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THE FESTINIOG RAILWAY 1959 THIS YEAR the third annual Festiniog Railway Special was run on Saturday, 18th April, and in deference to 1959, being the centenary year of the death of Brunei, the practice of running the train throughout with outside-frame 4-4-0’s was discontinued, and “Castle” class 5069 Isambard Kingdom Brunel took over the duties hitherto performed by City of Truro. However, between Ruabon and Minffordd, and Minffordd and Shrewsbury on the return journey, the train was double headed by “Dukedogs.” This time the engines in question were 9004 headed by 9018, and there will hardly be a more stirring sight on British Railways in < 1959, than the wonderful spectacle of these two fine old “outside swingers” as they battled through the rugged grandeur of the Welsh mountains. To be truthful, the “Dukedogs” are not really old engines, but they are the last lineal descendants of the great tradition of William Dean, and unique as the last outside-frame passenger engines still at work in this country.

Late the same evening as Prince took her last train of the day up to Minffordd across The Cob, far away in the velvet darkness of the Glaslyn Estuary the same two engines could be seen again, the distant glow of their open fireboxes glimmering like will-o’-the-wisps as they moved beneath the shadowy crests of Snowdon and Moelwyn Mawr. Small wonder that half the people here still talk with alarming frankness of witches and wizards; the mountains alone would bewitch anyone; but when in addition one travels on a moonlight night in the locked compartment of a nonegenarian four-wheel carriage hauled by a near century-old locomotive on tracks no wider than a silver ribbon, reality fades into a world of fantasy, and one is apt to wonder whether the beer in Portmadoc is really as weak as it tasted ! Perhaps the correspondent of ‘Engineering’ in 1869 had some such similar experience . . . since he went back to London and wrote that the Festiniog “is the most wonderful railway in the Kingdom.” Personally, although writing some 90 years on, I think that he was absolutely right!

For one thing, what other railway in this country has inspired a group of enthusiasts to undertake a task of such magnitude; and one which the majority of informed opinion declared to be impossible? Nowadays, when the Festiniog is once again a going concern, it is too easily forgotten that at the time when the Society was formed the railway had already lain derelict for five years. That alone posed an immense problem which was only matched by the tremendous legal obstacles which took another three years to solve, so that eventually eight years of dereliction had to be put right before a wheel could turn. To this must be added the very nature of the railway . . . a 13¾ mile line built to first - class standards through an extremely difficult terrain, and involving quite a number of heavy engineering works. In short, it was not a railway that could be run by half measures, or indeed any measures that fell short of the exacting standards which were envisaged when it was first constructed. To have done otherwise would have meant disaster,

since 60-foot high viaducts, sharp curves, and precipitous mountain ledges are no place to indulge in amateur bungling. No wonder expert opinion regarded this venture as doomed to failure, but, in fact, what the experts did not realise was that many enthusiasts are men of considerable engineering experience and that they include quite a few professional railwaymen. Not surprisingly, the very nature of the challenge attracted many men of this type, and much of the rapid success which has followed can be attributed to the organised manner in which their skills have been used to the best advantage.

On the bread and butter side — passenger receipts have certainly exceeded expectations, so confirming the fact that a railway which combined such a wealth of history with such magnificent scenery, can, when properly managed, prove successful. In 1936 when the Welsh Highland folded up, and three years later when passenger traffic on the Festiniog was finally withdrawn, the position was very different. In those days there was no publicity as it is understood to-day. Money was less plentiful, and the general public had not developed anything like its present enthusiasm for antiquarian modes of transport. There is a right time and a right place for everything, and it is a fortunate thing that the revival of the Festiniog should occur at the very moment when fortune favoured it.

It may be recalled that the railway was first reopened across The Cob to Boston Lodge on 23rd July, 1955, and a further section followed in 1956 when the service reached Minffordd. By 1957 it was open to Penryhn, and a year later to Tan-y-Bwlch, and this year it was hoped to reach Ddualt. However, as a result of doubling the. route and train mileage last year, it became obvious that before going ahead with a further extension, it was expedient to make a number of improvements to cope with the increased volume of traffic. Extending a railway is rather like lengthening a front line, it requires not only more men and materials to maintain it, but it throws a strain on communications. “Dukedog” 9018 piloting 9004 on the F.R.S. special train, taking water at Barmouth.

Opposite. above: Special train about to leave Tan-y-bwlch hauled by Fairlie Taliesin. Below: Relief train from Tan-y-bwlch passing Boston Lodge.

The last 12 months then, has been a period of consolidation, and a magnificent effort to handle the sharp increase in traffic with very limited resources, whilst at the same time going ahead with a programme of works which would ensure that things will be easier this coining season. In spite of these difficulties, not a single train was cancelled during the 1958 season, and although in the peak period demands did at times outstrip the service, a total of over 60,000 passenger journeys was recorded, and receipts from this source rose to nearly £7,000—a figure more than double that of the preceding year.

In these circumstances maintenance work was far heavier than anything experienced hitherto, but this did not prevent the reconstruction programme from making very substantial progress, including quite a lot of work on the new section up to Ddualt. It is particularly pleasant to record also, that big improvements have been made at Boston Lodge works. The whole of the bottom yard has been relaid, and all the wagon tables have been removed. At the same time a new connection has been put in to give direct access for a third road into the erecting shop, and the engine inspection road has been provided with a run round loop to facilitate servicing. The new engine shed within the yard is now in regular use, and the old partly demolished carriage shed in Glan-y-Mor yard has been reconstructed as a C. & W. repair shop to replace the old shop at the rear of the works. The old engine shed up the line, which was used for a long time as a store for unserviceable rolling stock, now takes over a new role as the carriage shed, and the locomotives and vehicles formerly stored there have taken up residence in the former goods shed at Portmadoc.

Another improvement is at Tan-y-Bwlch, where the lengthy passing loop which was put in for slate trains has been relaid and shortened to a more convenient length. Less important, but perhaps more welcome, the stationmistress’s house at Tan-y-Bwlch is now open for refreshments, with the redoubtable Mrs. Jones, usually referred to as “ the lady in the Welsh costume,” ably presiding over the tea cups.

The shortage of passenger rolling stock is still the biggest headache, even though last season saw the re-entry into service of a further bogie coach and three of the pygmy four-wheel Birminghams. These incredibly low-slung vehicles are dated 1865 and whatever they lack in comfort is more than made up by the novelty of the longitudinal seating, and the queer sensation of travelling almost at rail level. At present a recently discovered Welsh Highland coach is undergoing renewal at the works, and it is expected that this will soon be joined by a survivor off the Lynton and Barnstaple which has been rescued from the obscurity of Snapper Halt in Devonshire.

Work on a third steam locomotive is now progressing rapidly, and most people will be glad that the choice between rebuilding the Peckett or renewing the Fairlie, Merddin Emrys, has been resolved in favour of the latter. It is hoped that she will be ready for service in July, and if this can be done it will allay the fears of the operating department as to what might happen if one of the two engines now in service should have a breakdown. Old engines—and these are really old engines—however well maintained, can never be relied on implicitly, and whilst there is a reserve of diesel power that could be drawn on in an emergency, it is felt that from a prestige point of view this would be unfortunate. With a second Fairlie in reserve such an exigency would not arise, and it is for this reason that the work on Merddin Emrys is now regarded as a priority.

As a result of the increased maintenance work imposed by the extension there is a need for more permanent staff, and the idea that these jobs should go to retired railwaymen will meet with the heartfelt approval of everyone. Latest recruit to the scheme is none other than Bill Hoole, whose exploits as a top link driver on the Eastern Region are second to none. His retirement from British Railways is due this summer, and thereafter he will work for the Festiniog. From an “A4 ” to a Fairlie is indeed a far cry, but after all, speed and performance are only relative factors, and a Fairlie can still put on a show that would thrill any engine-man. In giving this opportunity to such a fine railwayman, we feel that the F.R.S. is to be congratulated on performing a real public service, and in the course, of time we hope to see them do as much for other railwaymen who dread the enforced idleness of retirement.

The mainstay of all organised activities on behalf of the railway is, of course, still performed by the area groups. In 1958 these were Doncaster, Lancs. and Cheshire, London, Merseyside and Deeside, and Midland. A Leeds Group was formed on 21st January, of this year. Each group sends regular working parties to Portmadoc, usually by members own transport and sharing fuel costs. Regular week-end parties leave London at 10.30 p.m. on a Friday, and arrive back at 10.15 p.m. on Sunday. For the convenience of any readers who would like to assist in this work we append the address of the London organiser: Mr. M. Barradell, 15, Ashridge Gardens, Pinner, Middlesex.