Anglesey Central Railway

Anglesey Central Railway

Company type	Railway company
Industry	Rail transport
Founded	1863
Founder	William Bulkeley Hughes (chairman)
Fate	Sold to London and North Western Railway
Successor	London and North Western Railway
Headquarters	Wales, United Kingdom
Area served	Anglesey, Wales
Key people	William Bulkeley Hughes (chairman)
Products	Passenger and freight rail transport

The Anglesey Central Railway (Welsh: Lein Amlwch, Amlwch Line) was a standard-gauge railway situated in Anglesey, Wales, connecting the port town of Amlwch and the administrative center Llangefni with the North Wales Coast Line at Gaerwen. Constructed independently, its sections opened progressively between 1864 and 1867. Due to financial challenges, it was sold to the London and North Western Railway in 1876, which subsequently invested significantly in upgrading its infrastructure. Throughout the 20th century, operations continued under various ownerships; passenger trains were discontinued in 1964 as part of the Beeching Axe, though freight traffic persisted until 1993. The line’s tracks remain intact, with local organizations campaigning for its revival as a heritage railway.

The sustainable transport organization Sustrans has suggested transforming the former railway route into a cycle path or rail trail. In early 2011, the Welsh Assembly Government together with Network Rail commissioned a feasibility study to explore the possibility of reopening the line.

Route

Departing westward from the North Wales Coast Line at Gaerwen, the railway then veers northeast, descending into Malltraeth Marsh (Welsh: Cors Ddyga). It passes beneath both Thomas Telford’s A5 and the A55 before arriving at Holland Arms station near Pentre Berw. At this point, the now-defunct Red Wharf Bay branch line once branched off; meanwhile, the Amlwch line continues northwestward, crossing the River Cefni en route to Llangefni.

Beyond Llangefni, the route follows the River Cefni through an area known as The Dingle (Nant Y Pandy), traversing multiple bridges and cuttings before spanning over Llyn Cefni, which is Anglesey’s second-largest reservoir.

From there, the railway extends northwest across more level ground toward Llangwyllog and Llanerchymedd, then shifts northeastward east of Llyn Alaw heading toward Rhosgoch. It curves around to the northeast near Parys Mountain before reaching its terminus at Amlwch.

Early development

Railways first arrived on Anglesey with the Chester and Holyhead Railway opening its Llanfairpwll to Holyhead segment in 1848, two years prior to completion of the Britannia Bridge. Although a branch line to Llangefni was surveyed in 1852, it was never constructed after George Stephenson judged it economically unfeasible.

Local enthusiasm remained strong, and a public meeting held in Llangefni in 1858 proposed constructing a railway connecting Gaerwen to Amlwch and Cemaes Bay before returning to Valley. Despite some landowners offering property in exchange for shares, this plan failed to garner sufficient backing.

By 1861, attention shifted toward establishing a line solely between Gaerwen and Amlwch. Industrialists David Davies and Ezra Roberts proposed building it for £6,000 per mile excluding rolling stock costs—or £5,000 per mile if land acquisition and expenses were managed by the company. Although this offer was preferred by many, it was ultimately not accepted. The London and North Western Railway (LNWR), having absorbed Chester and Holyhead Railway by then, declined involvement in 1862, resulting in independent financing efforts.

1863–1876: Independent operation

The Anglesey Central Railway Act 1863 formally created the company with authorized capital of £120,000. William Bulkeley Hughes, MP for Caernarfon and a prominent local railway supporter, served as chairman. Construction commenced in 1864 under contractors Dickson and Russell. LNWR engineers constructed the main junction at Gaerwen on behalf of ACR.

Freight service began reaching Llangefni by December 1864; passenger operations started in March 1865 utilizing LNWR locomotives. Within six months ending December 1865, nearly 19,000 passengers were transported alongside almost 4,000 tons of freight excluding livestock.

Financial constraints hindered further expansion. The Anglesey Central Railway Act 1866 permitted raising an additional £20,000 plus loans amounting to £6,600. The line was extended to Llanerchymedd in 1866 with a permanent station replacing an earlier temporary facility near Llangefni. Surveyor Captain Rich reported sharp curves and steep gradients necessitating moderate speeds and noted lack of turntables; plans called for using Fairlie locomotives.

The Act also granted contractor Dickson authority to operate or lease the railway or sell it to LNWR. Dickson ran services but was refused permission by LNWR to run trains through to Bangor; passengers had to change trains at Gaerwen. Although authorized to build a branch from Rhosgoch to Cemaes, this extension was never realized.

The double Fairlie locomotive Mountaineer operated briefly in 1866 but proved unsuccessful; by 1867 it was transferred to the Neath and Brecon Railway where Dickson also held contracts. Another engine from Neath and Brecon operated on ACR under the name Anglesea, but neither locomotive met expectations.

Extension of the railway to Amlwch

Major Rich conducted the survey for the final stretch to Amlwch in January 1867, with passenger services commencing on 3 June 1867. According to Mr O. Dew, Amlwch’s inaugural stationmaster, the first freight train had already arrived earlier on 10 September 1866.

Constructed as a single-track line, the railway featured only one run-around loop located at Amlwch, which prevented simultaneous train crossings. To maintain safe operation, the Staff and Ticket system divided the route into three sections: Gaerwen to Llangefni, Llangefni to Llanerchymedd, and Llanerchymedd to Amlwch, utilizing alternating A and B staffs. No turntable was installed since the planned Fairlie engines did not require one. When the LNWR provided locomotives, they favored tank engines instead of tender engines.

Before the railway reached Amlwch, Mona Mine—which managed copper extraction at Parys Mountain—had already switched from sea to rail transport for ore shipments in 1865. From Gaerwen (LNWR), freight charges per ton were 25 shillings to London, 20 shillings to Birmingham, and 14 shillings 2 pence to Liverpool. Transport costs from Llangefni (then the ACR terminus) added an additional 2 shillings and sixpence.

Following the closure of the mines in 1871 due to unprofitability, freight traffic shifted focus towards livestock, artificial fertiliser, and agricultural products.

Financial difficulties

Dickson, who was responsible for operating all services, went bankrupt in September 1867. In April of that year, company secretary William Dew remarked that "the affairs of the railway are in such a critical and pressing state". The ACR approached LNWR to take over operations; although talks did not succeed, LNWR once again provided an engine and carriages on loan. By 1870, T. L. Kettle advised selling the line to LNWR due to escalating debts. Financial limitations prevented the company from pursuing expansion plans:

On 16 December 1875, legal proceedings initiated by independent locomotive manufacturers led to an injunction barring LNWR from manufacturing locomotives or rolling stock for sale or hire outside its own network. As a result, LNWR withdrew its loaned engine from the ACR in January 1876 and proposed three alternatives: outright purchase of the railway, a formal working agreement, or selling the engine and carriages to ACR. Unable to acquire the rolling stock, ACR arranged for the sale of the railway.

1876–1923: London and North Western Railway ownership

After operating independently for about ten years, ownership of the line transferred to the London and North Western Railway (LNWR) in 1876 for £80,000 under the (39 & 40 Vict. c. clxxii). Control passed to LNWR on 1 July 1876.

An LNWR inspection revealed that while bridges and culverts were generally sound, stations were untidy; fences were deteriorated; rails showed wear; sleepers were rotting; and ballast was soft. These deficiencies were progressively rectified over subsequent years.

In 1877, a short passing loop was constructed at Llangefni primarily for engine run-arounds but was insufficient for passenger train crossings. The following year saw installation of a refuge siding at Llanerchymedd along with an engine shed at Amlwch. By 1882, wooden station sheds at Holland Arms, Llangwyllog, and Rhosgoch were replaced with permanent buildings; Gaerwen junction was expanded into a full double junction equipped with a second signal cabin. A canopy was added to Amlwch station by 1884. The signalling system transitioned from staff and ticket operation to block working in 1886 and later upgraded to electric staff in 1894.

The timetable published in January 1883 listed five daily southbound passenger trains terminating at Amlwch and six northbound services returning, including early morning and evening trains carrying mail. Most trains ended their journeys at Gaerwen. To serve Llangefni’s Thursday livestock market, an additional Thursday service running from Bangor to Llangefni was introduced by 1896.

1877 Incident

On 29 November 1877, intense rainfall led to the failure of the Rhodgeidio mill dam near Llanerchymedd, resulting in the destruction of the wooden Caemawr bridge spanning the Afon Alaw. The day's initial train, operated by William Taylor with fireman John Saunders and inspector John Davies on board, plunged into the river alongside two coal wagons, a passenger carriage, and a guard's van. Guard Edward Hughes managed to escape and was taken to a nearby farmhouse; however, John Davies suffered fatal scalding injuries. Taylor and Saunders were rescued by midday, though Saunders later succumbed to his wounds.

Robert Williams, an early driver for the Anglesey Central Railway, had been assigned to operate that morning but missed his start time due to oversleeping, resulting in Taylor stepping in at short notice. The bridge was subsequently reconstructed in stone and continues to be referred to as Pont Damwain (Accident Bridge).

Red Wharf Bay Branch

The LNWR obtained authorization between 1899 and 1900 to construct a branch line extending from Holland Arms to Red Wharf Bay. The segment to Pentraeth opened in 1908, with the extension to Red Wharf Bay completed in 1909. The staff sections on the Gaerwen-Llangefni route were divided into Gaerwen-Holland Arms and Holland Arms-Llangefni segments, while the single-track branch to Red Wharf Bay operated as a single section.

An autotrain serviced this branch and also operated on the Amlwch line; when not running towards Red Wharf Bay, the motor train shuttled between Llangefni and Gaerwen, whereas the main branch train carried out round trips between Llangefni and Amlwch.

Passing Loop at Llangwyllog

The absence of a passing loop on the Amlwch line limited train frequency to intervals of two hours, complicating connections with mainline services at Gaerwen and causing delays for passengers. To enhance operational flexibility, a passing loop was installed at Llangwyllog in March 1914 and was ready for use during the summer timetable. This addition created a new working section, designating Llangwyllog as a staff station featuring an uncommon "C" configuration staff system unique within the LNWR network.

By 1916, this loop accommodated one evening pair of passenger trains plus an additional down service towards Amlwch, totaling seven down and six up trains daily. The introduction of the railmotor increased services to 24 single trips daily between Gaerwen/Holland Arms and Llangefni/Red Wharf Bay. However, due to resource constraints during World War I, significant service reductions occurred in January 1917. Recovery was gradual; by 1921, six daily passenger trains ran to and from Amlwch alongside just 18 motor train single trips.

1923–1946: London, Midland and Scottish Railway

In 1923, Britain's railway companies merged into the "Big Four", with LNWR operations incorporated into the London, Midland and Scottish Railway (LMS).

Holland Arms served primarily as a staff station for the Red Wharf Bay branch; however, a signalman remained necessary for coordinating Amlwch line services. Around 1925, LMS implemented a switching-out system that combined Gaerwen-Holland Arms and Holland Arms-Llangefni into an extended section to streamline operations during periods of low traffic.

The July 1924 timetable featured eight daily passenger trains between Amlwch and Gaerwen. Additionally, the Red Wharf Bay railmotor called at Llangefni three times daily, including an extra service on market days. By summer 1929, there were eight trains from Gaerwen to Amlwch and seven returning; one Thursday service from Amlwch was replaced by additional Llangefni railmotor trips. At Llangwyllog loop, three weekday passenger train crossings occurred regularly while freight trains were marshaled daily at Llangefni and Llanerchymedd. Motor train services totaled 24 single trips each day, including those serving Red Wharf Bay.

The Great Depression led to reductions; passenger services on the Red Wharf Bay branch ended in September 1930, resulting in withdrawal of motor train operations on Gaerwen–Llangefni. The engine shed at Amlwch closed on 14 September 1931 with locomotive servicing centralized at Bangor. Service frequency increased again by summer 1938 with ten down and eight up trains on weekdays and eleven each way on Saturdays.

1946–1993: British Railways/British Rail

In the late 1940s, the construction of a dam over the Cefni river north of Llangefni led to the creation of the Llyn Cefni reservoir, which required a railway bridge to be built. Conversely, the establishment of Llyn Alaw near Llanerchymedd in the 1960s did not affect the railway line.

Following the closure of the Red Wharf Bay branch to all traffic in 1950, passenger usage at Holland Arms diminished significantly, culminating in the station’s closure on 4 August 1952.

During the British Rail era, numerous passenger services on the Amlwch branch operated directly through to Bangor, removing the need for passengers to change trains at Gaerwen. In May 1953, an early British United Traction diesel multiple unit (DMU) with three coaches was trialed; despite its fuel efficiency and elimination of the fireman role, passengers criticized its ride comfort. The introduction of Derby Lightweight DMUs followed in 1956 as part of British Rail’s 1955 Modernisation Plan. Promotional material from that year listed day return fares at 4s.4d. from Bangor to Amlwch and 11d. to Llangefni. Steam locomotives remained in use for freight and extra Saturday passenger trains; due to DMU shortages, steam engines handled all passenger services during summers of 1963 and 1964.

In 1953, Associated Ethyl inaugurated a bromine extraction facility in Amlwch—later known as Associated Octel and eventually integrated into Great Lakes Chemical Corporation. Chlorine transported by rail from Ellesmere Port was used for bromine extraction from seawater at this plant; ethylene dibromide produced was also shipped via rail. To facilitate efficient freight handling, the company built a light railway connecting its marshalling yard with the main station in Amlwch.

Decline and Closure

Passenger operations were terminated on 5 December 1964 following the Beeching Axe cuts. All stations along the route were closed, and infrastructure such as goods yards, passing loops, and sidings were dismantled except for the marshalling yard servicing Octel’s freight, which managed approximately 70,000 tons annually. The line remained active exclusively for this freight traffic. Local goods services were discontinued, and the electric staff system was removed, restricting operations to a single train on the line at any time—adequate for Octel’s requirements. Additionally, the double junction at Gaerwen underwent reconfiguration. Diesel locomotives operated directly to the plant under British Rail management.

The Amlwch station building was demolished during adjacent roadway improvements. Nearby, a warehouse now functions as a visitor centre featuring model railway displays and exhibitions. Llanerchymedd station was acquired by local authorities and reopened in 2010 as a heritage venue combining a museum and community café. Other former stations passed into private ownership.

During the 1970s, a branch near Rhosgoch was constructed to serve an oil tank farm receiving offshore tanker shipments before pumping product onward to the Stanlow Refinery in Cheshire. Although this spur was soon decommissioned, it remains intact.

In September 1986, British Rail Class 31 locomotive number 31296 was officially named Amlwch Freighter/'Trên Nwyddau Amlwch' at the Octel facility, commemorating over three decades of transporting two million tonnes of freight from their terminal. This designation was also featured on a Lima scale model locomotive. The nameplate was later transferred in March 1990 to Class 47 locomotive number 47330 (later renumbered 47390), which retained it until its rebuild into Class 57 and subsequent renaming as 'The Hood' by Virgin Trains.

Special passenger trains occasionally operated in years such as 1969, 1983, and again during 1992/93. In 1993, Octel transitioned daily freight transport to road vehicles citing safety concerns, effectively ending rail freight services. The Octel plant ceased operations in 2003 and has since been demolished.

Rolling stock

At the outset, the ACR leased its rolling stock from the LNWR for initial operations. Under Dickson’s leadership (1866–1868), the fleet included:

Name	Image	Type	Builder	Operational	Notes
Mountaineer		0-4-4-0T	James Cross & Co., St. Helens, Lancashire	1866 – circa 1867	A Fairlie type; transferred around 1867 to the Neath and Brecon Railway.
Anglesea	No known image	0-6-0WT	Hawthorns & Co, Leith, Scotland	circa 1867	Initially named Miers after the first chairman of Neath and Brecon and an ACR director; later returned to service.

From 1868 onwards, LNWR resumed providing rolling stock until it took ownership of the line in 1876. Significant locomotives employed thereafter included:

Image	Type	Builder	Operational	Notes
	Webb 2-4-2T (5 ft 6in)	LNWR	Up to 1948	Served as the principal passenger locomotive; freight duties often handled by Webb 0-6-2T Coal Tanks.
	Webb 0-6-0 tender locomotives	LNWR	Until 1948	Main freight engines; operated tender-first from Bangor due to absence of a turntable.
	Webb 2-4-0T 'Chopper'	LNWR	1908 – approximately 1915	Assigned to the Red Wharf Bay railmotor service.
	Webb 2-4-2T 'Radial' (4 ft 6in)	LNWR	Around 1915–1930	Also utilized on Red Wharf Bay railmotor operations.
	Ivatt 2MT 2-6-2T	LMS	From 1948 to late 1950s; reintroduced during summers of 1963–64	Employed for both freight and passenger services; brought back due to shortages of DMUs.
See [1] for images	Diesel railcar	British United Traction	May 1953 (trial)	Noted for fuel efficiency but provided a rough and noisy ride.
	Ivatt Class 2 2-6-0	LMS	Late 1950s – 1960s	Primarily deployed on freight trains.
	Derby Lightweight	British Rail (Derby Works)	1956–1964	The line’s first regular DMU; additional DMU types also operated.

Following the withdrawal of steam traction by British Rail, diesel locomotives took over Octel freight workings. Prominent classes included British Rail Class 24, Class 40, and Class 47, which also appeared in special passenger services during the early 1980s. In the early '90s, special trains were hauled by Class 101 DMUs and subsequently by Class 20 and Class 37 locomotives.

Preservation and redevelopment attempts

The continuation of Octel’s freight operations until 1993 ensured the preservation of the trackbed and much of the railway infrastructure, keeping the Amlwch line viable for either heritage railway development or reinstatement of mainline passenger services. Llangefni’s significance as an administrative and commercial hub motivated British Rail and Gwynedd County Council in the late 1980s to explore reinstating passenger routes between Llangefni and Bangor, though these proposals were ultimately declined.

Isle of Anglesey Railways Ltd

In response to local enthusiasm, Isle of Anglesey Railways Ltd (IoAR) was established in 1991 with the objective of reviving passenger services. During bank holidays in 1992 and for the line’s 125th anniversary, special trains ran between Bangor and a temporary station at Amlwch, completing eight return journeys. In October 1993, Pathfinder Tours organized a trip from York to Llandudno and Amlwch. Negotiations involving the Welsh Development Agency and Anglesey District Council led to discussions with Railfreight Distribution in July 1993 regarding purchasing the line. Octel offered part of its private railway for constructing a new Amlwch station. IoAR planned to restart passenger services connecting Amlwch with Llangefni by 1994.

The British Rail privatisation in the mid-1990s hindered these efforts. After privatisation, ownership transferred to Railtrack, which set a purchase price of £300,000 in 1996, prompting applications for funding from the European Commission. Without active use or maintenance, vegetation began reclaiming the route. Concurrently, Sustrans proposed converting the railway into a cycleway akin to the Lôn Eifion trail along the former Carnarvonshire Railway. Inspections conducted in 1998–99 revealed that railway bridges were in better condition than anticipated. A petition signed by around 7,000 individuals urged Anglesey County Council to enhance cycling infrastructure, particularly advocating a route from Amlwch to Gaerwen. Support for preserving rail services was demonstrated by the Lein Amlwch Venturer charter train hauled by 6024 King Edward I, which traveled from Crewe to Gaerwen junction on January 23, 1999.

Anglesey County Council initially intended to acquire the track in support of railway restoration in 2000 but withdrew support for IoAR by May of the following year. Five months later, Railtrack entered administration, transferring control of Britain’s rail network—including the Amlwch branch—to Network Rail in October 2002.

Cycle route

The 2003 report by Tourism Partnership North Wales advocated for the simultaneous establishment of a heritage railway and a cycle route. In 2005, Anglesey County Council revisited both possibilities. By January 2006, the council's managing director expressed tentative support for Anglesey Central Railway (2006) Ltd; however, in March 2007, council members preferred developing a "cycle, walking and bridle path route," allocating £5,000 toward a feasibility study just before ACR(2006) Ltd was notified that their lease from Network Rail had been approved. Subsequently, in October 2007, the council formally endorsed the cycle route, prompting Network Rail to suspend the lease due to this policy reversal. Intensive discussions took place between Network Rail and cycle route proponents. A compromise was suggested whereby the stretch from Amlwch to Llanerchymedd would serve as a cycle path, while the segment from Llanerchymedd to Gaerwen would operate as a railway. Early in 2008, ACR(2006) Ltd’s General Secretary emphasized that progress on the line was stalled without an agreed lease. While Network Rail’s business plans from 2005 to 2007 included options for leasing or selling the line, the 2008 plan omitted these references and classified the line as inactive.

Change of direction

Following the local council elections in May 2008, leadership at Anglesey County Council changed. In a November 2008 meeting of Llangefni Town Council, the Economic Development Representative voiced support for reopening the railway line—a sentiment echoed by multiple councillors. That year, approximately 80% of letters submitted to the Holyhead and Anglesey Mail expressed approval for reviving the railway.

2009 status

Network Rail continues to hold ownership of the line, with Anglesey County Council acting as a statutory consultee regarding its future utilization. The track has fallen into disrepair, with vegetation such as gorse and young trees growing between the rails. In January 2009, after consulting with English Welsh & Scottish, which favored reinstating freight services, Network Rail officially classified the branch as "out of use."

On 5 March 2009, Sustrans revealed intentions to develop a £2 million cycle route along most of the railway corridor, proposing shared use for cycling and heritage rail operations. Planning efforts are set to involve ACR Ltd, Anglesey County Council, and Network Rail.

Reopening

In 2009, the Welsh Assembly Government commissioned Network Rail to evaluate reopening two former railway sections in Wales, including the Bangor to Llangefni line. Councillor Clive McGregor regarded this initiative as an opportunity to stimulate Anglesey’s economy, with additional ambitions to extend passenger services between Llangefni and Amlwch. Beginning in 2011, Network Rail undertook track condition assessments by clearing overgrowth and inspecting infrastructure; findings were anticipated in 2012 to support business case development.

The January 2011 investigation concentrated on the Gaerwen–Llangefni segment, inspecting tracks, bridges, earthworks, and Llangefni station to determine operational feasibility or necessary upgrades. Due to significant vegetation encroachment, an environmental assessment was required to address potential wildlife disturbances. Mike Gallop from Network Rail acknowledged that reinstating train operations would be challenging.

Plans designate the Llangefni–Amlwch portion for preservation as a heritage railway. Network Rail granted Anglesey Central Railway Limited (ACR) permission to clear overgrowth along this northern section; vegetation removal commenced prior to Christmas 2012. The ACR support group Lein Amlwch established a shop, café, and heritage center at Llanerchymedd station aimed at fostering tourism and community involvement.

In December 2017, proposals surfaced advocating reopening lines closed by British Rail, including this route. However, after a lorry strike destroyed the Llangefni railway bridge in October 2018, the Welsh Assembly called for its reconstruction and restoration of service; as of now, replacement has not occurred.

A funding application submitted in 2020 sought government backing through the Restoring Your Railways fund to explore reopening the Amlwch–Gaerwen line. The proposal succeeded in the program’s third round, with matching funds pledged by the Welsh government to bring total investment to £100,000.

In April 2021, ACR Ltd secured a 99-year lease encompassing the full 17.5-mile branch from Gaerwen to Amlwch—marking a pivotal step toward reviving rail service alongside a parallel multi-use trail.

An alternative concept involves reopening the line as a light rail system aimed at lowering expenses while improving regional connectivity.

External links

• Lein Amlwch of Anglesey Central Railway (Facebook profile, active as of May 2023)
• Anglesey Central Railway (restoration organization, archived in 2014)
• Official Network Rail website
• Sustrans official website
• RAILSCOT coverage of Anglesey Central Railway
• Railways of North Wales 1975-1983: Amlwch Branch – Featuring photographs of special passenger services and Octel freight operations
• British Railways in 1960: Anglesey Central Railway
• YouTube video: Bangor to Amlwch route (circa 1960)