LOCAL INFORMATION


1.  History

The Chester and Holyhead Railway (CHR) started to run trains in 1848.  Bangor station was the terminus at the West end of the line until 1850 when Robert Stephenson's tubular bridge across the Menai Strait was opened.  After that, trains crossed into Anglesey, travelled about 20 miles in a North-Westerly direction, crossed the Cwmyran Strait onto Holy Island via the Stanley Embankment (known locally as "The Cob") and, about two miles further on, terminated at Holyhead.  The Bangor and Carnarvon Railway (BCR) commenced operating in 1852 but was soon leased to the CHR.  Both the CHR and the BCR were operated by the London & North Western Railway (LNWR) into whose ownership they had passed by 1870.  Other lines were constructed in the Caernarvon area - to Nantlle, Afon Wen and Llanberis - but, by 1870, all of these had similarly passed into the ownership of the LNWR.  In 1866, the Anglesey Central Railway (ACR) between Gaerwen and Amlwch commenced operations using stock and power hired from the LNWR.  By 1876, ownership of the ACR too had passed into the hands of the LNWR.  The LNWR became part of the London, Midland and Scottish Railway (LMSR) in 1923 and, in 1948, all of these lines became part of the London Midland Region of British Railways following nationalisation.

In the 1950's, the Absolute Block Signalling system was in use throughout most of the area depicted.  Permissive Block Regulations were in force on certain lines at Bangor.  Electric Train Staff Regulations were in force on the branch between Gaerwen and Amlwch and, from Caernarvon No.2 box, on the Afon Wen and Llanberis branches.  For the Amlwch branch, single line token stations were at Gaerwen No.2, Llangefni, Llangwyllog, Llanerchymedd and Amlwch and Llangwyllog was the only place where two passenger trains were permitted to cross.  All signals were mechanically operated semaphores except for those in the tunnels at Bangor.

The spelling of some of the place names has changed over the years.  For example, present day "Caernarfon" was spelt "Carnarvon" by the LNWR and then "Caernarvon" by the LMSR.  For the purposes of this simulation, the spellings appearing in those timetables have been used.

2.  Topography and Line Speeds

There were few really severe gradients on the lines depicted.  The steepest on the main line were the 1 in 75 on the descent into Holyhead station and two at about 1 in 97 between Gaerwen and Bodorgan.  On the Caernarvon line, the half a mile of 1 in 78 between Menai Bridge and Treborth could be tricky in wet weather but the steepest was the 1 in 40 for a few hundred yards ascending from Caernarvon tunnel to Caernarvon station.  Signalmen at Caernarvon No.2 box always endeavoured to make sure that trains from the Afon Wen and Llanberis branches had a clear run into the station area to avoid bringing trains to a stand on the bank.  On the Amlwch line, there were a couple of mile long sections at gradients in the 1 in 60's - one between Gaerwen and Holland Arms and the other between Llangefni and Llangwyllog.

On the Bangor - Holyhead main line, the speed limit was 75mph with the following exceptions:

a.  Between Bangor and Menai Bridge											50mph
b.  Through Menai Bridge station											45mph
c.  On the curves approaching Britannia Bridge (both sides)					35mph

On the Menai Bridge - Caernarvon line, the speed limit was 60mph with the following exceptions:

a.  Between Menai Bridge Station and Mile Post 4 (Felin Heli Crossing)		50mph
b.  Through Port Dinorwic station											40mph

On the Gaerwen - Amlwch line the speed limit was 45mph with the following exceptions:

a.  On the Gaerwen curves													20mph
b.  Between the Gaerwen curves and Mile Post 1 							35mph
c.  Between Mile Post 2 and Mile Post 2 (Holland Arms station)				30mph
d.  Between Mile Post 4 and Mile Post 5 (Llangefni to Cefni reservoir)	30mph
e.  Between Mile Post 16 and Amlwch station								20mph



3.  Traffic

The area depicted in the simulation is largely rural and, for most of the time, the traffic density in the 1950's was low.  The short Summer timetables, catering for the large number of tourists visiting North Wales, were markedly different, however.

On the mainland side, regular passenger services had been withdrawn from the Nantlle and Llanberis branches by the 1930's which reduced the amount of traffic passing through Caernarvon.  Freight traffic on these branches continued, however, until the 1960's and the goods yard at Caernarvon remained relatively busy.  In the Summer months, there were "Land Cruise" excursion trains offering circular tours of North Wales which started in Rhyl and which included the Afon Wen branch as part of their itinerary.  There were also excursion trains from Rhyl and Prestatyn to Llanberis.  Additionally, on Summer Saturdays, there were a number of (mainly 10-coach) trains serving the Butlin's holiday camp at Penychain between Afon Wen and Pwllheli.  Because of axle weight limitations along the Afon Wen branch, the main line locomotives bringing in the Down trains were replaced at Bangor by two tank engines.  Two engines were needed because of the gradients on the branch and because of the heavy trains they were hauling.  Conversely, trains working in the Up direction would have their two tank engines replaced by a large tender engine at Bangor.  The passenger service between Bangor and Bethesda was withdrawn in 1951 but freight traffic continued into the 1960's.   

Passenger traffic to and from Holyhead was mainly associated with the ferry crossings between the United Kingdom and the Republic of Ireland.  The most famous train running between London and Holyhead was the night time "Irish Mail" which could be loaded to a maximum of 16 coaches but usually consisted of 12 coaches.  This often ran in more than one part and up to five relief trains could be required at very busy times.  In the Summer months, there were day time "Irish Mail" trains in addition.  A second named train running to and from Holyhead and Euston was the "Emerald Isle Express".  This usually carried 8 coaches out of Holyhead but additional coaches were attached at both Llandudno Jn and Chester.  Conversely, coaches were detached from the evening return working at both Chester and Llandudno Jn.  Other trains had similar attachments or detachments en route and this explains the apparent surplus of motive power on those trains between Llandudno Jn and Holyhead.  Many of the rural stations had short platforms and, consequently, the longer trains overlapped the platforms.  

A high proportion of the freight traffic at Holyhead was livestock - mainly cattle imports.  Many of the livestock trains were operated on an 'as required' basis (often at short notice) and did not appear in the Working Timetable but a daily livestock train to York, which departed Holyhead in the late afternoon, ran for many years in the 1950's.  On Saturdays only, there was a regular livestock working to Broad Street in London.  Incoming trains of livestock 'empties' sometimes went first to Caernarvon for cleaning before being forwarded to Holyhead.  Because of the very limited space available at Bangor, the Down Yard at Menai Bridge was the main marshalling yard for the area with regular trains to and from Mold Jn.  Local freight trains to Port Sidings, Caernarvon, Afon Wen, Nantlle, Llanberis, Penrhyn Sidings, Llanfair, Holyhead, Llangefni and Amlwch all operated out of Menai Bridge.

Interestingly, some regular trains had unofficial nicknames.  The main mail trains in the area were not the "Irish Mail" but the 02:05 Crewe - Holyhead and the 19:35 Holyhead - Birmingham, both of which were unofficially known as the "Mailbach" by railwaymen over the length and breadth of the line - quite an inappropriate description since "bach" means "small" in Welsh and these trains were often loaded up to 12 vehicles.  The 07:50 Holyhead - Crewe parcels was always known as the "Horse and Carriage" whilst the 06:58 Menai Bridge - Holyhead freight and its 12:00 Holyhead - Menai Bridge return working were known as the "Klondyke".  (The last of these appears regularly in the 'Remarks' column of a 1957 Train Register Book from Menai Bridge box which is in my possession!)  



4.  The Simulation

The simulation is centred upon Bangor and Menai Bridge: it covers the main line from Bangor to Holyhead and includes the branches to Caernarvon and Amlwch.  It is based on the track layout that existed in the early 1950's.  Bangor is the principal station.  Efforts have been made to make the simulation as authentic as possible but, inevitably, some compromises have had to be made.  Some infrequently used sidings, connections and signals have been omitted for simplicity and because of space constraints but the operation of the system is unaffected.  Some additional signals have been inserted where necessary to enable the simulation to work.  Although there were no automatic signals in the area, pre-set semi-automatic signals have been used to replicate free standing distant signals on uni-directional lines which normally show a yellow aspect.  These will only clear to green when all the stop signals at the station ahead have been cleared.  It is not possible to use this arrangement on the bidirectional lines: free standing distant signals on these lines have been shown as stop signals.

Representation of such a large area on a long, thin, horizontal strip has meant that quite different scales have been necessary to accommodate everything in a reasonable screen width.  (The distance from Bangor to Holyhead is 25 miles but Bangor to Caernarvon is only 8 miles!)  These differences may create illusions for the user.  Whereas Caernarvon and Holyhead look close to each other on the simulation, in reality they are about 17 miles apart as the crow flies!  The Cwmyran Strait does not connect to the Menai Strait: it is about 15 miles north of it.  Similarly, Bangor and Amlwch are about twenty miles from each other.  On the other hand, Caernarvon, Port Dinorwic, Treborth, Menai Bridge and Bangor are all situated alongside the Menai Strait as is Llanfair on the Anglesey side.

The 'Standard' timetable demonstrates the service in use on a weekday in the Winter of 1955/56.



5.  Start-up Photograph

The start-up picture is of Stanier Class 5MT 4-6-0 number 45235 of Crewe North shed at the head of a long rake of ECS emerging from Bangor tunnel.  It is passing through Bangor station on the Down Fast line on its way to Holyhead.  The date is not recorded but is thought to be in the early 1960's.  The photograph was taken by Norman Kneale and is used here with his kind permission.


6.  Operational Notes

For ease of finding information, the stations on the simulation have been listed in alphabetical order below.  Where appropriate, some additional local information and/or historical notes have been included.  The capacities of station platforms and other sections of line are given in 'units'.  One unit is equivalent to a locomotive, a passenger coach or three freight wagons.  Many of the country stations have short platforms: inevitably, the longer stopping passenger trains overlap them.


6.1	Amlwch

Lever Number Range:		901 to 999
Platform capacity:		4
S.913 to S.944			8
S.953 to S.915			6
AS to S.909				5		
AE Siding 1				7
AE Siding 2				8
AE Siding 3				8
AES to S.952			2

There was no loco release facility in the station and so, once passengers had alighted from an incoming train, the ECS was shunted out of the station to the 'Run-round Area' where the engine ran round its train and then propelled it back into the station.  It would usually go to the 'Shunt Line' and take water whilst running round.  This arrangement was used up to 1956 when the first Derby Lightweight DMU's were used on the line.  The DMU's covered most of the passenger traffic through to the summers of 1963 and 1964 when they were moved elsewhere.  Steam 'push-pull' units were generally used thereafter until passenger services were withdrawn from the line in 1965.  A water tank, labelled 'WT' on the simulation, was available and was regularly used by steam locomotives.

In 1951, the Associated Ethyl Company started construction of a chemical factory at Amlwch which came into production in 1953.  In preparation for the movement of chemical tankers between Amlwch and the company's main factory at Ellesmere Port in Cheshire, a private light railway was built which connected the company's rail yard to the BR line just south of Amlwch station.  Because steam locomotives were not allowed to go to the factory, a fan of four sidings (AE Sidings) was constructed where incoming and outgoing traffic could be exchanged.  The company's diesel shunter carried out all movements to and from the factory until after the demise of steam.  In 1961, the company changed its name to The Associated Octel Company.  Eventually, BR diesel locomotives were permitted to take traffic right through to the factory entrance and two of the four sidings were uplifted.  Train loads of sulphur for the factory, in sheeted wagons, travelled from Mostyn Docks to Amlwch on an 'as required' basis.  These were not shown in the Working Timetable.


6.2  Bangor

Lever Number Range:		451 to 499 (No.1 box)
						401 to 450 (No.2 box)
Platform capacity:		12 (Platform 1 - full length)
						 9 (Platform 1 - to S.488)
						12 (Platform 2)
						14 (Platform 3)
						12 (Platform 4)
						 3 (Platform 5)
S.418 to S.484			13 (Up Goods - full length)
S.418 to S.480			 9 (Up Goods - to S.480)
S.415 to S.481			13 (Up Fast)
S.401 to S.465			14 (Down Fast)
S.403 to S.475			 9 (Platform 4 - part)
S.475 to S.490			 3 (Platform 4 - part)
S.405 to S.491			11 (Carriage Line)
S.404 to S.492			 8 (Down Goods)
S.406 to S.407			 9
S.407 to S.441			 1
S.449 to S.448			 3
B2 to S.442				 2 (Loco Spur)
B1 to S.426				 2 (Short Siding)
S.457 to S.485			10
S.459 to S.466			11
S.486 to S.483			 1 (Platform 1 - part)
B3 to S.479				 3 (East Spur)							 
		 	

Bangor station was built in a valley between two hills and there were tunnels at each end of the station.  To the East, Bangor Tunnel was 913 yards long whilst, to the West, Belmont Tunnel was 726 yards long.  The constricted nature of the site made shunting to and from the engine shed and the sidings very difficult.  Even after the Belmont Tunnel had been shortened to 615 yards, shunting continued to be problematic in that nearly all trains requiring access to the goods yard, carriage sidings and MPD needed to go into Belmont tunnel and then reverse at Signal 441.  Whereas the train engines could be used to move stock into and out of the station for Down trains either terminating or originating at Bangor, stock for Up trains was generally moved by the "Up Side Shunter" which was kept very busy for most of the day.  Neither the Carriage Sidings nor the Goods Yard had run-round facilities.  The acute shortage of space meant that the Up and Down Goods lines and the Carriage Line were frequently used to stable rolling stock.  The very short Platform 5 was the Bethesda bay - usually frequented by a tank engine fitted for push/pull working with a single coach attached.  Passenger services to Bethesda were withdrawn in 1951.  The MPD area comprised a 6-road engine shed with coaling, watering and turntable facilities alongside the shed.  The turntable was 60' diameter.  

Block Regulations 31 (Shunting into Forward Section) and 32 (Working in Wrong Direction) were authorised between the two signal boxes.  Bangor No.2 box was authorised to accept light engines from Menai Bridge under Block Regulation 5.

The Up and Down Goods lines have been designated as a 'Location' distinct from the Bangor station area.  The Carriage Line has been treated similarly.  This is to minimise the number of untimetabled movements which would otherwise be necessary.  It is possible to make movements between the Goods Lines and the station area in two ways - either at the West end of the station or at the East end.  Similar considerations apply to movements between the Carriage Line and the station area.  (See Section 8 below.)


6.3  Bodorgan

Lever Number Range:		141 to 160
Platform capacity:		 4
S.159 to S.157			 9
S.147 to S.142			 6


6.4  Caernarvon

Lever Number Range:		741 to 799
Platform capacity:		 8 (Platform 1 - Up Platform)
						 8 (Platform 2 - Up Local)
						14 (Platform 3 - U/D Platform)
						 3 (Platform 4 - Llanberis Bay)
						 7 (Platform 5 - Bangor Bay)
						 7 (Platform 6)
S.794 to S.780			14 (U/D Goods)
S.787 to S.757			 4
B.CN to S.789			 8 (Shunting Neck)
						 
The platform names were somewhat confusing.  The Up and Down (UD) Platform was the most frequently used platform.  Water facilities were available on all the main platforms.  The Goods Yard was extensive: there were siding connections to the Coal Yard, the Agricultural Store, Cattle Pens, the Petroleum Store, the Warehouse and the turntable (42').  There were also water facilities in the Goods Yard.  Cattle wagon empties were sometimes brought to Caernarvon for cleaning and were then transferred to Holyhead.  Near to the West side of Caernarvon Tunnel, there was originally No.3 signal box which controlled siding connections to the Slate Quay.  This signal box was demolished in the early 20th century and, by the 1950's, these sidings were rarely used.  They have not, therefore, been shown on the simulation.  No.2 box contained the token instruments for the Afon Wen and Llanberis single lines.
  
						 				
6.5  Gaerwen

Lever Number Range:		161 to 199
Platform capacity:		 5 (Platform 1)
						 7 (Platform 2)
						 5 (Bay)
S.185 to S.198			 9
S.186 to S.198			11
S.164 to S.171			 8
						 
						 
The level crossing gates were controlled from No.1 signal box.  The junction for the Amlwch branch was controlled from No.2 signal box.  There was a water tank on the approach to the Bay Platform - labelled "WT".
						 

6.6  Holland Arms

Platform capacity:		 4

Passenger and goods services were withdrawn from this station in 1952 - earlier than the 'Standard' timetable supplied with this simulation.  It has been included on the simulation in case timetables from an earlier date should be developed in the future.


6.7  Holyhead

Lever Number Range:		 1 to 99
Platform capacity:		22 (Platform 1)
						12 (Platform 2)
						11 (Platform 3)
						17 (Platform 4)
S.53 to S.33			13
S.99 to S.36			17

Livestock shipments were discharged onto the quayside in the Old Yard area and were then herded along a special elevated roadway which passed over the carriage sidings to the pens at the Cattle Dock.  There were five lines in the Cattle Dock for storage of wagons with a total capacity of 150 but only one of these lines was alongside the loading platform.  The animals had to be rested for ten hours before being transported onwards: teams of men on shift work looked after the animals on a continuous basis.  


6.8  Llanerchymedd

Lever Number Range:		861 to 880
Platform capacity:		 4
S.878 to S.876			 8
S.866 to S.862			 7

This was a token station.  A freight train could be locked in the yard here, enabling a passenger (or other) train to pass.  Points and signals were controlled from a ground frame (GF) on the platform.


6.9  Llanfair

Lever Number Range:		301 to 320
Platform capacity:		 5 (Platform 1)
						 4 (Platform 2)
S.302 to S.314			 9
S.304 to S.315			 8

This station was in the village of "Llanfairpwllgwyngyllgogerychwyrndrobwll-llantysiliogogogoch" but the station name was usually abbreviated to "Llanfair" and this is the name that appears in the Working Timetables of the 1950s!  The level crossing gates were manually operated.


6.10 Llangefni

Lever Number Range:		810 to 841
Platform capacity:		 5
S.814 to S.817			 4
S.839 to S.813			 7

This was a token station.  Passenger trains were not permitted in the loop opposite to the station platform.  Points and signals were controlled from a ground frame (GF) mounted on the platform.

		
6.11 Llangwyllog

Lever Number Range:		842 to 860
Platform capacity:		 4

This was a token station and was the only place on the Amlwch branch where two passenger trains could cross one another.  Points and signals were controlled from a ground frame (GF) mounted on the Down platform.


6.12 Menai Bridge

Lever Number Range:		321 to 399
Platform capacity:		 5
S.344 to S.332			 9
S.378 to S.333			10
S.394 to S.390			12
S.396 to S.363			12


Leaving Treborth, the line descends first at 1 in 60 for a short distance followed by half a mile at 1 in 78 to Menai Bridge station and the junction with the main line.  Drivers were very cautious on this descent, especially in wet or frosty weather.  The distant signal on the Up Branch line was fixed at caution.  Trains from the Down Yard to Caernarvon or beyond needed to propel from the yard onto the Down Branch line before commencing their journey.  Acceptance of trains from Llanfair under Block Regulation 5 was authorised for all classes of trains.



6.13 Port Dinorwic

Lever Number Range:		701 to 740
Platform capacity:		 5
S.729 to S.706			 8
S.737 to S.732			 8
S.718 to S.715			 8
S.726 to S.724			 8

The station was in a slightly elevated position above the town.  The Port Sidings were below the town alongside the Menai Strait.  A narrow gauge railway (the Padarn Railway) brought slate down from the quarry at Llanberis to the quay where it was transhipped.  Originally, most of this was shipped away by sea but, in the latter part of the 19th century, there was an increasing demand for slate at expanding inland towns and cities which prompted the construction of a "freight only" branch connecting the port to the main line.  Bangor men worked a daily duty, normally with an ex L&Y 0-6-0 loco, shunting wagons at the port.  The branch was operated under the "One Engine in Steam" rule.


6.14 Rhosgoch

Platform capacity:		 4

This station was in a very rural area.  There were no signals at this station.


6.15 Rhosneigr

Platform capacity:		 4

There were no signals at this station.


6.16 Treborth

Platform capacity:		 5

This station was in a very rural area.  There was a small siding on the Down side behind the station building but this was rarely used and is not shown on the simulation.  Access to the siding was controlled from a small ground frame.


6.17 Ty Croes

Lever Number Range:		124 to 140
Platform capacity:		 4
S.128 to S.130			 8
S.125 to S.139			 7

The level crossing gates were manually operated.


6.18 Valley

Lever Number Range:		101 to 123
Platform capacity:		 5 (Platform 1)
						 6 (Platform 2)
S.102 to S.116			 8
S.109 to S.119			 6

The level crossing gates were operated from the signal box.


7.  Single lines and the Amlwch Branch

When crossing trains on a single line, only one train at a time may be admitted to the crossing point (normally a station).  Only after the first train has come to a stand within the crossing point may the second train be admitted.  The opposing home signals at Llangefni and Llangwyllog are therefore interlocked such that only one may be cleared at a time.


8.  Stopping points

All stations are designated stopping points for all types of train.  There are additional stopping points as follows:
Amlwch 		Run-round Area and AE Sidings
Bangor		Short Siding, Loco Spur, Up & Down Goods Lines, Carriage Line, Block Back Area and Shunt Area.
Caernarvon	UD Goods Line

In many cases, shunt movements from one line to another at Bangor can be made in two ways - either at the West end of the station or at the East end.  The software does not always know which end is intended and this sometimes leads to TRS indications at the 'wrong end'.  The Block Back Area (between signals 449 and 448) and Shunt Area (between signals 457 and 485) stopping points have been created in order to overcome this problem.  It does mean, however, that the shunt has to be made in two stages: firstly, out to one of these areas and, secondly, back into the station area.  Only a very few movements are affected.


9.  Train Reporting Numbers

The four-character train identification system was not introduced until the early 1960's, but it has been used in this simulation to identify particular trains.  The first (numeric) character identifies the class of train whilst the second (alphabetic) character generally identifies its destination area or routing.  The last two (numeric) characters are the reporting number for a particular train.  Area codes varied from time to time and so details of the system used for a particular timetable are given in the 'Timetable Notes' for that timetable.  Light engines leaving depot to work trains are given the area code and reporting number of the train that they are destined to work.  Detached locomotives going to depot are given the depot destination code (as shown in the 'Timetable Notes') and the reporting number of the train from which they have been detached.  Detached locomotives going directly to work other trains, rather than to depot, are given the codes of those trains that they are destined to work as their next duty.


 
10. Abbreviations in the Working Timetables (Location Codes)

A	Amlwch
B	Bangor
C	Caernarvon
D   Bangor Carriage Line
E	Bodorgan
F	Amlwch Run-round Area
G	Gaerwen
H	Holyhead
J	Holland Arms
K	Llangwyllog
L	Llanfair
M	Menai Bridge
N	Rhosneigr
P	Port Dinorwic
Q	Llangefni
R	Rhosgoch
S	Bangor Short Siding
T	Ty Croes
U	Llanerchymedd
V	Valley
W	Bangor Loco Spur
X	Treborth
Y	Amlwch AE Sidings
Z	Bangor Goods Lines
t	Bangor Block Back Area
r	Bangor Shunt Area


11.  Acknowledgements

Thanks are due to John Dennis for permission to use the "PC-Rail Plus" simulation building software which has been used to construct this simulation.  I am indebted to Alan Bullimore, who gave me the information on permitted train speeds and to Norman Kneale who, in addition to providing the start-up photograph, shared many of his memories of steam train working in the area.  Thanks are due to several members of the PC-Rail testing team for their time in testing the simulation and for their comments.

Bob Young
18th September 2021









