Sunday, 10 March 2019

Bago - Yangon by train

During the visit I made to to Myanmar in 2018, Dr. Hla Tun took me on an official visit to Bago railway station on Wednesday, 9th May. The visit is briefly described in the post here.

After the tour around Bago station, it had been suggested that I might like to return to Yangon by train, a suggestion I readily accepted. I'd travelled on the line from Yangon to Bago back in 2012, as described in the post here. Re-reading this post I was reminded that, since then, my understanding of railway practices in Myanmar has improved but, as I wrote in the post Myanmar, Railways and Jan, "In Myanmar, there always seem to be more questions than answers".

Train 32 from Naypyitaw was due, they said, at 15:00. They also suggested that my photographic opportunities might be better in an Ordinary Class coach, where all the windows were sure to be fully open, rather than an Upper Class coach. I agreed with their reasoning and a ticket was issued. Then they said the train was 15 minutes late and it actually arrived about 15:20.

The Railway at Bago, 9th May 2018: Train 32 from Naypyitaw arriving at Bago.

The useful rail travel website 'The Man in Seat 61' gave the following timings:-

Train number 32: Naypyitaw > Yangon Arrive Depart
Naypyitaw 08:00
Taungoo 10:56 10:59
Bago 15:20 15:23
Yangon 17:00

I was embarrassed that the railway staff insisted on shooing passengers into other seats so as to give me a bench seat for two facing the direction of travel.

Bago - Yangon by train 9th May 2018: General view of my Ordinary Class coach.

We left about 15:23 and slowly threaded our way through the undulating trackwork leaving the station, past the informal refuse tip which is, sadly, an all-too-common feature in Myanmar.

Bago - Yangon by train 9th May 2018: The splendid semaphore signal gantry controlled by Bago South Signal Box. The Up Outer signal is just visible in the distance.

Most stations in Myanmar have a 'running-in board' at each end of the platform area with the name displayed in both Myanmar language script and 'Romanised' form which I relied on to identify our progress. The Romanised spelling can be quite variable ('Bago' is often rendered as 'Pegu', for instance) as Westerners struggled to cope with the subtleties of pronunciation.

I've made frequent use of the Wikipedia article List of railway stations in Myanmar. It's very useful but perhaps not infallible. The list below, showing station names and distances from Yangon in miles, is taken from this article. I've added (in brackets) two stations not shown in the Wikipedia article.

Bago 46.5
Payathonzu 42.5
Ta Wa 38.25
Kyauk Tan 34
Htone Gyi 30.25
Kawt Che 27
(Lay Daung Kan)
Ywar Thar Gyi 12.75
Togyaunggalay 7.25
Nga Moe Yeik 5.25
Thin Gan Gyun 4.5
Hnin Si Kone 4
Mahlwagon 2.25
Pazundaung 1
Yangon 0

My photographs were largely limited to the Down side (on the left travelling towards Yangon) but I managed some sort of pictorial record of most stations. We cracked along at what, for a Burmese train, was a very good speed on what is now Continuous Welded Rail, giving a much better experience compared with my trip in the opposite direction in 2012 (described here).

The facilities at Payathonzu (at least on 'my' side) were fairly basic but the shrubs on the platform were nonetheless carefully surrounded by whitewashed stones.

Payathonzu station. The concrete post supports an overhead cable route.

Approaching Ta Wa, there was a long refuge siding for freight trains - one of a number on this line in both directions. The station itself was well cared-for.

Bago - Yangon by train 9th May 2018: Ta Wa station

Approaching Kyauk Tan, there was another refuge siding. These sidings invariably look as if they have been disused for a long time but, occasionally, a train can be seen. At Kyauk Tan, DF1311 with a freight train was standing in the refuge siding waiting for a 'margin' to proceed further. The motorised trap points and position light ground signal definitely looked derelict so I presume that the main line points are now worked manually with movements controlled by handsignal. The station itself was larger than Ta Wa, with an overall roof covering the broad platform.

Bago - Yangon by train 9th May 2018: Refuge siding at Kyauk Tan.

Bago - Yangon by train 9th May 2018: Kyauk Tan station.

The next station, Ton Gyi, also had a similar refuge siding. Although the position light ground signal was out-of-service, this time the motorised trap points were at least in the 'run-off' position, providing 'flank protection' to my train, as intended. Here, the rather-portly Station Master was on the platform, displaying a green flag to my train.

Bago - Yangon by train 9th May 2018: Refuge siding at Ton Gyi.

Bago - Yangon by train 9th May 2018: Ton Gyi station.

I failed to see Kawt Che station altogether, instead securing this shot of an overhead cable joint.

Bago - Yangon by train 9th May 2018: Concrete post supporting overhead cable, showing cable joint.

Dabein also had a refuge siding, occupied by a stabled Railway Gang Car (ED/RGC.84) used for track maintenance work. This was coupled to a flat car fitted with a crane.

Bago - Yangon by train 9th May 2018: Approaching Dabein station with Railway Gang Car ED/RGC.84 coupled to flat car with crane stabled in refuge siding. Note handsignalman at white marker board used in exchange of Paper Line Clear Forms.

Bago - Yangon by train 9th May 2018: Dabein station, showing bi-lingual nameboard at Yangon end of Down platform.

From time to time, we passed 3-aspect colour light signals, apparently defunct. There were two approaching Lay Duang Kan. A few seconds after passing the second 'dark' colour light, we passed an upper-quadrant semaphore signal which, in an unusual reversal of normal practice, appeared to have replaced the colour light signal.

Bago - Yangon by train 9th May 2018: 3-aspect colour light signal (apparently not in use) approaching Lay Duang Kan.

The semaphore signal was interesting - a substantial channel-section post provided with a ladder mounting a tapering, corrugated signal arm fitted with a 3-position spectacle (without coloured glasses, of course), with the arm raised 45 degrees.

Bago - Yangon by train 9th May 2018: Channel-section post upper quadrant stop signal approaching Lay Duang Kan.

Once again, a refuge siding was provided on the approach to the station, with trap points in the siding and a trailing point in the main line, both provided with electric point machines. I couldn't determine whether they were still functional or not but the white paint on the ballast around the main line point machine gave some hope. A handsignalman with a green flag was standing at the nearby white marker board.

Bago - Yangon by train 9th May 2018: Point machine, Handsignalman and white marker board (used in exchange of Paper Line Clear Forms) approaching Lay Duang Kan.

Bago - Yangon by train 9th May 2018: Lay Duang Kan station.

Leaving Lay Duang Kan there was a disused version of the 3-position semaphore I'd seen as we approached the station. The spectacle was still intact but the arm had been removed by taking out the four securing bolts. A rectangular white board with a smaller black rectangle had been fixed to the post which I think denotes 'end of station limits'.

Bago - Yangon by train 9th May 2018: Disused semaphore signal leaving Lay Duang Kan station.

Approaching Ywa Tha Gyi station, another handsignalman displayed a green flag. Beyond the station, we passed a small group of sidings with a few SMBV wagons loaded with treated timbers.

Bago - Yangon by train 9th May 2018: Approaching Ywa Tha Gyi station: Handsignalman and white marker board (used in exchange of Paper Line Clear Forms).

Bago - Yangon by train 9th May 2018: Sidings at Ywa Tha Gyi, showing SMBV (with brake removed) loaded with permanent way timbers.

The scenery was now becoming more urban. I saw a number of contractors, wearing hard hats and high-visibility jackets, presumably involved in modernisation work on the line. When we passed a fixed, semaphore distant signal, I realised that we were approaching Togyaunggalay (spelling varies) and the next signal was a 3-aspect colour light. The picture below also shows one of the very many flooded fields adjacent to the railway around Yangon where farmers work, waist deep in water, tending vegetables to satisfy the city's demand. Beyond the signal, we passed a ballast train, headed by Bo-Bo-Bo locomotive DF.1610 waiting in sidings.

Bago - Yangon by train 9th May 2018: 3-aspect colour light signal (16L) with position light subsidiary (41L) approaching Togyaunggalay.

Bago - Yangon by train 9th May 2018: Passing ballast train of MHLV wagons (brakes removed) in sidings approaching Togyaunggalay, showing DF.1610. Note tipper lorry, having discharged a load of ballast.

My train stopped for a couple of minutes at Togyaunggalay, which is the limit of suburban workings from Yangon on the main line. The picture below shows the power signal box which I believe uses Korean signalling equipment (like Insein). The picture below shows the radio antenna used for train despatching on the left and incoming overhead 3-phase supply terminated on a trellis-like frame on the right. There will be a step-down transformer behind the wall feeding the rather unkempt low-voltage wiring visible which is distributed around the station via the vertical pole (made from an old rail) on the platform side of the wall.

Bago - Yangon by train 9th May 2018: Togyaunggalay signal box. Note radio antenna on left and incoming overhead 3-phase electricity supply terminated on frame on the right.

Bago - Yangon by train 9th May 2018: Togyaunggalay station.

In the bay platform, Bo-Bo-Bo DF.1221 stood at the head of a well-loaded suburban train, which would presumably follow us into Yangon, stopping at All Stations. Leaving Togyaunggalay, we passed over the level crossing on Pyi Htaung Su Main Road then, following a scissors crossover, the branch to Thilawa deverged to the left.

Bago - Yangon by train 9th May 2018: Togyaunggalay station, with Bo-Bo-Bo DF.1221 on suburban train in bay platform on left.

Bago - Yangon by train 9th May 2018: Leaving Togyaunggalay station, passing over Pyi Htaung Su Main Road level crossing. The scissors crossover before the Thilawa branch diverges is just visible.

We crossed Pazundaung Creek via two spans of steel truss bridge and ran through Nga Moe Yiek station, where there were lots of passengers waiting (presumably for the train we'd seen in the bay at Togyaunggalay).

Bago - Yangon by train 9th May 2018: Nga Moe Yiek station.

The next station, Thin Gan Gyun station, was also busy. Here, the numbering of the 2-aspect colour light we passed (21A) and the design of the trackside building visible in the background suggested that the station has its own signal box. Enquiries are continuing.

Bago - Yangon by train 9th May 2018: Thin Gan Gyun station.

Bago - Yangon by train 9th May 2018: Passing Thin Gan Gyun station showing 2-aspect colour light signal 21A.

Hnin Si Kone also had waiting passengers.

Bago - Yangon by train 9th May 2018: Hnin Si Kone station.

About 1.5 miles after passing through Hnin Si Kone, the Circle Line appeared on our right and ran parallel through Mahlwagon and Pazundaung to give a 4-track section towards Yangon as shown in the diagram below. Beyond Pazundaung a complex ‘flat crossing’ junction switches Circle Line trains across the Up and Down Bago main lines as they pass from or to the local lines.

Myanma Railways: Simplified line diagram Mahlwagon - Pazundaung.
Click for larger version

There are a number of posts which describe the interesting arrangements between Mahlwagon, Pazundaung and Yangon Central Station. For more information, it may be helpful to look at the index post here.

On this trip from Bago, I did notice some of the modernisation work in progress and took pictures of a couple of Japanese colour light signals which have not yet replaced the earlier arrangements.

Bago - Yangon by train 9th May 2018: Approaching Yangon Central on Down Main showing L: Westinghouse Signal R141/R139, R: Replacement signal R141/R139, not yet commissioned.

Bago - Yangon by train 9th May 2018: Approaching Yangon Central on Down Main showing L: Replacement signal, not yet commissioned, R: Existing signal P7 (Siemens).

My train ran into platform 2 at Yangon Central at 17:00 and the locomotive was quickly uncoupled, drew forward and headed for the Depot light engine via platform 1.

Bago - Yangon by train 9th May 2018: Arriving platform 2, Yangon Central Station.

Bago - Yangon by train 9th May 2018: On arrival at Yangon, the locomotive was quickly uncoupled.

Afterwards, by checking the time stamp of my pictures as we passed stations, I was able to make a rough assessment of speed. Our average speed over the first four miles to Payathonzu was about 24 miles per hour, as the driver accelerated the train. The next thirty miles, until our deceleration approaching Togyaunggalay, were reeled off at a consistent 36 miles per hour. We stopped for about two minutes at Togyaunggalay, the limit of main line suburban trains from Yangon, and averaged around 24 miles per hour onwards to our final destination at Yangon Central Station.

Related posts on this website

To find my posts describing Myanma Railways, select label 'Myanma-Railways' or click here. Posts are shown in reverse date-of-posting order.
There's also an Index of my Myanma Railways posts here (but this may not always be quite up-to-date).

This is one of a series of posts describing my 13th visit to Myanmar, only some of which describe railways.
The post Travelling again is the first post in the series.
Clicking on the 'Next report' link will show the post describing the next events. In this way, you may read about the trip in sequence.
Alternately, clicking on the 'All my Burma-2018 reports' link displays all the posts on this trip in reverse date-of-posting order.
All my Burma-2018 reports.

My pictures

Where necessary, clicking on an image above will display an 'uncropped' view or, alternately, pictures may be selected, viewed or downloaded, in various sizes, from the albums shown below.

Albums with pictures of the line from Yangon to Bago (including Bago itself) are listed:-
Yangon to Bago by Train (earlier pictures).
Bago Station (earlier pictures).
The Railway at Bago, 9th May 2018.
Bago to Yangon by Train, 9th May 2018.

All my pictures of Myanma Railways are in the collection 'Railways in Burma'. You can find them through the index of individual albums here.

Thursday, 28 February 2019

Llandudno by Train

I made a brief visit to Llandudno on Saturday, 23rd February 2019.

Seaside resorts out-of-season have always appealed to me. Following my enjoyable trip to Blackpool on 9th February 2019 (described here) I decided, two weeks later with a fairly promising weather forecast, to re-visit the North Wales coast. Partly, I was interested to see how the railway had changed since my last trip along the line just over three years earlier (described here).

Getting there

After enduring a very cramped and unattractive station building for well-over 50 years, construction work has started on the new station for Wolverhampton.

Wolverhampton Station: Construction work on new station.

Having travelled to Wolverhampton from my village by the first bus, the first train I was able to catch, which would get me as far as Crewe, was the Liverpool service from platform 2 at 09:20. The 4-car Electric Multiple Unit is allowed 35 minutes to Crewe with just one stop at Stafford. This part of the trip would be controlled by two control areas at Rugby Railway Operating Centre - control code 'WS' as far as Stafford and control code 'SC' on to Basford Hall Junction on the approach to Crewe.

As we sped towards Crewe, I was able to follow our journey in real time using my smartphone and the signalling diagrams provided by 'Railcam.UK' (I've written a short explanatory post here).

Llandudno by Rail: The Railcam.UK live diagram shows 1F36 passing Madeley Jn. on the Down Slow as my train (1F36) actually passes Madeley Jn. The diagram also confirms that the signal behind us has been replaced to 'red' to protect the train.
Click here for a larger image.

At Crewe, I took more pictures of North Junction and its elderly colour light signals whilst waiting for the 'shuttle' from Chester to arrive.

Crewe station: View from platform 11 as a 'Pendolino' departs for Glasgow.

The Chester train was scheduled to leave North end bay platform 10 at 10:26 but, in a little game that I've seen played before here, just before the service arrived, the platform was changed to adjacent platform 9 so that the waiting passengers has to troop around to the next platform. Everybody boarded and we set off, under the control of what was originally intended to be the 'temporary' Signalling Centre at Crewe.

Crewe Signalling Centre viewed from platform 9.

As we left Crewe, I amused myself by taking a picture of my smartphone displaying video of my train's departure streamed from the 'Railcam.UK' site by selecting one of the four cameras within Crewe Heritage Centre which monitor Crewe North Junction.

Railcam.UK live camera at Crewe North Jn. showing Class 150 leaving for Chester, as viewed on my mobile from the front coach!

We soon passed Crewe Steel Works Box with colour light signals controlled from an LMS Standard lever frame and batted along to Chester. Beeston Castle retains its mechanical signal box and a few semaphore signals but at least one signal has been converted to a single-head LED colour light.

We arrived at Chester, on time, terminating at the Up & Down platform 3a, under the control of Chester Power Box. Enquiry confirmed that my connection to Llandudno would depart from platform 4, meaning I had to go "up and over" the footbridge. Halfway up the steps, there was a fairly inaudible announcement and the people who'd been climbing alongside me turned round. It appeared that Crewe is not the only station which likes to play 'musical platforms'. Our departure would now be from platform 3b, the opposite end of the platform at which I'd arrived. Whilst waiting for my train, I noted that most of the colour light running signals were now single-head LED types. Checking my pictures later, I confirmed that in February 2016 (see post here) these signals had been conventional 3-aspect types. The 3-coach Class 175 arrived via the Down Main (through) line so as to pass the Class 150 preparing to return to Crewe and then took the crossover halfway along the platform into platform 3b.

Chester: View from platform 3 looking towards Crewe, showing the Class 175 arriving from Manchester Airport which would take me to Llandudno.

We were soon on our way again, through the sandstone cuttings and tunnels as we left the city.

Chester: East end of Northgate Street Tunnels in 2014.

Then we crossed the River Dee on the Roodee Viaduct and passed through Saltney Junction where the former GWR line branched to our left. The junction is now remotely controlled from Chester Power Signal Box, as is the North Wales Line through Shotton Low Level. For many years, the funny-looking 2-storey prefabricated signal box at Rockcliffe Hall was the fringe box to Chester Power Signal Box but that's gone and this location forms the start of control area 'FH' (Flint-Holyhead, I presumed) controlled from the Railway Operating Centre at Manchester.

Manchester Railway Operating Centre, Ashburys (Photo: Network Rail).

We passed under the A548 dual carriageway which crosses the railway on a long skew concrete bridge before catching a glimpse of Connah's Quay Power Station on our right. Once through the short Rockliffe Hall Tunnel, our train slowed on the approach to our stop at Flint. There are now crossovers between the Up and Down approaching Flint and the LED colour light signals have been arranged to allow bi-directional working. At Holywell Junction, the extensive sidings have been taken out of use although the L&NWR signal box with its 54-lever tumbler interlocking frame which stands between Up and Down lines is still intact. A little further on, the TSS 'Duke of Lancaster' still sits, beached and abandoned, on the seaward side. The hull has been repainted black, covering the graffiti 'artwork' I'd noted on earlier trips but the air of sad desolation is still apparent.

Llandudno by Rail: TSS 'Duke of Lancaster'.

Re-signalling has also taken Mostyn signal box out of use but, like Holywell Junction, the structure remains. The various sidings have been modernised. There's now a bi-directional loop with headshunts each end on the seaward side of the line accessible in both directions. A spur from this loop serves Mostyn Docks. On the return journey I snatched a (not very good) picture of part of the signal gantry at the Chester end of the loop.

By Rail to Llandudno: Signal gantry east of Mostyn with signal FH6038 (Loop to Main) cantilevered from upright and four equipment housings.

The line then runs along the sea wall before curving away from the shore at Point of Ayr with its Gas Terminal.

Llandudno by Rail: The Seawall at Mostyn with Mostyn Docks in the background.

Talacre signal box is now out of use but still stands where it once controlled the sidings to Point of Ayr Colliery before that closed and the Gas Terminal was built. We made our stop at Prestatyn (where I failed to check whether the now-disused signalbox was intact) before continuing to Rhyl, where the now-redundant Rhyl No. 1 signal box remains in reasonable external condition, although ivy is now climbing the front elevation.

Llandudno by Rail: Rhyl No. 1 signal box, now out-of-use.

As at Flint, there are now crossovers between the Up and Down approaching Rhyl from Chester and the LED colour light signals have been arranged to allow bi-directional working. For example, the route indicator atop signal FH6084 is for movements in an Up direction over what is normally the Down line.

Llandudno by Rail: Signal FH6084 (single-head LED colour light with route indicator on substantial post), Up Main leaving Rhyl.

Parts of the station were covered in scaffolding and a number of workman in orange overalls and hard hats were around.

Llandudno by Rail: Rhyl station Up platform. Note scaffolding above footbridge and netting above buildings.

Leaving Rhyl, we passed Rhyl No. 2 signal box which was abolished some time ago. It survives in reasonable condition with the windows painted-out. I had understood that both Rhyl No. 1 and Rhyl No. 2 (together with Mostyn signal box) were listed buildings but, on checking the Historic England database on my return I was unable to confirm whether that's correct.

Llandudno by Rail: Rhyl No. 2 signal box, taken out of use some time ago.

At Abergele, there's yet another retired signal box but the down through line which, on previous trips was controlled by this signal box, has been taken out. This is the present limit of control from the Railway Operating Centre at Manchester.

Llandudno Junction signal box now took control of our train through Colwyn Bay and 'The Junction', before handing over to Deganwy signal box.

Llandudno by Rail: Llandudno Junction signal box. Note external stairs at both ends of box and Relocatable Equipment Building.

The L&NWR manual signal box at Deganwy, like Beeston Castle, retains some tubular upper quadrant semaphore signals. Deganwy's signals, following modern practice, have rectangular identification plates carrying the signal box code ('DY') followed by the lever number. Even the Up independent distant signal carries an identification plate. Some time ago, the level crossing gates on Marine Crescent outside the signal box which had been worked mechanically from the were converted to lifting barriers. With the development of Deganwy Quay as a Marina and residential area, a lifting barrier level crossing has also been provided at the Llandudno Junction end of Deganwy station.

We were soon entering the much-simplified layout of Llandudno station, still controlled from its L&NWR-pattern manual signal box but with so much external alteration that its parentage is obscured.

Llandudno by Rail: Llandudno Station Signal Box.

Around Llandudno

Although it had been sunny on the earlier part of the journey, it was dull in Llandudno but with a very gentle breeze and local temperature (according to the internet) of 16 degrees Celsius. I immediately headed for the shore, passing the appropriately named North Western Gardens where I crossed Mostyn Street and followed Vaughan Street to the Promenade.

Llandudno: View across North Western Gardens showing the canopied shops in Mostyn Street.

It was very pleasant on the Promenade and I was surprised at how many people were about, some quite lightly-dressed. The advantage of the sea mist was that the off-shore wind farms were virtually invisible. The temptations of the Terrace Restaurant at the Imperial Hotel proved too strong but, by the time I'd consumed a generous portion of cream of celeriac soup with fresh rolls and butter, I only needed a pot of English Breakfast Tea to set me up for a walk along the front.

Llandudno: The Imperial Hotel pictured in 2014.

At the St. George's Hotel, I turned left into St. George's Place and continued across Mostyn Street into Lloyd Street. Here, I spent a pleasant half-hour browsing in an Antique Fair being held in the Town Hall before continuing north along Mostyn Street looking at shops. I made my way back to the shore near the Cenotaph. Llandudno is built on a peninsula which ends in the massive bulk of the Great Orme. The main promenade faces north into the Irish Sea but, just 1 kilometre away, the less-developed West Shore on the other side of the peninsula offers alternative views which I didn't have time to sample on this occasion. The main beach is mainly shingle but, near the Cenotaph there's a small sandy area of shore exposed (except at high tide) which I briefly explored before continuing along the promenade back towards the Imperial Hotel, where I left the promenade and made my way back to the station.

Llandudno: The Cenotaph and North Parade, looking towards the Great Orme

Llandudno: View of Promenade looking away from the Great Orme.

Getting back

I had left a few minutes spare to study the station re-development which, in general, I approve of. I admired the careful treatment of the preserved gates and ticket barriers originally provided by the L.M.S. Note the interlaced 'L M & S'. Contrast this with the rebuilt end wall of the overall roof with its ugly welded truss and the insensitive way the truss is jointed to the brick wall. It may be functional but did it have to be so brutal?

Llandudno Station: The LMS Ticket Barriers at the entrance to platform 2 and welded truss supporting the rebuilt end wall of the overall roof.

Llandudno Station: View from the Carriage Road showing overall roof with modern glazed end wall supported by welded trusses.

A 3-car Class 175 Diesel Multiple Unit quietly arrived in platform 3 and, almost immediately, the signalman cleared the platform starting signal for the train to depart. Arriving passengers got off, departing passengers boarded and the driver and guard 'changed ends' so that we departed within about 5 minutes of the train's arrival. As we passed the signal gantry, I took another picture.

Llandudno by Rail: Platform starting signals for platforms 1 & 2 at Llandudno (Pratt Truss with four tubular upper quadrant semaphores).

The return journey was a mirror-image of the outward trip. The first train took me as far as Chester, platform 3b. My onward Crewe service (a 2-car Class 150) was waiting in platform 3a and left almost immediately. I'm not sure what the connection at Crewe was supposed to be but we arrived in platform 9 and, by the time I'd walked to the adjacent platform 6, a 4-car Electric Multiple Unit on the Liverpool-Birmingham service was snaking over the crossovers from the Up Fast into Platform 6. Within a few minutes, I was on my way back to Wolverhampton.

I took a few, rather indifferent, photographs during the return but I'm afraid I was tiring and I find photography from modern trains with double-glazed tinted windows and harsh reflections from internal carriage lighting rarely satisfactory (except, perhaps, to clarify a technical issue thrown up by another picture).

Related posts on this website

There are a number of posts about the North Wales Line and Llandudno:-

A Trip to the Seaside (Part 1)
Journey 26-Nov-2011
A Trip to the Seaside (Part 2)
Journey 26-Nov-2011
Trip to Holyhead (Part 1: Crewe to Llandudno)
Journey 25-Jan-2014
The Holyhead to Crewe Railway Line
(posted Feb 2014)
Journey 30-Aug-2014 (by road)
Llandudno Railway Station
(posted Dec 2014)
Return to Llandudno
Journey 6-Feb-2016

There's also an index of posts describing some of my railway journeys exploring Britain. I'm afraid they're not very adventurous trips, with many destinations repeated but you can find the list here.

Book References

For convenience, the bibliography which appeared in earlier posts about the North Wales Line is repeated here:-

[1] 'Railways to the Coast' by Michael H. C. Baker, published by Patrick Stephens (ISBN 1-85260-058-6).
[2] 'Recollections of a Steam Era (1950-1966)' by H. Rogers Jones, published by David Rogers Jones (ISBN: 0-9539720-0-03).
[3] 'LMS Branch Lines in North Wales Volume 1' by W. G. Rear, published by Wild Swan Publications (ISBN 0 906867 37 1).
[4] 'An Historical Survey of Selected LMS Stations' by Dr. R. Preston Hendry & R. Powell Hendry, published by Oxford Publishing Co. (ISBN 0-86093-330-X).
[5] 'A Pictorial Record of L.M.S. Architecture' by V. R. Anderson and G. K. Fox, published by Oxford Publishing Co. (SBN 86093 083 1).
[6] 'A Historical Survey of Chester to Holyhead Railway Track Layouts and Illustrations' by V. R. Anderson and G. K. Fox, published by Oxford Publishing Co. (ISBN 0 86093 216 8).
[7] 'A Regional History of the Railways of Great Britain: Volume 11 North and Mid Wales by Peter E Baughan, published by David & Charles (ISBN 0-9153-7850-3).

My pictures

Where necessary, clicking on an image above will display an 'uncropped' view or, alternately, pictures may be selected, viewed or downloaded, in various sizes, from the albums below:-

In making my (often quite poor) pictures available on the internet, I have divided them into various albums each covering a roughly-defined geographical area. Within each album, photographs are normally arranged by date taken. Thus, by searching through the appropriate album, you can find changes through time. So, my trip to Llandudno added pictures to a number of albums as we moved through various areas.

The journey:
West Midland Railways (Wolverhampton).
Stafford Area rail.
Crewe Area rail.
North Wales Line (Crewe - Llandudno)

The destination: