Heading seawards (northwards) from the quarry at Bethesda the first (Cilgeraint) incline was bypassed by building an almost parallel straight line at a gentler end-to-end gradient whose foot was some distance north of the foot of the incline.
A similar approach was not feasible for the other two inclines, so the traditional approach was taken – to increase the length of the line to spread the grade.
The old route was retained to the head of the Dinas Incline where the new line swung through 180 degrees in a horseshoe bend, thereby changing from heading northeast to southwest.
It then swung past a new halt at Tregarth  before swinging northwards again past a new halt at Felin Hen, whereafter the line headed more or less straight for Port Penrhyn, meeting the original alignment below the foot of the Marchogion Incline.

The main line's primary purpose was to carry finished slates and Fullersite (powdered slate) to Port Penrhyn where they were loaded onto ships or, from February 1852 when the Chester and Holyhead Railway opened its Port Penrhyn Branch, onto standard gauge trains.
The ships and standard gauge trains took the products to national and international markets.
Secondary traffic consisted of slate materials which were finished at workshops at Port Penrhyn into bitumen blocks and, notably, writing slates on which the port had a British near-monopoly in the 1930s.
Paying backloads were few, but sufficient coal was brought from the port to the quarries to warrant the company buying a fleet of 50 coal wagons.
The line also carried internal user traffic such as spare parts.
The intermixing of standard and narrow gauge lines at the port produced some remarkable pointwork.

Lord Penrhyn had his own saloon coach, which has survived into preservation.
An example of the second type of passenger vehicle – an Incline Carriage – has survived in the Penrhyn Castle Railway Museum.
It was intended for conveying visitors and guests round the quarry itself, having inclined seats for comfort when travelling up and down inclines between levels.

Workmen's trains were provided, along with specials for visitors and dignitaries, but the railway never provided a public passenger service.
The quarrymen's carriages were unsprung and open to the elements, having neither roofs nor doors.
In the frequent event of rain and cold passengers usually covered themselves with sacks to keep out the worst.
Each carriage could carry 24 quarrymen "at a pinch".
The carriages resembled enlarged versions of many used on garden railways in fine weather.
16 of these were built in two batches between 1878 and 1908, each bore a single letter in the series A to P. The service was withdrawn on 9 February 1951, rendering the carriages redundant.
Seven survived, six were given or sold to the Talyllyn Railway where they were modified or cannibalised to such an extent that no Penrhyn bodies survive there.
The seventh survivor was acquired by the Penrhyn Castle Railway Museum, where it remained on view in 2016.
Contradicting this to a degree is the Moseley Railway Trust which has carriage "O", which came into their hands after a long tour of various preservation sites, starting with Bressingham Steam and Gardens.
The trust has also built a replica of carriage "H".
Heading seawards (northwards) from the quarry at Bethesda the first (Cilgeraint) incline was bypassed by building an almost parallel straight line at a gentler end-to-end gradient whose foot was some distance north of the foot of the incline. A similar approach was not feasible for the other two inclines, so the traditional approach was taken – to increase the length of the line to spread the grade. The old route was retained to the head of the Dinas Incline where the new line swung through 180 degrees in a horseshoe bend, thereby changing from heading northeast to southwest. It then swung past a new halt at Tregarth  before swinging northwards again past a new halt at Felin Hen, whereafter the line headed more or less straight for Port Penrhyn, meeting the original alignment below the foot of the Marchogion Incline.
The main line's primary purpose was to carry finished slates and Fullersite (powdered slate) to Port Penrhyn where they were loaded onto ships or, from February 1852 when the Chester and Holyhead Railway opened its Port Penrhyn Branch, onto standard gauge trains. The ships and standard gauge trains took the products to national and international markets. Secondary traffic consisted of slate materials which were finished at workshops at Port Penrhyn into bitumen blocks and, notably, writing slates on which the port had a British near-monopoly in the 1930s. Paying backloads were few, but sufficient coal was brought from the port to the quarries to warrant the company buying a fleet of 50 coal wagons. The line also carried internal user traffic such as spare parts. The intermixing of standard and narrow gauge lines at the port produced some remarkable pointwork.
Lord Penrhyn had his own saloon coach, which has survived into preservation. An example of the second type of passenger vehicle – an Incline Carriage – has survived in the Penrhyn Castle Railway Museum. It was intended for conveying visitors and guests round the quarry itself, having inclined seats for comfort when travelling up and down inclines between levels.
Workmen's trains were provided, along with specials for visitors and dignitaries, but the railway never provided a public passenger service. The quarrymen's carriages were unsprung and open to the elements, having neither roofs nor doors. In the frequent event of rain and cold passengers usually covered themselves with sacks to keep out the worst. Each carriage could carry 24 quarrymen "at a pinch". The carriages resembled enlarged versions of many used on garden railways in fine weather. 16 of these were built in two batches between 1878 and 1908, each bore a single letter in the series A to P. The service was withdrawn on 9 February 1951, rendering the carriages redundant. Seven survived, six were given or sold to the Talyllyn Railway where they were modified or cannibalised to such an extent that no Penrhyn bodies survive there. The seventh survivor was acquired by the Penrhyn Castle Railway Museum, where it remained on view in 2016. Contradicting this to a degree is the Moseley Railway Trust which has carriage "O", which came into their hands after a long tour of various preservation sites, starting with Bressingham Steam and Gardens. The trust has also built a replica of carriage "H".
Penrhyn Quarry Railway