Narrow gauge railways
There is a wealth of literature on narrow gauge railways and the topic creates considerable problems of classification. Thus, the GWR and Southern Railway both operated passenger-carrying narrow gauge lines and both added to their locomotive stocks. These are included with the mainline companies. Somewhat similarly in Ireland there were several relatively major narrow gauge concerns which are treated with the Irish railways. The Isle of Man has and the Channel Islands had narrow gauge lines. In Wales there were many narrow gauge railways, and one, the Festiniog Railway was internationally important in the development of both narrow gauge railways and motive power for them, notably the Fairlie articulated type. These Welsh lines were closely associated with the slate industry. Similar lines existed in a few other areass where mineral extraction took place, notably in Cornwall. Industrial works, both relatively permanent and extremely ephemeral (as in the construction of roads) used narrow gauge railways on a large scale. There are also miniature railways: notably the Romney Hythe & Dymchurch Railway and the Ravenglass & Eskdale Railway. There were also a few roadside tramways and a few lines, such as the Redruth and Chasewater and the Glasgow Subway, which were almost accidentally "narrow gauge". There were also electric tramways both on the street and on rural wanderings: the LMS inherited one of these which linked Burton with neighbouring villages on the coalfield. Irish narrow gauge lines and their locomotives are considered separately, although most of the major overviews listed below also include them..
Thomas. Encyclopaedia of narrow gauge railways in Great Britain
and Ireland. London: Guild, 1991. 272pp.
Includes Isle of Man Railway and Jersey Railways & Tramways and the two major miniature railways: R&ER and RH&DR, some industrial and some military railways. The lines included are as follows (the approximate gauges are listed in parentheses): Penryn (2); Padarn (4/2.
Ransom, P.J.G. Narrow gauge steam: its origins and world-wide development. Sparkford: OPC, 1996. 192pp.
Almost a model of how a railway book should be produced, with extensive list of material consulted, but unhappily ended with the usual list of periodicals which may, or may not, have been consulted. Nevertheless, the bibliography is extensive and includes some papers quoted in sufficient detail to be retrievable and some assessment within the text of material which has been used. Some good biographical material on people like George England and Robert Fairlie.
Rutherford, Michael. Some reflections on the narrow gauge. Part 1.. (Railway Reflections No.129). Backtrack, 21, 242-9.
This is not an overall history of narrow gauge railways, not even those of mainland Britain, but rather a survey of how perceptions (both the author's own personal) and the railway enthusiast press have changed during the period since WW2. The influnce of the vision of the narrow gauge line leaving Hoveton & Wroxham for somewhere seen within the past twenty four hours by the precis writer may influnce this report (it should be noted that the return journey over this line has been made only once in the past five years). Like KPJ Michael Rutherford was introduced to "narrow gauge" through the railway literature: Trains Illustrated, Railway World and Railway Magazine. Indeed he acknowledges the great influence which C.J. Allen and his writings had upon him, and he appears to regard his books as being better than those by Nock. His first physical enconters were dangerous play with a wagon at a local claypit near Coventry (ASBO granted rerospectively) and an encounter with the Marine Lake Miniature Railway at Rhyl. Inter alia Rutherford records changes in the enthusiast literature, noting that he (like KPJ) failed to recognise how good Railway World became for a time under Ian Allan management, once it had taken over the mantle of Trains Illustrated material when Modern Railways emerged (the lack of this material is a weakness in Steamindex). Also contemplates the model railway literature and makes the somewhat dubious statement that the model Madder Valley Railway created by John Aherne and the Talyllyn Railway Preservation Society began at about the same time in a quest for Paradise restored. Some of the illustrations are especially rich: former Corris Railway 0-4-0ST as Talyllyn Railway No. 4 Edward Thomas at Towyn Wharf in September 1958 (Colour-Rail); Snowdon Mountain Railway No. 8 Eryri (Swiss Locomotive & Machine, Winterthur, 1923) (W. Oliver colour); Festiniog Simplex locomotive acquired in 1926 rebuilt with leading truck in 1957 shunting at Boston Lodge in March 1967 (J.R. Besley colour); 2-4-0T No. 3 Rheidol on Vale of Rheidol Railway (locomotive ex-Plynlimon & Hafan Tramway) in July 1922; Vale of Rheidol locomotive No. 1213 (formerly No. 2 Prince of Wales) and a Swindon replacement No. 8 (Swindon Works photo: caption notes that Walschaerts valve gear and cylinders based on Swindon steam railcars/railmotors); Fairlie 0-4-4-0T Earl of Merioneth at Portmadoc in May 1969 (J.R. Besley colour); Romney Hythe & Dymchurch Railway 4-6-2 No. 1 Green Goddess leaving Hythe on 1 May 1949 (T.J. Edgington); Isle of Man Railway No. 12 Hutchinson at Port Erin in July 1956; RHDR No. 8 Hurricane and No. 1 Green Goddess at Maddison's Camp on 6 May 1949 (T.J. Edgington); Leek & Manifold Valley Light Railway 2--6-4T No. 2 J.B. Earle at Hulme End; Welshpool & Llanfair No. 822 The Earl at Welshpool on 2 July 1949 (T.J. Edgington); and same locomotive passing between shops in Church Street on 22 September 1956 (T.J. Edgington colour); Balwin 4-6-0T Hummy on Ashover Light Railway at Ashover in 1931; Lynton & Barnstaple No. 762 Lyn and 760 Exe double-head train near Bratton Fleming in July 1925; UTA Beyer Peacock two-cylinder compound No. 41 at Amoy with Ballcastle to Ballmoney train on 26 June 1950 (T.J. Edgington); Corris Railway station at Machynlleth on 27 July 1969 and Lynton station on 10 July 1964 (both T.J. Edgington).; .
Rutherford, Michael. Some reflections on the narrow gauge. Part 2. (Railway Reflections No.130). Backtrack, 2006, 21, 311-18.
Considers the concept of gauge and illustrates how early railways were constructed to a vaiety of gauges. The notion of narrow gauge emerged with that of the Brunel broad gauge, but following the Gauge Act of 1846 the term "standard gauge" became established everywhere beyond Didcot. Narrow gauges per se emerged at Coalbrookdale (3ft) in 1803 and at Penydarren (4ft 2in) in 1804. A table lists gauges in use in Britain within the 1801 to 1841 period. Other factors included the development of light locomotives (2-2-0T) and railcars by William Bridges Adams and legisaltion; notably the Railways Construction Facilities Act of 1864; the Regulation of Railways Act of 1868 (under which the Southwold Railway was constructed) and the Tramways Act of 1870. The demands of the slate industry led to the 2ft gauge Penrhyn Railway of 1801 and the 3ft 6in Nantlle Railway incorporated on 20 May 1825. Large locomotives can operate on small gauges as is illustrated by the powerful 10¼ gauge Garratt which climbs into the Norfolk mountains between Wells & Walsingham. Huge locomotives were built in Britain for the metre and 3ft 6in gauges for export. Illuus.: Oliver & Co. 0-4-0ST Dowie (108/1893), metre gauge, at Crich Quarry owned by Clay Cross Co. in August 1943 (colour: J.M. Jarvis); Tralee & Dingle 2-6-0T No. 3T on Agrina branch of Cavan & Leitrim Railway in 1959 (colour: B. Hilton); horse on 3ft 6in Nantlle Railway alongside 4F No. 44445 (T.J. Edgington); 3ft gauge Ravenglass & Eskdale Railway Nab Gill at Eskdale Green c1900; 15in gauge R&ER 0-8-2 River Irt at Dalegarth; Corris Railway No. 4 crossing River Dovey with freight train; scarlet County Donegal Railway 4-6-4T No. 11 Erne at Strabane in May 1957 (colour: J.G. Dewing); dark geen Londonderry & Lough Swilly Railway 4-8-4T No. 5 at Pennyburn (Derry) in May 1950 (colour: W.H.G. Boot); Kitson 0-4-2WT (T235/1888) Blarney of Cork & Muskerry Light Railway; Hunslet 2-6-2T (901/1906) Russell on Welsh Highland Railway at Beddgelert; E759 Yeo (Manning Wardle 2-6-2T WN 1361/1897) of Lynton & Barnstaple section of Southern Railway; Vale of Rheidol 2-6-2T as British Railways with corporate logo Owain Glydwr inside locomotive shed at Aberystwyth; 2ft 6in Bowaters Ltd 0-4-2ST Melior (Kerr Stuart 4219/1924); Ashover Light Railway Baldwin 4-6-0T (colour: name not visible) on train of ballast c1950; Corris Railway 0-4-2ST at Machynlleth on passenger train in 1924; Festiniog Railway 0-4-0ST Welsh Pony at Blaenau Ffestiniog on 3 June 1932 (H.C. Casserley); Fairlie 0-4-4-0T Merddin Emrys at Minfordd on 31 August 1926 (H.C. Casserley). Next part see page 358.. See also letter from W.T. Scott (page 509) which amplifies the information on the Swilly 4-8-4T which notes that they were moved from the Burtonport Extension to the Buncrana line in 1914 to work the heavy naval traffic during WW1 which included taking girls from Londonderry down the lines to entertain sailors. Also notes the pride which Hudswell Clarke had in these large locomotives which weighed nearly 60 tons. Also notes that the CDJR 4-6-4T at Strabane weighed 45 tons and could haul 445 tons on the level and 175 tons over Barnesmore Bank (the mixed gauge turntable visible was for turning wagons, not locomotives)
Rutherford, Michael. Some reflections on the narrow gauge. Part 3. (Railway Reflections No.131). Backtrack, 21, 358-66.
Previous part began on page 311: locomotive design for the narrow gauge and early attempts at articulation, notably the Fairlie design. See also letter from John Stretton on page 509 who notes that the modern Welsh Highland Railway does not make use of the trackbed of the Nantlle Railway, but that of the former LNWR/LMS Caernafon to Afonwen line as far as Dinas..
Rutherford, Michael. Some reflections on the narrow gauge. Part 4. (Railway Reflections No.132). Backtrack, 21, 437-46.
Previous part began on page 358: locomotive design for the narrow gauge notably by the Sentinel Waggon (incorrect Wagon in article) Works. This includes accounts of the performance of Sentinel-Cammell railcars in the Peruvian Andes via Brian Fawcett's Railways of the Andes and of the use of oil-fired locomotives on the Egyptian Delta Light Railways and on the 2ft 6in Barsi Light Railway in India: this latter.forms an introduction to a consideration of Everard Calthrop's ideas which were manifested in the Barsi Light Railway in India. . Calthrop's locomotives were supplied by Kitson's and the rolling stock by Leeds Forge. Brief mention is made of the Leek & Manifold Railway which exploited Calthrop's ideas and 2-6-4Ts supplied by Kitson. Articulated locomotives, notably of the the Beyer-Garratt type are then considered. This includes a biography of Herbert William Garratt and the nurturing of his ideas by Beyer Peacock and the involvement of Samuel Jackson and A.E. Kyffin. There is an interesting point that Dearberg's J. Instn Loco Engrs paper No. 43 on Garratt locomotives was originally requested from Garratt by G.F. Burtt. Finally, the work of Livio Dante Porta is considered and its expression in extremely powerful 2-10-2 locomotives for the 750 mm Rio Turbio Railway in Southern Patagonia in Argentina. This part includes the references cited in the previous parts..
Steel, E.A. and E.H. The Miniature World of Henry Greenly, 1973.
Involved with RER and RHDR, as well as Duffield Bank
Welbourne, Nigel. Lost lines: British narrow gauge. Shepperton: Ian Allan, 2000, 128pp.
Ravenglass & Eskdale Railway (mainly the 3ft gauge railway, although the initial reopening as a 15in gauge line is shown in two pictures; Southwold Railway; Sand Hutton Light Railway (15in, subsequently 18in gauge using former War Department locomotives from Deptdord Meat Depot; 2ft 3in gauge Campbeltown & Machrihanish Light Railway; 2ft 6in gauge Leek & Manifold Valley Light Railway; Glyn Valley Tramway; 1ft 11½in Lynton & Barnstaple Railway; 3ft 6in gauge Jersey Railways & Tramways; 1ft 11½in gauge North Wales Narrow Gauge Railway/Portmdoc Beddgelert & South Snowdon Railway/Weslsh Highland Railway; 10¼in gauge Surrey Border & Camberley Railway; 3ft gauge Rye & Camber Tramway; Festiniog Railway (duing its years of closure); 2ft 3in gauge Corris Railway; the short-lived 60cm gauge Ashover Light Railway; a brief selection of Irish lines; the Manx Northern Railway; slate quarry railways in Wales and some other industrial and agricultural railways, notably that at Nocton Fen in Lincolnshire built to serve the Nocton Potato Estates, using 60cm WW1 material.
The Alford & Sutton Tramway
Rural street tramway in East Lincolnshire: Bill passed in 1880: line closed in 1889
Dow, George Alford & Sutton Tramway. Author, 1984.
Based mainly on information in Whitcombe's J. Instn Loco. Engrs paper No. 369: tramway locomotives supplied by Black, Hawthorn, Merryweather and by Dick, Kerr.
Ashover Light Railway
It is extremely unusual to be able to list contemporary reports of railway openings, but the Ashover was a late entrant to the railway scene opening on 6 April 1925 and closing on 31 March 1950. It operated to a gauge of slightly less than 2ft (preumably 60cm) and used WW1 surplus material including six Baldwin 4-6-0Ts named: Hummy (44370/1916), Guy/George (45227/1917), Joan (44720/1917), Peggy (44743/1917), Bridget (44737/1917) and Guy (44695/1917). Middlemass states that they were canibalized.
Ashover Light Railway. Loco. Rly Carr. Wagon Rev., 1925, 31,
When the line was relatively new: excellent map and clear view of Peggy.
Caldon Low Quarries Tramway
Included in Middlemass hence its inclusion. 3ft 6in gauge constructed by Trent & Mersey Canal Co. to link limestone quarries with canal. Became part of NSR, thence LMS. 3ft 6in gauge: opened 1847, closed 1934. Two Henry Hughes and one Bagnall 0-4-0STs supplied in 1877 and named Frog, Toad and Bobs.
Campbeltown & Machrihanish Light
Middlemass refers to the Argyll Coal & Canal [sic] Co. which Ottley 9456 shows should be the Argyll Coal and Cannel Co, A coal carrying narrow gauge (2ft 3in) railway was opened from the colliery to Campbeltown in about 1877 and this was originally worked by an 0-4-0WT which was out-of-use by 1906. Barclay 0-4-0ST 269/1883 Chevalier lasted until 1935. Kerr Stuart 0-4-2T 717/1900 Princess was withdrawn prior to 1933. The colliery decided to increase the income from its railway by carrying passengers. This was opposed by the Duke of Argyll, but a Light Railway Order was obtained in February 1905 and following a Board of Trade Inspection on 17 August 1907 the line opened to passengers on 25 August. Two Barclay 0-6-2Ts Argyll (WN 1049/1906) and Atlantic (1098/1906) provided the passenger motive power.
Farr. A.D. Campbeltown &
Machrihanish Light Railway. Lingfield: Oakwood, 1969 (Locomotion
Papers No. 45)
Macmillan, N.S.C. Campbeltown & Machrihanish Light Railway. Newton Abbot: David & Charles, 1970.
Macmillan, N.S.C. Coal mining and associated transport in Kintyre, 1750-1967. University of Strathclyde MSc Thesis, 1972
Opened 30 April 1859, closed 20 August 1948. 2ft 3in gauge. Three locomotives supplied by Hughes & Co. in 1878 (WN 322-4), but running numbers (2/3/1). All converted to 0-4-2STs between 1895 and 1900. Nos. 1 and 2 withdrawn in 1930. No. 4 is a Kerr Stuart (4047/1921) which is extant as Talyllyn Railway Edward Thomas. Basic information in Middlemass .
Duffield Bank Railway
Created by Sir Arthur Heywood to serve his Estate. Some of the locomotives and other material from it were used on the Ravenglass & Eskdale Railway. See also Steel's biography of Henry Greenly.
Miniature railway developed by Duke of Westminster: 0-4-0T Katie used on Ravenglass & Eskdale Railway. See also Steel's biography of Henry Greenly.
Opened on 20 April 1836. Closed during WW2, but reopened in 1955. 1ft 11½ gauge.See also Fairlie web-page which also includes George England and the Spooner family: this includes references to contemporary technical papers and patents. Its Boston Lodge Works constructed two locomotives and therefore there is a section in Lowe..
Boyd (below) notes that on 24 August 1860 it was suggested that contact should be made with the Neath Abbey Ironworks which operated 2ft 71/8in gauge locomotives. The earliest locomotives were designed by Charles Menzies Holland and were built by George England: these were 0-4-0s with side or saddle tanks: No. 1 The Princess. No. 2 The Prince, No. 3 Mountaineer, No.4 Lord Palmerston (1864), No. 5 Welsh Pony (with larger cylinders of 1867) and No. 6 Little Giant (WN 235/1867). Those locomotives with "The" in their names tended to lose the "The". Similarly Lord Palmerston became Palmerston. These were followed by the Fairlie patent locomotives: No. 7 Little Wonder (built by George England in 1869), No. 8 James Spooner (built by Avonside in 1872: WN 929/930). No. 9 Taliesen was a single Fairlie 0-4-4T (Vulcan WN 791/1876). No. 10 Merddin Emrys was another double Fairlie, but was constructed at Boston Lodge works in 1879. was another double Fairlie and was constructed at Boston Lodge works. No. 11 (No. 3) Livingston Thompson (later Taliesin) of 1885 survived the years of neglect and entered traffic again in 1957. .
Boyd, J.I.C. The Festiniog
Railway: a history of the narrow gauge railway connecting the slate quarries
of Blaenau Festiniog with Portmadoc, North Wales. Oakwood Press.
A major study of a railway which was far more influential than a mere carrier of slates from quarry to port. The locomtive trials conducted on the railway to show the practicality of narrow gauge railway locomotion are summarised in a folding table..
Gray, Adrian. Festiniog Railway single Fairlie 0-4-4T 'Taliesin'. Br. Rly J., 36, 285-9.
Built by Vulcan Foundry in 1876 and entered service on 17 August of that year. Works official photograph; as in 1879 centre page double spread; c1885; c1890 and as in 1923. Dismantled 1932.
Wilson, Andrew. The George England 0-4-0Ts of the Festiniog Railway. Backtrack, 1998, 12 298-305.
In October 1862 the Festiniog Raiway advertised in The Engineer for firms to tender to construct locomotives designed by C.M. Holland (Table 1 lists selected tenders, including Manning Wardle, Vulcan Foundry, Hawthorn's and Avonside). George England was engineered to win the contract and Holland ignored the builder's advice concerning steam collection and the locomotives primed badly and the fault had to be corrected. The writer notes that the locomotives were twice as powerful as those used on the L&MR when opened. In 1867 two enlarged 0-4-0STs were obtained. From 1888 new boilers were fitted, and subsequently new cylinders were also fitted. Palmerston was lent to the V of RR in 1913/13/14/15 and 1921 - the driver was also hired. In 1919 the locomotive could not be hired to the V of RR as it was on loan to McAlpine in constructing the WHR. The former is still extant and Prince returned to service in 1955. for Festiniog railway steam locomotives. See letter by Low on page 520 concerning date of The Princess photograph cited as 1875, but probably earlier, and fitting domes to domeless boilers. Table 2;: Dimensions of locomotives; Table 3; Chronology of England 0-4-0Ts.
Wilson, Andrew. The Festiniog Railway's acquired locomotives. Backtrack, 2000, 14, 106-12.
The leading dimensions of acquired locomotives are tabulated on page 112: these are Moel Tryfan from the NWNGR; the Harrogate Gasworks Peckett; Linda & Blanche; Mountaineer (the last three having operated in general service: a Beyer Garratt (K1) came from Tasmania but now rests at the NRM. See letter (page 370) from David Powes concerning the derailment of Linda when piloting Prince on 5 September 1962: Linda was being driven by Bill Hoole and the cause of the derailment was Linda being out-of-gauge (it also lacked continuous brakes at the time). illus.: Moel Tryfan at Festiniog: reader requests further illus. of this locomotive (page 314), Russell in 1935 at Festiniog, ; Russell in the 1920s at Festiniog,; Harrogate Gas Works Peckett in 1949 at Harrogate; Russell and the Baldwin No. 590 at Festiniog,; Penrhyn quarry Blanche at Festiniog, ; Penrhyn railway Linda at Festiniog; Beyer-Garratt no K1, Australia; Beyer-Garratt no K1 in Tasmania; Alco-Cooke no 3.23, France; Alco-Cooke on the Boston Lodge headshunt at Festiniog, Blaenau Ffestiniog; Ex Penrhyn Blanche at Festiniog.
Festiniog & Blaenau Railway
Opened on 30 May 1868 and for a time formed a virtual extension of the Festiniog Railway as it shared the same gauge, but route converted to standard gauge. Two locomotives supplied by Manning Wardle (running Nos. 1 and 2; WN 259 and 260) in 1868. Basic information in Middlemass .
Glyn Valley Tramway
The line was incorporated in 1870 and was worked by horse-power, but in 1885 an Act was obtained to enable steam working, and the line reopened in this form in 1888. The line ran from Chirk (on the GWR) to Glynceiriog along the valley of the River Ceiriog. The gauge was 2ft 4¼in. Beyer Peacock supplied 2-4-0STs: WN 2969-70 in 1888 names Sir Theodore and Dennis in 1888 and WN 3500 in 1892 Glyn. A WD Baldwin 4-6-0T (WN 45221/1917) was overhauled for the line by Beyer Peacock. Pasenger services end on 1 April 1933 and the loss of granite traffic led to total closure. Middlemass..
Fayle, H. The Glyn Valley Tramway.
Rly Mag., 1902,
Illustrated: No. 3 Glyn and No. 1 Dennis. Nos. 1 and 2 Sir Theodore were supplied by Beyer Peacock in 1888/9. The slightly longer No 3 was supplied by the same firm in 1892. The feature notes that the condensing apparatus was "never used". The locomotives always worked bunker-first on passenger trains.
Lloyd-Jones, David. The return of the Glyn Valley Tramway? Narrow Gauge Wld, 1999 (No. 3 September) 12-15
Lists Beyer Peacock locomotives and Baldwin 4-6-0T of 1917 purchased iu 1921 (and illustrated)
Hafan & Talybont Tramway
Opemed on 12 May 1897 and closed in 1914. Locomotives were a four-cylinder vertical-boiler 0-4-0 supplied by Slee named Victoria in 1897 (I doubt if she would have been amused) and a Bagnall 2-4-0T named Talybont. Middlemass.
Isle of Man
The 3ft gauge railway from Douglas to Port Erin is still extant and is operated by the Manx Government as a tourist attraction together with the electric railway which connects Douglas with Ramsey. There was formerly a railway to Peel and from a juntion near there up the west coast and across the island to Ramsey: this was the Manx Northern Railway. Locomotives, predominantly 2-4-0Ts, were supplied by Beyer Peacock. Basic information in Middlemass
Boyd, J.I.C. The Isle
of Man Railway: a history of the Isle of Man Railway and the former Manx
Northern Railway... 1962.
Johnson, Peter. Isle of Man Steam Railway in colour. Ian Allan.
Reviewed by "BCL" in Backtrack, 1999, 13, 54: only one pre-1950 image, notably No. 8 Fenella (1949) in deep green. Most images recent but excellently reproduced.
Robotham, Robert. Isle of Man classic steam. . Colourpoint.
Reviewed by "BCL" in Backtrack, 1999, 13, 54: Colour-Rail material: "some of the illustrations are absolute gems".
Skelsey, Geoffrey. Manx August: a last visit to the Isle of Man Railway
[in August 1964]. Backtrack, 2007,
The heyday for railways on the Isle of Man was the first half of the twentieth century. The last new lcomotive was acquired in 1926, and the last hauled coaches in 1923. In August 1939 there were 28 departures from Douglas: 14 southwards and 14 westward. The traffic day was long: the first train left Ramsey at 06.45 and the last arrival there was not until 22.24. There were about 700,000 annual passenger journeys. From the 1950s visitor numbers declined: 540,000 in 1956 to 440,000 in 1963 and this caused a decline in railway traffic and the eventual closure of most of the system. The article is illustrated with colour pictures by Derek Penney and by the Author, and with a few black & white illus. by the latter. All locomotives and the pair of former County Donegal Railway railcars are in red livery. Illus. (in colour unless noted otherwise): G.H. Wood leaving Douglas withj 17.25 to Port Erin on 20 August 1964 (GS); 5 Mona on clifftop at Gob y Deigan with train for Ramsey in May 1963 (DP); b&w: Kirk Michael short working on 2 September 1960 (GS); 5 Mona at Peel with 12.10 for St. John's (GS); pair of former County Donegal railcars at St John's in May 1963 (DP); 8 Fenella at Peel station in 1963 (DP); 13 Kissock and 1 Sutherland at Douglas in May 1963 (DP); tramcar No. 20 of Manx Electric Railway at Dhoon in August 1964 (GS); 14 Thornhill entering St John's in July 1977 (DP); 6 Peverill with train for Ramsey leaving St John's with Peel train in rear in 1959; 12 Hutchinson crossing Glen Mooar Viaduct with Ramsey train (DP); black & white saloon F31 (fitted with throw-over tramcar type seating) (GS);; b&w Douglas station on 5 August 1965; 16 Mannin near Santon with Port Erin train in July 1957 (DP); b&w: two railcars at Kirk Michael on 27 August 1964 (GS).
Isle of Man steam. John Edgington (phot).
Backtrack, 1991, 5, 22-3.
Colour photo-feature: Beyer Peacock 2-4-0T No. 3 Pender and 5 Mona at Douglas shed on 18 July 1956; 12 Hutchinson at Castletown in 1963; 8 Fenella at St John's on 5 July 1965 and at Peel in August 1967: all except last locomotives are painted red (green in last).
Isle of Man steam. Peter Clark and Alan Tyson (phots.).
Backtrack, 1993, 7, 249-51.
Colour photo-feature. No 5 Mona at Douglas; No 5 Mona at Douglas this time in company with no 12 Hutchinson and a couple of ex-County Donegal railcars; No 10 G.H. Wood at Colby; No 11 Maitland at Port St Mary; No 8 Fenella leaving St Johns; No 12 at Douglas, No 13 Kissack at Douglas; No 13 at Douglas piloting No 16 Mannin about to leave Douglas;
An Isle of Man odyssey. W.A. Camwell (phot.).
Archive, 2007 (55) 39-41.
Taken in May 1939: terminus in Douglas with freight loaded in wagons; engine shed and works at Douglas with No. 10 G.H. Wood and No. 12 Hutchinson visible; Peel with 17.50 for Douglas waiting to depart behind Hutchinson on 29 May; engine shed at Peel with Peveril; Ramsey staion on 29 May (two views) one with No. 1 Sutherland with passenger coaches and cattle trucks.
Manx 125. Backtrack, 1998,
Colour feature reccording the Isle of Man Railwy's 125th aniversary. No 5 Mona at Douglas; No 5 Mona at Peel; No 8 Fenella at Sulby Glen; No 8 Fenella at Kirk Michael; No 8 Fenella running round its train and No 4 Loch at St Johns; No 11 Maitland at Port St Mary; No 16 Mannin is the largest and most powerful loco; No 5 Mona at Peel; No 5 Mona at Peel Harbour;
Manx memories. Paul Strong (phot.).
Backtrack, 2002, 16, 572-3.
Colour feature of Isle of Man Railway locomotives and trains taken on 25/26 May 1964: No. 5 Mona waiting to leave Peel; 10 G.H. Wood at Douglas; 5 Mona and 11 Maitland at St Johns; 8 Fenella passing site of Knocksharry Station, and No. 10 at Ballasalla.
Leek & Manifold Light Railway
Opened 27 June 1904 and closed 10 March 1934. 2ft 6in gauge. Incorporated Calthrop's principles of railway construction. Two Kitson locomotives: 2-6-4T: E.R. Calthrop and J.B. Earle. Line taken over by North Staffordshire Railway and thus became part of LMS. Route converted into footpath prior to WW2. Middlemass
Leslie. Eric. Manifold Valley Railway - an anthology.
Reviewed by "SDW" in Backtrack, 1999, 13, 54: "most charming railway book this reviewer has seen for many years."
Porter, Lindsey. Leek & Manifold Light Railway. Ashbourne: Asbourne Editions, 2002. 96pp.
All illustrations, but most of which are informative rather than decorative. Includes portraits of Everard R. Calthrop, John B. Earle and Godfrey Brewer, as well of locomotives.
Lynton & Barnstaple Railway
Opened on 11 May 1898: closed 29 September 1935. 1ft 11½in gauge. Worked by three Manning Wardle 2-6-2Ts (WN 1361-3/1897) named: Yeo, Exe and Taw. Unusually a Baldwin locomotive was acquired prior to WW1: namely a 2-4-2T WN 15695/1899 named Lyn. The line came into the possession of the Southern Railway at the Grouping and a further 2-6-2T: Manning Wardle WN 2042/1925 named Lew was purchased. This is believed to have been sold to a railway in Brazil. See also Southern Railway for this last.
Brown, G.A., Prideoux , J.D.C.A and
Radcliffe, H.G. The Lynton and Barnstaple Railway. 1964.
Catchpole, L.T. The Lynton & Barnstaple Railway. 1949. (Oakwood library of railway history, No. 51).
First published in 1936.
Marland Light Railway
Opened on 1 January 1881; finally closed November 1970. 3ft gauge. Opened to serve the china clay pits at Peter's Marland to link it with Torrington. Original engineer was J.B. Fell. Part of line later taken over by North Devon & Cornwall Junction Light Railway (a Colonel Stephens' line) which did not open until after the formation of the Southern Railway on 27 July 1925. Locomotives:
1 Mary 0-6-0ST Black Hawthorn 1880
2 Marland 0-6-0T Bagnall 1886
3 Peter 0-4-0T Stephen Lewin 1871.
11 0-6-0ST Avonside 1901
Three 0-4-0ST Fletcher Jennings locomotives acquired in 1908 from Contractors who constructed breakwater at St Helens in Jersey:
4 Merton of 1875 and Jersey No. 1 and Jersey No. 2 of 1873.All Middlemass..
North Wales Narrow Gauge Railways
This railway consisted in part of slate carrying railways which ran towards Caernarvon to the north and to Portmadoc in the south and were joined briefly in the 1920s and 1930s to form a through route which will be reopened very shortly (June 2008): thus information for current activity is best secured through the excellent website. Boyd, J.I.C. The Festiniog Railway considered only the locomotives which came into Festiniog Railway stock (when the two railways were operated as one as part of the Colonel Stephens "empire". These were No. 11 Moel Tryfan, a Fairlie single 0-6-4T (Vulcan Foundry 738/1837); No. 12 Russell, a Hunslet (WN 901/1906) 2-6-2T of a type designed for the Sierra Leone Government Railway. There was also a WW1 ROD Baldwin (45172/1917) 4-6-0T.
Unusual slate-carrying railway as operated on two narrow gauges: the mainline was 4ft and opened in 1824; the quarry lines were 1ft 10¾in. The mainline locomotives included two 0-4-0 tender engines supplied by Horlock: one Fire Queen is preserved, the other Jenny Lind was scrapped in 1884. The remaining 4ft gauge locomotives were supplied by Hunslet: Dinorwic (308/1882); Pandora (410/1886) and Velinheli (631/1895) which survives The narrower gauge quarry locomotives were dominated by Hunslet 0-4-0STs: 51/1870 Charlie and 184/1877 George were withdrawn in 1916, but the remainder survive including Port Dinorwic (671/1898) which is preserved at Thursford. Another non-Hunslet locomotive Sybil (Bagnall 1706/1906) also survives. Basic information in Middlemass ..
2ft gauge: opened 1801: served slate quarries. Originally worked by De Winton vertical-boiler locomotives built in 1876/7: one survives in Narrow Gauge Musuem. Thereafter work performed by Hunslet 0-4-0STs, majority of which survive. Ex-ROD Baldwin 2-6-2Ts were obtained, but were withdrawn in 1927/8. Many second-hand locomotives employed, most survive. Basic information in Middlemass
The Penrhyn railway. J.I.C. Boyd (phot.)
Backtrack, 1995, 9,
illus.(b&w): 0-4-0ST Blanche ready to leave Port Penrhyn; view of yard at Coed-y-Parc; 0-4-0ST Blanche ready to leave Coed-y-Parc with evening workmen's train; crossing the standard gauge at Port Penrhyn; Orenstein & Koppel (1913) locomotive Eigiau; Hunlet (WN 704) locomotive Nesta (July 1947).
Basic information in Middlemass
Burlison, Robert. The Pentewan
railway. Backtrack. 1994, 8,
Sir Christopher Hawkins rebuilt Pentewan Harbour (completed in 1826). Work on the railway started in November 1828 and was complete by22 June 1829. The gauge of this line is not known. It was worked by horse and gravity. Silting of the harbour was a problem as was the horse-drawn traffic from the terminus in St Austell to the pits (see Archive). In 1873 the Pentewan Railway and Harbour Company was incorporated to enable steam locomotives to be used. John Barraclough Fell was the engineer for the narrow gauge railway. A Manning Wardle 0-6-0T Pentewan was acquired but was scrapped in 1903. Canopus, a Manning Wardle 0-6-2ST was acquired in Decemeber 1901 Locomotive working in the upper terminus was not permitted until 1908. An extract from A.L. Rowse's A Cornish Childhood (1942) is included which describes the Sunday School excursions. Map of the Pentewan Railway; Illus: Canopus on the wooden viaduct at Pentewan harbour with the railways sole engine driver; Canopus with the annual Sunday School outing in 1915; Pentewan Harbour. See also letter from Robert Evans in Backtrack 9 p. 50 and illustration of Pentewan Harbour and information by Peter Treloar in Railway Archive, 2006 (13) p. 90.
Ravenglass & Eskdale Railway
Opened for freight (iron ore) in May 1875 as a 3ft gauge line. Colonel Yorke had to inspect the line twice (Davies lists the reports as an Appendix) before passenger traffic could be accepted, presumably after the second on 9 November 1876). Traffic was operated by two Manning Wardle 0-6-0Ts WN 545/1875 Devon and 629/1876 Nab Gill. Livery was lined green. During WW1 the iron ore mines which had provided traffic ceased production and the line closed on 30 April 1913.
Amazingly this prompted a conversion to 1ft 3in gauge and in this form the line still exists, although it has been near to closure several times. The first group to operate the line was Narrow Gauge Railways Ltd: this was the regularised co-operative venture between Bassett-Lowke and Robert Proctor Mitchell and operated pleasure railways in Rhyl and Southport. Despite the country being in the depths of WW1 and the steep gradients and sharp curves Mitchell considered that the line would be simple to regauge and provide a home for the Bassett-Lowke 4-4-2 Sans Pareil formerly Prins Olaf (name applied on Oslo exhibition line).and seven four-wheeled coaches. Some material was also acquired from the Duffield Bank Railway, mainly wagons. The line reopened to Muncaster on 28 August 1915; in October to Irton Road and reached Eskdale Green on 27 March 1916 and Beckfoot on on 20 April 1916.
Sans Pareil, the first locomotive to arrive at Ravenglass, was a Bassett-Lowke 4-4-2: this may have been constructed for the Geneva Miniature Railway, or for an exhibition line in Oslo where a 4-4-2 named Prins Olaf had run, or both may have been the same locomotive: there is a general arrangement side elevation and plan on page 113 of Davies.. Two locomotives were acquired from the Duke of Westminster's railway at Eaton Hall: an 0-4-0T Katie (built by Heywood in 1896 for the Duke of Westminster) and the Bassett-Lowke Pacific John Anthony built for J.E.P. Howey and intended for his line at Staughton Manor: this was renamed Colossus: general arrangement diagram (side elevation) page 120 of Davies. Two further Duffield Bank locomotives, an 0-6-0T Ella and an 0-8-0T Muriel were acquired, following of a period working for the Ministry of Munitions at Gretna. These reached Ravenglass in 1917. Side elevation diagrams of both locomotives on p. 123 of Davies. . .
Sir Aubrey Brocklebank, the head of a major shipping company, lived at Irton Hall became involved with the line as he sought to improve the economic state of the area in which he lived and considered that the railway would be beneficial. Henry Greenly designed a new Pacific locomotive which received the name Sir Aubrey Brocklebank. Side and front elevations p. 122 of Davies. The firebox was unsatisfactory and this may have been due to Cauchi. It was built by Hunt & Co. of Bournemouth (not listed in Lowe). W.V. Cauchi claimed to be involved in the design: he had been brought in as a consultant. The original livery was light blue, but this was changed to Midland red in 1925. Rolling stock was acquired from the Sand Hutton Estate when it chjanged its gauge to 18 inch.. See also Steel's biography of Henry Greenly..
The next locomotive was a 2-8-2 River Esk. It was also designed by Greenly and was intended for working freight: side elevation page 125.. It was built by Davey Paxman and fitted with Lentz valve gear, probably at the behest of the builder. It was not successful and was replaced by Walschaerts gear in 1927 when the locomotive was reconstructed by the Yorkshire Engine Co, as a 2-8-2+0-82 on the Poultney system. The arrangement was decoupled in 1931 and the locomotive ran successfully until 1939. It was then out of service until 20 May 1952..
Davies, W.J.K. The Ravenglass & Eskdale Railway. 2nd ed. Newton Abbot: David & Charles, 1981. 207pp.
van Zeller, Peter and Williams, Sitwell D. From Muriel to River Irt:
a minimum gauge centenarian.
Backtrack, 1994, 8, 257-61.
Arthur Percival Heywood, a country gentleman, constructed the Duffield Bank Railway on his estate, largely through his own effort. Gradients were steep: up to 1 in 10. In 1881 Heywood opened his railway for public inspection when the Royal Agricultural Society's show was held in Derby, but the hoped-for interest by the military and by agriculture did not take place, and the only similar railway was built by the Duke of Westminster at Eaton Hall in1896, The Duffield Bank Railway had three locomotives: an 0-4-0T Effie of 1875, an 0-6-0T Ella of 1882 and the 0-8-0T Muriel of 1894. With the exception of the boilers and steel castings these were all Heywood's own work. Sir Arthur Heywood died on 15 April 1916 and the railway and workshops were auctioned. Narrow Gauge Railways acquired Muriel and Ella for the Ravenglass & Eskdale Railway and were found to more powerful than the Henry Greenly model locomotives. Muriel was used to convey granite from Beckfoot quarry. When 2-8-2 River Esk was acquired Muriel was demoted to stationary work at the quarry. In 1927 Muriel was rebuilt as 0-8-2 River Irt. This locomotive is still extant and has worked at the Liverpool and Gateshead garden festivals and on the Bure Valley Railway as well as on the RH&DR. See list of serious errors from Sitwell D. Williams and Peter van Zeller on page 331. Illus.: drawing of Effie in the Royal Engineers Journal of 1894; one of the Heywood family puts Effie now renamed Muriel through its paces in 1894; Muriel on the Ravenglass and Eskdale Railway leaving Irton Road; table of leading dimensions; Muriel - the end. - in use as a stationary boiler at Beckfoot Quarry; River Irt - the beginning on a trial run in 1927; the 'new' River Irt in 1973 at Ravenglass
Redruth & Chasewater Railway
Early stone block railway opened on 30 January 1826; eventually acquired locomotives; closed on 25 December 1915. 4ft gauge. Three locomotives supplied by Neilson : two 0-4-0STs Miner and Smelter of 1854 (subsequently alterd to 0-4-2ST) and 0-6-0ST Spitfire of 1859.
Romney Hythe & Dymchurch Railway
1ft 3in gauge miniature railway opened on 17 July 1927. It was very much as Snell implies in the title of his book "One man's railway", in this case J.E.P. Howey. Magnificent locomotives built by Davey Paxman to designs by Henry Greenly, Yorkshire Engine Co., Krauss, and Krupp. Five of the Davey Paxman locomotives are Pacifics with a strong affinity to the Gresley type, and there are two 4-8-2s, again with a strong Gresley affinity. The two Yorkshire Engine Co. locomotives are also Pacifics, but with a similarity in terms of externals to Canadian practice. There is a superb website: www.rhdr.org.uk See also Steel's biography of Henry Greenly.
Davies, W.J.K. The Romney, Hythe
& Dymchurch Railway. Newton Abbot: David & Charles, 1975.
Seems very pedestrian in comparison with Snell's lively study. Nevertheless, it appears to be good on locomotive liveries and on the unfulfilled projects: since covered in greater detail by Ross (below)
Ross, Paul. The ghosts of Romney Marsh. Rlys South East, 1987, 1, 41-5.
Reason for abandoning three-cylinder designs was the higher fuel consumption. Proposed, but unfulfilled, designs for extra motive power began with an order placed with H.C.S. Bullock of Farnborough for a Pacific based on the LMS Princess Royal type, but Bullock got into financial difficulties and killed himself. The frames had been cut at New Romney. Holcroft became involved with post-WW2 proposals for a 2-8-2 with Baker valve gear and a 4-8-2-2 with three cylinders and a form of conjugated drive for the inside cylinder, again using Baker gear. Howey was unable to raise the finance either of these interesting proposals yet arranged with Ian Hunter of Glossop to develop super-power in the shape of 4-8-4 and 4-4-4-4 designs. Bulleid was interested in building the former at Ashford.
Snell, J.B. One man's railway: J.E.P. Howey and the Romney, Hythe, & Dymchurch Railway. Newton Abbot: David & Charles, 1983.
Probably Snell's best book as it was written from the inside: he was General Manager of the Railway when the book was published, which was not that long after Howey had died
Rye & Camber Tramway
Opened 13 July 1895: closed 4 September 1939: Two Bagnall 2-4-0Ts: Camber (1461/1895) and Victoria (1511/1895). Col. Stephens railway which linked Rye with its golf course and sandy beach. Peter Harding, whose minimally priced pamphlets defy publishing gravity. Basic information in Middlemass .
Harding, Peter A. The Rye & Camber Tramway. Woking: Author, 1985..
Sand Hutton Light Railway
Sir Robert Walker Sand Hutton Estate (North East of York): built a 15 inch railway, much of the equipment from which went to the Ravenglass & Eskdale Railway. Following WW1 converted this system to 18 inch gauge to serve the estate. Used four Hunslet 0-4-0WT locomotives from WW1 government meat depot at Deptford (WN 1207/1916 and 1289-91/1917. See W.J.K. Davies' Light railways. The Great Western took the venture sufficiently seriously to issue instructions concerning the limitations see J. Crosse in Backtrack, 2008, 22, 277) of the capacity of consignments sent thererto
Open between 1829 and 1940: 4ft 03/8in gauge. Locomotives had to fit within the extremely tight confines of a tunnel. The two locomotives were both 0-4-0STs: Bonville (Manning Wardle 476/1874) and Bull Dog (Kerr Stuart 2401/1915). Basic information in Middlemass .
The Saundersfoot Railway.
Archive, 1999 (21) 56.
Railway Terrace with Miners Train taking men to work in chaldron wagons behind Rosalind (top); Manning Wardle (476) 0-4-0ST formerly Bonville/Rosalind (middle); and Kerr Stuart 0-4-0ST (2401/1918) Bull Dog (both latter between 1935 and 1939). Further information from Martin R. Connop Price in Archive 23 pp. 42-3: notes that Rosalind was called Roslyn by the workmen. .
Severn & Wye Railway & Canal Co.
Opened as tramways operating on 3ft 6in and 3ft 8in gauges and converted to braoad gauge in 1869, an inauspicious date as broad gauge converted to standard gauge in 1872. Locomotives were supplied by Fletcher Jennings: 0-4-0WT Nos. 1-4 WN 45/1864; 53/1865; 54/1865; 55/1865. No. 5 was an 0-6-0WT WN 60/1865. Nos. 2, 3 and 5 were converted to standard gauge. No. 2 was named Little John, and No. 5 Forester. As the line was eventually taken over by the MR and GWR jointly the locomotives are mentioned all over the place. Middlemass
Snailbeach District Railways
Opened in 1877 and closed on 14 April 1947. 2ft 4in gauge. Mainly intended to link lead mines, later granite quarries around Stiperstones to Pontesbury. Initially a locomotive was borrowed from the Glyn Valley Tramway, but the wheel gauge was too great.. Locomotives used: Belmont (T. Hughes 0-4-2ST of 1870s); Fernhill (Lennox Lange 0-6-0ST of 1875); Dennis (Bagnall 0-6-0T of 1907); a Kerr Stuart 0-4-2T (802/1902) and two Baldwin 4-6-0Ts: 44383/1916 and 44562/1917. Col. Stephens took the line over on 1 January 1923. Middlemass.
Tonks, Eric. The Snailbeach
District Railways. Industrial Railways Society,
Reprint of book originally published in 1974, plus some later material: Excellently written review Steam Wld, 2008 (251) 65.
Snowdon Mountain Railway
Surprisingly included in the Oxford Companion (good entry by Gordon Biddle) and extended entry in Middlemass which notes that it opened on 6 April 1896. It employed the Abt rack system. The gauge was 2ft 7.5in. Steam locomotives supplied by Swiss Loco & Machine Co.: 1 Ladas WN 923/1895; 2 Enid WN 924/1895, 3 Wyddfa/Ty Wyddfa WN 925/1895, 4 Snowdon WN 988/1896, 5 Moel Siabad WN 989/1896, 6 Sir Harmood/Padarn 2838/1922, 7 Eyri/Aylwin/Ralph Sadler/Ralph 2869/1923, 8 Eyri WN 2870/1923.
Barnes, Robin. Strangers on the shore the foreign steam locomotive
in Britain and Ireland. Part 3.
Backtrack, 1997, 11,
Original locomotives imported from Switzerland.
To Snowdon summit.
Backtrack, 1996, 10,
Colour photo-feature: : 0-4-2T Snowdon at Llanberis on 22 July 1968 (Keith R. Chester); No 7 Aylwin at Clogwyn station and train on its way down with summit in background in June 1962 (both Cliff Woodhead).
To Snowdon Summit. Alan Tyson (phot.). Backtrack, 2006, 20, 508 .
Colour photo-feature: all taken on 3 June 1966: No. 8 Eryri at Llanberis station; No. 6 Padarn descends to the crossing loop at Clogwyn and No. 8 reaches Snowdon Summit (clear view of complicated pointwork on rack system.
Opened on 24 September 1879, and closed without notice on 11 April 1929. 3ft gauge. Three 2-4-0T locomotives supplied by Sharp Stewart in 1879: WN 2848-50 and named Southwold, Halesworth and Blyth (this last was to cause our contemporary Stretton to consider that it must be in "Northumberland"). Southwold was sold back to Sharp Stewart in 1893 when it was sold onto the Santa Maria Railway of Colombia. A new Southwold, but in the form of a 2-4-2T (WN 3913) was acquired from Sharp Stewart in 1893. An 0-6-2T Number 4 Wenhaston was acquired from Manning Wardle (1845/1916). Middlemass.
Wolverton & Stony Stratford Tramway
3ft 6in gauge steam tramway opened on 17 May 1887 and closed during General Strike on 4 May 1926. Linked Wolverton home of LNWR carriage works with village where many of the workers lived. Purchased by LNWR in 1919. Line opened with two Krauss tram locomotives, but these were inadequate and two Thomas Green tramway locomotives were obtained to largely surplant them. In 1900 a Brush Electrical steam tram locomotive was obtained, but it was less successful than the Green products according to Middlemass.
Edwards, Allan. Stony Stratford Tramway.
Backtrack, 1989, 3,
History of steam tramway which ran from Wolverton to Stony Stratford. Many abortive atempts were made to connect the two settlements. The Wolverton and Stony Startford District Light Railway was incorporated on 5 October 1886. It was promoted by Charles Herbert Wilkinson, inspected by Gen Hutchinson in May 1887 and opened on 17 May. Krauss steam engines were used with cars from the Midland Carriage & Wagon Works. It was extended to Old Stratford and went into voluntary liquidation on 4 September 1889. A syndicate led by Samuel Leon took over the original section on 20 November 1891 and the company became known as the Wolverton & Stony Stratford & District Tramways Company from 15 September 1893. An engine was acquired from Brush but the bulk of the work was performed by tramway engines from Thomas Green & Son (the author is rather vague about motive power and rolling stock). Bus competition was severe prior to WW1 and it was eventually acquired by LNWR in 1919 (it carried workmen to the carriage works at Wolverton), and was briefly part of LMS and was a casualty of the General Strike. illus.: Bagnall saddle tank at Stony Stratford; Krauss tram engine in 1888; Billy Newton, the long serving conductor, leaves the tram at Stony Stratford post-1923; A Krauss tram engine in 1888 with an 80 seater car; road crossing point near Stony Stratford; entire rolling stock c. 1910; view outside the main LNW works entrance in Wolverton; Green engine and two 100 seater cars outside the Forester's Arms Stony Stratford; Plan of railway and tramway layouts of Wolverton works and town; Wolverton Rd. Stony Stratford; late view in Stony Stratford.
2ft 3in gauge railway opened in 1866. The two locomotives were supplied by Fletcher Jennings: Tal-y-llyn 0-4-0ST (42/1864) later modified as an 0-4-2ST and Dolgoch (62/1866) an 0-4-0WT. Railway adventure is a classic. Basic information in Middlemass .
Rolt, L.T.C. Railway
Adventure. London: Constable, 1953.
Classic story of the saving of the Talyllyn Railway by a small group of enthusiasts. A 1961 edition published by David & Charles has a Preface by John Betjeman (Ottley 7415).
Welsh Highland Railway
This line defies all the conventions of this website: by the 21st century one might have been expecting entries on the archaeology of the Welsh Highland Railway with reference to its one extant locomotive: instead it is virtually the only British railway, other than the Channel Tunnel Rail Link and the Docklands Light Railway to be extending its line. Thus its website is all important: www.welshhighlandrailway.net
Boyd, J.I.C. Narrow gauge
rails to Portmadoc: a historical survey of the Festiniog-Welsh Highland Railway
and its ancillaries. Oakwood, 1949.
Boyd is an obvious candidate for the authorship section as he was one of the most meticulous reserachres and writers on narrow gauge railways in Wales.
Welshpool & Llanfair Caereinion
Both the railway and its original locomotives are still extant. Although the original locomotives have been joined by an exotic collection gathered from around the world. Original 0-6-0T locomotives are: Nos. 1 (822) The Earl and 2 (823) The Countess: Beyer Peacock 3496-7/1902.. Basic information in Middlemass .