DOLGARROG RAILWAY

1st September 2009

Approaches to the bridge from Dolgarrog : 26.9.1984 (siding used to trail on the left) 2448x1632 .jpg 2000-09-26 12:42:07	Approaches to the bridge from Dolgarrog Station 26.9.04 (Siding used to trail in on the right) 2448x1632 .jpg 2000-09-26 12:39:19	Dolgarrog Bridge : 2008 (used to carry the siding over the river combined with road access) 2448x1632 .jpg 2000-09-26 12:41:11	Dolgarrog Metal Pole : 2005 Close up view : Marked "ASPROT" 2448x1632 .jpg 2000-03-24 22:08:19
Dolgarrog Metal Pole : 5.10.04 676x912 .jpg 2000-10-05 10:34:04	Dolgarrog OS Map 600x372 .jpg 2009-09-01 00:00:00	Dolgarrog Pole near Dolgarrog Station. Used to carry power and telegraph wires between Dolgarrog Station and the Aluminium works. 600x800 .jpg 2009-09-01 00:00:00	Dolgarrog Private Siding Diagram 1620x1275 .jpg 2009-09-01 00:00:00
Dolgarrog Railway Society Site : 2.10.2007 2448x1632 .jpg 2000-02-17 00:32:33	Dolgarrog Rly Society train : 2006 2448x1632 .jpg 2005-08-30 12:38:17	Dolgarrog site of the Dolgarrog Railway Society 15.9.2006 2448x1632 .jpg 2005-09-15 20:42:12	Dolgarrog Station 26.9.05 2448x1632 .jpg 2000-09-26 12:35:32
Dolgarrog Station Crossing 26.9.2004 2448x1632 .jpg 2000-09-26 12:34:45	Old Concrete Pole off Station Road 2448x1632 .jpg 2005-09-15 20:54:40	Rail fence : 26.6.04 1632x2448 .jpg 2000-06-26 14:17:09	Station Road Dolgarrog : 2006. Railway line used to run alongside road on the right 2448x1632 .jpg 2005-09-15 20:51:50

In 1916 the Company finally opened a short standard gauge line, leaving the LNWR Llandudno Junction to Blaenau Ffestiniog railway at a point just over ½ mile south east of the aluminium works at Dolgarrog. Interchange sidings were provided here, connected to a loop on the LNWR line. From this point the works line turned through 90 degrees on a sharp curve which climbed steeply to an impressive girder bridge over the River Conwy. Leaving the bridge the curve continued as the line descended to the level of the surrounding land. Having gone through an almost 180 degree turn the railway then ran in an absolutely straight line to the Works. Outside the works entrance was a run round loop and a branch along Clark Street to the foot of the incline and a coal yard.

The system seems to have been operated on an as required basis, with one engine in steam and the other as spare. Ten 12 ton wagons were acquired at the time the line opened for business but it is not known if these operated over the main line.

Shortly after opening for goods traffic, the company decided to operate a passenger service for the benefit of its employees. A basic platform constructed of timber was provided by the LNWR from where passengers had to walk across a level crossing to join the Company train at its own low platform. There was a further platform just outside the works entrance.

This must have been a haphazard operation, as only the ‘blue collar’ workers were conveyed by train, this connecting with the early morning Conwy Valley train; the office staff had to walk!

To operate the service the Company acquired two second hand coaches, a bogie coach and a four wheeler. Little appears to be known about the bogie vehicle but the four wheeler came from the North London Railway and the builders plate survives today in the Conwy Valley Railway Museum. The passenger service was withdrawn about 1932 but the coaches found further use as changing rooms for the works swimming pool and sports facilities.

Goods traffic continued and reached a peak during the war years but declined in the 1950s, and by 1960 the line saw little use, and the system finally closed. It was eventually lifted during 1963-64.

The Dolgarrog Railway Society are hoping to reopen part of the line from the site of the Aluminium Works (now closed and demolished) and the Dolgarrog side of the river bridge.