LLANDUDNO JUNCTION

This Simulation is based on the layout in the period 1948 - 1968, but with all mechanical signals converted to colour lights.  Some of the original mechanical signals have been omitted for clarity, but do not affect the operational requirements.  Many of the mechanical signals were provided to simplify the locking required and also to reduce the extent of multi-bracket signals.  Colour light signalling could provide more routing options by the use of Junction Indicators, thus allowing the overall reduction in the number of signals as shown here.

Today's railway is signalled with Colour light signals but the track layout is a shadow of that available in the period depicted here. 


SIGNAL BOXES

For the purpose of the Simulation, Signal and point numbers have been allotted separate series for each Signal Box as shown below.

100 - 139:  Llandudno No. 2
150 - 159:  Llandudno No. 1
170 - 171:  Deganwy No. 2
173 - 195:  Deganwy No. 1  (Note that Nos. 173, 183, 188 and 195 signals were dual controlled by Deganwy No. 1 SB as Deganwy No. 2 could be switched out when not needed for shunting.
197 - 198:  Llandudno Jcn Crossing (also dual control of Nos. 251 and 274 signals).
200 - 219:  Conway
230 - 299:  Llandudno Junction No. 2
300 - 349:  Llandudno Junction No. 1
350 - 359:  Mochdre
370 - 389:  Colwyn Bay No. 2
400 - 419:  Colwyn Bay No. 1
430 - 439:  Tal-y-Cafn

Signals DF1 and UF1 at Glan Conway have been provided for simulation limitations.

Distances between Signal Boxes are:

Old Colwyn
    1m 362y
Colwyn Bay No 1
    0m 607y
Colwyn Bay No 2
    1m 1642y
Mochdre
    1m 1337y
Llandudno Jcn No 1
    0m 582y
Llandudno Jcn No.2
    0m 1301y
Conway
    1m 373y
Conway Morfa.

Tal-y-Cafn
    4m 1464y
Llandudno Jcn No 1.

Llandudno Jcn No 2
    0n 182y
Llandudno Jcn Crossing
    0m 1662y
Deganwy No 1
    0m 400y
Deganwy No 2
    1m 622y
Llandudno No 1
    0m 660y
Llandudno No 2.


PLATFORM CAPACITY

The Platforms  will accommodate the following number of coaches, which is inclusive of the locomotive(s).  Lengths shown * can accomodate longer trains but these will overhang the platform.  Note that 3 Goods wagons = 1 coach length.

Llandudno:
Platform 1 .. .. .. 14
Platform 2 .. .. .. 14
Platform 3 .. .. ..  9 to 104 signal
Platform 3 .. .. .. 14 full length
Middle Siding .. ..  9
Platform 4 .. .. .. 14
Platform 5 .. .. .. 14

Deganwy:
Up Platform . .. ..  9*
Down Platform .. ..  9*

Llandudno Junction:
Platform 1 .. .. .. 15*
Platform 1B . .. ..  6
Platform 2B . .. ..  6
Platform 2 .. .. .. 15*
Platform 3 .. .. .. 15*
Platform 3B . .. ..  6
Platform 4B . .. ..  6
Platform 4 .. .. .. 15*
Up Avoiding . .. .. 16*
Dn Avoiding . .. .. 20*
Quay Loops .. .. ..  8*


Conway:
Up Platform . .. ..  7*
Down Platform .. ..  7*

Colwyn Bay:
Platform 1 .. .. .. 14*
Platform 2 .. .. .. 14*
Platform 3 .. .. .. 14*
Platform 4 .. .. .. 14*

Glan Conway . .. ..  5*

Tal-y-Cafn:
Down Platform .. ..  7*
Up Platorm .. .. ..  7*

Note that the Section of track between Nos. 252 and 274 at Llandudno Junction Crossing will only hold 4 vehicles inclusive of the locomotive(s), however, longer trains can be shunted by setting the route from 274 to 198, but these will block the crossing when shunting.

The Capacities of other Spurs and Loops are:

Llandudno:
Loco Spur ... .. ..  2
Shunting Line .. .. 13 (between 123 and 132 signals)
Shunting Line .. .. 17 (between 138 and 151 signals)

Deganwy:
Up Loop .. .. .. .. 14
Down Loop ... .. .. 12

LLandudno Junction:
West Spur ... .. ..  2
Loco Spur ... .. ..  3
East Spur ... .. ..  2

Colwyn Bay:
Shunt Spur .. .. .. 24
Siding ... .. .. .. 24  




ABBREVIATIONS for STATION NAMES

Station stopping/timing points are abbreviated in the Timetable as follows:-

B = Colwyn Bay
C = Conway
D = Deganwy
E = East Spur
G = Glan Conway
L = Llandudno
Q = Quay Loop
S = Loco Spur (Llandudno Junction)
T = Tal-y-Cafn
W = West Spur

The Up and Down avoiding lines at Llandudno Junction are also stopping/timing points for both passenger and freight trains.


TRAIN REPORTING NUMBERS

The First Character signifies the Class of the Train.  The Standard Timetable uses the pre-1969 vesion of classification, which was:

     1      Express Passenger  
     2      Ordinary Passenger       	
     3      Parcels, Fish, Mail, Empty Coaching Stock
     4      Express Freight, Fully Fitted [90%+] (Max. 65 mph)      
     5      Express Freight, Partly Fitted [50% to 90%] (Max. 55-60 mph)      	
     6      Express Freight, Partly Fitted [20% to 50%] (Max. 50 mph)    
     7      Express Freight, Not Fitted (Max. 40-45 mph)    
     8      Through Freight, Not Fitted (Max. 35 mph) 		
     9      Local or Branch Unfitted Freight (Max 35 mph) 			
     0      Light Engine(s)

"Fitted" means that the vehicles are fitted with the Automatic Brake (Vacuum or Air) and this is operative on the proportion of wagons shown.

The Second Character refers to the destination or route of the train.  Details of the meanings may vary depending on the date of the timetable, but the details for the Standard Timetable are:
    
     A      To/From London Euston
     B      To Bangor area (includes Caernarvon and Afon Wen)
     C      To Chester area (includes Birkenhead)
     D      To Derby
     E      Inter-regional trains to Eastern Region
     F      To Blaenau Ffestiniog Branch
     G      (not used)
     H      To Holyhead
     I      (not used)
     J      To Manchester Exchange
     K      To Crewe
     L      To Llandudno or Llandudno Junction area        
     M      (not used)
     N      Inter-regional through trains to NE Region
     O      (not used)
     P      To Liverpool
     Q      (not used)
     R      (not used)
     S      Shunters
     T      Local inter-yard Trip Freight trains
     U      (not used)
     V      Inter-regional trains to Western Region (including Pwllheli)
     W      (not used)
     X      Incoming Locos to sidings or MPD (released from trains)
     Y      (not used)
     Z      Special Trains or un-allocated
     
The third and fourth characters indicate the individual train reporting number.

Light locos and empty coaching stock proceeding to/from a booked working carry the headcode 0 or 3, followed by the last 3 characters of the train concerned unless this identification is already allocated.  Individual Train Notes show the identity of the next working.


LOCOMOTIVE ALLOCATIONS

Each Locomotive was allocated to a specific Motive Power Depot (MPD).  The MPDs were given an Alpha-numeric code in Steam days.  Where the Full Motive Power details are used in the timetable, this code is shown in brackets [] after the Loco's number.  These codes varied through the years and details are shown in the individual timetables. 


STARTUP SCREEN:

The photograph on the startup screen is LMS 4P Compound 4-4-0 41158 (of Chester MPD) at Colwyn Bay on the 13:35 Manchester-Llandudno on a very wet day.  This train was worked by the same engine all week. The signals at the end of the platform would usually be on a bracketed post but because of sighting difficulties through the station footbridge, have been placed on separate posts.  Note the superelevation on the curve through the platform which allowed trains to pass through on the fast lines at 60 mph.  Photo taken by Peter Dean on 11th August 1958 after travelling on this train from Chester.


ACKNOWLEDGEMENTS:

This simulation was designed and developed by Peter Dean, based on his extensive knowledge of the prototype. Peter worked for many years in the S&T Department, firstly with British Railways at York from 1962 to 1972. He then emigrated to work with the Western Australian Government Railways from 1972 to 1995 before becoming a Consultant Signal Engineer for the next five years, joining Union Switch & Signal in Perth WA in 2000 until retirement in August 2007. His main interests are in all aspects (no pun intended) of British Railways, both full size and in model form, having an extensive 00 gauge layout under construction - are they ever finished?

Thanks are due to John Dennis (Mr. PC-Rail) for providing the facility and many hours of assistance to develop this simulation, and also to Alan Sugden, Dave Blick, Peter Mould, Vagn Poulsen, Rob Roeterdink and Richard Thornton for their extensive work in testing the correct operation of the Simulation and the Standard timetable.