The Penrhyn Quarry Railway – Part 2

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This is the second article about the tramroad and railways which served Penrhyn Quarries. The first provided a short history of the line and then followed the tramroad which was first used to replaced pack horses carrying slate and other goods between the quarries and Porth Penrhyn. That article can be found at:

https://rogerfarnworth.com/2022/12/29/the-penrhyn-railway-part-1

The featured image at the top of this second article about the Penrhyn Quarry railways comes from the camera of K.H. Cribb and is included here with the kind permission of his son Russ Cribb.

The first picture is an embedded link to a photograph on Ernie’s Railway Archive on Flickr and is general view of Porth Penrhyn looking South towards the port headquarters.

Ind 1955-CA Port Penrhyn, Bangor, Penrhyn railway.
Porth Penrhyn in 1955, showing both loaded and unloaded slate wagons, and at least one workmen’s coach, © Copyright Ernie’s Railway Archive and embedded here with their kind permission. [43]

The second image shows the port headquarters in 1961, a few years before final closure of the line. The photograph appears to have been taken from the bridge over the line and looks North into the port area.

The headquarters building at Port Penrhyn, Bangor, and part of the quay photographed in August 1961. The last narrow gauge train to carry slates ran on 28th June 1964. The Penrhyn quarry route is now a public path. [41]
R0708 BLANCHE Port Penrhyn Aug1961
Hunslet 0-4-0ST ‘Blanche’ at Porth Penrhyn preparing to depart South to the Quarry in August 1961, © Copyright Ron Fisher and used by kind permission of the photographer. [44]

The Penrhyn Quarry Railway (PQR) left Porth Penrhyn running alongside a standard-gauge LNWR branch which also served the port and linked it with the national rail network.

In this picture ‘Linda’ one of the PQR steam locomotives passes under the estate road bridge at South side of the port facilities. The standard-gauge line is visible alongside the narrow-gauge lines. The PQR had parallel tracks here which required a wider arch. The arch seems to match the standard-gauge one for size. The port gates are closed on the standard-gauge line. [1]
‘Blanche’ running light engine just outside Porth Penrhyn. The bridge in the background is the same as that in the picture above, © James King and used by kind permission of the photographer. The image was shared on the Narrow Gauge Enthusiasts Facebook Group by James King in a comment made about a post by Mark Temple on 22nd July 2018. [32]

The older tramroad occupied the same formation area as the two later lines of the PQR. The standard-gauge line was built while the horse-drawn tramroad was operating.

The PQR and the standard-gauge line ran in close proximity for some distance after leaving the port. Both used the same bridges over the Afon Cegin.

Loaded slate wagons being hauled by ‘Blanche’ between Penrhyn Quarries and Porth Penrhyn in the 1920s. The train is close to the bridge at the entrance to the port. This image was shared on the History of Bangor Facebook Group by Margaret Lewis on 17th February 2018. [31]
Blanche leaves Port Penrhyn in August 1953, and will soon pass under the A5. The rail tracks were bought by Festiniog Railway in 1965, and relaid, mostly above Tan-y-Bwlch, © Copyright North Wales Live. [41]
Looking back towards Porth Penrhyn along the old tramroad viaduct with the more modern bridge to the East of it, © Daniel Richard Goodman, 2015. [2] The bridge carrying the PQR and the standard-gauge is a critical part of the Lon Las Ogwen cycle-route. It is of steel spans of 46ft 6in, 53ft and 43ft. The girders are 4ft 2in deep and they are carried on 5ft stone piers giving an average clearance above the river of 10ft. The width is 24ft 6in and the track over the bridge is essentially level. The gradient being only 1 in 580. [29: p61]
The girder bridge when in use as a railway bridge, also taken looking towards Porth Penrhyn, © Eric Foulkes. [3]

The two railways ran on different gradients after a second crossing of the Cegin. The next photograph shows the two lines passing under the old A5. As illustrated, the Shrewsbury to Holyhead road (A5) crossed the PQR and the standard-gauge line. Each line had its own bore in a tall stone embankment. “The Penrhyn bore being 36ft long and of its basic loading gauge Viz. 15ft wide and 11ft 10in. height from rail to top of arch with 7ft horizontal clearance at the foot of the walls.” [29: p60]

The A5 road passed over the top of the two lines. The level difference between the two lines is now obvious. This image was included in the Railway Magazine of October 1961, © J.M. Dunn.

The old structure shown above was later replaced by a more modern structure spanning only the PQR, as shown below. The structure now carries the A5 over the Lon Las Ogwen cycle-route.

Looking Southwest towards the modern Llandudno Road (A5) bridge spanning the cycleway which follows the route of the old Railway. At this point the old Railway alignment is also part of the Coastal Path, © Copyright Ian S and licenced for reuse under the Creative Commons Attribution-ShareAlike 2.0 Generic Licence (CC BY-SA 2.0) [39]

After passing under the A5, the LNWR line rose to join the main Chester to Holyhead line west of Llandygai tunnel. The PQR ran on its own course as it travelled on from the A5 at Maesgierchen.

The Penrhyn Quarry Railway opened in 1879. Its route is shown as a red line, this map is rendered with Maperitive, text and integration: Pechristener Wales in United Kingdom.svg: TUBS United Kingdom location map.svg: NordNordWest • CC BY 3.0. [4]
The routes of three railways can be seen on this extract from the 6″ OS Maps from around the turn of the 20th century. It shows the area South of the A5 road bridge referred to above. On the right of the image, running South from the Incline Cottage at the top of the extract, field boundaries define the alignment of the old Tramroad. To the West of the A5, which runs down the centre of the extract, are two lines which were in use when the survey was undertaken. Running closest to the A5 is the be LNWR standard-gauge branch. The narrow-gauge Penrhyn Quarry Railway is to the West of the standard-gauge line and follows the East bank of the Afon Cegin. [5]
The same area as shown on the OS 6″ Map above. The alignment of the old tramroad is illustrated by the red line. The newer narrow-gauge railway is shown light-blue. Parallel and immediately adjacent to the East of the Penrhyn Quarry Railway was the standard-gauge LNWR line. The two lines began to separate to the Southwest of the A5 road. The approximate alignment of the standard-gauge line is shown in purple. The A5 runs down the centre of the image. [5]

The old tramroad is covered in the first article in this short series:

The Penrhyn Quarry Railway – Part 1

This article follows the Penrhyn Quarry Railway which was operational from the 1870s. Motive power was given some consideration in the earlier article.

In this extract from the 6″ Ordnance Survey from the turn of the 20th century we see the two routes diverging on their way South. [6]
Approximately the same area as appears in the 6″ Ordnance Survey above but focussing on the PQR. Shown, this time, on the RailMapOnline satellite imagery. The route of the Penrhyn Quarry Railway is shown in pink. [7]

At a gradient of 1 in 209 the PQR left the Nant Maes-y-Geirchen gorge crossed the occupation crossing to Felin-Esgob and approached the fine spectacle of the Chester & Holyhead Railway’s Cegin Viaduct.

The PQR runs roughly North to South across this extract on the East bank of the Afon Cegin. The mainline along the North coast of Wales crosses the map from West to East at high level, crossing the Afon Cegin on a viaduct. at Bethesda Junction a LNWR branch-line curved away to the South. Initially the PQR and the Bethesda Branch ran in parallel up the valley of the Cegin. [8]
This is the same area as on the 6″ Ordnance Survey above. The PQR is shown in pink and the LNWR branch and mainline are shown in purple. The Cegin Viaduct appears in the picture below. [7]
The Cegin Viaduct which carries the mainline over the Afon Cegin. The PQR formation was used for the footpath/cycle-track visible on the valley floor, © Copyright Meirion and licensed for reuse under a Creative Commons Licence – Attribution-ShareAlike 2.0 Generic (CC BY-SA 2.0). [18]

The Cegin Viaduct “has seven semi-circular arches each of 35ft span – it has masonry piers but the stone arches are faced in brick (Ref: Public Record Office, M.T. 27/49.).” [29: p60]

As an aside, The Bethesda Branch which runs along a similar route to the PQR was a 4.25mile (6.8 km) line between Bangor and Bethesda in Gwynedd, North Wales. Its primary purpose was to bring quarried slate down to the main line for onward transport. It existed in competition with the private PQR. It opened in July 1884, and a local passenger service was run as well as trains for the mineral traffic.

Competition with the PQR was healthy and the two lines managed to co-exist until increasing road competition led to the cessation of ordinary passenger services on the branch in 1951; goods traffic and occasional passenger excursion journeys kept the line going until its complete closure in October 1963. [19]

Wikipedia tells us that the line climbed all the way from the main line, rising for much of the way at 1 in 40. Major features on the branch included the Ogwen Viaduct and the Tregarth Tunnel which was 279yards (255metres) long. Apart from the terminus at Bethesda, there were two intermediate stations on the route – at Felin Hen and at Tregarth. [19]

The Bethesda Branch formation now provides a cycle and walking route to Bethesda from Porth Penrhyn – known as the Ogwen Trail, part of the Sustrans 82 cycle-route.

Continuing to look at the Penrhyn Quarry Railway …. we head South from the Cegin Viaduct.

Looking South along the route of the PQR, through one of the arches of the Cegin Viaduct, © Copyright Toxteth O’Grady. [Google Streetview, 2022]
A short distance further down the PQR, © Copyright Nigel Williams and licensed for reuse under aCreative Commons Licence (CC BY-SA 2.0). [20]
A little further along the line of the PQR, © Copyright Eric Jones and licensed for reuse under a Creative Commons Licence. (CC BY-SA 2.0). [21]

At about 70ft above sea-level, there was a halt for the Workmen’s Train adjacent to Lon Cefn Ty. The bridge here (once just a footbridge) carried the road over the PQR. To the West of the bridge, the Lon Cefn Ty crossed the Afon Cegin by means of a ford (with a footbridge for pedestrians) and then passed under the Bethesda Branch which was on a steep falling grade from its junction with the mainline just to the East of Bangor Tunnel.

The PQR and the Bethesda Branch of the LNWR continue South down the Cegin valley in these two successive extracts from the 6″ Ordnance Survey. [9 & 10]
The same area as covered by the two extracts from the 6″ Ordnance Survey above. [7]
The view South along the line of the PQR as it approaches Lon Cefn Ty. The PQR passed under the road, as does the modern cycle-route. The road is shown at the top of the satellite image above. Interestingly, to the West of this location the road crosses the Afon Cegin by means of a ford and then under a girder bridge which used to carry the Bethesda branch, © Copyright Toxteth O’Grady. [Google Streetview, 2022]
Looking back North along the PQR at the arch bridge under Lon Cefn Ty. [23]
South of Lon Cefn Ty on the line of the PQR, © Copyright Eric Jones and licensed for reuse under a Creative Commons Licence. (CC BY-SA 2.0). [22]
The two lines continue to run parallel to each other passing Coed-Howel Mill. The LNWR branch then crosses the Afon Cegin and the Mill Race on a gently curving viaduct and drifts closer to the PQR. [11]

The PQR left the East side of the Afon Cegin and crossed the Glas-yn-Fryn embankment, passing Coed-Hywel-Uchaf Farm on its left then passed 15ft below the LNWR Bethesda Branch by means of an acutely-skewed bridge. Boyd tells us that the LNWR retrieved this bridge from another site and cut it down “to a 31ft span for re-use here; it formed a ‘tunnel’ almost 43 ft long for the narrow gauge and gave generous vertical clearance of 14 ft and 14 ft horizontal!” [29: p59]

‘Blanche’ leading a train of empty wagons up towards the Quarry on 5th September 1957. The exact location is not known, © Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
The LNWR branch is running at a higher level than the PQR and has no trouble crossing over it before running immediately alongside it to the East. [12]
Both lines are again highlighted in pink and purple on this matching extract from the satellite imagery on RailMapOnline. North of Glasinfryn, the A55 dual-carriageway disturbs the modern satellite image and cuts the old PQR line meaning that the cycle trail has to turn West and pass under the same bridge as the road South to Glasinfryn. From this point southwards the cycle-track leaves the PQR and follows the Bethesda branch formation. [7]
Looking East along the A55, the parapets of the road viaduct over the Afon Cegin, the cycle-route and an access road can picked out at the near side of each carriageway (to the left and right of the road). [Google Streetview]
The underpass by which the Glasinfryn road passes under the A55, seen from the North. [Google Streetview]
The same underpass seen from the Southwest. [Google Streetview]

As the satellite image above shows, to the South of the A55, the alignments of the PQR and the LNWR Bethesda branch converged and ran parallel to each other at different levels. Immediately South of the A55, the PQR formation ran across what is now an open field. before passing under the Bethesda branch. On the adjacent map extract, to the East of Glasinfryn. The Bethesda Branch is highlighted in purple and the PQR in pink.

If you follow the link below, you will see a superb picture, © R.K. Walton and held by Amgueddfa Cymru – the National Museum Wales. The photographer is sitting on a locaded slate wagon behind one of the PQR’s locomotives, Blanche or Linda, which was taking a loaded train down the PQR towards Porth Penrhyn in 1959, passing under the Bethesda Branch at this location. ….

https://museum.wales/collections/online/object/861fc496-8fba-3f06-b2ab-ad1a0fd3b59d

The Bethesda branch Felin-hen station was Immediately to the South of this point. It appears at the top of the 6″ Ordnance Survey map extract below. The PQR can be seen drifting away to the Southwest alongside the A4244 (Felin Hen Road).

The PQR runs in a large arc round to the East passed a Gravel Pit which had its own connection to the line. [13]
This satellite image covers the same area as the map extract above. [7]

The line curved to the right and then to the left left and crossed the Felin-Hen Road on a 17ft lattice ironwork span and the Felin-Hen stopping point before passing through a heavily wooded area in cutting.

The view along Felin Hen Road from the Northeast. The Bethesda Branch was carried over the Felin Hen Road on a girder bridge. The PQR ran alongside the road in a Southwesterly direction for a short distance before crossing the road at its junction with the B4409. [Google Streetview]
The route of the PQR crosses the Felin Hen Road at its junction with the B4409. [Google Streetview]

Continuing to curve to the left, trains passed a short siding alongside on the left which did not have a permanent connection to the PQR. This siding served “a small gravel pit and connection was made as required – and probably since 1881 – by a set of portable Spoon Points which were lifted off after use. On Mondays a wagon was manhandled down to here from Coed-y-Parc, pushed through the narrow curved cutting into the working and loaded up as required; output was small being only about 150 tons a year, with 1912-14 being the best period. An embarrassing accident occurred to the Up Workmen’s Train here one Monday morning, when, the Spoon Points having been inadvertently left in position, the train engine tried to enter the gravel pit and was derailed. The Engineer’s diary records the date, 3rd February, 1941, that the engine was CEGIN – an unusual choice – and that the train ‘Arrived Mill 10.30 a.m’.” [29: p59]

The PQR then continued to sweep round in a wide arc towards the East, gaining height as it travelled. Completing the curve to the left the PQR was then running West-northwest and to the North of Moel-y-ci Farm which is now, in the 21st century, the site of a Farm Shop (Blas Lon Las). The route of the PQR crosses the access road to the Farm Shop and gradually converges with the line of the Bethesda branch. There was an overbridge carrying the Moel-y-ci Farm lane.

Close to Tyddyn-sarn the two lines run parallel once again The PQR now being at high-level to the South of the cutting which accommodated the Bethesda Branch. [14]
‘Blanche’ with that train of empties on 5th September 1957, again, the location is uncertain, clues might be the slight curvature of the line and the housing in the top-left of the image, © Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
The same area as it appears on the satellite imagery from RailMapOnline. [7]

James Boyd says that along this section of the PQR there was a long (250 yard) loop together with a long siding on the North side. “trains passed each other on the right. Unusually, iron railings fenced the route here, whereas elsewhere the ubiquitous estate fence made of slabs stuck into the ground on edge and wired together near the top, was (and is) a feature of the district.“ [42][36: p58]

Clicking here will take you to an image of ‘Linda’ on a PQR main line up train a few years before closure in 1961 which includes the slate slab and wire fencing mentioned by Boyd. [40]

“Until the reduction in trade made the running of but one train (from 4th May, 1928) sufficient to move stocks, trains passed here regularly. There was a water tank used by Up trains which stopped if required. … There was no signalling. The loop, Pandy (or sometimes Tyn-y-Lon) was an original stopping point for the Workmen’s Train and boasted one of the four Waiting Huts, but a stone throwing incident during the Great strike so displeased His Lordship that the stop was removed.” [36: p58-59]

The two railways may be running very close together on the map or satellite image but the vertical separation was significant with the LNWR line in deep cutting.

A little further to the East the PQR entered Tregarth alongside Shiloh Chapel. [15]
The same area as in the 6″ Ordnance Survey extract showing the approaches to Tregarth. The PQR (in pink) enters the village to the South of the large Chapel (Shiloh Chapel) and close to Waen-Y-Pandy. [7]
Blanche again, with the train of empties that we have already seen, on 5th September 1957. In February 2023, thanks to Robin Willis, I was able to confirm the location of this photograph in Tregarth, © Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
These notes and this drawing were sent to me by Robin Willis on 3rd February 2023. … He comments: “The location is difficult to identify as it has changed beyond recognition as much of the foliage has been cleared and the cutting infilled, but a row of cottages to the right of the picture, and out of sight, still exist.   
Fortunately, a friend of mine is an absolute mine of information about the railway and he has identified the location. A marked-up copy of the 1889 25″ OS map is attached. The photographer was standing on the bridge over the PQR in Tregarth where the B4409 road crossed the trackbed. To the extreme left of the photo can be seen a pair of double doors in a shed. These can be seen on Google Maps as the image is from 2009 but were recently demolished to make way for a new house.” [Email on 3rd February 2023]

Boyd comments that the Workmen’s Train Halt in Tregarth was behind Shiloh Chapel, it was “linked with the nearby road by footpath and wicket gate. No trains ever seemed actually to stand there, for it was sufficient for the Workmen’s rake to run slowly past as the men jumped on or off!” [36: p58]

It appears from the annotated map extract sent to me by Robin Willis, that the Workmen’s Halt was on the East side of the main road rather than behind Shiloh Chapel. Nonetheless the quote from Boyd remains apposite.

Looking from the South along the B4409 in Tregarth: the approximate line of the PQR is shown by the pink line. It passed under the road at this point. There is a footpath/cycleway at the right side of this image running away to the East which appears to be on the line of the old PQR. This is the Lon Las Ogwen and is shown on the next Streetview image below.  [Google Streetview]
The Lon Las Ogwen again at the point where the PQR crossed under the main street in Tregarth. At the rear of the gardens of the adjoining properties, the Lon Las Ogwen bears left, heading back to the old Bethesda Branch, while the line of the PQR continues in an East-northeast direction. The land level dropped down to the level of the PQR and then the line was on embankment for a short distance as the map extract below shows. [Google Streetview]
Tregarth Station on the Bethesda Branch of the LNWR is shown on this extract from the 6″Ordnance Survey. The PQR can be seen crossing the map extract to the South of the LNWR line. [16]
The next length of the PQR crosses open ground in a East-northeast direction. the satellite image is once again provided by RailMapOnline. [7]

The PQR passed under the main road in Tregarth through what James Boyd describes as “the ‘standard’ form of road overbridge, stone with brick facings.” [36: p58]

After crossing over the Bethesda Branch the route of the PQR is shown on the 6″ Ordnance Survey looping tightly round following the contours to run due South. It is high enough to cross the metalled lane to the East of Tregarth. The Bethesda line is shown in tunnel on this map extract with the PQR crossing it’s line once again above the southeastern end of the tunnel. [17]
This small extract from satellite imagery shows an area one-third down the left side of the extract above from the 6″ Ordnance Survey. The lane to the East of Tregarth was crossed by the PQR after the PQR ( pink line) crossed the LNWR branch at high-level. [Google Maps]
The bridge that carried the Penrhyn railway track over the standard gauge line on the Bethesda side of the short tunnel
The bridge by which the PQR crossed the Bethesda Branch is still in place in the 21st century. This image is embedded here from Flickr, © Copyright Martin Pritchard [37]
The bridge by which the PQR crossed the Bethesda Branch is still in place in the 21st century, © Copyright Mike Hardisty [37]

The bridge was a skew single arch structure in brick and was funded by the LNWR.. the Bethesda Branch was 31ft below the PQR at this point. [36: p58] Details of the bridge over the lane can be found below. Immediately below are two pictures taken from road level of the 21st century remains of the bridge over the lane.

Facing Southeast along the lane referred to above. The abutments of the girder bridge which used to carry the PQR are clearly visible. [Google Streetview, November 2022]
Facing Northwest along the same lane. [Google Streetview, November 2022]
The satellite imagery provided by RailMapOnline covering the same area as the 6″Ordnance Survey above shows the significant loop in the line of the PQR and its relation to both the older tramroad route (red line) and the LNWR branch (purple line). The Tramroad alignment meets the newer PQR at the top of the Ddinas Incline and then follows the same route South. [7]

After crossing the LNWR, which was in deep cutting, the PQR ran along a very short embankment before bridging the Tal-y-Cae to Hen-Durnpike road which climbed steeply beneath it. The bridge was originally a 25ft timber span (which was replaced in steel) on stone abutments. Just beyond the bridge was the Corrig-Llwydion Workmen’s Train halt, then a shallow cutting followed by an equally shallow causeway. The line was now climbing at 1 in 93 and at approximately 400ft above sea level.

As both the 6″ OS map extract and the satellite image above show, the line turned very sharply to the right round the flanks of Pen-Dinas. Apparently, the tightest radius on the line was at this location (85ft) and the Baldwin locomotives purchased by the PQR were known to derail here on occasions. The line here was supported on low walls. Boyd tells us that the right of way of the PQR widens out at the head of the old Incline. There used to be stabling loops for the Incline at this point. [36: p58]

Between the old tramroad incline and Hen-Durnpike in Bron-Ogwen the newer PQR followed the line of the old Tramroad. Boyd describes this section: “the line was carried on a stone shelf. … Parallel and below, the old road to the Quarry kept company.” [36: p57]

This excellent Google Streetview image, facing South, comes from their survey in January 2022. It shows the Bethesda Branch at low level, visible because it is now a surface cycle-route (Lon Los Ogwen), the highway (Lon Ddinas) at the level of the camera and, on the right, the retaining wall which supported the PQR on a stone shelf above the road. [Google Streetview]
This enlarged extract from the 6″Ordnance Survey from around the turn of the 20th century shows the Bethesda Branch tunnel portal on the East side of Lon Ddinas which runs parallel to but below the PQR. On leaving the tunnel the Bethesda Branch immediately crossed the Afon Ogwen on a viaduct which now carries the Lon Las Ogwen. [24]
A view, looking West from the deck of the viaduct during the work to create the Lon Las Ogwen and showing the tunnel portal and parapet (which ran alongside Lon Ddinas). [25]
A similar view after completion of the work, © Daily Post Wales. [26]
Continuing South the 6″ Ordnance Survey shows the PQR following the line of the older Tramroad. Just off the bottom of this extract, the two routes diverge for a short distance. [27]
A similar area on the modern satellite imagery from RailMapOnline. [7]
The line of the PQR as it crossed what is now the B4409 at Hen Durnpike. [Google Maps]

Boyd describes this road crossing as: “a close-walled road and rail intersection with protective tall semaphore signal (its signal hut perched on the walling, the enceinte of successive Mrs. Parry – gatekeepers) and twin road gates, made all the more risky as several roads met hereabouts. The hut, wooden walled and slate roofed, survived the closure. Here the line was 420 ft above sea level, and there were ‘Whistle’ boards on each side of the gates; this was a most dangerous and narrow place, more especially for the road-user! The position of the approaching train could be determined quite exactly by long forewarning of its steam hooter, each main line engine having an individual tone.” [36: p57]

R0716. BLANCHE, PQR Level Crossing. Aug, 1961.
This photograph looks North along what is now the B4409. Blanche is heading down past Hen Durnpike towards Port Penrhyn in August, 1961. © Copyright Ron Fisher. The image is embedded here from Flickr with his kind permission. [38]
The view South along what was the line of the PQR. [Google Streetview]
The route of the PQR to the South of the point it crossed the B4409. [Google Streetview]

Behind the road crossing and running along the backs of the properties in Bron-Ogwen on the B4409, initially on a shallow grade, then climbing at a gradient of 1 in 36 the PQR reached open land. Here, at first, it ran on a causeway spanning a footpath, and then it passed through a series of rock cuttings, one being only 8ft wide at formation level. [36: p57]

As we noted above the route of the PQR and the earlier Tramroad diverge close to the top of this extract from the 6″ Ordnance Survey. The PQR was still in use at the turn of the 20th century and it appears as an active line. The route of the old tramroad passed through the bottom of the garden of the properties to the East of the PQR and then followed the route first delineated by the dotted lines. The route is shown on the following satellite image. [28]
The same area shown on satellite imagery which includes the two routes as plotted on RailMapOnline. [7]

Over open land to the West of the modern B4409 the PQR ran on a high embankment/causeway, 18ft high and 10ft wide. The outer walls of which were formed of stone slabs which were then back filled with earth/arisings from the Quarry.

The two separate routes continue onto this next map extract and cross to the bottom right of the image. The later PQR was carried through this area on a slate-slab embankment crossing the footpath at high level by means of a 5ft span bridge. [36: p56] [29]
The same area as above as it appears on the satellite imagery from RailMapOnline with the two routes plotted. [7]
For a short distance the old tramway route runs to the West of the PQR, as the lines drawn on the satellite image below demonstrate. [30]
This satellite image brings the PQR to the industrial complex at the North end of the Quarry site. [7]
The view West from the B4409 along St. Ann’s Hl. The pink line shows tha approximate alignment of the PQR which crossed St Ann’s Hl on a bridge. The red line marks the route of the old tramway. Both the lines were at high level over the road which was in a deep cutting, as over the years the spoil heaps either side of the road had built gradually built up to levels that required high retaining walls. Once the rails had gone the bridges could be removed and road levels raised on St. Ann’s Hl and the main road. Boyd tell us that the bridge carrying the PQR “was formed in the ‘standard’ method used elsewhere viz. a square-section timber beam supported on slab piers, 4-hole chairs being used thereon to carry each rail. And this was not all, as an adjacent tip line also had its own bridge over the road until the site was full and the tip abandoned. Here too a junction in the tipping system had once thrown off a spur line which passed off the top of the ‘fortress walling’ and crossed the old turnpike road by a wooden span; it led on to further spoil banks on the east side of this road, which at a later date were linked by an incline which dropped a tramway into the Ogwen Tile Works.” [36: p56] On the North and South sides of St. Ann’s Hl the PQR was carried on a slate-slab embankment which held it above the growing spoil heaps. [Google Streetview]
Looking North, back along the line of the old tramroad towards Porth Penrhyn. [Google Streetview]
Looking South along the line of the old tramroad towards Penrhyn Quarry. [Google Streetview]

After crossing St. Ann’s Hl the old Tramroad continued on to the South towards the Felin-Fawr Slate Works and the Quarry. The later PQR route and the Tramroad route meet once again just before a footbridge. Felin-Fawr House was just beyond the footbridge to the left and Mill Cottage was on the right. James Boyd notes that the footbridge was constructed by John Foulkes in 1823 and framed wooden gates to close off access along the line to the Slate Works.[36: p55]

A short distance beyond the footbridge the trains reach the summit of the line. At that point they had climbed 550ft from Porth Penrhyn. [36: p56]

The summit was close to a point where a standpipe was on the retaining wall which ran down the West side of the Slate Works site, to the right of the line. It was along this length of the line that loaded slate trains were prepared for their journey down to the port.

The mainline stayed close to the wall which can still be seen on site in 21st century. The photograph below shows a port-bound slate train being prepared to for the journey North with ‘Linda’ in charge.

Hunslet ‘Linda’ with a train of loaded slate wagons just about to leave Felin Fawr on the Penrhyn main line. Photo taken on 15th April 1952.
Photo (B12) © K H Cribb and included here by kind permission of his son Russ who shared the photograph on the Narrow Gauge Enthusiasts Facebook Group on 9th November 2023. [45]
R0647 Departing Penrhyn June 1961
Linda’s brass dome glints in the afternoon sunlight as she starts the journey down to Port Penrhyn in June 1961. The locos in the scrap line wait patiently for rescue. Notice the footbridge ahead which formed the northern limit of the Felin-Fawr site, © Ron Fisher and included here with his kind permission. [35]
Looking South towards Penrhyn Quarry from within the Felin-Fawr site. A train is being assembled which ‘Blanche’ will take down to Porth Penrhyn. The road bridge ahead was built in 1900 and marks the southern limit of the Felin-Fawr site. Before 1900 the road crossed the PQR lines at level and must have been frequently obstructed by shunting movements © Ron Fisher and included here with his kind permission. [54]

To the East of the mainline there were three sidings between it and the original slate-slab mill. One of these sidings was increasingly used for locomotives which had been taken out of service. The mainline continued South beyond the slab mill and then, once it has been built in 1900, under an overbridge which, like the footbridge’ was gated to control access to the site of the Quarry. Beyond the overbridge were the main sidings where slate wagons were marshalled either for their journey to the coast (if they were full).

We finish this portion of our journey with a look at some of the locomotives which were stored at Felin-Fawr and some of the rolling stock in the immediate area.

Penrhyn Quarry on 2nd August 1955 showing ‘Eigiau’, ‘Stanhope’ and ‘Kathleen’ on the scrap line, © Copyright K H Cribb and used by the kind permission of his son Russ who shared the photo on the Narrow Gauge Enthusiasts Facebook Group on 10th November 2021. [46]
A colour image of the same location taken on 10th June 1962, © Copyright Terry Dorrity and included here with his kind permission. Terry shared this image on the Narrow Gauge Enthusiasts Facebook Group on 1st March 2020. [47]

Terry Dorrity writes of the photograph above: “This was the bitter-sweet sight that met visitors to the Coed y Parc Penrhyn Works at Bethesda in Snowdonia. The sad line of withdrawn locomotives resting and rusting, apparently beyond saving, in a sort of mini Barry scrapyard must have encouraged many a daydream but fortunately every one of them, except SKINNER, has been preserved.” [47]

The Locomotives are: “EIGIAU; STANHOPE; the de Winton, KATHLEEN; JUBILEE 1847; frames wheels and part of the cab of SKINNER; LILLA, and SGT MURPHY await their fate with LILLIAN, which was next in line but out of sight.” [47]

Terry Dorrity continues: “EIGIAU is an Orenstein and Koppel 0-4-0 well tank built in 1912 (works number 5668) which was originally supplied to C L Warren contractors in Cheshire and named SUNLIGHT. In 1916 it was sold to the Aluminium Corporation of Dolgarrog for use in building Cowlyd reservoir and renamed EIGIAU after a lake in Snowdonia. It became a Penrhyn locomotive in 1928. It was taken out of service in 1949 and was bought for preservation by Mr G J Mullis and removed in pieces to Droitwich in January and February 1963 and restored to working order. It ran at Bressingham Gardens for some time but it is now part of the Bredgar and Wormshill Light Railway collection.” [47]

A number of photos taken by Barry Fitzpatrick, Ron Fisher and Ken Cribb, included here follow, all of locos on the line at Felin-Fawr. All pictures used by permission of the photographers or, in Ken’s case, with permission from his son Russ.

‘Eigau’, ‘Stanhope’ and ‘Kathleen’ in 1955,© Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
‘Lilla’ and other locos stored at Felin-Fawr on 5th September 1957,© Copyright Ken Cribb and used with the kind permission of his son Russ Cribb. [Supplied direct to me by Russ Cribb]
This image and the next three make up a set of four monochrome photographs of locomotives on the “Scrap Line” at the Quarry in 1962, © Copyright Barry Fitzpatrick and used by kind permission. [48]
Lilian © Copyright Barry Fitzpatrick and used by kind permission. [48]
Lilian © Copyright Barry Fitzpatrick and used by kind permission. [48]
Sgt. Murphy © Copyright Barry Fitzpatrick and used by kind permission. [48]
Lilian at Felin Fawr in colour in 1961. Built in 1883, Lilian was saved for preservation and is now at the Launceston Steam Railway in Cornwall, © Copyright Ron Fisher and used by kind permission. [49]
Eigiau in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Stanhope in 1962, © Copyright Barry Fitzpatrick and used by kind permission. [50]
The ‘de Winton’ vertical boiler locomotive, ‘Kathleen’ in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Jubilee 1847l in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Lilla in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [50]
Penrhyn No. 24, a Ruston & Hornsby 4wheel drive Diesel Mechanical locomotive in 1962, in the 21st century, this loco resides at the Great Bush Railway, © Copyright Barry Fitzpatrick and used by kind permission. [51][53]

These next two pictures were taken inside the workshops.

Blanche in the workshops in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [48]
Ogwen, under repair in 1962 © Copyright Barry Fitzpatrick and used by kind permission. [48]

A few further pictures of items of rolling stock at Felin-Fawr. These photographs were taken in 1962, 1963 and 1967.

This photograph shows the brakevan built on the frames of the former Bagnall ‘Sandford’ The small building behind with the blocked up arched entrance was formerly the de Winton shed and the building to the right is the foundry, © Copyright Barry Fitzpatrick and used by kind permission. [51]
The same brake van stands adjacent to one of the Felin-Fawr buildings, © Copyright Michael Bishop. Michael Bishop visited Penrhyn Quarry at Bethesda on the 17th of June 1967. By that date the quarry had finished using rail transport and the remaining locomotives and wagons were being scrapped. Tracklifting of the remaining lines was underway. This image is included here by kind permission of the photographer. [52]
In this photograph, the building behind the brakevan was being used as the diesel loco shed with the foundry to the top left, © Copyright Barry Fitzpatrick and used by kind permission. [51]

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