A superb 00 gauge model railway layout of Llandudno Junction station and
6G depot along with a shortened branch to Llandudno.

This page shows the dedication and skill of an enthusiast who knew what he wanted to do, like most of us, but unlike
most of us
he went further and actually carried it out.

Although it's obvious Chris Evans enjoys his hobby, I still salute his skill and stamina in what must have been
a daunting task when he started.

Chris has written an introduction to the page below to explain how the idea came about and how the layout was created.




The year 1961 was one of those glorious long, hot, summers that we always dream of getting but rarely do.

  In August, as a 14 year-old schoolboy, I went on holiday with my family to a small farm B&B near
Betws-Y-Coed where we stayed for two weeks, exploring Snowdonia.

  I say exploring but actually my parents knew the area well, my Dad having been born
at Mochdre, near Colwyn Bay.

  This was my second visit and, having thoroughly enjoyed the first, this time I had a (very basic) camera
with which to record the happy memories I now have.

  I had always admired Stanier locomotives in particular and, living in an electrified area of the
Southern Region, these holidays presented me with a rare chance to see and photograph those magnificent
machines, revelling in the constant parade of them that ran – especially on Saturdays – along
the North Wales coast line.

It was these slightly fuzzy black and white photos that inspired me to try and recreate the sights I
had seen, when pondering what to do with an empty room in the maisonette I had
just moved into, twenty years later.

  A double-bedroom, I thought, presented the opportunity to build a fair representation of
Llandudno Junction and a much shortened branch to Llandudno.

  I had previously run a Hornby Dublo 3-rail layout in the attic of a friend’s house and still had most
of the equipment, all stacked in boxes in the corner of my spare room.

  I sold the locomotives and track and many other items but kept most of the rolling stock, making it
suitable for 2-rail running where necessary.

 Then I took a deep breath and made a start on my grand plan…

I realised straight away that the planning stage would be critical and took my time over it, not beginning
baseboard construction until a,year later, when I was sure I had what I wanted.

 It all came together quite quickly after that, even though I was then working
full-time (just as well, as it is an expensive hobby!) and after two years I had the basics of the layout as
it is today, with boards, track and wiring all complete.

  Things slowed down quite a bit after that, as the inevitable distraction of running trains delayed
the slow process of constructing the stations, sheds, signalboxes and scenery.

  Also the signalling, most of which is mechanically controlled, took the best part of a further year
to build and make operational.

As a railwayman with a background in operations, it had always been my intention to run something
like the original 1961 summer timetable and, having acquired all the necessary information, I set about
creating my own station, locomotive and stock workings.

  These have been tweaked a bit over the years as I have added more stock
(I now have over 150 locomotives!) but most running sessions today are still to the original timetable
and all the more pleasing as a result.

The layout has been in its present form for about twenty years now, apart from occasional track
renewals, and has required surprisingly little maintenance considering its extent and complexity.

  It relies on the time-honoured system of cab control, whereby the track is split into sections which
are energised as required.

  Computer control – indeed the personal computer – was non-existent when I was building the layout and
I have not considered attempting to incorporate anything so radical!
Everything is clunk-click switched electrics or mechanical and as it works very well that’s how it will stay.

The beauty of running to the original timetable of 1961 is that, apart from the fun of recreating the
past to as closely as the availability of suitable models allows, there is never a dull moment when
operating as it is possible to start at any time of any day, positioning the trains and stock as required and then
starting the clock and sorting out the inevitable tangles as they occur, this last part just like
the real thing, of course!

  Ideally three operators are needed, one at each end of the Junction and one at Llandudno, and it
is possible to run up to six trains simultaneously. 

 It is, however, possible for me to operate to the timetable on my own by dashing about between
panels, but this involves much stopping of the clock in order not to very quickly
fall ‘behind time’, especially on a Saturday!

  Many readers of this will know how busy Saturdays were at the Junction, with trains arriving and
departing every few minutes between mid-morning and mid-afternoon and replicating this, with
the tremendous variety of engines (not all were Black 5s, although sometimes it seemed like it!) is great fun.

I hope the accompanying photographs of the layout in action will perhaps stir similar fond memories
to those I have when ‘shutting myself away to play trains’ and that they may even inspire you to start your
 own project – if so, good luck and have fun!

All photographs on this page were taken as a collaboration between Chris Evans and Tim Easter.

All the images are copyright protected and permission from Chris Evans should be obtained before any
attempt to copy or publish is made.

Contact with Chris Evans can be obtained through the email link, to this website, on the HOMEPAGE.


A bird’s eye view of the west end of Llandudno Junction, showing ‘Patriot’ 45546 Fleetwood of Warrington (8B) in
platform 3 with a Saturday holiday extra for Llandudno.

  ‘Ivatt’ 2MT 41235 (6G) can be seen with empty stock in bay platform 1A and, over on the down avoiding line, one of
the distinctive high running plate Caprotti ‘Black 5s’ (both of which were allocated to
6G), 44686, has earlier brought in a ‘Butlins’ holiday camp train for Penychain.

  This will have been taken over by a Bangor-allocated engine and 44686 will now retire to its home shed, in the
background, where one of 6G’s low running plate ‘Caprottis’, 44750, can be seen (on the nearest track).

A popular summer train with visitors to the area was the ‘The Welsh Chieftain’, which in 1961 ran from
Rhyl and Llandudno to Towyn and back.
Although the train was not in the public timetable it was extensively publicised locally and provided an
interesting day out during the week for holidaymakers.

  Motive power was usually one of two BR Standard Class 4MTs allocated to Rhyl (6K) specifically for
the purpose and here 75028 (6K), carrying the appropriate headboard, is waiting to restart the
9.15am train it has brought in from Rhyl, following attachment of the Llandudno portion.

A Patricroft (26F) ‘Black 5’, 45409, runs into platform 1 with a Llandudno – Manchester Exchange train just
as ‘Britannia’ 70033 Charles Dickens of Willesden (1A) runs through platform 3 with a
relief boat train bound for Holyhead.

  A Blaenau Ffestiniog DMU is in bay platform 4A, whilst in the background further DMUs can be seen in the
carriage shed roads; also awaiting their next turn of duty is an assortment of locomotives in the shed yard.

On summer Saturdays the terminus at Llandudno was so busy dealing with holiday trains from far away that there was
no room for humble local DMU trains, except in the early morning and late evening.
On these days there was no ‘Welsh Dragon’ service to and from Rhyl, there being plenty of other trains that could be used
to make the journey, and Blaenau Ffestiniog branch trains used the Junction bay platforms 3A or 4A as their terminus.

  On other days, however, DMUs often dominated the station and in this shot two trains are prominent.
Nearest, and just starting out from platform 3, is a pair of Derby lightweights (later Class 108) bound for
Blaenau, whilst over in platform 4 can be seen a Metro-Cammell (later Class 101) set which has
worked in on a special from the Birmingham area.

  Steam is represented by unrebuilt Patriot 45544 standing in platform 1 with an express.

  Note the line between platforms 3 and 4, provided to release engines after working in trains.

  This facility allowed these locos to be serviced without the need to first remove the stock to the sidings, saving
valuable time and shunt movements

This view of the north end of the shed shows the ex-LNWR design ‘coal hole’ in the background.

  The distinctive structure provided some protection from the weather whilst locos were being coaled by hand from
 mineral wagons, which were brought alongside the coaling road at a higher level, but must
 have been extremely unpleasant when the wind was blowing straight through it!
The water tank on top, for the filler pipes below, would have made a great swimming pool in the summer – I wonder if
 anyone was ever brave enough to try it, perhaps accidentally!

  After disappearing into the tubular bridge the line runs through the scenery in the background and along the back
 of the layout, to eventually emerge in the fiddle yard formed by the four tracks leading into the east end of Llandudno Junction.

Train 1K12, the 08.10 Holyhead – Liverpool Lime Street, emerges from the Conway Tubular
Bridge with a Royal Scot providing the power.

  I drew the plans for the castellated portal from a photograph of the original and then scaled it down to give some impression
 of distance when viewed from the operating positions at the station.
  It is made from balsa wood,  plastic card, toilet rolls and Smarties tubes!

A different view of 6G, taken at night from inside the shed and looking out of the station (north) end.
Two of the inevitable ‘Black 5s’ are on view.

Mold Junction MPD (6B) had a few of the ex-WD ‘Austerity’ 2-8-0s on their books and these
 were occasionally seen at the Junction.
No. 90227, is here seen heading a train of empty mineral wagons from Menai Bridge past
 No.2 signalbox and onto the up avoiding line.
This would be a weekday, as no such freights ran during busy summer Saturdays, and the train will terminate
 in the extensive marshalling yard at the engine’s home, near Chester.

A distinguishing feature of most of 6G’s allocation of ‘Black 5s’ in the 50s and early 60s was that they were of the
 Caprotti valve-gear variety, resulting in them having a very different appearance from
 the standard locos, with either lower or higher running plates.

  These were not available as ready-to-run models so had to be modified, using white metal and brass
 parts and fittings made by Crownline.

  Showing off its different design and valve-gear in the evening light as it runs into Llandudno Junction
 platform 1 is 44741, one of four of this type I have on the layout and a long-time resident at 6G.
These engines were ideal for the near-level tracks of the North Wales Coast Line, not being perhaps
 as strong on the banks as the Walschaerts-gear locos but free-running and very quick in accelerating
 from stops, with a characteristic strong exhaust bark.
By all accounts they were very much liked by the 6G loco men.

The 08.23 summer Saturday Cardiff-Llandudno train often produced a Standard Class 5 4-6-0 allocated to
 Shrewsbury (89A) shed, as engines were changed there.

  The Western Region painted their allocation in green livery and here one of these, 73096, is seen
 restarting the train from platform 3 at the Junction.

  At the same time another interesting train to appear was the 10.10 Sheffield-Bangor, as this was
 sometimes worked by a 9F 2-10-0.

  Normally confined to heavy freight duties, some of these engines (which were easily capable of maintaining
 the 70mph speeds usual along the North Wales Coast Line) were often pressed into
service on summer Saturdays, as were Stanier 8F 2-8-0s on some occasions when additional specials were run.

  92116 (18B, Westhouses) was one engine sometimes allocated to the 10.10 and here it is seen waiting in platform 4.

  Unfortunately the limited space available didn’t allow me to arrange the tracks so that trains to Llandudno from
 platform 3 and those towards Bangor from platform 4 could start simultaneously, as they could in real practice.

 The sky back scene is not a feature of this part of the layout and had been placed only for the photo, to hide the operating area.


An early Saturday morning shot of the back (south) end of 6G shed, with ‘Black 5’ 4-6-0s dominating the scene.
These formed the backbone of the many additional services that ran on summer Saturdays and many would be from
 sheds in the Midlands, Lancashire and Yorkshire.
  Some will have arrived the previous Saturday and stayed on shed all week: not a very cost-effective way
 to work but interesting for the spotters of the day – including me!

Included in Llandudno Junction’s allocation was a small stud of the very powerful Stanier ‘8F’ 2-8-0s which was
 rostered to work the heavy ballast trains from the nearby quarry at Penmaenmawr.
  Glimpsed from the top deck of a Crosville Bristol K in Llandudno Junction station’s road
 entrance, adjacent to the goods yard, 48246 (6G) runs slowly through platform 1 with one of these trains, bound for Chester.
  The hopper wagons are not quite the same as the engineer’s wagons used on the real trains.

Locally-allocated ‘Jinty’ 0-6-0 tank 47558 rounds the curve over Llandudno Junction Crossing, at the location
of the original station, with the daily 9.40am local freight from Llandudno.
  It is already 10.30am, as this train made a leisurely stop at Deganwy to shunt the yard there.

The 9.20am Crewe – Holyhead was a particularly interesting train in the early 60s as it was a regular turn for a Stanier ‘Pacific’.

  This was usually from Crewe North (5A) but the roster was sometimes used as a running-in turn for an ex-works engine which
 could, therefore, be from any of the depots to which these magnificent machines were allocated.

  A Hornby ‘Coronation’ has been modified as the superb 46256 Sir William A. Stanier F.R.S. which was one
 of the last two built, with detail differences, and it is seen approaching Llandudno Junction No.1 signalbox on the slow line with this train.

The 12.00 noon Holyhead – Ordsall Lane parcels was known locally as the ‘Horse and Carriage’ and was always
 awaited eagerly, as its massive load of up to twenty bogies was booked for a Crewe North (5A) ‘Pacific’.

 On this occasion this heavy train has been entrusted to ‘Princess Royal’ 46209 Princess Beatrice (5A) and it can be seen
 drifting down the gradient from the Conway tubular bridge at the approach to Llandudno Junction, just as ‘Black 5’ 45390 of Holyhead (6J) comes
 off shed to take over a train to its home town.

Royal Scot 46154 The Hussar from Willesden (1A) shed prepares to start the 10.00 to Euston, a very popular
 holiday train, from platform 3 at Llandudno.
This service left at the ideal time for holidaymakers, at the end of their summer fortnight away, to have breakfast
 at their B&B or hotel, pick up their luggage and reach the station, perhaps on the bus or by taxi.

  An Ivatt 2MT, 41235, is on station pilot duty and a ‘Black 5’ is in platform 5, ready to leave with
 another busy train, the 09.45 to Manchester Exchange.

  Lack of space meant that I had to lay carriage sidings, where a Stanier 3MT tank can be seen, adjacent to this platform and this in turn
 resulted in platforms 2 and 3 being narrower than the original, with the cab road omitted.

In 1961 the daytime ‘Irish Mail’ boat trains were usually the preserve of a ‘Royal Scot’ and here recently
 ex-works 46127 ‘Old Contemptibles’ of Crewe North (5A) is running through platform 3 at Llandudno Junction with
 the down train, the summer-only 8.10am Euston – Holyhead.

Unrebuilt Patriot class engines were one of my favourite types and I have vivid memories of seeing these working
 heavily loaded holiday trains in and out of Llandudno back in 1961.

  Sadly they were not to last more than another year and none was preserved, although one is now being
 constructed and will hopefully be in service in time to commemorate the Armistice centenary in 2018.

  Here, unnamed 45547 (8A) waits in platform 4 at the Junction with a Saturday special from Liverpool
 to the Butlin’s holiday camp at Penychain, near Pwllheli, while one of the ubiquitous ‘Black 5s’ stands
 in platform 3 with yet another holidaymaker-filled train for Llandudno.

  The Patriot will have been replaced at Bangor, probably by a pair of 2-6-4 tanks.

An evening loco change in platform 1 at Llandudno Junction.
Rebuilt Patriot 45525 Colwyn Bay, from 8A Edge Hill shed, takes over an up express from a ‘Black 5’ seen
standing on the adjacent avoiding line.

  Engine changes at the Junction were not that common, especially at busy times, and usually confined to trains working
 to or from the Bangor-Caernarvon-Afon Wen line.

Rebuilt Patriot 45523 (1A) was one of those named after resorts on the former-LMS coast, this particular
 locomotive carrying the name ‘Bangor’.  Although based at far-away Willesden shed it was quite often
 seen at the city from which it took its name and in this shot passes Llandudno Junction at the regulation 50mph with
 the down ‘Welshman’ from Euston.

  This popular, multi-portioned express left London at 11.10 on Saturdays, with through coaches for
  Porthmadog, Pwllheli and Holyhead; a separate train ran complete to Llandudno leaving the capital at 11.18.

  In the background a 6G-allocated Ivatt Class 2 tank is waiting to start a local to Llandudno from bay platform 1A.

On weekdays the 7.40am Llandudno – Manchester Exchange and 4.30pm return were known as
 the ‘Llandudno Club Train’ and used by businessmen who required only a short day in the city, and
 could afford the commute from the North Wales coastal towns.
  There was dedicated first class accommodation provided for them (the second coach in the picture) and here
 the ‘club’ atmosphere amongst the regulars was much prized.
This important train was the preserve of a 6G locomotive, usually maintained in a very clean condition.

  In 1961 a Caprotti ‘Black 5’, an exceptionally free-running, rugged and reliable locomotive, was the
 favourite choice and here the 4.30pm is seen approaching Llandudno at the end of its journey with 44741 having
 been entrusted with the duty.

  Unfortunately it would appear that the demands of the summer timetable and seasonal staff shortages
 have allowed the usual cleaning standards to slip somewhat, or perhaps the locomotive was a last-minute substitute!

  Visible in the turntable roads are ‘Jubilee’ 45671 Prince Rupert of Crewe North (5A) and ‘Black 5’ 45438 from Mold Junction (6B).

‘Black 5’ 44661 of Holyhead (6J) has been routed onto the up avoiding line by the busy Llandudno
 Junction No.2 signalbox with one of the most important freight trains of the day, the Class ‘C’ 11.45am
 Holyhead – Broad Street, which conveyed Irish meat for the London markets in insulated ‘FM’ containers
 loaded on ‘Conflats’.

Although all of the Blaenau Ffestiniog branch trains had been worked by DMUs for a number of years it would be
 some time before the majority of locals between Llandudno Junction and Bangor lost their steam power.

  They were often rostered for Bangor (6H) 2-6-4 tanks and here ‘Fairburn’ 42077 (6H) starts one such train from
 Llandudno Junction’s platform 4, whilst ‘Black 5’ 45401 of Edge Hill (8A) waits in platform 3 with a Liverpool – Llandudno train.

A different view of Llandudno Junction station, taken from the south side, with Ivatt 2MT tank 41228 (6G) standing on
 the down avoiding line waiting to work the morning freight service down the Blaenau branch.

  When building the station I left enough space between this line and that serving platform 4, where the coaches are
 standing, to include the wind screen that was a prominent feature of this side of the station.

  However, the fact that it would not have been seen from the normal operating positions on the north side of the station, and would
 have been an obstacle when coupling/uncoupling and track cleaning, made me decide not to include it.

Fowler 4F 44389 was a resident of 6G for many years and could usually be seen on station pilot duties or
 working local freight trips.

  It was one of the class that had the protection of a cab-end built onto the tender, a modification I had to make myself.
 Here the engine is seen between duties in 6G shed yard, with the ‘coal hole’ in the background.

A Blaenau Ffestiniog – Llandudno DMU, formed of a Derby Lightweight set with M50985 leading, comes cautiously
 round the branch-line curve to join the down slow line at the eastern approach to Llandudno Junction.

  This 18-inch radius curve is the sharpest on the layout, and is used for testing the route availability of all locomotives and stock.
The fictitious bridge in the background forms a scenic break, beyond which the branch line joins the track leading to the
 fiddle yard, necessitating reversal.


Emails from Michael Williams and replies from Chris Evans, originally posted on the NEWSPAGE in June 2013 are shown below
in order to clarify the data that is shown below.

June 21st 2013.

 emails from Michael Williams and responses from Chris Evans are reproduced below.

Dear Geoff

I wonder if you would be kind enough to pass on a query I have regarding what trains would be running along the The North Wales coast during August 1961 please.

I have fond memories of family holidays in Colwyn Bay during the 1960s and am a great admirer of Chris' Llandudno Junction layout
and would like to construct one of my own.

As Chris seems to run his model trains to an authentic schedule for the summer of 1961, I was wondering if he had a list
of trains that actually ran (or that he runs on his layout) that covered the August period when my family normally went to Colwyn Bay.

Any engine numbers, reporting numbers, etc that he could provide would be gratefully received.
If Chris actually had details of all the trains he runs for the summer of 1961, that would be even better.

I am a great fan of the 6g website and always look for the latest information and updates.

Many Thanks.

Mike Williams.

A reply from Chris Evans is shown below.


In response to Mike's request, yes I have the complete working timetables for passenger and freight trains
for summer 1961 and have used these to create my Llandudno Junction station working.

Although the timetables themselves are too bulky to copy I can certainly supply Mike with
a copy of my station working, which gives details of all trains, on all days of the week, including
identification numbers and the power class of locomotive I have either determined or guessed worked them.

Further to this, I have been able to discover the actual locomotives working most of the Saturday trains to and from
Llandudno in later July/early August 1961 (much of this info. came from the Llandudno Engine Arrangers book
via John Kirwood) and, as I was on holiday in North Wales at this time I have some records of personal observations.

Mike is most welcome to contact me directly if you will be kind enough to pass on my email address, and I can then
send him all the relevant information - and wish him luck with his project!

Kind regards,

Below is Mike's reply to Chris Evans.

Dear Chris

Many thanks for your kind offer of assistance.

I have been a great admirer of your layout for a while now and was keen to construct one of my own.
This too would be based on workings during the summer of 1961 (the first year I went on holiday to Colwyn Bay) and
would consist of two main sections.
The first being a representation of the North Wales Coast line at Colwyn Bay and the second a representation
of Llandudno Junction shed as it might have looked if plans to construct the first stages of a new Coast Road had actually
begun in 1957 - the year I believe the shed itself was redeveloped (or at least repaired).

As I said in my initial email to Geoff, I have have very fond memories of family holidays in Colwyn Bay during
the 1960s, and felt that constructing a layout like this would help me to recapture those wonderful days.

Any help you can give me regarding train details (engine numbers etc.) would be gratefully received Chris - indeed any
information at all would be absolutely fantastic.

I was really interested to hear that you had used the Llandudno Engine Arrangers book and your own observations
as your main sources for the Saturday trains for late July/ early August 1961.

Do either you or John Kirwood have any plans to publish these at some point? I am sure a lot of people would be interested.

Anyway, thanks again Chris, and I look forward to hearing from you soon.

Kind Regards




The book Mike refers to above, and Chris below, is the enginemen's arrangement book relating to Llandudno.

The book was drawn up by two drivers from 6G, Tommy A. Hughes and Meirig Roberts.

It details engine numbers, times, turns, and destinations of all engines in and out of Llandudno
during the 1960's.

The book's custodian is now ex- 6G stalwart John Kirwood.

I have tried on numerous occasions to make John Kirwood aware that the 6G website would be a
perfect platform to display the unique data this book holds which would be so interesting and helpful to
all ex - 6G workers, 6G website visitors, railway enthusiasts and railway modellers worldwide.

I have to report that to date I have not had a response from John Kirwood to this request.

My open request to John Kirwood still stands and if he wishes to contact me I will pick up the book, scan it
and return it safely to his possession.


Below is Chris Evans's reply to Mike.

Hello Michael,

First of all I must thank you for your kind remarks about my layout.
You are absolutely right when you mention capturing memories of those wonderful days back in the
60s when, like yourself, I used to go to North Wales for summer holidays.

In my case I stayed at Betws-Y-Coed but saw quite a lot of the main line along the coast.
Often whilst the rest of the family were on the beach I would stand all day by the line side, fascinated by
the procession of steam passing by.

Once I had the opportunity to try to re-create something of that era I decided there would be no half measures and
embarked on my project to build Llandudno Junction and Llandudno as it was in 1961.

Many years later I still get an immense amount of enjoyment from operating sessions, and operating is really
what the layout is all about.

I am not a 'rivet counter' and am not too concerned about the accuracy of every detail, as long as
the result looks and feels about right.

What I did want to do was to run trains as nearly as possible to the summer 1961 timetable, with the correct
motive power but hauling roughly half-length trains in order to fit the space available.

In a limited space trains always appear longer than they really are, anyway, so it doesn't bother me that
most of mine are formed of no more than seven coaches; freight trains are similarly only about half-length.

With any model in a limited space but covering a large area there has to be compromise and obviously the
stations, sheds and other buildings are necessarily also much shorter than the prototypes, but the
overall effect I think is quite satisfactory.

After much research I have uncovered quite a lot of information about what actually ran at the time, using
the original working timetables, carriage workings and recorded allocations and observations of
locomotives and DMU's.

Whilst I have had to make some assumptions (and am continually updating the running plan as more
detail comes to light) I am happy that I am probably operating to about 90% accuracy.

As you will know, Saturdays were by far the busiest days and, although coaching stock is not accurately
diagrammed (otherwise I would need many hundreds more coaches than the hundreds I already have!) locomotives and
DMU's are and, accordingly, I have amassed over 160 of the former and 15 of the latter.
I didn't acquire these all in one go, however, and so have gradually changed the diagrams to allow more
accurate working as and when more motive power has become available.

From this you will realise that I have a great deal of detailed information and my running plans include
everything necessary to operate on all days of the week.

To give you an idea of what that includes I have attached a table of the contents of the books involved.

What I really need to know, in order to be able to help you further, is how closely you intend to run to the
original timetable, or whether perhaps you just want to run a representative selection of trains.

I can then advise you on how much motive power and stock you will need, as well as providing you with as much appropriate detail as I have.

Regrettably, I don't have access to the Llandudno Engine Arrangers book and don't know its keeper, John Kirwood.
A limited amount of information from it has appeared in 'The Men of 7A and 6G Loco shed' by
Derek Williams, and Geoff Poole has very kindly been trying to help by persuading John Kirwood to share its valuable
information, via his excellent website, but has so far not been successful.


I have attached the information I do have, which also includes some from other sources as well as my own
observations of the time, and at least gives an insight of the variety of motive power that worked along the coast in those days.

You will notice, incidentally, that there was a great deal of discrepancy regarding
allocation, and even loco type, with many of the trains from one weekend to the next - a reflection of just how
difficult it was to provide motive power at such busy times but also an opportunity for quite a lot of modeller's licence!

I look forward to hearing from you again and will follow progress with your plans with great interest.
I'm sure you will have great fun with it and that it will give you much pleasure!

Kind regards,
Chris Evans


July 14th 2013.

 An email from Mike Williams to Chris Evans was published on the  NEWSPAGE (June 21st 2013)  requesting details of engines running during 1961 as
Mike, like Chris, wanted to run his railway model layout with authentic engines and trains from this era.

Chris supplied Mike with the details requested which are now published below.





MAPS: Llandudno Junction No.1
            Llandudno Junction No.2

















     column (1)  Saturday 22nd July 1961

   column (2)  Saturday 29th July 1961

          column (3) Saturday 5th August 1961

             column (4) Saturday 12th August 1961