Month: June 2014

Kent and East Sussex Railway

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Time to go to deepest, darkest Kent, on another bright, sunny day.  Oddly the K&ESR was visited as recently as August last year so in many respects there is likely to be far less change here than noted on many other recent visits.Start off with South West Trains 444012 on 09:30 ex Farnborough and the wapping sum of  £24.70 to Ashford International.  And this is the first time that the cost of travelling by public transport exceeds the variable cost of using the car.  We live and learn.  Once at Waterloo I take the Northern line from Waterloo to Warren Street then Victoria line to Kings Cross St Pancras and head for platform 12 where my train is waiting.

It is reasonably well sign posted to Platform 12 walking under the roads (but it is quite a walk) where I catch 395 009 “Rebecca Adlington”; the service running to Margate.  This is my first Javelin trip, although the route is identical to a previous Eurostar trip to Paris (and thence to Nice).  London Tunnel 1 is 7.5km (and interestingly is largely directly below the North London line recently visited, the routes splitting soon after Homerton) so a lengthy run  before emerging on the approach to Stratford International where another passenger’s bicycle in the doorway prevents an individual joining the coach, leading to an athletic sprint to the next coach.  We return into tunnel, this time the snappily named London Tunnel 2, for 10km before we emerge into daylight., shortly before passing under the A13 in the delightful Essex countryside and Dagenham Dock station is to the left.   We head across Rainham Marshes partly running alongside domestic services before again descending into another tunnel under the Thames for 2.5km.  On the other side of the river we emerge back into daylight and reach Ebbsfleet International.  HS1 to Ashford International then passes over the Medway viaduct (1.2km) and under the North Downs (3.2km)  and through the Ashford Tunnel at 1.5km before arriving at Ashford International.

Time to change the mode of transport and it is eventually a Stagecoach bus running late and costing £6 return to Tenterden and a gentle walk down to the station in the sun.  This week there is a special offer – a “Pensioner’s Treat” of £10 for a Rover ticket; so this cuts the cost slightly!

Tenterden signal box on the day of this visit is in the charge of a female signaller who is also responsible for  the manual opening and closing of the gates over the line to the car park (or the line to Rolvenden depending on how you look at it).  This requires a walk to and from the box by her in uniform but without (I am pleased to record) a hi-viz jacket.  And indeed unlike some railways there are no hi-viz jackets worn by other operational staff.  A nice touch.

Ex-BR Pannier tank 1638 is in charge. An interesting loco as it is built in 1951 to a design which dated back about 80 years at that point.  The engine has often operated in an unauthentic GWR green livery (although given the history of the design one can understand why).  At present however it is in plain BR black which may not be as attractive but certainly feels good.

It is a busy day on the railway – we are told by the trolley staff that there are 40 diners being served in the restaurant and wandering along the five coaches just before departure there are not many empty seats.

51571 & 50971 form the heritage DMU service which we pass at Wittersham Road, which only has a platform on the north side of the line, so the DMU heading eastwards does not stop.  This is operating the two non steam return trips of the day and both are clearly identified as such not only on the timetable but also on the train departure boards at each station.  Nice touch.

This being a Col Stephens Railway time keeping does not seem important as we drift through the afternoon and along the line to Bodiam arriving close to the time shown as departure.   As ever Bodiam Castle has a wonderful presence to the north of the line.  Many travellers disembark but there are significant numbers waiting to join having visited the castle and if anything the return trip is heavier.

At Rolvenden there is the opportunity as we pass to inspect the new carriage shed to the north of the line.  On the visit last August this was simply cleared land.  Now new pointwork and track runs alongside the running line and then there are points acting in kickback fashion into the newly erected carriage shed with access from the western end.  There are as yet no tracks inside the building but the sleepers and rails are waiting outside the shed to be positioned and another railway will soon have proper protection for its passenger rolling stock.

Time for the reverse journey from Tenterden!  The bus proves slightly difficult to catch – and turns into a mainly school bus service as we race around the Kent countryside visiting some small villages before reaching Ashford almost back on time.  Javelin 395016 ex Ashford Int., runs to time but there appear to be no rubbish bins on Southeastern (either trains or station; I suppose we are still afraid of bombs), so I am well into the Underground before one is found – inevitably full! – before I can dispose of a coffee cup.  For the return Underground journey I go via the Victoria line then changing at Oxford Circus to the Bakerloo.  This turns out to be a same level walk though, no stairs or walkways, much the fastest link between two lines!

I manage to catch 17:53 ex Waterloo to Basingstoke – a 12 coach 450 formed working.  Had I managed to catch the traditional service departure from Ashford International at 16:33 I would have been at Waterloo East (theoretically) at 17:50.  So catching the 17:53 would probably not have been possible (nor the purchase of a magazine at W H Smiths) – but the High Speed line is not the only way to go.  Reach Farnborough on time at 18:39.  A good day out.

London’s new Outer Circle Line

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Something different today, there are no preserved railways.

The aim was to take a look at some of the newer services which have been introduced in and around London and also one of the remaining “Parliamentary” services – being run to a limited timetable to provide proof that a line has not closed.

So Farnborough, change at Woking and Clapham Junction.  The London Overground covers a range of services provided by Transport for London being former National Rail services, but reworked to cater for outer circular routes around London to a certain extent.

From Clapham Junction there are now various services over the route to Willesden Junction via Kensington Olympia, with those provided by London Overground using the new 378 multiple units.  The 378/2 are capable of obtaining power by both third rail and overhead supply and the changeover is made on the move just north of the bridge carrying the A40 Westway, once the new Shepherds Bush Westfield shopping centre has been passed on the left.  At Willesden Junction the route is joined by the North London line which once upon a time was a third rail only service from Richmond to Broad Street, but this was altered to terminate at North Woolwich with the closure of Broad Street, then cut back to Stratford in 2006 when the route onwards was closed for conversion for use by the Docklands Light Railway.

I am not going to Stratford just yet however, having reached Willesden Junction I then transferred to the the Bakerloo line on the Underground to go to Paddington Station.

The next train is the one a day Chiltern Railways service from Paddington to Ruislip – not a line I have previously traversed on a service train.  Before leaving Paddington the conductor checks with the travellers that we really want to go to Ruislip – the passengers were myself and a mother and baby.  How they came to be using this unusual service I have no idea as I am sure most passengers are sent to Marylebone.

The unit heads out of Paddington and we come to a halt alongside North Pole depot which is now being redeveloped to be used by the new Intercity Express being built by Hitachi for the GW Main line.  We come to a halt, to wait the passing of an inbound service and then turn right essentially alongside the Central line onto the originally joint GWR/GCR new main line to run to South Ruislip.

Most of the route is parallel to the Central Line past North Acton, Park Royal, Hanger Lane, Greenford, Northolt and then joining the main Chiltern line at South Ruislip, with the train terminating at Ruislip Gardens.  Due to problems with points a freight train was unable to cross in front of us on time at Greenford delaying our progress leading to a late arrival at the two Ruislip stations.

Time to abandon trains and undertake a walk to Ruislip on the Metropolitan and Piccadilly lines where I wanted the former to take me back towards London and a transfer onto the Jubilee line at Wembley Park where I catch an all stations service to West Hampstead on a train bound for Stratford.

A short walk at West Hampstead re-unites me with the North London line (or London Overground as it is described) and I catch another train bound for Stratford.  I disembark at Gospel Oak as I am about to abandon electricity power and use the non-electrified line often known as “GOBLIN”, which is short for Gospel Oak to Barking line.  At one time the service was St Pancras (or Kentish Town or even Moorgate) to Barking (but earlier East Ham).  The current service was introduced in 1981 when a new connection was provided to Gospel Oak, an earlier one having been closed long ago.  Unloved and unappreciated the line was built for heavy passenger use with very long platforms but the unreliable service and use of old diesels lead to a marked decline.

Once under the control of London Overground from 2007 it has received some attention, with an improved service, station refurbishment (although the ends of the longer platforms are weed infested) and most recently new diesel trains (class 172/0 – two car Turbostar) which together with other modernisation work means that there can now be 8 trains an hour – four passenger and four freight services. And now electrification is finally planned. My first trip shows that passenger loadings (at least off peak) seem similar to the North London Line as we head on a curve around North East London.

Once at Barking, having taken some photos, I rejoin the same unit retracing my steps to Blackhorse Road where an easy link exists to the Victoria line.  This is merely for one stop to the line’s terminus at Walthamstow Central.  A quick cross platform change sees me retracing my steps again back towards Central London as far as Highbury & Islington and the North London Line.  It means that I am now certain I have covered the entire length of the Victoria line.

After having earlier been on a number of trains heading to Stratford I now catch a train heading for that destination and travel all the way there!  Again this is a 378/2 dual voltage running on the overhead as the third rail has been removed from this section.  The whole Stratford area has of course been redeveloped with a new shopping centre and the Olympic Park adjacent plus revised rail and DLR services mentioned earlier.  I head back around the NLL again but note that despite the frequent passenger services there is also a heavy freight presence which is typified by 70020 bringing a train through behind the service train I take.

My destination is again Highbury & Islington where the two northernmost tracks have AC electrification whilst the more southerly pair have DC 750v third rail power supply which originally applied to the entire NLL.  Joining a 378/1 (DC only) unit at platform 2 my NLL journey restarts in Eastward direction again!  This time we pick up the old route through Dalston Junction (same site but new station), Haggerston (new station, north of original station), Hoxton (completely new)  and as trains can no longer run into Broad Street we turn left into Shoreditch High Street (on the site of the long closed Bishopsgate station)  with a new line has been built in an easterly direction to join up with the former Underground line, the old Shoreditch station closing, so we are now on the East London line and pass through the historic Brunel built tunnel under the Thames.

Formerly this line had two termini south of the river – New Cross and New Cross Gate.  London Overground however has extended and the termini are New Cross, Crystal Palace, West Croydon and for me Clapham Junction.  This last section was historically the South London line from London Bridge to Victoria and was originally electrified at 6700v AC in 1909.  London Bridge is being rebuilt which is one reason the services have been re-directed.  However there is clear evidence of demand as the passenger loading into Clapham Junction is high and there is clear evidence that the Overground is bringing much larger passenger numbers into the station.

It is convoluted getting into Clapham Junction, a new link from Surrey Quays to the South London line for Queen’s Road Peckham, running on the southern most pair of tracks to Wandsworth Road, then diverging left at Factory Junction, passing under the main lines out of Victoria, through Longhedge Junction and under the main lines from Waterloo before climbing up, through Ludgate Junction to join platform 2 which is now the southern end of platform 1, whilst the old platform 1 is platform 0 but is completely disused.  Access for the train to platform 2 does not affect trains running into or out of platform 1.

And I can now rejoin an SWT service back to Farnborough.

Talyllyn Railway

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A visit was made to Tywyn and the Talyllyn Railway on 12 June 2014 specifically to ride on the Victorian Train, a special operation allowing passengers to travel on the original TR (and other) coaches.  It is a blisteringly hot day and it will probably turn out that this is summer for the year!  £25 each but it is not a simple return trip today.

Many years since my last visit – and the station buildings have undergone a significant extension – vertically upwards – since then.  Sympathetically done this has provided additional office space and allowed extension of the cafe area and shop which occupy the ground floor.  This rebuilding took place in 2003/4.  Passenger numbers reached around 100k in 1973 but the last 30 years has seen many other railways open and now about 45k are carried each year.

Once on the platform we meet our train of the day headed by No 2 Dolgoch which was built in 1866 by Fletcher, Jennings & Co.  The coaches in use on the Victorian train were TR nos 2, 3, 4 and 5 – the brake van containing the ticket window from where tickets were sold in the early years of the preservation era.  All vehicles date from 1866/7 with no 4 coming from the Lancaster Wagon Co, the others from Brown, Marshalls and Co.  Also in the formation were a Corris Railway third, numbered 8 when on the CR, but is now Talyllyn number 17 and Glyn Valley Tramway no 14 of 1892.

There is a warm staff welcome at Tywyn Wharf where one can cross the line without a hi-viz jacket to take a picture on the sunny side.  All of the platforms are on the north side of the line and there are no doors on the southern side of the line; so getting a photograph with the sun shining on the locos is never easy.  Good patronage but we are encouraged to take seats anywhere in the formation and also to move around at the various stops to try the different coaches (although all are fairly spartan I would suggest).

Our first stop is Rhydyronen where Dolgoch sets back to allow a runpast – and all of the photographers again cross the line (with approval) to obtain decent photographs.  Whilst most passengers travel the entire line there is an adjacent caravan and camping park.  We continue up the line to Dolgoch Falls station and here we have two special treats.  First Dolgoch takes water from the original water source via a pretty basic route (a wooden u shaped channel) from an old water tank.  Then Dolgoch sets back twice onto the bridge over the Nant Dolgoch stream to commence a couple of run throughs enabling pictures in the green wooded area.

On my first visit to this line Abergynolwyn was the operating limit as we approach the station we can see No7 “Tom Rolt”  waiting for us to clear the line so that the service train can return to to Tywyn.  No 7 was built by the railway using parts from another locomotive.  However no longer buffer stops here and we continue through to Nant Gwernol.  A service provided on this Victorian Train is for a volunteer to join various coaches and to tell us some of the history of the line; in this case pointing out the the incline down to Nant Gwernol village; the links to the Rev Awdry stories many of the early ones being closely linked to the Railway and also stories the former Abergynolwyn catering manageress.  A pleasant and welcome variation from a simple train ride.  Go and read the Four Little Engines! Our train runs on up to Nant Gwernol, the opening of which in 1976 required an Act of Parliament to allow extension of passenger working beyond Abergynolwyn stipulated in the original legislation.  Dolgoch runs round and we then run back to Abergynolwyn where the passengers take lunch.  The Ioco and train stand in the loop, away from the platform.

Whilst we are sitting in the sunshine No 6 Douglas passes through Abergynolwyn on the other service train.  The loco has been with the Talyllyn since 1954 but dates from 1918, built by Andrew Barclay and fitted with a new boiler in 1995.

Once the service train has gone our driver consults on sequence of moves required at Abergynolwyn as it would appear he has not worked this before (I think this was the first or second run of 2014 for the Victorian Train).  Eventually Dolgoch runs round the train but it remains in the loop. The crew of 3 (there is a trainee given instructions on the crew operated ground frame) finally get a cold toasted sandwich which they had ordered on arrival!

Douglas returns from Nant Gwernol with the service train and stables in the loop at the western end of the platform to enable the Victorian train to pull into the eastern end of the platform and we rejoin the train again moving around as before.  Our special train heads for Nant Gwernol again (I said earlier this was not a simple return journey) whilst the service train returns to Tywyn.

At Nant Gwernol Dolgoch runs round and then takes the train back to Abergynolwyn.

A major development since my last visit was opened in May 2013 by Timothy West and Prunella Scales.  This is “The Guest House” a carriage storage facility at Quarry Siding made possible by a bequest by a former driver, Phil Guest who has served on the line from 1969 until his passing in 2008.  Like many other railways storing all stock in a dry location had not been possible and this additional facility will mean looking after the Victorian and other stock will be much easier in the future.

Our journey back to Tywyn is interrupted by a stop at Brynglas for a final photo opportunity before we pass down the rest of the line.  Unlike at least one of my earlier visits to the line our progress is not delayed by a trespassing sheep.  I can remember one trip being at a very slow pace as the sheep progressed and could not be encouraged off of the line and no gap could be found for the sheep to return to the adjacent field.

The attraction at Tywyn Wharf is no longer the train but a scone plus jam and cream, a cup of tea and some cake.

Heartily recommended.

Welsh Highland Railway

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On the WHR traffic was being confidently handled by 138 &143 the NGG16 2-6-2+2-6-2T Garratt locos bought from the South Africa Railways to operate the line in 1997  Built by Beyer Peacock in 1958, 143 was the last Garratt narrow gauge loco built by Beyer Peacock being delivered in 1958. The WHR is also completely coal fired again.

The Welsh Highland Railway is running a more intensive service towards the end of the week but at the point we travelled the line there were two round trips, one from each end.  Later in the week this extended to 2 1/2 round trips with the locos starting at the other end each day.

In many respects this is a “new” railway, travelling from Porthmadog it follows the alignment of the old line through to Dinas it is fair to say that the line was rebuilt from nothing.

The line runs out of Porthmadog in the opposite direction to the Ffestiniog generally heading north.  There is a flat crossing with the National Rail line (currently non-operational due to the closure of Pont Brivet) and we pass the other Welsh Highland – the WH Heritage Railway which lies on the left hand side passing their terminus at Pen-y-mount.  On this section we bowl along at a respectable speed as the line is either level or only a very slight gradient, stopping at Pont Croesor.  This continues until we take a sharp left turn at what was Croesor Junction, the old Croesor Tramway continuing ahead.  Afon Glaslyn is alongside to the left and shortly before Nantmor Halt we commence a more serious climbing passing through the Aberglaslyn tunnels.

This is the most scenically attractive section of the route as we are in the Pass of Aberglaslyn with rails, road and river close together.  Between the railway and river is a restored pathway with many walkers and photographers observing our progress.  Through Goat Tunnel and into Beddgelert station for a welcome breather.  We are now at the bottom of a continuous climb at around 1 in 50.  This section of the route is not easy as twice we turn back on ourselves as we climb – with sharp curves as well, once before Meillionen and once after.  Just before the summit at 648ft above sea level there is a good view of Snowdon – as usual the top is lost in the clouds.

We pause at Rhy Ddu which was the terminus from Caernarfon for some time until the line was opened.  It is a lot easier for the locomotive and crew now.  Today we are behind No 138 which has performed well on the climb.  We pass 143 which is operating the other service.  Rather than the heavily wooded countryside we passed through earlier this is rather more bleak as we look at the lower slopes of Snowdon but as descend the landscape softens. Dinas houses the locomotive and carriage works for the West Highland Railway and there are clearly significant facilities here as we pass the Locomotive shed as we run into the station and then pass the carriage shed as we leave, the loco having taken on coal loaded by a mechanical digger.

The original Welsh Highland ended at Dinas with a connection into the Caernarfon to Afon Wen branch.  The new railway however has adopted the old track bed and we continue onwards into Caernarfon coming to a rest at the temporary station almost in the shadow of the walls of the Castle.  Indeed it has now been announced that a more permanent station is to be built to replace the temporary structure.  Dinas to Caernarfon had been converted to a cycle path after closure of the rail line and some re-alignment of the latter has allowed the rail route to be re-instated.

There is one drawback to this one train each way timetable – we only just about have time to consume lunch in a pub before returning and no time to explore Caernarfon.  Oddly I have been to the castle before – and there is not a lot to it.  A return to be arranged once that new station is built.  Even better if the line is extended through the tunnel under the town and there is continuing talk that for £40m a narrow gauge line could run to Bangor along the route of the standard gauge line closed in 1970.
The return working is even better.  The clouds have lifted and the sun is shining and it is now possible to see the summit of Snowdon from the train.  Pity we did not plan a day out visiting it!

Ffestiniog Railway

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We took a week’s holiday staying in Porthmadog allowed ongoing observation of both FR & WHR between 6 and 13 June 2014.  We actually travelled over the entire Ffestiniog line on Saturday 7 June 2014.

The timetable has four daily return trips to Blaenau Festiniog requiring the two Boston Lodge built locos using the principles of Fairlie’s patent: No 12, David Lloyd George (built in 1992) and No 11, Earl of Merioneth (built in 1979) to complete two return trips. The latter is in longstanding green livery whilst the former is in all over primer grey including the normally polished domes which looks a little odd.  However it has only recently returned to use after a heavy overhaul which included new power bogies (which have a required a £200k investment) so the grey is probably temporary.  It has also been converted to coal firing from oil burning and has acquired taller chimneys.  The railway determined some years ago that oil firing was no longer cost effective and so the locos are being converted back to coal firing on overhaul. The railway is now dependent on the Double Fairlies to operate the heavier services which dominate on the line.

Other locos were noted (possibly in steam) when passing Boston Lodge but identification proved impossible.  Shunting at Porthmadog was sometimes done by the service locomotives but later in the week the diesel Vale of Ffestiniog was seen and heard.

The most notable recent change at Portmadog is the widening of the Cob to provide room both for a new platform 2 which is used by the WHR trains and for a run round loop which is between the new platform and the road.  So the end of the Cob close to Porthmadog is now much wider and means that operating WHR is easier.  A detailed explanation of the works can be found here: http://www.whrsoc.org.uk/WHRProject/maintain/maintain-harbour2.html

On my previous visits to Porthmadog it always seemed to be a permanent traffic jam but the opening of a bypass for through traffic on the A487 in October 2011 has not only made it a nicer town to visit but also allowed the WHR to cross the road as it leaves Porthmadog Harbour station in a northerly direction but the crossing is completely ungated, merely protected by flashing lights and alarms.

Our first trip was on the Ffestiniog using the First Class coach / Observation car 100.  Comfortable and relatively new (built in 2007).  Observing a later train leaving Porthmadog it is surprising how far the steam trail from the locomotive can be seen as it heads towards first Boston Lodge and then Minfordd.  If staying in Porthmadog why not use the train to Minfordd and then walk to Portmeirion?  Eat in Castell Deudraeth at lunchtime and they give you free entry into the village for the afternoon.

The main climb is on the section to Tan-y-bwlch and the line runs through heavily wooded hillsides – the earlier justification of oil firing being to avoid starting fires can be understood.  The heavy storms of recent years can be seen at the moment to have uprooted many trees alongside the route, in addition to which the Forestry Commission is undertaking a lot of logging activity removing mature trees and replanting.  I caught my first Ffestiniog train at Tan-y-Bwlch many years ago, having walked up from the Oakeley Arms at Maentwrog – it does not look very far on the map but is quite an uphill slog!  Being 1975 my journey then was odd – a return to Dduallt and then single to Porthmadog.

The current trip carries onwards to Dduallt but now carries on around the spiral and the Deviation picking up the the original alignment at the top of the Tanygrisiau Reservoir at Tanygrisiau station.  A huge surprise to me was the line sweeping away majestically to the left as we pass through Glanypwll.  Part of the line towards Dinas was relaid in 1997 which allows access via another reverse into the new carriage shed.  Immediately after the junction for that there is a civil engineers yard and the original engine shed on the left has been reroofed and enlarged.

Our service trains now run to the joint station with National Rail which commenced operation on 25 May 1982.

No National connecting train awaits at Blaenau!  After a needed break for the driver, fireman and guard the engine (Earl of Merinoeth) runs round the 8 coaches and we are ready for the return journey which proceeds with slightly less firing activity as we are heading downhill.  Originally the downhill workings would have been gravity powered for the slate wagons and the railway does still demonstrate this from time to time.

Llangollen Railway

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The Llangollen railway was visited by joining the line at Carrog having stayed overnight in Llandrillo.  The parking at Carrog is immediately adjacent to the sidings where a couple of bookshops supporting various locomotives are stabled.  Much of the station building is in private ownership but there is a booking office and a tea room.  The owners must have taken some convincing to agree to the railway re-opening the station!

The current timetable is based on a presumption that the Corwen extension has opened which has not happened at the time of the visit. Consequently the train spends a long time at Carrog which is about 2.5 miles closer to Llangollen.  Once the extension to Corwen is open Carrog will no doubt become much quieter, so perhaps for the station owners the disruption is only temporary.  Parking in Llangollen close to the station is somewhat limited so travelling into the town is much easier, especially as we were already at the western end of the line.

Motive power on Friday 6 June was “Jessie” a Hunslet 0-6-0ST, works no 1837.  The loco is painted in a distinctive “Thomas” blue which is I suspect a major money spinner.  Passenger accommodation was 4 Mark 1 coaches in GWR chocolate and cream livery.  Quite a bit of holiday places change over in North Wales on a Friday and loadings are low and some other railways do not operate on Fridays because of this practice.

The line itself is a delightful wind through the green and very lush Dee valley not doubt driven by the heavy winter rains.  The river here is flowing eastwards from Snowdonia (rising near Dduallt) to the discharge at Chester Weir.  We leave Carrog at 12 00 and we head east as well.  Our trip in this direction is almost entirely down hill.  The run to Llangollen is about 7.5 miles.  We stop briefly at Glyndyfrdwy station.  After Deeside Halt we run very close to the river following its meanderings.

We pass through Berwyn Tunnel which at 689 yds is the longest single-bore tunnel on a preserved railway – not to be confused with West Hoathly (Sharpthorne) Tunnel on the Bluebell which is actually longer!  At Berwyn Station we are high above the river looking down on the Chain Bridge Hotel on the other side of the river which looks a good place to sit and watch the trains go by.

The extensive dmu resources held by the line are easily visible from the train as we approach Llangollen and it is best to sit on the north side of the coaches to enjoy the river views. The loco shed is believed to be at high level on the edge of Llangollen and other motive power was not visible. There are some new build projects based on the line.

The loco has to work much harder on the return journey as it is all uphill and must avoid stalling in the tunnel as that would be pretty unpleasant.

The old Corwen main station building and site survives mainly intact today, in private use as an Ifor Williams Trailers showroom since 1990.  The trackbed was infilled, both main building wings and the toilets demolished, and the central section rebuilt to accommodate a showroom.

The Corwen opening is dependant on completion of a new East Corwen station   Track is in place and ballasted so perhaps the opening will not be long – there are regular updates on that link.