THE HISTORY OF THE CROWNEST TRAMWAY

INTRODUCTION

The bleak and windswept uplands south west of Shrewsbury were the setting for some of England's most productive lead mines. While the Romans knew about and exploited the local ores, widespread excavation and smelting came much later, starting in the mid 18th Century. Lead prices reached an all time peak in the early 19th Century, occasioned largely by the Napoleonic Wars. During the 1870s the area was again a hive of activity, fresh ventures being entered into as eager investors sought a speedy profit. However, as the 20th century dawned, the lead market slumped alarmingly and by 1911 the Shropshire lead mining industry was all but extinct. Various companies explored the workings in an attempt to re-establish the once thriving area. Some succeeded, partially at least, continuing into the early 1950 period working the waste heaps from earlier endeavours.

HISTORY

While largely eclipsed in later life by the altogether grander operations around Snailbeach (1), the workings once operated by the 'Stiperstones Lead Company' (later the 'Crowsnest Mining & Tramway Company Limited') enjoyed an extended, if rather troubled and, hence, largely unprofitable life, first as a straight lead mining concern (which went bankrupt in 1900) and, later, reformed as a 'Halvans' (2) company, working the spoil heaps left by earlier endeavours. Timber and some stone traffic was also tried, in the 1920s and 30s, but financial success always eluded those involved.

The 'Stiperstones Lead Company' (SLC) was formed by local businessmen, one of whom, Nathaniel Cook, was the publican of the 'Miners Arms' at Cliedden. An Aunt of his, had, in the early part of the 18th Century, 'loose' connections with a member of one of the local landowners families, while she was a chambermaid at the 'Big House'. As a result, and perhaps as 'settlement' for an un-recorded dalliance, he had inherited from his Aunt, title to a reasonable parcel of land locally. It was known at the time as likely to be part of the ore field but he lacked the finances to properly exploit his property. This being common knowledge locally, he was approached by any number of Shrewsbury businessmen, eager to invest, the price of lead ore then being at an all time high (circa. 1810). Despite being eager to realise profit from his land, Cook took a long time to find suitable partners from amongst those presenting themselves to him. In fact, it was not until 1825 that the SLC was properly formed. Whether this was a result of suspicion or indecision is not recorded ­ whatever the cause, by this time, the boom in lead sales driven by the French and Napoleonic Wars was over and the prices were dropping year on year. As a result the Company got off to a poor start and struggled thereafter. A contemporary report in the 'Shropshire Bugle' noted:

"A dozen Shrewsbury gentlemen have embarked on what is earnestly hoped to be a profitable mining venture at Crowsnest. Together they have raised capital in excess of £30,000 to fund the sinking of a mine at Long Barrow, near Snailbeach, and the associated works required by this endeavour"

As one of the 'gentlemen' noted was Nathaniel Cook (though not himself from Shrewsbury), no immediate purchase of land was required, though a way-leave over two fields was sought for the planned plateway. It was generally thought at the time, that the works were well thought out and executed. Certainly great hopes were entertained for the future.

In 1871, the Company was re-formed as the 'Crowsnest Mining & Tramway Company, Limited', a share issue being made as a consequence. At this time, some of the original partners chose, sensibly, as events turned out, to divest themselves of their interest, selling their newly issued shares in the Limited Company to fresh investors. Only during the second 'boom' period in the Shropshire lead industry, that occurred in the 1870-1880 period, was a worthwhile dividend paid to the shareholders. In fairness to the latter however, many were sufficiently willing (or gullible) to provide further funds when presented with the possibility of future wealth.

The main mine was at Long Barrow, this being considered the richest in terms of both quality and quantity of ore. The deposits there were, however, not easy to extract and the opening of a second vein, late in 1887, proved a disaster, in more ways than one, resulting in the main shaft being sealed. A second, near Coppice Holt, was named the Half-way Mine, it being nearly mid way on the route off the hillside. Here, the ore, while of lesser quality, was relatively easily won and production only ended in 1900, when all operations ceased. A small stone quarry was sited just above the Half-way Mine. Most of the early output was used in building structures, walls and the like, for the Company.

In similar manner to other mines in the area, transport of the ore, in the early years, was a continual problem and absorbed much of the meagre profits won. While railways eventually reduced shipping costs substantially, they did so only as the result of heavy initial investment.

PLATEWAY

The first railway laid on the route that later became known as the 'Crowsnest Tramway' was a simple plateway or 'tram', laid in the early 1830s. It connected the newly excavated lead workings, at Long Barrow, perched on the hillside above Crowsnest, with a canal wharf at Cliedden. This latter was at the end of a stub run off the old Shropshire Union Canal. Lead ore was brought down by gravity in simple tubs, the empties being returned by horse. At the wharf the ore was discharged via a chute into a waiting barge for transport to the industrial Midlands. The plateway was a late example of that designed by John Curr (3). It is believed that the cast iron 'plates' came from Coalbrookdale, who also provided the wheels and ironwork for the tubs. John Curr is known to have had connections with the Coalbrookdale Company (4) and influenced their early adoption of iron plateways.

IMPROVEMENTS

In 1879, following the opening of the nearby 'Snailbeach District Railways' line (5), the tramroad was the subject of urgently required improvements, necessary to cope with increasing traffic, with part being re-laid for locomotive working. By this time, traffic to the canal wharf had dwindled to a mere trickle, the emerging shipping point to the outside world being the new GWR standard gauge terminus at Minsterly. At this time, the newly formed 'Crowsnest Mining & Tramway Company Limited' (CM&TC Co., Ltd henceforth) engaged one Theodore Paul as engineer in residence. Unfortunately for the Crowsnest Tramway, the revised route to Minsterly was blocked by landowners who viewed the Company with less favour than the SDR. As a result, only a portion of the old plateway, running from Long Barrow Mine via the Half-way Mine, was so converted, with a short deviation to a roadside terminus and wharf. The new flatbottom rails were laid to the measurement of two feet along the surviving section and the remainder was lifted and the iron plates sold to smaller concerns locally. Horses and carts were used to move the ore from the roadside wharf, either to the GWR at Minsterly or to a nearby smelter. This made operations less profitable than they otherwise might have been and would have financial repercussions later on.

THE COMING OF STEAM

The new equipment, including the rail, a steam locomotive and a selection of rolling stock was supplied by the Stafford firm of W G Bagnall. Supplies of rail arrived on site during the spring of 1880 and a great effort was made to complete the conversion during the summer months, ready for the arrival of the locomotive. New 30 lb per yard flatbottom rail was spiked direct to locally cut timber sleepers, brought over the Long Mynd from a sawmill at Easthope, operated by one of the partners relatives. Despite being a small mineral line, some care was taken in preparing the trackbed for steam power. In fact, so good was the preparation that the 1911 'Stiperstones Halvans Co., Ltd' was able to lay its own track direct onto the old foundation with little, if any remedial work.

With much of the plateway system lifted, the conveyance of lead ore was temporarily undertaken by local carriers using simple horse drawn carts. This proved very unsatisfactory. The carts were not suited to the loads imposed on them and breakages of both wheels and axles, not to mention the burden placed on the horses, soon became intolerable. Work continued apace on the conversion, the line between Long Barrow and the roadside wharf being completed in the late Autumn. By that time, the CM&T Co., Ltd. was facing a financial crisis as current income was handsomely exceeded by expenditure. Ore, waiting delivery, had collected around the mines in untidy heaps. Relief, however, was on the way. In December 1880, a newspaper cutting from the 'Shropshire Bugle' noted:

"There was great jollity in the Stiperstones lead mining area this Thursday last, when the Crowsnest Mining & Transport Co., Ltd, took delivery of their new locomotive engine. Beer was used to christen the new machine and a toast was drunk by the assembled workers, who afterwards, were afforded a half holiday to mark the occasion"

A horse and cart transported the Bagnall machine up from the GWR sidings at nearby Minsterly. It took a little while to engage a suitable man as driver, along with a young lad to assist, the boy's name was Will Link. His duties comprised getting up early to light the fire and clean round while steam was raised. The driver, one Joseph Jones, was more used to portable farm engines than locomotives and it was not long before the younger, enquiring mind of his assistant outstripped him.

In 1881, with plenty of workmen to convey (and maybe, delusions of grandeur), a passenger coach was sought. After a visit over the border to Wales, the quarry Engineer, Theodore Paul, came back much enamoured of the then new four wheel tramway style 'cars' on the Corris line. An approach to the builders, Hughes of Loughborough, was made and, as a result a single car, nearly identical to those at Corris was delivered to the GWR sidings at Minsterly. Soon the comforts promised tempted local inhabitants to offer ‘fares’ in the form of barter so as to use the line in inclement weather. Perhaps it was as well that Crowsnest was far away from official eyes, for no attempt was ever made to make the line a legal common carrier. Despite the pride taken in the ownership of this coach (something that the nearby SDR lacked) no effort was made to keep it under cover and, gradually, it took on a rather care-worn appearance. Even so, it continued in use until the line closed, though, in later years its was used only sporadically.

After an unfortunate incident involving a run-away, in 1884, Jones left in disgrace, a liking for alcohol being suspected. Will Link, fortunately, was not present at the time, being away visiting a sick relative, at Stottesdon, near Bridgnorth. On his return, he took over from Jones, continuing in this position until the line closed in 1900. The daily duties were not onerous, by Victorian standards at least. Will, unlike his predecessor, got no 'assistant', as finances were getting tighter, thus he still had rise early, so as to light up and prepare the loco for its duties. Will was fortunate, in that his cottage was at Coppice Holt so his walk to work, up or down the line, was more or less equal, either way. Repairs, if required, were undertaken from Saturday noon onward, extending into Sunday if pressed ­ though the local vicar was quite stern as regards observance of the Sabbath.

Each morning, the previous day's empty wagons were taken up the line from the wharf and dropped off where required. The full wagons, from the early morning shift were then taken back down to the wharf for unloading. Mid-day, any goods for delivery was taken up the line, along with the wagons already discharged. After Lunch, the loco shunted wagons between the mines as required, returning to the wharf mid afternoon with more loaded wagons. The coach was likely to be attached to any train, but most often, went up first thing in the morning, often necessitating a 'light engine' working up the line to retrieve it (and the workers) before the end of the day. Conditions at Long Barrow, by the mid 1880s, were such that no one would continue working on the site after dusk, so in the winter, the loco was back in its shed by 4.30pm. Later, when only the Half-way mine was served the duties, though similar, were more relaxed and Will found time (when un-observed) to indulge in a little poaching.

Early on, the locomotive shed, a substantial stone structure, with a small workshop attached (which also served the mine) was sited at Long Barrow. After this mine closed, however, the locomotive was kept in a corrugated iron shed, erected near the roadside wharf. In the final few years, Will often left the loco in the open, at Coppice Holt, saving himself the early morning walk down to the wharf. Local rumour has it, that the fire was kept in the firebox, hot potatoes and chestnuts, when the latter were in season, being provided for his and other, local, children as 'treats'. There is also an amusing but probably apocryphal tale involving Mrs Link's washing, including 'smalls', being festooned on the footplate for drying, whenever the weather was particularly wet.

DECLINE & FALL

While Long Barrow mine was the largest working served, it was a troubled site and, as a result, never reached its true potential. So bad were some of the incidents, the mine was known locally as 'Hells Mouth'. As a result, it became increasingly difficult to find men willing to work there. After a particularly unpleasant event (6), the mine shaft was sealed in 1887 and never re-opened. Because of this most of the ore sent out on the Crowsnest line came from the Half-way Mine. Certainly, the lower portion of the line was used far more than the upper, which became very overgrown in the final years. Letters of concern, over the closure of Long Barrow Mine began to appear in the press, one such, in the Mining Journal (Jan. 1888) stated:

"In my small experience of mining I have met nothing more frustrating and irritating as this. Here was a mine ­ one of the supposed sound ones, that was promised by the directors to beat Tankerville and equal Roman Gravels, and now, after all the efforts and expense, my shares are rendered all but worthless. As one who is a heavy loser in this affair it will not seem strange if I venture to express my great dissatisfaction with matters . . ."

With the closure of mining at Long Barrow the CM&T Co., Ltd struggled to make a profit as ore prices plummeted in the mid 1890s. Not having a direct route to the railhead at Minsterly, like the mines served by the SDR, further eroded the slight profits made. Earlier loans became due around this time so, despite a slight upturn in the price of lead towards 1900, the Company was forced into Bankruptcy. An official Receiver, acting out of Shrewsbury was appointed. No time was lost and the rails were quickly lifted, with most of the saleable equipment being auctioned on site. Only the coach remained, being taken for use as a 'summer house' by Theodore Paul, who lived locally and fortunately had other positions locally to provide an income. Will Link, having been quite prudent with his meagre wage from the CM&T Co., Ltd., had sufficient savings to buy a horse and cart. He was able to eke out a living until 1911, when a position driving a small locomotive arose again.

A SECOND CHANCE

The 'second' Crowsnest Tramway was constructed as part of a ‘Halvans’ (Cornish term for waste) operation in 1910. A locomotive and an assortment of wagons had been purchased at auction (7) the previous year for the venture. Styling itself as the 'Stiperstones Halvans Co. Ltd.', work began on exploring the spoil heaps of mines in the area. For the most part, steel ‘portable’ track and turnouts were used, purchased on the secondhand market which flourished at that time. Elsewhere light section flatbottom rail, already showing signs of heavy use, was hastily laid on locally prepared sleepers. Wherever possible existing formations were used to minimise the cost of expensive earthworks. The later line retained the title ‘Tramway’ since the larger part of the route used the former mining tramroad alignment. Will Link (8) was engaged again, as locomotive driver. In a curious twist of fate, his friend 'Nipper' Cook, son of Nathaniel, one of the original partners, and now fallen on hard times, was engaged at the same time as 'manager' at the wharf.

Legal problems over land ownership still blocked access to the GWR line in the area and this dogged the fortunes of the Halvans company from its outset, as it did its predecessor. To reach the outside world a makeshift tipping dock with a weighbridge was re-established at the old roadside terminus. Steam wagons were employed to collect the extracted waste but, when fully laden, damaged the poorly surfaced roads. This reached such a pitch just prior to the outbreak of the Great War that the local Council threatened litigation unless an attempt was made to solve the problem. As it was, this became unnecessary. Despite all efforts the venture foundered, the lead ore extracted from the waste being of insufficient quality to yield a profit.

Instead of falling prey to the wartime demand for metal scrap the line was almost immediately requisitioned by the Board of Trade Timber Supply Department (BOTTSD - forerunner of the Forestry Commission). Extra track was laid into Dyke Wood and a portable ‘Scotch’ sawmill (9), together with men from the Canadian Forestry Corps worked the local timber, mainly for pit props. Timber trucks were constructed on site by the CFC to an established military design (10).

After the war the line was auctioned, being purchased by a consortium of local business men, who intended to construct a permanent sawmill and continue where the BOTTSD had left off. At the same time, a demand was building for good local stone. As a result, a small quarry, that had laid moribund since the early 19th Century, just beyond the old Half-way mine, was re-opened. Around this time, the old passenger 'car' was discovered in the garden of one of the former mine officials. With but little effort it was put back into service, carrying workers and locals, as required.

As the local roads were improved and direct access gained to the quarry and sawmill site, traffic waned, being lost to the cheaper and more flexible competition of motor lorries. Prior to the outbreak of the Second World War a small motor tractor was hired in an attempt at economy. While promising results were obtained at first, the experiment ultimately failed due to the tractor's unreliability. Direct loading, without rail involvement, into road vehicles won the day and, by late 1938 the line was all but abandoned. Protected by a few ‘locals’ against the scrap drives of the Second World War the moribund remnants of the Crowsnest Tramway barely escaped being dismantled.

After the war was over the line was used by the last surviving employee, Will Link, who worked the spoil heaps, latterly supplying fine spar for use by local builders in pebble dash. This delightful old gentleman kept the line functioning until 1950 when old age took its toll of them both. With almost indecent haste, the locomotive was cut up for scrap, the wooden rolling stock burnt on site and all track lifted, only the skips were salvaged for use in the quarry. While the sawmill only continued producing for two more years the quarry was expanded into the early 1960s. Eventually the Company went into liquidation and the holding purchased by local landowners.

Although Will’s tombstone can be found locally there is alas no trace left of the Tramway. Recent public works in the area have obliterated the remains totally ­ such that visitors will struggle in vain to locate any traces of the little line whatsoever. In fact, when Eric Tonks was preparing his work on the Snailbeach District Railways, he found no evidence at all, hence the omission from his otherwise exemplary work.

LOCOMOTIVES

The earliest locomotive was supplied, from stock, by WG Bagnall in November 1880, their Works number 284. This was an 0-4-0IST with inside cylinders, similar to the builder's works number 285. Both were designed for working abroad, on sugar plantations. Apparently, the company that ordered No. 284 either failed, or declined to take delivery, so it was put up for sale in the UK. The design, besides being of Bagnall's classic 'invert saddle tank' type, featured a spark arresting chimney, as the intended fuel was 'bagasse' (cane waste). To prevent fires, a 'water tray' ashpan was fitted as well as a hand operated boiler delivery pump, in addition to a single injector. After the removal of the water tray and the replacement of the chimney with a more conventional pattern (the loco being re-arranged to burn coal), it was purchased for the CM&T Co., Ltd. Supplied 'as new' the locomotive led an uneventful life, until it was sold at auction when the CM&T Co., Ltd. became insolvent in 1900. Its history thereafter is unknown, the auctioneer's records from that period having been destroyed.

Curiously, the second loco, used by the Halvans Company, was also an inside cylindered 0-4-0IST Bagnall product. Believed to be W G Bagnall works No. 300 ­ it was purchased at auction from North Devon. While of a similar vintage to No. 286, it bore all the signs of having been returned to the makers at some time for refurbishment. The most obvious sign of this being the cast chimney, the pattern of which is much later. For whatever reason, this loco was not as successful as the first, though quite similar. It was scrapped on site in the early 1930s, after the arrival of the third, and final steam locomotive.

The final steam locomotive to work the line was the fabled W G Bagnall works No.970 'EXCELSIOR' (11). Purchased as scrap from F J Barnes, Limited, Isle of Portland (Dorset), in the late 1920s. On arrival the loco was found to be in a dilapidated state but held steam well enough. Apart from problems with the rear overhang on sharp curves (a length of chain was kept hung on the rear bunker just in case) the loco was more than adequate for the duties demanded. Scrapping on site took place in 1950.

In the mid 1930s, a second hand Fowler 'Little Samson' petrol tractor was purchased, secondhand, from a contractor. This enabled much needed repairs to be made to the steam locomotive. Unfortunately it was a very light machine and did not prove reliable in service. Disliked intensely by Will Link, he made constant complaints until the steam loco was back in service again. Thereafter, under the guise of 'finding out about these new-fangled motors' he took the tractor to pieces, distributing them so liberally among the surrounding area, that, by 1939, all trace of the machine vanished.

Throughout the second period, the heavier mechanical work was undertaken by the blacksmith from Crowsnest village who had gained experience with steam while maintaining the steam lorries mentioned earlier.

ROLLING STOCK

Simple timber and iron tubs were used in the horse haulage period. When steam took over, in 1879, the new two foot gauge wagons, or at least, the ironwork etc., were selected from W G Bagnall's catalogue, arriving with the loco, shipped by rail, to nearby Minsterly. They were of largely timber construction, with iron strapping, the curly spoked iron wheels running in cast axle bearings. A total of thirty side tipping wagons were ordered, along with three open wagons for 'general merchandise', two flat wagons (which could also be used as timber bolsters). Tantalisingly, glimpses of other vehicles appear dimly in some old photos, including what looks like a covered van. It is possible that these latter were not Bagnall products and may have been built locally.

A single four wheeled 'tramcar style' coach was built by the Hughes Locomotive & Tramway Engine Works Ltd of Loughborough. Looking very much like those made by Hughes for the Corris Railway, it had longitudinal slatted seats and end balconies. In the early years it was often drawn by a horse and used by the mine manager instead of his customary pony and trap.

The rolling stock for the second period of operations comprised an unknown number of 'Koppel' pattern skips, at least one being braked. As noted, the coach was returned to service, though in a very dilapidated condition.

FOOTNOTES

1) See ­ 'THE SHROPSHIRE LEAD MINES' by Fred Brook & Martin Albutt. Pub. Moorland Publishing Co. 1973.

2) 'Halfans' ­ a term used in the Cornish mining industry, meaning 'waste material'.

3) See - 'THE COAL VIEWER & ENGINE BUILDERS PRACTICAL COMPANION' by John Curr. Pub. Author 1797, 2nd edn., Pub. Augustus M Kelly (New York) 1970.

4) See ­ 'THE EVOLUTION OF RAILWAYS' by Charles E Lee. Pub. The Railway Gazette 1937, 2nd edn (enlarged & revised) 1943.

5) See ­ 'THE SNAILBEACH DISTRICT RAILWAYS' By Eric S Tonks. Pub. Author 1950, 2nd edn (revised & enlarged) pub. IRS 1974.

6) 'THE MINE' from the anthology 'SLEEP NO MORE' by L T C Rolt, Pub. ? 1948. 2nd edn., UK paperback, Pub. Alan Sutton 1996. Limited edn, Pub. Ash-Tree Press (Ashcroft, British Columbia, Canada) 1996.

7) Held in Somerset, 28th June, 1910. See - 'The Colton Tramway' by A S Travis - article in The Narrow Gauge No. 34 (Journal of the NGRS)

8) See ­ 'TWO SHROPSHIRE CHARACTERS' ­ article in Country Life magazine, December 2nd, 1933, page 598.

9) See ­ Appendix in 'THE KERRY TRAMWAY' By David Cox & Chris Krupa. Pub Plateway Press, 1992.

10) Ibid.

11) See - 'EXCELSIOR' by P Copleston & Roy C Link, NG&IRM REVIEW, issue 53.

AFTERWORD

While the location (and history) is imaginary, or largely so, some of the history has been woven with reference to other writings, in particular THE MINE by Tom Rolt. All of the components have been modelled (or adapted) from genuine prototypes. In choosing locomotives and stock I deliberately settled on examples where the final resting place was debatable and have introduced them historically to my fictional line in the appropriate chronology. Also note that as I have progressed from one version to another the History has been changed or adapted to suit the new favourites.

This is the current 'official history' but please don’t expect it to remain static!

© Text ­ Roy C. Link 1995

Revised Oct. 2004

Revised Feb. 2005

Revised Jul. 2005

Revised Jun. 2007

PLEASE DO NOT COPY OR DISTRIBUTE THIS MATERIAL !

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