two intermediate stations in the seven-mile line, at and . Savin was now totally in control; continuation of the construction to Gwyddelwern was authorised by the Board of Trade inspecting officer, Captain Tyler, and opening was planned for 12 May 1863, but that was delayed. Savin feared absorption of the company by the LNWR, and this did not suit his business interests: he wished to play the LNWR off against the GWR. Because of negotiations over the matter, it was not until 6 October 1864 that the line was opened throughout to Corwen. Even now this was only to a temporary station, a little short of Corwen on the Llangollen and Corwen Railway, which had become a satellite of the GWR. The actual connection to the GWR line opened nearly a year later, on 1 September 1865, when that company's station was ready. In fact GWR priorities changed, and the company lost interest in reaching Rhyl; the DR&CR turned to the LNWR camp, and its line was worked by the LNWR; the arrangement was authorised by Act of 1863. Finance, and lease to the LNWR Savin was negotiating a lease of the line to the LNWR, but this was broken off in October 1864, and the LNWR were unco-operative about continuing the working arrangement. From 1 August 1865 Savin worked the line using hired locomotives, but Savin himself became bankrupt and the DR&CR board took control and worked the line directly. Rolling stock hired in from the Cambrian Railways was used, but a dispute with that company over payment of hire charges resulted in a rupture with them. The DR&CR went into receivership by 1866, but the company freed itself from that condition by 1871. A closer relationship with the LNWR was formalised from July 1878, and full vesting with the LNWR was authorised by Act of 3 July 1879. 1895 passenger train service, and later Bradshaw's Guide shows the 1895 service: there were four trains throughout the line on weekdays, with two additional trains (three on Saturdays) between Denbigh and Ruthin. All the trains called at all stations. There were three goods trains on the line daily in the 1920s, but this seems to have been exceptional; one a day normally sufficed later. Closure Passenger business on the line had always been light, and had declined in the 1930s. After 1945 carryings were so low that it was obvious