Between Chester and Caernarfon Crosville had run stopping services and express services for many years. In 1965 a licence was granted to run a limited stop service from the 5th of September along the coast road which saved an hour on the time taken by the stopping services A1-A3 on which passengers had to change buses at Rhyl. The new running time was three and a half hours.
In the first instance, the service, numbered L1, was conductor-operated with coaches and some of these were very elegant double deck FLF Lodekka coaches.
Here’s an illustration of one of these beasts in the wild, in Alistair Holt’s excellent flickr collection: https://flic.kr/p/2jCA8NL
The service was one-man operated from the the 29th of October 1972. The batch of new buses due to launch this one-man service was delivered late so that E and F registered dual purpose RELLs and even the odd Seddon were pressed into service for the first weeks. The YFM-L batch of ERG-class RELLs eventually held sway on the service for a couple of years. All too soon they were bounced off by a batch of brand new N-registered ENL-class Leyland Nationals with rather effective roll bars. This modification made them significantly more tolerable than the earlier Leyland Nationals which rolled rather a lot. But a batch of coach seated VRs would have been so much nicer!
Those Nationals lasted for more than ten years, far outstaying their welcome and in their later years it was possible to see an occasional double decker on the service in the form of Leyland Olympian buses. If you were lucky a VR might even appear. There exists on the internet [but I can’t find it now, please give a link if you know] a photo of one of the last semi-automatic FLF buses triumphantly arriving on an L1 at Caernarfon Castle Square in 1982 probably pressed onto the L1 by severe traffic delays or possibly a rail strike. But these appearances were quite rare. When the decision was made to replace the Nationals altogether a batch of coach-seated Leyland Olympians was ordered and went into service on the first Sunday of 1986 when coincidentally I had been working for Crosville for all of three weeks.
It was a busy time, with me learning to drive a Lodekka during the day and in the evening going to Crewe to get my last rides on the SRG-class Bristol RE saloons which were going to be replaced by the ENLs cascaded from the Coastliner. But on the Sunday morning I took the first bus from Runcorn to Chester and was able to be the first passenger to board the new Olympian on the first service out of Chester. It was a cold, grey day. There had been snow the previous week.
The EOG-class Olympian coaches were finished in the most striking livery with a huge red dragon on each side leaning forwards on a base of a half-and-half livery of white over a lighter green than the then current NBC green. As seen in the publicity leaflet illustrating this post. Whether the decision had already been taken to use these colours in the livery for the new Crosville Wales company to be formed in the summer I don’t know. But in the end the colours applied to the Welsh fleet were similar. But the dragons were restricted to the L1 buses.
I rode on EOG205 as far as the St John’s stop in Llandudno before catching a bus back. There was quite a buzz on the buses that day with a lot of positive comments from the passengers. I was joined by a thrilled little boy and his mum at the front of the bus upstairs. I think that the dragon livery was extremely effective in captivating passengers and passers-by alike.
During my short stay at Llandudno I took a few photos, the first being the EOG leaving the St John’s stop after I alighted. The driver had waited a little for his departure time.
The service was revamped along with the vehicles and another 30 minutes was removed from the running time, partly because by-pass roads were alleviating congestion in the area and partly by using some of those bypasses and missing villages out along the way. Whether the service could have entered a new golden age we will never know because Crosville split in two in the summer. Then deregulation happened in October and the planned and licensed network of which the Coastliner was a part degenerated into a free-for-all and loss-making or marginal services went to competitive tender. Despite [or because of?] frequent revisions of routes and extensions and contractions beyond either end of the route, the Coastliner withered away and quietly died. There is more to this story for another day…