The WHLR Ltd. has set up a small tamping team. During the week ending 17/11/02 they have been placing 'top up' ballast along section from Waunfawr to Betws Garmon and preparing the new tamper. Volunteers have also done some manual horizontal track alignment in preparation.

Apparently, the tamper has been tested to 4" of tilt without toppling over. However, the packing gangs were requested to pack the track up where one of the rails was more than an inch lower than the other rail. If both rails dipped by the same amount, the track does not require attention.

The first tamping pass is to lock track horizontally and get some ballast up under sleepers to hold the track in place. After that the track will be lifted and canted during a second pass to tamp and pack the track in its final position.

The tamper was finally noted at work by 26/11/02 and initial impressions were very favourable. The trackbed appeared to be ballasted and tamped the full length to Betws Garmon by 1/12/02.

W/e 1/12/02 it was clear that most of the drainage and bridgework had been completed on this section. Some 130m north from Glan-yr-afon viaduct to UB93 had been completed with rolled slate fines angled for super-elevation on the curves and for drainage. However, UB90/92 both needed re-decking at Bron-y-fedw Uchaf, just north of this point.

This northerly view (1/12/02) shows the recently completed trackbed at Bron-y-fedw Uchaf with Llyn Cwellyn in the background. The drainage has been completed and the trackbed stabilised. The ballast retaining walls of UB93 are visible under construction at Ch. 12480. Slate fines have been rolled with a camber on these sharp bends to provide super-elevation and aid drainage. Click on the image to enlarge. This image is copyright B W Hughes taken on a Hitachi D8 digital camcorder VM-D865LE 230. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

By 31/12/02, the final rolled formation consisting of slate fines had been completed all the way to Ch.11487 just south of Snowdon Ranger, except for a short section at Bron-y-fedw Uchaf where an underbridge (UB90) requires re-decking. Ballasting has also been completed on the section from Glan-yr-afon Viaduct to Ch.12450 at Bron-y-fedw Uchaf. Sleeper packs have also been laid out on the ballasted section. The stonemason is also at work building up headwalls to retain ballast on several underbridges.

This northerly view (31/12/02) shows the trackbed now ballasted in the same position at UB93 as shown above. In the background is Llyn Cwellyn. Sleeper packs have been laid out along this stretch. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The site of Snowdon Ranger Halt was cleared by 19/8/02. The halt is to have an asphalt platform and a replica waiting shelter similar to the one built by the WHR(Porthmadog) at Pen-y-mount, based loosely on the original Nantmor Halt.

A week later the WHLR subcontractors had built up and levelled the site and were advancing towards Glan-yr-afon. By 23/8/02, the trackbed had been consolidated to Ch. 11535 where culvert UB82 was having a reinforced concrete slab deck added.

Trackbed works had advanced to Ch.11960 by 14/9/02 with the end of work in sight some 700m (under half a mile) further on at Ch.12600 (Glan-yr-afon Viaduct). Some works remain to be finished on the Castell Cidwm to Snowdon Ranger section though, including LC46 and the formation over UB73.

'Snowdon Ranger' (the WHRS magazine) has revealed details of the proposed waiting shelter at the halt. It will be 2m x 6m approx. with a slate roof and windows to the front and in the end elevations, with a central access. The building will be erected on a blue brick plinth with a concrete floor that drains towards the platform.

There will be a full length bench along the back wall of the shelter, though provision will be made for the southern third of the shelter to be partitioned off for a possible Token Room or Storeroom. The platform face of the building will have notice boards either end for timetables and information.

It is intended to launch the Plas-y-nant service from 14/4/03 in time for the school Easter holidays if the line is ready but without platforms. Rhyd Ddu might be opened on 30/6/03 if all is well. The spare time might be used up in slow running and/or running back to Waunfawr and standing there, rather than at Plas-y-nant. Three sets of points are ready for Plas-y-nant loop and Rhyd Ddu. One set is already at Rhyd Ddu for the loco siding.

Progress south from Plas-y-nant

On 19/9/02, the WHLR took delivery of its final set of rails from South Africa. The delivery came via lorry in several loads from Bristol Docks, rather than Immingham as previously. The 640 rails have been stored at Waunfawr and a new site just south of the car park at Rhyd Ddu. The arrival of the rails completes the delivery of all track materials required to finish Phase 3 tracklaying works. Altogether some 5760m (3.6 miles) of track can be laid using these 18m long rails.

This northerly view (30/10/02) at Ty'n-y-werglodd cutting shows the completed fencing and basic clearance through this section. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

This northerly view (26/1/03) at Ty'n-y-werglodd cutting shows the completed ballasted trackbed with bundles of sleepers ready for volunteer tracklaying. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

By w/e 27/10/02, a rail stack had been established at Plas-y-nant, ready for tracklaying south from that location. However, a week later there had still been no delivery of rails to Snowdon Ranger despite the availability of the trackbed.

This southerly view (30/10/02) at Plas-y-nant shows the large rail stack and ballast pile alongside the trackbed. In the distance a ballast pile is visible but only a short length of the loop has actually been ballasted from Ch.9330 to Ch.9390 of the westerly (Up) track. This leaves space for dumpers to drive to the work beyond to Ty'n-y-werglodd cutting, which is just getting underway. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The section of route north from Castell Cidwm was pegged out by 24/11/01 and some fencing was underway. This section will be built by a sub-contractor. The work means that there is now progress on all parts of the route between Waunfawr and Rhyd Ddu (except Snowdon Ranger to Glan-yr-afon).

Dinas overbridge at the south end of the station was closed for strengthening work during the Autumn by GCC. Access to Dinas was restored during December. The ex-LNWR structure was originally built by the Caernarvonshire Railway and was almost 150 years old. It had been fitted with smoke deflectors to prevent acid attack on its decaying structure. A weight restriction had been in force for some time.

This southerly view (23/12/02) shows the newly reopened Dinas overbridge. A concrete slab deck has been constructed over the railway on the existing abutments following removal of the decaying original jack arch structure. Unfortunately, rules for new construction will mean the loss of this vantage point as the bridge parapet is being increased in height. However, it appears the concrete side walls will be lower. These will be clad in local stone. It is uncertain if the smoke deflectors will be reattached to this bridge as other concrete bridges do not have them. Temporary signs indicating the diversion of the Lon Eifion cycleway will be removed shortly. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

In December, work was underway on installing an automated point mechanism on the Waunfawr loop south points. A point has also been moved to the south end of Plas-y-nant loop. However, Plas-y-nant loop will initially be hand point operated. These points will be locked out of use following the short period between their Easter opening and the subsequent opening of the whole line to Rhyd Ddu.

This southerly view (30/12/02) shows work is underway on the point at the south end of the Waunfawr loop. The point was initially hand worked but is being automated with the usual indicator lights. Beyond the limit of shunt, Upnor Castle is stabled on the new line with the PW train. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

Betws Garmon missing link

Clearance work has started on the short section from Bryn Gloch to Betws Garmon. Work began w/e 20/10/02 and basic trackbed clearance has proceeded south from LC30 (just south of the Afon Gwyrfai bridge) over UB52 and through the completed OB53 main road bridge.

This northerly view (30/10/02) from OB53 shows the progress approaching UB51. The tamper is also visible stabled at Betws Garmon station awaiting parts. It was receiving attention on 2/11/02 and may have been moved a little north. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

When the trackbed is consolidated, ballast will be trucked in to extend the ballast bed north from Bryn Gloch to LC30. Track will then be laid over this 150m stretch leaving just the short section either side over UB51 to be completed when the bridge has been placed in February. The De Winton girder for the south side of OB53 has still not been erected despite the contractors having cleared the site.

By w/e 27/10/02, the formation had been correctly profiled for the dip under the main road at OB53 and slate fines rolled to form the trackbed. Ballasting is imminent. However, this section was badly flooded under OB53 and work will entail installing a deep drain before progress can be made ballasting.

This southerly view (30/10/02) shows the flooded (40cm deep) trackbed through OB53. A deep drain may need to be constructed through the bridge. It was probably the intention to get tracklaying underway on this section in early November as rails had been moved north of Bryn Gloch and laid in the two foot in preparation. OB53 still needed the parapet capping blocks above the railway and the southern De Winton girder erected. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

Flooding increased after the above views and it was essential that a deep drain be established to make sure this location remains dry. By w/e 17/11/02 the slate coloured capping blocks on the parapets over the railway lines were being fitted and it only remained to fit the remaining De Winton girder to the south face of the bridge. Apparently, the ledge is not satisfactory.

This westerly view (24/8/02) shows the completed north face of OB53. The cladding of the railway faces with riven slate has been completed. The grey stone walling of the concrete in the railway slot was complete but the sharp slate capping on the parapet was still not complete. This is added to deter walking on the parapet. Click on the image to enlarge. This image is copyright B.W.Hughes. Digital image from Samsung Digimax 230, post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

In early December 2002, GCC contactors undertook remedial work to remove the recently applied local stone cladding within the railway slot on the west abutment to improve clearances. The cladding disguises the bridge's concrete structure. A thinner cladding layer was applied the following week.

This explains why the WHLR's works through the bridge have been stopped for two months since being handed over in October. Work appeared complete on the re-cladding by 15/12/02 so WHLR sub-contractors may return to the site before the end of the year to deal with the drainage and allow ballasting and tracklaying to be completed through the bridge from the Head of Steel at Bryn Gloch at Ch.7240.

This southerly view (30/12/02) shows that the trackbed has flooded badly again at Pont Betws. However, when GCC has completed the drainage in January, work will proceed to complete the ballasting and tracklaying with wooden sleepers under this bridge. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi

While the works under UB 53 were flooded during October and November, on 23/12/02 an excavator was present tidying up. Although the area under the bridge was dry on that date, by 30/12/02 it had flooded again. GCC is responsible for the completion of the trackbed through the bridge in return for the WHR allowing use of its hard standing for access. This means the extension north from Bryn Gloch is available once ballasted early in the New Year. Flooding was still apparent on 26/1/03 as the drainage work had still not been completed.

This northerly view (30/11/02) shows the flooded trackbed immediately north of the Head of Steel in Bryn Gloch at Ch. 7240. Click on the image to enlarge. This image is copyright B W Hughes taken on a Hitachi D8 digital camcorder VM-D865LE 230. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

Work started on the new Bryn-y-felin footbridge w/e 24/2/03, following completion of funding arrangements in November 2002. Initial work included clearance around the site of the new abutments. It was originally proposed that the bridge be completed last year. The bridge is a joint venture between WHLR/SNPA/NT but will be co-ordinated by the WHLR. It is the intention to build the bridge a few metres upstream from the position of the railway bridge. Posford Duvivier has been instructed to take the project forwards. Colin Jones (Rock Engineering) of Porthmadog has won the contract.

The new bridge will reconnect a footpath route lost when the Bryn-y-felin railway bridge was closed because it became unsafe about five years ago. This will allow circular walks from Beddgelert via Gelert's Grave and both banks of the Afon Glaslyn. It also permits a walk from Nantmor NT car park via the difficult Fisherman's Path and back via the main road.

The National Trust, the landowner, was building improved paths, suitable for wheelchairs, leading to the footbridge site in November on either side of the Afon Glaslyn. These initial works were expected to be completed by 18/12/02. The works would include removing the kissing gate in the former east abutment of the PBSSR Glaslyn bridge.

This northerly view (30/12/02) shows the completed hard path from Beddgelert to Bryn-y-felin complete with 'passing loops' for wheelchair users! A considerable mess has however been made of the meadow to the left. The path remains incomplete at Bryn-y-felin as the bridge will be built first. Click on the image to enlarge. This image is copyright B W Hughes. Image taken on Samsung Digimax230 digital camera using iPhoto Plus4 image correction technology. Image displayed at 96dpi.

The WHR Board has discussed contingency plans in case work is not complete in time for the proposed Easter 2003 opening to Rhyd Ddu. The route could be opened to the run round loop at Plas-y-nant, which would need completing contrary to current plans.

A lot of the final track laying, using a mix of volunteer and paid staff, as well as some of the final stages of the civils work needs to be undertaken in the depths of winter. It does not look like Jones' contract will be finished before 27/10/02 as planned. Progress depends on weather and a bad winter would naturally cause delay. Spending additional money now does not help either even if it were affordable within the project budget.

So the WHLR Ltd Board, in conjunction with FR Co. Board has evolved a plan to handle the construction delays. The full opening to Rhyd Ddu will follow the Easter opening to Plas-y-nant by May Bank holiday. Push pull operation to the railhead using an additional diesel shunt loco was apparently not considered. Such a loco could come up to Waunfawr on the first train of the day as it did before Waunfawr loop was completed.

A major step in the construction of Rhyd Ddu station was begun w/e 28/9/02 with the construction of the kerbstones for Rhyd Ddu platform. The 88m platform will be an island platform like Waunfawr. South of the station the trackbed has been excavated to Ch.14875 for the loop and headshunt, however plans suggest that this should be at least Ch.15000, back on the old formation alongside the main road.

This southerly view (31/10/02) shows the Jones Bros. worksite at the south end of Rhyd Ddu. A rail stack has been established here. Excavators are clearing a route around the rail stack on the west side (right) so that excavations can continue at the extreme south end of the station possibly while track is laid to the north along the ballast. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

By w/e 6/10/02 the formation had been completed through the easterly arrival platform though not yet across the access to Ffridd Isaf/Snowdon path LC65 to join with formation and track laid north of there in the Spring.

By w/e 13/10/02, the formation of the arrival track (easterly track) had been ballasted through the platform and the platform had been made up to its proper height with fill. The south end of the station has now been tidied up and the formation is complete in this area. The formation for the run round loop on the west side still needs to be made up and the platform edge has still not been finished. The formation has still not been completed across LC65.

By w/e 20/10/02, work was proceeding on the linking section of trackbed at the north end of Rhyd Ddu station across LC65. Much of the excavation appeared complete but only part of the large rock blocking the trackbed will be removed by a rock pecker.

This northerly view (31/10/02) shows the north end of Rhyd Ddu station. The trackbed drops steeply down off the platform as at Waunfawr and will produce some interesting chuffing as trains arrive! No further work has been done on the l/c (LC65). Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The platform appears to be 88m long approximately, terminating at a temporary southern end opposite the car park at Ch. 14777 approx.

This northerly view (30/11/02) shows the completed ballasting in the western trackbed at Rhyd Ddu and the positioning of sleepers prior to handing over to the WHLR at the end of the year. The platform still needs tarmac before hand over occurs. Click on the image to enlarge. This image is copyright B W Hughes taken on a Hitachi D8 digital camcorder VM-D865LE 230. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

By w/e 17/11/02 the ballast had been laid north from the platforms and either side of the l/c (LC65) to link with the existing formation north of Rhyd Ddu. A widened area of ballast immediately south of the l/c is where the point will go for the run round loop. The large rock just south the l/c has not yet been trimmed to clear the formation and it looks like expansion chemicals will be needed to split this rock due to the closeness to residences (as was done at Waunfawr).

By w/e 24/11/02 the west side of the platform had been ballasted but it is clear that there will be no platform face on this side initially. The ballast extends up to the rail store on both tracks but it appears that work south of there is continuing.

There appeared to be no further progress by w/e 1/12/02. However, some additional kerb stones were in stock, presumably for the platform crossing area at the north end of the station. The platform is not yet tarmaced. There will be a separate contract for the station building.

Another planning application for the station building went in on 18/12/02, presumably to a different design. The SNPA had previously rejected the wooden structure proposed as they wish all new construction to be essentially in local rock finish in keeping with other buildings in the area.

This southerly view (23/12/02) shows the recently completed fencing at Rhyd Ddu Station. The station building will be built in the compound to the right. A 2m wide gateway in the fence gives access to cross the adjacent run round line and access the platform. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

Work started at Rhyd Ddu on 15/7/02. A work camp was set up on the old formation immediately south of the car park where lorries had previously arrived delivering rail. Jones Bros. then set about carving a plant road at formation level around the Deviation along the west side of the formation where the run round loop will lie. By 17/7/02 this had reached the north end of the site where the transformer pole was recently moved to the side of the alignment. Some work had also been done scraping of the rock to the east prior to excavation.

By mid-September, the north end of the site was largely complete except for the level crossing, though signs of realignment of the fencing were apparent there too.

The wooden station building proposed by the FR has been rejected by the SNPA and a smaller stone building in keeping with the local character is likely. The road between the existing GCC toilet block and the level crossing will be diverted to the west side and 20 car park spaces for railway use will be provided on the east side. Despite the planning set back, Michael Whitehouse assured WHRS members at the AGM that the station building would be ready for the Spring 2003 Opening.

This northerly view (30/12/02) from the now fenced station building compound shows the position of the north loop points and the steep gradient into the platform as the alignment rises over a metre above the former levels in the SNP car park. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

Initial clearance work has been done south of Ch.14800 and by w/e 17/8/02 work was underway between Ch. 14800-900, south of the car park. It is intended to construct the line as far as Ch.15200 to allow a whole train length south of the run-round loop headshunt. It looks like the whole Deviation can be constructed without blasting.

By 7/9/02 the north end of the station cutting had been completely regraded and the temporary peat bank spread on the cutting sides. UB116 was laid in by the end of August. Slate fines were being dropped north form Ch.14800 to establish final formation levels. Riven slate was delivered for culvert headwalls and dumped on the site of the future station building by 7/9/02. An additional culvert was being finished between LC65 and UB116 on 14/9/02. At the south end of the station work was approaching Ch.15000 at the extreme end of the widened section of fencing.

A wet August (with rain on about 50% of the days) delayed progress on the Deviation. From 13/8/02 spare material was being trucked up the Snowdon track for disposal and to improve the track.

A final decision has now been made about the nature of the temporary terminus at Rhyd Ddu. An island platform will be constructed at this location wide enough to take a passenger shelter. The asphalt platform will be 6m wide at the north end to allow for the shelter, tapering to 4m wide at the south end. Initially, only the 6m wide northern section some 90m long (enough for a seven coach train) will be constructed to reduce costs, though the full size loop will be constructed.

No footbridge will be provided. Passenger access will be at the north end of the platform. Whilst the station remains a terminus (possibly for 1-2 years), trains will run into the eastern side of the loop so that only the engine running round will cross the passenger access route. This will mean left hand running initially.

Ultimately right hand running will be the norm as at all the other passing places. A station building will be provided almost opposite the present toilet block but at a slightly higher level. The railway formation will be completed at this stage at least as far as Ch.15,200 (the nominal end of Phase 3). There were plans for a set-back siding for stock stabling along the east side of the run round loop. This has now been shelved to cut down on excavation volumes but could eventually be added. However, a siding may be built in the near future for Phase 4 construction trains. This 80m siding would be on the old formation north towards the car park from Ch.15,000.

The possibility of a new venture for 2003 was revealed at the WHRS AGM on 14/9/02. Driver Experience courses may be run using the freight rake and the Chattendon coach. As well as acting as a brake van, No.1001 can carry the family of the trainee driver and even provide refreshments. With K1 and the Garratts available, this could be a real money spinner for the WHR(C).

This northerly view (14/9/02) at Dinas shows No.143 shunting its mixed rake back out of the bay platform. This is one of 3 steam locos available for driver experience courses next year hauling freight wagons. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The WHR(P) is making progress with the 2.5km Pen-y-Mount Ch.33550 to Pont Croesor section Ch.31050. It is their intention to build this in two phases :-

Phase 1 Pen-y-mount to Traeth Mawr

Phase 2 Traeth Mawr to Pont Croesor

While Portreuddyn is the site of a former Croesor Tramway loop, it is the intention to construct a temporary loop just south of this location due to a land ownership issue. The project costs are estimated to be some £400,000 and coordination with the WHLR has been good with site visits by the WHLR Manager/Engineer from 1/7/01.

The WHR(P) received one of the Dinas points from WHLR recently and constructed the crossover at Pen-y-Mount during their Civils' Week from 27/7/02. As well as providing access to the 'main line' of the WHR, the crossover also provides a headshunt/trap point for shunting WHR(P) internal services clear of the future WHR main line.

Phase 1 will finish at 'Traeth Mawr', some 800m north of Pen-y-mount where there is an issue about trackbed ownership. For further details see the Pont Croesor to Pen-y-Mount page.

This southerly view (25/8/02) from LC121 shows good progress with the Pen-y-Mount crossover, which was laid w/e 4/8/02. The 'main line' runs to the left of Pen-y-Mount Halt visible in the distance on the left. A public footpath runs along the east side of the trackbed. The former WHR(P) headshunt at this location has been replaced by two points which will protect the main line form 'internal' WHR(P) movements when the through route to Porthmadog is opened around 2005. The further point will give access to the new WHR(P) headshunt which will run alongside the nearer point as far as the mound of gravel to the right. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The WHR(P) will apply for planning permission in the Spring of 2003 and is now fund raising to complete the line and open to Traeth Mawr in 2004. The plans are being finalised, and will cover the section of trackbed from Pen y mount to the level crossing at Pont Croesor. The delay has been caused largely by the Environment Agency, who needed to undertake a flood discharge study to work out the sizes of culverts required through the railway's embankment.

Click here for John Sreeves new map showing progress on this section.

The FR has commissioned work on a 8m long carriage maintenance pit in the Dinas carriage shed. The carriage shed has been taken out of use while work proceeds. The pit is in the track nearest to the main line and is positioned close to the south entrance. A concrete floor and sump have already been constructed. The excavation has been plagued with flooding on occasion but should be complete in August so that coaching stock can be maintained inside this Autumn protected by the weather.

The right hand road was reopened by 24/8/02 but the pit road was still not relaid on 28/9/02.

This northerly view (2/8/02) shows the contractors lining the excavation with breeze block walls. Work started in early July. Rails have been removed from the track nearest the main line. Click on the image to enlarge. This image is copyright B W Hughes. Image taken on Samsung Digimax230 digital camera using iPhoto Plus4 image correction technology. Image displayed at 96dpi.

The carriage shed has made some progress during recent months. The steel work is all securely fixed down and the first section of the concrete apron round the pit has been cast so securing the lateral ties on one side. The rest of the apron will be finished early in the New Year, followed by the lights and the final packing of the rails. As the rails are now secure all the carriages are now kept inside at night, with Road Two being used for the operational set.

Contracts are also being prepared for Glan-yr-afon Viaduct (OB64). The 'transom beams' are the transverse beams joining the two principle structural girders and are to be replaced. The main beams are fabricated from wrought iron. The principle components are the top and bottom flanges and the web plates which hold them apart. Because the web plate is 96ft long and 8ft high it obviously is made from several plates joined together.

In practice these plates are each about 8ft square and are joined together by two flat strips of wrought iron (splice plates) riveted either side of the join to show two vertical rows of rivet heads. In some locations one of the splice plates is replaced by a 'T' section member. These flat strips and 'T' sections are considered to be insufficiently strong and are to replaced by stronger steel members with larger rivets. The abutments will also be refurbished.

All the work to the wrought iron beams of the Glan-yr-afon viaduct will be done in situ with the splicing plates being replaced one at a time. Scaffolding will be hung from the bridge to allow workers access to all parts. Work started in July with scaffolding due to be erected by 12/7/02.

On 8/7/02 work started on Glan-yr-afon Viaduct. The first job was erecting the scaffolding that will hang from the viaduct to give Jones Bros. access to the beams. The bridge will feature new steel splicing plates to join the wrought iron plates that form the web of the original main beams. Replacement of the original cross bracing with steel members is also required to strengthen the structure for the heavier modern trains. Michael Whitehouse confirmed at the WHRS AGM that the viaduct will be able to carry double- headed Garratts.

A small Caernarfon company, Brunswick Ironworks, is making the new steel parts. The same company has also provided the bases of the Caernarfon and Waunfawr water towers, and the steel structure of Waunfawr footbridge. The WHLR remains committed to placing work with the local companies to benefit the North Wales economy. Jones Bros. will be based at a worksite at the north end of Glan-yr-afon Yard. For more details of the Viaduct project see below.

By 12/7/02, the rotten wooden waybeams had been removed to the south end and cut up with a chainsaw. Scaffolding had been erected to give a walkway across the viaduct on the west side. Scaffolding had also been erected on the outside of the main west girder to allow access for the removal and replacement of the splicing plates (one at a time!).

This northerly view (12/7/02) shows progress on Glan-yr-afon Viaduct. The waybeams have been removed (pile right) and a scaffolding deck constructed across the bridge and outside of the main west girder too. This was the main task that needed to be completed before Jones Bros. could start removing splicing plates and fitting new stronger steel ones with larger rivets. The east girder will apparently be treated second. Access is from Glan-yr-afon yard as a steel barrier has been erected barring the north end of the bridge. Click on the image to enlarge. This image is copyright WHLR, courtesy Jan Woods. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

This southerly view (25/7/02) shows progress on Glan-yr-afon Viaduct. The scaffolding is almost complete and a lower level plank-way can be glimpsed giving full access to the inner side of the main beams from where Jones staff will replace the splicing plates. Click on the image to enlarge. This image is copyright WHLR, courtesy Jan Woods. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

Work on the viaduct itself had not started by 2/8/02 as there were ongoing discussions between Jones Engineers and WHLR Consultants Posford Duvivier about the best method to strengthen the viaduct.

Work on the repair of the abutments was completed by w/e 17/11/02.

Roland Doyle (WHLR Manager) announced on 22/5/02 that Contract 3C has been let to Jones Brothers (Ruthin). This is not surprising as they are already on site at Cae Hywel and they have been able to offer a cheaper contract because they do not need to set up site offices etc. The official starting date is Monday 10/6/02, though some tasks such as boundary and site fencing may be done before then. The contract is worth approximately £1 million and must be complete by the end of the year as that is the cut-off point for the WHR Lottery Grant.

This northerly view (25/6/02) shows the trackbed just south of Cae Hywel bridge. The 10m surveyor's posts are now in position and rock is being removed from the Bryn Gloch cutting to extend the access road left. Click on the image to enlarge. This image is copyright WHR, courtesy Jan Woods. iPhoto Plus4 image correction technology and displayed at 96dpi.

Having a planned duration of 20 weeks, the expected contract completion date is 27th October 2002. There will be stage completions and handovers during this period to allow tracklaying to proceed (see below). The WHLR are now in the process of writing to adjacent landowners informing them of the start date, and plan to have an open evening before the Rhyd Ddu Earthworks commence. With the main Phase 3 contract signed, work will begin on the Cae Hywel to Castell Cidwm section, Glan-yr-afon viaduct, and Rhyd Ddu station deviation. Work is already underway by WHLR employees and subcontractors on the section between Castell Cidwm and Snowdon Ranger and they will turn their attention to the Snowdon Ranger to Glan-yr-afon section in the Autumn after completing the section north of Snowdon Ranger.

Jones Bros. will complete the stretch from Betws Road bridge back to UB56 by end of June and hand it over as a ballasted trackbed. By that time the tracklaying volunteers should have reached Glan-yr-afon and will probably switch to laying track north from Cae Hywel (Ch.7900) for 850m (about 50 lengths). Cae Hywel could be the tracklaying base camp. Tracklaying will proceed north toward Betws Garmon and under the main road bridge (OB53), which GCC should have completed by then, to Ch.7050 just short of the Afon Gwyrfai bridge (UB51).

This southerly view (3/6/02) from Ch.8200 near Salem shows the pristine trackbed days before work was due to begin. The beautiful curves along the banks of the Afon Gwyrfai still show their sleeper marks from when the track was lifted 60 years ago. Click on the image to enlarge. This image is copyright WHLR, courtesy Jan Woods with post processing using iPhoto Plus4. Image displayed at 96dpi.

This southerly view (25/7/02) shows progress at the same location as seen in the previous illustration. The trackbed has now been fully consolidated and is used as an access road to locations further south. Click on the image to enlarge. This image is copyright WHLR, courtesy Jan Woods. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The short section north of OB53 will be completed and ballasted by the WHLR as soon as GCC clears the site, hopefully in June. This gives the possibility of tracklaying working south from UB52 if Jones is unable to accommodate the rail stack at Cae Hywel.

During the period June to August the appointed contractor will be working south from Cae Hywel (Ch.7900), including the refurbishment of the Afon Gwyrfai bridge (UB56). By mid-August it is hoped that the contractor will hand over the ballasted trackbed to about Ch.8750 and, in this case, the tracklaying volunteers can then progress south from Cae Hywel for 850m (about 50 lengths).

For the work south of UB61, contractors will work from a site at Plas-y-nant. This site was established by 5/7/02 between the railway and the main road just south of UB61. They will also refurbish the final Afon Gwyrfai bridge (UB64) at Plas-y-nant. The works include the widening of the formation for the passing loop south of Plas-y-nant Halt and completion of the trackbed to Castell Cidwm at Ch.10100.

Towards the end of Summer/early Autumn the trackbed available for tracklaying should extend further on to Castell Cidwm. Meanwhile the WHLR should have the trackbed south from Castell Cidwm to Snowdon Ranger finished by late Summer so the tracklaying volunteers can switch to this length if they complete the section south from Cae Hywel to Pont Cerrig-y-rhyd before the contractors have finished to Castell Cidwm.

The WHLR awarded the final contracts (see above) on 22/5/02 and work should be underway by 10/6/02 on the central section through Salem, from Cae Hywel to Castell Cidwm. The aim is to complete the railway to Rhyd Ddu by Xmas, which should permit the public opening next Easter, once the track is tamped and HMRI approval has been received. The 1 month delay was primarily caused by the F&M epidemic.

The Cae Hywel bridge (UB56) will see the abutments rebuilt and wrought ironwork reused with new timber waybeams provided. Currently, 20 tonne dumpers have been driving over this bridge carrying spoil surplus from OB54 excavation to build the new Cae Hywel access track. To facilitate this spoil shift, the beam ends have been temporarily propped in front of the existing abutments. The Plas-y-nant bridge (UB64), will see the wrought iron transom beams (cross beams) replaced by larger steel ones. New waybeams will be provided.

The WHLR is aiming to place contract 3C by the end of May. It includes the Rhyd Ddu station site where trial pits have revealed that there is much less rock than at first anticipated and that the majority of the non rock material is of a reusable nature.

Coupled with the WHLR's direct labour gang commencing work on contract 3E1 (Castell Cidwm to Glan-yr-afon) in the next few weeks, by the end of May all contracts will be in place except the deck of UB51 (Afon Gwyrfai Bridge at Betws Garmon) to complete the formation to Rhyd Ddu.

The WHLR team will start on the fenced section from Castell Cidwm to Snowdon Ranger. The section from Snowdon Ranger to Glan-yr-afon viaduct will be tackled later. This section needs fencing and tree felling which cannot be started until the end of the bird nesting season in June.

Tracklaying was underway at Salem w/e 1/12/02. Some six lengths were laid through the curves, terminating midway between  LC35/36 at Ch.8330 approx. Tracklaying has reached the end of the sharply curved section and will proceed along the relatively straight section towards Salem Halt (opposite the footbridge). It is hoped that the section to Plas-y-nant will be finished by the New Year following a 5 day trackbash over Xmas given reasonable weather.

Six more lengths were laid south from LC36 over the weekend of 14-15/12/02.

This northerly view (31/12/02) shows the Head of Steel at Ch.8763 entering the long straight along the rock shelf at the end of the final day of the 5-day Xmas working party, which beat the target of the level crossing in the background. The skip is being used to ballast the formation through the level crossing. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The tamper will fit the WHR loading gauge but at a later stage will be cut down to fit the FR as well. It has adjustable banks to work over pointwork. Sleeper spacing is also different under the rail ends where closer sleepers provide extra support around the fishplate.

WHLR staff were delighted that it started first time after over a year out of use and that the hydraulics all seemed in order. The unit will probably be delivered to the WHR as soon as possible to tamp the existing running line and improve the already laid extension to Betws Garmon, which is currently prohibited to locos.

The wheelsets were taken to the Talyllyn Railway's Pendre works but their hydraulic press was at first unable to remove the wheels from their over gauge axles despite the 250 tons pressure. The wheels were later removed.

An appeal has been launched for funds to purchase the tamper. A deposit has been paid but £55,000 must still be raised (or about £25 per WHRS member!). During April the fund reached around £10,000. There is also hope of raising funds for another piece of vital on-track plant. For latest news see above.

If you can help please send a cheque made out to 'FR Trust WHR Account' to the Fund Organiser Mark Neilson, 8, The Furrells, Linton, CAMBRIDGE CB1 6JJ. For further details telephone 01223 894058 or email mailto:mark1cwneilson@tiscali.co.uk

This southerly view (26/9/02) shows the completed ballasting of the formation and placement of steel sleepers at Ch 8800 on the rock wall near Salem. Click on the image to enlarge. This image is copyright WHLR, courtesy Jan Woods. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

Ballasting through Salem

Jones Bros. made good progress ballasting north from UB64 w/e 3/11/02. Work reached Ch.8300 between LC35/36 by 1/11/02 despite the wet weather. The intention was to complete ballasting to Tros-y-gol by early November at about 60m a day.

The isolated section north of UB64 and south of OB62 (Pont Cerrig-y-rhyd) was ballasted through OB62 and joined up with the previous section on the rock wall at Ch.8880 during October. A step in the ballast bed under OB62 is designed for wooden sleepers as it will require a check rail.

This northerly view (30/11/02) from OB62 shows the recently completed trackbed at Pont Cerrig-y-rhyd. A van is seen using the newly diverted road access to the house. The step in the trackbed shows where wooden sleepers will be used to allow check rails to be fitted through the bridge. Click on the image to enlarge. This image is copyright B W Hughes taken on a Hitachi D8 digital camcorder VM-D865LE 230. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The ballast bed reached LC34 (Ch.8100 approx.) by 9/11/02 and preparations were made for lifting some rail over the Afon Gwyrfai from Cae Hywel so that tracklaying may proceed south along the newly ballasted section. A crane was on site at UB56 at Cae Hywel later in the week, shared between the WHLR Ltd. and Jones Bros.

During the first half of hire the WHLR Ltd. received a couple loads rail that were craned over the bridge to make a rail stack for laying southward.  So rail is now in place for volunteer track laying to get back underway from 16/11/02 over the 1100m from Ch.7950 to Ch. 9050 approx. This section will require some 62 pairs of rail. Jones then used the crane to lift the complete assembled bridge span out and place it on dry land at Cae Hywel for refurbishment.  It was felt that, with shared crane costs, it was economic to remove the span and so make the rebuild of the abutments easier.

Jones Bros. made good progress on UB64 at Plas-y-nant w/e 3/11/02. It has been decided to make the southern abutment and overflow channel in reinforced concrete with local stone cladding. By the end of the week, the contractors had made formwork for a reinforced concrete slab approximately 6m long by 5 metres wide by 1m deep to lie under the overflow channel. This will support the piers for the main span and the land abutment at the south side.

The casting of the base slab was completed w/e 10/11/02 but work came to a stand again as the site was flooded with water over the slab. It was impossible to make any progress on the central pier or the southern landward abutment.

However, as soon as the floods abated, Jones Bros cast the central pier and the land abutment, which were completed by 17/11/02. These will be clad in local stone after the Winter floods.

By w/e 24/11/02, the shuttering and steel reinforcement was complete for the overflow channel span. The shuttering for the capping slab on the north abutment was also in place and the reinforcement was complete there too. It seems both of these will be cast from the same delivery of cement during the last week of November.

By w/e 1/12/02, the deck of the overflow channel span had been cast and formwork for upstands were being constructed for ballast retention. The northern abutment was also receiving upstands to retain the girders.

This westerly view (30/11/02) of UB64 shows the cast re-inforced upstands on the completed overflow channel deck. These were cast the previous day and retain ballast from falling over the sides and bridge girder end. It seems the whole bridge has been raised by 0.4m. Click on the image to enlarge. This image is copyright B W Hughes taken on a Hitachi D8 digital camcorder VM-D865LE 230. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The transverse beams between the two main girders will be replaced by new beams presumably manufactured by local steel company Brunswick Ironworks. The bearings will be refurbished and re-instated.

By 7/9/02, the north abutment of UB64 at Plas-y-nant had been sandbagged to allow excavation of the undermined area. This will probably be rebuilt with reinforced concrete with a local stone facia. The bridge itself is now resting on props. There is some question about the gravel foundations. There was no progress by 14/9/02.

However, by 21/9/02, the corner had a foundation cast in situ and by 26/9/02 the corner had been reconstructed in local stone facing. By w/e 13/10/02 the pier at the south end was sandbagged off and work was underway on both the pier and the southern abutment. The space between is an overflow channel.

By 20/10/02 the work on the southern overflow channel pier and abutment had seen their removal. these will be replaced by new structures with local stone facing. The northern abutment was complete and back filled and ballast laid from a point about 4m north of the bridge Ch.9060 approx. to Ch.8930 approx, just short of OB62 (Pont Cerrig-y-rhyd).

Work on the southern abutment and the flood channel pier, which supports the south end of the bridge span, had previously come to a halt w/e 27/10/02 with no apparent progress. This was because the works had become flooded, the river having overtopped the sandbag wall. Pumps are on hand to clear the works.

A ballast pile has been established on the trackbed immediately south of LC41 at Plas-y-nant. The westerly track has been ballasted from LC42 for about 60m north. This leaves room for the plant road for the 500m length south of the loop.

This southerly view (26/9/02) shows the completed north abutment of the Afon Gwyrfai bridge at Plas-y-nant. The abutment has been reconstructed using local stone facing. The bridge is still propped and no work appears to have been done on the deck yet. Click on the image to enlarge. This image is copyright WHLR, courtesy Jan Woods. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

By 17/7/02 the trackbed had been scraped through the Gwyrfai Gorge to Pont Cerrig-y-rhyd. There is a WW2 blockhouse just north of the bridge, above the railway. Moves were underway to prop the bridge by 8/8/02 and the mortar launcher base was removed the same day. By mid-August the bridge was propped though no further progress was visible by 26/8/02 (but see above).

The main road between these two locations is narrow and steep and unsuitable for walkers (no footpath) or cyclists weaving because of the steep gradient. If built, the footpath/cycleway would probably mimic the Lon Eifion alongside the Caernarfon to Dinas section and provide a wealth of locations where the locomotives can be observed working hard up the 1 in 40 of the Nant Colwyn Pass, north from Beddgelert.

The route would probably lie between the railway and the main road south of Rhyd Ddu as far as Pitt's Head, possibly achieved by widening the existing railway embankment with surplus spoil. Here it might join the main road to Pont Cae'r Gors. From there it could follow the railway on the uphill side by widening the existing wide formation but probably cutting out the lower half of the first S-curve between Ch.18700 and Ch.19700 near Weirglodd Isaf.

The cycleway route could then pass alongside the railway through the Beddgelert Forest Campsite, again on the uphill side. It is also likely to cut straight down hill from LC82 where it crosses the Afon Cwmcloch, avoiding the deep rock cutting and narrow embankment of the upper half of the Cwmcloch S-curve. An alternative here would be to make use of the PBSSR alignment between Beddgelert Station and Ty'n-y-coed! The route could terminate at either Beddgelert Station or the Pont Alyn terminus of the existing bridleway on the main road at the north end of Beddgelert. 

During the first weekend of the Santa Specials the WHR carried around 700-800 passengers. This compared well to the FR operation and showed the potential of the new line in garnering traffic from the North Wales Coast. The numbers exceeded expectations and the saloon coach under refurbishment had to be pressed into service with a quick lick of paint to make it presentable! Bookings for the second weekend were just as encouraging.

The final weekend was even more successful and involved some passengers standing. The FR decision to run Santa trains on the WHR has been vindicated by the fact that revenue from the WHR is reputed to have exceeded the FR Santa trains!

The new extended deck slab was completed by Easter. Traffic on the west ramp was diverted onto the new alignment just before Easter but not over the bridge itself. The remaining gaps in the north parapet were cast in the week following Easter and the stonemason was completing the slate cladding. The bridge is over six metres longer to the north as the railway sees it.

Work also started on excavations for the south parapet on the west side. Traffic was diverted onto the newly extended bridge by the end of April. The bridge has a footpath on the north side that will provide a useful refuge for photographers when the line is open. More details on Betws Garmon to Cae Hywel page.

By 14/4/02, tarmac had been laid on the new deck and traffic had been diverted onto it. JCBs were then used to lift the jack arches and their iron beams. The original abutments have now been exposed and a new deck will be cast over them tied into the existing new deck by rebar.

There was also progress on the south west parapet, the first section of which had been cast within the original width of the roadway. The scaffolding footbridge has also been removed.

This westerly view (30/6/02) shows the completed OB53. The cladding of the railway faces with riven slate had not yet been completed. The De Winton girders had not yet been added. The grey stone walling of the concrete in the railway slot was not yet complete either. Click on the image to enlarge. This image is copyright B.W.Hughes. Digital image from Samsung Digimax 230, post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

By 4/5/02, the capping beams had been laid on the old abutments and the formwork and rebar was in place for the new deck. The side wall on the northwest side has been largely completed and work is in progress with the sidewall on the north east side.

By 18/5, the new road deck was cast and the parapet cage erected. The new reinforced concrete walling on the south side of the east ramp of the bridge had been completed.

The road was opened to its full width late on 31/5/02 to ease traffic congestion over the Bank Holiday Weekend. Some of the now complete parapet remained to be clad with riven slate blocks on 4/6/02. There will be a pedestrian refuge on the south side of the bridge as well as the north, also useful for photographers!

The original De Winton girders are now back on site refurbished and painted black (see Betws Garmon to Cae Hywel page). These cosmetic additions will be fitted to the face of the deck shortly on a ledge provided for that purpose. The side of the bridge facing the railway are also being clad with hewn slate blocks. Other stone is being applied to the concrete abutment extension in the 'slot' so that railway passengers do not see concrete.

On 30/6/02, the ironworks were raised prior to the imminent laying of the wearing layer of blacktop. As a result traffic lights were back. All the riven slate facings on the roadside of the bridge were complete but some of the railway facings on both north and south sides were incomplete, as were the local stone railway facing blocks in the 'slot'. A start has been made on the sawn slate capping pieces that will deter climbing on the parapets.

The roadway received its final wearing layer by 5/7/02 and traffic lights were finally removed.

The de Winton beam was erected on the north face by 26/7/02 and cladding through the slot appeared complete. Cladding on the north face was nearing completion though there was less progress with the south face.

On 7/8/02, ballast was laid south from Ch.10150 approx. (just south of Castell Cidwm) reaching Ch.10420 (LC46 Caeau Gwynion access) by 9/8/02. This may be the next area for tracklaying as ballast can be laid for some 1150m as far as Ch.11300 at Snowdon Ranger. There are only about 600m ballasted from Bryn Gloch to Cae Hywel and this will only take until mid-September to lay.

Sleepers packs were laid out by the August Bank Holiday. FE and SE on the pack apparently refers to flat end and spade end. The spade end are bent through at least 45 degrees and help resist radial movement on curves. the flat ends have a small angle on their ends suitable for straight track.

By 7/9/02, a further 100m had been ballasted south towards UB73. By 28/9/02 the ballast extended south to Ch.10959 with only 350m left to do before rail can be laid north from Snowdon Ranger. 

By 6/10/02 the ballast has reached Snowdon Ranger and track laying could begin as soon as rail was moved to this location.

This southerly view (9/8/02) shows progress with track laying from Castell Cidwm towards Snowdon Ranger. Over three days, the ballast was laid and rolled as far as LC45, the Caeau Gwynion access. The point from which ballast was laid is the start of the Jones Bros. contract to Plas-y-nant on which fencing remained incomplete on 13/8/02. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

This northerly view (28/9/02) about 350m north of Snowdon Ranger Halt shows the limit of ballast laying on that day. Ballasted trackbed is expected to be complete and available for tracklaying for over 1km from Ch.11300 at Snowdon Ranger to Ch. 10420 at Castell Cidwm in early October. Click on the image to enlarge. This image is copyright B W Hughes taken on Samsung Digimax 230 digital camera. Image post processed using iPhoto Plus4 image correction technology and displayed at 96dpi.

The Board has decided to have a Nantmor style waiting shelter at Snowdon Ranger Halt. There has been good cooperation with the WHR (Porthmadog) over this as they have recent experience of building a similar design at Pen-y-mount. The shelter is required as it is anticipated Snowdon Ranger Halt will have substantial traffic with mountain walkers and users of the adjacent Youth Hostel. There may be opportunities for similar structures on Phase 4. The WHLR applied for planning permission on 10/9/02 and the notices identified that the development affected a listed building nearby.

This southerly view (4/6/02) at Snowdon Ranger shows the trackbed cleared throughout the station site to Ch.11360, just left of the old station building. WHLR contractors have a construction base to the right, below the line. The new station building will be to the left of the old station building on the same side of the line. The rail store has been excavated into the foreground since this view but awaits the diversion of a phone cable route to allow craneage access. Click on the image to enlarge. This image is copyright B.W.Hughes. Slide taken on a Sigma SA300 SLR using iPhoto Plus4 image correction technology and displayed at 96dpi.

By 30/6/02, all the trackbed south from Snowdon Ranger to Glan-yr-afon had been fenced. The electricity cable for the former station building has been put underground, though the pole route remained connected up. A noise barrier has been erected for the former station building, now a private residence.

This southerly view (30/6/02) shows a noise barrier erected alongside the old station building. The trackbed has been firmed up with slate waste to Ch.11360 by the tree, where the footpath crosses the line. The red marked object on the left of the trackbed is the stump of the NWNGR home signal removed prior to 1922. The foot square timber baulk is foul of the loading gauge and will be removed. The centre line of the new route is shown by the yellow line on the ballast. Click on the image to enlarge. This image is copyright B.W.Hughes. Image taken on Samsung Digimax 230 digital camera using iPhoto Plus4 image correction technology and displayed at 96dpi.

Work started at Snowdon Ranger during the week ending of 27/4/02. With ballasting north from Rhyd Ddu having reached Glan-yr-afon Yard (Ch. 12900 approx.) on 25/4/02, all that is left to do on the section south from there are a few culvert headwalls and accommodation crossings.

A site access road from the main road just north of Snowdon Ranger YHA was created by 27/4/02 and reached the railway between the station building and LC51 by the end of April. The WHLR direct labour team will move there from Glan-yr-afon. At first work will concentrate on the fenced section from Ch.10100 (just south of Castell Cidwm) to Snowdon Ranger, Ch.11300. Then in the Autumn, the section from Snowdon Ranger to Glan-yr-afon viaduct will be completed, following the fencing of this section and the removal of trees.

By 18/5/02, the trackbed had been scraped and slate waste added as far as the Caeau-gwynion Farm access (LC46) some 75% of the length under construction. This may indicate that the going is somewhat easier than the Section north of Rhyd Ddu tackled 12 months ago.

This northerly view from Ch.11360 shows the site of Snowdon Ranger halt. Work has started creating a construction base here for the Castell Cidwm to Glan-yr-afon section and the trackbed has been cleared for 1.3km to the north and slate waste added to firm up the trackbed. The small building behind the hedge is the former station building (now in private use). The former footpath has been diverted and a permissive path has been created for access to the future platform and halt. It can be seen diverted up the bank to the right. Click on the image to enlarge. This image is copyright WHR, courtesy Jan Woods using iPhoto Plus4 image correction technology. Image displayed at 96dpi.

By the end of May, work was underway along the whole 1 km length of the Castell Cidwm to Snowdon Ranger section. Trackbed scrapings have been used for embankment cladding. The trackbed has been stabilised with small slate waste prior to determining final levels. The next stage is to add drainage and rolled slate fines. Finally ballasting will proceed south from Castell Cidwm to Snowdon Ranger. See Castell Cidwm-Snowdon Ranger page for additional progress photographs.

By 30/6/02 there was no progress on UB72 or UB73, both of which have been removed prior to replacement. Work started on UB73 on 4/7/02 (see above).