Welsh Highland Railway Renaissance

Welsh Highland Railway Renaissance

4

5

Contents Acknowledgements Introduction

7-8 11-12

Chapter 1

Some History

13-20

Chapter 2

Let Battle Commence

21-54

Chapter 3

Public Inquiry 1993

55-74

Chapter 4

Phase 1 Caernarfon - Dinas 1992 - 1997

75-100

Chapter 5

The second Public Inquiry 1997

101-112

Chapter 6

Phase 2 Dinas - Waunfawr 1997 - 1999

113-128

Chapter 7

Phase 3 Waunfawr - Rhyd Ddu 1999 - 2003

129-150

Chapter 8

Phase 4 Rhyd Ddu - Porthmadog 2006 - 2010

151-168

Chapter 9

Locomotives 1995 - 2010

169-200

Chapter 10

Carriages 1995 - 2010

201-212

Chapter 11

Phase 5 Finishing the Job 2010 onwards

213-226

Chapter 12

The Money

227-238

Appendix 1

Interesting facts

239-256

10

Martins Kreicis 13

Some History

Chapter 1

1

Some history

I

ce ages have worn smooth the Cambrian rocks and the restoration of the railways and their use, not for the ground down the Ordovician volcanoes, leaving a series removal of minerals, but for the safe encapsulation of of smooth shapes rising to a kilometre above sea level. those who wish to experience first-hand the charms of Here is still the highest mountain in England and Wales, the place.

Snowdon. Rainfall has filled the cwms and kept soil from Yet the human hand in changing this landscape is by no the rocky tops. The sea has risen to create great estuaries means new. The large, shallow estuary of the Glaslyn and make an island of Anglesey. The area is a small, concen- promised easy land reclamation. Madocks built a tramway trated, Welsh mountain upland of great beauty, studded in 1808 when constructing the Cob, to reclaim vast acres with lakes and occasional forests. It is tiny in comparison of the Traeth for agriculture. It did not quite pan out as with the mountain vastness of Scotland. Sheep on the he thought, but the great work has more than achieved land have kept trees to a minimum, confining Sessile Oak its promise two centuries on. There were other early to small stands rather than the natural landscape of tree- railways. The Nantlle Tramway was being used to ship cover from beach to mountain top. A man-made landscape slate to Caernarfon by 1828. The Ffestiniog Railway used of smooth green carpets of well-cropped grass abounds, the Cob and the harbour, formed by the scour of the made lush by frequent, soft rains. Conifers march en-bloc Glaslyn confined at Porthmadog, to bring slates to the in areas planted by man. sea in 1836. Many more Rhododendron ponticum schemes appeared, as the wickedly flourishes early railroad concept wherever it can. Planted blossomed into a national by the Victorians, railway system. Developspurned today, it sports ment was unplanned by joyous flowers in June, as Government, though if to tempt us to tolerate competition was its alien presence. Roads tempered by Parliament. of modest aspect, but However speculation immodest traffic in was rife, with dreams of summer, snake through development and prosthis temperate glory, but perity for the Victorians, fail to invade. The crags, as promoters proliferated screes and buttresses of railway schemes. They rock confine them largely harboured heightened to the valley floors, expectations, many before and thus this compact, The top of Snowdon and the Moon - from Rhyd Ddu - not far apart. their time. The North accessible little area of Wales Narrow Gauge outstanding natural beauty has an unsullied air about it Railways was one of these imagined argosies. It was that we find attractive. Deposits of minerals abound, conceived in 1872 as a general undertaking, with lines and so North Wales has long borne witness to the hand connecting Beddgelert with Porthmadog, Betws y Coed, of man attempting to wrest treasure from the ground. Llanwnda and Bryn Gwyn. After paused construction, a Thus the Industrial Revolution visited the area, and laid reduced version opened between the London and North some of it waste. Today the recovery is almost complete, Western Railway station of Dinas and Snowdon Ranger, and the giant scrapings left as witness offer intrigue to for goods traffic in 1878, and to Rhyd Ddu in 1881, with a the natural landscape. Yet our attraction to these lovely branch from Tryfan Junction to Bryn Gwyn. Receipts were places brings a new invasion from the modern, industrial uninspiring, and the NWNG was run by a receiver almost revolution. Every pull-off, every car parking space in high from the start. Although the railway served a number of summer can have a car in it, with perhaps one cruising by, quarries, its termination at Dinas, within a short distance looking speculatively. The hills bear scars where people of the port of Caernarfon, was a serious disadvantage. walk off the thin soil. The visitors threaten the very thing Transhipping of all goods to the standard gauge put time they have come to see and enjoy. It is time for us to accept and cost into the transits. The promise to connect the 14

Some History

Such wonderful promise of mountains to come. Pont Croesor spans the Glaslyn, but the abutments of the rail portion of the bridge carry no girders. Trains ran here last nearly 70 years ago - but all that will soon change.

NWNG with Caernarfon was never redeemed, and it First World War prevented the completion of the planned dogged the railway throughout its life, leading to an early PB&SSR three-phase, electric railway, but the hydro closure. With hindsight, the optimism that promoters stations are still there. After the War, the NWNG was still of this railway backwater shone on their schemes to just operating. The Power Company had gained control reach Porthmadog, Caernarfon and Betws-y-coed seems of the Ffestiniog Railway as well as the NWNG and the rash. There was confidence then that cheaply built, light uncompleted PB&SSR. The Welsh Highland Railway (Light railways, especially narrow gauge ones, would generate Railway) Company was formed in 1922, incorporating the traffic and allow agricultural and light engineering devel- NWNG and PB&SSR, with the intention of completing the opment in rural areas. Today we rest on the power of link to Porthmadog, via the moribund Croesor Tramway, that hindsight to say that the coming of the motor age and also of extending to Caernarfon. The former was ought to have introduced achieved, the latter was realism into the 1922 plan not, and this unattained for the Welsh Highland goal was almost certainly Railway. Such was the fatal to the WHR interest. weight of the light railway Debentures were sold philosophy in the 19th to raise capital, and the Century , that others Government advanced threatened to build half the cost of completrailways that competed ing the railway in order with the NWNG plans. to mitigate unemployTo counter the threat, ment. McAlpines were the Porthmadog, Beddgethe contractors, obliged lert and South Snowdon to employ as many local Railway (PB&SSR) was persons on the contract formed in 1901. The as they could. The change North Wales Power of plan, from electric to and Traction Company steam traction on the was created to generate Hunslet 2-6-2T Russell, originally of the PB&SSR, in cut down form to fit the section from the Aberhydro-electric power, and FR, steams uphill through the Aberglaslyn Tunnels on its way to Beddgelert. glaslyn Pass through to looked for every possible The date is 7th August 1933. Four years before the ‘chop’ for the WHR. Rhyd Ddu, had repercusDavid Allan Archive negative collection WHR Heritage Group user for its electricity; it sions. The electric locoacquired the NWNG and promoted the PB&SSR. The motives were planned to handle more severe gradients idea of an integrated power utility and transport under- than steam locomotives could. New sections of line had taking is well know to us today, from the now extinct to be added to the partly built formation in great loops, interurban railways of North America. Hard times and the to increase distance and thus to ease the gradient. The 15

Some History

The North Wales Narrow Gauge promoters could be forgiven for thinking that their enterprise would be blessed with success, serving several quarries, as is shown. The connection with the L&NWR was at Dinas. They did not run through to the Port of Caernarfon. This probably put paid to their interests - and to those of the WHR as well. Today’s enterprise should fare better - it looks like it! The spellings are those of 1922.

steeper parts, already built were abandoned, though as a steam operated narrow gauge light railway it was still left with formidable gradients in comparison with its Festiniog cousin. There were also unfinished pieces of the railway that needed to be completed. The line opened in summer 1923, with optimism that tourism was the likely generator of profit. The situation was not good. Even the Festiniog Railway was losing money from the lack of slate traffic, following the wartime interruption of traditional trade with mainland Europe, so life was difficult for the new WHR. Although there was a response from the public to the encouragement for tourists to visit and enjoy the scenic splendour of the area, the outcome for the new railway was a disappointment. The tourist traffic in the quantity needed to make sustained profits failed to materialise, and the WHR had a receiver appointed in 1927.

Bad went to worse as motor buses robbed the railway of most of its passenger traffic by 1930. The Depression continued the slide in business, with goods traffic reducing to a fraction of its earlier levels. In 1934 the Ffestiniog 16

Railway, perhaps grasping at straws in view of its own state, surprisingly took a lease of the WHR. This proved to be an extraordinarily optimistic decision, as the increases in business for that year were not sustained and custom fell away. Traffic ceased on the WHR in May 1937. In 1942 the Ffestiniog surrendered the lease, but by then the Second World War was in full swing. The scrap drive of the 1940s caused most of the track to be removed by 1942, and there was some confusion over what rolling stock was where, and to whom it belonged. There was no money to fund the abandonment process for the railway, and thus it remained a railway in name only. This was the start of a legal tangle, that both stopped any restoration of the railway until its resolution, and protected the line of route from almost all comers.

The Welsh Highland Railway from Dinas to Porthmadog had just 15 years of existence. It was a financial disaster for those who had invested in it, and it burdened the already ailing Festiniog Railway, who unwisely took a lease on it.

However, in those few years, many people visited and

Why WHR restoration got left behind

Chapter 2

Let Battle Commence 1989-1991

F

ortunately John Hopkins attended the Public Inquiries, took meticulous notes and published an account. His work in administering the fund raising for Phase 4 has made running a public subscription fund possible. Such people have characterised the restoration of the Welsh Highland Railway and the Ffestiniog before it, and this book is indebted to John’s excellent records and interpretations of the remarkable circumstances surrounding the renaissance of the WHR. Much of what happened, even in recent times, has become myth and legend, as we all record in our minds our own versions of events. Take for example the famous ‘legal tangle’, that so long prevented the restoration of Welsh Highland Railway. There’s more about how the law acted upon WHR later in the chapter. Below is the outline of what those difficulties were seen to be at the time:

2

Department of Transport and successors over a railway not yet abandoned, but with no track for many years. o The costs and risks of having to attend one or more Public Inquiries with their “political” overtones.

With hindsight, none of these barriers was insuperable in themselves, and the restored railway stands witness to that. However the WHR was unwelcoming, with a Receiver who became inured to time wasters, and questions to which there were no answers, but when the determined pressed further, they were shown the waiting cash register with no promise of a clear outcome. No surprise therefore that railways with infrastructure and rolling stock in place were the first choices for restoration.

When attention was focussed on the WHR it was from those with a more romantic state of mind. The reputation grew that restoration of o The applicability of this railway was hopethe Law to the quite less. Those who had extraordinary extended penetrated deeper were period of uncompleted sure that even if the liquidation of the 1922 track could be put back Co. from 1944, what apat great expense, there plied and what did not definitive answers were These booklets were the source of fascinating information and inspiration in was still a £1m bill in the problematic the 1960s. Inside was a little railway world that few knew existed - and better background to be paid o The costs of taking than that, if you took the trouble to look, there was the trackbed, just waiting for liabilities incurred, plus the costs involved legal advice upon these to be restored! But the price of the books to a schoolboy - OUCH! with all the liabilities abstruse matters, and the current. In 1961 the Welsh Highland Railway Society uncertainty of raising funds to deal with foreseen and was formed and incorporated into a company in 1964. contingent items o The problems of dealing with several local authorities, The view taken by those busy with the backbreaking task each having its own fluctuating policies and interests, of of restoring the Ffestiniog was of a bunch of hopeless dealing with the Official Receiver, who little understood romantics, with some hailing any diversion of effort as the concept of railway restoration and was therefore not threatening the whole. After the Welsh Highland Light Railway (1964) Co. Ltd had been formed, members of minded to be ‘chatty and helpful’, both organisations reported tales of delay, disappointo The risks of going formally to Law in the Companies ment and obfuscation by the authorities. These tales Court which is apt to take a detached view of railway were taken as proof that the Welsh Highland Railway preservation in the light of its over-riding concern for restoration was a hopeless case, as the same obfuscation financial propriety, by the authorities had been experienced by the Ffestiniog o The uncertainties of applying to and dealing with the 21

The little railway down the road becomes a competitor in its own restoration, and it had been overcome. Aneration was established, with a crossover of membership, other point was that there was an invitation to join was and several jobs and services being willingly rendered found in the back of the red booklet but the price was between Gelert’s Farm and Boston Lodge. £2-2-0 (£2.10) for an adult and 10/6 (52.5p) for a junior The 64 Co. had made an offer for the WHR trackbed associate (under 18). Unfortunately the Ffestiniog Soci- and in 1982 a planning application was to have gone to ety cost £1 adult, 10/- (50p) junior, and their guidebook Public Inquiry, but that was adjourned for a year and was 2/6 (12.5p). In 1964, I could not afford to join the later abandoned. However there was a change of front.

64 Co., and neither could my railway-mad friends - plus In mid-1987, the Ffestiniog Railway General Manager, the Ffestiniog had a running railway that you could work David Pollock, had an approach from Bob MacGregor, (in on. Most with narrow gauge interest had heard about charge of FR S&T) to tell him that negotiations for the the WHR, but booklets at 9/6 and 12/6 were out of our sale of the WHR trackbed from Receiver to Gwynedd affordability range. But on FR working parties, especially County Council were proceeding, with the likelihood of during the long, light summer evenings, we went to visit a sale taking place. The bid offer was reported to be £1, the WHR and other derelict railways, like the Croesor as the acquisition of the trackbed was accompanied by Tramway. We fantasised about trains storming through contingent liabilities. Of course negotiations and masthe tunnels in the Pass, and squealing round the tight sive delays and frustrations had been the reward for all curves, but reality was the Ffestiniog, where that really the efforts of the WHR (64 Co.) for years and years. happened and you could be a part of it. Thus the 64 Co. Bob harboured concerns, as did others, that Gwynedd was rather written off and forgotten about, eclipsed for had such a strong hand that they were likely to promise the FR supporters by restoration to Dduallt and then much and offer little. Indeed the County Council gave Building Back to Blaenau. In 1982 the Ffestiniog reono clear undertaking that they would allow complete pened to Blaenau Ffestiniog, and began to try to improve railway restoration, partly because elected members had its image and quality of service. The FR had exhausted it firmly in their minds that the Aberglaslyn Pass ought itself by the struggle and was trying hard in the face of not to be sullied with a railway again, and some of their economic difficulties in farming electorate would Britain, to make ends be affected adversely. meet, and service extra The Council’s protective three miles of new logic did not extend to railway, for which there the motor road, with its was no hope of corloads of traffic belching responding increases in fumes, bringing death and income per mile. The destruction to the wildlife, FR had been slowly and other like words, later losing market share for applied to the Railway at years, in the face mainly the Public Inquiry. There of the growth of foreign were no thoughts of closholidays. During this ing the road, of restricting time the 64 Co. decided road traffic in the Park, or after all the false starts of charging for access, and that it had endured, they were not going to to set up shop on the have a railway, despite the The beautiful and unspoilt Pass of Aberglaslyn old Beddgelert Siding in traffic congestion in BedRoad: politically correct - Railway : politically incorrect.

Porthmadog, the remdgelert. There was among nant of a failed standard the elected members an gauge scheme aimed at Beddgelert. This land was not attitude that tourism wasn’t real jobs, this persisted long, riddled with legal traps, and was simply bought from despite the support for reopening the railway from the British Railways, though not without problems. They laid Scott Handley report in 1992. Some perhaps thought a short railway, built themselves a workshop, restored that farming received insufficient support and tourism the WHR (PB&SSR) locomotive Russell, rescued some too much. No one from these parts it seems had ever historic vehicles from the WHR that had been left to rot taken a holiday in Switzerland. Or perhaps the whole in fields, built some replica WHR carriages, got an LRO, ethos revolved around the rural idyll - from time to and opened for business in 1980 as the Welsh Highland time this certainly included the view that the tourists Railway. All of this was well accomplished, and showed were fervently wished to remain in their own countries. skill and determination. But apparently no one either The Council officers were far more realistic and public asked or informed the struggling FR about the establishspirited - but of course it was the elected members that ment of a competitor in the town, nor explained the set the policy. The Council also harboured intent to use aims of the organisation director to director. They were part of the WHR as footpath/cycle track, and there was not at all obligated to do so of course, but it rather set some tinsel paper about not doing anything to prevent the store for what happened later. In fact a number of the railway from being re-opened in the future. [‘Tinsel disaffected FR volunteers (of which there was a plentiful paper’, because subsequent events showed that it was hard supply) were drawn to them. However, friendly co-openough to reinstate a railway, never mind footpath and cycle 22

Let Battle Commence - the Ffestiniog loses the pledge to restore the whole of the WHR could be wholly misconceived. Reconstruction of the 1922 Combacktracked upon by some force majeure to come, or pany was not a legal option. FR Holdings was a subsidiary that the process could be placed on ‘hold’ until the time of the FR Trust, and the FR Co. had no powers to hold was right to do it. Oligarchies do experience change, the shares of another railway, nor to use its assets in and a coup was in prospect for the FR. The unfortunate supporting another railway company. So the ultra vires actions of the Routly Administration were clearly visible, claim too was correct. The WHR 1922 Company could and there were those in the wings who were urging this only be restored to life by an amending order. Yet even bold reaction, of which he hardly approved. He didn’t if one had been gained, further orders would be needed, understand the depths of feeling that had been caused. to restore the track, and to re-acquire parts of the land He didn’t believe that the salvation of the FR’s reputation where title had been gained by third parties. This would was something pressingly urgent. Reconstruction of the all have to be done by Holdings as FR Co. had no powWHR from Caernarfon to Porthmadog was a staggering ers to divert any part of its resources to assist Holdings. undertaking to offer in pursuit of this aim, but one that if This was a stunning blow, wrecking the FR’s plans. The pursued vigorously would trump the County Council.

Council and 64 Co. were vindicated and victorious. and The conservative case stated that the Ffestiniog was still the FR was routed. However, there was more ‘in the recovering from being completed back to Blaenau and small print’ from this extraordinary business. that this was hardly the time to enter a major expansionThe judge came to the conclusion that it would be ist phase. Besides, there had been no planning for such wrong to approve the sale of the trackbed to the County an eventuality, and so far the clear policy on the WHR Council at this stage. He then supplied the key to the restoration was ‘too difficult’, and therefore the policy tangle that had beset the WHR restoration for so long. was daft. The political situation that the FR Co. had It was open to someone (not the FR Co.) to apply for created required some rather more flexible thinking to an amending order, for the Festiniog Railway Company create the conditions for the enterprise to prosper. The to acquire the powers of the WHR 1922 Company, Society Chairman was and for the powers to asked for a view, and said re-acquire those parts of that he thought restoring the undertaking where the WHR was unwise, title has been lost, and but that the Society powers to restore would support the Comthe track. The choice pany. This was no time was not the Judge’s to to bicker; if the FR trinity determine which of the was to mean anything, competing claims should some careful thinking succeed. It was open to and close co-operation the Secretary of State was needed. There was to ascertain the views of considerable disquiet interested parties and to within the Society about direct a Public Inquiry if taking on a commitment necessary. He therefore to restore the whole dismissed the application WHR, and what that These were the points at Porthmadog that started it all - always known as the for a stay, but deferred would mean for the future permission for the sale of WHR Points it was a romantic dream to reconnect them. of the Ffestiniog Railway. the trackbed by the OR The brouhaha meant that the Society members would be to the GCC. He added that it was open for the Official unlikely to support it, unless there was a significant ‘win’ Receiver or Gwynedd County Council to restore their for the FR somewhere. The application of the four points deferred application, (from the OR to sell the trackbed above offered the best chance of success, so since the to GCC) should there be no real prospect of Ffestiniog problem would not go away unless the FR Co. withdrew succeeding in acquiring the powers it needed.

- and it wasn’t going to do that - then it was though betIn summary: ter to get on with it. Note 2 1. There was never any chance of reconstruction after The action in the High Court began in December the last Director, or the Secretary of the 1922 Company 1991. Things did not go well for the FR. Mr Justice died.

Vinelott gave a complex judgement to a complex case.

2. The reconstruction by various amending orders was a The advice that the 64 Co. had been given was corhopeless and expensive way of doing things; far better to rect. The reconstruction was not possible, as had the acquire the 1922 Company powers, WHR 1922 company had not been ‘statutory’, it would 3. The application for a stay of the sale by OR to GCC have moved long since to being ‘wound up’ and then was dismissed. into oblivion. As there were no directors or secretary 4. The application for sale was however deferred, to remaining, and no means for them to be appointed, the permit the FR to find a way to acquire the powers it application for ‘stay’ failed on those grounds, as it was needed from the 1922 Co. The OR was free to restore the deferred application, should the Ffestiniog be unsuc_______________________________________________ Note 2: How can one be so sure that these things were thought and cessful.

It was a bit odd how the 64 Co. was right about resaid? The writer was the Society Chairman at the time - that’s how.

30

The wave of protest

Mr Holmes was but one example of the numerous, vigorous letters of protest that began to arrive with the Society, as soon as the Company’s wickedness became known and protests started in the Railway Press.

It was pretty clear that such protest was being endorsed and encouraged by the 64 Co. but you can hardly blame them for that. All they had worked for was being threatened by what looked like a ‘shut down’ move by the Ffestiniog upon a competitor. It was the secret bid that caused the problem and the ‘secret’ part of it that created such ire. Oligarchs do this - no reason to love them for it!

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Broadway Meeting - notes by Cedric Lodge Memo of Joint Meeting of FR,TCL, 64 Co. at the Broadway Hotel, Broadway Tuesday 15 January 1991 Present:

Chairman: Ian Allan J Routly FR Co G. Rushton FRSL C C Lodge TCL Handel Kardas: Editor, Railway World

A McNicol D Allen S Wiggs

64 Co 64 Co 64 Co

The meeting commenced at about 12.15. J Routly was delayed by a motoring incident and did not join until about 13.00.

The Chairman for the day, Ian Allan, opened the meeting by welcoming the delegates to Broadway. he made it clear that there were to be no recriminations, or dragging up the past; he was starting with a clean sheet of paper.

S Wiggs announced that he had prepared some Heads of Agreement, and asked if he could distribute copies.

I.A. declined, reiterating: we were starting with a clean piece of paper.

IA explained that the meeting had been called in order to respond to the following: 1. The adverse publicity being directed at the FR Co., as a result of their efforts to take the WHR (LR) Co. out of liquidation.

2. A resolution tabled by the 64 Co. for the board meeting of the Association of Independent railways (AIR) to be held the following day, demanding suspension of the FR Co. membership of AIR. 3. A censure motion by the council of the ARPS for submission to their AGM on 26 Jan (The FR Co. is not a member of the ARPS).

He hoped the meeting would help clear up misunderstandings, and be a forum for constructive decision.

To establish common ground, delegates were invited by the Chairman to state their objectives for the WHR. Gordon Rushton and Cedric Lodge stated that it was their intention to ensure the WHR was opened throughout its length.

Stephen Wiggs stated that contrary to some reports, the 64 Co. intended rebuilding to beyond Beddgelert.

There followed a discussion of topics of a general nature until about 13.00 when John Routly arrived.

David Allen posed the question as to why did the FR Co. want the WHR. John Routly replied that the leisure industry was expanding and demand for leisure pursuits was rising. The FR Co. was in the leisure business, and the WHR represented an opportunity for long term investment in the type of business in which it had great experience. John Routly maintained that the FR Co. was eminently capable of helping the WHR get started. He saw a partnership composed of FR Co., TCL, and the 64 Co., as the means by which the project would be administered. John Routly asked the 64 Co. representatives what they wanted.

David Allan replied: 1. Control of the WHR (LR) Co. 2. To be able to rebuild the WHR without let or hindrance, in their own way, and in their own time.

In reply to DA first point, John Routly observed that they had been offered the shares before the FR Co., and had rejected the offer. These points were not pursued.

64 Co. representatives asked for an indication of how the partnership would be made up. JR replied by outlining the component organisations, illustrated by the following:

FR Trust Holds FR Co shares and New Co. shares FR Co.

New Co. holds 75% WHR shares & operates FR Travel

TCL WHR (LR)

FR Soc. 49

64 Co.

Broadway Meeting - notes by Cedric Lodge JR pointed out that there was a reciprocal arrangement between the FR Co. and Society, under which each nominated one director to the other’s board. In addition there were other points of control between the FR Co. and Society: 1. A Joint Interests Committee 2. Joint Board Meetings 3. An Annual Convention 4. Joint marketing 5. Volunteer functional liaisons Together these arrangements maintain a very close-knit relationship between the FR Co. and FR Society.

JR emphasised the status of the FR. It was, he said, a volunteer operated railway, supported by full-time paid staff; it was not a railway run by paid staff, supported by volunteers. He expected the same status would ultimately describe the WHR. He saw the 64 Co. taking a similar role in relation to the WHR (LR) Co. He suggested nominations to the board of the WHR (LR) Co. might be as follows: FR (New Co.) 1, TCL2, 64 Co. 2, outsiders 2. Ian Allan suggested that 2 directors be nominated by the Gwynedd County Council. Handel Kardas predicted a progressive merging of TCL with the 64 Co. Alisdair McNicol asked how the railway would be developed by the WHR (LR) Co. JR replied that it would be by taking the WHR (LR) Co. out of liquidation, rebuilding and operation would be in the name of the WHR (LR) Co. To help get things started the FR Trust would appeal for funds. A volunteer organisation would be required. In effect, the FR Co., with the FR Trust and New Co., would be helping a struggling colleague over a stile. Once established the WHR (LR) Co. would be an autonomous company in its own right, free to set its own pace and devise its own methods of working.

Stephen Wiggs interjected that he would advise the 64 Co. Board against supporting the FR/TCL initiative, as the legal problems connected with the powers of the old company could not be resolved and a new LRO would be required.

John Routly commented that his legal advisers were not quite so pessimistic regarding the validity of the powers, but that this was not the time nor place to debate this particular issue.

SW responded with a tirade of inquisition, insisting that he be allowed to confer with the FR legal advisers, in order to correct their interpretation of railway law.

The Chairman tried to call him to order, but he did not stop until constrained by his associates.

The Chairman commented that there was a far better chance of success if the separate groups were working together. He went on to ask what other options were available.

John Routly outlined the following: 1. Reconstruct the WHR (LR) Co., and form a partnership with TCL and 64 Co. regrading the composition of the board.

2. Purchase the trackbed from the OR and lease it to the 64 Co. 3. GCC purchase the trackbed and lease it to the 64 Co. Under this condition the FR Co. would not be involved.

The 64 Co representatives made clear their relationship with the GCC: during the seven years since the EGM in 1983; great efforts had been expended in gaining the confidence of the GCC. They now believed they had the support of GCC, and were reluctant to surrender loyalty to GCC by switching to the FR. They were adamant that rebuilding the WHR could not be achieved without the support of the GCC. They also expressed confidence in the assurances expressed in the GCC minutes of support from rebuilding WHR. At the close of the meeting the 64 Co. representatives were asked if they had changed their mind over start item 2, the resolution for the AIR meeting. David Allan replied that they were not empowered to take decisions and must report back to their board meeting on the coming Saturday. Upon being pressed by IA, they agreed the motion should be suspended for the time being, and this was accepted by John Routly.

The Chairman went on to say that he was now able to report to the ARPS Chairman (David Morgan) that all the parties were talking, and that he would recommend the ARPS censure motion be withdrawn. The 64 Co. representatives declined to comment.

Following a short discussion, it was agreed that a simple press statement be composed and issued.

The Chairman thanked delegates for their attendance and for the constructive atmosphere in which the meeting had been held.

The fascinating part about this meeting was that Stephen Wiggs was right - and he knew it. The problem was that there had been such a build up of steam and frustration for the 64 Co. at what they saw clearly as unwarranted meddling in their affairs by a bully-boy neighbour, that steam was blown off, instead of any credible attempt to frighten FR Co. by facing them and the meeting with the ignominy of what would happen if Routly and his cronies were wrong. So this attempt passed on, as Routly evidently had the transmit key taped down firmly and the wire to the receive key removed! Powers were flitting about in the background like ghosts, but none of the giant brains thought to mention that transferring them would be an easier option than either reconstruction of the 1922 Co. or depending on the GCC. It took the further stress of the FR ship nearly foundering for Routly to be disposed of and the powers to be eagerly grasped. Hindsight is such a wonderful thing!

50

Phase 1 Caernarfon - Dinas : Aftermath and history

Chapter 4

Phase 1 Caernarfon-Dinas 1992 -1997

T

4

he case in the High Court, the battering the Coun- struct the WHR from Caernarfon to Dinas and from Dicil witnesses received at the Public Inquiry, and the nas to Porthmadog. The Council would have a chance subsequent Ministerial decision in favour of the to object to these applications. That they did not needs FR Co., later ensured a respectful audience, even from explanation, and this chapter deals with that and the first elected members. However all was not yet plain sailing. phase of the building, from Caernarfon to Dinas. It was When on 20th July 1994, the Minister ruled in favour of other objections that generated a second Public Inquiry, the transfer of powers, against the recommendations of on the TWO application from Dinas to Porthmadog, and the Public Inquiry Inspector, the County Council had been this story follows in the following chapter. dispossessed of a trackbed which they had fondly imagThe railway between Bangor (Menai Bridge) and Afon ined they would have control over. They had wished it to Wen (Cambrian) ran through Dinas Junction, where the be a green, long distance walkway, or some other public Welsh Highland Railway had an exchange station. The boon. No matter the posturings in the Public Inquiry, original railway on the patch was the horse drawn 3’6” the railway restoration had not been a priority. Any right gauge Nantlle Tramway of 1828. The standard gauge was thinking persons (and of built in replacement in course this excludes rail1862. There was talk of way enthusiasts) would the 1877 built North consider it proper that a Wales Narrow Gauge county council ought to Railways being extended be looking for the best to the port, but it never possible amenity from a was. A second standderelict railway trackbed ard gauge branch left that ran through outCaernarfon and swung standing scenery. It was east to Llanberis. There not obvious that the right were two lines running thing to do was to put a under the town in tunrailway back on it - innel. They split, just bedeed this was not confore the bridge over the sidered best use at all by River Seiont. The BeechGCC members and officing cuts saw the standard ers. During the massive gauge lines closed. The scrap between FR Co. and NWNG Train with 0-6-4T Beddgelert and an 0-6-4T single Fairlie, with all of first closure in 1964, was 64 Co. they stuck with the carriages, at Dinas, waiting for the ‘off’ with an excursion in 1893. from Caernarfon, to Llanthe 64 Co., but their many © David Allan Archive - courtesy- WHR Heritage Group, John Keylock beris and Afon Wen. The pronouncements over the second in 1970 was from years beforehand showed quite clearly what had been in- Caernarfon to Menai Bridge (though it lingered a while tended for the old WHR trackbed. Now the Ffestiniog longer from the destruction of the Britannia Bridge). The Railway was determined to create a 25 mile railway, from Afon Wen line was an unwise closure, but hindsight is a Caernarfon, right through the Aberglaslyn Pass, against the marvellous thing - but there is now talk of reinstatement wishes of many of the elected members, and it emerged from Caernarfon to Bangor. The section from Caernarfon (despite their stance at the Public Inquiry) against the wish to Bryncir was earmarked for a foot and cycle path to be of the National Park Authority too. The FR had manoeu- called Lôn Eifion in the 1980s. However the trackbed vred itself into a position where it now had to do what through and under the town, up to the start of the footit said it would do - and after the High Court judgement, path under Segontium Terrace was left unused. there were many waiting to pounce if it did not. This, deIt was determined early by the FR Co. that the restored spite the fact that the whole struggle had been started to railway must begin at Caernarfon. It was acknowledged suppress competition - not to create it! that the weak spot of the NWNG and WHR undertakings The FR Co. needed to apply for new powers to recon- was that they never reached this port. Furthermore, the 75

Phase 1 : Council politics

Looking down from a Castle tower, up the River Seiont at high tide. The WHR runs right, from centre-left. Below is the quay, once served by standard gauge sidings and now a 274 vehicle car park. This is an excellent place from which to start a tourist railway.

town had but one attraction, the brooding fortress of its subjugation, the Castle, courtesy of King Edward 1 of England. This had attracted some 400k visitors in the years surrounding the Investiture of the Prince of Wales in 1969. The number had fallen to the 200k mark, by 1990, and people were not staying in the town after their visit to spend their money. A restored railway would have a ready market of people to draw from, as well as providing the town with a second attraction for visitors. More importantly, for the FR, there was a clear element of selfprotection in the action. Consultants Handley and Steer had shown in separate reports that a second railway from Porthmadog would abstract considerable volumes of traffic from the Ffestiniog. Therefore it made sense to build the WHR from Caernarfon, and to draw on that market, one well out of the Ffestiniog’s main catchment area. The theory was that, as the WHR extended southwards from Caernarfon, it would bring traffic with it, growing the local market and complimenting rather than competing with the Ffestiniog. All of this depended on the Transfer Order application powers being won, to allow restoration of the WHR proper, but an LRO application made to acquire powers to build the line from Caernarfon to Dinas would certainly endorse the FR Co.’s determination to honour its promise to restore the whole Welsh Highland Railway.

Caernarfon suffered from traffic congestion, despite a relief road built through it. At that time, although the fabric of the town with the massive fortress and mediaeval streets nearby was potentially a major tourist trap, it was a dispiriting place, that looked shabby and run down.

76

Caernarfon was a rather large town (pop. 9,500) to have been dispossessed of its railway - other, smaller towns had not suffered such treatment. It was clear that a tourist railway from Caernarfon would be welcomed.

There was the question of where to site the terminal.

The FR Co. considered that given an open choice, the right place would be at the site of the old station, on the Bangor side of the town. Here there was room to park, and it was a prime spot to catch people driving in from Bangor and from the busy A55 Expressway, about 10 minutes away by road. The WHR trains would leave the terminal to enter the old standard gauge tunnel under the town, with a halt by the Castle, and then proceed along the old standard gauge Afon Wen line trackbed to Dinas. This enlightened plan was the sort of thing the FR Co. could apply to do as a statutory company. It did not need to wait for County Councils to determine this or that. The FR Co. resented the way that all the effort, all the business, all the prosperity it had brought to Porthmadog and the surrounding area over the years, was seemingly ignored.

The FR was being taken for granted, and an interloper was being favoured. There was a mulish feeling within some Festiniog grandees that a bunch of people who had set up shop in Porthmadog, and after all that time had only a few hundred metres of track to show for it, now demanded and got ‘equal status’ with their own enterprise that had worked so diligently to achieve so much. Plus, the interlopers had stated clearly that they intended to be competition. It was decided that demonstrating faith and determination in restoring the whole WHR needed an action

Phase 1 : More politics of commitment, power and promise. In December 1992 as ever, the officers of the Council appeared in the negoFestiniog Railway Holdings Ltd., deposited an application tiating room, outside the Inquiry, as helpful, friendly and for a Light Railway Order between Caernarfon and Dinas, fair people. Thus as they wanted something (and the FR (the Caernarfon Railway) and a second Order (the Caer- knew this) there was horse trading over the Caernarfon narfon Railway Extension) between the Castle and the Railway, and for the first time, despite any conflict within old Caernarfon station site. Gwynedd County Council, the Public Inquiry, the buds formed of what eventually jointly with the 64 Co., became a good working also made an LRO applirelationship. cation for Caernarfon DiIt was obvious that the nas. These were the last real interests of the town Light Railway Orders apwere well served by the plied for under the 1896 proposals for a big suAct, just before the intropermarket. It was equally duction of Transport and obvious that there was Works Orders. room for a station at The Festiniog’s action some future date. It was certainly commanded atclear that the Council tention from Gwynedd was very much set on its County Council, whilst relief road - practical or the Public Inquiry cogs not in the FR’s eyes. The whirred in 1993. If they Council was willing to hadn’t got the message facilitate an alternative. from High Court and There was also room for Public Inquiry that it was a temporary terminus at a tiger’s tail they had hold the Castle, as additional of, (and their proofs of to the double-track forevidence gave substance mation, there had been a to this claim) then it went standard gauge headshunt home now. There were in a vital spot, thus percherished plans in action, mitting a narrow gauge much caressed by the platform, run round elected members, to deloop, headshunt, space velop the old station area for a temporary bookand its environs as a suing office, and a small car perstore - one boon conpark. The GCC asked spicuous by its absence in the FR Co. to withdraw the area. Secondly there the Caernarfon Railway was a charming idea to Extension LRO applicadevelop the unused railtion, for the section of way tunnels as a trafline in tunnel under the fic relief road under the town to the old Station town. The former was site. Mindful that the track came in from Bangor and Menai Bridge to the north, ran from the most sensible, a commer- The GCC had been placed in station as two separate single lines, to run under the town (now a road) and cial winner; the latter was emerged to split, the Llanberis line heading east, the Afon Wen line south, be- a position where FR Co. not good value - a park fore crossing the river. The 2ft gauge now starts by the old De Winton works, were now being ‘asked’, and ride railway would is joined by the Lôn Eifion footpath and crosses the river on a steep gradient and that a difficult appeals have been better.

But towards Dinas. . process (likely to be lost) as in many council deliberations, subtlety in matters of would be the result of further FR Co. bulldozing, their ‘republic transport was not the elected members’ strength. quest’ was agreed. The good will of the Council over reloThe reason for their attention was that the application cating the Lôn Eifion footpath and cycleway was valuable, for the Caernarfon Railway Extension LRO by the Fes- as were their good offices elsewhere with the highway tiniog, would wreck the relief road proposal, cause major authorities and matters of planning with landowners etc. problems to their commercial plans for the superstore, The support of a local authority is essential in matters of and was therefore undesirable. The application had been this kind, and a working arrangement was needed. In relamade, and the only way forward for the County to get tions with the 64 Company the Council had always been in what it wanted was negotiation with the FR Co. to have the ascendant, because the 64 Company had a weak hand. it withdrawn.

The change in attitude had a marked effect on what hapThere was hardly an atmosphere of cordiality between pened later, when the WHR proper came to be restored. the parties during the Public Inquiry on the application to Thus after the Transfer Order Public Inquiry, whilst the allow FR Holdings to transfer the statutory powers of the outcome was still being determined, the planning process 1922 WHR undertaking to the Festiniog Railway Com- for Caernarfon to Dinas was aided by the GCC officers, pany. The County Council was an objector. Pragmatic not hindered - though there were shenanigans for a brief 77

Phase 1 : Caernarfon, the station time with the Light Railway sub-Committee. (See SnowThere were quite lengthy periods between 1993 and don Ranger No.7 report at the end of the chapter) The 1996, where not very much happened except planning second (Caernarfon Railway Extension Order) application and talking. It can be seen from the chronology that all was dropped, and the first went forward, eventually to be went quiet after the Public Inquiry, whilst its outcome was made on 14th March 1995. In the meantime, construc- awaited. There was speculation, there were talks with the tion of the new Safeways supermarket went ahead, as did GCC over Caernarfon to Dinas, but there was precious the conversion of the unused railway tunnel into a relief little money to spend in pursuit of anything. Two Garratts road. and two Funkeys had Although a temporary been bought from South station for the WHR was Africa by Mike Schumann envisaged, it was plain during their visit before where railway enthusithe Inquiry. Now the asts would have liked the WHR hardly had any proper terminal to be. money of its own, plus The old Harbour Master’s it had promised FRSL building, now the HQ of members it wouldn’t the Harbour Trust has use FR Co. funds on the ‘Narrow Gauge Terminal WHR. A whole lot more Station No.1 Kit’ all over stuff had been earmarked it. It is a superb official from SAR, rails, sleepers, looking, limestone, twofastenings, wagons, so if storey, Victorian buildthe outcome was favouring of exceptionally fine able, there would be no appearance. Behind is a scramble for the materow of back-to-back, outrials and no delay. The wards facing artisan buildperiod until the outcome ings, that look rather past of the Public Inquiry was their sell-by date. How- Tracklaying with Upnor Castle at Caernarfon Station in September 1997. The one of waiting with a ever to extend the tracks points to the run-round loop are being installed, and the track behind the loco- fear of ominous dread, from St Helen’s Rd into motive stretches as far as Dinas. Rails have come back at last, and it will not as if the whole show did this site would also mean now be long before the first steam trains leave the station. Ben Fisher Website go against FR, then the that the exit road from the converted standard gauge rail- initiative would be lost. Decision day on 20th July 1994 way tunnel would be obliged either to traverse the railway was sudden, and came without warning. As soon as the by an inconveniently sited level crossing, at a point some- news was known, there was immediate action at Harbour where around the footbridge from Seiont Terrace, or to Station to move the project forward, although there was loop back in front of the harbour offices. It may be that at consternation at Gelert’s Farm. Schadenfreude was short a time in the future, the magnificent station in Caernarfon lived, but intense. Following the stress and unpleasantwill happen. However, for the moment the temporary sta- ness, before and during the Inquiry, there were many in tion has become the resting point for the world class rail- the FR camp who believed that the 64 Co. had got what way attraction in Wales. It has the fault that the platforms it deserved. But all agreed that the struggle was now over are too short. A little more length can be obtained by and it was time for peace to break out. eliminating the meagre car park, and there is car parking The next problem considered for Caernarfon-Dinas space, with capacity for 274 vehicles along the quayside was trying to find the funds to do the job and to set up in front of the Castle. If the current site is to be remain a base. The old station site was occupied by the County permanently, then a bit of innovation would allow it to Council Civil Engineer. The old engine shed and works prosper, as the town centre is nearby, above the station, site was owned by The National Rivers Authority (later and a mezzanine floor with entry from the main square, Y Dŵr Cymru - Welsh Water). Both were persuaded to relinquish, GCC for £175k, WW for £75k, buildings inMaes, is an excellent ‘connective’ prospect.

This is a flight of fancy - the station that no one dares to ask for, the imaginings of the ideal terminus for the Welsh Highland Railway in Caernarfon. Could it ever happen? It depends on there being 20:20 vision all round, and a fairly deep pocket - but if ever there was to be an act of crowning faith in the tourist industry in Caernarfon, then a station like this would be it! Other countries can do it, one wonders if Wales can?

78

Phase 1 : Chronology and money cluded. In the goods yards and station there was the vital storage space needed for materials, as well as the room for the fan of sidings needed for operation.

In the matter of funds events again took a turn in favour of the restoration of the WHR. The Conservatives created a fund to celebrate the coming millennium. The Millennium Commission was set up in 1993 by the National Lottery Act to administer this. It was one of the bodies that had an official hand in the golden pot of the National Lottery - it could win a prize every week. They sought hallmark endeavours: they gave £10m to the Eden Project in Cornwall; £22 to the National Botanic Gardens of Wales; £23m to the Changing Places programme and so forth. The new Blair Government took up the Millennium celebration idea, and was looking for projects to qualify. The FR Board and Trust considered that the WHR project might just be in with a chance. A visit to London indicated a positive attitude to the WHR project - in stark contrast to that in North Wales. Westminster people had an entirely different set of idiosyncrasies about matters provincial that needed to be steered round. Having got a nod that an application would be considered - which is as good as you’ll ever get - there was still a long way to go. However one needs to consider the effect of approval in one corner on that in another. For many years relations with government had been seen as vital to the FR interests, and the Ffestiniog Railway often hosted senior politicians. Secretaries of State for Wales were always well informed. The civil servants who accompanied them were listening carefully. It was clear that FR made a major contribution to the local economy (knowing exactly how much this was so had to wait another 15 years). FR Co., as a statutory body, had enjoyed grant funding from ERDF (European Regional Development Fund) before. INCA and Blaenau Ffestiniog development had benefitted greatly from it - the Blaenau scheme was at 100% funding. Phase 1 qualified for an ERDF grant of £750k, combined with the Millennium Fund allocation of £4.27 and a grant from the Wales Tourist Board. This was an unexpected and welcome surprise. The funding problem disappeared; Phase 1 from Caernarfon-Dinas was going to be gifted to the FR Co. It must have been those dragons, as such actions kick-started the project with considerable force. Mike Schumann generously agreed to make such funds as were needed available to cover the gap, to get things going. In fact the Millennium Fund had agreed to grant 45% of the estimated restoration costs of £19.2m for the whole 12 mile section between Caernarfon and Rhyd Ddu. In this way Phase 1 achieved separation from the main WHR - and this was useful. The creation of the 3 mile, narrow gauge railway between Caernarfon and Dinas was expected to show what could be done!

As has been noted previously, these events did not come thick and fast, there were tedious waits to be endured. After the Transfer Order announcement on 20th July 1994, the boring interregnum was made more palatable by the allocation of a part of Minffordd yard as staging post for material purchased for Caernarfon-Dinas, called forward from South Africa, and brought to the yard to be processed. A great deal of second-hand, good quality baseplates, Pandrol clips, screws and several thousand sleepers arrived, all surplus from the Channel Tunnel construction

Phase 1 Chronology Dec 1992

Caernarfon Railway LRO Caernarfon Rly Extension LRO

The first was for Caernarfon-Dinas, the second thru’ the tunnel to the old station site.

17.12.93

End of the first Public Inquiry

This was for the Transfer Order of the residuary powers from the WHR 1922 Co. to FR Co.

20.07.94

Inspector’s report The Inspector said ‘no’, The the Minister’s decides Minister said ‘yes’

14.03.95

Transfer Order

April 1995

K1 went on display at Support for the new railway Y Maes in Caernarfon began to appear

May 1995

The Millennium Com- The MC offered £19.2m mission conditional 50% of the cost of project, offer.

Caernarfon-Rhy-Ddu

June 1995

Planning Application to GCC

The planning application was made for CaernarfonDinas

Nov-Dec 1995

Public Consultation

Meetings to reveal the plans for reinstatement of WHR, Dinas Porthmadog, before the TWO application

July 1996

Caernarfon Festival

Funkey 2, overhauled and on Y Maes, named Castell Caernarfon by Dafydd Wigley MP

mid-1996

Lease for Caernarfon-Dinas

£999 for 999 years, signed in early 1997

mid-1996

Dinas Station site

GCC Ceng. moved out, WHR moved on to site, purchase was completed in December 1996

Sept 1996

Rail arrives

1,300 tons by March 1997

Wagons arrive

SAR hi-sided bogie wagons

Oct 1996

ERDF Grant

Offered £735k to match the Millennium Fund

Dec 1996

Contract let for construction

John Mowlem PLC, Cardiff, £750k

28.12.96

WHR/WHRSL staff working on site

At Dinas to recover materials from buildings about to be demolished

06.01.97

Mowlem start work

02.10.97

HMRI inspection

There was a snagging list, but OK for trial running until 30th November

04.10.97

WHRSL AGM

Trial running with Mountaineer, No. 138 and 5 Winson carriages

09.10.97

LRO comes into force

The Caernarfon Railway LRO is made on this date

11/12.10.97

Unadvertised service begins

13.10.97

Opening of Caernarfon-Dinas

Performed by Mrs Mair Williams, Lady Mayoress of Caernarfon.

14.10.97

Public service begins

Ran until winter closedown on 2nd November

The Transfer Order was made on this date.

79

Phase 1 Caernarfon - Dinas, characteristics CAERNARFON TO DINAS - CHARACTERISTICS Caernarfon to Dinas had been a standard gauge railway with a generous trackbed, laid double through the Caernarfon WHR station site. There was no significant civil engineering work required as the Gwynedd County Council had created the Lôn Eifion, long distance cycle path throughout the entire length of Phase 1 and thus ‘smoothed the way’. From time to time the old Nantlle Tramway trackbed crosses the formation. The cycle path was moved over to the right of the railway all the way. The gradient begins immediately upon leaving the platform at Caernarfon Station, not a situation that steam locomotives thank you for. The road junction across the Seiont bridge was comprehensively rebuilt, fortunately with the GCC co-operation the way was eased for the WHR and the Lôn Eifion footpath and cycleway.

Hefty gradients on the pull out of Caernarfon ease after the river, and once the old junction with the abandoned tracked to Llanberis is left behind, and the road is crossed, the course of the line has next to cross the road at Hendy Crossing. This minor road crossing has the unfortunate layout of butting right on to a ‘T’ junction. This is always potentially awkward for railway level crossings, and it is avoided wherever possible. Not here alas, and the only way the risk assessment would work was for the train to be required to stop, blow the whistle, and if the road was clear, to proceed across at caution. This restriction has since been eased, to allow the passage of trains at 5mph.

The first milepost is passed just after Hendy, and there are a number of accommodation crossings here that occasionally spawn cars in front of trains, and call for a fair bit of whistling from locomotives. The line gradually emerges on to embankment, with the Halt at Bontnewydd (opened later in 1999) not normally calling for a stop. The short, three-span, stone viaduct over the road and River Gwyrfai is now traversed before reaching the 2 milepost. There are more bridges over this particular river, and some of those had their moments - but this is the first. Remedial work was necessary to this viaduct, but it was not onerous.

This line was solidly built for standard gauge, Garratts were more than acceptable. The work on this stretch was to: clear the line of vegetation, reinstate the drainage, repair the infrastructure, lay and compact the ballast bed, and lastly to lay the track. The first parts were performed by Mowlem. The track was laid with volunteer input, as precursor to the feats of volunteer tracklaying that grew ten years into the future.

The course of the line curves gently towards the station at Dinas, with dense tree cover on either side. Dinas was chosen as the main depot for the WHR as the space was available. The WHR had terminated there and the goods yard was regained from the GCC. A fan of sidings was laid in, a two platform station was recreated from what was there before, and as the formation was curved to join with the original NWNG trackbed, the old loco shed area and a workshop building were bought was reclaimed from Welsh Water, where the new track joins the old formation, curves sharply to run under the A487 road and resumes its original course at the 3rd milepost.

Note: Actually the WHR is said to be a metric railway, but it is perhaps a somewhat unwilling convert, as no one seems yet able to bring themselves to read speed limits in k/mh or quote boiler pressures in Bar. We shall leave them to their illusions and use miles.

80

Phase 4 - Bryn-y-Felin

The Truss Bridges: Bryn-y-Felin, Afon Nanmor & Afon Dylif

T

he Welsh Highland Railway contractor, McAlpines, thus volunteer, chartered engineer John Sreeves designed in 1922 built three truss girder bridges to span the their modern replacements in the same style. Only one Afon Glaslyn, the Afon Nanmor and the Afon Dylif at 18 of the old bridges was ever visible to all the world at miles, and between 20 and 21 miles from Caernarfon re- large, that over the Afon Glaslyn at Bryn-y-Felin, near to spectively. When the railway came to be reconstructed, Beddgelert, 18 miles out from Caernarfon. Of course, unlike the North Wales Narrow Gauge bowstring girder at the entrance to the scenic and famous Pass of Aberbridges, none of the truss bridges was fit for further glaslyn, it is very much in the public eye. All interested service. The webs in the girders had not been fitted in the WHR knew the old bridge. So there are well with drain holes, and known photographs of none of the structures the structure. Restorers had been painted, despite all get a feeling of self-fulthe requirements of the fillment from recreating a H.M. Inspecting Officer scene lost to time. John and the Board of Trade.

Sreeves’s design makes As a result , corrosion this possible, as the dehad taken place over the light of the diligent work years of dereliction with on restoration allows fatal effect. All three of today the assembly of these 75 foot bridges had original equipment, and to be scrapped. The disthe exact recreation of tinctive look the bridges scenes from times past. brought to the Welsh It was not as easy in the Highland Railway had old WHR days to see the The Baldwin approaches Bryn-y-Felin bridge in old WHR days. been remarked by many, WHR Heritage Group Afon Nanmor and Afon

Phase 4 - Bryn-y-Felin

Dylif bridges from the trackside, so they do not figure that the A498 road through the Aberglaslyn Pass crosses in the records with such regularity, given the relatively the railway adjacent to this point. The road overbridge, short period that the railway was open. Now there is a OB 173 needed rebuilding, though at the cost of the walkway for a public footpath on the bridge crossing the County Council and not the Railway. They chose to do Nanmor, so the contemporary scene will be recorded. their reconstruction at a later date, starting work on The three bridges were not a major engineering chal17th March 2008. lenge, however at BrynInvitations to tender for y-Felin the Glaslyn uses the Afon Glaslyn rail the full space underneath bridge were sent out in the bridge, and the water the third week of July in flow is brisk. Thus sub2005 and tenders for the stantial abutments were bridge, with options for required, with scour proNanmor and Dylif were tection from the rushing being appraised in early waters. Remedial work September. The contract was required as the pier was let to a local firm, on the west side (uphill) D.J. Williams and Sons was scoured out over of the Brunswick Iron approximately one third Works in Caernarfon of its plan area, and had in October 2005. They to be underpinned. A were already familiar four foot reinforced with the WHR having concrete link-slab was performed contracts in provided on the uphill Phase 3. They tendered side to span the flood for the bridges in Phase The first truss of the Glaslyn bridge takes shape. Peter Johnson opening between the pier 4 and won. They set and the west abutment. about construction in This abutment was their Caernarfon works, raised by six inches dedelivering the first bridge liberately, to offer a slight for installation in March (1:150) gradient to assist 2006. Construction used the drainage of rainwater modern techniques, part from the trusses. The welding and part boltexisting east side bridge ing. The white marks in bearings dating from the picture are applied 1922 were reused; the to the welds to test for new bridge had been cracks. The fitted bolts designed with the exact have heads that look like dimensions to enable rivets, with a special tool this to occur. The bronze needed to perform the upper surface of the old tightening of the nuts. bearings was not badly The result is an apcorroded. A liberal coatpearance similar to the ing of rail fishplate grease original bridge trusses.

The end of a complete truss in Williams’ paint shop. John C. Sreeves was applied to ensure free The longitudinal and cross sliding movement for expansion, and a rubber pad cut members were all bolted together at William’s works in from a conveyor belt was laid over the bearing to allow a trial assembly to make sure everything fitted together for small irregularities in planarity. and the whole bridge was then taken to site as a kit of This bridge is numbered UB 174, and it should be noted parts. The bridge at Bryn-y-Felin was placed in position

Phase 4 - Bryn-y-Felin

Bryn-y-Felin main girders were faultlessly installed on site on 11th March 2006 . This was the first of three truss bridges.

on 11th March 2006. The convoy arrived in the morning the swinging span. No one had thought to guard against to bring the trusses to join the transoms, cross memcanoeists on such a very cold morning! bers and longitudinal waybeams that had already been The completed bridge is not fitted rigidly to its bearings, delivered to site. The mobile crane had manoeuvring to allow it to expand and contract with variations in the space made for it from a dumper load of material already temperature. The placing of the trusses went extremely laid. It drove into position below. The large lorry with smoothly with the minimum disruption to the road. The the spans loaded on to its extended trailer had come in efficiency of the operation was such that disruption to from the Tremadog end. road traffic on the A498 It berthed temporarily in was kept to an absolute the lay-by that was coned minimum. We managed off for the purpose, to park at one end of the minimising disruption to lay-by, clear of the cones traffic. It was called forand were aggressively ward after the preparainterrogated by a Park tion work was completed Warden when leaving, as so that the cranage work to who had given permiscould start. The road was sion to place the cones closed briefly by closure there. Of course we notice, as the crane lifted had nothing to do with the two trusses bound the movement, merely together from the lorry’s recording it. He seemed extended trailer, and unaware of the road cloput them on the ground sure, and of the events by the bridge, ready for across the Glaslyn.

Crane squeezes along trackbed - waybeams on the ground placing. The transoms News within the National

Peter Johnson were located by crane Park evidently does not on to the new bearing plates on each abutment, and the travel fast, or was it perhaps a swirl of the prejudice ocplates were previously treated with special grease. The casionally felt in the area? spans were split, gently lifted and lowered into position After the installation of the trusses, all the other comon the abutments, then bolted to the transoms. At the ponents were added with the aid of the crane on Sunday very moment of criticality, with the first span suspended 12th March 2006, and bolted together to make the full over the river, a party of canoeists came into view, hapbridge. pily paddling with the flow and threatening to pass under The bridge had already been painted in the workshop in

Phase 4 - Afon Nanmor & Afon Dylif optimum conditions of temperature and humidity, and fitted for the transoms. The trackbed was made fit for also to reduce as far as practicable working over water. the lorry to bring in the first of two trusses, ready for Further painting work was needed on site to repair small the reinstatement of the bridge to begin. Test assembly areas of surface damage caused during transit and assem- of the second bridge was made in Brunswick’s premises bly. However to avoid a patchwork appearance, where in October of 2006, and at that time the third bridge was remedial work had been carried the whole bridge got in an advanced state of fabrication. a quick once over, and the sleeper decking was added a There was an added complication to these two workmonth later. The bridge served the road traffic on the sites. For some time there had been much celebration formation, taking materials and equipment in until the that a pair of ospreys (Pandion haliaetus) had chosen a track was laid, which is another part of the story. nest site nearby. These were the only ospreys breeding Two miles further on down the trackbed towards Porth- in Wales, and they are such grand and rare fish eating madog are the bridges across the Afons Nanmor and raptors that their welcome by the RSPB amounted to Dylif. They are between 20 and 21 miles from Caercelebrity status. It was thought that the disturbance of narfon and are within building a railway nearby sight of one another, may convince these only some half-mile discerning birds that this apart. The bridges was a bad place to breed.

UB196 crosses the Afon Both the trackbed and Nanmor and UB199 bridge sites in the vicinity crosses the Afon Dylif. were within the exclusion The previous structures zone, and so construction were removed for reactivity was not allowed placement shortly after while the ospreys were the acquisition of the on the nest from the end trackbed in 1999. This of March to the end of did cause some concern August. Thus there was a to local farmers when it time imperative to erect happened. The railway both Dylif and Nanmor had lain unused since bridges before the end of the removal of the track March deadline. During The Afon Nanmor abutments before the recent bridge was added B. Brayne in 1939. There had been the weekend that Nanmor no activity on it, the was being erected (17-18 whole enterprise was moribund and the track derelict.

March) members of the Osprey project were seen busy Thus here, as elsewhere, if the farmer could make use of installing CCTV cameras and transmitters ready for the the trackbed, the better to access and service the land, ospreys’ return. That year they came back on 26 March he did so. After 1999 the practice gradually ceased. If a and had laid three eggs by 16 April. bridge is removed, that is final!

Getting the lorry and cranes in position wasn’t easy. The The area is remote and has little or no road access, north route via Nantmor was impractical. The corner thus the new trusses from the Porthmadoghad to be brought in by Beddgelert road, over road. This meant that the Glaslyn road bridge the southerly of the two was a problem for an bridges, the Afon Dylif, extended trailer. The was the one reconstructroute via the A4085 and ed first. The intention Garreg was difficult thus was to use this bridge access was made on to when complete, with a the trackbed via Ynysfor, wooden deck and ballast traversing the new curve made up, to run lorry of eased radius around and cranes across and the former Croesor along the trackbed with Junction. The trip along the trusses for the Afon the unmetalled trackbed Nanmor bridge. In Janurequired the load to be ary 2007 the surveyor’s limited to one truss at a posts were in place along Between the two bridges, the area is remote with little road access time, flat on the exLate Ben Fisher tended trailer. Two cranes the stretch between the two bridges, the abutwere used, one specially ment work had been done on the Afon Dylif bridge. lightened by 15 tonnes, and brought to site via the GarIn the same way as for the Bryn-y-Felin bridge, both reg - Hylldrem access. The load for UB199 was delivered Nanmor and Dylif bridges had their southern abutments on Saturday February 17th, 2007. The weather was good raised by six inches, in order to ensure that rainwater and so work went on into the evening. It was a long would drain from the trusses. (This work was completed business, as the lorry had to be reversed out, and then in 2005). The fittings of the original phosphor bronze go back to Brunswick for the second span. It returned bearing pads were refurbished and locating studs were in the early evening, with the span being unloaded and

Locomotives - The strategy

Chapter 9 Locomotives 1995 - 2010

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9

art of the problem with the North Wales Narrow on the FR, were the key element of success. There were Gauge Railway was that the promoters did not envi- some difficulties guarding this determination. The WHR sion big loads being carried - and in that indeed they has gradients of 1:40, in comparison with the 1:70 of its were right! The locomotives were rather clever, and of Ffestiniog neighbour. If Ffestiniog style locomotives were the Spooner genre, rather than sloggers. It was rugged used, then the train length must diminish to the three or territory, and the minerals they sought to carry were hard four cars of old, rendering the operation financially nonto get at. They did not know when they built the rail- viable, in fact for the fairies. Dinky historic puffers, with way that the world was changing, such that the enterprise people jammed into a short train, were likely to repeat proved to be fruitless in a short while; the mining activity the financial failure that was the WHR in the 1930s. was transitory. This was partly from the demand for min- The answer was not hard to find. Even tougher twoerals being great enough to lead to more easily obtainable foot gauge railways, with 1:25 gradients and sharp curves, and purer sources of supply of ores from elsewhere, and were operated extensively in the Republic of South Afpartly from the development of giant slate deposits more rica. To haul paying loads they had resorted to and percheaply exploited in neighbouring valleys. The major po- fected a 2-6-2+2-6-2 Beyer-Garratt, articulated design, tential source of traffic eventually failed, plus they never the NGG16. Many were now at the end of their workextended the railway to ing lives, as the carefully Caernarfon. The finances regulated transport syswere parlous, the traffic tem in RSA disappeared, thin, and the locomoand the 2ft gauge lines in tives hardly overworked.

Natal and elsewhere were The WHR enterprise closing. Thus NGG16 lofollowed after the failed comotives were available NWNG in the 1920s. for purchase at reasonable More shiny optimism prices, and kind friends of had been applied to comFfestiniog were around in plete the railway from South Africa to help make Dinas to Portmadoc, and reasonable and secure again it was unfounded. purchases. Articulated loHowever, motive power comotives are no stranger was ‘renewed’ as the to the Welsh Highland electric railway never Railway. Spooner’s concame. In the 1930s lo- Prince is expected to pull 6 cars on the FR, but he is shown here at Waunfawr nection meant that sincomotives were expected gle-Fairlie 0-6-4T locomowith only two cars. Three may be possible, but only the vintage cars. to pull only three or four tives worked on the North carriages, and tourists were wooed - but not won in quan- Wales Narrow Gauge and Welsh Highland Railways. A tities enough for the railway to do anything but scrape list of all the NWNG, PBSSR and WHR locos used before by. The enterprise melted away into the fog of war. The the restoration is given in the table following for interest’s lessons of the past were clear, to most of those wishing to sake, together with today’s machines. set up the new Welsh Highland Railway, that an enterprise Even before it was clear that Caernarfon to Dinas would based on the logic of the old was unlikely to succeed. If become the first part of the WHR to be restored, nethe line was reinstated throughout its length, and then gotiations were going on for the locomotives needed to only four car trains were run over it, the outcome would make the railway successful. not be good. Also a terminus at Caernarfon was deemed In June 1993, Mike Hart and Mike Schumann went to essential. This was the major weak point of the NWNG, see ex Boston Lodge engineer Phil Girdlestone, then the it could not be competitive with mandatory transhipment General Manager of the 610mm gauge Alfred County Railat Dinas. The Ffestiniog promoters considered that de- way from Port Shepstone to Harding in KwaZulu-Natal. cent length trains, to transport visitors on a grand scale as He knew where there were locomotives no longer need169

Garratts - the answer to the problem

The NGG16 concept is a design that delivers a standard gauge punch on a 2ft gauge railway. A large boiler is slung between two power bogies, with the fuel and water carried on the bogies. The bogies have a six-wheeled power unit, with guiding wheels each side, to guide the driving wheels through sharp curves in either direction. The boiler is short and fat, the right shape for making steam and being least affected by steep gradients.

These 14.75m long Garratts are hardly a thing of beauty, but they really do pull the loads, and the restored WHR would be lost without them.

ed for the service, that could be made available for sale.

As a demonstration, he provided NGG 16 No.141, that he had modified with producer gas coal consumption, to haul a train equivalent to 15 cars. The two Mikes pronounced themselves satisfied with the way that the locomotive pulled the train up average grades of 1:60, with a ruling grade of 1:37. This led to purchase inquiries for two NGG16s, at £100k each, with an option of a third, plus the purchase of a dozen braked empty flat wagons. Nos 138 and 143 (the last built Beyer-Garratt) were the ones chosen. The price included overhaul to working condition.

The pair then went to see the railway at the Portland Cement works at Port Elizabeth. SAR Class 91 dieselelectrics had taken over the workings of the two B+B Funkey diesel locomotives on their connecting line. The two idle locomotives were snapped up for £11k each.

At one stroke the WHR was furnished with its immediate requirement for motive power, and it set the scene for what was to follow. For various delightful reasons, all to be explained in the text to follow, by 2010 the railway had acquired five of these ideal steam locomotives. It was quite clear from the work that had gone on in preparation for the Public Inquiry that the minimum number to have ought to be five, but then no one knew that favourable circumstance would bring NGG 16 nos 87, 109 and 140 to the WHR. The WHR does do a lot of inspiring, it really is Garratt country and in parts is like the High Veldt, with rain. This was now said to be the end for NGG16s, 170

except that it doesn’t look as though it is. If anyone has got one, and they would like it to run, then the choice is limited - so, who knows, more may arrive.

K1, the first Garratt, owned by the FR Co. simply had to put in an appearance on this massive stage that was now becoming available. The story is told next of her acquisition and restoration. However the story does not end there. The extremely tough and powerful 2-8-2 African tender engines, the Kalaharis are also in on the scene. Built in 1953, NG15 Class 133 and 134 also come from Belgium (like NGG No. 87). They are fitted with a Krauss-Hlemholtz truck between the pony truck and the leading driving axle, where displacement of one, displaces the other to permit the eight coupled wheels to traverse sharper curves. This is handy, and they are said to be the equivalent of 75% of a Garratt in power output. No. 134 is under overhaul, but with the main effort going into Garratts, it may be a while yet before we see a Kalahari at work.

The other expressed wish is a powerful diesel locomotive. Funkeys have proved to be invaluable. So much so that it is clear that a unit of more than 500hp is needed.

A SAR Class 91 would be ideal, except that they are cut down metre gauge locomotives and as a result are gigantic. WHR is nothing if not inventive, a bigger diesel is sought, either buy in or to build, so the right thing to do is to ‘watch this space’.

K1 - the first Garratt

So you never knew that K1 did a secret trip up the FR to Blaenau in works grey with the ‘green set’? Wickedly, to confuse, there was a quick sunny morning trip up to Minffordd with the carriages and Conway Castle. Then a bit of manoeuvring to set it all up, and after some work in Adobe Photoshop, designed to confuse. Effective though?

K1 The First Garratt

Herbert Garratt was a bit of an artist, he sketched out an articulated locomotive design that came to him whilst observing the transit of a bogie wagon through points. He showed this to directors of Beyer, Peacock in 1907 and got instant interest from locomotive builders and exporters who were searching for any design that would offer them superiority over competitors. Tasmanian Government Railways were going to get a mallet design for their 2ft gauge, 17 mile, North East Dundas Tramway from Zeehan to Williamsford. The route was tough, with 1:25 gradients and 1½ chain radius (30m) curves. Garratt

designed K1, based on the mallet, and used the design in his patent application of 26th July 1907. He painted oil pictures of Garratts before any were ever built, and an 0-6-0+0-6-0 shows the cylinders on the outside ends. K1 and K2 were built in 1909 as compounds, the customer insisted. This may have been a throwback to the mallet design that the Garratt supplanted, but to shorten the receiver pipe between high and low pressure cylinders, they faced inwards. Future Garratts would be simple locomotives, (save for the 1925 built Burma GA Class) there were no more compounds, either across the cylinders or between the power units. Little fuss was made about this

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K1 - the first Garratt

Celebration time on 08.09.06 in bright afternoon sun at the Super-Power Weekend. KI is at Dinas, with a lineup of five coaches, the same as the Minffordd Weighbridge photo opposite - but this time for real! K1 can be thrashed up the railway and keep time with more cars than the Funkey - but this may not be good news for the old girl. She is cherished, and many want her to have a quiet life - but after all these years, she can do it!

revolutionary articulated design, probably because it took Beyers time to find out what the principle was capable of.

The tramway remained open until 1929. The locomotive was bought back by Beyer, Peacock in 1947. The loco that exists is a blend of K1 and K2, the boiler is apparently from K2, and the switch seems to have taken place whilst still in service. K1’s boiler apparently was sold to a sawmill, so there wasn’t much choice in the matter! Beyer, Peacock closed in 1966, although K1 was offered to the Narrow Gauge Railway Museum at Tywyn in 1961, but it could not be stored under cover, and that was not acceptable. Ffestiniog Railway Director Bill Broadbent, working

in Manchester, managed to pick up the K1 at a knockdown price in 1966 for £1,400 (£1k to buy, £400 to move). On the face of it this seems to have been a wonderful bargain, and there was much enthusiasm. However, internally one can see the writhings in the Society Magazine, that the purchase was a ‘venture of faith’ and that the ‘Company has not budgeted for such an expenditure and does not have the financial resources to meet an additional commitment of this magnitude’.

So the FR Co. Board were furious with Broadbent, and hoped the Society could pull the chestnut from the fire for them. They were in luck, as enthusiasm ran very high, Below: On 08.09.06 K1 outside the locoshed at Dinas being prepared for duty - the oiler is there, doing its work, the loco simmers quietly, gathering strength from the slowly rising steam pressure. She is still in non-solo mode, until someone paints out the yellow stripe, as she has now been ‘passed fit to run’.

Above: Not in any shape of the imagination does a front on view of a Garratt look pretty, and K1 started the trend! On the Super Power Weekend, 10.09.06 she lifts a light train through the site of Tryfan Junction.

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Carriages - The strategy

Chapter 10 Carriages 1995 - 2010

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arriages are so frequently the forgotten arm if they could not. The wiser councils of the two Michaels of heritage railways. There’s a branch of the prevailed, and a longer, wider design was chosen. This ‘sporties’ amongst us who appear to believe that was wiser as the extra room meant that interlocked knees comfort rots the mind and weakens purpose. When com- with one’s neighbour no longer demanded permission for bined with the unreconstructed heritage believer, this ac- any movement of the legs! Likewise, the relaxed internal counts for those railways that proudly offer today’s ride in width just offered that extra inch or so to support the a rattly vehicle with slatted wooden seats. Unfortunately overhanging ‘cheek’. This is most important - so importhe British are by and large polite about this. We used to tant that the FR carriage builders have been stretching the squeeze eight large, elderly ladies from coach tours into envelope on the FR, to achieve similar improved standards one of the compartments of a vintage coach. I think they of comfort - and with the rebuild of Car 103, they have had to take it in turns to breathe - the British standard been successful at last. As it has turned out, WHR carframe has undergone expansion during the last 60 years. riages are at the extreme of the FR loading gauge - they People are larger today than Quarrymen were in the days can get up most of the line with a squeeze. This cannot of yore. We heard the message loud and clear on the be permitted in traffic, as they do not fit the kinematic enFR, when the keensies, who had assembled a train of un- velope on the Ffestiniog Railway. Policy indeed assumed rivalled historic accuracy that through trains will be and elegance, placed it run, but this has resolved in normal service. Eveitself to using FR stock. ryone was surprised by The interesting outcome the reaction of the pubwill be that new FR stock lic - who far from being will now offer the same enraptured, complained comfort levels as WHR that they wanted to go carriages. Those FR kinin those carriages with ematic dimensions are shy toilet and buffet car. This of permitting WHR carwas the problem of satriages to travel up the line isfying the wider market. by only a few centimetres, There were people who and that in a handful of sat in open carriages places. Unfortunately, one during gale force winds of those places is Garnedd and horizontal rains, Tunnel. A million tons of wrapped in anoraks and FR No 18, elegant carriage, impeccable Victorian pedigree, fabulous to look rock above militate against waterproofs, whilst cross- at - but not to ride in at 8 per compartment, and with no access to services. the remedial works needed ing the spray-blasted Cob to pass all stock. Indeed with evident glee. There were a small number of vintage the matter is not pressing, so that chimerical named train enthusiasts, who gloried in a train consist with no vehicle The Snowdonian must run with FR stock until a miracle newer than 1880. The majority though, plainly looked for can be wrought. Garratts of course are out of the quescomfort. This was the main talking factor when Mikes tion - they are simply too big to fit. It seems the Ffestiniog Hart and Schumann were deliberating with the FR Gen- is highly unlikely to have its individuality eroded - the living eral Manager in 1995, setting plans for the future. The key rock is its guardian! question was whether to make all the new build of coachStrategic thinking indicated early that the new railway es capable of traversing Blaenau to Caernarfon through- would only work if we all thought ‘big’. Thus the proposal out, or should the WHR carriages be confined to the for 15 car trains hauled by Garratts. Service experience WHR, so that they could take full advantage of the more has tended to make this a lesser figure, but the reason generous loading gauge on the NWNG? At the time, I for all those business plans at the Inquiries, showing the was clear in my views that all carriages should be capable movement of large numbers of people, sprang from these of running on both railways - fearing operational disaster thoughts. It was known in 1995 that we needed some 40 201

Bodysgallen - the Pullman Car

The concept in design and build for this carriage followed the same innovative design concept as for the more humble saloons also built by Winson Engineering. The 13m underframe supports a 2052mm wide body, allowing seating for 20 people, arranged 1+1 in loose seats. Marvellous!

carriages to do the job - and it was clear then that at least four types were required: Observation, guard/catering, saloon and open saloon. Such an undertaking needed some bold designs, but one which my spare moments on the computer produced was for a Pullman. This was a pipe dream indeed, and hardly fitted the requirement for a hard working, high earning tourist railway, but it showed the areas to which our minds were going. The idea glowed in the dark from the statement it made to all the detractors, the critics and the way it faced down the strife we had all had to bear. After I had departed the scene in 1996, the Pullman concept, as a grand vehicle for delighting and en-

Above: Inside Car 2115 Bodysgallen, the surfaces covered with fabric deaden the noise, so one glides along. Individual chairs were purpose built for this carriages and no expense was spared.

The GWR designed an excellent hard wearing moquette that it used to cover its carriage seats known as Fruit Bowl. This can still be bought from a manufacturer who kept the original loom pattern, so the interior looks wonderfully ‘retro’, complete with polished wood and marquetry panel decorations. It is lovely.

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tertaining visiting dignitarios, as well as enchanting those who took comfort in scenic excursions really seriously, came to the fore. The reason we have it is due to the generosity of the one who funded it. Implementing the concept offered a few problems to be overcome. The ‘as built’ interior included plastic panels. Boston Lodge was requested to upgrade the vehicle at little cost. Fortunately the solution was to use some walnut veneered panels that had already been donated by the sponsor. These were decorated by inlaid, laser cut veneer which looks very nice indeed. Beautiful little armchairs were bought for the interior; they are very comfortable to sit in, and the big win-

Below: Car 2115 is named after the fabulous Bodysgallen Hall, near Llandudno, built on the site of the fifth century AD stronghold of Cadwallon Lawhir, King of Gwynedd, and now a superb hotel. This comfortable carriage has allowed the WHR to receive its patrons in style. This was indeed necessary when the enterprise was trying hard to raise funds and to convince everyone of its clear intent to build back to Porthmadog. In service it offers the first class fare paying passenger the real extra luxury they are looking for - and it is very popular.

The carriage list WHR Carriages - the modern fleet 1997-2009 No.

Date

Builder

Type

Seats

Notes

2010

2008

FR Co Boston Lodge

Service Car

0

A car with a kitchen, guard’s compartment, toilet - fitted with a generator

2020

1997

Winson Engineering

Semi-open

36

In the first rake for Caernarfon - Dinas

2021

2002

Alan Keef

Semi-open

36

It was clear that the demand for these vehicles is high - being corridor connected they are ‘discretionary’ - a good thing

2022

2002

Alan Keef

Semi-open

36

2040

1997

Winson Engineering

Saloon

36

2041

1997

Winson Engineering

Saloon

36

2042

1997

Winson Engineering

Saloon

36

2043

2007*

FR Co Boston Lodge

Saloon

36

2044

2007*

FR Co Boston Lodge

Saloon

36

2045

2007*

FR Co Boston Lodge

Saloon

36

*Conditions of a Visit Wales Grant required all three vehicles to be delivered in 6 months - this was done with hired help - quite an achievement for a small organisation- phew!

2060

2008

FR Co Boston Lodge

Saloon

36

Romanian carriage formerly of CFR - see text for description

2090

1997

Winson Engineering

Guard/saloon

22

Fitted with wide door for wheelchairs, a guard’s compartment and a loo

2100

2009

FR Co Boston Lodge

Pullman observation

20

The magnificent Glaslyn, named by HM The Queen

The first of the double-door cars for easier disabled access

2115

1998

Winson Engineering

Pullman Saloon

20

The Bodysgallen Pullman saloon, the pioneer 2ft gauge Pullman

23

1894

Ashbury

NWNG Summer coach

56

Coach 23 passed to the FR when the WHR closed, it’s roof was lowered to fit the FR. After much refurbishment and rebuilding it found its way back to the WHR in 2002, it is generally in service on WHR but visits the FR too

24

2002

FR Co Boston Lodge

NWNG Summer coach

56

Coach 24 was built in 2002 as a replica NWNG car by those who should have known better - but fortunately did not. This glorious, cramped little vehicle in NWNG livery acts as a valuable space supplement on trains, and runs opposite No 23

Notes: There are not enough carriages for the traffic demand, which sees surges from the opening of each new frontier, like Beddgelert, Hafody-llyn and Pont Croesor, and the effect of events, like the visit of HM The Queen in April 2010. As soon as the track was laid over the Cambrian Coast line, and connected to Harbour Station, stock exchanges became possible at nominated intervals. Thus FR carriages on the WHR are subject to more frequent changes. During the summer of 2009, FR carriages 119 and 120 supplemented the WHR fleet.

Ffestiniog watch out! It’s views like these that the people want to travel on the WHR for. It’s a railway where look up and look down are both impressive, with mighty vistas everywhere to be seen. Large, comfortable carriages are just what’s needed in this game.

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