Fundraising continues even though we are now operational through to the Phase One end stop. Fundraising for Phase 2, Corwen Central Station, 300 yards west of the present end of the line, continues.

Please help all you can. Cheques should be made out to Corwen Central Railway Development and sent to Paul Bailey, CCRD Treasurer at The Station, Abbey Road, Llangollen LL20 8SN

Please Gift Aid any donations, it makes a huge difference to us.

Other fundraising initiatives are also available for specific items or materials required for the project. For Instance “Tenner for a Tonne” for filling material.

Also: Shares in Llangollen Railway PLC are available via the office.

Please phone 01978 860 979 for more information.

Fund Raising

It is always worth repeating the warning regarding the photography of trains on the Carrog to Corwen length. All the photos of trains on the running line have been taken from the footpath on the A5 road, which runs very closely with the railway for most of its length, NOT from the trackside.

A word of caution is appropriate though! The A5 is fast, busy, twisty and heavily loaded; and there are no safe parking places.

The safe parking places are at the Llidiart-y-Parc (east) end, about ¼ mile to the west where there is a large layby; and at the Corwen (west) end where there are plenty of parking places in the town carparks.

In between, it is necessary to walk. The footpath is on the railway side, but not particularly wide. The A5 is already prone to accidents - please don’t add any more!

John Rutter - Webmaster

Photographing the trains between Carrog and Corwen

The next batch of rails to form the run-around loop  delivered

Photo - George Jones

The Phase One end of the line

Progress to date

Left: Corbelling out to form the platform edge under way.

Below Left: The land prepared to start on Platform 1.  

Below Right: The station site from the east end looking west.

 Photos - George Jones


Diagram created by Paul Reynolds

When the platform walls for the Corwen Central island platform are complete, they will have created a 160 metre long area to be in filled with spoil brought in and compacted. It is estimated that 1,000 tonnes of material will be required to create the platform area at a cost of £10 a tonne, as represented by the layers of red balls in the above diagram. The financing of this aspect of the station development is dependent upon voluntary donations.

Can you spare a Tenner to support the Corwen Central project? If so, please make a donation of £10 to the ‘Tenner for a Tonne’ Appeal : Llangollen Railway Trust Ltd, Corwen Central Railway Development, c/o Mr Paul Bailey, Dolwen, Bryn Eglwys, Corwen, LL21 9LY.

Click Here for a PDF Version of the donation form

Tenner for a Ton appeal.pdf


Corwen Central Progress – 9 March 2017

Tremendous progress has been made with several aspects of the terminal station project, so a summary of recent work at the terminal station site in Corwen is appropriate.

Station platform

News that the grant aid application from the Welsh Government's European Regional Development Fund has been progressed to the point of receiving an Initial letter to ‘Proceed at Risk’, allowed the volunteer work force to begin construction of the island platform walls.

The method of construction is to use pre-caste concrete Easi-Blocs as a modern and economical means to allow speedy progress and the supplies on site have been purchased from donations received by the Corwen Central Development Project. 

The first section of two layers was laid alongside the Downside track on footings which are already in situ next to the subway access unit - this serves to illustrate the height to which the platform level must eventually reach.

Weighing in at three-quarters of a tonne, (and measuring in Imperial approx 4ftx2ftx1.5 ft) each bloc requires carefully handling with assistance from a hyab crane and time has been spent in trial positioning and gauging to ensure correct alignment. By 28 February a total of 259 blocs representing length of approximately 520 ft, have been laid to complete the base of the Down platform designed to accommodate an eight coach train length.

Progress was restricted at times by the need to take delivery of further supplies of blocs, itself a time consuming effort as they are off loaded and stacked ready for installation.

Some 460 blocs are needed to provide both platform bases, to be followed by a mix of other blocks and edgings to build up the necessary profile. Within a total length of 160 metres (526 ft) the space between the two walls will require some 1000 tonnes of spoil infill. Additionally, there is the need to prepare the footings for the Up platform, so that the work is going to take the volunteers the next several months to complete.

The make-up of the platform walls is illustrated in a jpeg, with the void represented by the red balls, each worth £10, as part of the Tenner for a Tonne appeal to fund the infill.

Whilst news of the grant aid application for £128K is expected shortly, it comes with the inevitable need for Llangollen Railway Trust to find match funding and donations from supporters and well-wishers remains necessary to see the project completed.

Welsh Water Road

Adjacent to the northern boundary of the station site, the new access road to the Welsh Water/Dwr Cymru Waste Water Treatment Plant was opened without ceremony on 2 February when all service road traffic was diverted to use the new entrance from Green Lane. This has allowed closure of the former access via the breach in the railway embankment, for long seen as the major obstacle in extending the railway from its present railhead at Dwyrain Corwen East into the terminal station site. The new road has been engineered to provide a graded access up and down into the plant. The finished product, as seen from the main road entrance, belies the amount of civil engineering it has taken contractors for Welsh Water to create a fit for purpose access route.

The road represents a considerable investment by Welsh Water to provide a facility more appropriate to the 21st century in terms of traffic accessibility and consequential environmental benefits.

The route from the summit where it crosses the former Ruthin branch shows how the original Great Western line embankment has been extended to provide space for the terminal loop and island platform.


Finally, the search for an independent water supply to feed the planned locomotive refreshment facilities saw the commencement of a borehole on land adjacent to the railway embankment at the point where under bridge 31, the original access to the Waste Water Treatment plant, once existed. Local firm Dragon Drilling brought in their Italian made Comacchio MC30 drilling rig which was erected to a height of 60 ft on 23 January. In the course of six working days, the rig sank steel casings and extracted the pale grey clay of the Corwen Flood Plain.

Ground conditions proved to be more challenging than expected before a flow of water was detected at 30 metres (100ft). Completion of the borehole followed with the insertion of a slotted plastic lining tube to provide the rising main and the assembly is now capped, followed by provision of a submersible electric pump. The yield of the borehole must now be determined and the water obtained analysed for quality and, as of 27 February, test pumping of water commenced with a steady output now being maintained.

Further work in phases 2 and 3 will bring the water supply up to the water tower when this is built and erected at the eastern end of the platform.

Train service to Dwyrain Corwen East resumed as of Saturday, 11 February, with the temporary platform having an extended period of use pending opening of Corwen Central during 2018.

During the three day Gala event 3-5 March escorted access was available for visitors who wished to see the progress which is has been made with the challenge to create the new Corwen Central station. Further opportunities will be announced in due course.

 George Jones RT CCR 8 March  2017.

The capped borehole waiting for its pump.

Photo Paul Reynolds

Corwen Newsletter May2017  Part 1 p1-p3.pdf