Snowdon Mountain Railway

In a nutshell

Gauge:          2'  7½"(800cm)

Length:        4 ²/₃ miles (7.5km)

Opened:      1896

Location:   

Web:        https://snowdonrailway.co.uk/

Email:     info@snowdonrailway.co.uk 
Tel.:         +44 (0) 1286 870 223

Snowdon Mountain Railway
Llanberis
Gwynedd
LL55 4TT 

 

Date of visit:     20 September 2019

Key Facts

• The Snowdon Mountain Railway is the only rack assisted railway in the UK
• There has only been one accident on the line, on the day it first opened when one passenger died after the first downward train became derailed probably because it was overloaded
• The line was constructed between December 1894 and February 1896
• The rack system used by the railway was devised by Roman Abt, a Swiss locomotive engineer. Two racks are positioned between the rails, staggered by half a tooth to ensure there is always a complete tooth on the pinions engaged with the rack
• The locomotive is not coupled to the carriage, so that the carriage would not be dragged down the mountainside if the locomotive became derailed
• Gripper rails are fitted to either side of the rack to prevent the pinion from disengaging with the rack
• Each locomotive and carriage has a manual brake which operates on the pinion
• The locomotives also have a compression brake which uses air in the cylinders to slow the descent
• The locomotives and carriages also have automatic brakes which engage if they exceed a certain speed
• The railway has eight steam locomotives, five of which were built for the line's opening.
• There are also four diesel hydraulic locomotives, powered by Rolls Royce engines
• The line has ordered a diesel/battery hybrid locomotive which is intended to enter service in 2020. The batteries will be recharged on the descent.
• There is a cafe and visitor centre at the summit (3560ft (1085m) above sea level) which was opened in 2009
• There is also a cafe and toilet facilities at Llanberis station
• During the winter or bad weather, trains will only run to Halfway station
• It is advisable to book in advance as the number of tickets are limited each day

Route

Source: By MickMacNee at en.wikipedia - I created this work entirely by myself., Public Domain, https://commons.wikimedia.org/w/index.php?curid=13430621

My Impressions

The last time I travelled on the Snowdon Mountain Railway was over fifty years ago, so I was anxious to see how things had changed.

We arrived at Llanberis in good time to pick up our pre-booked tickets. While waiting we indulged in a cup of coffee and a snack, sitting outside in the early September sunshine.

There was a good selection of food available at the cafe and so we were spoiled for choice.

There was time to watch the departure of one of the diesel hauled trains ......

 ..... and our train being marshalled from the sheds. We were booked on one of the vintage steam services. We figured that as this was likely to be a one-off, we would travel in style.

Before long, we boarded. Although not first in the queue, we were able to get a good seat at the rear of the carriage close to the loco.

After crossing the Waterfall viaduct, we soon left the treeline......

......  and reached the first station / passing place at Hebron.

After passing a downward diesel train, we progressed further, the mountain scenery becoming more rugged, until we reached Halfway Station, where we paused to wait for another downward train.

Our guard/train manager took the opportunity to point out some of the scenic features observable from our vantage point ......

..... until the downward train passed us on the loop.

We continued upwards, allowing a fine view of the downward train and the emerging landscape towards Anglesey.

As we laboured further up the mountain, the views began to open out, here looking towards the Rivals on the Lleyn Peninsula.

As we approached Clogwyn Station, the train traversed a stretch of line on a ridge, which permitted views down to the left of the Llanberis Pass in the valley below. Apart from the summit, this is probably the most spectacular view on the trip.

We paused again at Clogwyn Station to await another downward train which we could see approaching from further up the line. There seemed to be a considerable number of people walking the path from Llanberis to the summit, hardly surprising as the weather was unseasonably warm and the sky very clear.

Eventually, the train came nearer, passing over the curve on which the first passenger carrying train derailed on the line's opening day.

Then it was our turn to tackle the last section of the railway to the summit. The views opened out even more, giving a fine view out of the whole island of Anglesey .......

..... and along the north coast of the Lleyn Peninsula ......

....... before our train gently eased itself into the station at the summit.........

............  where the loco was given a well deserved rest

 We were given 30 minutes at the summit which allowed plenty of time to browse through the souvenirs and walking equipment in the shop, ...

.... grab a cuppa and a pie in the cafe .......

 ...... and join the crowd at the summit.

The views from the summit were spectacular in all directions.

Looking North West ........

...... looking East

...... South West .....

..... South East.

.... and West.

It was very blustery at the top and so it was somewhat of a relief to re-board our train and start the descent. With our destination visible in the distance .....

..... we passed many walkers toiling their way towards or away from the summit.

At Hebron, we met another steam heritage train making its way up towards the summit.

Eventually, we arrived at Llanberis ......

...... where our train was shunted back into its siding.......

..... and we could watch the departure of another train towards the summit.

Passing through the railway's shop on the way towards the exit, I bought a handy little guide on the railway's history but avoided the temptation of buying a snow globe or fridge magnet.

I was impressed by how efficiently the railway is operated and also by the enthusiasm and willingness of the staff to help and/or discuss the railway.

The stock was scrupulously clean and well maintained, particularly considering the age of the steam locomotives and the heritage carriages. The fare is not cheap, but then it is a unique experience in the UK and presumably the cost of maintaining the track and railway infrastructure.

It is possible to take a one way journey, but I would advise you to check the long term weather forecast. We were extremely fortunate in having booked the perfect day for viewing the landscape. This was partly luck and partly due to careful scrutiny of the weather forecasts by my partner - who, incidentally, funded the trip as part of an unexpected Christmas present two years ago. It took us that long to find the ideal conditions in relation to weather and our availability. A previous booking we had made a year earlier had to be cancelled because steam hauled trains had been withdrawn owing to fire risk during the drought at the start of the 2018 summer season.

It pays to be patient!

Video

Snaefell Mountain Railway

In a nutshell

Gauge:         3' 6"

Length:        5 miles (8km)

Opened:      20 August 1895

Location:  

 

Isle of Man Public Transport
Banks Circus
Douglas
Isle of Man
IM1 5PT

Web:       http://www.gov.im/publictransport/rail/snaefell/

Email:     http://www.gov.im/publictransport/rail/snaefell/contactform.gov
                publictransport@gov.im

Date of visit:     

Key Facts

• The line runs from the interchange station with the Manx Electric Railway in Laxey to the summit of Snaefell, which is 2,034 ft (620m) above sea level 
• It was originally intended to build the railway to a gauge of 3' (the 'standard' gauge for the island) but was eventually built to 3' 6" (1.067m) gauge to accommodate the braking system.
• The railway uses the Fell Incline Railway System which has a centre rail for braking on steep gradients. The centre rail is not used for traction on this railway.
• The railway is powered by 550v DC,using overhead wires with bow collectors mounted on the passenger cars.
• The railway was built in seven months using the Isle of Man Railway's 0-6-0 locomotive Caledonia - an additional rail at 3' gauge was laid on the track for the locomotive
• The maximum gradient is 1 in 12 - the Fell System is now used only for emergency braking, a rheostat braking system having been installed in all cars 1979.
• A power station was constructed just below Bungalow Station, half way along the line to minimise voltage drop on the overhead wires. When it was built, the power station was the most powerful on the island.
• When the railway as opened in 1895 its lower terminus was beside the tramsheds on the approach to Laxey. The line was extended in 1897 to a new terminus opposite Dumbells Row and then again in 1898 to its present location beside the Manx Electric Railway.
• The line was taken over by the Manx Electric Railway in 1902 and nationalised in 1957
• The railway has six tramcars which were all constructed in 1895 for the opening of the line. These six cars still provide transportation on the line, though they have been remotored over the years.
• A hotel was constructed at the summit when the line opened in 1895, it was rebuilt in 1907 and burnt down in 1982. It was reopened as a cafe two years later and then refurbished in 2011. As there is no water supply at the summit, a bowser is attached to the first train of the day to supply the cafe with water.

Route

My Impressions

 We arrived from Douglas on the Manx Electric Railway (MER) on the trailer pulled by Car No. 20 and boarded our car (No.1) for Snaefell at Laxey Interchange Station. Car No. 1 was extensively rebuilt in 2011 and repainted in the original Prussian blue colour scheme with the original wording of Snaefell Mountain Tramway.

 While we were waiting, Car No. 6 departed. This sports the default livery for the line. The car, along with its five predecessors was built in for the railway's opening in 1895. Windows and clerestories were fitted the following year. The rheostatic braking gear on the roof was fitted to all cars in 1979 which makes the Fell centre rail braking system redundant, except for emergencies.

We set off up the line with most of the windows fully dropped as we were experiencing a heat wave during this part of August.

 Shortly after leaving Laxey and passing the tram sheds, the car stopped for a few minutes to allow we passengers to take pictures of the Great Laxey Wheel across the valley. The undergrowth appears to have been cleared at this point specifically to promote this view.

At around the halfway point up the line we could see the remains of the upper section of the Laxey Mines, which, at its peak, was part of the most productive mining system in the UK. It was also at this point that the line's original power station was located.

 After passing Bungalow Station beside the TT race track, the track spirals around the mountain, giving 360 degree views down around the island. Had there not been haze in the distance it would have been possible to have seen the coastlines of England, Scotland, Wales and Northern Ireland.

At the summit, we had around forty minutes to take in the views and sample the coffee and snacks on the cafe.

 I spent the majority of the time watching the train movements at the summit.

Given that the trackwork is minimalistic - with an interesting single switch blade point providing access to Up and Down tracks - the tramcars were juggled on the siding which was just sufficient in length to accommodate two tramcars.

 Eventually, we took our seats aboard Car No. 6 for the descent.

 Just past Bungalow Station we were given a fine view of the summit, before winding down the Laxey River Valley back towards the town.

On reaching the Interchange Station at Laxey, there was an opportunity to indulge in some tram spotting.

 Here we see Car No.1 arriving from the summit. The Up and Down MER lines can be seen to the right of the car heading off in the direction of Ramsey and the green Laxey Blacksmith's shed can be seen in the middle distance. This is where some of the MER vans are being restored and the Great Laxey Mine Railway's replica tub wagons were constructed.

Car No. 4 arrived and departed during this period. Car No. 4 was the last car to carry the green nationalised colour scheme which was given to the entire fleet in 1958. It was repainted in its present livery in 1963.

 Car No. 5 is the only car to show the railway's name in Manx Gaelic. It was extensively rebuilt after being gutted by fire in 1970. Whilst at the summit station there was a short-circuit under the floor which caused the fire which rapidly spread to the superstructure. It was initially thought that the short circuit was caused by the advertising boards which used to be mounted on the roofs of all the tramcars which made them rock from side to side in high winds and thereby lose contact with the overhead wires. However, it was later attributed to the practice of swapping power trucks between this car and Car No.7. When she was rebuilt to re-enter service in 1971, Car No. 5 was not given a clerestory and was initially fitted with aluminium bus-type windows. These were later removed and replaced with replicas of the original windows. The car does retain its cushioned bench seating, however; the only car on the line to have this added level of comfort.

 Until my travels on the MER and the Snaefell Mountain Railway, I had never been particularly interested in trams - much preferring the sights, sounds and smells of steam locomotives. I must confess to being won over by these magnificent vehicles. These two systems run their original Victorian stock with only the power systems having been modified and thereby give an insight as to how this form of transportation has evolved. I am still in awe of the power of electric motors - the cars handling full loads up the 1:12 inclines with apparent ease. I found the staff on the railway to be extremely helpful, providing an interesting commentary on the journey comprising a mix of anecdotes and factual information. There was clearly a blend of pride and affection in the mix which is quite understandable given the unique nature of this form of transportation.

Video

[In preparation]