Ffestiniog and Welsh Highland Railways

I recently had the pleasure of spending a day visiting the Ffestiniog and Welsh Highland Railways.

During my visit I was able to experience many aspects of these magnificent Railways at close quarters.

I came away at the end of the day with a fulfilled feeling of having travelled on two of the most impressive rail journeys to be found anywhere in the world.

Being a professional Engineer I naturally cast a critical eye over all I observed.

I can report that during this visit I saw an organization that is extremely well run with competent, well trained and friendly staff.

From an Engineering stand point I found civil engineering works of a very high standard whilst the motive power and rolling stock are maintained to the highest standard.

I would like to congratulate the hard working individuals who run these iconic railways and publically thank them for a memorable day in scenic North Wales!




Graham Lee
Chairman
Hunslet Engine Company

 

Magnificent railways aren't they?
Incidentally, can you confirm that your company has been asked to supply the WHR with a high powered diesel locomotive?

 

I must echo Mr Lee's comments. I have travelled on the Ffestiniog many times since the late fifties and, a couple of years ago, I had the pleasure of driving both Earl of Merioneth and Blanche over the line - a wonderful experience. I have also been lucky enough to drive the Welsh Highland a couple of times, the third time being yesterday, when I drove No. 87 from Dinas to Pont Croesor and back, achieving several lifetime ambitions during the day. It was all outstanding, but the climb from Beddgelert to the summit, with the engine in 55% and the regulator fully open was amongst the best footplate experiences of my life - and I've had a lot. I cannot recommend either line highly enough. The scenery, the footplate work and the whole experience are just stunning. If you haven't been, go at the earliest opportunity, if you have, you won't need any encouragement to return.

Regards,

jtx

 

A-ha, so this will be you then jtx..!

 

Two cracking railways, i've always enjoyed every trip i've had on them since I was a little lad!

One question, why on both railway's do the trains run up the opposite lines in Stations to say the national network?

 

...because, as the Oldest Independent Railway Company in the World, we're not part of the national network!

 

Lol, I know that. I just wondered why it was different to everywhere I'd seen, and just wondered if it was some operational reason.

 

Well, if you're looking for an operational reason - it could have something to do with that fact that that's the way the points point... :evil:

Seriously though - before there were such things as 'national' standards each railway company was free to construct and operate its line as it saw fit. We're simply following long established Festiniog Railway Co practice (that'll be 178 years established...) and as an independent company there has never been a reason - or regulation - to cause us to alter our ways...

...and, conversely, there's nothing to stop us changing our ways if we want to - although resultant 'new works' have to be inspected and approved by the usual regulatory bodies...

 

Thanks for the reply Roger, I wasn't been pedantic I was just querying something I'd wondered about when I was down there the other week.

 

Recently the roads at Tanygrisiau have been changed over

 

Not a problem - thing is I don't think there's really a logical, sensible explanation other than 'that's the way it is'...

Of course - just to confuse the situation - the post-preservation period has introduced anomalies along the way as (at various times) Minffordd, Tan-y-Bwlch and (as idriverussell has just pointed out) Tanygrisiau have all had left-hand running loops!

:doh:

 

It is interesting. Were they right handed pre steam? You would expect that a horse drawn railway would have left hand points so that a right handed driver could comfortably lead the horse whilst walking to its left. Perhaps that is why we in the UK, as pioneers who had horse drawn railways, drive on the left.

Goes off to look at piccies of old tramroads.

 

My understanding is that the right-hand roads at Minffordd and Tan-y-bwlch were used for the benefit of gravity trains.

Minffordd: Most down (loaded) gravity trains would head for the yard rather than Porthmadog. The only direct access to the yard for a down train was from the right-hand road, with access also available to the main line to Porthmadog. This forced up trains from Port in to the other side of the loop. Up departures from the yard worked wrong-road through the down loop.

Tan-y-bwlch: Putting down gravity trains in to the right-hand road gave them a larger radius curve to negotiate, so smoothing their journey. The turn in to the left-hand loop is a bit sharp but is fine for departing up trains.

 

Guilty as charged, Roger. And thank you very much for the superb photo, which mine genial host sent via his Blackberry. I have downloaded it as my desktop wallpaper and I intend to have it framed, as soon as I can work out how to reduce it in size, as it is about 4.5 mb and I know bu88er-all about photo-processing.

Incidentally, on the Severn Valley, regardless of technical competence, or excellence, that would be known as a "Spot - the - p*llock shot!"

 

I think Taliesin is right hand drive whereas the double fairlies and the Englands are left. Apologies if I am wromg but is there a specific reason behind that arising or is it just another case of that is the way it is?

 

Yep, you're correct - 'Taliesin' is right hand drive and it's another case of "that's the way it is"... or "that's the way the original was designed"..!

 

Whilst making no practical addition to the discussion, I have always been intrieged by Linda, Blanche and Mountineer (The ALCo one) all being built right hand drive and converted to left hand drive at Boston Lodge, when years later Tal, Lyd and the SAR locos are all prefectly acceptable in this form.

 

Had a highly enjoyable journey yesterday on the WHR and it was my first trip over the new extension to Pont Croeser. Being able to join the train there makes it very much easier for us guys from the south of the Principality and judging by the crowds out of the booking office many others agree! It also means that the gradients around Beddgelert are first up. Our loco for the day was number 87 & what an umpressive beast this is. The thrash from this engine was up there with the best i've ever experienced on any mainline or preserved line. The only time i've been close is 76079 struggling with an 8 coach load on the NYMR and 70013 accelerating 12 coaches from a 20 mph slack at Tebay and reaching 55mph at the bottom of shap earlier this year, that was loud! Number 87's battle with the reverse bends and adhesion was a fascinating contest, with full regulator at times it almost seemed to be in a constant slip, with us below walking pace on the approach to Beddgelert and me convinced we were going to stall, as we crept into the station.
The scenery on this line is breathtaking and couldn't have been more different to when we travelled last year in torrential rain. On the return we were delayed by 20 mins as the other train had hit problems. This however gave opportunity for the loco to show another string to it's bow, brisk running. If there was any criticism last year it was that much of the line is engineered in such a way that caution and speed restrictions were very necessary and the journey seemed to drag inplaces. The new line beyond Hafod Y llyn is very different and doesn't have any such issues and lived up to it's reputation as the racing stretch. Number 87 flew and by our return to Pont Croeser we were just 5 mins down, a tremendous achievement.
This is an incredible line with awesome engineering and every inch a Great Railway Journey, visit and be inspired!
Incidently, while i'm sure the train seemed a lot quicker than it actually was, what sort of speeds did these locos used to achieve in every day South African service? No.87 seems a very free running machine and hugely impressive.

 

As far as the ngg 16s I think they were said to have hit 40mph in South Africa. The section past hafod-y-llyn is quicker (I remember working on the track there last winter) as it aimed to do Caernarfon to Pont Croesor in the same time it took last year to do Caernarfon to Hafod-Y-Llyn. There was a detailed guide that showed the linespeeds of the WHR route then but I dont know know if an up to date one has been published since work was done on Phase 3 a year or so ago.

Regards
Duncan