opened new stops at St-y-Nyll and Tonteg. The railcars ran between Pontypridd and Cardiff. However, the railcars struggled with hills and had problems with timing and space. The general manager stopped the service on June 1, 1905. Tonteg Platform closed, but St-y-Nyll became a request stop for regular trains.

The two steam railcars were later used on the Vale of Glamorgan line and for extra services to Barry Island. They were eventually taken out of service around 1913. St-y-Nyll Platform closed in November 1905.

After 1922: Part of the Great Western Railway

World War I changed the Barry Railway's business. The war affected trade, and ships started using oil instead of coal. It was also clear that the government planned to reorganize the railways.

This happened with the Railways Act 1921. This law created four large railway companies, called "groups." Most British railways were forced to join these groups. The Barry Railway became part of the new Great Western Railway on January 1, 1922. Barry Railway shares were converted into Great Western Railway shares.

At that time, the Barry Railway had about £4.82 million in capital. In 1921, its net income was £359,137. It had 148 locomotives, 178 passenger carriages, and 2,136 freight wagons. It employed 2,136 people.

The Great Western Railway now owned one of the country's largest dock groups. They used the skills of the existing dock managers and achieved commercial success.

The new Great Western Railway made some changes. They arranged for locomotives to travel directly from the coal mines to Barry without changing engines. This was more efficient.

In 1929, major changes were made at Barry Island. Two new platforms were added for summer holiday traffic. Part of the Barry Island tunnel was also made single-track.

The government passed a law in 1929 to help railway companies improve facilities and create jobs. The GWR used this to improve Barry Dock. They encouraged the use of larger 20-ton coal wagons. Sixteen new coaling hoists were built at Barry to handle these bigger wagons.

Near Treforest, the Barry line and another line ran close together. In 1930, the layout was redesigned. The Barry route through Pontypridd to Trehafod was used less. A new junction was created at Treforest. The Barry passenger station (Graig) at Pontypridd closed on July 10, 1930.

A section of the line, including the 1,323-yard Graig tunnel, was closed as a main line in 1943. It was used to store wagons. From 1943 to 1944, 119 American locomotives were stored there before the Normandy landings. The line fully closed as a through route in June 1951.

Demolishing Viaducts

In 1937, the Pen-yr-Heol viaduct of the Barry Railway was demolished. Its main girders were 101 feet long and weighed 35 tons each. They were tipped off the piers to fall 50 feet into the valley. Then they were cut up for scrap.

Next, the larger Pwll-y-Pant viaduct, built in 1904, was demolished in 1937. It had 11 piers and 16 spans. The main girders weighed about 90 tons each. The steel decking was burned off and fell to the ground. Then, the girders were pushed off the piers and cut up. The 11 piers were demolished in 1938 using explosives.

Under British Railways

From 1948, the Barry Railway network was owned by the state, as part of British Railways. In 1962, the British Transport Docks Board took over all major docks.

Local passenger services between Barry and Pontypridd and between Cardiff and Pontypridd stopped on September 10, 1962.

Many lines closed in 1963. The link to Peterston closed on March 1. The link to St.Fagans closed on March 30. The main line between Cadoxton and Tonteg Junction closed on June 17.

The Vale of Glamorgan line closed to local passenger trains on June 15, 1964. However, this line was reopened for passengers on June 10, 2005. New stations were built at Llantwit Major and Rhoose (now called 'Rhoose Cardiff International Airport').

The Barry Island to Barry Pier section was likely not used after October 1971. It officially closed on July 5, 1976.

The Barry Railway Today

The Barry Dock is still in use today (2017) under Associated British Ports.

The beautiful old office building, which was the Barry Docks & Railway Co. headquarters, still stands. It's an impressive building with a dome, clock tower, and classical style. It's the only surviving example of Barry Railway buildings and is a protected historic site.

After a signal box fire in 1963, some lines were lifted by 1965. Parts of the former Barry Railway network are still in use today (2021). This includes the line between Cogan and Barry Island, which has a busy passenger service and some freight. The Vale of Glamorgan Branch (Barry–Bridgend) is used for both freight and passengers. This line is important for diversions when the main line between Cardiff and Bridgend is closed.

Railway Lines and Stations

Main Line

• Hafod Junction; opened July 1889; closed June 1951
• Pontypridd; opened March 16, 1896; renamed Pontypridd Graig 1924; closed July 7, 1930;
• Pwllgwaun Tunnel; 1,323 yards or 1,373 yards;
• Treforest; opened April 1, 1898; renamed Treforest High Level July 1, 1924; closed May 5, 1930;
• Tonteg Halt; opened July 1905; closed November 1905;
• Efail Isaf; opened March 16, 1896; closed September 10, 1962;
• Creigiau; opened March 16, 1896; closed September 10, 1962;
• St-y-Nyll Platform; opened July 1905; closed November 1905;
• Tynycaeau Junctions;
• Drope Junction;
• Wenvoe Tunnel; 1,867 yards;
• Wenvoe; opened March 16, 1896; closed September 10, 1962;
• Cadoxton; opened December 20, 1888; still open;
• Barry Dock[s]; opened December 20, 1888; still open;
• Barry; opened February 8, 1889; still open;
• Barry Island; opened August 3, 1896; still open;
• Barry Pier Tunnel; 280 yards
• Barry Pier; opened June 27, 1899; last train October 11, 1971. Officially closed in 1976.

Cardiff Branch

• Cogan Junction;
• Cogan; opened December 20, 1888; still open;
• Cogan Tunnel; 220 yards
• Eastbrook; opened November 24, 1986; still open;
• Dinas Powis; opened December 20, 1888; relocated September 30, 1985; still open;
• Biglis Junction;
• Cadoxton; (see above).

Brecon and Merthyr Railway Connection

• Duffryn Isaf; formerly Barry Junction;
• Pwll-y-Pant Viaduct; 397 yards; (also known as Llanbradach Viaduct)
• Energlyn North Junction;
• Pen-yr-Heol Viaduct; 385 yards;
• Penrhos Lower Junction;
• Walnut Tree Viaduct; 517 yards;
• Tynycaeau Junctions; (see above).

Vale of Glamorgan Railway

• Barry Junction;
• Barry Sidings;
• Porthkerry Tunnel No. 1; 543 yards
• Porthkerry Viaduct; 375 yards
• Porthkerry Tunnel No. 2; 73 yards
• Rhoose; opened December 1, 1897; closed June 15, 1964; reopened as Rhoose Cardiff International Airport on June 12, 2005; still open;
• Aberthaw; opened December 1, 1897; renamed Aberthaw High Level July 1, 1924; closed June 15, 1964;
• Gileston; opened December 1, 1897; closed June 15, 1964;
• Llantwit Major; opened December 1, 1897; closed June 15, 1964; reopened June 12, 2005; still open;
• Llandow Halt; opened May 1, 1915; closed June 15, 1964;
• Southerndown Road; opened December 1, 1897; closed October 23, 1961;

Tunnels

The 1,867-yard Wenvoe tunnel is one of the longest railway tunnels in South Wales. Trains stopped using it on March 31, 1963, due to a fire.

Locomotives

The Barry Railway was a smaller company. It bought its locomotives from private builders like Sharp, Stewart and Company. Like many South Wales railways, it preferred engines with six or eight driving wheels.

By 1914, the company had 148 locomotives. When the railways grouped in 1922, all Barry locomotives were renumbered by the Great Western Railway. Not a single Barry locomotive was scrapped while the company existed. In 1947, under state ownership, only 84 engines were at Barry.

Only four locomotives had steam heating for passenger coaches. These were for a special service that connected ports with other railway companies.

Rolling Stock (Carriages and Wagons)

Passenger carriages were painted a dark red color with straw-colored lines. The company's name was written in gold letters.

Very few of these original coaches are left. None are still in service. Coach No. 163 is being restored at the Severn Valley Railway.

Wagons were painted red-brown. They usually had "BR" (for Barry Railway) in white letters, 24 inches high. Wagon numbers and weight details were also shown.

Steam Locomotives Stored at Barry

In the 1960s, British Railways stopped using many steam locomotives. A company called Woodham Brothers bought many of them. They stored these engines in the dock sidings at Barry. Because scrap metal prices changed, they didn't break them up right away. So, many locomotives stayed there for years. Barry became famous as the last resting place for these engines. Some were later bought by groups who restored them to working order.

Associated British Ports

When Britain's main railways became state-owned in 1948, most railway-owned docks also joined British Railways.

In 1962, the British Transport Docks Board was created. This government-owned body managed major ports, including Barry. In 1981, a law was passed to transfer ownership to private companies. In 1983, the organization became a private company called Associated British Ports (ABP). ABP still owns and operates the docks today (2017).

Steamers Owned by the Barry Railway

Ship	Launched	Tonnage (GRT)	Notes
Barry	1907	497	Sold in 1910, then to P & A Campbell in 1911. Used in First World War. Returned to Campbell's in 1920. Renamed Waverley in 1936. Used by Royal Navy in Second World War as HMS Snaefell. Bombed and sunk on July 5, 1941.
Devonia	1905	520	Sold in 1910, then to P & A Campbell in 1911. Used as a minesweeper in First World War. Returned to Campbell's in 1923. Used as a minesweeper again in Second World War. Abandoned on May 31, 1940, at Dunkirk, France.
Gwalia	1905	562	Sold in 1910 to the Furness Railway and renamed Lady Moyra. Used in First World War. Sold in 1933 to P & A Campbell and renamed Brighton Queen. Bombed and sunk on June 1, 1940, at Dunkirk.
Westonia	1889	393	Built as Tantallon Castle. Renamed several times before Barry Railway bought it in 1905 and named it Westonia. Sold in 1910, then to P & A Campbell in 1911. Rebuilt and renamed Tintern. Sold to Portugal in 1912. Scrapped in 1924.

Surviving Rolling Stock

A few original Barry Railway coaches still exist today. Coach No. 15 is being restored at the Severn Valley Railway. No. 45 is stored at the National Museum of Wales. No. 71 is in Blakemere. No. 97, No. 211, and another coach are now private homes.

Only two Barry Railway wagons, both iron goods vans, are known to still exist. No. 1151 is at the Kent and East Sussex Railway. No. 1388 is at the Gloucestershire Warwickshire Railway.