When Robert Stephenson returned to Britain, he continued his engineering work, helping his father to build the Rocket for the Liverpool-Manchester line and in 1838 he was appointed engineer of the London and Birmingham Railway. But it was as a structural engineer that Robert really came into his own and perhaps his crowning achievement was the magnificent tubular Britannia Bridge across the Menai Straits to Anglesey, constructed between 1845 and 1850. He also built the bridge at Conway (1848), the High-level Bridge at Newcastle (1849) and the Royal Border Bridge at Berwick (1850). He was an MP from 1847, and when he died in 1859 his remains were interred in Westminster Abbey. It was his work that enabled the Chester to Holyhead railway line to exist. By May 1844, the Board had agreed to 14 intermediate stations at: Queensferry, Fflint, Holywell, Mostyn Quay, Rhyl, Abergele, Colwyn, Conwy, Aber, Bangor, Menai Bridge, Llanfair PG, Bodorgan and Ty Croes. A station was provided at 'The Valley' as a result of a successful petition in 1846. The stations were architect designed by Francis Thompson who also designed the fine buildings for the Chester joint station.
Below is the Station house at Aber, it opened in 1848 and was one of the first six completed on the Chester to Bangor Line, it was closed in 1960. It’s first occupants were a Mr. David Hughes, his wife and family came from Holyhead, they had a 1 year old baby girl who was born in Aber. In 1871 the station house was uninhabited but by 1901 Mr. Robert Jones and his wife had become occupiers of the Station house, his eldest son being the station clerk, his daughter was a teacher, may be she taught at the local school.
Below are some pictures of the track layout, in front of the house were the sidings for loading cattle from the farms and slate from Lord Penryn’s Slate Factory. The factory was across the bridge beside the station, first it worked slate, when the factory change hands it was Fairy soap and margarine that was loaded on to the trucks. The station also helped make Aber a popular tourist outing from the nearby towns, they would come to walk to the Falls and picnic. The children from the village used the train to go to Friars school in Bangor, they would cycle down to the station from the village and home again.

The above pictures are from an excellent book on the Chester To Holyhead Railway by V R Anderson & G K Fox who thank for there use. The railway track by Aber was the first place to have an operational refill trough for the water of an express steam train, it had been moved there from Mochder. There is a tank in a near by field that held water to keep the trough full, this was fed from the near by river.
In the station sidings was a holiday coach known as a camping coach and was used by the railway company as holiday lets. 

extract from the Railway Album by E S Wolfe

Supplies of water for the engine are carried in the tender. In traveling about 130 miles, an express engine will use up 5,000 gallons of water, and before this supply is exhausted, the tender must be filled up. By means of the water pickup apparatus, the tender tanks can be refilled while the train is traveling at speed. At convenient distances along the line, water troughs are built between the metals and as the train passes over the trough, the fireman lowers the scoop, which is fitted underneath the tender. A shield deflects the water into the scoop and as the tender travels the full length of the trough; sufficient water is forced up the inlet pipe into the tank to fill it. In some locations, water troughs were laid in the 'four-foot' to enable steam locomotives to collect water on the move. The first troughs were installed at Aber (Abergwyngregyn), North Wales (London & North Western Railway), in 1860. Installations of water troughs spread throughout the countries mainlines, apart from on the Southern Railway. To advise the fireman when to lower the scoop, a large board was erected on the skew at the line side, on the approach to a trough with another sign erected at the end.

May 1st, 1860, was a great day in the history of Llanfairfechan. It was the day of the official opening of the Llanfairfechan Railway Station. It may seem a little surprising that so substantial a village and, as one late Victorian guide-book puts it, " so much-frequented a watering place " should have had to wait until 1860 for a railway station. The Chester and Holyhead Railway, which passed through the parish, had been built in 1848, twelve years before. The neighbouring parish of Aber had boasted a railway station since 1849; and even Penmaenmawr had been provided with a railway station long before Llanfairfechan acquired one.
The fact is that until the end of the 1850s it would probably have been an act of charity on the part of the directors of the Chester and Holyhead Railway to have built a railway station at Llanfairfechan. Llanfairfechan in the mid-1850s was small, poor and insignificant. In 1851, the population amounted to no more than 809 persons, and there was, besides, nothing in the parish which, apparently, could draw visitors. The early nineteenth century writers of tourists' guide books usually wrote at length about the mountain of Penmaenmawr and also about Aber, with its waterfalls and its historical associations with the medieval Welsh princes. Obviously John Platt had to have a railway station at Llanfairfechan and so by 1860, through his influence, a station had been built in a situation which, though most convenient to Mr. John Platt and the residents at Bryn-y-Neuadd, remains to this day most inconvenient to the inhabitants of the village