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.