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The Welsh Highland Railway (WHR) is a Narrow Gauge Heritage Railway in Wales . It achieved fame not just because of its spectacular scenery, but also because it was one of the greatest white elephant schemes of British industrial history. The line ran from Dinas near Caernarfon to Porthmadog , with a branch line to Bryngwyn and the slate quarries at Moel Tryfan. The railway was not a commercial success and went into Receivership in 1927. The service continued, operated by the Ffestiniog Railway Company from 1934 until that company closed it in 1936 . After only fourteen years of operation the longest narrow gauge railway in Wales closed, and the tracks were lifted during scrap collections in World War II . The restored line is known as both ''Rheilffordd Ucheldir Cymru'' and ''Rheilffordd Eryri'' in Welsh . ''Rheilffordd Ucheldir Cymru'' has been used since 1980 by the group restoring the Porthmadog end of the line. ''Rheilffordd Eryri'' - literally ''Snowdonia Railway'' - is a brand name used by the Caernarfon end. The original Welsh Highland never had an official Welsh translation of its name, despite running through the heartland of the Welsh language. Locals tended to refer to it by informal names such as ''y lein bach Beddgelert'' (the little Beddgelert railway). HISTORY The Welsh Highland Railway was formed in 1922 from the merger of two companies - the North Wales Narrow Gauge Railway and the Portmadoc, Beddgelert And South Snowdon Railway (successor to the Croesor Tramway ). The North Wales Narrow Gauge Railway (NWNGR), originally built a 2 foot gauge line from a junction with the standard gauge London And North Western Railway line at Dinas to Snowdon Ranger, opening 1877 , which was extended to South Snowdon in 1881 . This closed to passengers in 1916, but goods traffic continued up to its absorption by the WHR in 1922. Meanwhile, various companies had gained powers to build from Porthmadog to Beddgelert, and some works had been built. The railway received grants from Carnarvonshire County Council in the hope that it would help regenerate the area's economy and keep struggling quarries open. When these hopes were dashed, the railway turned to another market; tourism. In this respect the Welsh Highland was - perhaps - too early. The owners tried to attract visitors by opening the first narrow gauge buffet car, and by painting their carriages bright colours, including yellow and blue. Sadly, their bright ideas did not work, simply because the tourist industry was in its early days, and there just were not enough visitors around to make the railway pay, especially during the Depression. The Welsh Highland Railway closed in 1937, but despite its short life, it had left its mark not only on the local community, but also in the hearts of many around the world. See also History of the Welsh Highland Railway Original Locomotives Two locomotives were inherited from the predecessor companies: ''Moel Tryfan'' and ''Russell''. When these proved insufficient, Baldwin ''590'' was acquired by H.F. Stephens and several Ffestiniog Railway locomotives saw regular use on the WHR during its period of joint ownership. RESTORATION Groundwork The project to restore the Welsh Highland began in 1961 , when a group of enthusiasts formed the Welsh Highland Railway Society with the aim of restoring part or all of the railway. The society formed a limited company to operate the railway, this company is now called the Welsh Highland Railway Limited (WHRL), also known as Welsh Highland Railway (Porthmadog). By 1980, they had succeeded in opening a short length of line at Porthmadog , forming the railway's southern terminus. This railway is laid on a former standard gauge spur from the Cambrian Railways , originally intended as the start of a railway to Beddgelert . In 1987 WHRL completed the restoration of the original line's only surviving steam locomotive Russell . This engine's complex history has been the subject of several books, and it is one of the most famous narrow gauge locomotives in the world. In order to begin the restoration of the original line, the WHRL needed to gain access to the trackbed of the original railway. This was still owned by the original company, but its legal status was complicated (not helped by death of all its directors, officers and even shareholders, the destruction of its registered address, and finally the death of the company's receiver). One of the many problems was that shares could not change ownership fully, as the company had to be informed of all such changes, before they were completed. One of the remaining shareholders in the original company was Gwynedd Council, the successor to Caernarfonshire County Council, which had run up debts maintaining the railway's structures since closure. In the late 1980s WHRL and Gwynedd Council began a project to gain joint legal control of the trackbed and to begin rebuilding the railway in stages. The scheme involved Gwynedd Council receiving ownership for a nominal sum (it was still owed a lot of money), and then leasing it back to the new company. Controversy and Complication The involvement of the Ffestiniog Railway (FR) in the future of the Welsh Highland was first revealed in 1990, and came as a shock to many in the UK railway preservation community. Much negative publicity was generated for the Ffestiniog when leaked correspondence suggested that its sole aim was to block the development of a rival. The Ffestiniog's bid remains controversial even today. The first attempt by the FR was to buy the trackbed, and then give it to Gwynedd County Council, provided it was never used as a railway. (This was revealed in leaked documents in the first public enquiry {Link without Title} ) A group called Trackbed Consolidation Limited (TCL) had also formed in 1983 with the objective of reviving the original WHR company - which still owned the operating rights to the railway. TCL approached the board of Ffestiniog Railway and proposed a project for restoring the railway. Thus the second attempt was to try any acquire a majority of the shares, however this was ruled 'wholly misconceived' by the high court. The third attempt, at the suggestion of the court, was for the FR Trust to apply for a 'Light Railway Transfer Order'. By the early 1990s the situation had reached a public enquiry at which an inspector was faced with two options: the partnership between the WHRL and Gwynedd Council, and the proposal led by the Ffestiniog Railway. The inspector chose the first option, but the then Transport Minister, John MacGregor , over-ruled the decision (on the day he resigned), in favour of the FR, mainly on the grounds that the Ffestiniog scheme would not involve a public body. After the overturning of the first public enquiry, the FR Trust formed a subsidiary company called the Welsh Highland Light Railway, also known as the WHR (C), to rebuild the railway. This second section of the revived Welsh Highland, between Caernarfon & Dinas, was opened in 1997. In 1998 the FR applied for a Transport and Works order in order to complete the railway from Dinas to Porthmadog. The WHRL - the original revival company - agreed to withdraw its objection in return for a role in the rebuilding project. The agreement 1998 agreement was signed in 1998, and meant the FR would begin rebuilding from the north end of the line and the WHRL would expand its railway from the south onto the original WHR trackbed for the first time. But before the rebuilding could go ahead, a second public enquiry had to take place. Again the inspector found against the proposal, and was overturned by the Deputy Prime Minister, just before such powers were transferred to the new Welsh Assembly Government. Since then several sections of the WHR have been opened, and more work is continuing, as described below. The completed railway on its original course will be owned by the FR. The Porthmadog (WHR) to Pen-y-Mount section remains the property of the WHRL. WHRL will have operating rights allowing it to run its heritage trains north from its terminus at Porthmadog, and the FR will have similar rights to run into the Porthmadog (WHR) terminus. Two Welsh Highland Railways The Ffestiniog Railway set about rebuilding the line. With the aid of grants from the Millennium Commission, and the European Union, it started construction from the northern end, with the result that today there are two parts of the Welsh Highland Railway open, one in Porthmadog (which opened in 1980) and one for twelve miles out of Caernarfon (which opened from 1997 to 2003). The Ffestiniog Railway's "Welsh Highland Railway (Caernarfon)" opened the first stretch of line on the abandoned standard gauge trackbed between Caernarfon and Dinas in 1997 , and sections of the original narrow gauge route opened between Dinas and Waunfawr in 2000 and between Waunfawr and Rhyd Ddu in 2003 . Trains are hauled by Garratt type steam Locomotive s, built in Manchester but having worked in South Africa and Tasmania. The Caernarfon end of the line is now 13 miles long, constructed with the help of a grant from the Millennium Commission. It was inaugurated by a visit from HRH Prince Charles in June 2003 . Funding for Phase Four, the final section of the line, was announced in September 2004 , thanks to a package of grants from the European Regional Development Fund, the Welsh Assembly Government and private donations. In October 2005 , volunteers of the WHRL laid the first lengths of track of phase four at the present southern terminus of Pen-y-Mount. At the Porthmadog end, the WHRL's line, known as the "Welsh Highland Railway (Porthmadog)" continues to develop the heritage atmosphere of the old railway. Original locomotives and stock are being restored to a high standard. The WHRL has received much acclaim for the interactive tour of the sheds, which all passengers get as part of their train ride. In 2005, the WHRL celebrated 25 years since the rebirth of the Welsh Highland with increased passenger numbers, and the entry into service of a second original Welsh Highland carriage. Obstruction and Objections A minority of local residents protested against the rebuilding of the Welsh Highland Railway. Their reasoning was usually along the lines that the railway would bring unwanted tourists and be unsightly. This was humorously similar to the original objections in the 19th century that some people had against the constuction of the railways. Some residents in the village of Beddgelert object to the railway because they fear it will bring increased road traffic to the tourist village. For this reason the Snowdonia National Park authority has stipulated that trains should not terminate in the park except at Rhyd Ddu. Also, to maintain positive relations with the village, the railway company will not provide a car park at Beddgelert station and there will be no direct road access to the station. Access will be via a public footpath from the central car park. Other objections to the railway have included:
One local resident near Plas-y-Nant, upon hearing that the construction of the railway was to go ahead, tipped a large mound of spoil and scrap on to the original alignment. This was easily removed however. When the railway station at Rhyd Ddu was being completed, vandals used spray paint on a container to spell out "Dim WHR" (No WHR). This container was used as a shed for a small locomotive used during construction. Slightly more worryingly, the day before the visit of HRH Prince Charles to Rhyd Ddu, when a test train was being run to ensure smooth operation the next day, a football-sized rock was found placed on the track. Fortunately this was spotted, the train stopped and the rock removed. As is the case with many major projects, those who support the scheme are content to let construction take place. Those opposed to it are more vocal than the majority who would like to see the railway completed. LOCOMOTIVES WHR Porthmadog See all Welsh Highland Railway Stock WHR Caernarfon STATIONS WHR Caernarfon
WHR Porthmadog THE FUTURE At the southern end of the line, the Welsh Highland Railway Limited is also making progress. Despite the setback at the public enquiry, it has formed a partnership with the Ffestiniog Railway, enshrined in the 1998 agreement , and is now helping the restoration by building northwards from its current terminus at Pen-y-Mount towards Pont Croesor, at the Porthmadog end, See The Pont Croesor Extension The Welsh Highland Railway Limited has concentrated on the heritage and educational side of the project, developing a successful museum attraction alsonside the railway in Porthmadog, where it owns the only original steam engine from the railway, and three out of the four surviving original coaches. It is planned to open the through route from Caernarfon to Porthmadog around 2009. ROUTE NWNGR Section: Dinas - Tryfan Junction - Waenfawr - Bettws Garmon - Snowdon Ranger - South Snowdon (approx. 9 miles). PBSSR South Snowdon - Beddgelert - Croesor Junction - Portmadoc New (approx. 11 miles). The line was never completed as planned in 1904-08. The PBSSR line was to have been electrically worked and to run from Croesor Junction to Beddgelert and then up Nant Gwynant as far as Llyn Gwynant, near to the new power station at Cwm Dyli built by the parent North Wales Power and Traction Co. However, as the North Wales Narrow Gauge Railway had taken powers to build from Rhyd Ddu (or 'Snowdon') to Beddgelert, the two companies decided to join their railways at Beddgelert, which left a legacy of sharp curves and uncomfortably steep gradients of 1 in 28 around the junction. The line was modified to a gradient of 1 in 40 and completed by the Welsh Highland Railway in 1923. SEE ALSO
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