[2] In the early years of the nineteenth century, it was becoming increasingly pressing to find an efficient and cheap method of bringing coal and iron from the heads of the South Wales Valleys to the ports and wharves of the Bristol Channel.

It was made public that mineral haulage rates would be increased by one penny per ton to pay for this line, both on traffic to Roath and to the existing Bute Docks.

In fact the strength of opposition from the Taff Vale Railway, the Bute Trustees, and other established companies was such that the bill failed in that session.

They did not control the Cardiff Docks and were largely subject to the wishes of the owner, the Bute Trustees, who could set rates and choose whether to install plant independently of the railway companies.

In 1888 the Barry once again applied to Parliament for running powers north of Trehafod; this was refused but a complex non-discrimination requirement was imposed, giving some protection.

On the same day the Taff Vale opened its coastal service of passenger trains (only, at first) from Cardiff to Cadoxton which was extended back to Barry station from 8 February 1889.

[2] These were that the Taff Vale Railway would agree running powers (except for passenger trains) between Cogan and Walnut Tree Junction over the Penarth and Radyr lines.

Moreover, running powers would be granted for all classes of train from Cogan to Penarth Curve South Junction, where connection was made with the Great Western Railway main line.

The Taff Vale had already conceded through ticketing, as its former practice of insisting on rebooking of passengers at Cogan was demonstrably unreasonable and had attracted public criticism.

The passenger service was extended down the bank of the River Taff to Cardiff Clarence Road from 2 April 1894, with seventeen trains each way on weekdays.

Such a service was not covered by the Taff Vale's running power concession, so the trains only ran southwards from the Barry station (Graig) at Pontypridd.

[2] The company was unable to raise the necessary subscriptions, and the Barry Railway was obliged to guarantee a 4% return to VoGR shareholders, authorised by an act of Parliament[which?]

At 163 miles (262 km) in length, it was to run from Cogan via Cardiff and skirting Newport on the north side, crossing the River Severn at Beachley by a new 3,300-yard (3,000 m) bridge, then via Thornbury, Malmesbury and Lechlade, to make a junction with the Metropolitan Railway near Great Missenden.

The Great Western Railway agreed to build its own South Wales Direct Line, from Wootton Bassett to Patchway via Badminton, and it was opened by the GWR in 1903.

[2] Notwithstanding the considerable volume of passengers carried, the steamer operation proved of doubtful profitability, and by August 1910 the four vessels had all been disposed of.

Hydraulic power was provided for the operation of cranes and other plant, and the lock gates, and electric lighting was installed, as 24-hour working was in force.

In connection therewith, cranes and other appliances have been provided to enable traffic to be received into the sheds either from ships or trucks or to be loaded from the warehouse into trucks or vessels with the utmost despatch.Close to this building a huge flour mill has erected by Messrs. Joseph Rank, Ltd. Every provision has been made thereat fur dealing with an extensive trade in the most complete manner, and no doubt this will add considerably to 'the future prosperity of the Barry Railway.

If the Barry Railway could make a more direct connection, it could also connect with the Sirhowy Valley line of the London and North Western Railway, and a huge new route would be opened up, enabling a general merchandise traffic between Cardiff and the West Midlands and North West of England as well as bringing down the mineral resources of the upper valleys.

However, there were considerable limitations, particularly on rate competition, and the Barry Railway saw that this expensive line would not be profitable, and it delayed construction, hoping to negotiate better terms with its competitors.

They were generally used with very basic stopping places with minimal facilities, and the aim was to enable the cheap establishment of passenger calls at locations where demand was low.

The motor car stopping places were very short platforms, and suitable only because a single entrance and exit door in the vehicle could be controlled by the guard.

Richard Evans, the general manager, reported four weeks later on the inadequacies of the motor cars and stated that he was discontinuing the service on the line from 1 June 1905, reinstating the former timetable.

Stabled at a special shed at Barry motive power depôt out of use most of the time, they were later de-engined and converted to gangwayed coaches with corridor connection and locally referred to as the 'vestibule train'.

To assist with a difficult motive power situation, Barry Railway locomotives started working through to Rogerstone Yard, on the Newport Western Valley line, via Ebbw Junction; the practice was continued until the Grouping.

At first the GWR was uncertain of the possibility of a positive future for this sector, but using the skill and experience of the existing managers of the dock systems it achieved commercial success.

With the new 2016 Transport for Wales (TfW) body being established, new stations may be reintroduced for other Vale of Glamorgan villages in conjunction with the proposed Metro system.

Only four locomotives were fitted with steam heating apparatus for passenger coaches; these were in connection with the Ports-to-ports service run in conjunction with the GWR, Great Central and North Eastern Railway to Newcastle upon Tyne.

The modernisation scheme adopted by British Railways in the 1960s resulted in the withdrawal of a considerable number of steam locomotives in a short space of time.

In 1962, the British Transport Docks Board was formed as a government-owned body to manage various ports formerly owned by the rail industry, including Barry.

The Transport Act 1981 was passed with the intention of transferring ownership to the private sector, and in 1983 the organisation became a public limited company known as Associated British Ports.