File:1979-06 Railway Magazine 276-277.jpg

Summary[edit]

FIRST STEP TO PONT CROESOR

BRYAN SHEAR, PUBLICITY MANAGER OF THE WELSH HIGHLAND LIGHT RAILWAY (1964) LIMITED, TELLS OF THE FRUITION OF SEVENTEEN YEARS HARD BARGAINING

IN 1961 the Welsh Highland Society was formed by a group of people dedicated to the restoration of probably the finest scenic route in North Wales. Although they were destined to suffer many years of disappointments in the entwining jungle of legal difficulties, in little over a year from its inception the society had organised itself and was within a fortnight of signing for the trackbed when the liquidator died.

The society was re-organised in 1964 as the Welsh Highland Light Railway (1964) Limited, but a millionaire, a Mr. Green, appeared, who outbid the company for the trackbed and the company was forced to take a back seat, so all resources were diverted into the restoration of the former Welsh Highland Hunslet 2-6-2 tank locomotive Russell, for which a new boiler at a cost of over £3,000 was ordered.

In 1967 an Official Receiver was appointed and, after numerous objections from Caernarvon County Council, Mr. Green completely withdrew in 1969. However, it was not until July 2, 1971, that a meeting with the company and council officials took place. Later that year the company acceded to all demands from the council, but still no consent to the trackbed sale was forthcoming. In 1972 a Heads of Agreement was drawn up between the company and council officers but it was rejected by the full council.

However, in the meantime the former British Railways transhipment sidings, the “Beddgelert Sidings”, at Porthmadog were offered to the company, and occupation was granted in 1973, equipment and track was moved in, and in an effort to stimulate the newly-formed Gwynedd County Council, track was laid and an Orenstein & Koppel 0-6-0 well-tank, Pedemoura, was brought onto the site. This seemed to have the desired effect, because early in 1975 the county council informed the company that it would back a proposal to re-open a northern section of line, and on September 26 a meeting was held between company and council officials and the National Parks Committee.

Reasons given for their proposals were that another tourist railway at Porthmadog would ruin the Festiniog Railway, and that we were in an undesirable position and had poor road access, but the council officials suggested a section from near Tryfan Junction to Rhyd-Ddu as our new route. On recollection, it was remembered that Waunfawr bridge was to be flattened: but these problems were ironed-out and we were left with the possibility of running into Caernarvon along the old Afon Wen branch. This was the major factor that led to the members voting overwhelmingly for the move.

Meanwhile, maintenance work was carried on at Beddgelert Sidings and also at Gelerts Farm, purchased in 1974, which was being turned into workshops and volunteers’ accommodation. Track had been laid from Porthmadog to the Gelerts Farm turnout, and by 1975 the company’s assets had grown to more than £50,000.

During 1976 negotiations with the county council proceeded no further and it was decided to extend work at Beddgelert Sidings. Track was laid to the sidings limits at Pen-y-Mount, where a run-round loop was installed, and in 1977 Major Olver of the Railway Inspectorate, Department of Transport, paid an informal visit to the site and made several recommendations which have been or are being carried out.

In early 1978 a Job Creation Scheme was approved, under which work carried out at Beddgelert Sidings included new access and paving; car park for up to 35 cars; foundation for permanent station building and construction of platforms; connection of sewers from Gelerts Farm; renewal of fencing; and provision of temporary accommodation for volunteers.

Then, in early March, the county council agreed in principle to the re-opening of the Welsh Highland from Porthmadog to a point north of Beddgelert, in apparent replacement of the Tryfan Junction—Rhyd-Ddu scheme, and at last half a battle had been won.

Work now restarted in earnest at Beddgelert Sidings. Track which had been lifted between the station and Gelerts Farm to enable the sewers to be laid was relaid, and final levelling and ballasting is now taking place in preparation to operate a token service in 1979. The token service will be a great achievement in itself: it will enable the company to iron-out initial running problems, and to train staff in all aspects of operation in readiness for further extensions.

The company must now prove its viability to the county council before assent is given to the sale of the trackbed, so Beddgelert Sidings must be operated in an efficient and profitable manner. Also, we must raise the finance to purchase the trackbed, clear and relay it and we must be able to convince the council that we will have the finance, manpower and knowhow to operate any further extensions of track.

Already, plans are well advanced for stage two of the restoration scheme, the purchase, clearing and relaying from Pen-y-Mount to Pont Croesor, a distance of two miles; there are no major obstacles, and in most places the original trackbed is in perfect condition, with the old ballast and sleeper marks still in place. However, at Pont Croesor is the one major engineering obstacle, a long span bridge over the Afon Glaslyn.

Following a public enquiry, the WHR will be included in the District Plan as far as the limit of this plan at Pont Croesor. Beyond there, it is suggested that planning permission would not be needed as the original railway Acts would apply. The Light Railway Order for operation between Porthmadog and Pen-y-Mount has been applied for and a final inspection by Major Olver of the Railway Inspectorate is expected in July. Provided his report is favourable, this would mean that train services could begin in August.

Fund-raising ideas are in full swing, and several track-lifting jobs from industrial users have provided very welcome finances and equipment. However, to further its aims the company desperately needs volunteer labour to work on its Beddgelert Sidings complex and also to take part in the area group activities, and until it can show the council that it has sufficient resources in finance and manpower, it can only plan for the future.

It must be admitted that over the past 17 years the company has had its troubles: in fact in Wild Wales the efforts of the Welsh Highland can be compared with the Wild West, the railroad men being harried on all sides, but the ultimate reward of restoring a railway that closed in 1936 is well in sight.

The original Welsh Highland Railway locomotive Russell is back home; other locomotives, Karen, Pedemoura and Gertrude are being restored, the first and last of these being a Peckett 0-4-2 tank from South Africa and a Barclay 0-6-0 tank from Kneb-worth Park, respectively; while Ruston diesel Kinnerley is virtually ready to commence initial services and another is being overhauled, carriages have been built, wagons obtained and everything needed to start operations is now at Beddgelert Sidings.

Initial internal bickering has gone and the members of the company are united as never before, so the future has never looked brighter for the Welsh Highland Railway to again become one of the most picturesque and attractive little railways in the world. Further details of the WHR can be obtained from the company at Gelerts Farm, Madoc Street West, Porthmadog, Gwynedd.