TRACK EQUIPMENT
in 2000, Rhyd Ddu in 2003 and Beddgelert in 2009. The final section has recently been completed and is due to see passenger services from Easter 2011, after final testing and commissioning has been completed over the winter. The construction of the A487 Porthmadog and Tremadog bypass involves the building of a bridge over the WHR and one under the Ffestiniog railway at Minffordd. The works have been scheduled to take place during the winter to minimise disruption to the railways.
Due to open late in 2011, the new road will reduce the number of vehicles crossing over the WHR at Britannia Bridge AOCL. This crossing is unusual in that the rails run in the carriageway over a Georgian era listed structure that also carries the main north / south Wales trunk route.
Rails are a grooved tram type as a shallow depth of construction was required to avoid disturbing the waterproofing layer or the historic fabric of the bridge below. The total length of the crossing is more than 85 metres and includes a road junction which has meant that a total of seven ‘wig-wag’ lights are needed. Track
Laid to a 597mm ‘two foot’ gauge, in common with several north Wales quarry systems, track materials used on the early phases were recovered from South Africa. Pressed steel sleepers with spade ends help provide lateral stability on sharp curves which in places are down to 50 metre radius. Gauge widening of 10mm is applied
using locally-won stone and rock bolts and anchors have been grouted with sympathetically colour-mixed material. Condemned steel bridges have been replaced by new ones fabricated in Caernarfon to match as closely as possible the appearance of the originals. Analysis and modelling of the originals suggests they were barely adequate for the modest loadings of the 1920s let alone the heavier trains currently in use.
The locomotive roster includes the first ever articulated Garratt type engine built in 1909 by Beyer Peacock of Manchester.
on all curves below 100 metre radius.
Commencing in 2005, Phase 4 of the project saw the head of steel being advanced from the picturesque village of Rhyd Ddu at the foot of Snowdon. Newly- rolled S30 rail acquired from Poland was used with sleepers and elastic spring clips from India. Setting out was done by staff during the week so that all of the track between Rhyd Ddu and Porthmadog could be laid to a high standard by volunteer labour during weekend working parties.
On the Porthmadog Cross Town Rail Link (CTRL) there are two sections of ‘tramway’ track laid with Ri-52 section rail and the crossing of the Network Rail line, machined from solid steel by Corus.
Because of the need to provide a high level of passenger comfort, a properly transitioned horizontal alignment was necessary.Appropriate cant has been applied to curves in accordance with the line speed – limited to a maximum of 25mph but reduced for open level crossings and on sharp curves.
The alignment design was undertaken ‘in-house’ on the extremely curvaceous and steeply graded (ruling gradient of 2.5%) final phase as those provided by consultants using MOSS packages were found to be unsuitable.
The combination of tight curves linked by often short straights on a very narrow formation demanded a very high degree of accuracy of the initial topographical survey.
“IT WILL OFFER THE PROSPECT OF A STUNNING 40-MILE STEAM JOURNEY THROUGH THE HEART OF SNOWDONIA.”
42 | rail technology magazine Dec/Jan 11
Because of the sensitive nature of the landscape through which the line runs, great care has been taken to minimise the impact of the railway. Catch fences in the Aberglaslyn Pass have been hidden by a vertical extension to an existing retaining wall
K1 operated in Tasmania before being repatriated after the closure and abandonment of the Dundas Tramway. For many railway enthusiasts though, the real attraction is the NG/G16 class Garratt locomotives, which, like the track materials on the early phases, have been bought as redundant stock from South Africa.
Their light axle loading combined with high tractive effort make the operation of such a (comparatively) long route economically viable.
Passengers are carried in a fleet of purpose-built coaching stock, currently formed into two semi-permanently coupled rakes, each with catering and toilet facilities on board. First class and ‘standard’ third class accommodation is offered on all services and bicycles are carried in a special wagon on most trains.
The completed Welsh Highland is already comfortably the UK’s longest heritage railway, but when the fully-integrated Ffestiniog and Welsh Highland timetable is introduced, it will offer the prospect of a stunning 40-mile steam journey through the heart of Snowdonia.
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92