The route section of the site includes detailed illustrated descriptions - Rhyd Ddu to Beddgelert and Beddgelert to Porthmadog.
Note for visitors - vehicular access
Introduction
Beddgelert Station is one of the most important locations on the WHR, and it is anticipated that passengers travelling to this very popular village destination by train from both directions will be a significant part of future traffic patterns. Construction of the new station required a sensitive approach to the location and the railway's neighbours. Its operation will be rather different from the pattern of the 1920s and 1930s, when it was used mainly as a "border" station with trains reversing here in both directions.
The station has an island platform in a similar style to that at Rhyd Ddu, but incorporating the curvature that is a distinctive feature of the Beddgelert site. There are two platform shelters. The main station building will be at the south end of the site, where the coal sidings once were; details of its siting and appearance were the subject of a lengthy planning approval process which was resolved. Its location is out of sight of the main village, in line with a general design philosophy of keeping the station's visual impact as seen from the village as low as possible within the limits of operational requirements. The same approach has been applied to the siting of the locomotive water tank, which is at the north end of the site, where the tank is largely screened by surrounding trees; it provides water via a separate water column on the north end of the island platform. The tank is of the Braithwaite type, assembled using recovered panels. An adequate water supply is a necessity here, in particular for trains heading north before the long uphill slog through the forest.
There is also a siding on the west side, part of which follows the location of the original loco servicing siding alongside the surviving water tank base which is perhaps the most striking surviving feature of the 1923 station. It has been retained, and may be returned to use with a reproduction of the old tank as a Heritage feature; it would however be too small to service the larger steam locos.
Track in the station is laid on traditional wooden sleepers rather than the steel used on most of the WHR; the sleepers are seen below stockpiled at Dinas in February 2007.
Construction of Beddgelert Station started in December 2006.
The September 13th 2006 meeting of the SNPA's Planning Committee approved all the remaining details of Beddgelert Station (e.g. platform shelters, water tank), and also the details of the Cemetery level crossing at the southern exit from the village.
These pictures show the station in February 2008, with the site maturing after the end of main construction work, but with the station building and shelters not yet erected; the remainder of this page details the construction process.
The station was officially opened on April 8th 2009, and full passenger services were be extended from Rhyd Ddu to Beddgelert the next day. Reopening report and pictures.
Southern Part of the Site & Track Formation
As soon as bridges UB165 and UB167 were in (see separate page) and the tunnel was sorted out, a single track formation was provided, to enable track laying trains to get through the site and carry on laying track southwards while the station development was continuing. It was planned that this would be a temporary formation along the hillward side of the platform site, but this was rethought in January 2007, in consultation with the civils contractors. They found it convenient to establish their base camp and facilities in the triangular area near the back of the old water tower (see pictures above), and to have the temporary roadway along the same side of the site - which in fact simplified arrangements for where track could go first.
In the pictures below showing progress in early February 2007, work was in hand to build up the formation for this first track (left). Nearby, new fencing had been installed east of the ruinous boundary wall close to UB167, narrowing the footpath at this point.
By mid-March 2007, a considerable amount of spoil and debris had been cleared from the south end of the station, including around the area for the new station building, on the site of the old coal sidings close to the cutting. The old rails had been removed from the old station building base (visible in the left-hand picture).
Towards the end of March 2007 part of the footpath was diverted onto the site of the future platform, and the track formation for the eastern road of the loop was laid through the station site from just south of UB167 and the embankment repair. The formation passes through the sites of the concrete bases of the old goods shed and station building, which were removed as part of this work.
The Stage Two Contract
The bridges and the works detailed above represented Stage One of the Beddgelert contracts, and gave a trackbed through the site ready for the volunteer tracklayers. Stage Two comprised all the works to convert the site into a working station, with both loop and the siding trackbed finished, the platforms built, plus the access path from the village car park, the new water tower, etc. It was announced in mid-April 2007 that this contract had been awarded to the contractor already on site, William Hughes Civil Engineering Ltd.
Ballast and Track
With track rapidly approaching Beddgelert, ballast for the eastern platform road was laid early in the third week of April 2007, a couple of days ahead of ballasting leading north out of the station. When seen below it had reached close to the station building site, and would be joined up shortly after with ballast laid northwards from tunnel T1 (see Beddgelert - Bryn y Felin). The pictures below also show clearance and tidying to make way for Stage Two work on the platform.
In the same week, deliveries from Dinas included stacks of hardwood sleepers and the turnouts for one end of the loop and the siding, each delivered split into two parts The remaining loop turnout was delivered on April 23rd. This was ahead of the April track week, linking the April 21st-22nd and 28-29th weekend working parties to push the Head of Steel into Beddgelert.
The northern loop points were put in place on Monday April 23rd, seen below (left) not yet connected up to the track as the exact positioning was being checked. UB165 is seen in the background.
On Tuesday April 24th, Dolgarrog passed the northern points and so hauled the first train into the station since the 1941 demolition trains; among the day's other achievements, the southern loop points arrived, the ballast was completed at the south end of the station - and the station received its first postal delivery for a very, very long time!
On Wednesday April 25th the track advanced across the temporary footpath crossing and towards the station building site, and the points for the southern end of the loop were put in place.
Track reached the southern end of the loop on April 26th, the same day when Velinheli became the first steam loco back to Beddgelert since Russell in 1937 (see 2007 News). The remaining tracklaying of the week pressed on into the section covered by the Beddgelert - Bryn y Felin page.
The KMX tamper worked down to Beddgelert on May 15th 2007, to do tamping and lining using top ballast which had been laid previously. Although continuous tamping southwards from Rhyd Ddu had not yet reached this point, it was important to use the machine's lining function to set the precise track alignment through Beddgelert in order that the contractors could then set the platform edging relative to the track. The narrow and curved character of the Beddgelert site makes it easier to work in this way rather than building the platform and then laying the track. While the KMX worked on the platform line, the Tuesday Gang tamped the loop turnouts using Kango hammers.
On the same day a meeting took place on site with Dwr Cymru/Welsh Water about possible relocation of a water main further away from the station building site.
On June 9-10th 2007 the Black Hand Gang were back at work at the station, doing precise alignment of the platform road.
The same working party can be seen in Peter Johnson's pictures below, which illustrate not only the relative settings of station and village, but also the way the lower S-bend crosses the flank of Moel Hebog twice above the station. The linked pictures are larger than usual (716-881 KB), to do justice to the material.
Stage Two Works
Kerb stones for platform edging were delivered on May 23rd 2007, as the Stage Two contract got under way in earnest. The formation for the western loop road and associated drainage were starting to take shape on the same day. The right-hand picture, taken on the 24th, shows preparations in hand for laying the eastern platform edge; in the background, new permanent handrails can be seen on UB167 and UB165. At the other end of the site, preparations had started for the foundations of the station building.
The temporary public footpath route through the platform site has been diverted onto its permanent route along the western foot of the embankment, and then crossing the line underneath UB167. It now joins the path to Cwm Cloch near the north end of the station, not via the old gate near the old water tower as before.
The eastern platform edge was in an advanced state when seen below on May 31st 2007, with kerb stones added to the foundation seen above.
At the same time, the contractors were working on building up material for the western loop formation and the core of the platform. The second picture below shows, in receding order, the site access, the loop formation, the platform core and then the eastern platform edge.
Two weeks on from the above pictures, fill had been placed to be rolled down to make the platform, and survey markers for the formation of the loop and part of the siding were in place; the complete siding formation would however have to await removal of the temporary site buildings from their location near the old water tower.
This material bore a more recognisable resemblance to a platform by June 23rd 2007; trenching for underground services including the supply to the new water tank was being incorporated in the work. On the east side of the site, the contractors had also marked out the route for the path connecting the station to the village car park.
The following picture shows ducts and a drawpit near the eastern platform edge at the southern end on June 28th 2007. The ducts shown carry street lighting cables for the platform lights, signal cables, telephone cable and a general power supply to the shelters.
The platform edge is seen below on July 14th 2007, illustrating the dramatic curvature. The platform core was gradually being rolled into profile, from south to north.
A first part of the southern end of the loop was ballasted on July 16th 2007. Three panels of track were then laid here initially, to facilitate the placement of the platform kerb on that side.
The first two lengths were laid over the weekend of July 21st-22nd 2007.
A rail delivery is seen below the following day; the pieces of wood which can be seen laid across the running line prevent delivered rail dropping on to wooden sleepers and shocking baseplate screws out of their holes.
The base slabs for the platform shelters were put in place as the platform was progressed. The pictures below show one already cast, and formwork in place for the next one on July 26th 2007; it was cast shortly afterwards. These bases were later temporarily covered with fill to protect them while vehicles were using the platform area.
On the same day work was in progress on the base for the water crane near the top of the platform (left), and on one of the two pedestrian routes between the car park and station (middle); one of the two is a low-gradient route suitable for wheelchair and low mobility access, as illustrated by the right-hand picture looking down from the station.
The following views show the paths on August 19th 2007. The lower gradient one meets the route laid out for the bridleway, but rises more gently than it to meet the steeper path with steps at the top just to the north of the station building.
In the second of these pictures taken on August 24th 2007, a second set of new steps can be seen near the foot of the steeper path.
This view is looking up the steeper path from the village car park on September 3rd 2007.
Handrails had been fitted by the steps near the top and bottom of the steeper path by late September 2007; the path system appeared almost complete apart from making the necessary breach in the car park wall.
The Rest of the World Gang laid the third length of the loop on July 28th 2007.
More track was laid on the loop over the weekend of August 11-12th 2007, reaching beyond the old water tower; the contractor's material had been cleared from the area behind it, revealing once more the inspection pit from the original siding. The eadditional track laid made the loop long enough to be a useful siding, and trains were seen alongside one another - reminiscent of the days when trains from Portmadoc and Dinas Junction used to meet at Beddgelert.
Hughes placed the siding turnout on the loop formation on August 17th 2007, and the Black Hand Gang laid track to connect with it over the next two days, before moving down to Bryn y Felin.
The contractors followed the tracklaying on the loop by starting on the western platform edge, visible below.
The foundation for part of the western edge was being poured on August 24th 2007.
Kerbstones were being laid on the foundations of the platform edges at its southern end on August 28th 2007.
The contractor's containers were relocated from the loop and siding area to the northern extremity of the site.
On August 31st 2007 the contractors were laying kerbstones towards the north of the platform, and the siding formation had been marked out and partly prepared. The first picture illustrates the sharp curve towards the south end of the siding, which takes it on to the old siding formation above the inspection pit. This will be too sharp for all but four-coupled locomotives, but it should be remembered that this is the far end of the siding, and there will be no restrictions over most of its length. The remaining pictures shows a previously unremarked feature unearthed in mid-August - a cover with a ring attached, and a chamber of some sort below. This may be to do with drainage of the pit, but it has also been suggested that it may have housed a valve controlling the water feed (which ran by pipe alongside the railway around the last part of the S-bend) to the water tower, as it is in line with tower rather than pit, and appears to have some iron piping at the bottom.
The Black Hand Gang completed the loop over the weekend of September 1st-2nd, following which the contractors established a temporary level crossing for the plant that still required access to the platform. When seen on the 3rd, work was continuing to lay the western edge of the platform, and the platform core was being compacted ahead of surfacing further south, though the southern tip of the platform had yet to receive fill.
The deteriorated cattle grid to the west of Pont Alun on the private road leading to the site access had been replaced by the same date.
Conway Castle is seen arriving at Beddgelert on September 9th 2007 with a DZ wagon and the tool van. The right-hand picture shows the interior of the pit by the old water tower, with what appears to be a drainage hole at the far end.
In mid-September the platform edges were finished apart from a gap at the contractor's access to the platform, and the planters were built.
By September 23rd 2007 the platform was almost ready for surfacing; soil had already been placed in the planters.
Lamp posts were being installed when seen below left on September 26th 2007; their cabling was being pulled through the underground ducts within the platform. The right-hand picture taken on the 30th gives a good impression of the as yet unsurfaced platform as the Stage Two contract moved towards completion.
Contractors were surfacing the platform on October 2nd 2007.
These views taken the next day show the position of the siding turnout, and timber baulks being prepared for rails to be laid on over the pit at the far south end of the siding.
The siding trackbed was fully ballasted by October 9th 2007.
The surfacing of the platform helped to reveal the gradient through the station, with a visible angle between the surface and the level bases for the platform shelters.
The Black Hand Gang started laying the siding - which includes a catch point - over the weekend of October 27-8th 2007.
Following work by the Tuesday Gang, the Rest of the World Gang completed the siding over the weekend of November 3rd-4th 2007, and then moved on to packing work on the top end of the loop.
It was decided to make some alterations to the siding, mainly to take advantage of the availability of more filled-in ground to the west of the loop than was anticipated. The turnout was moved about one and a half panels to the north (i.e. about 27m), giving a longer siding (about 60m) for general use north of the sharp radius curve on to the old siding formation, access to which will be restricted to suitable stock only. In preparation for this the switch rails installed for a catch point were removed on January 8th 2008, and a padlocked stop block on the siding will be used for protecting movements between loop and siding.
The siding extension was under way on April 22nd 2008; a group of volunteers from Sustrans were taking a break from bicycles for a couple of days.
The Black Hand Gang finished off the siding extension and reinstating the loop line over the weekend of April 26-27th 2008.
In the latter weeks of the Phase 2 contract, repairs were carried out on the long deteriorated wall between the station and the green lane running along its western boundary; two gateways had been made on the stretch above the southern end of the site. These lead to a fenced viewing area overlooking the station.
The former gateway between the station and lane was walled up; the eventual route taking the path under UB167 out of the station is further north.
These views from November 4th 2007 show the new gates to the viewing area, and the repaired boundary between lane and station at the top end of the site. Hughes had moved out of the site during the previous week.
Following the main contractor's departure, fencing work was done around the north end of the station, including the permanent access from the green lane to the footpath under UB167 (left), a locked gate west of UB167 on the construction access route, and gates where the construction access meets the Cwm Cloch bridleway. This replaced the contractor's method of closing off the access by parking a dumper across it on UB166!
The fencing works included the viewing area, above and to the south of the siding, seen below in mid-December 2007.
The first of these pictures from March 2nd 2008 shows the viewing area from the station side; the others show traditional railway metal fencing along the side of the station facing the village.
By March 7th 2008 the section of wall blocking off the path network from the village car park had been replaced by a gate, and the paths were open to the public.
Some 350 plants were planted in the flower beds on Beddgelert station platform on March 22nd 2008. Personnel consisted of several WHRS West Midlands Group members, two local members and two from WHR(P). Assuming the sheep leave the plants alone, they should be looking good for when the line opens. The day was a desperate attempt to get all of the plants delivered and planted, and the team did a magnificent job in the adverse conditions (wind, hail and freezing cold!) Final placement will take place in Spring 2009, by which time the gardening team will be more aware of which plants survive in this location. The last picture shows work being carried out on rail joints, and the Lister en route from the Forest Campsite to its base at Hafod y Llyn.
The Water Towers and Crane
The base for the water crane had been cast by August 5th 2007, with a piece of vertical pipe temporarily added.
A fortnight later work was well in hand on the the plinth for the water tower, which is set as low down as possible immediately north of UB167. The gradient will help here with the head of water, despite the fairly short distance between tank and crane. The tank is a Braithwaite pattern one similar to those at Waunfawr and Rhyd Ddu, using secondhand panels which have been re-galvanised.
The supporting structure for the tank was being assembled on August 22nd 2007; the outlet for water delivery underground to the crane can be seen on the concrete base.
The cross-bracing (components for which can be seen in the first picture above) had been partly fitted when seen two days later.
The largely completed support structure is seen below looking south on August 27th 2007.
The following day the outlet pipework was being assembled. In addition work was in progress to encase the lower parts of the support structure's legs in concrete, in preparation for back-filling to partly conceal the structure.
The back-filling had started three days later, covering most of the pipework.
Scaffolding was being erected around the water tower on September 26th 2007 (left), and was nearly complete by the 30th (second picture). Back at Dinas, the re-galvanised second-hand Braithwaite panels for the tank had been labelled up ready for assembly at Beddgelert.
This picture shows how the scaffolding was foul of the loop, meaning that trains could not use its full length until it was removed after the job.
Panels are seen below left at Beddgelert on October 3rd 2007, with the outlet clearly visible. The second picture shows the tank in the course of assembly on the 8th, and the third and fourth on the 9th.
The tank and most of the base (the black paint ran out) was painted by WHRS West Midlands Group volunteers over the weekend of October 13-14th 2007. The downpipe and outlet valve can be made out behind the scaffolding.
These views were taken from the scaffolding on the 13th. Should infrastructure and technology ever allow it, this would be a superb location for at least one webcam...!
The volunteers returned on October 20th 2007 and completed painting the structure, apart from small areas obscured by the scaffolding.
Contractors were on site in the week beginning November 19th 2007, installing the roof of the water tank. The completed tank is seen below on December 16th 2007; at this point it had been plumbed in, and an overflow pipe had been added below the tank, but the water crane had not yet been erected on the platform.
The water crane was delivered, assembled and put in place on March 14th 2008, after the major components had returned from being galvanised. The crane was brought into use the same day, refilling no. 143.
Station Building & Shelters
The foundations for the station building were started early in June 2007. The second and third pictures show shuttering for the foundation ring beam being put in place on June 13th.
Hughes were tasked with making the foundation slab ahead of the letting of the separate contract for the erection of the building, as the foundations required vehicular access across the railway, and Hughes already had the necessary plant on site. Once the foundations were done and this access was no longer needed, the edging for the south end of the platform was completed, followed by ballasting of the western side of the loop.
Shuttering had been removed from the first part of the ring beam when seen below on June 19th 2007.
Four days later, a second section had been cast, completing the southern end and starting the western face (left-hand picture). The second picture shows work in progress three days further on.
Casting of the foundation slab was in hand early in July 2007.
The slab was cast in four sections, from South to North. The third was poured on July 12th 2007.
When seen two days later shuttering was in place to cast the section of the ring beam which had been left clear at the north end to allow access, to be followed by the final part of the slab. The right-hand picture shows the top manhole of the building's sewerage system.
The final section of the slab was poured on July 19th 2007. To the right in the first picture, a structure gauge can be seen mounted on an RRM, for clearance checks in tunnel T1.
The pictures below show progress with waste drainage from the building at the end of July 2007; the second picture shows the top of the previously exposed circular chamber seen two rows above.
At the start of August 2007 the contractors put edging in place for the apron at the front of the building and to the north side, where the entrance to the lavatories will be, and for the pedestrian access to the platform.
Local building contractor D. Davies & Sons Ltd started work on the two platform shelters on April 28th 2008. These pictures were taken on May 1st.
A week later the form of the shelters was becoming more apparent, with two open bays back-to-back.
Roofing of the southern shelter was already at an advanced stage by May 15th 2008.
When seen on May 23rd and 24th 2008 the walls were complete and were in the process of being rendered, the enclosed areas had been fitted with their doors, and the roofs were being slated.
Roofing of both shelters was complete by June 1st 2008, and fascia boards had been fitted.
The shelters had been fitted with guttering and downpipes by June 30th 2008.
On July 23rd 2008 the Snowdonia National Park Authority removed, on appeal, a planning condition which would have limited sales at the station to tickets and railway souvenirs only. Once facilities are provided it will thus be possible for visitors to get a cup of tea at the station as well as in the village.
Two members of the WHRS West Midlands Group, Maurice Castle and Mike Hodges, are building four benches for the Beddgelert Station platform shelters. They are shown here in Stourbridge on August 8th 2008 with the first completed bench, just prior to transportation to North Wales. The benches are finished in a "scumble" finish, which imitates hardwood grain.
Volunteers were painting the shelter exteriors on August 10th 2008, after heavy rain had compromised the previous day's working party from the West Midlands.
Benches were installed a few days later.
Station Operations & Preparations for Opening
It had long been thought that modern regulations would not allow trains to reverse at Beddgelert, owing to the gradient through the station on which carriages would need to stand on their own brakes while the locomotive (which powers the continuous brakes) runs round. A solution has now been found that satisfies HMRI's concerns, requiring the installation of a trap point on one line at the downhill end of the station, to protect the line against the remote eventuality of a runaway. However installation of this has not been required or carried out prior to reopening. During April and May 2009 terminus operation, trains were protected by stop blocks beyond the south end of the station; following subsequent reopening to Hafod y Llyn and Porthmadog, current plans do not involve locomotives needing to run round at Beddgelert.
The Rest of the World Gang are seen below at Beddgelert on November 2nd 2008, shunting the siding and re-marshalling the order of the works train.
The following weekend the Black Hand Gang worked on preparing the platform lines at Beddgelert station for ballasting and tamping. This necessitated checking the distance between the rails and the platform edges for the whole length of both lines, as well as vertical alignment on both lines. Adjustments were made as necessary, and the sleepers were shovel packed to maintain their position prior to tamping.
Like other loops on the WHR, Beddgelert loop will be operated with automatic trailable point mechanisms. The mechanism for the top end points is seen on November 29th 2008, yet to have its cabinet installed around it.
The Rest of the World Gang were at Beddgelert on November 30th 2008, dropping off the tool van before proceeding south to beyond Pont Croesor to pick up a pair of RRMs, and then a rail from Hafod y Llyn to replace a damaged one north of the Forest campsite. The last picture shows the start of the fitment by Roland Doyle and his team of train-operated trap points at the southern end of Beddgelert loop, in the form of the black brackets fitted to the point blades.
The work for the trap points also requires modifications to the cabinet for the south points mechanism; the cabinet was moved on January 30th 2009, ready for collection to be taken to Brunswick Ironworks in Caernarfon for alterations.
On March 21st 2009 a small working party led by Clare Britton cleared the fourth and last of Beddgelert's flowerbeds, after West Midlands volunteers had earlier cleared and tidied the other three beds. Quite a few of the shrubs planted in 2008 ahead of the Supporters' Specials had survived, and these were re-planted to even out the appearance of the otherwise naked beds. Hopefully some more money can be found to do a bit more planting to finish off this work. The village of Beddgelert has prided itself on winning the Britain in Bloom competition and on the quality of the general appearance of the village, and the railway is keen for the station to meet the same standards, and help to enhance the village.
Beddgelert was a busy place over the weekend of March 28-9th 2009. A contractor was at work on a narrow extension to the outer face of the platform, while the Black Hand Gang worked on levelling and packing the north end points, tidying ballast nearby and extending the ballast retaining wall alongside the access track from the Cwm Cloch lane. The gang also sorted out a dip in the track beyond the south end points and packed ballast in this area.
These pictures taken a week ahead of opening show various details of the station. The board marking the division between operational railway and construction company territory had moved from Rhyd Ddu to the shunt limit at the south end of Beddgelert with the handover of the railway to this point on March 26th 2009 (the northern shunt limit is on the bridge over the Cwm Cloch lane). Signs for loco crews are duplicated on both sides of the loop, to cover initial operation as a terminus (with trains arriving and departing from the right-hand side of the loop as seen arriving from Rhyd Ddu), and for later operation as a passing loop, with northbound trains using the side of the loop facing the village.
A number of contractors were at Beddgelert on April 2nd and 3rd 2009, working on tasks including some additional work by Gelli Civil Engineering on waste water drainage from the lower shelter (needed for hot water urns for on-train beverages to be handled here) and connections for temporary toilets (see below), another contractor running electrical cables into the upper platform shelter, and Atkin Groundworks laying tarmac on the lower mobility access route from the village car park.
The initial lavatory provision at the station used hired individual portable units. Pending completion of the building it was hoped to replace these with two prefab toilet blocks acquired through Imperial College London, and which had become available following renovation of Hammersmith Hospital. Currently stored at Dinas, these blocks would be moved to Beddgelert by rail, and positioned in the area in the foreground of the first picture below, where they can easily be connected to the station water supply and sewage system. There is however some uncertainty about whether the units are within the structure gauge to be moved all the way to Beddgelert by rail. The area behind (not yet rolled level when the picture was taken) is the location for the marquee provided for the opening.
One post-opening adjustment at Beddgelert was some additional fencing by the steeper path from the village, to discourage use of an even steeper unofficial route.
Plaques were added to the platform shelters after opening, showing that construction of the lower shelter has been sponsored by Barter Books of Alnwick, and the upper one by Cymdeithas Rheilffordd Eryri/Welsh Highland Railway Society.
The individual portable toilets provided in April 2009 were replaced on May 22nd 2009 (the day after reopening from Beddgelert to Hafod y Llyn) by larger blocks. These are hired units rather than the ex-Hammersmith ones.
In addition, pending funds to complete the main station building, a temporary shelter (including staff accommodation) has been erected at Beddgelert; it is very similar to the shelters at Snowdon Ranger and Meillionen, and is located at what will be the front of the eventual station building. It is the shelter intended for the as yet unbuilt halt at Nantmor, and should move there once it is no longer needed at Beddgelert. Volunteers completed its roof over the weekend of June 20th-21st 2009. More work was done by members of the Black Hand Gang at the start of July 2009, and it is expected that West Midlands Group volunteers will be visiting to paint the structure.
Another improvement is a line of fencing added to the top of the boundary wall with the green lane on the west side of the station, which sheep have managed to jump over. In the pictures below, uprights were in place but wire had not yet been installed.
Post Opening
With the station now part of the operating railway it has not meant that work on site has ceased. Indeed there are still many jobs to be completed, areas to be tidied up, modifications to be made etc. This section will therefore follow the station now it is part of the working railway.
July 13th 2010 saw the Tuesday Gang at work on the station inserting posts for the erection of public signage.
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