Accrington On Rails
Forward
Compiled by an author with obvious enthusiasm for his subject, this is a fascinating compendium of information about Hyndburn’s railway history. Beginning in the 1840s, when railways began to make great changes to the local landscape and way of life, it recounts the many ways – good and bad – in which the railway network has changed, ending with the challenges of the 21st century.
Long gone are the days when Accrington Station had six platforms and an allotment and tennis court for the station master; when people started queueing at 4 a.m. for tickets on holiday excursions; or when railway companies ran regular ‘specials’ to football matches or the pantomime. Nevertheless, we should still be proud to celebrate our railway heritage. This book certainly does that.
John Simpson
Accrington Library
CHAPTER 1
THE EARLY YEARS
The seeds for the first railways for Accrington were sown at a meeting held in Blackburn during December, 1840, at which Robert Hargreaves and Frederick Steiner were representing the interests of the town. Both were businessmen of considerable influence due to their calico printing works, the former at Broad Oak, the latter in Church.
The origin of the railway in Accrington is linked to events that occurred during 1844. The first was the Blackburn & Preston Railway which was authorised for construction on June 6th, whilst the second and completely separate company, the Manchester, Bury & Rossendale Railway was given the go ahead a month later on July 4th. The third piece of the railway came as a result of a meeting held in the Hargreaves Hotel on Manchester Road in Accrington, during August, 1844, when authorisation was given for the construction of the Blackburn, Burnley, Accrington & Colne Extension Railway, which was incorporated on June 30th, 1845. Various parties from East Lancashire totalling twenty-six leading citizens were present at this meeting, including Robert and Reginald Hargreaves of Broad Oak, Benjamin Walmsley and George Pickup, of Spring Hill all from Accrington, along with James Haworth and Joseph Baines from Church and Thomas Simpson of Foxhill Bank, in Oswaldtwistle.
In 1843 the Manchester, Bury & Rossendale Railway had formed and was authorised in an Act of Parliament during October, 1844, with its headquarters at Bolton Street Railway Station in Bury. The Manchester, Bury & Rossendale Railway and the Blackburn, Burnley, Accrington & Colne Extension Railway, although they were theoretically separate companies were associated in the same 1843 venture. They joined together on the 21st of July, 1845 to form the new company changing its name to the East Lancashire Railway on July 25th.
The Blackburn, Burnley, Accrington & Colne Extension Railway of 1844, was amalgamated in an Act of Parliament on July 24th, 1845, into the East Lancashire Railway. This allowed the new Company to absorb the Blackburn & Preston Railway. (Incidentally the same group of entrepreneurs had proposed both these railways.) The Act of Parliament sanctioning the building of the railway was not passed until 1846. Later in that year on April 4th, the first sod was cut by Charles Townley Esquire. The railways were developed as three separate sections, Blackburn to Accrington, Accrington to Burnley Barracks, and Stubbins Junction to Accrington. On the 13th of October, 1845, John Brogden, submitted his estimate for the construction of the Stubbins Junction to Accrington section at £105,000. On February 28th, 1846, the consortium of Brogden, Smith & Pearce submitted a tender of £110,000 for the section of lines between Blackburn and Hapton, whilst the overall cost of construction of the East Lancashire Railway was estimated to be £20,000 per mile.
The Blackburn & Preston Railway was opened on the 1st of June, 1846, whilst the Manchester, Bury & Rossendale Railway was opened between Rawtenstall and Clifton Junction in the suburbs of Manchester on September 25th, 1846, under its new name. The major change came on the 21st of July, 1845 when, in an Act of Parliament, the Blackburn & Preston Railway along with the Manchester, Bury & Rossendale Railway were also incorporated into the East Lancashire Railway.
There were substantial hurdles on the section from Blackburn which ran through what we now recognise as Hyndburn. Coming from the west the first of these was Rishton Reservoir, which was then owned by the Leeds & Liverpool Canal Company. The water in this reservoir was used to top up the canal when the water level fell below navigable levels. This problem was resolved by constructing an eighteen-section wooden trestle viaduct, each with a span of twelve feet. Four decades later this was filled in to form an embankment. When the Acts of Parliament were passed for the construction of this line they had stipulated that obstacles of the nature of Rishton Reservoir should be crossed on embankments, not viaducts. Without the required authority the East Lancashire Railway Company had, more than likely on the grounds of economies, decided to construct wooden viaducts.
There were numerous other obstacles to be overcome by the builders, one of which was the Aspen Valley, which was constructed on land described as “treacherous” sub soil. This was made up of a mixture of layers of soft blue-ish clay and sand. It was spanned by a 275 yards long wooden trestle viaduct which at its highest point was 88 feet high. This consisted of 33 sections each of 25 feet in length which also incorporated a walkway along the western side 10 feet below the level of the lines. This structure of wooden trestles was constructed on 15 stone buttresses themselves supported on a bed of timbers. When almost completed the viaduct narrowly escaped being destroyed by fire when a workmen lit some wood shavings in a hut near to the trestles and these rapidly grew into an inferno. Fortunately the direction of the wind directed the flames away from the structure and due to the rapid response by other workers and bystanders the flames were quickly doused leaving it undamaged. (What happened to the carpenter responsible is not recorded!) Until double track was installed the single line across the viaduct provided a restricted access to traffic.
One of the bridges which had to be constructed was over the main road between Accrington and Blackburn, and due to its very close proximity to the chemical works of that name, was always referred to as Blythe’s Bridge.
It was just beyond this crossing that the first railway station in Church was opened on June 19th 1848. As a result of repeated entreaties from the Church Local Board, in 1867 the L & Y advertised for tenders for the rebuilding of the Church Railway Station buildings and it was decided that a new station would be constructed some 300 yards further east.
Next was a short viaduct over Tinker Brook and the Coach Road, which was of brick construction of seven spans at a height of forty feet. There were always going to be objectors to the building of the railway and one such was James Simpson, of Foxhill Bank Hall in Oswaldtwistle. He was an influential person at the time. (In 1847, his son became the first President of the Vegetarian Society.) He strongly objected to the plain brickwork in the arches of the viaduct across his Coach Road, so to soften the impact he had it modified with a balustraded stone arch, with niches on either side and at either end. (This structure was renovated during 1993.)
On the immediate approach to Church Station was another bridge this time over Worth Lane (later to become Market Street), with a separate spur into the goods yard on the north side of the running lines.
In 1850 a row of terraced houses was constructed close by for the families of railway employees, aptly named Railway Terrace. Even this new structure the Local Board criticised as “being totally inadequate”, as passengers had to climb down a distance of 48 inches from the carriages in order to reach the platforms. In 1895 more improvements were made to the facilities in Church including an extension to the infrastructure and a new subway and bridge. Following re-occurring complaints about the low level of the platforms which had been the cause of several accidents, these too were raised. On July 1st, 1895, the Lancashire & Yorkshire Railway renamed the station Church & Oswaldtwistle.
Immediately after Church Railway Station the lines bisected the two large lodges at Alleytroyds on a wooden viaduct of 25 spans of 20 feet each, also later filled in to form an embankment. These lodges provided water for Steiner’s Print Works at Foxhill Bank, and the boundary between Church and Accrington ran through them. The L & Y gained permission to fill this viaduct in through an Act of Parliament in 1889, and dumping commenced on March 20th, 1891, the contract having been signed on June 12th, 1890.
Two more bridges carried the lines east, with an eleven feet seven inches high one over Lonsdale Street, and after passing over the underpass connecting Grant Street with Crossland Street another much lower bridge over Scaitcliffe Street.
By far the largest obstacle in terms of construction was the viaduct which began immediately at the end of the station platform in Accrington. In the shape of an elongated ‘S’ it has two curves each of 40 chains radius (880 yards), and is supported on 19 arches mounted on stone pillars. The original plan was for a 21 arch structure, but a sort section between Bull Bridge and Whalley Road was laid as a short stretch of embankment. At its highest the viaduct is 60 feet above the road. Its construction involved the demolition of Milnshaw House, which stood on the banks of the River Hyndburn between Croft Street and Argyll Street. One of the pillars was in such close proximity to a mill and its dam, that it was thought necessary to halt production whilst its construction was underway. The East Lancashire Railway paid the owner, a Mr Hepple, a substantial amount in compensation for this inconvenience, so much in fact that he was able to construct three shops facing what is now the Market Hall on Blackburn Road that was then known as Piccadilly.
On December 10th, 1846, it was noted that four of the pillars, two on either side of the bed of the River Hyndburn, had begun to subside and the contractor, Mr John Brogden, was instructed by the Railway Company’s Chief Engineer, Mr John Shae Perring, to take them down and completely rebuild them, this work being completed during 1847.
This was the year in which the first shares in the East Lancashire Railway were offered. The first one to take up on this offer was Mr H. Lang, who purchased forty at a price of £8 – 10s – 0p each at a total cost £340. By November the ELR’s £20 shares were selling at £15 each.
During 1849 a Union of ELR’s shareholders was formed at the request of Mr Hoole of Blackburn. Membership was a fee of 1 shilling, and a Mr Bannister was appointed as Secretary and Treasurer. The object of this was to encourage a more efficient use of the lines.
At a shareholders meeting held in the Bury Headquarters of the ELR on January 30th, 1850, a 2% dividend on shares was declared. However, at another meeting held on March the 1st, in Bury, J. R. Kay Esq was elected on to the Board of Directors. The condition on which he accepted this nomination was that no ‘cheap’ train tickets would be available on Sundays.
In 1851 the dividend was 2% or 5 shillings per share. At the Bury shareholders meeting held in 1852, the dividend declared was 2½%, but the main topic for discussion was the approach by the Lancashire & Yorkshire Railway for an amalgamation.
As an aside, the licence for the public house on Blackburn Road at the corner of Edgar Street was first granted in 1834, when it had another name. It was then under the tenancy of John Stansfield When the railway reached Accrington its name was appropriately changed to the Railway Hotel as it was the closest in proximity to the Station. In 1849 ‘mine host’ was John Stevenson.
The construction of the line after crossing Whalley Road required the removal of 200,000 cubic yards of material to form a cutting from Meadow Top (Iron Bridge) to the bridge over the railway between Whitewell Road and the Cricket Ground off Thorneyholme Road.
The line beyond Hapton through to Colne was engineered by Richard and William Hattersley, who were responsible for the construction of the original tunnel through the Pennines between Manchester and Sheffield at Woodhead. The contract for this section of line was estimated at £128,000. The biggest setback came during 1846, when one of the arches on the viaduct connecting Burnley Barracks and Bank Top stations collapsed due to storm force winds, delaying the opening as far as Bank Top until December 1848. The completion of the line meant services to Colne did not commence until February 1st, 1849, some four months after the railway had arrived in Colne from the Skipton direction.
Although trains began to operate on the five-and-a-half mile section between Accrington and Burnley Barracks on September 18th, 1848, there were more problems with the piers of the viaduct spanning the River Hyndburn and it was resolved by Sturgess Meek, the then Chief Engineer of the Lancashire & Yorkshire Railway, that remedial work costing just a couple of hundred pounds would make them safe, at least for another year! Meek, (1816 – 1888), had joined the ELR during 1846 and had become the company’s Chief Civil Engineer in 1853. The temporary repairs to the stanchions of the railway viaduct proved to be just that, and work was put underway to permanently resolve the problem by sinking cylinders into them, at a further expense of £5,000. However, this work finally amounted to a total of £11,215.
The section between Stubbins and Accrington involved a climb of 5½ miles at a ruling gradient of 1 in 78 to a summit at Baxenden 771 feet above sea level. Deep peat bogs were encountered between Stubbins Junction and Helmshore, and again at Edenfield. Over a period of twelve weeks stone and rock were dumped in order to form a stable footing for a track-bed. The most unusual structure on the line was a short ‘tubular’ metal tunnel-bridge at Haslingden Grane.
Previously the occupant of Stoops Farm in Great Harwood, after he moved to Accrington Mr John Rhodes became a contractor, and was one of those who worked on the section of line between Haslingden and Accrington.
Other features on this line was a short wooden viaduct at Alderbottom which in 1881 was replaced at Lumb by a steel girder bridge, with nine arches, before the three spans of the Ogden Viaduct. The only other level crossing on the line after the one at Ramsbottom Station was at Helmshore, before a curved stone viaduct of eleven arches. There was a short tunnel of 146 yards in length at Haslingden Station. There were less troublesome stone viaducts to the south of Accrington, at Helmshore, and at Shoe Mill which had five arches, (sometimes called Clough Viaduct), on the Baxenden incline.
Baxenden Railway Station opened for passengers on the 17th of August 1848. It had just two platforms and four long sidings through the goods yard, one of which passed through the small goods shed. In the yard there were six shorter lines and a facing spur. Access to the station and yard was off Manchester Road. On the down side there were also a small number of sidings which connected the system to the adjacent chemical works.
At the foot of the Baxenden incline was a substantial industrial pond known as Wellington Lodge, which was crossed on a metal latticework girder bridge 210 feet long, resting on large metal cylinders that were sunk into the bedrock beneath the water, (these are painted in oxide red and still in situ today). It has been suggested but not authenticated that this bridge was, like the Aspen Valley Viaduct, originally wooden in construction and had a pedestrian walkway.
The Board had looked at several types of traction due to the undulating nature of the terrain to be crossed, as it was thought at the time that a gradient of 1 in 70 was the severest that a locomotive using adhesion would be able to negotiate. The incline between the summit at Rising Bridge 771 feet above sea level and Accrington would have a ruling grade of 1 in 40 and a short section at 1 in 38. One alternative was a rope and pulley system using a winding engine at the top. Another was a gravity system with a descending train counterbalancing one ascending the bank, which was referred to by the railway engineers as the ‘Alpine Ridge’. However it was decided that a six-coupled steam locomotive could manage to take a load up the bank with the assistance of a ‘banking’ engine at the rear.
Later due to the steepness of the incline between Baxenden summit and Accrington Station a sand-drag was installed, in order to slow any runaway stock that might come adrift on the bank and roll backwards. It was entered by points facing the down line, 119 yards in length and the first on any of the Lancashire & Yorkshire Railway’s lines. This was a safety precaution as the bank commenced at the end of the platforms on the bridge over Eagle Street/Scaitcliffe Street.
The LANCASHIRE & YORKSHIRE JUNCTION RAILWAY – of 1843
In 1843 a prospectus was issued by the promotors of this scheme with shares offered at £50 each, secured by a deposit of £2-10s-0d per share. This was in order to raise a sum of £800,000. A pamphlet was issued in order to attract investors, extracts from this prospectus were; –
This project is designed to connect the Blackburn & Preston Railway with the Leeds & Bradford Railway. It will pass through (or near to), the townships of Blackburn, Church, Accrington, Whalley, Clitheroe, Padiham, Burnley, Colne, Skipton, Keighley, Bingley, Shipley and Bradford. The population of the areas in 1843 was estimated at 350,000.
A branch from Accrington would then pass through Haslingden to connect with the Manchester Bury and Rossendale Railway, thus forming a direct route with Manchester. The total length of the line was put at about 45 miles. Besides connecting Leeds with Manchester, it would also form a connection with the ports of Kingston-upon-Hull, Liverpool and Fleetwood. It was also claimed that the distance between Leeds and Glasgow would be shorter by the L&YJR by some 20 miles, going via the Lancaster & Carlisle Railway than by any other existing route. (The Settle & Carlisle Line opening was many years away).
The advantages highlighted were, that the line would pass through areas of high agriculture and livestock production, also places were coal, granite, limestone and slate were mined in quantity. By using the extensive amounts of freestone material quarried on the course of the line, it was claimed “This railway would cost significantly less than other railways to construct”. It would also boost tourism, making it more convenient for the increasing numbers who travelled to the coastal resorts during what was described as ‘the bathing season’. Indeed, one member of the Provisional Committee of 20 notable public figures was Clement Royds Esq, the chairman of the Preston & Wyre Railway Company. It was also claimed that “Many of the owners of estates which this line would traverse had voiced their support, and they would be compensated for this with shares”.
This was the first occasion that these two counties were linked in the title of a railway company, pre-dating the formation of the Lancashire & Yorkshire Railway by several years.
However, the Lancashire & Yorkshire Junction Railway failed to come to fruition. It was possible that it could not attract enough subscribers in the face of competition from other schemes, during the early era of railway-mania.
THE EAST LANCASHIRE RAILWAY ERA
Following petitions from the citizens of Accrington the extension of the Manchester, Bury & Rawtenstall Railway was given Royal Assent during February, 1845, from Stubbins Junction through Helmshore, Haslingden and Baxenden to Accrington.
The Bill giving Royal Assent to the Blackburn, Burnley, Accrington & Colne Extension was granted on June 30th, 1845.
Even though construction of the extension to Accrington from Ramsbottom was not yet completed it was decided to merge the two Companies. There was some disquiet about the fact that the Manchester, Bury & Rawtenstall Railway’s shares had a value of £17, those of the Blackburn, Burnley, Accrington & Colne Extension were worth only £6 – 10s – 0d each. However, the merger took place by Act of Parliament on August 3rd, 1846. At the merger the capital of the East Lancashire Railway stood at £1,020,000, with powers to raise a further £296,000 if necessary.
LOCOMOTIVES & ROLLING STOCK
The initial allocation of locomotives to Accrington’s engine shed would have included passenger locomotives built at the Richard Walker & Brother’s Works at Bury. They, not surprisingly, had never built a steam locomotive before this initial order, but Richard Walker was a director of the East Lancashire Railway after all. The initial order was for forty locomotives of two wheel arrangements, 2-2-2 and 2-4-0 to the design of another firm, Sharp Brothers. Later at the request of Richard Walker this order was reduced to twenty-two engines. It will be noted that after this order was delivered Walkers did not ever build a steam locomotive again!
The locomotives of the East Lancashire Railway were painted in a shade of dark green with black and white lining. The outside frames were finished in a reddish-brown, and the locomotives had polished brass safety valves and domes. By 1867 the company had established its own locomotive works close to the engine sheds in Bury where the company had its headquarters. This works, at Buckley Wells, repaired and rebuilt the East Lancashire Railway’s locomotives and built its own rolling stock. The passenger carriages were finished in various shades of blue, lighter for the 3rd and 2nd Classes, dark blue for the 1st class.
With such a small concentrated system it is possible that all the locomotives of the East Lancashire Railway appeared through Accrington at some stage of their existence. Little is known of which were actually allocated to the shed, but a full list of stock follows and itemised class by class. It should be noted that classes were named after the first locomotive of that particular class, and numbers were probably allocated in the chronological order in which the engines entered service, which is why they are not continuous.
The ‘Medusa’ Class, built by Richard Walker & Brother, Bury.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 1 | Medusa | 2 – 2 – 2 | September 1846 | 1853 to 2 – 4 – 0 tank | January 1867 |
| 3 | Hecate | 2 – 2 – 2 | May 1846 | 1854 to 2 – 4 – 0 tank | January 1867 |
| 10 | Diomed | 2 – 2 – 2 | December 1846 | 1854 to 2 – 4 – 0 tank | June 1869 |
| 18 | Lynx | 2 – 2 – 2 | May 1846 | 1854 to 2 – 4 – 0 tank | September 1867 |
Number 10 Diomed was exchanged in 1862 for a Lancashire & Yorkshire Railway locomotive, their number 90, and received the identity and number of the ELR locomotive it replaced.
The ‘Roach’ Class, built by Fenton & Craven, Leeds.
| No. | Name. | Type. | Date new. | Rebuilding date. | Withdrawn. |
| 2 | Roach | 2 – 2 – 2 | October 1846 | 1858 to 0 – 6 – 0 | March 1875 |
| 4 | Spitfire | 2 – 2 – 2 | December 1846 | 1852 to 0 – 6 – 0 | June 1878 |
| 5 | Cyclops | 2 – 2 – 2 | December 1846 | 1859 to 0 – 6 – 0 | March 1876 |
| 6 | Salamander | 2 – 2 – 2 | December 1846 | 1858 to 0 – 6 – 0 | March 1875 |
The ELR ordered six of these engines in March, 1946, and six more in March, 1847. Due to very rough riding only these four were delivered, and in 1848 they were sent to the Hawthorne Company for rebuilding into 2 – 4 – 0 locomotives. They were rebuilt again during the 1850’s.
The ‘Bacchus’ Class, built by Sharp Bros, Manchester.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 7 | Bacchus | 2 – 2 – 2 | May 1846 | 1866 to 2 – 4 – 0 | June 1872 |
| 8 | Jupiter | 2 – 2 – 2 | June 1846 | 1869 to 2 – 4 – 0 | May 1876 |
| 9 | Vesta | 2 – 2 – 2 | June 1846 | 1865 to 2 – 4 – 0 | June 1872 |
| 11 | Mercury | 2 – 2 – 2 | August 1846 | 1869 to 2 – 4 – 0 | June 1877 |
These locomotives were ordered by the Preston & Blackburn Railway.
The ‘Samson’ Class, built by the Haig Foundry, Wigan, to a Yates design.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 12 | Samson | 0 – 6 – 0 | March 1847 | in 1857 as 0 – 6 – 0 | circa 1903 |
| 13 | Zamiel | 0 – 6 – 0 | December 1847 | March 1855 as 0 – 6 – 0 | June 1878 |
| 19 | Hercules | 0 – 6 – 0 | May 1847 | in 1856 as 0 – 6 – 0 | March 1875 |
| 20 | Vulcan | 0 – 6 – 0 | July 1847 | 1856 as 0 – 6 – 0 | April 1875 |
| 22 | Atlas | 0 – 6 – 0 | November 1847 | in 1856 as 0 – 6 – 0 | April 1875 |
| 23 | Elk | 2 – 2 – 2 | January 1848 | in May 1859 | November 1867* |
*It is thought that #23 Elk was scrapped as worn out.
Samson was later renumbered 612 and before it was scrapped it was given a new cab, dome and chimney by Barton Wright. It had lost its nameplates prior to 1890.
The ‘Aurora’ Class, built by Sharp Bros, Manchester.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 14 | Aurora | 2 – 2 – 2 | February 1847 | in 1854 as 2 – 2 – 2 tank | November 1873 |
| 15 | Aeolus | 2 – 2 – 2 | March 1847 | March 1868 as 2 – 4 – 0 | February 1880 |
| 21 | Prometheus | 2 – 2 – 2 | September 1847 | in 1862 as 2 – 4 – 0* | April 1880 |
| 37 | Sunbeam | 2 – 2 – 2 | April 1849 | June 1865 as 2 – 4 – 0 | December 1873 |
| 38 | Phantom | 2 – 2 – 2 | April 1849 | February 1863 as 2 – 4 – 0 | April 1876 |
*#21 Prometheus underwent a second rebuilding in September, 1870, but remained as a 2 – 4 – 0.
The ‘Pegasus’ Class, built by R. W. Hawthorne, Newcastle.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 16 | Pegasus | 0 – 4 – 2 | April 1847 | in 1863 as 2 – 4 – 0 | December 1871 |
| 17 | Ajax | 0 – 4 – 2 | April 1847 | in 1873 as 2 – 4 – 0 | June 1870 |
These two locomotives were initially constructed for goods haulage.
The ‘Goliath’ Class, built by Fairburn & Company, Manchester.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 24 | Goliath | 0 – 4 – 0 | May 1848 | un-rebuilt | April 1875 |
| 32 | Achilles | 0 – 4 – 0 | February 1849 | un-rebuilt | May 1876 |
| 35 | Hector | 0 – 4 – 0 | March 1849 | un-rebuilt | May 1876 |
| 39 | Hurricane | 0 – 4 – 0 | May 1849 | un-rebuilt | May 1869 |
| 41 | Thundered | 0 – 4 – 0 | July 1849 | un-rebuilt | May 1876 |
Following the successful loan of the first locomotive from the Fairburn works, which was then taken into stock, another four locomotives were built especially for banking duties between Accrington and Baxenden on the notorious Baxenden incline. One of these was also outstationed at the single loco shed in Ramsbottom for the purpose of banking trains heading north.
The ‘Venus’ Class, built by Walker’s, Bury.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 25 | Venus | 2 – 2 – 2 | June 1848 | in 1864 | August 1873 |
| 26 | Lightning | 2 – 2 – 2 | June 1848 | June 1865 to 2 – 4 – 0 | August 1882 |
| 27 | Camilla | 2 – 2 – 2 | August 1848 | December 1870 to 2 – 4 – 0 | July 1881 |
| 28 | Lucifer | 2 – 2 – 2 | September 1848 | December 1870 to 2 – 4 – 0 | June 1878 |
| 29 | Ariel | 2 – 2 – 2 | October 1848 | October 1868 to 2 – 4 – 0 | August 1880 |
| 31 | Orion | 2 – 4 – 0 | December 1848 | December 1864 | August 1882 |
| 49 | Gazelle | 2 – 2 – 2 | April 1850 | February 1868 to 2 – 4 – 0 | August 1880 |
| 50 | Banshee | 2 – 2 – 2 | April 1850 | June 1868 to 2 – 4 – 0 | October 1873 |
| 53 | Vivid | 2 – 2 – 2 | October 1850 | in 1870 to 2 – 4 – 0 | June 1880 |
| 54 | Reindeer | 2 – 2 – 2 | November 1850 | April 1873 to 2 – 4 – 0 | October 1880 |
Two of this class, 25 Venus and 31 Orion, remained as singles, number 49 Gazelle underwent another rebuilding in July, 1875, but remained as a 2 – 4 – 0.
The ‘Pheaton’ Class, 4 built by Walker’s, Bury, (30, 33, 40 & 42), 2 built by Sharp, Manchester (34 & 36).
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 30 | Pheaton | 2 – 4 – 0 | November 1848 | November 1864 | August 1880 |
| 33 | Mazeppa | 2 – 2 – 2 | February 1849 | February 1870 to 2 – 4 – 0 | June 1878 |
| 34 | Tamerlane | 2 – 4 – 0 | March 1849 | March 1866 | June1878 |
| 36 | Milo | 2 – 4 – 0 | March 1849 | March 1863 | June 1878 |
| 40 | Fire King | 2 – 4 – 0 | July 1849 | December 1870 | August 1882 |
| 42 | Vampire | 2 – 4 – 0 | July 1849 | July 1867 | July 1878 |
The ‘John Bull’ Class, 2 built by Walker’s, Bury, (44/45), 2 built by Sharp, Manchester (51/52).
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 44 | John Bull | 2 – 4 – 0 | December 1849 | December 1864 to 2 – 4 – 0 side tank | August 1880 |
| 45 | Caliban | 2 – 4 – 0 | January 1850 | January 1865 to 2 – 4 – 0 side tank | August 1880 |
| 51 | Centaur | 2 – 4 – 0 | April 1850 | un-rebuilt | June1876 |
| 52 | Gorgon | 2 – 4 – 0 | May 1850 | un-rebuilt | May 1876 |
On rebuilding numbers 44 & 45 received extended bunkers which would hold 2 tons of coal, and the side tanks which would contain 920 gallons of water when full. These were also the first locomotives to be fitted with front cab plates, although they still remained partially open at the top and rear.
The ‘Iron Duke’ Class, number 43 built by Fawcett & Preston, Liverpool, number 46 built by Sharp, Manchester.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 43 | Pheonix | 0 – 6 – 0 | December 1849 | December 1869 | August 1880 |
| 46 | Iron Duke | 0 – 6 – 0 | January 1850 | January 1870 | August 1880 |
The design of both engines was that of Sharp, but the Fawcett & Preston locomotive was built as early as 1847 in an attempt to break into the railway market. No takers could be found and it was sold off to the ELR at a bargain price. At the time of introduction these were the two most powerful engines the Company owned and were designed for goods traffic.
The ‘Pluto’ Class, built by Sharp Brothers, Manchester.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 47 | Pluto | 0 – 4 – 2 | March 1850 | April 1857 | May 1876 |
| 48 | Cerberus | 0 – 4 – 2 | March 1850 | un-rebuilt | December 1870 |
These were purchased as goods locomotives. Pluto received a new firebox during 1857, but this apart remained in as delivered condition.
The ‘Rossendale’ Class, built by Walker’s, Bury.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 55 | Rossendale | 0 – 6 – 0 | November 1852 | March 1873 | August 1882 |
| 56 | Agamemnon | 0 – 6 – 0 | January 1853 | January 1878 | July 1881 |
| 57 | Hannibal | 0 – 6 – 0 | July 1853 | October 1874 | August 1882 |
| 58 | Dugdale | 0 – 6 – 0 | February 1854 | February 1870 | July 1881 |
Based on the design of the Iron Duke class, these were the last locomotives built by Walkers of Bury. They were a mixed bag whose domes all occupied different positions, # 55 Rossendale had a dome on the firebox, whilst the others had them in various positions on the boiler. This gives rise to the theory that the boilers were all sourced from different suppliers.
The ‘Ulysses’ Class, built by Stothert & Slaughter, Bristol.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 59 | Ulysses | 0 – 6 – 0 | July 1856 | June 1868 | June 1876 |
| 60 | Sphinx | 0 – 6 – 0 | July 1856 | October 1874 | August 1882 |
| 61 | Nestor | 0 – 6 – 0 | August 1856 | un-rebuilt | August 1881 |
| 62 | Memnon | 0 – 6 – 0 | August 1856 | un-rebuilt | May 1877 |
| 63 | Sestostris | 0 – 6 – 0 | August 1856 | un-rebuilt | February 1880 |
The ‘Giraffe’ Class, built by Beyer Peacock, Manchester.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 65 | Giraffe | 2 – 4 – 0 | July 1857 | during 1869 | November 1878 |
| 66 | Antelope | 2 – 4 – 0 | July 1857 | during 1869 | August 1879 |
Part of a cancelled order of five for the London & South Western Railway, they were built to that company’s specifications. They were relatively expensive locomotives at £5,100 each. During 1866 they were exchanged for a pair of Lancashire & Yorkshire Railway engines built by Hawksworth to the same wheel arrangement, numbered 85 and 86. They were rebuilt with new Yates boilers at L & Y’s Miles Platting Works.
The ‘Charon’ Class, built by the Lancashire & Yorkshire Railway, Miles Platting, Manchester.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 64 | Charon | 0 – 6 – 0 | July 1857 | July 1871 | July 1881 |
| 67 | Macedon | 0 – 6 – 0 | May 1859 | December 1874 | July 1881 |
Built before the amalgamation of the Lancashire & Yorkshire Railway with the East Lancashire Railway these were transferred to the ELR. After the take-over a further 28 engines of this class were built by L & YR at their Miles Platting Works specifically for use on the East Lancashire Division. They were not a part of the East Lancashire Railways stock.
The ‘Craven’ Class, built by the East Lancashire Railway Works, Bury.
| No. | Name. | Type. | Date new. | Rebuilding date. | Date withdrawn. |
| 73 | Blacklock | 2 – 4 – 0 | March 1862 | March 1862 | November 1882 |
| 80 | Craven | 2 – 4 – 0 | August 1863 | August 1863 | November 1892 |
| 1 | Odin** | 2 – 4 – 0 tank | January 1867 | January 1867 as a tender loco | August 1882 |
| 3 | Clio** | 2 – 4 – 0 tank | January 1867 | January 1867 as a tender loco | August 1882 |
| 18 | Titan** | 2 – 4 – 0 tank | August 1867 | September 1867 as a tender loco | November 1882 |
| 113 | Juno† | 2 – 4 – 0 | October 1871 | August 1871 | February 1886 |
| 16 | Pegasus | 2 – 4 – 0 | January 1872 | January 1872 | February 1886 |
| 146 | Thor*** | 2 – 4 – 0 | January 1876 | January 1876 | February 1901 |
| 638* | Phantom | 2 – 4 – 0 | April 1876 | April 1876 | October 1892 |
| 608* | Jupiter | 2 – 4 – 0 | May 1876 | May 1876 | May 1893 |
| 651* | Centaur | 2 – 4 – 0 | June 1877 | June 1876 | August 1892 |
| 662* | Unnamed | 2 – 4 – 0 | May 1877 | May 1877 | February 1898 |
These locomotives were described as the East Lancashire Railways most successful engines. They were fitted from new with small cabs to protect the footplate staff, giving more protection than the earlier weatherboards, and were similar to those fitted to London & North Western Railway locomotives. *When absorbed into Lancashire & Yorkshire Railway stock they were re-numbered by adding 600 to their ELR numbers. The one unnamed engine #662 was given this number from new. **The three engines built as tanks 1, 3 & 18 were in a sub-division of this class known as the Clio Class. As the ELR did not normally operate tank engines, they were early rebuilds to tender locomotives.
†Engine number 113 was non-standard to the class. As L & Y number 713 Juno was involved in the fatal accident that occurred in Burscough on January the 15th, 1880. However, it was repaired using a reconditioned boiler and left over spare parts and was subsequently withdrawn in 1886.
*** Engine number 146 Thor, was the only locomotive new to the East Lancashire Railway which survived into the twentieth century. By then it was Lancashire & Yorkshire Railway engine number 746.
Of those locomotives taken over by the Lancashire & Yorkshire Railway they retained their names for a period of time after the merger.
As a boy Frederick Higginbottom, an early railway enthusiast, recorded that every one of East Lancs Railways’ engines from number 1 ‘Odin’ to number 113 ‘Juno’, had at one time or another passed through Accrington. He later became a well-respected journalist in London.
EAST LANCASHIRE RAILWAY’S PASSENGER ROLLING STOCK.
| Year | 1st Class | 2nd Class | 3rd Class | Composites* | Saloons | Parcels & luggage vans |
| 1850 | 21 | 42 | 61 | 7 | 6** | 14 |
| 1857 | 50 | 70 | 77 | 20 | – | 21 |
First class carriages had three compartments on a short-wheelbase, whilst third class carriages had four compartments on a longer four wheeled base. *Composite carriages had separate accommodation for more than one class and comprised of 2 x 3rd Class, two x 1st class and one 2nd Class compartments. The earliest Guards’ Vans were incorporated at one end into a four wheel carriage, along with two 3rd Class compartments. The parcels and luggage vans incorporated the Guards’ Van in a centrally situated compartment on a six wheeled base. **The 6 saloons were thought to be coupés with retractable covers. In addition to this in 1850 there were three trucks each capable of transporting a horse-drawn cab, and 5 horse-boxes. By 1856 the number of horse-boxes had risen to 12.
Patented by the Carriage & Wagon Superintendent, James Newall, as early as 1852 the East Lancashire Railway had fitted a continuous braking system to its passenger carriages, well in advance of other systems.
In 1859 a Manager’s Inspection Saloon was constructed for the directors of the ELR. It was mounted on four wheels, was 21 feet long and had a small outside platform at each end. It had a centrally mounted fully enclosed compartment with centre doors on either side. The open ends were protected by a waist high hand-rail, and accessed by doors out of the saloon. It had a seating capacity of eight divided equally around two small round tables. It had an elevated outside seat mounted at one end at one end. Later it was modified by the L & Y from manual winding brakes, to being vacuum braked and given stock number 185 in the company’s 1st Class list. It was not withdrawn until 1922. Some coaches were constructed at the East Lancashire’s own works in Bury until 1876, whilst some were built by outside contractors. After 1876 all construction of rolling sock was transferred to the Lancashire & Yorkshire Railway’s works at Newton Heath which had recently been opened.
EAST LANCS RAILWAY’S GOODS ROLLING STOCK
| Year | Open wagons | Closed vans | Brake Vans |
| 1850 | 692 | none | none |
| 1857 | 1,743 | 26 | 24 |
TRAIN SERVICES
On May 27th, 1848, the first test train was run on the section of line between Blackburn and Rose Grove, and the line was passed fit by Captain Wynne (Royal Engineers), the Government Inspector. His party included Mr Hacking, the General Manager of the East Lancashire Railway Company, Mr Donaldson and Mr Perring (both engineers), and the contractors Messrs Pearce and Smith. Of the Aspen Viaduct, Captain Wynne stated that a mainly wooden structure had been substituted in order to save the cost of constructing a stone viaduct. He said he had stopped two locomotives at several places whilst carrying out his inspection and it had remained in a stable condition before passing it as safe for operation. He added that this type of structure was less likely to impede the natural flow of water. The track was laid double across the viaduct in 15 foot lengths of rail at 73lbs per yard of weight.
On June 19th, the Railway was opened between Accrington and Blackburn and a large crowd witnessed the departure of the 07:30. The timetable showed four trains from Accrington to Preston in the mornings, the first at 06:15, with five departures in the afternoon the last of which, left at 19:00. Most trains consisted of 1st Class, 2nd Class and 3rd Class carriages, except for two ‘fast’ trains and one express, which had no 3rd Class accommodation.
A reporter from the Blackburn Standard was on board the first train from Blackburn to Accrington, and stated the 15 minute ride was “preferable to a bumpy ride on a stagecoach”.
Although trains began to operate on the five-and-a-half mile section between Accrington and Burnley Barracks on September 18th, 1848, there were more problems. Accrington Viaduct was closed for a period of fifteen months starting on July 4th, 1866, again for remedial work due to subsidence of four of the piers. The work of stabilising them once again on their blue clay foundations lasted until September the 11th, 1867. During this time through passengers were ferried between Accrington and Huncoat stations on horse buses, thus providing the link between Accrington and Huncoat. This was at the time that the first railway station in Huncoat was situated just to the west of Highbrake Bridge, and before it moved to Enfield Road. (It is ironic that these were the first rail replacement services in a town which became famous for such operations much later.)
The first timetables showed trains departing Burnley for Accrington at 07:30, 08:30, 09:15 and 11:15 in the morning and at 14:06, 16:35, 17:18, 18:40 and 19:25. On Sundays the three trained left Burnley at 07:55 12:50 and 18:15.
The extension further to the east opened on February 1st 1849, when the East Lancs Railway reached Colne and it met end-on, the lines of The Leeds & Bradford Extension Railway, which had reached Colne from the Skipton direction the previous year. In 1851 the L&BER was absorbed into the Midland Railway, whilst during 1859 the East Lancs Railway was similarly taken over by the Lancashire & Yorkshire Railway, Colne thus became the railhead for these two companies. Up until 1876 passengers were required to change between the two Companies trains at one of Colne’s three platforms, as there were no through timetabled passenger services until this time. After this date however the trains of the L & Y ran right through to Skipton. Accrington thus became a junction station situated at the north and eastern sides of a triangle of lines. Shortly after the railway opened, the 1849 timetable showed there were 7 weekday services from Manchester to Colne via Accrington, and 6 in the opposite directions.
An early casualty of the railway in Accrington was labourer Thomas Riley 34, of Oak Street in Accrington, who was killed in an accident on the railway on June 5th, 1851. He left a widow, Martha and four children. (This is likely to have been the first fatality on the railways in Accrington.)
The Accrington to Manchester via Clifton Junction section opened on August 17th, and by 1849 there were eight trains in each direction between Salford and Accrington via Bury and Clifton Junction. During the 1850s the service between Accrington, Blackburn and Preston had settled to seven daily, all of which ran through to Burnley, with a similar number connecting Accrington with Manchester via Bury. Third Class tickets were only available on two of these trains, which ran one in the morning and one in the evening. These were called ‘Parliamentary’ trains, as by 1855 the Government had passed a law stating that trains had to provide covered accommodation for all Third Class passengers. After April 1st, 1872 the Lancashire & Yorkshire Railway accepted Third Class passengers on all trains that were not exclusively First Class. By 1882 there were fourteen trains between Colne, Bury and Manchester in either direction.
The East Lancashire Railway was not averse to running excursion trains for recreational purposes, sometimes it must be said stretching itself to the maximum as was the case in 1858. One such was a day outing from Rawtenstall to Harrogate via Accrington. Departing in the late morning with a reversal at Ramsbottom, this train took twelve hours to reach Harrogate. The following day the return journey took over thirteen hours, with two long delays between Harrogate and Todmorden, the remainder of the trip was by being coupled to the rear of other trains finally arriving back in Rawtenstall at 4:30am.
On the early excursion trains to Blackpool and Fleetwood, ladies were carried at a ‘slightly’ reduced fare. An urban myth was that men in drag had attempted to obtain these reduced rates.
ACCRINGTON STATION – THE FIRST PASSENGER FACILITIES (circa 1852)
Accrington Railway Station was 17¾ miles by rail from Preston and was constructed on an area of land known as the ‘Fauce Pits’. Much of the way in which Accrington’s railway infrastructure developed was due to the fact that it was firstly connected to the system from the Bury direction. The station itself was therefore constructed adjacent to the Bury line, which for a time was the terminus of the trains.
The first station building was built of hard pale grey stone quarried locally. Eventually it contained a refreshment room, waiting rooms and a telegraph office. It was surmounted with a tower which had clocks on each of its four faces, the booking hall being on an upper level. However, the main entrance to the station was on the Paxton Street side up a steep walkway. This required passengers to cross over four running lines on foot, to visit the booking office and the one platform.
Its passenger infrastructure consisted of an open wooden construction, which was the only refuge for passengers. The original track layout at Accrington Station was concentrated on to the one low platform of 60 yards in length on the Eagle Street side at the foot of the Baxenden incline. Later the level of this platform was raised above the level of the original East Lancashire Railway’s only platform. There were two waiting rooms on this platform. Contrary to the policy of the East Lancashire Railway Company, it was felt that a refreshment room could be incorporated into the infrastructure such was its strategic position, but it actually only received a gentlemen’s toilet in its original facilities.
Trains from three directions, Blackburn, Burnley and Bury, were required to use this single platform, with trains from Blackburn having to run through and onto the Viaduct and reverse back onto it. This situation lasted for just over thirty years until the station was rebuilt by the Lancashire & Yorkshire Railway. With several trains all needing to use this platform, passengers had to cross the running lines whilst shunting of stock and reversing of trains was being carried out. This was potentially a very dangerous situation. As can be seen there was the possibility to connect the two major routes without having to run through the station, and avoiding lines were put in thus forming a triangle. This enabled trains entering from one direction to run through, reverse back and return in the same direction without uncoupling the locomotive and re-marshalling the stock. It also allowed goods trains to run through without occupying the platform line.
To the east immediately beyond the end of the East Lancashire Railway’s single platform the line passed over a high viaduct which always required a speed restriction, especially when approaching from the east, and which did not allow trains starting in that direction to gain speed up the admittedly gentler incline of 1:165 towards Huncoat until they had crossed Whalley Road.
The first Stationmaster was Mr James Shaw, who lived in a house adjacent to Platform 1. For the first two years after opening the person who was Traffic Manager at Accrington Station was also the Traffic Manager for the entire East Lancs Railway system. He later worked for the London & North Western Railway after he moved to Liverpool. Despite the fact that these were quite a distance from the platform, the Stationmaster could control the signals from his office using pulley mechanisms.
As will be seen the conveyance of goods and livestock was very much to the forefront of the railway’s activities, with buildings put to a single use. The weighbridge was necessary to check that goods could be charged at the correct amounts. Parcels traffic was handled at the passenger side of the station, but goods were administered from a separate office. Products collected for forwarding by rail and goods arriving by rail and requiring delivery, were carried on horse-drawn carts and drays, thus the necessity for stables within the yard. The important job of the railway clerk was to make sure that all transactions were costed at the correct remuneration and despatched to the correct destinations and addresses.
Within the triangle was contained Accrington’s first locomotive shed and ancillary facilities. The shed was small and open at both ends which made it difficult for the staff to work. It was a situation which the shed foreman often complained until eventually another larger site was found further to the west. There was also a place set aside when the rudimentary passenger rolling stock could be cleaned and serviced.
During November, 1849, the way that trains were being worked at Accrington’s Railway Station was giving such considerable cause for concern, that Mr Perring was called to a meeting with the Board of Trade. This was to discuss the fact that intending passengers approaching from Paxton Street, had to cross the running lines in order to book their tickets and catch their trains from the single platform. Captain Wynne of the Board of Trade pointed out that with up to six trains at any one time in close proximity to the station this was a potentially very dangerous situation. It was also about this time that the local magistrates were voicing complaints about the lack of sheltering facilities. In response the East Lancs Railway opened another booking office at the top of the Paxton Street slope, supplementing the Eagle Street facility. An Inspector came to view the situation on December 23rd, and agreed that an underground subway connecting the Paxton Street side with the Eagle Street side, as suggested by the local magistrates, would be a solution to the inherent dangers being posed by three trains arriving almost simultaneously at one time from the Preston, Manchester and Colne directions. Each of these was being divided into two portions, then being remarshalled to go off into other directions and this was being repeated eight times every weekday. This entreaty seemed to fall on the deaf ears of the Secretary of the East Lancs Railway, James Smithells, and his Directors.
Such was the congestion that trains were given 15 minutes to load and depart, but delays caused knock-on effects which often saw trains delayed by up to an hour. Up until 1876 the passengers were required to have their tickets examined on the platform instead of aboard the trains.Then wooden platforms were constructed on both the main viaduct and the Wellington Viaduct, so that trains could halt short of the station and staff could check tickets.
The working timetable of the Lancashire & Yorkshire Railway laid down that the maximum speed at which a train should start the descent of Baxenden Bank was 10mph, whilst through the station it was no more than 4mph, which gives an indication of how inconvenient the layout of the station actually was.
The rolling stock of both the Liverpool and Manchester express trains was serviced at Accrington, and one of the tasks delegated to Porters was to keep this rolling stock clean. Their tasks also included trimming and refilling the oil lamps. These were transferred to the lamp room on special Lamp Trolleys, as there was anything from 70 to 80 to be filled and returned to the roofs of the carriages. In cold weather foot warmers were also provided for passengers. The life of a Porter was hard with the daily shift lasting anything from 12 to 14 hours.
The station however did have some great advantages, as it was an important junction for routes from east to west, east to south, plus it contained avoiding lines which allowed trains to pass from south and west and vice versa. It also was on the fringe of Accrington town centre which made it easily accessible for foot passengers. Within the station complex there were facilities for the handling of parcels and goods, which during the boom years were essential for the town’s industries and commerce.
Due to this layout and the pressure of work being undertaken every day at Accrington Railway Station, it is not surprising that serious incidents occurred from time to time. It has to be said that these occurred in the nineteenth and early twentieth centuries, when many of the rules and regulations regarding the operation of railways were still being formulated to give a safer environment for both passengers and employees.
Excursions were run from Accrington Station often using open carriages during the very early days. A trestle table was set up outside the main building, and every passenger’s name was recorded and a counterfoil issued for use as a ticket. Outside the platform a hand bell was rung by a station porter, as a call to passengers to get a move on and board the train. (The population of Accrington in April, 1852, was put at 10,300 souls.)
On Christmas Day, 1852, very high winds caused extensive damage to the railway station, the adjacent engine sheds and ancillary infrastructure.
One Sunday morning the 10:30 train to Leeds via Colne was standing at the platform when it was struck by a rake of empty passenger carriages. They were part of a shunt which was on the bottom end of the gradient known as Baxenden Bank, when they were detached to allow them to free-wheel into a vacant siding. Unfortunately the ‘Points-man’ had not thrown the points to accomplish this manoeuvre safely, so the carriages gaining speed collided with the crowded stock. The violent shock of the impact caused injuries to passengers in the rear coaches of the Leeds train, although none proved serious.
In May, 1860, an advertisement was issued for tenders to construct a new booking hall at Accrington’s station, and also to put a roof over the platform. In 1863 the goods warehouse was enlarged.
ACCRINGTON’S FIRST ENGINE SHED
The first engine shed in Accrington was built by the East Lancashire Railway at a cost of £1,340. It was opened on July 1st, 1848, and was situated at the centre of the triangle of lines formed by the three junctions of the two running lines and the avoiding curve. It was open at both ends and had two roads which ran through the shed to buffer beams short of the Blackburn – Burnley lines. There were three extra sidings to the west of the shed, the closest of which ran onto a turntable capable of turning both a locomotive and tender. The coaling point was on the opposite side of the shed to the turntable, on a separate spur from the Bury line which was nearest to the station platform. This shed had an initial allocation of twelve locomotives only half of which could be accommodated within the structure of the shed. Complaints from the foreman of the cramped and exposed the conditions in which the fitters had to work, had gone on for a number of years.
CHURCH RAILWAY STATION
It has been suggested that the very first railway station in Church was situated off Blackburn Road just east of the bridge which carries the line over the main Blackburn Road at Twenty-steps at what became Blythe’s Sidings. (Blythe’s Sidings did have a line adjacent to a stone platform, and this was where the electric cars for the town’s tramway were unloaded, having been dispatched from the Brush Works in Loughborough to be carted to the Ellison Street Tramsheds. The site is currently a caravan park.) This was on the westerly side of the stone viaduct which takes the line over the Coach Road and Tinker Brook, whereas the station we know is now to the other side of this viaduct. Opened on June 19th, 1848, it was a structure built of timber, which it is reported, was replaced by a more permanent brick built structure in 1853, and included a goods warehouse and yard. In order to build this station a public house was demolished on what was the then Worth Lane. This public house was replaced by the Railway Hotel which stood adjacent to the lines on Market Street opposite to the main station buildings on the block below Sadler Street. (This hostelry survived into the late 1960s.) In the early 1850s a row of houses called Railway Terrace, (probably later Railway Street and now demolished), was built close to the Goods Yard, in order to house the families of the railway’s employees
During 1867 the Lancashire & Yorkshire Railway Company placed advertisements for the rebuilding of Church Railway Station, this time in stone. In 1895 further improvements were being made following re-occurring complaints about the low height of the platforms, which were the cause of several accidents, one serious, to passengers stepping out from the carriages. These improvements also included a new subway and bridge, which took about a year to complete. As these came towards completion, from July 1st, the L & Y renamed the station Church & Oswaldtwistle, even though the boundary between the two ran above the station through South Shore Street and down Foxhill Bank Brow. Platform access was by steps and a covered subway for trains towards Accrington, and through a booking office at street level for trains heading west. The Booking Hall was at the same level as the small yard, and the upper storey at platform level. This upper storey contained living accommodation for the resident Stationmaster and his family.
All the timber framed buildings on the Accrington platforms were single storey, whereas on the Blackburn platforms they were constructed in stone. They both incorporated ladies and general waiting rooms, as well as rooms exclusively for the use of porters and station staff. The gentlemen’s toilet blocks on both platforms were constructed in stone. Both platforms had wooden canopies which were modified over time. Much later all the stations buildings were removed and replaced by bus type shelters
The goods facilities at Church consisted of a stone built warehouse which was accessed from a spur off the running lines over Market Street. The single line continued through the warehouse and into a wooden annex, which contained at its western end a small manual turntable capable of handling one wagon or van. The office and a loading stage were also contained within this shed, before the rails emerged out into the yard on the other side. There was also access at street level beneath through an arched doorway at right angles to the pedestrian subway, which was later closed off. A trap door connected both levels of the warehouse. All these buildings backed on to the Accrington-bound platform. The access to the open yard was up a steep incline off Market Street, where the coal office was and five dead-end sidings of various lengths. These were of course cranes to assist in the loading and un-loading of goods. One of the principle products handled at Church Goods Yard was baled esparto grass imported from South Africa. This was carted up to White Ash Paper Mill, and the resulting product brought back for loading onto the vans of the Lancashire & Yorkshire Railway for distribution across the country.
(This entire infrastructure is now occupied by a merchant selling timber and building supplies.)
Mention of Oswaldtwistle brings to light the fact, that in 1916 the Local Board of the town had discussed the possibility of constructing a branch line up into the town as far as Smithy Bridge, at ‘little’ Moor End, for the benefit of traders and manufacturers. A grander scheme even suggested linking into the Blackburn – Bolton lines in the area of Lower Darwen by an extension. (This line would have probably branched off the main lines in the area of Foxhill Bank and followed the line of White Ash Brook.) One argument put forward in favour of this was to ease the burden being placed on the goods facilities at Church Station. With the Great War placing a strain on all railway activities this idea was not taken up by the railway Company and was not revived in peace time. (The local model railway society has built an imaginary facility called Oswaldtwistle Town, which is based on the proposition that this station might have existed.)
There were several industries adjacent to the railway before it entered Church & Oswaldtwistle Station from the west and these included Metcalf’s Chemical Works the Aspen Tar Distillery, a business started circa 1863 that had sidings to the north of the running lines for the acceptance of residue from municipal gas works. Metcalf’s produced various types of oils, varnishes and creosote. The Aspen Colliery, next to the Leeds & Liverpool Canal on the south side, commenced production in 1869 and had its own sidings and signal box. The mine ceased production during 1922 and these sidings were out of use two years later, the box having been closed during 1921. On the other side of the bridge over Blackburn Road, Blythe’s produced dyes and inks for the calico printing trade and chemicals used by the cotton industry, which were loaded at their own sidings. During the wars it also turned out explosives. These sidings were often used for the delivery of cars for the Accrington Corporation Tramways Department, minus their bogies of course
To oversee other activities there was a signal box on the embankment close to the Canal which was inspected and passed fit for use in February, 1876. It was later replaced by a larger box and this closed in November, 1969. Originally Blythe’s Ground Frame, a small signal box, stood over the Coach Road at Hollin Bank and was in use from 1876 to 1940.
Another larger signal box was just on the eastern side of the bridge which carried the railway over Lonsdale Street, to the east of Church & Oswaldtwistle Station. It was passed for use in mid-June 1877 although it had been opened for some time before that date. It oversaw the approaches to Accrington’s exchange sidings and the locomotive sheds and yard. This box remained in use until the Preston Power Box on October 7th, 1973.
GREAT HARWOOD RAILWAY STATION
This opened on November 15th, 1877, with two through platforms. It was claimed by engineman James Redford that he was at the controls of the first passenger train to run through from Blackburn to Rose Grove, although he had a penchant for making boasts of this kind, claiming other records and feats on the footplate. However, he was one of the ‘resident’ drivers on the North Lancs Loop up until the 8th, of August 1881, when he was forced to jump clear of his locomotive when it was involved in a heavy collision at Blackburn Railway Station. He sustained a compound fracture of a leg when he was struck by a flying buffer.
July 20th, 1878, the 20:12 from Burnley to Blackburn struck a cow on the section of line through Great Harwood. The train was held for six minutes whilst the carriages were recoupled to the engine, having broken loose due to the impact.
The facilities at Great Harwood Railway Station in 1898, included a carriage shed on the south side, which had four through roads. Within the yard there were two sidings adjacent to the goods shed on the north side plus one short spur. The station buildings included, on the down platform offices for the Stationmaster and parcels as well as the booking hall. There was also a large ‘general’ waiting room, a 1st Class waiting room for gentlemen and 1st and 2nd Class waiting rooms for ladies. There were four WCs arranged in pairs and a urinal further along at the Burnley end near to the lamp room. The ‘up’ Blackburn platform had very few facilities by comparison. Great Harwood Station had two water columns number 177 was at the up platform end, whilst 178 was in the carriage sidings. These were the only water columns on the entire North Lancs Loop. In the early part of the 20th Century a footbridge was constructed to join the two platforms, which was extended to reach the carriage sidings. A signal box stood at the end of the Burnley platform which had a short bay platform adjacent to it, which might have been used for handling livestock.
Situated within the goods shed was a crane capable of lifting 8 tons. The main merchandise handled was textiles for export, and coke for the nearby gasworks. Several coal merchants utilised the yard along with the Great Harwood Industrial Co-operative Society, which had its own private-user 7-plank wagons. Private-user wagons were also used by R. Hargreaves, Robert Spencer & Sons, who were agents for the Wigan Coal & Iron Company Ltd. In 1973 the redevelopment of the former goods yard began.
By 1896, a line had been laid across Heys Lane to serve the gasworks and in 1912 two more sidings were laid in the yard to serve the now, Accrington & District Gas & Water Board. From one of these, a loop went out and across Heys Lane to go into the Board’s yard to two lines circling the site, where they met with a travelling crane that was also rail-mounted. A battery operated 0-4-0 shunting locomotive was used to shunt wagons, and was possibly built by the American engineering company of Jeffrey in Ohio in 1920.
Turning to Martholme Viaduct, where the fifth and sixth of the arches span the River Calder at its’ widest point on a gentle curve 65 feet high. It was granted Grade II listed status in 1984 but was closed to walkers in 2001. It remained fenced off until November, 2017, when it was reopened from the Great Harwood side to its eastern end. It is a masterpiece of Victorian engineering, retaining the stone blocks on which the wooden formers of the arches were supported during its construction before they were keyed (It is near to what is believed to be the oldest dated building in the Borough, Martholme, which has a date of 1577 in its stonework and was the home of the Hesketh family, who also had property in Rufford.
Martholme sidings were installed circa 1894 some 1¼ miles east of the station. During 1895 a 20-lever signal box was put in to protect these sidings close to where the single track spur went off to serve the Great Harwood Colliery, otherwise known as Harwood Pit. Coal mining ceased in 1921, but this box remained in operation up until 1937. Horses were used to transfer the wagons from the mine to these exchange sidings.
To the west of Great Harwood in the Cunliffe area there was a tramway over the running lines, which connected via a loop the quarry close to Side Beet Lane and the Queen Brickworks, (founded in 1899 as the Queen Red Facing Brick Company of Blackburn). This factory was situated between the running lines and the Leeds & Liverpool Canal and had two of its own private sidings protected by a 20-lever signal box, built in 1904. By 1910 this works had shut down and the sidings decommissioned.
There was a 50mph speed restriction across Martholme Viaduct all the way to Great Harwood Station. The line to the west of the station to beyond the cemetery, was prone to subsidence, and during the 1950s a substantial amount of sand was added to the permanent way in order to stabilise the track, and whilst this was underway a speed limit of 15mph was imposed over this section.
All the signal boxes on the Great Harwood section, East, West, Martholme, Queen Brick and a part-time box at Norden were of the standard L & Y type, built on brick foundations. The Norden box was closed in November 1922.
The Harwood Loop was not without its tragedy however, as in the early 1950s, the fireman on a Fairburn tank engine #42147 from Lower Darwen Sheds, which was travelling bunker first towards Great Harwood from Blackburn, leaned too far out of the cab trying to avoid a blow-back from the fire and was struck on the head by a bridge support, sustaining fatal injuries.
In Lancashire & Yorkshire times goods engines seen regularly on the Harwood Loop included in the very early years of operation Jenkins 0-4-2 tender locomotives. These were followed by Barton-Wright’s 0-6-2 tank engines and Aspinall’s 0-6-0 tender locomotives. Plentiful on the line were Aspinall’s ubiquitous 2-4-2 tanks on passenger trains, the latter working through the LMS into the British Railways eras. In 1950 these were replaced in part up until the winding down of the line by George Fairburn’s 2-6-4 tanks 42147, 42154 & 42180 along with Stanier’s 2-cylinder tanks 42439, 42483/4/5 and 42558/9, these were supplemented by Class 4, 2-6-0 Standard tender engines 76080/1/2/3/4 all from Lower Darwen sheds, whilst a pair of Standard Ivatt 2-6-2 tanks from Rose Grove 84011/2, were used toward the very end. Also from Rose Grove shed the ex-War Department 2-8-0 goods locomotives made appearances. Other types which showed up on an irregular basis included Fowler 0-8-0 tender engines and ‘Big 8’ 2-8-0 goods engines.
It was the holiday trains which brought the more glamorous engines to the Loop, with Crabs, Black 5’s Jubilees and Patriot classes all represented, un-named Patriot 45544 of Preston sheds a regular visitor. However, it was the excursions from over the Pennines which provided the rarer sightings, with named and un-named B1 4-6-0s en route to Blackpool, Fleetwood and Southport using the Loop to avoid congestion at Accrington, numbers 61007 ‘Klipspringer’, 61026 ‘Ourebi’ and 61215 ‘William Henton Carver being notable examples along with many other un-named examples.
HUNCOAT RAILWAY STATION
A distance of 18¾ miles from Preston, this opened on September 18th, 1848, just beyond what is the highest point on the East Lancs Line. The original facilities were at Highbrake next to where the lines passed beneath Altham Lane, but in 1881 it was relocated about quarter of a mile further west, next to Enfield Road where a level crossing and signal box were established during 1902. Here the platforms were staggered either side of the level crossing, the Accrington platforms to the west. However, by 1912 both platforms were to the east. The yard here contained extensive sidings and facilities for the transfer of coal from the adjacent Huncoat Colliery and the works of the Accrington Brick & Tile Company amongst others. It was thought that the first platforms were staggered, with the one for trains heading west on the same side of the tracks adjacent to the signal box which controlled the level crossing, whereas the platform for trains towards Burnley and beyond, were to the eastern side of the level crossing.
There was a sizable complex of sidings overseen by a signal box behind the Accrington Cricket Club’s ground, on the opposite side of the railway to the cemetery, and this controlled a loop of sidings which ran across Whinney Hill to the brickworks off Whalley Road, and also around Whinney Hill to Altham Pit and Coke Works. This industrial loop also served another brickworks, and could also be accessed from behind Huncoat Station.
RISHTON RAILWAY STATION
Where the line was crossed by the turnpike on what became the A678 road between Rishton and Blackburn, there was the Rishton Tunnel. This was 68 yards in length and was at an angle to the road, and was where, on June 19th 1848, the first railway station was located. It was stated trains did not stop there and it was not included on the East Lancashire railways time-tables until 1853 when the construction of the new station buildings had been completed. What is likely is that the original small station built of wood, was not in the best position with relation to the township. By May, 1852, the Railway Company had come to an agreement with a local land-owner and colliery boss Henry Petre, for a piece of his land to be made available for a new railway station. This was on an understanding that the adjacent goods facilities would be used for the exclusive handling of his coal and coke. The Company Secretary of the East Lancashire Railway Company, James Smithells, had then advertised for tenders in the Manchester Guardian on June 19th, for the construction of this new facility nearer to the hub of the town. The new stone-built station opened for passengers on May 1st, 1853. This new station, in the Eachill District, was accessed along Station Road passing just before entering the site the Rishton Arms Public House, between two small single-storey buildings, one of which was the booking office.
The buildings on the Accrington (down) platform, consisted of a two-storey block built in stone and containing the ‘General’ and ‘Ladies’ waiting rooms, and a separate masonry block which housed the Gentlemen’s toilet. The (up) Blackburn Platforms had similar facilities but in single-storey configuration, plus, at the footbridge end a simple wooden shelter stood, but this was removed when the levels of the platform surface was raised during the period 1892/3.
Now in Lancashire & Yorkshire ownership, during 1892 another contract, this time for improvements to the station and extensions to the goods yard was issued. This also included the raising up of the platforms and most importantly the construction of a footbridge. By the start of 1893 the footbridge was finished to be followed in quick succession by a new booking hall. This footbridge not only provided a link over the lines between the platforms, but also meant that passengers did not have to cross the goods yard on foot. Before this a timber walkway had been provided, which during the ’70s and ’80s had been a contributory factor in several serious incidents whilst wagons were being shunted, one of which had resulted in a fatality and others resulting in serious injuries.
All was not sweetness and light however, as in 1893 through the Courts, the Rishton Local Board challenged the monopoly of Henry Petre. “That the agreement between the landowner and the Railway Company could not be justified”, was the verdict given at the Railway Commissioner’s Court in London. This resulted in the Company being able to handle goods and services from other than the landowner. This led to an incident which occurred during March, 1895, when cattle that were being handled strayed from the yard onto the running lines and one was struck by a train and killed. As a result a cattle pen was added to the facilities at the behest of the Local Board, but it was a long period of time before one was built at the far end of the yard.
In March, 1896, following an inspection by an official from the Railway Company and his meeting with the Urban District Council, they requested that this footbridge should be fitted with a covered top to its walkways. They then received a letter from the L & Y indicating that this work would be completed before the winter set in. However, it was not until February of 1897 that this work even began. The UDC had also complained about the noise and inconvenience to local residents caused by shunting in the goods yard, but this did not solicit any response from the Company!
The cover on this bridge was later removed and the part crossing the goods yard taken down not long after the yard fell into disuse. A new footbridge was constructed connecting the two platforms in 2004, even though that part of the original bridge was still serviceable.
Rishton had two signal boxes, the one to the west of the Blackburn platforms being a modest affair with 13 levers, whilst to the east the second Rishton East Box was the most spectacular in the area. Also built to the Saxby & Farmer pattern it was four storeys high, for it had to be tall enough for the Signalmen to be able to see over the adjacent bridge for trains coming from the direction of Church and also observe the movements within the goods yard. It contained just 12 levers and was also passed for use during 1876. Due to vibration and some subsidence, this structure began to lean slightly and it was necessary for it to be stabilised before, along with the West Box, it was closed during 1925. This was the year when these two structures were made obsolete by a third box, which was situated in a slightly elevated position between the gents and the main buildings on the down platform. This 24-lever box was a wooden framed building on brick foundations, and even had its own toilet situated at the top of the steps leading into the box itself. This too became obsolete when Preston Power Box assumed responsibility for the entire East Lancashire Line’s signalling on September 23rd, 1973.When the goods facilities were withdrawn in November 1968, the long footbridge was cut back to connect the two platforms and no longer spanned the yard.
1852 At a shareholders meeting held at the Company’s Head Offices in Bury on February 11th, the main topic for discussion was a proposed amalgamation with the Lancashire & Yorkshire Railway. The East Lancashire Railway and the Lancashire & Yorkshire Railway had often been in conflict, and as early as 1851 the possibility of an amalgamation of the two was being talked about. When serious talks did take place in 1854 the Midland Railway, fearful of such a move, did all in its powers to delay this joining together. The London & North Western Railway joined forces with the Midland in 1856 in their efforts to stop this amalgamation. But an agreement was reached in January, 1857, although it took until August 13th, 1859 when the Act was finally passed. The assets of the East Lancs Railway were at that time valued at in the region of £3·5 millions, which along with the assets of the L & Y at just over £9 millions took the total to £14·5 millions.
The East Lancashire Railway was very much a ‘locally’ financed and managed railway, with much of the profit being put back into the Company for improvements. Although the transportation of passengers was a relevant factor on the East Lancs Railway, it was the movement of goods and freight which provided the Company with its greatest source of revenue. The figures show that it was profitable and by 1850 was paying a dividend to investors of between 7% and 8%. Other figures available show the revenue generated as follows –
| Year | January | December |
| 1846 | – | £6,606 |
| 1847 | £6,100 | £14,406 |
| 1848 | £12,786 | £19,985 |
| 1849 | £36,785 | £45,113 |
| 1850 | £34,860 | £53,396 |
| 1851 | £54,150 | £65,368 |
It is little wonder then that the Lancashire & Yorkshire Railway, instead of seeing the East Lancashire Railway as a bitter rival, preferred to take it over, and on May 13th, 1859, rather than continue in the state of hostility which had culminated at Clifton Junction in an infamous and violent confrontation. This came about over a dispute about the collection of tolls when trains were halted by L & Y staff as trains passed onto their system, in order for the number of passengers to be counted. The East Lancs retaliated by stopping trains from Manchester going through to Hellifield in order to carry out a similar rigmarole.
At the amalgamation of the East Lancashire Railway with the L & Y there were 1,531 goods wagons, 77 cattle wagons, 40 ballast wagons, 135 mineral/coal wagons. 25 brake vans, 26 covered goods vans, 38 timber wagons. At the time of the merger there were a further 204 freight vehicles either in construction or on order. It is fair to assume that in the period immediately following the amalgamation of the East Lancashire Railway into the Lancashire & Yorkshire, the locomotive stock of the ELR was kept in place until either withdrawn, due to failure, or replaced by newer locomotives. Of a total of just over 600 route miles of track only about 25 miles were level running, which gives an indication of the terrain over which the system operated.
Whalley Viaduct
The viaducts in Accrington and at Martholme, which were both built of stone, were not the only great structures on the lines through East Lancashire. However, these paled into insignificance when compared to the massive structure which carried the railway over the River Calder in nearby Whalley, which makes it worthy of entry into this work.
The history of this line through the Ribble Valley began in 1846 when the Bolton, Blackburn, Clitheroe & North Western Junction Railway cut its first sod on December the 30th, of that year. At 679 yards long, and 70 feet high, it consisting of no less than 49 arches, containing approximately seven million red bricks and 12,338 cubic metres of stone, it became a huge drain on the resources of the company, who had set aside £600,000 for the construction of the line. These bricks were supplied by Thomas Hilton who was sub-contracted by George Clark of Buckinghamshire, and used clay from taken Hardle Common near to the Riddings Lane brick kilns in Whalley.
The harsh winter of 1849/50 plus the collapse of two of the arches on October the 6th, 1849, which resulted in the loss of three lives, caused construction to be curtailed at Chatburn. (It was left to the Lancashire & Yorkshire Railway to complete construction to Hellifield, where it joined the Settle to Carlisle line). Having taken three years to construct this viaduct, the line as far as Clitheroe was inspected and passed by Captain Wynne on June the 14th, 1850 and the first passenger trains operated between Blackburn and Clitheroe on the 22nd. However, the relationship with the East Lancs Railway was hardly harmonious to begin with, for that company insisted on collecting tolls for traffic operating over its lines from Daisyfield Junction to its own station beyond Darwen Street Bridge in Blackburn. There was even a blockade of the line similar to the one which occurred at Clifton Junction. However, takeovers of both companies by the Lancashire & Yorkshire Railway eventually calmed the situation.
In 1941 it was discovered the foundations of one of the pillars next to the Calder had been eroded away, leaving it only supported from above and displaying a large crack in the brickwork. This and two other pillars, it was found, required underpinning on piles driven down into the rock. More recently another pillar had slipped, and this was rectified by spraying concrete into the foundations. There is now a 45 mph speed limit over this structure to help retain its integrity. The viaduct with its huge buttresses, some of which were designed to blend in more with the buildings of the nearby Whalley Abbey, stands today as testament to the skills of those who were involved in its construction.
(In 1851, George Clarke opened his own brickworks next to the Leeds & Liverpool Canal at Norden in Rishton, using material excavated from Harper Clough and Close Brow quarries. This company remained in business under the management of George’s grandson, Mark, until it went into liquidation during the early 1960s.)
Whilst in Whalley, during the Great War the Lancashire & Yorkshire Railway operated seven special ambulance trains. These were specially adapted London & North Western coaching stock, with wards for stretcher cases, bed-ridden and wheelchair patients, with accommodation for doctors, nurses and catering staff. Some of these were directed to the Queen Mary’s Military Hospital in Whalley, (Calderstones). Tight security surrounded the movement of these trains conveying the sick and injured service personnel, hundreds of which were brought to Whalley to convalesce. These trains left the main line at a junction a mile or so north of the town in Barrow Village, on a specially engineered track enlarged in 1915 to allow access to larger locomotives. Notified of their arrival the patients were unloaded at a temporary platform constructed by the staff within the hospital grounds. By the time of the Second World War this line had fallen into disuse, and the injured were off-loaded at Whalley Station and taken by road to the nearby Calderstones. However, traces of the Calderstones Branch can still be found in the shallow cuttings of the old alignment.
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CHAPTER 2
THE LANCASHIRE & YORKSHIRE RAILWAY ERA
After take-over by the Lancashire & Yorkshire Railway, all the lines in East Lancashire were designated the East Lancashire Division. Included in this was the line between Gannow Junction in Burnley and Todmorden. The headquarters of this Division was transferred from the erstwhile ELR head office overlooking Bury Bolton Street Station to less spacious offices in Accrington Station during 1860. They remained in Accrington during the reconstruction and development of Accrington Station in 1882, under the direction of the popular Mr James Smithells, who was Passenger Superintendent of the Division. He departed to become the General Manager of the Lancashire & Yorkshire Railway during 1864, and was based in Liverpool. He was instrumental in promoting the town and its businesses during his stay and was very popular with the townsfolk. (All of the former L & Y’s divisional offices had closed by 1903, by which time a centralised control had been set up at Hunts Bank near Manchester’s Victoria Station.)
The livery of the locomotives was black with red and white lining. The L & Y did not indulge in the naming of its engines. Passenger rolling stock was described as umber/brown or buff above the waistline, and purple/brown below the window-line. This darker shade was lined in the lighter brown. The carriages had silver-grey roofs.
Trains passing through Accrington to and from Liverpool via Preston and Ormskirk in 1858 were –
| Time | From | To | Type |
| 04:00 | Colne | Liverpool | Goods |
| 09:30 | Colne | Liverpool | Goods |
| 09:40 | Liverpool | Colne | A 1st & 2nd Class passenger |
| 11:00 | Colne | Liverpool | 1st, 2nd & 3rd Class passengers* |
| 13:00 | Liverpool | Colne | Pick up goods |
| 14:50 | Accrington | Liverpool | Goods |
| 17:20 | Liverpool | Colne | Goods |
| 20:20 | Colne | Liverpool | Goods |
| 20:30 | Liverpool | Accrington | Goods |
| 21:20 | Liverpool | Accrington | Goods |
*A Parliamentary train was one which had to provide accommodation for 3rd Class passengers by law at 1 penny per mile travelled. With only one through train per weekday, including Saturdays, passengers were required to change in Preston on other services. Although part of the East Lancs Railway trains were mainly worked by engines from the Preston Ormskirk and Liverpool Railway.
The worst accident to occur on the Accrington Line was on September 3rd, 1860, only a couple of years’ after the takeover by the Lancashire & Yorkshire Railway. Although not as severe as the incline out of Accrington to Baxenden, coming in the other direction the climb from Stubbins to Baxenden summit had a ruling gradient of 1:78 for almost four miles, steepening to 1:68 just before the top. On this date three well loaded excursions were returning from Manchester to Burnley and Colne. At this time trains were not separated by space in a ‘block’ system, where no train could enter a section until the proceeding train had cleared, but by a time interval. This system had obvious flaws. However, the first train had safely gone over the top, whilst the second train followed on behind. Unfortunately, as this train reached Grane Road in Haslingden, the coupling between the locomotive and the rear twelve carriages broke. This was before a safety vacuum braking device had become standard, which would have brought the runaways to a halt, so they began to return whence they had come at an increasing speed. Unaware, the driver of the third train was coming forward, with the result that near Helmshore Station the inevitable collision occurred. With considerable force the engine was thrown off the rails along with several of the carriages, but their couplings held so this train remained together. Sadly, the carriages that had broken free suffered catastrophic damage, and it was within these that the eleven fatalities happened along with sixty-two injuries. The L & Y had a poor reputation for safety during this period and was severely censured, whilst railway engineers set about finding ways to avoid similar tragedies in the future.
1862 This was the first year that a merger between the London & North Western Railway and the Lancashire & Yorkshire Railway was first mentioned and it was to be a re-occurring theme over the next decade or so. The two Companies had signed an agreement to share traffic on February 1st, 1862 which had the duration of 14 years.
1863 Although the first attempt at a merger of the L & Y and the L&NWR had failed, there was significant collaboration between the two companies in building a line to connect Wigan with its coalfields and Blackburn with mills hungry for fuel. Requiring a faster journey than was possible by the Leeds & Liverpool Canal, this joint venture via Chorley was named the Lancashire Union Railway, and it gave the L&NWR running rights into East Lancashire. It also meant that the journey times between North East Lancashire and London could be cut from in excess of seven hours to just over six.
The L & Y continued to run some trains which were designated ‘Parliamentary Trains’, which included all those running on Sundays. These trains were obliged to provide covered accommodation for 3rd Class passengers in the rolling stock, as most trains were 1st and 2nd Class only. However, in 1872 with the exception of those exclusive ‘Club’ trains, which were for the use of 1st Class passengers only, the L & Y allowed 3rd Class passengers to travel on all its passenger trains. The standard tariff for travelling on one of these Parliamentary Trains, (which were also known as Government Trains from 1844), was 1 penny per mile.
1867 On January the 7th, the annual supper of the employees of Accrington Station was held at the Royal Hotel on Blackburn Road. With an attendance of 130 who ate lavishly the feast provided by the landlord Mr Thomas Hargreaves. Mr Goodier, in the Chair, thanked everyone for the generous collection made in aid of the distressed orphans. The toasts he proposed were the Queen, and also the Directors of the L & Y, and he added that not since the time of Hudson, the ‘Railway King’, had railway shares plummeted so greatly in value. Entertainments included solos on violin by Mr Ellis, by Mr Berry on the concertina, and Mr Ingram on the pianoforte. Vocal renditions were from Messrs Chadwick, Critchley, Hacking, Horsfall, Garsden, Lee, Smith and Taylor, followed by a recitation by Thomas Holgate.
Space under railway viaducts was often utilised by businesses, and so it was with the Lancashire & Yorkshire’s impressive viaduct which bisected the centre of ‘old’ Accrington. One of these businesses was a knitting factory owned by a James Duckworth. One of the stone arches close to Bull Bridge was home to this factory on the ground floor, whilst the second floor was used as by Miss Burscough’s Catholic School for about 100 children. On March 2nd, a fire broke out on the ground floor and quickly spread, the majority of the children managed to escape down the stairway before it collapsed. Others climbed out of the windows and were rescued by ladder, but unfortunately eight children could not escape and were lost. The inquest on the girls, three six-year olds, one five-year old and two four-year-olds, along with two boys, one aged four the other only three, was held at the Crown Hotel on Blackburn Road, itself under the shadow of the Viaduct. A verdict of death by burning was given, but as to what started the blaze no evidence was found.
In May, Accrington potato merchant Mr John Harrison was bringing a claim against the Lancashire & Yorkshire Railway, for a consignment of 29 sacks of potatoes, which had allegedly been damaged in transit to Accrington. They had been expected on December 11th, 1866, but had not arrived until Christmas Eve, and because of this his customer had refused to take delivery of them so they had been left to moulder at the railway station. He claimed that instead of getting 8 shillings per sack he had only been able to sell 24 at 4 shillings each to a pig farmer as swill. Finding against the plaintiff, the Judge said it was Mr Harrison’s duty to look after his own goods.
A luggage train from Bury got out of control whilst coming down Baxenden Bank on Wednesday, May the 8th, and despite the efforts of the driver and fireman applying the brakes it gained speed. Approaching the station the crew jumped clear, whilst it careered onwards before hitting some stationary wagons smashing into one and damaging a brake van. The only person to receive any injuries was the guard on the parcels train Mr Chaffer, but the damage to the rolling stock was estimated at £200.
During May an Accrington draper, Mr Christopher Royston, successfully sued the Lancashire & Yorkshire for injuries sustained whilst travelling back late one evening from Bacup. Whilst the train was being divided into two portions in Ramsbottom Station, some carriages rolled back violently hitting others stabled in an adjacent siding. He was thrown backwards in the compartment sustaining head and back injuries. An investigation showed that the guard on the train had failed to apply the brakes to the Accrington portion. Medical testimony indicated that Mr Royston would lose the use of his legs if there was not a radical improvement to his condition. The jury finding against the defendants awarded the sum of £750 in compensation. (This was a huge sum of money for that time.)
In October, only two weeks after Mr Aylesbury had been announced as the next superintendent of the East Lancs Division, Mr Goodier had taken up this post in Accrington. He succeeded Mr Blackmoor, who had been promoted to the position of Manager of the Lancashire and Yorkshire sections of the Company. Mr Goodier had previously been deputy to Mr Shaw for twenty years, and had started on the railways as a guard on the East Lancs Railway.
In the early hours of one November Sunday morning, twenty sheep were killed or had to be slaughtered at Accrington Station, when a Colne-bound luggage train ran into a goods train being shunted across the running lines towards the engine sheds. It hit the goods amidships knocking two wagons containing the livestock belonging to a Burnley butcher off the rails.
1868 In a letter to the Accrington Times in July ‘Scholar’ wrote –
Sirs, There is much dissatisfaction amongst students and teachers about the amount the Lancashire & Yorkshire Railway was charging for tickets on excursions for scholars. The facts are that when a group decides to go to either Chester, Windermere or York the price of a return ticket is 3/6d, when only twelve months before the fare was 3/-, and there appears to be little consistency in the charges. The return fare to Blackpool, Southport or Liverpool is 2/- despite the disparity in distances. Why should there be a difference in the fare when travelling from Accrington to Halifax, than there is when travelling from Halifax to Accrington? Is this because the Railway Company’s profits are in decline, or is it because we are not vociferous enough in our demands? One group of children were to be taken on an outing to York, but when the cost had been totalled up it was decided to go to another less distant destination. But they will soon become tired of visiting the same destinations over and over again!
July A Clayton-le-Moors mother, Mrs Walsh, was returning with her son from Liverpool at 6pm on an excursion train, when the driver of the engine backed on to the carriages so hard that she was thrown across the compartment banging her head violently against the side. She was removed dazed to a 1st Class compartment, but became so ill that the train was halted at Aintree and she was taken to a hotel. She remained there for several days before she was allowed to return home.
From the Lancashire & Yorkshire Railways timetables published in the Accrington Times in September, it appears as though the services were reasonably sparse –
ACCRINGTON to BLACKBURN & PRESTON (* denotes 3rd Class only)
Mondays to Saturdays at 06:50*, 07:45, 09:00, 09:40, 09:55, 11:45, 12:30*, 14:30 Saturdays only, 14:45, 16:40 Saturdays only, 17:00, 17:50, 18:30* & 20:45 Saturdays only, on Sundays at 07:00*, 08:05*, 13:15*, 17:15 terminates at Blackburn, 19:20* and 20:36.
ACCRINGTON to BURNLEY & COLNE
Mondays to Saturdays at 05:40 Mondays only, 07:45, 09:55, 12:05, 14:34 Saturdays only, 14:45, 17:05, 17:25, 17:38, 19:25 and 21:55, on Sundays at 08:05*, 15:30*, 19:25* and 21:55*.
ACCRINGTON to BURY & MANCHESTER
Mondays to Saturdays at 07:45*, 09:00, 09:45 Tuesdays & Fridays only, 10:00, 12:05, 14:45, 17:05, 18:30, 19:35* and 20:45*, on Sundays at 08:10, 15:20 and 19:25.
ACCRINGTON to BLACKPOOL, LYTHAM & FLEETWOOD
Mondays to Saturdays at 06:50, 07:45, 09:55, 12:30, 14:40, 17:00, & 17:50, on Sundays at 08:05 and 13:15.
ACCRINGTON to TODMORDEN, HALIFAX, BRADFORD, LEEDS & WAKEFIELD
Mondays to Saturdays at 07:45*, 09:00, 09:55, 11:40, 12:05, 14:45, 17:10 and 18:30, on Sundays at 08:00 and 19:25.
ACCRINGTON to ORMSKIRK, SOUTHPORT & LIVERPOOL
Mondays to Saturdays at 06:05 not Southport, 07:45, 09:00, 09:40* not Southport, 09:55 and 11:45, on Sundays at 11:55*, 14:25, 17:50* and 18:30.
TRAINS to ACCRINGTON from BLACKBURN, and then going onwards.
Mondays to Saturdays at 07:10*, 07:20 terminates in Accrington, 08:35*, 08:45, 09:45, 11:15*, 11:50, 14:05*, 14:10*, 14:30, 16:45, 18:00, 19:10*, 20:00*, 20:10* and 21:45*, on Sundays at 07:40, 10:10*, 14:50, 18:55, 20:10* and 21:25*.
TRAINS to ACCRINGTON from BURNLEY, and then going onwards.
Mondays to Saturdays at 07:02, 08:35, 09:25, 11:30, 14:15, 16:30, 18:10 and 20:15, on Sundays at 07:23, 14:42, 18:42* and 20:00 terminates in Accrington.
TRAINS to ACCRINGTON from MANCHESTER via BURY, and then going onwards.
Mondays to Saturdays at 06:15* from Victoria Station, 07:50 from Salford, 08:50 from Victoria, 10:40 from Victoria, 13:30 from Salford, 15:50 from Victoria, 17:15 from Salford, 19:05 from Victoria and 20:35 from Victoria terminates in Accrington, Sundays at 06:40 from Salford, 09:15 from Victoria, 13:55 from Victoria, 17:40 from Victoria and 20:25 from Victoria terminates in Accrington.
1869 The Shed Foreman at Accrington’s first engine shed now had twenty-two engines in his care, and this was when his suggestion that a new shed was necessary was finally acted upon. He had requested the use of a building a quarter of a mile beyond the triangle, further to the west and adjacent to the Blackburn running lines.
January There was a miraculous escape for a nine year old girl on Saturday, the 19th, when she fell out of a train travelling at thirty miles an hour approaching Huncoat Railway Station, having leant on the window of the compartment. On reaching the next stop her father Mr Shepherd, a Burnley schoolmaster, telegraphed Accrington Station who immediately sent out a light engine and officers to the scene, but nothing could be found. Amazingly she had got up relatively unscathed and walked to Huncoat Station where the staff reunited her with a relieved father. What made this an even more extraordinary event was that four other trains had passed this spot in rapid succession just after she had tumbled out.
February On Saturday the 27th, the landlord of the Hargreaves Arms Hotel, Mr Thomas Walmsley, hosted a free supper to invited employees of the railway station in Accrington. The evening concluded at 11pm, with a rousing rendition of ‘England’s Glory’ by Mr Chadwick.
March On Wednesday the 17th, an inquest was held into the death of William Britcliffe, furniture dealer from Accrington, who was killed in an accident at Accrington Station on Monday the 10th. In his testimony the Station Master, Richard Rushton, said he knew the deceased and had noticed him walking up the platform at about two minutes to midday, and saw him attempting to board a train which was just started to move off. Robert Hopkinson of Colne, the Guard on this train said he saw Britcliffe attempt to open the door of a 2nd Class compartment, but could not. “My van was immediately behind the engine and I saw him run towards the rear of the train, so I called out to him to get out of the way. Then I observed him trying to get hold of the handle of the back guard’s compartment and then he fell between the platform and the train. I could not see if the wheels ran him over but I felt the carriage jerk. The Coroner asked, “Did you push Mr Britcliffe away from your van?” To which Hopkinson replied, “No Sir I did not touch him”. The Coroner addressing the reporters present said they could now quash the rumours circulating in the town that the deceased had been manhandled. When the body of the 31 year old was recovered, it was discovered on examination that his backbone had been severed. Mr Newton from the jury stated, it was regular occurrence at Accrington for people to attempt to board a moving train. Inspector Rowbottom added that any person found boarding a train whilst it was in motion, was liable to a fine of 40 shillings. In his summing up the Coroner said, “Anyone trying to board a moving train does so entirely at their own risk, and in no way were the servants of the railway company responsible for this tragedy”. A verdict of accidental death was recorded.
December On Saturday evening the 19th, a collision occurred on the viaduct at Accrington Station, when at 5:30pm the train from Liverpool to Preston was being shunted onto the platform as was the usual procedure. Unusually an engine and four carriages were occupying the platform line, and the driver of the locomotive gave a whistle to his guard to release the brakes so that he could move out of the way. Unfortunately the guard was out of the train unloading parcels from a van, and before anything could be done the reversing train had collided with the tender of the other engine driving it and the carriages a short distance along the rails. Several passengers suffered severe shock, but there were no serious injuries or fatalities.
1870 January Despite having a ‘powerful’ engine at the front, on the 4th a train of twenty wagons and vans ran out of control down Baxenden Bank. Driver Job Simpson sounded the engines whistle continuously as a warning of its approach to Accrington Railway Station, and realising the danger the Pointsman attempted to divert the train onto the Burnley line, where the adverse rise would eventually bring it to a standstill. However, the train was travelling at speed and it jumped the points and went down the Blackburn siding at about 30mph, before colliding with five wagons. The locomotive was turned on its side by the impact, coming to rest on an empty signal cabin, with its funnel broken completely off. The tender detached and went a full twenty feet across the tracks, whilst the stationary wagons were badly damaged, one being reduced to splinters. Only one van immediately behind the engine was damaged and this contained tar for the Metcalf’s works in Church. Several rolls of cloth were scattered about the scene, the tar oozing out to contaminate many. In the investigation it was revealed that the fireman, Joseph Taylor, had been applying sand to the wet and greasy rails, and had jumped from the footplate just before the collision. He had suffered a fractured leg. Driver Simpson was less fortunate, and when attended by Dr Russell, he was found to have severe concussion, several broken ribs and had been badly scalded to the face and upper body. The Guard, from Bury, escaped uninjured. It took until the late afternoon for the engine to be recovered and wreckage to be cleared from the site.
The annual supper of the servants of the Lancashire & Yorkshire Railway took place at 9:30pm at the Commercial Hotel in Accrington on Tuesday the 25th, the late hour to fit in with the hours of the railwaymen. There were 118 attendees, who it was said did justice to the excellent repast. In the chair was Mr H. Goodier, the Superintendent of the East Lancashire Division, supported by Mr Thomas Holgate. The toasts were the Queen and the Army & Navy, and the directors and officers of the Railway Company, after which Mr Draper gave a rousing rendition of The Sea Is England’s Glory. In his speech the Vice-Chairman said it was no easy task to run a railway with over 400 miles of lines, and a holding worth £25 million pounds. He roundly repudiated any criticisms of the railway and defended its servants, especially those in Accrington, who did their duties with due diligence or he said, “If they did not, they would surely be required to leave this employment”. In response the Chairman stated, “Any young man who entered the employ of the Lancashire & Yorkshire would surely receive advancement if he showed dedication to his work”. But continuing on he did say, “Some servants could be a little more civil in their habits and more clean and cultivated in their appearances, when going before their senior officers, for if these were attended to, they would be more acceptable to the public”. The evening concluded with thanks to the caterers and their staff, the soloists and the recitalists who had all contributed to this most auspicious event.
March On every Thursday the L & Y ran a special train for Accrington which departed Salford at 11:10pm. It ran for the benefit of those who regularly attended the Hallé Concerts. On the 3rd, at about midnight this train, driven by Mr Heap, with Fireman Eastwood and Guard Hargreaves, ran out of control when descending Baxenden Bank. A goods train was being shunted close to Accrington’s wooden platforms, and after the engine had detached to go to be coupled to a brake van, the wagons were being dispersed onto the various sidings when the Line Inspector heard the approaching train’s whistle being repeatedly sounded from somewhere near to Rothwell’s Mill. This was normally the signal from the driver to his guard for the train’s brakes to be applied. Realising something was wrong he ordered the driver of the locomotive to clear the line as quickly as possible, but before this could be accomplished the Salford train with a trailing load of five carriages had run into it. Both engines were thrown from the tracks by about twenty yards by the force of the impact, one striking some wagons in the adjacent siding damaging two, whilst the other hit a similar number of brake vans. Six more vans sustained serious damage. The stationary locomotive had its wooden buffer beam smashed to pieces, its main frame bent and its driving motion broken, whilst the train engine suffering almost identical damage. The rails for a distance of about twenty yards were also displaced. It was contended that the engine’s whistle had been sounded repeatedly approaching Rothwell Mill but to no apparent avail. The Driver of the train engine had remained on the footplate and had sustained severe injuries to his head and legs, whilst his fireman who had also stayed on the footplate had hurt his back. The Driver and Stoker of the shunting engine had both vacated the footplate just prior to the crash and neither was hurt.
Fortunately all of the five carriages had remained upright, and this had contributed to none of the passengers being seriously injured. The occupants of the 1st Class carriage next to the Guard’s compartment at the rear of the train, were Mr Henry Wilkinson of Church, Mrs Barnes the Landlady of the Red Lion Hotel on Abbey Street, Mr George Haworth of the Kings Arms Public House on Lee Street, both in Accrington and Mr George Pickles, who was the Manager to the Trustees of the Estate of the late Joseph Barnes of Church. One of these passengers stated he was not sure if the brakes had been applied, but put paid to the rumours circulating that this train had overshot the platforms at both Helmshore and Haslingden stations, and had failed to stop at Baxenden. However, on the approaches to Shoe Mill they had all expressed the opinion that the train was travelling too fast. One had told Mrs Barnes to brace herself by putting her feet against the seats opposite, but the impact of the collision had thrown Mr Wilkinson dazed on top of her. She was the first to come to her senses and enquired how the others were, as the lights inside the carriage had gone out. Mr Pickles had escaped relatively unharmed. The only other passengers were in a 2nd Class carriage immediately behind the locomotive, and these were identified as Mr & Mrs Crawshaw of the Railway Hotel in Church, who were with relatives who were the proprietors of a baby linen shop on Blackburn Road. They were all badly shaken and Mrs Crawshaw, the sister-in-law of the landlady, received a severe head injury. Mr Crawshaw was so concussed that he could not speak for several hours afterwards. The casualties were attended by Dr Russell and he was assisted later by doctors Arkwright, Gillespie and Popjoy, whilst the Assistant Superintendent of the East Lancs Division, Mr Goodier, was soon on the scene. Despite protest that he had pinned down the brakes near to Shoe Mill Viaduct, but due to the greasy state of the rails they had made no difference to the speed, Mr Hargreaves, a guard with several years’ experience, was suspended from work. He had jumped from the carriage onto the platform only seconds before the impact and was unscathed.
May On the 25th, an inquest was held at the Woodnook Inn on Marsden Street in Accrington, into the death of Platelayer Thomas Barnes, who was run over by three wagons whilst performing his duties at Accrington Railway Station on the previous Monday afternoon. Evidence was given by fellow Platelayer David Greenwood, who said they were working on the tracks, he on the outside, and Barnes on the inside of the tracks, when I saw three wagons coming down the incline from the Baxenden direction. The Brakeman on these wagons was Abraham Chadwick. In his evidence he said the train was en route from Manchester to Preston via Accrington, and the engine had detached to run down the Blackburn line to fetch a brake van, whilst these three were the first to be shunted. “I attempted to stop the wagons but did not have the strength to hold them in time. I shouted as loudly as he was able a warning of their approach, but another train was approaching from the Burnley direction which made a noise, so I called out again, but Barnes did not hear. I saw Greenwood step away and gesture to Barnes when the wagons were about 15 yards distant, but Barnes made no attempt to move. There had been ample time for him to get out of the way had he heard the warnings. The three wagons all heavily laden with coal struck Barnes who then tried to run along the track, but the wagons caught him up and ran him over”. He was taken to his house when doctors Gillespie and Russell amputated his leg but he died whilst the procedure was taking place, his other leg also being badly crushed. The Coroner said that despite the prompt attention of these two competent physicians, the injuries were so severe that he could not be saved, and gave a verdict of accidental death.
Robinson Gibson, of Willows Street in Accrington, was the Inspector on the goods train, and had called out to a Pointsman as to which siding these wagons were to be directed, and he having heard this instruction, he had carried out this movement for the locomotive to pass. Once it had gone the Platelayers had returned to their work on the tracks. There would then be a short time before the wagons would follow the locomotive down. At this point there was some dispute as to whether the loco had gone over the same track as the wagons. Greenwood stated that Barnes had been cautioned on many occasions that he did not move off the tracks quickly enough, but had responded to these warnings by saying, “I know how to look after myself!”
June On Monday, the 6th, an excursion train from Yorkshire to Blackpool broke the axle of its front driving wheels two miles east of Accrington Station, where it was due to halt to take on water. The driver had heard the sound of it breaking, slowed, and had continued with great caution to avoid any catastrophe. At Accrington the defective locomotive was replaced by another and the excursion was allowed to continue.
The following day, Sunday the 7th, due to an incident which had occurred at Hoghton Station, an excursion train which was due to have arrived back in Accrington at 9pm was delayed. It eventually arrived back two hours late after rumours of a tragedy had been circulating across the town, and caused a large crowd to gather on the platform. On arrival those with minor injuries were seen by Dr Russell before being allowed home.
July On the Friday the 1st, an excursion was run from Accrington to Lytham, and complaints were made to the L & Y, that the posters advertising this trip were only displayed on the afternoon of the day before. As a result of this only dozens of passengers were carried, instead of the hundreds who would have availed themselves of the opportunity to take a cheap day out by train.
Despite being petitioned by officials representing Sunday schools, Mr Blackmore, Superintendent of the East Lancs Section of the L & Y, would not grant concessionary fares to Sunday school trips on the railway. There was also much discontent about the level of fares which the L & Y were charging for their excursions, from Accrington to what were described as the “coastal watering holes”. Several influential people had organised a petition to be sent to the directors of the London & North Western Railway, imploring them to make an application for running powers over the L & Y’s metals from Blackburn to Accrington. This petition was lodged at the offices of the Accrington Times, for those who supported the cause to add their names. (At this time the L&NWR were involved in a joint venture to link Blackburn with Wigan by a direct line through Chorley, which under the name of the Lancashire United Line would give it powers to run into the main station in Blackburn.) The petition claimed that between 1851 and 1861, the population of Accrington had doubled to 30,000, whilst within a radius of two miles from the station this figure was approximately 50,000. Within this area there were 130 cotton mills, several large foundries, heavy engineering works and calico printing works amounting to in excess of 150 manufacturing establishments.
On the 30th, it was announced that the wooden viaduct across the Aspen Valley was to undergo extensive repairs, as complaints had been made about its safety to the extent that some people would not travel across it by train. A person had to be stationed there all the time to extinguish any fires which might ignite the structure from coals ejected from the locomotives passing over it.
August At the half-yearly meeting of the shareholders of the L & Y was held at Hunts Bank in Manchester and the Chairman said that in future any compensation awarded to passengers should be limited. For 1st Class the maximum would be £1,000, for 2nd Class passengers £500 and £300 for those travelling 3rd Class. He also recommended that passengers should take out insurance at the following rates – £3,000 for 1st Class, £2,000 for 2nd Class and £900 for 3rd Class passengers.
October On the 12th, Thomas Killian, of Higher Audley, Blackburn, was killed on the Aspen Valley Viaduct as he was unloading sleepers from a wagon with four of his workmates. A signal was given for the engine to move further up the line for a short distance, and whilst it was in motion Killian lost his balance and fell onto the lines. Before the train could be stopped a wagon had run him over across his back. Despite the efforts of Dr Russell, Killian died shortly afterwards.
1871 January Two members of the local Board of Health, Messrs Booth and Walmsley, met with officials of the L & Y with a view to obtaining better facilities for the handling and conveyance of goods between Accrington Railway Station and the Market Hall. It was stated that the L & Y would carry goods between Preston and Accrington at the same rates as between Preston and Blackburn.
March On Wednesday the 22nd, there was a collision between a passenger train and some luggage vans at Accrington Station. On arriving on the Scaitcliffe Bridge, the locomotive and three carriages had been uncoupled from the rest of the train and had gone forward towards the Viaduct as usual. But the points on this occasion had not been correctly set and the train was diverted onto a siding containing four luggage vans. These were struck with some force, telescoping one van over the others whilst smashing the buffer beam of the engine. Although shaken, none of the forty people on board were hurt and were able to continue on with their journeys. One of the passengers was Mrs Dugdale of Lowerhouse in Burnley, who was the sister-in-law to the Chairman of the Lancashire & Yorkshire Railway Company.
April Speaking in the House of Commons, Richard Walker of the Bury Local Board expressed his opposition to the proposed amalgamation of the Lancashire & Yorkshire Railway with the London & North Western Railway. A statistical analysis of the two companies taken on the four weeks up to April 28th, showed that since the introduction of 3rd Class fares, (with the exception of the L & Y’s 1st Class only Club Trains), the finances of the two companies had increased as follows –
| Company | 1871 | 1872 | Gains |
| London & North Western Railway | £554,103 | £573,958 | £19,855 |
| Lancs & Yorks Railway | £221,678 | £229,703 | £8,025 |
An advertisement was placed in the Accrington Times offering ex-railway horses for sale along with a quantity of carts. Interested parties should then apply to the Lancashire & Yorkshire Railway Company.
May Church Railway Station was the venue for a gathering of a large number of people on May the 10th, when a train brought John Boothman back from Preston where he had been serving seven days ‘hard labour’ at the gaol, after being found guilty of tampering with voting papers following a local election. He was perceived as something of a champion of the people, so received an enthusiastic reception as he alighted from a Lancashire & Yorkshire train. He was taken onward in a wagonette to the market grounds, whilst a band played When Johnny Comes Marching Home.
A verdict of accidental death was recorded at an inquest on 27 year old Jeremiah Haydock, a ‘Shuntsman’ at Accrington Station. At half past midnight on Sunday the 14th, he was working on the lines when he was struck by the buffer of a passing locomotive. John Heap, the Fireman on the engine, stated at the inquest held at the Crown Hotel on Blackburn Road before the Coroner Mr Hargreaves, “I work on the engine which assists trains up the Baxenden incline, and we were crossing from one line to another when I saw the buffer, which sticks out some six inches from the beam, hit the deceased in the head. I had not time to sound the whistle and he fell under the last wagon. The Driver, Ralph Beelston of Paxton Street, stated “I did not see him as I was on the other side of the footplate, but stopped within about twenty yards”. One of the Brakesmen said, “I called out to him, Jerry it is coming, but to no avail”. The Foreman Porter at Accrington Station recalled how it was left to him to recover the body, and saw the right arm and shoulder were broken and the right side of the chest crushed. He added, “I accept that although this work can be dangerous, it is not so if the workmen pay proper attention”.
June On the 3rd, an excursion train was returning to Radcliffe Bridge from Liverpool, when it was put onto the wrong line at Accrington Railway Station, as an express was approaching. The Driver of this express recognising the situation immediately shut off steam and put his locomotive into reverse, and had he not done so the collision would have been more severe than it actually was. There were an estimated 500 passengers on the excursion at the time, and a young Bury lad was the most badly hurt. Dr Wilson was called to meet the train at Ramsbottom, where it was diagnosed he had broken several ribs. Other passengers were shocked and hurt but still able to continue home.
On the 22nd, a special outing by train was organised by the Good Templars, to visit Grange-over-Sands and Barrow-in-Furness. The trip commenced in Colne and loaded at all stations to Cherry Tree, and it was 8 minutes late in Accrington departing at 7:48am. It halted in Lancaster for 5 minutes enough time for the distribution of drinks, before continuing on to Carnforth arriving at 9:50am, where the refreshment room was besieged by thirsty passengers. After a good run around Morecambe Bay it disgorged its passengers for lunch in Grange. At 1:10pm the trip continued on to Furness Abbey, where the party left to go on to Barrow, on either on the Isle of Man mail train or by means of a local service. In Barrow a visit was made to the Haematite, Iron & Steel Works of Messrs Schneider & Hannay, where they observed Bessemer Furnaces melt the steel which was rolled and pounded into rails for the railways. The return departed Barrow at 7:50pm arriving back in Colne at 11:20, having been held ‘without explanation’ on Accrington’s viaduct for a full ten minutes.
October Complaints were being made about the footpaths beneath the railway bridges at Tottleworth and Lidgett on the North Lancs Avoiding Line, and there was an ongoing dispute between the L & Y and the local boards of Rishton and Great Harwood as to who was responsible for their upkeep.
November The Lancashire & Yorkshire Railway were making some alterations to the timetables of the train services for Accrington as follows –
- The 08:41 Blackburn to Accrington would not stop at Rishton or Church and Oswaldtwistle.
- There would be a new stopping train departing Blackburn at 08:35 for Accrington.
- There would be an additional train from Accrington to Colne on Saturdays at 14:30.
- The 16:20 Preston to Accrington train would be retimed to depart at 16:10.
- The 05:40 Accrington to Colne would operate on all weekdays rather than just Mondays & Thursdays.
- A new train would operate between Salford and Accrington at 22:50 on Thursdays and Saturdays.
- The 23:15 Saturdays only Salford – Accrington would be discontinued.
The tender from the firm of John Thompson of Cheetham Hill in Manchester was accepted for the construction of the second of the Accrington’s engine sheds. This was for the sum of £6,243 but later they reneged on the contract by claiming they had made a mistake in their estimates. So the Accrington firm of Clegg & Riley stepped in with their estimate of £6,150 and were awarded the work. This shed further to the west had brick walls, a pitched roof and six through roads. The offices were on one side of this edifice, which later would be superseded by the third and last engine shed. (This structure then became a carriage cleaning and maintenance shed for rolling stock, and later for Diesel Multiple Units.)
December The 160 employees of the Blackburn Goods Station went out on strike for an increase in wages. An offer of an extra 1 shilling per week was made to employees with over twelve months’ service, who were then earning 18 or 19 shillings per week, but this was rejected as they wanted 2 shillings. This offer was modified to include those with over six months’ service, as Mr Mitchell, the Goods Manager, had no authority to advance wages beyond 20 shillings per week. The General Goods Manager of the L & Y was summoned from Manchester, and he then offered an extra 1 shilling per week with a reduction from 60 hours to 57 hours in the working week. Several days’ worth of merchandise had accumulated before the men had returned to work. Meanwhile the staff in Accrington had been monitoring the situation with interest.
1872 January On Sunday the 29th, Accrington’s Railway Guards were in attendance at a meeting held in the Free Trade Hall in Manchester. The purpose was to gain support for a reduction in their working day from 12 hours to 10, along with an extra 2/6d increase in wages. It was suggested that the London & North Western and the Midland Railways, had shown a conciliatory tone with demands, with any time above 8 hours being paid at overtime rates. A resolution was passed, that all of the Guards on the L & Y would resign. On the following day a representative from Accrington was amongst a deputation who met with Mr Thornley, the Traffic Manager of the company at Victoria Station, for the purpose of handing over the resignations of these 400 employees, including Guards and Firemen. After an hour and a half of discussions, Mr Thornley gave an undertaking that at the next meeting of the directors on the 17th of February he would advance the following scales of pay –
- Guards in their first year 22 shillings per week.
- Guards in their second year 23 shillings per week.
- Guards in their third year 25 shillings per week, and 27 shillings per week thereafter.
- For taking charge of a passenger train in their first year 28 shillings per week rising to 30 shillings per week after seven years.
However, he would not concede to a demand for overtime after 8 hours work in a day, but they would be paid at time-and-a-half for Sunday working, including any hours worked after midnight on a Saturday shift. It was resolved to await the outcome of this directors meeting before doing anything more, but they stressed they would not accept any compromises.
On the 20th following the meeting of the directors of the L & Y, Mr Thornley informed the area managers of the Company, that the following rates would be offered to the employees –
- To Under-guards of goods trains 22 shillings per week in their first year.
- To Under-guards of goods trains 23 shillings per week in their second year.
- To Under-guards of goods trains 25 shillings per week in their third year, and to remain on these rates when in charge of a pilot engine or a recovery train.
- After taking charge of a passenger train in the first year, 27 shillings per week.
- After taking charge of a passenger train in the second and third years, 28 shillings per week.
- After taking charge of a passenger train in the fourth year and thereafter 30 shillings per week.
- The working week to remain at 60 hours, but all hours in excess of this to be paid as overtime.
- For shifts extending from Saturdays into Sundays no extra pay, but all Sunday working to be paid at time-and-a-half.
These terms were accepted by the Guards who withdrew their threat of mass resignations.
February On Sunday the 4th, there was yet another meeting in the Free Trade Hall in Manchester, this time it was for the Drivers, Firemen and Guards, in order to discuss the ‘broken’ arrangements made with the L & Y during 1867 on limiting the working day to 10 hours. It was stated that the Chairman of the Company had guaranteed that the working day would not be longer than 10 hours, but many of the classes of workmen in attendance were working 15 and even 16 hours without even a meal break, and for no extra pay. A resolution was moved, “That in consequence of the irregular and unsatisfactory way in which the Lancashire & Yorkshire Railway has exercised the agreement of 1867 between them and the engine drivers, it was high time that the Company reconsidered the terms of this agreement, with a view to improving in a ratio to that which has been accrued by employees in other industries”. This resolution was unanimously passed, and a deputation appointed to meet with the directors of the L & Y in order to thrash out this issue.
At a meeting of the Accrington Local Board, a letter was received from the Secretary of the Preston Board, stating they were to oppose the Bill passing through Parliament allowing the Lancashire & Yorkshire Railway to merge with the London & North Western Company. There was a discussion about whether such an amalgamation would result in reduced charges for the purveyors of merchandise and for passengers. According to the Chairman, Mr Boothman, they were slaves to the edicts of the L & Y and it was almost impossible to get a siding at Accrington Station as it was so congested. Mr Green asked, “Will this be eased when we get our new branch line?” Mr Riley recommended a motion that Messrs Rhodes, Boothman, Green, Grimes and Hargreaves, should organise a petition to oppose this merger.
Mr Keenan, a fruiterer at Accrington Market Hall, was awarded £6 court fees after he successfully received compensation £3 for perishable goods delayed in transit from Liverpool by the L & Y.
On the 24th the Midland Railway officially declined the suggestion by Crawshawbooth Local Board, that they construct a branch line from Rawtenstall to Crawshawbooth, at least until the outcome of the proposed merger between the L & Y and the L&NWR had been resolved.
March At a meeting held at the Lamb Inn in Salford the clerks of the Lancashire & Yorkshire Railway Company, it was resolved to ask for an increase in 20% in pay for every one employed in this capacity. They had recently received an increase of 1 shilling per week, and were discontented that this had come at a time when the amount of goods which required processing had increased enormously. A minute was passed that a national union should be formed based on the local Manchester example, embracing employees of all the railway operating companies. A memo was also passed to the directors of the L & Y for the ticket collectors, passenger porters and railway police asking for as follows –
- A 10 hour working day with overtime for hours over this time.
- A working week of 60 hours covering six working days.
- That Sundays would be limited to an 8 hour working day.
- That there should be an extra 2 shillings and 6 pence in wages, with no loss of holiday entitlement.
The Oswaldtwistle Local Board was addressed by Mr Charles Hall, a lawyer from Accrington, who spoke in favour of the proposed merger of the L & Y with the London & North Western Railway. He pointed out that with a merger of the two companies, access to the L&NWR’s metals would increase capacity by 1,500 miles. He said that at that time the tolls levied by the L & Y were 20% higher than those of the rival company, and if the Bill was passed through Parliament the duplicate 6-mile charges would be abolished, so that Accrington would become a major junction on the enlarged system. There would also be an improvement in the standard of the passenger and freight rolling stock, and a widening range of destinations made available without a change of trains and tickets. Mr Blythe welcomed any move which would result in a reduction in charges made for the movement of goods. The merger would have been popular with businessmen as the L&NWR charged the same rate for the carriage of bales of finished cloth as they did for the raw materials, whereas the L & Y charged an enhanced rate for finished goods.
Mr Hall was also of the opinion that the Local Board should support his petition, but was sure he would hear objections from Mr Boothman of the Accrington Board, who was vehemently opposed to the proposed amalgamation.
On Sunday the 10th, there was a meeting of the L & Y’s drivers and guards in Salford, with a deputation from Accrington in attendance along with a delegation from the employees of the L&NWR. This was to present a 600 name petition for a reduction in the working hours to Mr Lawn of the L & Y. It was the general feeling that if these requests were not met in their ‘entirety’ there would be sufficient support for a strike.
On the evening of Monday the 11th, Mr Hall met with the Local Board of Great Harwood to promote support in favour of a merger between the L & Y and the L&NWR, as he had previously done in Oswaldtwistle who, along with Clayton-le-Moors, had pledged their support to this petition. Mr W. Birtwistle said he thought the servants of the L&NWR were “more civil” than those of the L & Y, and that the former was also more readily inclined when dealing with any complaints. A proposition in support of the amalgamation was unanimously passed. The Chairman asked Mr Hall, “Are you to make your bread and butter from this matter?” To which he replied, “It involves a sum of 19 million pounds, and I would not mind a share of that!” (To great laughter.)
May The ground to the west of Willows Lane was being prepared for the construction of a new engine shed during, whilst at the north end of Accrington Railway Station, new ladies and gentlemen’s waiting rooms for 2nd and 3rd Class passengers were being built. At this time only the 1st Class accommodation was considered to be adequate.
On Friday the 17th, an inquest was held at the Royal Hotel on Blackburn Road, on a railway guard from Accrington, Mr Richard Dewhurst aged 30, of Paxton Street. The circumstances of his death were reported by William Gardener, a lorry driver for the L & Y, who stated he saw the deceased attempting to uncouple some wagons from a train in the yard at Blackburn Station. The coupling on a van belonging to the Great Northern Railway would not come loose, and whilst he was struggling with it, the locomotive some 15 wagons away started back, trapping him between the drawbars of the two vehicles. His body was immediately recovered and put on a train to Accrington. Simon Dewhurst, a Pointsman at Accrington and the uncle of the deceased, said he had passed away just minutes after being carried to his home. He added, that there were very few external marks on the outside of his body so the injuries must have been internal. It was stated in evidence that he would have been safe if the buffers on these vans had been made of wood, but they were metal ones which were sprung and compressed together closing the gap between the two drawbars. It was stated that the engine had moved slowly back when the driver had received a signal to do so by the deceased. A verdict of accidental death was recorded.
His interment was given a special dispensation to take place on a Sunday, so that 40 or so of his colleagues from the railway could attend, as they would normally have been at work. He had been a guard on the L & Y for fourteen years.
September Due to a host of complaints, workmen were laying new setts on the approach to Accrington Station in order to avoid the problems caused by dirt and ice during the previous winter.
October At a meeting of the Haslingden Union, a reassessment of the L & Y’s rates in the townships of old and new Accrington was being made. These were to be increased by £2,000 per annum, which would benefit the Accrington Local Board by about £400.
November A meeting of delegates of the L & Y was held at the North Union Hotel on Fishergate, in Preston, and attended by representatives of railway employees from Accrington. After over three hours of intense debate, it was unanimously resolved to petition the L & Y for the formation of a fund to be called the ‘Lancashire & Yorkshire Railway Company’s Servants’ Superannuation Fund’. Each employee was to subscribe to this fund, and after 15 years’ service receive half of his salary, and two-thirds of his salary after 20 years’ service as a pension. It was also stated that members accruing these benefits would be allowed to subscribe up until retirement. The scale of the contributions by members would be –
- For those employees earning less than £1 per week – 1 penny per week.
- For those employees earning up to £1 – 10s – 1½d per week – 1½ pence per week.
- For those employees earning between £1 – 10s – 0d and £2 per week – 2 pence per week.
Mr Hough was chosen to be the Fund’s Secretary. There was a strong desire for the Company to manage this scheme and for those leaving the employment of the L & Y, to receive an amount proportional to their contributions, this to be decided by arbitration if necessary.
Later in the month 102 of the L & Y’s employees from all branches met in Accrington to formulate the moves towards a superannuated scheme. Mr Frank Bairstow of Preston was in the Chair, and he said if the railwaymen displayed sufficient solidarity, it would be the best scheme possible and bring them into line with workers in other industries. He recalled that a few years ago Mr Wilson, who was at that time the Chairman of the Directors of the L & Y, had proposed the company should make a grant of either £10,000 or £20,000 (he could not remember which), to such a fund. He personally had examined the insurance records of the Company and discovered it had 14,000 employees. He calculated that if each of those paid 1 penny per week, within a year the fund would have a value of over £3,000. He himself favoured a graduated scheme for contributions, which would give the older employees a chance of parity with the newer ones after 20 years of service if they so desired it. He thought it should be up to the directors of the company to administer the scheme, or to choose to have it done for them. The following resolution was then unanimously agreed –
- That the scheme named ‘The Lancashire & Yorkshire Company’s Servants’ Superannuation Fund’ was to the benefit of all the railways servants, after a certain specified period of service.
- That each employee would subscribe under a scale to be devised in due course.
- That a graduated scale of subscriptions is prepared for members with over twenty years of service.
There was some debate about the inadequacy of the rates of subscription set at the previous meeting in Preston, and these were the rates which it was thought should be applied –
- For those employees earning less than £1 per week – 2 pence per week.
- For those employees earning up to £1 – 10s – 4d per week – 4 pence per week.
- For those employees earning between £1 – 10s – 0d and £2 per week – 6 pence per week.
- There would be no increase in contribution for those earning above £2 per week.
Mr Rushton, from Rose Grove Sheds, pointed out that several drivers at his shed earned over £2 per week, and should not be discriminated against because of their endeavours. The following resolution was then unanimously passed –
- That this fund should be managed by the Officers of the L & Y, the panel consisting of six of the Company’s nominees plus six contributing members.
- That any members convicted of a felony forfeited all rights to the fund.
- That all members leaving this employment or wishing to withdraw from the scheme, would be entitled to a proportion of their contributions.
- Ex-employees would be entitled to continue to contribute to the scheme if they so wished.
- That all disputes would be settled by arbitration.
December Two trains collided at Helmshore Station on Wednesday the 4th, when a goods train from Accrington was being drawn across the main line after it had been shunted to allow a passenger train to pass through on its journey from Accrington to Bury, when it was struck amidships by a goods train travelling at speed with two locomotives on the front. The impact derailed the two locomotives, and the tender from one was thrown completely off the rails. Several of the goods vans were smashed and their contents scattered all around for some distance. News of the collision was telegraphed to all stations along the lines to stop traffic, and soon a large number of workmen were on the scene to clear the debris. The fact that not one of the footplate men received more than slight injuries was something of a miracle. However, there was an acrimonious dispute between the driver of the pilot engine on the goods train and the Signal/Gateman, Matthias Lord, as to how the signals had been set on the train’s approach to the station. But this became something of an irrelevance some hours afterwards.
A train which had departed Accrington at 9pm was approaching Helmshore at just before 10, when Lord was seen some 200 yards down the line. As he approached the driver of this train felt a sudden jerk and stopped his train to investigate. After going under his locomotive he discovered a wooden leg wedged in the engine’s motion. Lord had worn a false limb since he had suffered a previous accident on the L & Y some years previously. Further searches found Lord’s decapitated body further down the tracks. He was 50 years of age and had been with the railway for many years. It was concluded that he had taken sole responsibility for the accident earlier that day and committed suicide, although the possibility of an accident could not be ruled out. The inquest was held at the Turner’s Arms the following day, and evidence was given by Robert Shand of Accrington, the driver of the pilot engine who stated, “I saw a light ahead in the ‘six foot’ and sounded my whistle then felt the engine jump. The driver of the train engine William Tattersall of Haslingden said, “I came down off the footplate and walked back some 150 yards where I found the headless body”. The Stationmaster at Helmshore, Richard Brownhill said, “I told Lord to stay at his post by the level crossing gates, and I cannot explain why he should have gone any distance away down the line”. The jury however returned a verdict of accidental death.
On Friday the 6th, a Bury engine driver, fifty-year old John Farnworth, was killed in an accident at Accrington Station at about 2:30 in the early morning. He was in charge of a Bury to Accrington goods train when he left the footplate of his locomotive whilst it was standing on Scaitcliffe Bridge, to go and speak with another driver. He was returning to his engine when a wagon detached from a train which was being shunted struck him knocking him down on to the lines. His head was jammed so severely between the line and a wheel that it brought the wagon to a standstill. His body was taken to the Crown Inn on Blackburn Road, where an inquest was to be held on the following day, Saturday the 7th. He had worked for the L & Y for over twenty years, and left a widow and eight children.
On Saturday the 7th, a meeting of delegates from the L & Y was held in the Dolphin Hotel in Blackburn, in order to further discuss the superannuation scheme. Mr Bairstow, in the Chair stated, “This matter should be pursued with some urgency before the proposed amalgamation of the L & Y with the L&NWR”. Then there was even more debate on the subject of the levels of contributions.
On the same day in the Crown Hotel on Blackburn Road, the inquest was held into the death of Bury engine driver John Farnworth. Thomas Thompson, the Pointsman said he had spoken to Farnworth only a couple of yards from where he was struck and had already given a signal for the wagon to be detached from its train. James Ashworth, the shunter, said he was running behind this wagon in order to lock down the brake which was in his hand. Ralph Beeston, the driver on the engine, said the deceased had come over to speak with him, and he was returning to his locomotive in order to draw it down to the column in order to replenish it with water when the accident occurred. The Coroner stated, “It was highly likely that there had been a large degree of carelessness on the part of Farnworth”, and the jury recorded a verdict of accidental death.
On the final day of the year, a collision occurred at Hapton Station when a fast goods train from Accrington ran into the rear of a luggage train which was being loaded on the down platform. The fireman jumped from the footplate before the impact, but the driver stayed at his controls fortunately escaping serious injury, as did the guard of the luggage train who evacuated the rear van just in time. The crash happened in very foggy conditions, and two locomotives were dispatched from Accrington and a gang of workers set about clearing up the debris. It was found the signals had been set correctly and the conclusion was, that the trains were travelling too closely together in the prevailing conditions.
1873 January A Bill was passed by the Examiner of Standing Orders, for a debate to be held in the House of Commons on a proposed merger of the Lancashire & Yorkshire Railway with the London & North Western Railway. This Bill differed little from the one debated in the previous session of Parliament. Previous to this the two companies had enjoyed an amicable working relationship.
The L & Y were to appeal against the Haslingden Union’s reassessment of their rateable value. The previous levels had been set some 15 years previously and had not been increased despite the construction of extra warehouses. They had therefore assessed the rates in a valuation of the Company’s property at £11,000 in Accrington, nearly double that it replaced.
On the 18th, the Lancashire & Yorkshire Railway Company’s Bill went before the Standing Orders Committee of the House of Commons, and all opposition to its contents were withdrawn. The Bill included, amongst many other schemes, an extension for the time allowed for the completion of the Blackburn to Padiham section of the North Lancashire Avoiding Line (the Harwood Loop).
April At Liverpool Assizes, Mr John Boothman was suing the Lancashire & Yorkshire Railway for injuries which he allegedly sustained in a collision which had occurred in Preston on July 18th, 1872, whilst on his way to Blackpool. The plaintiff was a prominent member of the Accrington Board of Health, and the case had aroused much interest amongst the townspeople of Accrington, several of whom were in attendance in the courtroom. Although the L & Y had accepted responsibility for the accident, the question was how serious were the injuries that Boothman had sustained, if indeed he had been hurt at all. Mr Kay QC with Mr Edwards, were appearing for Boothman, whilst for the L & Y the legal team consisted of Mr Pope QC, along with Messrs Russell and Jordan. During the trial it was revealed that Boothman had previously stood trial for perjury and had been acquitted, but had served 10 days in gaol. He also admitted being found to have committed an immoral act. After hearing all the medical evidence, the Judge advised the jury that if indeed injuries had been sustained, it was just a matter of the amount of compensation the plaintiff would receive. Following short deliberations, the jury found in favour of the defendants and the case was dismissed. It was then revealed that prior to the hearing an offer of £250 had been made to withdraw the suit but had been refused and on several previous occasions, and Boothman had actually purchased other actions for damages against the Railway Company.
May The Bill concerning the amalgamation of the Lancashire & Yorkshire Railway with the London & North Western Railway, was placed before a Select Committee of the House of Commons.
July Mr J. C. Hindle, who had worked at Accrington Station for twenty-three years, was promoted to District Superintendent of the Liverpool Division of the Lancashire & Yorkshire Railway. He had always been a supporter of the town in various organisations. He was succeeded by Mr Winterbottom from Burnley. In December Mr Hindle, who would retire from the L & Y after twenty-seven years, was presented with two bronze vases, an elegant timepiece and an illuminated address out of donations totalling 100 guineas, which reflected the respect of his colleagues.
August On Wednesday evening, the 17th, the 7:40pm train to Manchester started off from Accrington Station with an engine on the front and another at the rear banking the train. This got about halfway up Baxenden incline when due to a steam pipe splitting the train locomotive stalled to a halt, the jerk causing the couplings to snap. The train then began to roll back down towards the station, the speed only being moderated by an application of the brakes on the banking engine. With sparks flying and a great screeching of the wheels it finally was brought to a standstill from where it had started on the platform. No passengers were injured but many were alarmed. The defective locomotive was removed and a replacement found within ten minutes, when the journey continued behind the new one.
October On Saturday the 18th, at Preston Quarter Sessions, the L & Y were contesting the new rateable value to be imposed upon them by the Haslingden Union, which encompassed Accrington. Mr Edwards for the Company, said that in ten years there had been an increase in rates from £400 to £1,248 per mile of track. Mr Leresche said, according to the valuation made during 1862, the estimated gross rental of the Company was, within the township of Accrington £132 – 18s – 0d, with a net rateable value of £106 – 5s. These had remained the same until this year when it had been raised to £283 – 9s gross, and £234 – 14s respectively. The gross estimated rental was made up of £147 – 12s for the lines, plus £135 – 17s for the buildings, whilst the net rateable value of £234 – 14s included £111 – 14s for the station, and £123 for the lines. Mr Dugdale, the Chairman of the Board of Directors of the L & Y, had informed his shareholders on the takeover of the East Lancs Railway in 1859 that revenue stood at £824,490 whilst in 1873 this had risen to £1,600,239, and at the present time they were paying a dividend to holders of ordinary shares of 7¾%. The L & Y had also refused to open their books for examination, so that these figures could be tested according to Mr Leresche.
A former accountant for the L & Y, Mr Edge, stated that the earnings per mile between Baxenden and Haslingden in 1852 were £3,178, and between Baxenden and Accrington £3,055 per mile, the average for the whole of this section being £3,180. By 1870 this had increased by over 51% to £6,150. According to the books, this had risen again to £7,358 in 1872. The number of trains operating on the line between Accrington and Haslingden was 380 each week. On the Accrington side of Baxenden Station the average revenue was £5,865, whilst on the Baxenden to Haslingden section this figure was £6,100. Mr William Benbow, from the L & Y’s accounts department was called to give evidence, and he produced a set of traffic returns for the line, but these he admitted did not include the revenue generated for the transportation of coal. A Mr Botte was then called and he presented figures which should be deducted from the gross earnings of £4,286 with regard to the operating costs of the line, chiefly those related to the locomotives and their maintenance.
In his summing up Mr Edwards stated, “I have found no justification for the trebling of these rates, and the case for adding 80% for the increase in traffic has not been proven. Having made a deduction from 15% to 10% upon the tenant’s capital and allowing £415 for working expenses, it has only increased the rateable value from £400 to £500 and not the £1,248 sought”. The Chair did allow Mr Leresche £50 on application, before adding, “I hope in future both sides would deal in a more moderate and conciliatory manner when this issue comes up again in the future”.
December On Thursday the 30th, a 26 year old man Edward Brierley, who was a labourer at Metcalf’s Chemical Works, was taking a shortcut home with a workmate William Clayton. They had gone down the railway embankment with a view to going along the lines, when a train due in at Accrington at 4:50pm passed by at speed. Clayton had stepped clear but then realised his colleague was missing. He discovered him further down the track unconscious with severe head injuries. He was taken to the Crown Hotel, but passed away having never regained consciousness. The inquest into his death was held at the Britannia Hotel on Nuttall Street the following day, in front of Mr Hargreaves, the Coroner, who concluded he had been struck by the buffer of the locomotive. A verdict of accidental death was recorded.
1874 This was the year that F. Attock took over the post of Carriage & Wagon Superintendent of the L & Y. He was instrumental in replacing 4-wheel stock with bogie carraiges.
January Mr Dugdale, the Chairman of the Directors of the L & Y, wrote to the Board of Trade to respond to the criticisms of the Company’s safety record and its punctuality. He quoted the fact that in 1872, the railway had handled 30,054,980 passenger journeys, and carried 10,807,586 tons of freight, with only four passenger fatalities and these had all been incurred in just one accident.
February On the 2nd, a collision occurred when the 10am train from Accrington to Burnley, moved off the platform and had only gone a few yards when it struck a luggage train which was going across the points in front of the East Signal Box. The buffers of both locomotives were broken off and they derailed, whilst a side was ripped off one of the carriages. Fortunately there were only about a dozen passengers on the Burnley train, one of which was attended to by Dr Russell before continuing on his journey. In a statement it was said that this accident was the result of “forgetfulness and carelessness” and should never be repeated again.
April Following appeals made at the Quarter Sessions in Preston in January, when the L & Y again lodged an appeal against the rates being levied upon them by the Haslingden Union for the lines running between Haslingden and Accrington, an agreement was reached between Mr Leresche for the respondents, and Mr Addison for the appellants. They decided to refer their cases to Mr Higgin QC, of Manchester, as the arbitrator. He had forwarded his judgement to a meeting of the Quarter Sessions, on the 10th. It was then revealed that on the previous Wednesday, three days before the QC was to hear the evidence, the L & Y had sent a telegram withdrawing their appeal, and it was decided to enter an award against them for the costs of the court.
On Saturday the 25th, a celebratory dinner was held at the Petre Arms in Rishton, to honour Mr Davis the Station Master at Rishton Station. It was said that during his five years he had discharged his duties with great distinction, which had earned him a promotion in the eyes of the L & Y. Mr J. W. Clarke, from the Head Office of the Goods Department in Manchester, was pleased to present Mr Davis with a gold pocket watch and chain, valued at 20 guineas which had all been freely raised in donations. Following the many tributes, Mr Davis stated he hoped he would continue to serve the Company and the people of Church in the same way that he had done in Rishton.
June On the 30th, an Accrington Pointsman Thomas Heys, who had formerly worked for the L & Y in Bury, was killed in the tunnel at Bury Bolton Street Station when he was struck by a locomotive engaged in shunting duties on the up line. It was very dark and raining heavily when the guard on the station pilot engine spotted his body at about 10pm. It was thought he was crossing the lines attempting to board an Accrington-bound freight train in order to hitch a ride back to Accrington. At the inquest a verdict of accidental death was recorded.
August Another tragedy occurred on the 2nd, to a young married man, Robert Wilson, who was part of a gang working on the lines on the railway bridge near to Simpson’s Colliery in Church. At 5:10pm he was struck by the Blackburn express receiving a fractured skull. The train stopped at Church in order to report this accident, and his body was recovered and carried to the Navigation Inn on Blackburn Road. He was a resident of Steiner Street in Accrington.
On the 15th, at a meeting of the Clayton-le-Moors Local Board, Mr Haywood moved a resolution seconded by Mr Bradshaw, that a committee should be formed consisting of a chairman and four members, to make enquiries of the directors of the L & Y, in an effort to have the lines extended beyond Accrington into Clayton. This resolution was passed and Messrs Calvert, Christie, Haywood and Leary were appointed, but it was then decided to increase this committee with the addition of Messrs W. E. Taylor, A. Appleby and Joshua Hacking.
September An accident occurred at Accrington Station on Wednesday the 2nd, when an unbraked Corpse Van, probably following a heavy shunt, began to roll over the crossings. At 8:50pm a train from Blackburn to Burnley was approaching the viaduct in order to reverse back onto the platform, when it struck this van smashing it to pieces. The debris broke down the wooden retaining fence, whilst the train engine was derailed tearing up the track for some length, before coming to a standstill just short of the wall over Blackburn Road. The driver and his foreman both were shocked after receiving a severe shaking, and even though many of the passengers were also shaken none received any physical injuries. A gang of men were quickly on the scene, and worked through the night to clear the lines and repair the tracks, but it was not until 10am the following day that normal service was resumed.
October The Midland Railway was under pressure from the councils of Burnley and Rochdale, to fulfil its promise to construct a line from Colne via Burnley, through Bacup and Rochdale, to Guide Bridge. The Bacup Local Board would also pledge its support to this appeal.
December On the instruction of the Board of Trade, Captain Taylor was assigned to look into and report on the spate of accidents on the L & Y’s railways in and around Accrington Station. The first accident he reported upon was one which had occurred on September 25th, when the engine on the 6:15pm train from Manchester derailed when passing over the points opposite the platform. He discovered that the rod which moves the points had come out of its pulley and this had not been noticed. He recommended that a guard should be placed over this rod to stop it from coming free, and this was a modification which was being fitted to all new points currently being installed. When dealing with the accident involving the Corpse Van, he concluded that in future all points should be interlocked with the signals, as a stop block would have prevented this van from exiting the siding onto the running lines. The L & Y had since contacted him to say that they were prepared to carry out this modification at once.
On the accident which occurred on October 11th, in which seven carriages and a van were being shunted on the line opposite the ticket platform at the south end of the station, and not stopping in time had come into violent contact with a rake of carriages to which they were to be coupled. He concluded that this was the fault of the Guard, who had misjudged the distance and then not applied the brake as hard as was necessary in order to avoid the crash in which two passengers were hurt. The train had come down a section of incline with a gradient of 1 in 40 before entering a section of level line about 100 yards in length, but the rails were wet and slippery. The train had travelled about 80 yards before the collision.
In summing up Captain Taylor said, “On investigation I have discovered that there has been several accidents of a serious nature at Accrington Station within the past twenty years, which had less severe consequences than might otherwise have been the case. I conclude that the methods of operation there are most unsatisfactory, but cannot possibly be resolved whilst the station remains in its current configuration. Although this will require a substantial amount of expenditure in order to find a satisfactory remedy, I must recommend that this important station be enlarged and rearranged as soon as it is practical”.
1875 January The firm of John Parker of Accrington constructed a warehouse for the handling of grain in the goods yard of the railway with an entrance/exit off Scaitcliffe Street at a cost of £2,800.
On the 4th, four Church men Messrs Clegg, Grime, Heaps and Wolstenholme brought a case against the L & Y for the sum of 5/10d, the taxi fare from Blackburn Railway Station to Over Darwen. On November 30th last, their train from Church was running thirteen minutes late due to thick fog, and they missed their connection onto a Bolton-bound train. The Station Master in Blackburn, Mr Houghton, explained that it was practice to hold trains for ten minutes, and that instead of arriving at 10:18 the train had pulled in at 10:31, three minutes after the Bolton train had been dispatched. His Honour ruled that the Darwen train had been held for a ‘reasonable’ length of time and dismissed the charge against the L & Y.
February Several influential manufacturers met together to discuss the plans drawn up by Mr Tattersall, for a scheme to be named the ‘New Lancashire Manufacturing Town’s Railway Company’. This proposed line would connect Manchester and Colne via Middleton, Heywood, Rochdale, Bacup and Burnley, to meet with the Midland Railway’s lines.
Employees of the L & Y forwarded a raft of grievances to put before the directors of the L & Y. They stated that they deplored the fact that their working day could be anything from 12 to 15 hours long, whilst receiving no extra remuneration for this extra time. On every alternative Sunday worked, the day could be anything between 8 and 18 hours long, and this included for Station Masters, Inspectors, Guards, Ticket Collectors and Examiners, the railway’s Police, Shunters and Porters, and even more dangerously for Signalmen. Whilst describing the overall state of the railway as “appalling”, the memo suggested that work should be limited to 10 hours per day, with the exception of Signalmen who should be limited to a maximum of 8 hours per day and all Sunday working should be paid as overtime.
On Saturday the 27th, Robert Marriott, a Line Inspector with the L & Y, was killed at Accrington Station. In order to tackle the Baxenden incline the Manchester trains were double-headed, and on this particular occasion both engines were blowing off steam simultaneously, and as they departed a large emission from the safety valves had formed a dense cloud. Marriott was crossing the lines having got down from the platform to go back to his office, when he was struck by a van which was being shunted and came at him through this cloud. It initially struck him in the back, but then ran over the top of his head. Doctors Ewart and Raith, were summoned from the nearby Accrington Dispensary, but to no avail as the 51 year old had already passed away. The inquest was held at the Derby Hotel on St. James Street, where the body had been taken, and following witness statements a verdict of accidental death was recorded.
March On the morning of Saturday the 20th the train from Manchester had arrived at 9:50 on Scaitcliffe Bridge and had been divided as was usual, with the front portion going on to Burnley, whilst the rear section had been shunted onto the Blackburn siding. At 9:59 this section was hit by a guard’s van which had come down Baxenden Bank at a ‘frightful’ speed. There was no time in which to raise an alarm before it smashed into the guard’s compartment of the rear carriage, which was completely caved in. Fortunately, the Guard who had locked down the brakes had left it to go through the train to collect tickets. The rest of this carriage contained two 2nd Class compartments, the middle carriage was for the 1st Class, whilst 3rd Class passengers were in the carriage furthest from the impact. The force of the collision threw the 1st Class carriage off the lines, and all the plate glass windows in the carriages were displaced. Mr Pearson, the Station Master, was quickly on the scene, and Doctors Cannell, Byles and Booth were sent for. Those passengers that were injured to the point where they could not walk were carried to the waiting rooms. It was rumoured that a Rawtenstall man, George Furness, had been killed, but this proved to be false. The Guard’s van, which weighed not much more than ten tons, was of the oldest type still being used on the L & Y. An immediate investigation was launched as to the cause of why it came down the incline in this way.
In 1875, Mr Jesse Holman, who hailed from a village near Stratford-upon-Avon, became a porter at Baxenden Station and within a year had graduated to signalman there. One year later he was transferred to Accrington in the capacity of ‘Relief Signalman’ for the district, and worked in several of the local cabins. He was also a member of the Accrington Naturalists & Antiquarian Society, twice being elected as President.
Just below Baxenden Railway Station was a goods siding belonging to a colliery, and a curve in the lines prevented trains departing Baxenden Station from being seen, so a driver and guard had to keep a sharp lookout in order not to go across the points when a train is due. If the Manchester train happened to be running late, then a driver of a goods train might decide that there was sufficient time for him to go over the junction on to the running lines. A train had been allowed to pass through, and in order to make up the goods train some extra wagons had to be attached, and the guard’s van was put onto the running lines in order to allow this to take place. The Guard was expected to set the points and as the van rolled past he had tried to board it. On this occasion he was too far away and could not reach the van as it began to pick up pace. He called out to a young man, a greaser called Thomas Ashton, to jump aboard the van and apply the brakes, which he did. But he was not a railwayman and did not know how to release the catch on the ratchet that controls the brake wheel, and as a result he wound it further off rather than on! The van began to descend the 1 in 38/40 incline, the steepest on the L & Y at a speed which reached 60mph. After he had jumped clear realising he could not stop it, Mr Walmsley, the guard who should have been in control of the van, had been suspended from his duties.
A letter was received from the Manager of the Colliery –
Sirs, an incorrect impression has been spread abroad that the Guard’s Van had escaped from our sidings at the colliery. The Guard had recklessly allowed the van to escape his control from a goods train which was adding some empty wagons. The Guard had called out to one of our workers to try to stop the runaway van. On discovering he could not, because he was not conversant with the workings of the mechanism, he quite correctly jumped clear for his own self-preservation. We understand that the L & Y’s instructions were, that when shunting wagons from Accrington into our siding, the Guard should park his brake van below the crossing on the up line, and not send it over beforehand. It is apparent the Guard on this occasion was not following the correct procedure in order to save himself a bit of work. Yours, George Hargreaves, March 3rd.
April Having been appointed out of two hundred candidates, to the post of Station Master at Accrington Railway Station, Mr Pearson was to resign from the post in order to become the manager of Southport’s Winter Gardens and Aquarium. He had worked for the L & Y for eighteen years, the last four of which were in post at Accrington where he was held in very high esteem by both staff and passengers alike.
May The L & Y were advertising for tenders to construct a new grain warehouse at Accrington’s Railway Station. This would ease congestion at the goods warehouse which was already stocked to capacity.
On Whit Monday a tragic accident occurred at Church Railway Station, which resulted in the death of a porter Dominic Conway. A special relief train had stopped on the up platform and whilst it was there, the ringing of a bell sounded the approach of the express from Liverpool. This train only stopped to set down passengers at Church, but on this occasion there were none so it came straight through on the down platform without slowing. On walking around the back of the last carriage of the stationary relief train Conway was struck by the express and killed instantly. Two days later, an inquest recorded a verdict of accidental death. He had been employed at Church Station for a substantial period of time.
June There was a dispute centred on the irregularity of the fares charged by the L & Y. It was the case that a person travelling from Bacup to Baxenden, via Ramsbottom, could do so for 8 pence 3rd Class. But if that person travelled from Bacup to Accrington, the fare was 1 shilling for the extra two miles, although the fare between Baxenden and Accrington was only 2 pence. So if the traveller bought two tickets, one from Bacup to Baxenden and a second ticket from Baxenden to Accrington, they could do the same journey for 10 pence, a saving of 2 pence! Ticket Collectors had recently been demanding an extra 4 pence for the final two miles with mixed success. However, when this was tested in law it was found that they were out of order, and the L & Y could not legally charge 4 pence from Baxenden to Accrington.
A presentation was made at the Greyhound Inn to Mr David Davis who had been the Station Master at Church Station. He had worked upon the railway for twelve years, starting as a porter on 16 shillings a week. Many tributes were made to David, who was leaving to take up a post with a branch of Metcalf’s Chemical Works in Sheffield. Following speeches by Messrs Kerr and Duckworth, and other representatives from the communities in Church and Oswaldtwistle, Mr J. W. Clarke, District Agent of the L & Y, presented him with an illuminated address and a purse containing twenty gold sovereigns. Mr Davis would be succeeded by Mr Taylor.
In the evening of Sunday the 18th, a tea meeting of employees and friends of the L & Y was held in Crawshaw’s Public Hall. After refreshments the Chairman, engine driver John Hawkins of Bury called to the attention of the large gathering, that it was to further the interests of the servants of the railways that this meeting had been called. A member from Accrington, H. Dickinson, said they had met amongst other things to discuss the plight of a young employee, who through no fault of his own had the misfortune to be badly hurt following an accident at Rose Grove. He was a member of the Amalgamated Society of Railway Employees, which provided that all disabled ex-employees should receive 5 shillings each week. He stated he had made a study of the L & Y’s interests, which included its safety record with regard to the public and its employees. He felt that every man should take up membership of the Society, so that when every train ran it was his duty to be as responsible as possible for the safety of the public, the property of the Company and his own personal safety. He had discovered that during 1874 there had been 1,124 lives lost on the railways and over 5,000 people injured in railway accidents. During the evening a presentation was made to the goods guard William Gibson of £20 who had been injured in the Rose Grove accident.
October In the afternoon of Sunday the 7th, about 150 railwaymen met at Crawshaw’s Public Hall to march in procession to St John’s Church in Accrington, where the late Robinson Gibson had been a trustee, to attend a memorial service held in honour of their friend and colleague.
December On Christmas Eve, the 9:20am express from Accrington to Salford was approaching Helmshore at speed before making its first stop in Haslingden, when the third carriage left the rails. The driver detecting that something was amiss stopped his train as soon as was possible. It was found that the rear axle of this carriage had snapped off in the boss of the wheel, but fortunately the chain couplings had held fast and had kept the carriage upright on the rails despite travelling for over half a mile on the sleepers. Had the driver not acted so quickly, it was likely that this carriage would have gone down a steep embankment, with the possibility of serious injuries to the passengers, even fatalities.
During the evening of Boxing Day a Salford to Colne train, having run through onto the viaduct, was reversing back onto the platform when the rear carriage derailed on the crossing points, hitting the parapet and dislodging several of the heavy coping stones. These fell down into the yard where the stables were located, fortunately on this occasion no animals or people were hurt.
During the month several passengers were prosecuted for attempting to defraud the Lancashire & Yorkshire Railway by travelling without valid tickets. Two labourers from Accrington, Henry Heys and Reginald Rickets both had purchased tickets to Accrington but had stayed on the train to Huncoat without paying the excess fare. Another prosecution was brought against Rupert Lambert on evidence offered by a Commercial Traveller, Harold Moscrop from Bolton. He stated on departing out of Burnley Barracks Station he heard the accused claim he owed an excess fare from Accrington, when in fact he had boarded the train in along with Mr Moscrop in Blackburn.
CHAPTER 3
1876 The firm of Stevens & Co. were responsible for the construction of signal boxes on the L & Y system, and Accrington South Box was one of their creations which opened during this year.
April On the 7th, the trial was held at Preston Quarter Sessions of two Helmshore men, who it was alleged, had stolen goods to the value of over £100 from the L & Y. It was stated that trains ascending the steep incline between Haslingden Station and Helmshore often slowed to a walking pace which would enable people to jump on and off with relative ease, as had been the case with the 11:40pm goods from Ramsbottom. The L & Y’s Inspector of Railway Police acting on a tip off had gone to a house at Top-o’th-Brow in Helmshore belonging to Richard Webster and then to the house of James Quinton, also in Helmshore, where he had discovered a horde of items which the occupants could not account for. Webster had previously worked on the railway as a goods guard and had a previous conviction for a felony of this nature, whilst Quinton had also worked on the railway as a platelayer so both were acquainted with how trains operated on this section. It had been established that over a period of weeks in 1875 trains had been boarded and whatever goods they found had been thrown out for retrieval later. Both men were found guilty. Webster was sentenced to seven years penal servitude followed by an additional seven years under police supervision, whilst Quinton received eighteen months imprisonment with hard labour. Only about £30’s worth of stolen property was ever recovered.
May An accident occurred on the 3rd, on the viaduct outside Accrington Station, which might have had disastrous consequences. The last train from Manchester had arrived in Accrington at 10:25pm, and had run onto the viaduct for tickets to be collected. As was normal practice it then began to reverse onto the platform for the passengers to alight, before going out onto the viaduct again in order to reverse into a siding. As it was setting back for the second time, the rear van was seen to jump the rails when passing over the crossing and it swung around hitting the stone buttress of the parapet with enough force to dislodge the coping stones, sending masonry crashing down onto Blackburn Road. A whole section of the battlements went cascading down some 40 feet and unfortunately for John Henry, a local fish merchant, he was struck on the head receiving serious facial wounds. He was picked up and taken to Mrs Holden’s house adjoining the viaduct where he was seen by Messrs Booth, Harley and Ruttle, local surgeons. The van was left protruding over the parapet. The Superintendent of the East Lancs Section was quickly on the scene with a gang of men, and two engines were able to pull the van back up onto the rails. Repairs were also required to the pavement and the roadway under the arch. The following day Mr Henry was taken to Blackburn Infirmary, where it was expected he would make a full recovery, whilst an investigation was opened into the causes of the accident, which would have had far more serious repercussions had it occurred at any other time of the day.
It was announced by the Midland Railway Company, that with the opening of the line from Settle to Carlisle the journey time from Accrington to Edinburgh and Glasgow had been drastically reduced. The first train to depart from Accrington via Skipton at 10:22am would now reach Glasgow at 5pm and Edinburgh at 5:10pm, whereas the second train from Accrington at 3:20pm would give an arrival in Edinburgh at 9:15pm. There were three return trains from Glasgow at 10:15am giving an arrival back in Accrington at 4:19pm, the 2:30pm back at 8:40pm and the 4:35pm at 11:30pm. This last train would then split with one portion going on to Manchester at 11:35pm stopping only in Bury, whilst the rear portion would continue on to Liverpool.
There were some new trains in the timetable for Accringtonians in June as follows –
- An Accrington to Burnley train at 05:20.
- An Accrington to Burnley and Stansfield Hall train at 09:15.
- An Accrington to Manchester train at 10:25am.
- The 08:50 train to Manchester was retimed to depart at 08:47.
- A new ‘fast’ train from Accrington calling at Church and Rishton and arriving in Blackpool at 1:15pm.
- There was also a 5:50pm from Burnley calling at Accrington and Blackburn for Preston.
July On the 1st, Mr Enoch Bowker published a small railway (and omnibus) guide for Accrington. It was reported, “This guide is got up with sufficient good writing paper included, in order to make notes, and therefore cannot fail but to please the purchaser”. If it was found to be a success then it would be published on a monthly basis. Also on the 1st, the annual sports day of the Lancashire & Yorkshire Railway took place at Aintree Racecourse.
On the 29th, Colonel Hutchinson of the Board of Trade published his report on the accident which had occurred on May 3rd. He concluded that the circumstances were it was the signalman who had thrown the points as the van was passing over them, but of this he could not be absolutely certain. He did say that all points should be fitted with locking bars at both ends of this crossover. The extent of the damage was a section of the parapet 1´- 3´´ thick, 2´- 9´´ high and 9 yards long had been dislodged into the road below. The van had sustained a broken headstock, buffers and damaged brake guard, whilst the carriage coupled to it had its brake gear bent, but they had remained upright. He once again reiterated the fact that due to the layout at Accrington Station, trains were constantly being required to reverse onto the one platform. Evidence was given by signalman Napoleon Rowe, who had spent two years at Accrington. He stated the driver of the train had not started back until after he had given him the hand signal to do so. The driver, William Kendal, explained that he was in charge of a train three carriages and the van in length, all of which were fitted with Fay’s continuous brakes. He said he had pulled well forward of the crossing points, and after about a minute he had received the signal for him to draw back into the siding, he then felt a jolt as the rear of the train had gone over the crossing. He had gone back to see what had happened and noticed a mark on the check rail where the wheels of the van had gone over it. He also saw the wheels of the carriage coupled to the van had also come off the rails. In his summing up Hutchinson stated, “Once again the Lancashire & Yorkshire Railway should be petitioned to remodel Accrington’s Station, before there is any further increase in the volume of traffic. At present it is lacking in proper accommodation for the public, and its servants were working in the most difficult and unfavourable conditions”.
September On the 2nd, a special excursion for the 700 strong work-force at Sykeside Mill, had departed Haslingden at 5:30am for a day out on the coast. The return left Blackpool at 7:15pm and it had arrived back in Accrington at 9:30pm, where the train was not due to be shunted onto the viaduct but to take the avoiding line from Blackburn to go up the Baxenden incline. Having been halted short of the junction, the train then set in motion when two carriages in the centre of the rake jumped the rails. The driver stopped the train immediately when he realised that something was wrong, but in the meantime a 1st Class carriage had tumbled onto its side, whilst the 3rd Class carriage coupled to it had been prevented from tipping over by a signal post which it was leant against. This was fortunate as it was crammed full of passengers and had all of its windows open to the night. Eight people in the 1st Class carriage were injured, the remainder returning to Haslingden by service trains. This accident was caused by the pointsman changing the points whilst the train was going over the crossing.
On the 9th at between 2am and 3am a train of empty passenger stock coming from Manchester, ran into the rear of the Bury goods which was standing in the platform at Baxenden Station. A couple of wagons were derailed but no one was hurt and the line re-opened within two hours.
At 9pm on Tuesday, the 22nd, a goods train was observed coming down the Baxenden incline with several wagons ablaze. The fire was centred on a wagon containing railway sleepers impregnated with creosote, which was uncoupled from the engine’s tender and then shunted under a water column used to fill locomotive tenders, but the flames were too fierce and the water could not be directed onto the source. The District Superintendent, Mr Goodier, had a lad called Duckworth place a ladder against the side of this wagon to direct the water into it. It quickly filled, but this left burning oil floating on the surface. Finally, the fire was subdued after Mr Goodier had decided to take the wagon to a place away from the buildings to allow it to burn out. All trains were delayed by about three hours. It was thought that a spark from the engine of the Scots express, which had passed it further up the line, was the cause of this fire.
October Colonel Hutchinson, in his report on the accident involving the Sykeside Mill excursion, said the signalman had entered the passing of the train in his log, and by mistake set the points wrongly. Hearing the calls of a lineman, he then tried to correct his error by attempting to throw the points whilst the train was passing over them, thus causing the carriages to derail. Again he called for locking bars to be installed on all points to prevent this type of accident.
A 27 year old labourer, William Singleton, received fatal injuries at Great Harwood Railway Station on the 17th. He was a member of a gang who were loading earth onto wagons to take to Martholme Viaduct, when the signal was given for the workmen to get onto the wagons as the train was about to start. However, Singleton fell backwards and a wagon ran him over severing an arm and a leg. Despite the attentions of Dr Patchett and being taken to Blackburn Infirmary he passed away. A verdict of accidental death was recorded at the inquest.
There were several changes to the trains affecting Accrington and these were as follows –
- The 5:50am Burnley to Accrington was withdrawn.
- The 5:20am Accrington to Burnley was withdrawn.
- The 9:14am Accrington to Todmorden was withdrawn.
- The 2:10pm Accrington to Todmorden would now run at 2:30pm.
- The 4:08pm Accrington to Burnley was withdrawn.
- The Sundays only 2:50pm Burnley to Accrington was also discontinued.
- The Sundays 4pm Accrington to Todmorden was withdrawn, as was the 8:05 Todmorden to Accrington.
- The Sundays Accrington to Blackpool via Preston and Lytham was another loss.
- As was the Sundays only 2:25pm Accrington to Blackburn.
On the 27th, members of the Great Harwood Local Board met with the Directors of the L & Y at Hunts Bank, to discuss the opening of the Harwood Loop Line. Messrs Haydock the Chairman, R. Chippendale the Clerk, and Mr T. Wansley who appeared on behalf of the Lord of the Manor along with various dignitaries and businessmen, were courteously received and their views heard.
November It was agreed, that because Mr Higginson QC had accepted no fee for his professional services on behalf of the Haslingden Union in its recent case against the L & Y, held at the Quarter Sessions, it was resolved to make a gift to him from the Guardians of the Union.
The Church Local Board were in discussions with Mr Thornley, the L & Y’s Engineer, as to the siting of a new siding. Mr Sandeman was elected to enter into discussions with Mr Lloyd, the owner of the land in question, as to what price he was prepared to accept. However, later this was rejected by the Board of the L & Y as being too high.
December Included in the L & Y’s Railway Bill, which was to go before Parliament in the next Session was the purchase of the Crown Hotel on Blackburn Road, the adjacent Crawshaw’s Public Hall and properties along King Street including the Craven Heifer beer-house. As a result of this, the Local Board of Health for Accrington, had requested an interview with the Chief Engineer of the Railway Company.
It was reported that after several years and numerous delays the Harwood Loop Line was now open throughout for goods traffic. This would relieve congestion at Accrington’s Station as freight could now pass between Blackburn and Burnley without touching the town’s junction. The line had been engineered by Mr Sturgess Meek, the Chief Engineer of the L & Y.
On the 30th, engine driver Briggs was in charge of a luggage train coming down Baxenden Bank, when he stepped down from the footplate whilst the train was still moving slowly in order to check the brakes. He slipped and fell and a wheel passed over his leg, which was so badly injured it had to be amputated later.
(In the railway boom both Great Harwood, with a population of about 6,000 and Padiham with a population of around 8,000 in 1870, had both missed out on being connected to the railway system, and the result was a new line.)
THE HARWOOD LOOP LINE
(Extracts from the Parliamentary Bill authorising the construction of this line.)
Whereas it is expedient that the Lancashire & Yorkshire Railway Company should be authorised to construct an additional line of railway between Blackburn and Padiham, and whereas Plans & Sections showing the line and levels of the proposed railway, and also a Book of Reference containing the Names and the Owners of Lessees, and of the Occupiers of the lands required, or which may be taken for the purposes thereof have been deposited (under the Title of ‘Lancashire & Yorkshire, North Lancashire Loop Line, Astley Bridge Branch’), with the Clerk of the Peace for the County Palatine of Lancaster – and whereas the Proposed aforesaid cannot be effected without the authority of Parliament. May it therefore please Your Majesty that it may be enacted by, and be it enacted by the Queen’s Most Excellent Majesty, and by and with the consent of the Lords, Spiritual and Temporal, and Commons in this present Parliament assembled, and by authority of the same as follows –
This Act may be cited for all purposes as the Lancashire & Yorkshire Railway Company (Blackburn & Padiham) Act 1866 – “The Lands & Clauses Consolidation Act 1845”. “The Lands Clauses Consolidation Act 1860”, and Part 1 of the “The Railway Clauses Consolidation Act 1863” (relating to the construction of a railway), and the Clauses and Provisions of the “Company Clauses Consolidation Act 1845.”
And also Parts I and II of the “Companies Clauses Act 1863”, relating respectively to Cancellation or Surrender of Shares and to Additional Capital, are – (except when expressly varied by this Act), incorporated with and from part of this Act.
Gave power to make a Railway according to the Plans as deposited – “A railway Six Miles and approximately Six Furlongs in Length, commencing by a Junction with the Lancashire & Yorkshire Railway in the Township of Little Harwood in the Parish of Blackburn, near to the spot where this Railway crosses the River Blackwater, passing through Little Harwood, Rishton, Tottleworth and Great Harwood all in the Parish of Blackburn, and Read, Simonstone and Padiham near to a field as indicated upon the Plans as deposited. The said Railway would all be in Lancashire”. Other Clauses in the Act Stated –
- That all and every part of the said sums of £128,000 and £42,600 which this Act authorised the Company to raise by New Shares of Mortgage, should be applied only to the purpose of the Railway and its works as Authorised by this Act.
- That the Land required under the “Railways Clauses Consolidation Act 1845” shall not exceed five acres.
- That the Compulsory Purchasing Powers conferred on the Company by this Act, could not be exercised after the Expiration of three years.
- That if the Railway was not completed and open to the public within the period of four years from the passing of this Act, the Company would be liable to a Penalty at the rate of £50 for every day after the said period until the lines were completed and opened. The said penalty being deemed to be a Debt to Her Majesty in Right of Her Crown, and the Powers granted to the Company in this Act would expire.
- But if the Company had been prevented from completing the Railway by unforeseen Accident or by Circumstances beyond their control, (of which Fact a Certificate under the hand of the Secretary of the Board of Trade shall be sufficient evidence), the Company shall then not be liable for this Payment or this Penalty.
On December the 6th, 1865, Sturgess Meek of the L & Y estimated it would cost £200,000 for the construction of the entire line. (The intention to build the North Lancashire Avoiding Line was made public in the Preston Guardian of February 3rd, 1866.)
On February the 23rd, 1870, the tender of £94,890 for the western section between Little Harwood and Padiham was accepted from Thomas Stone of Newton-le-Willows, whilst James Gregson was in charge of the Padiham to Rose Grove section. He later defaulted on his contract, so it was left to the L & Y’s own workers to finish it off.
It took from 1870 to 1877 to construct what was a 9¾ mile diversionary route, between Blackburn and Rose Grove in Burnley. It was colloquially referred to as the ‘Harwood Loop’, (Great Harwood was the only station on this line which was later absorbed into Hyndburn.) The construction of the North Lancs Avoiding Line, which was the ‘official’ name of this route, had actually begun in March, 1870, although the prospect of this alternative route had been suggested as far back as 1856, in order to relieve some of the congestion at Accrington Station. It would eventually cost a total of £210,626 to build, of which the ten spans of 40 feet each of Martholme Viaduct took up £11,500, which was considerably less than the £18,000 it was thought a masonry viaduct would cost. This was the major works on the line at 700 feet long and 75 feet above the Calder. At first it was stated that the structure would be built out of timber, but within in a week this edict was reversed in favour of stone, which would cost 3 shillings for every cubic foot and sourced from Cunliffe Quarry in Rishton, Coal seams had to be excavated before the foundations of three supports of the eleven arches could be laid. These were then sold by the mine’s owner, James Lomax, for a sum of £1,800, money which was offset against the construction of the viaduct. It was finished in 1874, sometime before the line was opened. Work had been hampered by two years of very wet weather and the original contractor, the late Mr Stone, (who died in 1876), had needed to fill the embankment between Harwood Bar and the Martholme Valley with three-quarters of a million tons of earth, all of which had to be delivered by rail to the site from the Blackburn end. Another cutting between Great Harwood and Blackburn had required the removal of around 180,000 cubic yards of mainly quicksand, plus approximately 200,000 cubic yards of boulder clay at a cutting at Norden in Rishton. A further 300,000 cubic yards had been excavated at Cunliffe, this was mainly blue clay, shale and rock, whilst at Duxbury Woods old mine workings and a culvert and had been uncovered. This required repair using Blue Staffordshire Bricks. At the time when the line was almost ready for opening in January, 1876, a large landslip had occurred, resulting in the level of the embankment dropping at a rate of four feet each day. This carried away a large section of the works where they were 40 feet high through Copy Woods, and it took a further 650,000 cubic yards of soil in order to stabilise it. (This bridge through the woods, Copy Bridge, was later removed after the lines were lifted in 1965).
A short viaduct of three arches was adjacent to Padiham Station. This incorporated a walkway on one side. Another feature was the 1 in 40 incline between Padiham and Rose Grove, which required a banking locomotive to be stabled at Padiham to give assistance to the heavier trains. The route included thirteen signal boxes between Whitebirk Junction at the Blackburn end and Rose Grove on the Burnley side. It also contained the smallest station on the entire Lancashire & Yorkshire system at Simonstone, which was known locally as “Lamp Oil Junction”. This station was to be renamed ‘Simonstone for Read’ according to a proposal made in 1919, but this was not followed through.
August On Saturday, the 18th, the Government’s Inspector of Railways, Colonel Richardson, made an inspection of part of the North Lancashire Avoiding Line, and passed the section between Great Harwood and Padiham as open to traffic. It was expected that the section between Padiham and Rose Grove would follow. Operation of the Rose Grove to Padiham section had commenced in July, 1876, whilst the section between Whitebirk Junction and Padiham did not commence until October 15th 1877, when the first passenger and goods trains ran right through, the delay being caused by the landslip.
On Friday, the 28th, General Hutchinson another of the Government’s Inspectors of Railways, travelled over the section of the Harwood Loop between Whitebirk Junction and Padiham Station accompanied by Mr J. Maddocks, the General Superintendent of the L & Y. Also in the party were Messrs Hunt and Green of the engineer’s department, Mr Wright, the Locomotive Superintendent, Mr Goodier the District Superintendent and Mr Swinbourne, the Permanent Way Superintendent. They departed Blackburn in the engineer’s inspection saloon hauled by one locomotive at 12 o’clock. They halted at all bridges, viaducts and tunnels. In order to test them 2 x 40 ton locomotives were sent behind them, so that they might observe and measure any stresses on the bridges. Gen. Hutchinson also had a carriage uncoupled and allowed to roll back down an incline of 1 in 40 to see how far it would go. It finally came to a stand close to Simonstone Station on a section of level track, which seemed to appease him. They finally arrived in Padiham at 3:30pm, where a large crowd had assembled on the platforms. It was expected that Gen. Hutchinson would publish his report within a fortnight.
(The final scheduled passenger train ran between Blackburn and Burnley on November 30th, 1957. Although regular passenger services had ceased, excursion traffic continued into the mid-sixties and holiday trains operated until 1964. The main freight workings were sustained by coal traffic to Padiham Power Station which had opened in 1927. This traffic also ended when the site was shut down in 1994. In 1957 it was estimated the line was losing £9,600, but it was rumoured that this figure was exaggerated in order to justify its lifting. During the busy excursion periods of the holidays this line was a popular place for train-spotters, as in order to relieve congestion on the Accrington line many of the seaside excursion trains from over the Pennines were routed over the Harwood Loop, bringing Eastern Region locomotives through on their way to the coastal resorts of Lancashire. Due to the severity of the section between Padiham and Rose Grove, freight trains were limited to load no more than 35 wagons/vans, even in later times, when WD and Stanier 8-coupled locomotives were available. It was also said that DMUs could not sustain enough traction at the rails to successfully climb the incline.
Another landmark on the North Lancashire Avoiding Line, was the railway bridge which crossed Whalley Road at Harwood Bar just above Hyndburn Bridge. This was too low for a double deck bus to pass beneath it, and meant services running direct between Accrington, Whalley and Clitheroe, had to be operated by saloon buses, whilst most services avoided this obstacle by diverting around Great Harwood to reach Whalley Road on the other side of the bridge. This structure was known locally as the ‘Ferodo’ bridge, due to the advertisement it carried for that company over a good number of years for their ‘anti-fade brake linings’. This landmark obstacle was removed during 1968.)
1877 It was during this year that the then Lancashire & Yorkshire Railways Carriage & Wagon Superintendent, Mr F. Attock, introduced bogie carriages with gas lighting, in order to replace the unlit 4-wheel passenger carriages. He would go on to introduce lavatories in 1st Class carriages (1884), upholstered seating (1887) and steam heating (1892).
January On Thursday, the 4th, the annual Christmas Dinner of the families and employees of the railway in Accrington was held at Crawshaw’s Public Hall, with the catering provided by Mr & Mrs Crawshaw, the licensees of the Crown Hotel next door.
The L & Y successfully prosecuted John Sharples for boarding a train in Church Station whilst it was in motion. This offence had occurred on November 22nd, last, when the 9:19am train had started off for Blackburn. Inspector Ayreton stated, “First he jumped onto a 1st Class coach then dropped off to jump on again, this time onto a 2nd Class compartment. The Company were keen to set an example, as had he fallen and incurred injury or death then my Company would no doubt have been held responsible in the minds of the public”. He pleaded guilty and was fined 40 shillings plus costs.
At Blackburn Quarter Sessions the L & Y was ordered to pay its rates for the lines and properties under the jurisdiction of the Rishton Local Board of Health. The Poor Rates had been 2 x £202 – 2s in 1874 as they were in January 1875. In January 1876 these rates were £151 – 11s – 6d and in June £252 – 12s – 6d. The Company had previously paid the sum of £850 on account which left £161 – 10s outstanding whilst they had appealed against the last assessment. The Chairman noted that the L & Y had 400 other townships to administer, so deferred any warrants for seven days to allow the Company to attend to the deficit.
February A Sub-Committee was formed in order to mount a watching brief and petition against the L & Y’s proposed extensions in Accrington. There was much debate as to whether they should go to the expense of employing legal counsel, as this could incur great expense. It was stated that the Company’s Bill would first go through the Committee Stage before being put before the Commons. Mr Benjamin Hargreaves asked at what stage the Local Board should employ counsel, as he did not see in what other way they could object to the extending of the viaduct on the Blackburn Road side as was the Company’s intention. He reminded them that Mr Boothman had got up a petition against the amalgamation of the Lancashire & Yorkshire Railway with the London & North Western, and his success had proved to be a great mistake. He was reminded by the Chairman that they were only concerned with the effects this extension would have on Blackburn Road and the owners of the private properties and this was a matter for them. Mr Holgate was at pains to disagree, saying that this widening of the arm of the viaduct over Blackburn Road had been forced upon the Railway Company, because of the constant tirade of complaints by the public, and the continuation of bad reports by officers of the Board of Trade due to inquiries into accidents which had occurred there. “If this widening of the archway proved to be of some benefit to the town, I think we should give it our full support”, he continued. There were some arguments as to whether or not the plans submitted by the L & Y showed a new layout with the platforms set in the middle of the triangle of lines. But the Town Clerk agreed with Mr Holgate that it did not. It was then revealed that the Accrington Local Board had already purchased the stone recess on Blackburn Road as a precautionary measure. Mr Hargreaves said, “There would then be two separate arches over Blackburn Road, which would allow some natural light to penetrate through onto the road”.
Councillor Higham reminded the Sub-Committee, that notice of opposition had to be launched within ten days of the first reading of the Bill, and the Town Clerk was authorised to write to a Mr Maden Holt, informing him of their views. It was then resolved to refer this matter to an extraordinary meeting of the Board.
On Monday, the 12th, another accident occurred at Accrington Railway Station. The Blackburn, Preston and Liverpool train due out at 10:5am was reversing out of the Blackburn siding onto the Manchester line past the signal box, when it started to come back down the incline. Usually the engine which reverses the train back then comes off, and the train is held on the incline with its brakes before it is taken forward by a new locomotive. But the guard was unaware of this method of working, and the carriages began to roll down the slope just as the second engine was coming up to couple onto it. This driver brought his engine to a stand, but before he could wind it into reverse the collision occurred. The impact did much damage to the lead carriage and the loco’s tender. Most of the passengers were thrown off their seats. Some were taken to the Crown Hotel, where doctors Greenwood, Booth and Ewart were called to attend to them. This accident was reported as “Caused by another shunting movement due to the inadequate arrangements at Accrington’s Railway Station”.
An Extraordinary Meeting of the Local Board was held to study the findings of the Sub-Committee’s report on the L & Y’s proposed extensions to the railway in Accrington. Present were W. Green in the Chair, Benjamin & Robert Hargreaves, Messrs Hindle, Maden, Holgate, Broughton, Kenyon, Ormerod, Carter, Entwistle and Higham. The Sub-Committee had met but had received scant information into the L & Y’s plans for this extension. The Clerk had corresponded with Mr Sturgess Meek, but to date had received no reply. What they did know was the plan was to build a second archway over Blackburn Road. The Board had explored the idea of having the new platforms in the centre of the triangle of lines, with access through subway tunnels. Mr Hargreaves asked if the Board had any control over this matter, to be told “not as yet”. He was informed it was the duty of the Board to secure the safest, best and most convenient outcome for the public in its arrangements with the L & Y, not in a spirit of hostility but in one of mutual co-operation. The Chairman suggested there were two options open to them. One was to stand back and allow the Railway Company to do what they felt best, or to adopt a ‘lucus standi’ by launching a watching petition in the House of Commons, in order that someone could speak on behalf of the town. Mr Higham said that when he had visited Hunts Bank to speak with the Directors, he was told that no plans had yet been produced which included the remodelling of Accrington’s Station, and that the Company were only looking towards extending their lines on the Blackburn Road side which would provide an easing of the curve onto the viaduct. The Board’s concern was how this would affect the highway, especially that a second bridge would obscure a large amount of natural light. The Chairman said if they adopted a ‘watching brief’ it was likely that the Company would receive permission in the House of Commons, then it would be too late to do anything and we would have to present any objections within ten days of the First Hearing. Mr Higham was of the opinion, that if the L & Y secured possession of the land required they did not need the assent of the Commons in order to proceed.
Mr Entwistle felt that any improvements to the Station should be concurrent with this proposed development, whilst Mr Holgate pointed out that the L & Y were already going ahead with the compulsory purchase powers to obtain the land and properties for this extension. He felt it was not the Directors they should be petitioning, but the officers and engineers of the L & Y. For without a watching brief in the House of Commons, they could do whatever they wished without having to take into consideration the interests of the public of the town or the reports of the Board of Trade’s Inspectors on the safety of the current situation. By lodging a watching brief they would be in a position to lobby the Committee of the House thereby being able to negotiate with the Company as equals.
They were reminded that when the railway had first come to what was a small town, the railway station then had sufficed, but since then the town had expanded greatly and it was no longer adequate in very many ways. The Government’s own inspectors had said for an important junction it was totally inadequate. Benjamin Hargreaves reminded the Board that they had successfully blocked the merger of the L & Y with the L&NWR, and as a result the carriage of goods on the L & Y was 20% lower than on the other company, which to him was a Pyrrhic victory. He also could not believe that a widening of the archway would not darken the roadway to the extent it would be an obstacle to the remodelling of the layout of the station’s platforms. For with an increase from one to three platforms, more passengers could safely board and alight.
Mr Hindle felt that it was better to work alongside the Company rather than just oppose them, but otherwise the ratepayers might accuse them of being remiss or worst still negligent in their responsibilities. They had already received a notice of intentions from the L & Y, on which they had been asked either to support, reject or to remain neutral. Mr Hargreaves pointed out, that this was only the customary notice issued before all Bills. The Chairman said that it was necessary for them to know how this arm would be constructed, for referring to the one across Nuttall Street in the Woodnook district it was far too low to allow the passage of ‘normal’ traffic. Mr Higham proposed that – “A watching brief be lodged, and the Chairman be empowered to call meetings of the Local Board, and to make provisions for any cost to be met out of the general rates”. Benjamin Hargreaves seconded this proposal, and it was unanimously passed.
In their Annual Report of the L & Y to its shareholders published in February, they stated that the section between Padiham and Rose Grove had opened, and it was hoped that the North Lancs Loop would soon be opened throughout, but that this had been retarded by circumstances beyond their control.
March On Monday, the 26th, forty rate paying people assembled in the Peel Institute for a public meeting of the Sub-Committee of the Local Board, in order to discuss the L & Y’s Bill for an extension to the railway in Accrington. All the Board’s Members were present when Mr Whittaker, the Clerk to the Board, read out the notice convening this meeting. The Chairman opened by stating that they were all aware of the steps that the L & Y intended to take regarding this extension, and that this was “The formal method by which we could lawfully protect the interests of the town, so the resolution I propose reads thus” –
“That this meeting of the ratepayers and members of the Local Board of Health, have convened in a manner provided in Acts 38 and 39, Chapter 55 Schedule 3, and hereby grants consent to the Local Board to oppose the Bill of the Lancashire & Yorkshire Railway Company now before Parliament, to interfere with the roads and streets within Accrington, and that the costs of such opposition be charged against the general rates.”
On questioning, it was explained that the Company’s plans for this extension had not been revealed, except that it was planning to take a piece of land on the north-westerly side of the railway station, but this did not include any improvements to the station itself. Benjamin Hargreaves said that he opposed this plan in its entirety, since the failure of the previous resolution on the merger of the two railway companies when Clayton, Blackburn and Burnley had all given their consent, Accrington had stood out alone. It was his belief that the L & Y along with the L&NWR had planned to construct a large depot in Accrington and to build railway carriages there, and these plans had been thwarted by the Board, principally on the instigation of Mr John Boothman. He stated, “I accept the inadequacy of the Railway Station, but what good would come out of blocking the Company from extending its lines? The roads adjacent to Manchester’s Victoria Station had been darkened, but this has been of no impediment to traffic in Manchester, and this method of mounting an objection is quite frankly ‘frivolous’. I have been informed by a person very conversant in matters of this nature, and he had said it would cost the ratepayers between £400 and £500 to mount a challenge”.
Mr Holgate was also in favour of abandoning all opposition, as the Company’s own Inspectors were always tinkering with the arrangements at the station in order to improve things, and this extension might help them in their task. Mr Dewhurst pointed out that Sheffield Corporation had gone into the Bankruptcy Court having lost £3,500 in an unsuccessful action of this kind, and without first getting the permission of the ratepayers. Mr Turner said, that in Preston the L&NWR had made a complete muddle of the work until the local board had intervened, and it was better now even though it had been going on for years. “Wherever you go you will hear Accrington’s Railway Station being blackballed, as it is a great disgrace to the town”, he said.
The Chairman said, “Despite everything the buildings at Accrington Station are not an eyesore, but there are at least two railway bridges in the town which cause great inconvenience to traffic, one at each end of Scaitcliffe Street. The L & Y have been asked to do something about them, but as yet nothing has been done”. The Parliamentary Agent in Westminster had been in touch, when the Company’s representatives had asked for clauses to be inserted in their Bill, and if these proved to be satisfactory, then the cost would be in the region of £150, not that which had been postulated. Mr Higham said, if the issue was one of light under the arches, then it would be incumbent of the Company to meet the expense of gas lighting. Mr Hargreaves pointed out that the bridge in Woodnook was narrow, because when it was constructed it crossed over what was a narrow pathway, and since then the area had been developed in a way which could not have been anticipated in 1848.
Mr Entwistle pointed out that the arches over Blackburn Road and Whalley Road both leaked water, and even though the L & Y had been served with notices they had not remedied the problems. The Chairman felt that the L & Y were stalling for time in not revealing their plans, in order to thwart the Board from having time to deposit any opposition before the Bill went into the Lords. A local dealer in earthenware, Mr Jones, added that it was safe to travel on the railway until encountering Accrington’s Station. (Hear, hear!) Mr Duckworth enquired if there would be an open space between the two arches, and what would there be to stop the Company from filling them in with even more lines at some point in the future? The Chairman answered by saying, “We would have no such guarantee Sir”.
The Town Clerk having studied the draft plans showing the centre line of the tracks, estimated that the distance between the arches would be, “Somewhere in the region of 35 to 40 yards, and if this were to be filled in, it would create a small tunnel!” The Borough Surveyor was called in to evaluate this plan and said the second crossing of Blackburn Road was some 50 yards from the existing arch and would come off the line at a junction on the corner of Paxton Street, and this would mean the L & Y would have to buy up some dwellings on that Street.
Mr Hindle said that this was the principle entrance to the town centre and therefore the Company should not be allowed carte blanch to construct any archway which blighted the road underneath. Mr Holden was of the opinion that the archway over Blackburn Road was wide enough and high enough so as not to impede traffic, and any new arch should have at least the same dimensions so as to make provisions for footpaths and a roadway.
In bringing the meeting to a close the Chairman stated, that the Board had done its duty in bringing this matter before the public, and it rested with the meeting whether or not proceedings were initiated. If it was stopped then the credit or debit would lie with those individuals who opposed it, and the Board would carry no blame if these alterations turned out to be something which was not expected. He then tabled the amendment – “That this meeting does not sanction any opposition to the Lancashire & Yorkshire Railway Company’s Bill, and that any further expenses would not be taken from out of the general rates, except for those expenses already incurred.” On being seconded and put to a vote, this amendment was carried by a large majority, and the meeting then broke up.
April On the 15th, the Local Board of Oswaldtwistle considered a letter from the L & Y, who wanted to establish a new siding close to the one already in at Blythe’s, and sought permission to purchase the land ‘as quickly as possible’. Having examined a sketch of the plans, the Clerk was instructed to inform the Company that this plot was part of an area which was earmarked for building and this would reduce the value of the development.
A Select Committee, with Mr O’Reilly in the Chair, was appointed to examine the L & Y’s Bill and the opposition from the Accrington Local Board. The Company were represented by QCs Pope and Littler, whilst Mr Pembroke Stevens appeared on behalf of the Board. He stated that if the plans were confined just to making improvements at the Railway Station and not to widening the crossing of Blackburn Road, he would withdraw the opposition to the Bill. Sir John Hawkshaw then confirmed that the plans were confined to making improvements to the station, so Stevens withdrew the opposition to the Bill.
With regard to the Clause which provided that a new bridge was to be constructed in Accrington, Mr O’Reilly said that this was totally without precedent, to which Sir John Hawkshaw stated that “In order to deaden the noise this new bridge would be constructed using stone”. Stevens asked that this Clause should be struck out of the Bill, saying this was all the Board required of them. With regard to another Clause, it had been suggested that the underside of this new bridge should be painted white, which Mr Stevens agreed, the Company would be repainting from ‘time to time’. If this was so then it was conceded that demands that the bridge would have to be lit both day and night would be abandoned. With no witnesses coming forward to give testimony to support this Clause, O’Reilly said it too would be struck out. Supported by Mr Knowles, the Surveyor of the Local Board, Mr Stevens asked that adverts would be banned on the bridge as these caused a dangerous distraction to the public, a situation exacerbated by the narrow footpaths, but O’Reilly dismissed this on the grounds that it would require special legislation, so this too was thrown out. The Local Board also brought forward the question of tolls and rates, but the Committee ruled that these were “just and reasonable”. After it was established that the L & Y did not intend to make any alterations to the viaduct arch spanning King Street and the remaining Clauses had been discussed, the Bill was set to progress in the usual manner.
June On the 1st, the North Lancs Avoiding Line, (the Harwood Loop), seven years in its construction, was opened throughout for the transportation of goods. The first train passed through Great Harwood Station at 8:30am, and a large crowd gathered on the platforms to see it come through. Ten freight trains were scheduled to use the 9 mile long line every day in order to avoid Yorkshire traffic having to pass through Accrington, whilst in a few weeks it was expected it would be open to passengers.
In his report on the accident that had occurred in Accrington on February 2nd, Colonel Ricks said the testimony given by the guard showed he had mistaken the engine which had brought the train from Preston for the locomotive which would haul it back. He had never known an instance when it was out in front of the train, as it was on this occasion and of it being attached whilst it was still stabled on the incline, whilst the train engine was being uncoupled with the stock still parked on the slope. He had been sorting parcels at the moment when it broke loose, and he was alerted by shouts from the staff on the platform, he then had applied the brakes but not soon enough to avoid the collision. The driver of the engine also had not realised what had happened until too late, his locomotive suffering a broken buffer casting, but thankfully it and the carriages had stayed on the lines. Ricks concluded that this accident was the fault of the guard, but had been made worse by the complicated arrangements which still prevailed at Accrington Railway Station.
July A memorandum was sent by the Local Boards of Padiham and Hapton to the Board of the L & Y, exhorting them to open the section of the Harwood Loop Line to passenger traffic between Blackburn and Padiham. A reply was received stating that it was the Company’s intention to do so by September 1st, exactly one year after the line between Padiham and Rose Grove had been opened. Now that goods which once used to be delivered to Rishton Station en route to Great Harwood could be delivered direct, the merchants of the town along with those from Rishton had organised subscriptions for a presentation to Mr Pearson the Station Master there for his services. At a sit down supper at the Walmsley Hotel in the town he was given a gold pocket watch with an Albert to the value of £29.
September On Friday, the 21st, an inquest was held on 7 year old Richard Leach of Marsden Street, the son of a Clogger. On his way to school he had clambered up the embankment near to the Woodnook Bridge in order to take a shortcut, when he was hit by the Manchester to Colne train. At a sitting held in the Britannia Inn on Nuttall Street the Coroner stated, “The Railway Company are not obliged to fence off the lines, except when they border upon land on which livestock is held, and certainly not on lines where there was a steep embankment, where anyone going onto the lines was trespassing”.
October On Monday, the 15th, the Harwood Loop opened throughout for passenger traffic. The first train was the 07:35am from Rose Grove due to arrive in Blackburn at 07:57, whilst the first train going east was the 08:20am from Blackburn, due to arrive at Rose Grove at 08:43. Both trains ran without making any intermediate stops on these inaugural runs. There was no formal ceremony, but several of the local businessmen from Great Harwood were on the first train to Blackburn. Mr T. Stone of Newton-le-Willows, was the contractor who completed the section between Padiham and Blackburn, was guest along with other businessmen at a celebratory dinner, held at the Bridge Inn. Several representatives from the local Churches were also invited. Mr Bower offered a toast to the contractor and Mr Robert Stone responded.
November On Thursday, the 15th, 40 year old John Price, of Walmsley Street in Church, was shunting wagons in the ‘crane’ siding at Accrington Station, and was riding on the tyre rod of one of the wagons in the normal manner. However, some baulks of timber had been stacked too close to the line, and he was hit in his back as the wagon went by, knocking him down onto the tracks. Part of his left foot was mutilated and his arm was crushed. He was taken home still unconscious, where doctors Booth and Fox found it necessary to amputate both his arm and foot, but on this occasion he did survive. He had only worked on the railway for a short time having previously being a police constable in Oswaldtwistle.
On Friday, the 16th, yet another inquest was held at the Crown Hotel, on this occasion into the death of 22 year old fireman John Broadley. He was the stoker to driver Henry Dickenson who was in charge of a banking engine which assisted trains up the Baxenden Incline from Accrington Station. The circumstances were that they had arrived back and had been put onto the cattle siding on the Eagle Street side of the Station. As soon as the locomotive had stopped Broadley had jumped down from the footplate, but had failed to notice a heavily laden van being shunted down the incline. This van had struck him knocking him down and had run him over disembowelling him. In his statement Driver Dickenson said, that Robert Taylor who was in charge of this van was not to blame in any way for this tragedy. Taylor said he was about 8 yards away from the deceased when he saw him step down from the locomotive with his back to the van. The van was moving quickly, so he shouted a warning, but he did not believe that Broadley had heard him, even though there was little noise from the freewheeling van. It was upon him before he had the time to pin down the brakes. The Foreman of the Jury, John Royston, in returning a verdict of accidental death said, “This was by no means the first accident of this kind to occur in Accrington, and it was time some means of warning should be devised to indicate that shunting was taking place”. For the L & Y Mr Goodier stated, “Every man knows it is his duty and responsibility to look after himself”. The Coroner agreed with Mr Royston, that Mr Goodier should be taking his suggestion on board, as not only was this a tragedy for the family of the deceased, but Mr Taylor had also been deeply affected by it.
December A gift of a goose was made to each of the employees of the L & Y at Accrington Station for Christmas. However, because the Directors considered Accrington to be a ‘covered’ facility, Porters were not issued with winter overcoats. The fall of snow which came down on the 26th and 27th was so deep that it constituted a danger to passengers boarding and alighting trains. It was so bad that the attendant at the bookstall, for which W. H. Smith pay a rental for the privilege of selling publications, was forced to shut up shop, as the newspapers and periodicals were covered in snow, despite the ‘excellent canopy’! (It was hoped the First Lord of the Admiralty would speak with the Directors of the L & Y about this ‘well appointed’ shambles.)
1878 January The Clerk of the Oswaldtwistle Local Board, Mr W. Gourlay, acknowledged being in receipt of correspondence from the L & Y, in answer to a letter sent in 1874 about the inadequacy of the facilities at Church Railway Station. He had pointed out that in the four intervening years the Board had been active in obtaining a site for the expansion of these facilities. In 1876 Messrs Meek and Thornley had been invited to visit Church to view two sites, one of which was in the Antley district, the other adjacent to Blythe’s siding. They had come and along with the Board’s Surveyor had inspected the Blythe’s site, but the Antley site was not seen, as they stated they would prefer to expand the site at Blythe’s. The Board’s Officers felt that in this they had been treated with a degree of discourtesy and ignored when it came to their participation in finding a site.
In this correspondence (dated the 9th) however, it was surprising to find that the Directors of the Company had decided to adopt the Antley site and to provide funding for facilities, which would bring the matter to a satisfactory conclusion.
On the 19th, the train from Manchester due in Accrington at 4pm, was descending Baxenden Bank and had reached Scaitcliffe Bridge when the locomotive came off the rails dragging the guard’s van with it. All the passengers were de-trained and walked to the station, none having been hurt. Delays amounted to one and a half hours, whilst a breakdown gang lifted them back onto the rails.
February In their report to the shareholders the Directors of the L & Y mentioned no plans for the improvements to Accrington Railway Station. They had recently laid plans before Parliament, but a Watching Committee had reported that these did not include a timescale for any work to be done.
On Friday, the 15th, staff at both Rishton and Accrington Stations became alarmed when the 6:55pm train from Blackburn failed to arrive. It had been confirmed that it had departed Blackburn some ten minutes late and should have arrived in Accrington at 7:30, and this was a cause of some anxiety that in the dense fog some tragedy had occurred. What had actually happened was the train had incorrectly been put onto the Harwood Loop Line at Whitebirk Junction, and it was when the driver realised that he was not observing the familiar signals and was approaching Great Harwood he had stopped and made arrangements to reverse back to the junction to get back onto the Accrington tracks. The service was delayed by an extra 40 minutes.
A goods guard, Mr William Greenwood, was shunting wagons onto the Scaitcliffe Bridge on Monday, the 25th, when he was knocked over by a van which then ran over both his feet. He was taken to his house where Dr Booth attended to what were serious injuries.
March In the early hours of Tuesday, the 10th, a locomotive named ‘The Iron Duke’ was coming back down the Baxenden incline having banked a train up to Baxenden, when it derailed due to having been put onto the wrong lines. It took a gang of workers until 4pm to clear the tracks. Fortunately neither the driver nor the firemen were hurt, only shaken by their experience.
July Just before mid-day on the 20th, a serious accident occurred at Accrington Railway Station. At about 10:30am a goods train, from Skipton to Liverpool, came to a stand on the viaduct, when the signalman in the box controlling the Burnley siding, Napoleon Wroe, signalled the train to move forward. However, realising that his train was on the line leading right into the engine sheds rather than on the Blackburn line, the driver applied the reverser on what was a relatively modern locomotive, but although there was a distance of some 60 yards the momentum of the 40 loaded wagons pushed the engine into an inspection saloon parked inside the shed. The impact sent this carriage through the end of the building ripping off its four wheels. It finally came to rest with one end embedded in the earth the other tilted up over the front of the locomotive, which lost its buffers and had the footplate hand rails twisted and broken. Both the driver and his firemen had leapt from the footplate before the crash and were unhurt. Of the two workers who happened to be on the roof of the carriage whitewashing the upper part of the shed, one was thrown violently off after being carried along on it, whilst the other managed to grab hold of the timber roofing and escaped unhurt. The accident was caused when the pointsman had thrown the wrong lever and set the points onto the shed road.
September It was announced the L & Y had started to replace their old passenger rolling stock with new carriages. These were being made up of sets of 4 carriages of mixed classes and a van. Two of these sets were being turned out every week from their works at Newton Heath. These carriages were four feet longer than the previous stock with more headroom, and fitted with Westinghouse brakes throughout. The seats were upholstered in superior moquette in the 1st and 2nd Class compartments, and there were compartments for the non-smoking passengers. The fitting of a continuous drawbar was also a new innovation, and one of these sets had been operated in service between Manchester and Bacup in order to prove their suitability. They were painted in a livery of two shades of brown with gold lining, and were primarily for use on the Company’s Scots expresses, so were compatible with the Midland Railway’s stock.
November It was announced that Mr Henry H. Goodier, the District Superintendent of Passenger Traffic in the East Lancs Division, had resigned his appointment after 38 years’ service on the railway. He was to take over as landlord of the Hargreaves Arms Hotel on Manchester Road from Mr Sefton, but would stay in post until his successor had settled in.
December On Tuesday, the 17th, Alderman Cunliffe along with a group of the town’s businessmen, represented Accrington at a meeting with the Directors of the L & Y trying to secure a reduction in the prices charged for the carriage of goods during very difficult trading times, in light of the fact the Company had paid out a quite healthy dividend. The Chairman, Mr Thomas Barnes, said this subject would be given serious consideration at the next meeting of the Board, but they would have to understand that they also had the shareholders to consider. He commended them for the clear and concise manner in which they had presented their case.
On Wednesday, the 18th, an inquest was held before Mr C. H. Beck, the Deputy Coroner at the Royal Hotel on Blackburn Road, into the death of William Ainsworth a fireman on the L & Y. The driver on the footplate of the engine in question, Lewis Howarth stated, “We were coming down from Haslingden to Accrington at about 3am on Sunday last, and when we reached Baxenden Station the deceased went around the side of my locomotive in order to oil and grease it, which is best achieved when it is in motion. It was very foggy and freezing cold at the time and I was only travelling at about 4 or 5 miles an hour. By Baxenden Colliery I stopped because he had not returned, so I decided to walk back along the line then I found him lying quite dead, and noticed he had been bleeding from a wound on his temple”.
A Juror asked if this was a normal duty for a fireman and if there were sufficient handholds and footways around the locomotive, (which were all confirmed), also was true that Ainsworth had been working for fourteen hours when the accident to him had occurred? The Coroner dismissed the insinuation that the time that Ainsworth had been on duty had anything to do with his demise, as it had been shown that he had only been on the footplate for about eight. The son of the deceased said his father was sixty-nine years of age and had worked on the railway for over thirty years, confirming that his demotion from the position of driver had been because on one occasion his locomotive had been allowed to run out of control. John Hoyle, who was Shed Master at Accrington, said it had been his task to recover the body, and had noticed extensive injuries to the back of his head. The Jury returned a verdict of accidental death.
1879 January On Thursday, the 2nd, the 6:15pm train from Manchester having run through by a quarter of a mile onto the viaduct, was in the process of backing up onto the platform when the rear carriage derailed sending coping stones down into Crawshaw’s stables yard. It displaced coping stones for a distance of twelve yards some thirty feet down chipping masonry from the gable end of the building below. At the time the train was only moving slowly and if it had been moving at any speed the carriage itself might well have fallen off the viaduct as well. The horses in the stables had just been washed down, fed and watered, but were startled by the crashing and kicked about inside their stalls until they were calmed. Fortunately there were no people in the yard at the time.
On the 11th, Adam Dugdale Esq, acting for the L & Y, sent the following correspondence to the Mayor of Blackburn who had led the deputation of East Lancs councillors to a meeting at Hunts Bank that included representatives from Accrington. (A synopsis) –
Sirs, following on our meeting on December 17th, last. My Directors have given careful consideration to the views expressed about a reduction in the rates we charge for the carriage of goods. We have to point out that the reduction in the price of coal raised by you makes a limited statement on the overall costs of operating a railway. Labour costs have risen by 10% across the board whilst at the same time the length of hours in the working day has decreased from twelve to ten, have both increased the burden on the Company. The total working expense of the L & Y for the first six months of 1872 amounted to 46∙87% of revenue, whilst in the same period during 1878 this had risen to 56∙59%. Due to the cost of installing a system of block working across the network an additional half million pounds has been spent, plus we have had to find an additional £50,000 in increased rates, none of which has been passed on to the public. Taking all the circumstances of this matter into consideration, my Directors feel there is no justification for making any reductions in the tariffs we charge for carriage of goods.
The Inspector from the Board of Trade, Major Marinden of the Royal Engineers, held an Inquiry on Friday, the 17th, into the accident which had occurred on the 2nd instant. Mr Maddock, the Superintendent of the L & Y, objected to the press being present, “as this was an ex-officio inquiry”. Although the reporters offered to withdraw the Inspector said they could remain. The Mayor, Town Clerk and Borough Surveyor along with several members of the Town Council were in attendance, but Marinden dismissed their protestations that this inquiry was about the general safety of Accrington Station, saying he would only be looking into the circumstances of this accident. He added, that the Company were already aware of the situation regarding safety at Accrington’s Railway Station, were anxious to make improvements, to prove this they had already obtained a Bill to this end, and any further observations they had to make should be directed to the Board. Mr Holgate pointed out that they had done this on two previous occasions but without success. He knew that the L & Y were to spend upwards of £1million in improvements to their infrastructure, but had not indicated how much would be invested in Accrington, and all they had heard from the Directors was a plain acknowledgement.
Alderman Barlow asked Mr Maddock if this expenditure would in part be spent on Accrington? In reply he stated, “I can make no pledges, as we have already communicated the word of the Company to your Town Clerk”. Once again Major Marinden interjected by saying that past accidents were not within his remit for discussion, only the one which had occurred on the 2nd. Mr Marshall said that this was what they were afraid of, and that nothing would be done until a major catastrophe occurred and it would then be too late. After this the press and the deputation retired and the Inquiry went ahead.
On February, the 15th, the findings of Major Marinden’s Inquiry were made known. He said the 5:05pm train from Salford had run through the station’s platform onto the viaduct, and had started back when the signal to do so had been dropped. It was found that the rear wheels of the 3rd Class coach at the rear of the train, had not cleared the points and on starting back had taken the rails of the ‘down’ track whilst the front wheels had gone over on to the up tracks, thus swivelling the carriage around at an angle. This had then fouled the parapet dislodging masonry sending it crashing some 30 feet down into the yard of the Crown Hotel. The Major requested a train be placed on the viaduct, to see if when the rear carriage of this train was still over the points, the lamp, which was meant to indicate if it was clear of the crossing, was still visible from the signal box. He also thought it possible that if the train had cleared this crossing by a small distance, the carriages had actually rolled back enough to place the rear carriage wheels onto the points.
He concluded no negligence could be attributed to any of the Company’s servants, but that the indicator lamp was not sufficiently far enough beyond the crossover. He was also aware that since this accident the signalling arrangements at Accrington Station had been revised He recommended that this lamp should be moved a distance of 20 yards further along the line, that the points should be fitted with a locking bar, a facing point bolt and a gauge tie. He also observed that this train did not have a brake van at the rear, a practice he described as, “Much to be depreciated!” However, he did say he hoped that this and other accidents at Accrington Station would hasten the making of improvements there.
There were changes to the timetable of trains introduced in April and these were as follows –
The 5:30am Accrington to Colne would not stop at Burnley Barracks.
The 8:45am train from Manchester to Colne would now include a stop at Baxenden.
The 12:45pm train from Manchester to Colne would now include stops at Huncoat and Hapton.
The 2:45pm train from Accrington to Preston would be retimed to leave at 2:50 and not stop at Cherry Tree, Pleasington, Hoghton or Bamber Bridge.
The 3:57pm train from Accrington to Ramsbottom would now include stops at Baxenden and Helmshore.
There would be an additional train at 2:12pm from Accrington to Blackburn and Preston.
The 10:37pm Accrington to Manchester train would now include stops at Baxenden and Helmshore.
The 11pm Salford to Accrington would now run on Saturdays only.
May On the 20th, the Tuesdays and Fridays special express known as the ‘Market Train’ was due to depart Church Station at 9:45am to take local businessmen to the Manchester Markets. At 9:40 the empty stock which forms this train was being shunted close by the engine sheds, and the locomotive had been uncoupled to run around the carriages when they began to roll down the line behind it. On reaching the crossing points they caught up with it smashing into it with great force. The leading coach, a brand new 1st Class carriage had its first two compartments smashed into pieces, whilst the next coach was also damaged the third and fourth less so. The engine lost its dome, whilst of the three men on the footplate, driver William Cronshaw and guard Schofield were badly shaken, but were able to continue with their duties, whilst the fireman was unhurt. Passengers waiting at Church were brought to Accrington in a service train, whilst another train was substituted to convey them onwards to Manchester. The damaged caused was estimated to cost £200 to repair.
June On the 2nd, the new line between Blackburn and Hellifield was opened as far as Gisburn, with a new station at Chatburn.
There were more alterations to trains serving Accrington for July as follows –
There was a new train from Blackburn to Accrington at 9:11am.
Another train to be introduced was the 9:25am from Accrington into Yorkshire.
There were two new trains from Normanton to Accrington at 10:05am and 11:50am.
Additional trains on Sundays were the 08:55 from Colne to Bury via Accrington, a 12:30pm Padiham to Accrington, a 2:25pm from Accrington to Chatburn, a 4pm from Accrington into Yorkshire and a 6pm from Normanton to Accrington.
On Wednesday, the 30th, employees of the L & Y in Accrington met at the Hargreaves Arms Hotel on Manchester Road, for the presentation of a gold purse and illuminated address to Mr Goodier, the licensee and former Superintendent at Accrington Station. The presentation was made by Mr Thomas Taylor of Accrington. Goodier had started work as a porter on the East Lancashire Railway Company’s Salford Station in 1847, and had migrated to Accrington during 1856 in the capacity of a shunter working on Baxenden Bank, from which he had progressed through the ranks.
August The 21st, 22nd and 23rd, were the dates of the Great Harwood Annual Fair, and as usual the L & Y had offered cheap fares on excursions to Lytham, Blackpool and Southport on the Saturday. One was the 7:20 from Great Harwood with a return from Blackpool at 6:10pm. This well-filled train was coupled to a second coming through from Accrington whilst standing in Blackburn Station, departing again at 8:05. Stopping only at Preston, Lytham and South Shore, the train made good time arriving at its destination at 9:20. The returning train was just a few minutes late departing Blackpool Central, but made so many stops on the journey that it was 8pm when it arrived back in Blackburn, where to the consternation of the Great Harwood trippers, they were required to detrain and wait for the 9pm service train to take them on the last leg. As a result about 200 people had to wait on the platform, whilst staff including the Station Master protested ignorance about these arrangements.
November All of Accrington’s drivers, firemen, guards and signalmen were given eyesight tests on Sunday, the 23rd, in order to ascertain if they could distinguish between colours. Thankfully all of the Accrington men passed, but all new recruits would have to take these tests before they could have employment by the L & Y.
The L & Y, as a matter of course, provided uniforms for its staff in order to maintain its image. Annually each employee would receive a new jacket with two pairs of trousers. Porters and signalmen also were issued with a waistcoat. Grades which did not have direct contact with the general public received jackets, trousers in a heavy duty blue cloth. Employees also were issued with caps with badges that identified the position in which the wearer was occupied.
December Mr William Rainford sued the L & Y for damages amounting to £6, after a locomotive had set his haystack on fire, after spitting out red hot cinders as it passed close to the cemetery in Great Harwood.
It was announced that the old carriage sheds at the Railway Station were to be demolished, in order to construct a ‘central’ platform. This was thought to be only a temporary measure before the plans to improve the facilities at the station, “which were in a desperate state” were put into action.
On Christmas Eve some workmen were working close to Helmshore Station when they discovered a wooden fence rail with a large stone placed across the lines. This was only minutes before the 4:45pm express from Manchester to Accrington was due to pass through. These men cleared the line then went to report the incident to the staff at the Station, who summoned the police. A similar attempt had been made to derail a train on this line on November 26th last, when a set of bogie wheels and an axle had been placed on the tracks. The 9pm Haslingden to Manchester train had struck these objects but had not left the rails but had damaged the locomotive. A reward of £50 had been offered for information leading to the arrest of the culprits.
1880 January With three accidents on the viaduct in recent years which might have resulted in catastrophic consequences, even the Manchester Examiner & Times was moved to report –
“Instead of building a central platform at Accrington Station, the money would be better spent on constructing an iron roof over the Manchester platform, which affords neither shelter from wind or rain. All the spare space at Accrington is taken up for the handling of goods, and an argument has been put forward that an entirely new station should be built in the town, a suggested possible site being beyond the arch over Whalley Road to the east of the viaduct. This would provide better value for money than trying to improve the present set up. All that then would be required at Eagle Street would be a single platform to cater for passengers in the Scaitcliffe Street and Blackburn Road areas of the town.
A letter dated January 7th was received by the Town Clerk as follows –
Dear Sir, I have submitted your letter of December 31st to my Directors, and in reply I am desirous to inform you that the accident, to which your correspondence refers, was the result of a negligent act by one of our servants, who has since been dismissed. On the subject of improving the Railway Station, these facts have not been lost on my Directors and a contract has already been let for the modifications to the way that the station is operated, to reduce the incidence of accidents occurring there. Our contractor is currently making provision for this work to begin shortly. Yours obediently,
J. C. Stafford, (Secretary), Lancashire & Yorkshire Railway Company.
February A shocking accident took place at Rishton Station on the evening of Friday, the 6th, when 26 year old William Hindle was struck by the Liverpool express as he attempted to cross the lines to reach the Blackburn platform. The circumstances were that if this express was running over 30 minutes late, a stopping train would be dispatched in front of it and at one stage this express had been some 40 minutes down on the booked time. It seems as though when informed that a train was approaching the Signalman did not know if it was the fast train or the all stations stopping train and it made no difference to the way the trains were signalled. However, he rang the bell to inform the Station Master that a train was approaching, so he then told the passengers in the waiting room they should go across the boardwalk to the platform. Four people had crossed the line safely, but on this occasion the express which had originated in Scotland and had made up some time was approaching at speed. Despite warning called out to him Hindle went across and had managed to get one foot up onto the platform when he was hit by the locomotive. He was thrown along the platform, killed instantly by the impact and his disfigured body was recovered and taken to the nearby Rishton Arms Hotel to await an inquest.
This took place there on Monday, the 9th, with Mr H. J. Robinson the Coroner in the Chair, and Mr Livesey the District Superintendent of the L & Y in attendance. It was stated that after the four passengers had gone across the boardwalk other people had seen the express approaching at too great a speed to stop, but Hindle had ignored their warnings and he had attempted to cross where the platform height was about three feet above the level of the rails not where there was a proper step up. Even though it was 9:45pm, it was light enough due to the lamps on the platform to see the train at a distance of some sixty yards away. Peter William Adam, the Station Master at Rishton, stated he had gone to the waiting room to inform the passengers that what he thought was the stopping train was approaching, and when he had realised that this was in fact the express he had called out to them not to attempt to cross. The driver of the engine, Mr Monk from Kirkdale, said he was not required to sound his whistle when approaching a station unless he perceived there was a potential danger. He was trying to make up time, but had found it necessary to make an unscheduled stop at Church Station due to the loss of a tail light on the last carriage, and was only running at about 25mph instead of the normal 40mph on his approach to Rishton. It appeared that the only means of indicating the difference between an express and a stopping train between signal boxes was by the ‘speaking telegraph’ but this had ended at 8pm. When the train had reached Liverpool Exchange traces of human flesh had been noted on the engine.
Recording a verdict of Accidental Death, the Coroner made a recommendation that there should be some better means of indicating the type of train signalmen were required next to handle, and that a member of station staff should be positioned on both platforms to warn of the approach of a train. Hindle left a widow and five children, but was insured in the sum of £1,000 by the Railway Accident Insurance Company.
An appeal was launched for donations towards the construction of a shelter on the Eagle Street side, for the use of cabbies who plied their trade at the Railway Station. This scheme backed by the Mayor would be administered by Mr Rowland, and it was hoped that sufficient money would soon be raised towards building a suitable structure.
There were several changes to the trains serving East Lancashire in April as follows –
The 5:30am Accrington to Skipton was retimed to depart at 5:20.
There was a new ‘Market Train’ from Accrington to Manchester at 9:25am on Tuesdays only.
Other Accrington to Manchester trains at 4:18pm, 9:04pm & 11:09pm were retimed to depart at 4:28, 9:09 & 11:29pm respectively.
The 4:20pm express to Liverpool via Blackburn would now depart at 4:30.
May Over the Whitsuntide weekend the L & Y were running excursion trains to London and to Scotland, whilst ‘specials’ were being operated to those who wished to attend the Halifax Jubilee celebrations. Other trains were being run for the benefit of several working men’s clubs, the Catholic Brethren, the Protestant Association, the Co-operative Society, an athletics meeting in Pontefract, Harewood Agricultural Show and Ormskirk Cattle Market. Other trains ran taking employees from various mills for a day’s outing, all this on top of the normal service trains. As a result all engineering maintenance work on the lines had been suspended, whilst extra staff had been brought in to dispense and check tickets. One objection to this was published in the Railway News, which stated, “Some employees were having to work up to eighteen hours at a single stretch with little extra pay”.
(It should be noted that many of the ‘emigrant trains’ which operated from Hull to Liverpool taking people from the continent to ships sailing for America, and which were a valuable source of income to the Lancashire & Yorkshire Railway, were also routed to pass through East Lancashire.)
June On the 1st the line between Blackburn and Hellifield saw five trains per day travelling between Liverpool and Manchester to either Glasgow or Edinburgh, and the first of these trains was decorated with bunting and flags. Some modifications had been made along the length of the Ribble Valley Line to give enough clearance for Pullman Cars to be included in these trains.
The new platform at Accrington Railway Station was opened for traffic on the 14th. On one side it was long enough to accommodate an engine and seven carriages. Access is by a footbridge on the south side of the station, a fair distance from the booking office. It was described as bearing out the character of the existing platform as it is “more ornamental than useful!” It wasn’t very popular with the porters either, who had to transfer luggage over the footbridge or by means of a boardwalk.
On Monday, the 22nd, yet another shunting accident occurred at the station, when an empty rake of stock ran down the incline into the rear of a train standing in the Blackburn siding. The driver of this train shouted a warning to his fireman who was underneath the engine at the time and both managed to get clear, whilst the porter in charge of the runaway carriages received slight facial injuries. Damages amounted to a couple of broken buffer beams and to fourteen axle boxes being smashed.
August To coincide with Accrington’s Fair, on Friday, the 12th, several special trips were booked to run from Accrington. No less than 2,732 tickets were issued, including 792 to Blackpool. On Saturday, the 13th, the Weavers’ Association ran three trips, to Liverpool for 874 people, whilst Blackpool and Southport each attracted a further 680 passengers. St. James’ along with St. Peter’s schools ran an excursion to Bangor which left at 3:45am carrying 771 people. Of the other 5,311 ordinary passengers passing through 378 were for Haslingden, 169 for Burnley, 142 for Church, 103 for Rishton, 460 for Blackburn and 102 for Preston. On Sunday, the 14th, the total tickets issued was 1,470, whilst on Monday 574 went on an excursion to Blackpool out of the 2,670 which left town.
October Sixsmith’s Railway Timetable & Diary was published, which included details of timetable changes as follows –
The 10am express from Accrington to Manchester and the 3:10pm return working would not run on Saturdays.
The 5:20pm from Salford to Accrington would now leave five minutes earlier, whilst the 11pm from Salford would run through to Accrington on Thursdays as well as Saturdays.
The 2:20pm, 3:42pm & 8:12 Accrington to Preston trains were all withdrawn.
The 6:06am Belfast Boat Train would now depart a few minutes earlier.
It was hoped that the 9:05pm from Rose Grove to Todmorden would now be extended to start from Accrington.
A new train would depart from Skipton to Accrington at 10:25pm, and would only stop in Burnley at 11:31.
December More details of the alterations to Accrington Railway Station were announced. The new platform would now be double sided, running from the Burnley line for a distance of 160 yards and 12 yards wide to form a letter ‘V’ on two sides of a triangle. This platform would mainly handle traffic for Blackburn, Preston and Liverpool. A new platform would be constructed on the Paxton Street side of the station, and this would also be 160 yards in length by 8 yards wide. These new platforms would all contain waiting rooms and they would be covered over by canopies, with a double bridge to connect them to the Parcels Office, from outside the Gentlemen’s Waiting Room. Because there would be no booking office at the Paxton Street entrance passengers would have to cross over the footbridge to obtain tickets.
The L & Y gave permission for Mr Westinghouse to trial a new form of train lighting. This worked by passing air through oils which formed into a gas which could be ignited to produce a steady light. The system had been found to work in individual carriages, and now he had been given permission to try to illuminate an entire rake of carriages by this method.
CHAPTER 4
1881 January The 3rd Annual Tea Party of the servants of the Locomotive Department of the L & Y in Accrington, was held in the Town Hall in the evening of Saturday, the 15th, with Councillor Holgate presiding. Around 200 employees and their families were entertained by songs. ‘Blind’ John Ingham sang ‘Hurrah for Christmas’, followed by ‘Oh! Fred’ from Mr J. Ellison, ‘Sergeant Sharp’ from Mr R. Ingham, ‘The Spade’ from John Booth, ‘The Old Mud Cabin On The Hill’ from Joe Bell and ‘Preston Gaol’ from James Maudsley. Mr & Mrs Robert Ingham duetted on ‘Mrs Brown’s Mistake’, whilst Mr J. T. Storey gave a comedy recitation entitled ‘The Moonlight Flitting’. Music for dancing was provided by Mr John Ingham, David Hindle, William James, and all the way from Bury, John Booth. An address was given by Councillor Holgate, who himself had been an employee of the railway for 12 years. He said he hoped the public would be more tolerant towards those who made their living on the railway, some from as long as ten to sixteen hours each day. He stated that the ‘block system’ of train control was a God-send to all of them, as it made the working environment a much safer place despite its large costs. He added that £717million had been invested in the railway of Great Britain to the end of 1879 on 17,696 miles of track that 563,000,000 passenger journeys had been made, and the earnings for the year amounted to £62million. The L & Y had declared a dividend of 8% which he felt was unfair in the light of the fact that the pay of warehousemen had been reduced by 1 shilling per week, when a £100 share in the Company was now worth £130. At 11pm the proceedings were brought to a close after Mr Henry Duckworth had reminded them of the society which looks after the children of the widows of those who had lost their lives whilst employed upon the railway, and a collection was taken up on its behalf.
February On the 17th, a luggage train was being shunted up the Baxenden incline when a coupling snapped causing six vans to run loose down into a coal siding on the Eagle Street side of the Station. They hit a coal wagon driving it backwards through the sliding buffer stop. Two of the vans and the coal wagon were badly damaged but on this occasion no one was hurt.
It was expected that the L & Y would inform the Council shortly, about their intentions with regard to the footpath which crossed over their lines forming a shortcut between Blackburn Road and Willows Lane. Unless a satisfactory alternative was put forward, the Council were prepared to oppose the closing of this crossing, unless a bridge or underpass was made to replace it.
On Friday, the 11th, the driver of the 2:55pm from Preston to Accrington, misread the signals when departing from the new platform at the south end of the remodelled station, running into some wagons standing on the Blackburn line. A van and some wagons were derailed, but none of the passengers for Accrington were injured.
March A meeting was convened in the Courtroom in Accrington on Wednesday, the 9th, when forty ratepayers gathered to mount opposition to the closing of the level crossing over the L & Y’s lines off Dale Street, which they had applied for in their Bill going through Parliament. Opposition was also to be mounted to the stopping up of the footpath which extended from Little Street to the south-easterly fence of the railway’s boundary and to extinguish all rights of way along this stretch. It was thought any expenses in mounting a challenge could be financed out of the rates.
A Mr Lang owned this plot of land and he had an arrangement whereby he could compel them to construct an underpass from the foot of Crossland Street, but was reluctant to enforce this as it could incur costs to him, whilst he was likely to receive compensation from the L & Y for surrendering this covenant to them. Councillor Holgate pointed out that this was the only crossing of the railway between Willows Lane and Lonsdale Street, a distance of some 800 yards, and closing it would virtually divide the community into two. The Chairman stated that the L & Y were under an obligation to Mr Lang to construct an underpass some six feet wide, and the Council were anxious to retain the cart road to avoid traffic having to go all the way round. However, the Borough Surveyor, Mr Bell, said that by going down Willows Lane, along Dale Street and the down Grant Street to Blackburn Road the additional distance would amount to about 80 yards. Mr Duxbury was against mounting any opposition to the L & Y’s Bill, on the grounds it would cost between £100 and £150 of ratepayers’ money, besides which crossings were dangerous places which had resulted it fatalities. The Chairman asked, “So you would surrender the town’s right of way to the Company?” to which Mr Duxbury replied with an emphatic “Yes”. Mr Bell reminded them that the L & Y had been toying with this matter since 1867 when they were covenanted to Mr Lang to construct a six feet wide road. A debate ensued as to just how many people used the crossing during the day to go to and from work and school. (Estimates ranged from 100 to 500, although it was more likely that the former figure was nearer to the truth.)
Mr Duxbury felt it was the Council’s duty to force Mr Lang to carry out this covenant, but Mr Holgate said he was mistaken, as an Act of Parliament would enable the L & Y to override this agreement. What was required was for the Council to go to Parliament and make the case that this agreement should be carried out on the grounds of public safety and security, whilst Mr Beasley felt it was the duty of Mr Lang to construct this road at his own expense. Mr Bell pointed out that the Railway Company had already taken out one crossing between Antley and the one at Crossland Street, and were obliged to provide a crossing-keeper to protect the public as they had done in Huncoat, or build a bridge or an underpass. Mr Holgate pointed out that this road had been there long before the railway had been constructed. The Borough Surveyor said it was Mr Lang’s wishes to work along with this Committee, and if they insisted upon having an underground passage he was prepared to enforce it. Mr Holgate said in this he had behaved like a gentleman, for he had disclosed to them all the documents relating to the agreement with the L & Y. They would rightly have to compensate him for the loss of this land and he need not disclose to the Council how much compensation he had received. A resolution was passed that the Council would oppose the L & Y’s Bill unless it contained a provision for an alternative means for crossing their lines.
May On the 28th, it was reported that the two new platforms at Accrington Station would be ready for use by the start of the Whitsuntide Weekend. However, the connecting footbridge would not be ready until several weeks later. Passengers would be required to board trains at the Paxton Street sidings, and to enter the station through the old booking office, which meant a queue of any length would still be waiting out in the rain!
Over the Whitsuntide weekend ticket sales were as follows –
On Saturday to Manchester 220, Bury 88, Haslingden 300, Baxenden 190, Burnley 147, Blackburn 310, Preston 119, and Blackpool 138. On Sunday 971 passengers departed from Accrington, whilst on Monday 300 left on a Co-operative excursion to Matlock as part of the 2,802 tickets issued. On Tuesday excursions as well as service trains accounted for 500 passengers.
June The new platforms at the station were brought into use, the only downside being that on Tuesday evening the trains were running some ¾ of an hour late.
It was at this time that Sixsmith’s Railway Timetable & Diary were published, which also included all of the Lancashire League’s cricket fixtures for the season.
July On the 5th, the lines at Accrington’s Station were blocked for several hours, when the train from Manchester due at 3pm struck some empty carriages that were being shunted across the running lines. The locomotive hit the last carriage telescoping it over the smokebox breaking off the funnel, in the process of losing its bogie wheels, the compartment being reduced to splinters. Mr Crompton, the driver, was slowing down at the time or the damage would have been much worse. As it was the engine came off the rails. The fireman managed to jump clear before the crash, and only two passengers were hurt, one of which, Mr Stott from Haslingden, a dealer in German Balm, required medical treatment administered by Dr Monaghan at the Derby Hotel on St James Street.
August Accrington held its fair over the period of Thursday, the 4th, to Monday, the 8th, the exodus beginning on the 4th after the mills had closed. A total of 1,872 people booked tickets to travel by train, with 570 off to Blackpool. On Friday the numbers were – to Manchester 149, Haslingden 144, Blackburn 299, Blackpool 773 and Lytham 29. Company excursions accounted for an additional 316 to Blackpool and Altham Colliery also took 341 to the resort. On Saturday ticket sales to Manchester were 208, to Haslingden 816, Burnley 500, Blackburn 716, Preston 103 and Blackpool 212. Two excursions ran, with 574 going to Liverpool with the Power Loom Weavers Association, and 923 on a St. James’ with St. Peters’ trip to Bangor. On Sunday 1,423 passengers passed through the station. On Monday, Thompson’s ran a works outing to Blackpool, whilst Altham’s train went to Morecambe on top of the 2,424 ordinary fares issued on the day.
However, there was a great deal of concern for a number of Accrington people who were on a train returning from Liverpool, when the 2:25pm Scottish Express ran into their train just outside Blackburn Station at 3:19pm. Reports suggested that people were jumping out of the carriages whilst they were still moving due to the force of the impact. Several carriages on both trains including the engines were badly damaged. Along with forty other people injured there were four fatalities, one of which was Mrs William Mitchell of Ranger Street in Accrington.
November Just after 5pm on Thursday, the 8th, a goods train from Baxenden was stopped on the bridge of the Manchester line when the locomotive, which had been uncoupled, left the stock. This then began to roll down the incline at an increasing velocity until it caught up the engine driving it along the lines for a distance of 100 yards before the leading three vans came off the track. They demolished a block signal post containing four signal arms and one other signal post, whilst ripping up the wires controlling them completely destroying a whole section of the block signalling. The L & Y had to resort to using hand signalling until the repairs were completed.
1882 By this time the railway boom was reaching its zenith and the facilities in Accrington were almost at their peak. Now instead of just the single platform there were now six and all the passenger facilities were channelled through an enlarged building on the Eagle Street and town centre side of the station. The main buildings of the station on the Eagle Street side also contained the living accommodation for the Station Master and his family, which had facilities for recreation in the form of a tennis court and also an allotment for keeping poultry.
The block system of signalling was rolled out across the entire L & Y network of tracks. Now a signalman had not only to receive a train, but had to receive a ‘line clear’ signal from the next box along the line before accepting it. He also had to send forward a message that a train had been released, thus making a double check that the line was clear.
March There were several alterations to train services from Accrington as follows –
Most trains to both Manchester and Preston were retimed to depart slightly earlier.
The Tuesdays & Fridays Market Trains would now operate on all weekdays, Saturdays excepted.
A new express would depart Accrington for Manchester at 9:45am on Tuesdays & Fridays, and the 9:18 would now include a stop at Baxenden.
Another new express would leave Accrington for Southport at 1:55pm and run direct, without having to change.
The Thursdays & Saturdays only 11pm Manchester to Blackburn, would now terminate in Accrington.
On Sundays the 5:15pm Accrington to Blackburn would now go through to Preston, whilst a new train would depart Preston for Accrington at 6:10pm.
April It was announced that a new device had been patented by James Livesey of Blackburn in partnership with Messrs Whitehall and Becconsall of Summerseat, which could be attached to signals and dispense with the need to employ fog-men at times of poor visibility. It was an add-on which would not require any alterations to the existing apparatus. These gentlemen had also patented a new type of signal which required less machinery with which to operate it, and the necessity of having to clean it regularly was also overcome.
The Easter traffic saw tickets issued at Accrington as follows on Good Friday – for Liverpool 84, Southport 73, Blackpool 142, Whalley 252, Littleborough (for Hollingworth Lake) 202, Chatburn 60, Gisburn 45, Hellifield 40 and Blackburn 361. On Saturday tickets were issued to Liverpool 43, Southport 15, Blackpool 13, Manchester 109, Haslingden 1,075, Burnley 233, Preston 58 and Blackburn 2,774. The gross number of tickets on Easter Day was 1,498 whilst on Easter Monday the destinations were Liverpool 38, Southport 19, Blackpool 94, Manchester 104, Haslingden 373 and Blackburn 1,470.
On Good Friday, 300 employees of the Accrington Branch of the Amalgamated Society of Railway Servants and their families, held their inaugural tea party at the Town Hall, held in aid of the Widows’ & Orphans’ Fund. The Mayor, Alderman Barlow who presided over the proceedings stated this fund had the highest of ideals, to give aid to the widows and orphans of the employees of the railways who were losing their breadwinners at an average of two each week over the nation’s railways.
August On Thursday, the 3rd, the Accrington Fair began, with a total of 2,018 tickets issued at the Station, with 653 to Blackpool the most popular destination. On Friday an excursion took 300 to Liverpool, whilst Lewis’s excursion went to Blackpool with 360 on board. Ordinary fares booked took the final total to 2,838 of which 97 were to Morecambe and 47 to Douglas, IOM. On Saturday the annual trip to Bangor loaded to 633, whilst Altham’s excursion saw 500 off to Blackpool and the Power Loom Weavers’ Association had 849 passengers on board on the excursion to Liverpool. The number of tickets issued on the day totalled 7,146 of which 63 were for destinations in Scotland. Sunday the number of tickets sold was 1,854 to various destinations and the total for Monday was 3,999, including excursions arranged by The Reform Club to Matlock for 300 passengers and to Blackpool 600 courtesy of Shaw’s.
There were several changes to the timetables for trains serving Accrington during the month constituting the winter timetable as follows –
The 10:55am and the 2:10pm from Colne to Accrington would run on Mondays and Saturdays only.
The 9:24 train from Accrington into Yorkshire would be discontinued.
A new express would depart Accrington at 2pm and 6pm, with a journey time of less than one hour. Additional ‘fast’ trains would depart Southport for Accrington at 10am, 12:40pm and 4:45pm.
The 6:30am Accrington to Todmorden train would now leave at 6:20am.
Other trains which would be discontinued were the 10:15am Accrington to Colne, the 4pm Accrington to Todmorden and the 8pm return. The 2:25 Accrington to Chatburn and the 7:30pm return were also withdrawn.
There would also be improvements on the Harwood Loop Line between Blackburn and Rose Grove.
September On the 1st, two serious accidents happened on the railway in Church. Twenty year old John William Rostron was walking home along the railway line just after 6pm, and on reaching Antley Bridge he saw a train approaching so he stepped back and was struck from behind by the Fleetwood express due in Accrington at 6:08. He was thrown away from the tracks and was carried to Church Railway Station where he was attended by Dr Fox. It was decided that his injuries though severe were not life threatening, and he was carried to his home on Albert Street in Oswaldtwistle on a stretcher. On the same evening Michael Lacy was engaged in shunting wagons in the yard at Church Station, when his hand was trapped between the buffers of two wagons. His hand was badly crushed, and he would remain disabled for the rest of his life.
December The L & Y announced that they were to remodel Blackburn’s Railway Station. This would entail additional platforms connected by a subway, which would be covered by a large canopy. The booking hall and entrance would be some ten feet below rail level accessed off Railway Road.
1883 January A deputation of cotton manufacturers and spinners met in Accrington Town Hall on Monday, the 29th, to discuss the level of railway charges, a subject which had been placed before the directors of the L & Y by the Council on a previous occasion. Following on a resolution passed on the previous day, on Tuesday, the 30th, under the leadership of Councillor Hoyle the Mayor, 60 gentlemen went to Hunts Bank in Manchester to meet the L & Y’ directors, who were all in attendance including the Board’s Deputy Chairman, Mr Radcliffe, who was presiding. Alderman Harrison and Councillor Beads pointed out that in 1872 an increase of £1 per ton was levied due to the high price of coal, which had been passed on to the customers, and they now felt that with a decrease in the cost per ton the price for carriage of goods including yarn and cloth should reflect this fall. There was even a dissenting voice from one of the directors, who pointed out that the mill owners could shut down their mills at very short notice, but the railway would still have to continue to operate at the same level. The deputation also asked for the directors to review the entire range of tariffs. Mr Radcliffe gave an undertaking that these observations would be placed before a meeting of the Board, with a commitment to convey their decision to the deputation within a short space of time.
February On Sunday, the 28th, about 160 servants of the railway in Accrington and district met in the goods yard of the station to march in procession via Higher Antley Street, where the late John Taylor resided, to St John’s Church for a memorial service celebrating the life of the guard who had lost his life at Accrington Station. The column was headed by Mr Granige the Goods Agent and Station Master Mr Crossley. A collection for his family raised £18 for his widow and six children. On returning back to the Station they were all served with tea.
March The Easter Weekend was bedevilled with a period of severe weather, so numbers travelling from Accrington’s Railway Station were well down on recent years, with 1,995 tickets issued on Good Friday, to destinations including Hollingworth Lake with 128, the Ribble Valley line at 39, Liverpool 44, Southport 34 and Blackpool 65. On Saturday it was Blackburn Fair and 2,100 people went by train out of a total of 4,415, whilst on Monday the fair attracted another 1,167 out of a total of 2,506.
May Plans for a new station in Blackburn were revealed and were described as being ‘on an extensive scale’.
In contrast to Easter, Whitsuntide traffic showed a marked increase over previous years. On Saturday 2,733 tickets were sold booked to the usual destinations, with destinations including 34 to Scotland, 6 to Belfast and 34 to Skipton. Sunday saw 1,077 passengers passing through whilst on Monday Altham’s trips to Liverpool and Blackpool shared 600 passengers. In addition Lanson’s works excursion to Blackpool carried 300, the excursion to Windermere arranged by the Wesleyans accounted for 500 out of a total of 4,275 tickets sold. On Tuesday All Saints’ School in Clayton went to Southport with 500 on board, whilst Enfield Cricket Club had an outing to Keighley numbering 81.
June Mr J. Tennant, who was Chairman of the Local Board, led a deputation including Messrs Appleby, Hacking and J. Smith (Clerk), to meet with the directors of the Midland Railway Company in Derby on Friday, the 1st. Mr Smith had been collecting information on the amount of traffic which emanated in Clayton-le-Moors, which was conveyed by road, canal and railway, and the costs of this carriage. This was part of the concerted effort to persuade the Midland to expand its operations through East Lancashire where the L & Y currently enjoyed a monopoly. Towns including Accrington, Bacup, Burnley, Colne, Brierfield, Nelson and Heywood were all petitioning the Midland to extend its operations. Mr Handley, acting for the executors of Colonel Hargreaves, moved that the Railway Company should move to Blackburn making it the railhead of their East Lancs operations instead of Colne.
At a second interview with the directors, Accrington was represented by Alderman Entwistle, Councillor Smith from the Spring Hill Ward, Councillor Haythornthwaite and the Town Clerk, whilst the deputation from Clayton was made up of Messrs Appleby, Thomas Smith and Clerk James Smith, when the following resolution was passed –
“The Midland Railway Company is requested to extend their system from Colne, either by exercising their running rights over the Lancashire & Yorkshire Railway’s lines, or by the construction of a new line, as they may deem most expedient.”
The figures for goods coming out of Clayton compiled for the benefit of the Midland, showed that it amounted to about 8,000 tons each month by road and canal. This was made up of 1,027 tons from cotton spinners at £321, cotton manufacturers finished goods 376 tons at £169, 375 tons from calico printers at £343, miscellaneous trade including from the East Lancs Soap Company 5,898 tons at £2,031, butchers 9 tons at £10, publicans 26 tons at £24 and traders, grocers and small businesses 60 tons at £91 for a total of almost £3,000.
July On Thursday, the 12th, a visit was made to Accrington’s Railway Station by the Chairman and Directors of the L & Y, Mr Pearson was accompanied by Mr Maddock and Mr Thornley. They met with a local deputation who stressed the need for a waiting room to be provided on the eastern side of the station. They also pointed out, “That the parcels office was one of the most miserable of dens to be found on any railway station, let alone one as important as Accrington’s, whilst the waiting room was so small it hardly merited the name!” The Company had been investing a large sum of money in re-roofing part of the Manchester platform, but this did not provide sufficient protection from the wind or driving rain, whilst it actually created an artificial draught. It was hoped that due to this visit the directors would take on board the views of the people who were on the spot, so to speak, and invest money to the benefit of the population and in turn the Company.
It was announced that the L & Y was to suspend operating any excursions or school trips during the August Fair and this would also apply to any private charters. The reason given was that there was a shortage of rolling stock and they could not afford to have carriages tied up for a whole day, standing idle on the sidings of other railway companies for just out and back journeys. As can be imagined this decision caused a great deal of disappointment throughout the area.
However, in September Lewis’s of Manchester had branched out into organising day trips on the L & Y and on the 1st ran an excursion from Colne to Blackpool in the afternoon, giving the passengers a choice of one day or three days stay in the resort. After picking up through East Lancs the number of people taking advantage of this outing was 700, the only glitch being that it was advertised to arrive in Blackpool at 3:45pm, but the L & Y could not accommodate it at Talbot Road Station until 5:15. Coupons were handed out to passengers giving them discounts at several of the attractions and amusements by Mr Thompson, the Business Manager for the store in north-east Lancs.
October On Friday, the 19th, a 13 year old Messenger Boy, John Phillips, was hit by a train and killed whilst he was delivering a message from the telegraph office at Accrington Station to the engine sheds. On Monday, the 22nd, at Mr Rawson’s Hope & Anchor Hotel, just around the corner from Marquis Street where the deceased lived with his widowed mother, the Coroner Mr Robinson opened an Inquest into the circumstances of his death. Samuel Crossley, the Station Master, and Mr Kay from the L & Y in Manchester were both in attendance. The driver of the 5:20pm Accrington to Rishton train said he was running at about 20mph when he saw the boy about 25 yards away walking along the line towards Church. He then gave a continuous blast upon the whistle and it was still sounding when the engine struck him. Richard Frankland, a signal fitter’s labourer, was making his way back from the sheds and having been alerted by the sounding of the locomotive’s whistle saw the whole thing unfold from about 60 yards away. He ran to him and saw he had sustained severe head injuries and was quite dead. Frankland had also shouted a warning to him, but the lad did not react. He added, “He was walking on the ends of the sleepers, when there was plenty of room for him to walk away from the tracks”. Mr Crossley confirmed when questioned, that the only way to convey telegraphed messages between the station and the engine sheds was by sending someone to walk along the permanent way. He stated that on some days up to eight messengers had to take this walk between the station and the sheds but this was the first occasion that an accident of this nature had happened. The Coroner asked, “Was the boy deaf?” to which Mr Crossley replied, that he did not know as he had been taken on whilst he was away on holiday. He had only been on this job for eight weeks, and like all the others Phillips had been warned about the dangers it entailed. In recording a verdict of ‘Accidental Death’, Mr Robinson said the L & Y should find a safer means of conveying messages between these two buildings, but in this instance it was too late. The L & Y sent its sincerest condolences to the mother of the deceased.
A large crowd of people congregated on the platform of Accrington Station to witness Mr Bright along with Mr & Mrs Childers pass through by train, on their way from Gawthorpe Hall to Manchester. Alderman Smith, the Mayor, along with Alderman Rhodes and John P. Harley were able to meet with this distinguished party, and the throng shouted their appreciation for what Mr Childers had accomplished for the Country and the Liberal Party in his role as Chancellor of the Exchequer in Mr Gladstone’s Government. The crowd called out for Mr Bright to appear, and he obliged by coming to the door of his compartment to make a short speech, saying he had come to Accrington as a boy and was pleased to renew his acquaintance with the town in the hope that once again they would return the Liberal candidate to the House. Their train departed to loud cheers.
1884 (In 1884 a line proposed by the Accrington Local Board, would have served the Enfield stone quarries, with a station in Clayton-le-Moors close to the position of the Albion public house. There would have been a junction at Portfield Bar with a single branch line going off the Sabden, whilst the through line would have continued on to Wiswell to join the Clitheroe lines just after passing behind Barrow Calico Printing Works. The Lancashire & Yorkshire Railway showed no interest in this project, but showed much more interest in a very similar project from the Burnley direction. This first was suggested in 1886, with the line branching off the North Lancs Avoiding Line at Cock Pit, near to Martholme Viaduct. The Railway Company actually signed up to work this line for 52·5% of the gross revenue whist supplying all the engines and rolling stock. Construction did not take place, even though the Burnley, Clitheroe & Sabden Railway statutes were still in place.)
January The Secretary of the Midland Railway communicated in a letter to the promoters of the new line through East Lancashire, that its directors had decided not to construct a new line, but they were in talks with the L & Y on the prospect that they might extend statutory powers to operate over the metals of their railway.
March Mr Grainger, having spent three and a half years as the Goods Agent at Accrington Station, during which time he had given excellent service to the businesses of the town, was to be transferred to Oldham to take up a similar post. During his time at Accrington there had not been a single claim made against the L & Y, and a list was being opened for subscriptions towards a presentation to him.
There was a fortunate escape for passengers on the Manchester to Accrington express on Tuesday, the 25th, when at 5pm as the double headed train was passing through Haslingden Station a luggage truck rolled off the platform edge and was hit at speed. Even though the bogie of the lead engine was lifted up by the impact, thankfully both stayed on the rails.
June The Whitsuntide weekend saw a total of 2,817 tickets issued at Accrington Railway Station including company excursions to the IOM, Scotland and Ireland, whilst on Sunday 991 people passed through. On Whit Monday 500 went on the Wesleyan trip to Keswick, whilst excursions organised by Altham’s took 300 to Blackpool, a similar number to Liverpool and 150 to Bangor. The Co-operative Society also ran an excursion to Blackpool whilst Belle View and Skipton were other popular destinations out of the 2,655 tickets issued.
August There was a great deal of opposition voiced about the L & Y’s announcement, that for journeys under twelve miles in distance return tickets would only be valid for a period of 48 hours, when previously they had been valid for six days. In a reply to the Chamber of Trade the Secretary of the Company stated, that this had been adopted as a universal policy across all of the nation’s railways.
Mr Castle, the Clerk in charge of the ticket office at Accrington Station, provided statistics about the number of tickets issued during the Accrington Fair. On Thursday out of a total of 1,978, 505 were to Blackpool. The gross number on Friday was 3,237 and in addition to the normal destinations, 700 went on Altham’s 4-day holiday and there were 128 for the IOM, 141 for Morecambe and 27 for Scarborough. On Saturday the Power Loom Weavers’ Association accounted for 991 sales, whilst 300* went to Keswick with St James’ Church, and a similar number with the New Jerusalem Church to Matlock. Shaw’s & Lawson’s took 570 by special to Blackpool, the firm of R. T. Wood’s went to Scarborough with 300* more out of a total of 6,965. (*Although the St. James, New Jerusalem and Wood’s trips all booked slightly less than the guaranteed number of 300 passengers.) Whit Monday witnessed Shaw’s & Lawson’s Morecambe excursion loading to 590, whilst Altham’s ran excursions to both Blackpool and Morecambe to make up a total of 2,539 tickets issued on the day.
September On the 13th, the Town Council of Burnley received a letter from the Secretary of the L & Y, stating that his Directors having studied the possibility of constructing a railway between Rawtenstall and Burnley via Crawshawbooth would involve engineering works which would render the scheme enormously expensive. The gradients involved would require one-third of the route to be in tunnels, and our engineers would be pleased to show you the details which would make the line out of scale with any revenue that might be generated.
The Clayton Local Board met on the 20th, with Mr Calvert in the Chair and Messrs Tennant, Hargreaves, Holgate, Horrocks, Foster Wolstenholme and Towers in attendance, as the Clerk read out the following letter –
Dear Sirs, with regard to the Accrington to Clayton-le-Moors line, we have made every effort to proceed with this project, but I am afraid that this has now become impossible. The friends which had committed to assisting us have, for reasons in no way connected to this scheme been unable to do so. Others which we hoped might step in to take their place on Monday last were also unable to do so, prevented by circumstances beyond our control. It is hoped however, that we may be able to progress this scheme in a session of Parliament during 1886.
Yours sincerely, John Baker. 20, Bucklesbury, London EC.
As a result of this communication James Smith Esq reported that a Mr Foster, who was at the previous meeting, had given notice of his intentions to move that a deputation should wait upon the L & Y with regard to a branch railway line to Clayton, now said he was to withdraw this motion.
October On the 1st, a meeting was convened by Mr S. M. Holden the editor and owner of the local Weekly Advertiser with the intention of forming an amateur cricket league. One of the 28 teams represented at the venue of this meeting, Highams Baths, was the Accrington Lancashire & Yorkshire Railway. (The League began playing matches in April, 1891, but unfortunately the L & Y team won only one of the eleven games contested and did not contest the 1982 season, or any season thereafter.)
Members of the Local Board, large employers and businessmen, met with Messrs Baker and Leane form London at the Mechanics Institute in Accrington on the 15th, to discuss the proposed line connecting Accrington with Clitheroe. Mr Smith, Clerk to the Board, had arranged this meeting and Mr Calvert presided. Baker and Leane explained that this new line would leave the existing one at the Burnley siding on the railway arches in Accrington and then go through Enfield Stone Quarries to the Leeds & Liverpool Canal close to the Albion Hotel on Whalley Road. The line would then continue down the valley behind Clayton Hall to Portfield Bar, from where a single loop would branch off to Sabden. The main line would then proceed along the brow of Clerk Hill to Wiswell and immediately past the Calico Printing Works at Barrow Village to join the main line to Clitheroe. This would provide a shorter link between Manchester, the north and Scotland than was the case via Bolton and Blackburn. It was said that several of the landowners had already been contacted and all had indicated they were prepared to give up their holdings providing the terms were reasonable. It was said that because of the lack of interest by the L & Y an independent company would have to be formed. Mr Leane produced the plans which were the subject of much discussion, and the conclusion was reached that if this line was joined to the tracks of the L & Y at Martholme, then it would enhance the possibility of the new line generating enough traffic to make it viable, as it would attract traffic from Yorkshire. A vote of thanks was proposed to these two gentlemen and the meeting was adjourned to await further developments.
December On Christmas Eve locomotive number 762, a comparatively new Barton Wright 0-6-0 tender goods engine, was stabled with several other engines in the engine sheds between the Station and Antley, and it was believed the vacuum brakes had not been properly applied. It then started rolling down the line towards Church gradually gaining speed, until at the end of a siding it hit the buffer stop. This it smashed to pieces before plunging funnel first into Antley Farm’s tunnel passage. There it grazed the brickwork of the boundary wall and broke the abutments and the battlements of the bridge. Workmen were engaged for the majority of Christmas Day in recovering this engine, which was badly damaged. However, it was reinstated into service then converted to a Saddle Tank in May, 1895. It was finally withdrawn in February, 1956, as number 51396 from Bank Hall Sheds.
1885 It was now that Accrington Railway Station had developed into the one in which it remained for nine decades. It gained two booking offices, with the one on Paxton Street replacing the temporary one, and the one on Eagle Street being refurbished. Platform 2, the main up Manchester Platform, was an extension of the former East Lancashire Railway one, which was remained at the lower height, but which was retained for parcels traffic. This platform had a refreshment room and toilet facilities, and at the lower level the Parcels Office. Staff accommodation was also on Platform 2. Across the running lines was Platform 3, the down Manchester Platform, where trains going through to Burnley, Colne and Skipton stopped. There was a south facing bay between Platform 2 and the Eagle Street goods yard, and this was designated as Platform 1. The booking office and parcels office were still in the main building, which had lost its clock tower during remodelling. It was however still possible to exit the station onto Paxton Street. Platform 5 was where trains from Colne going through to Preston and beyond loaded, whilst Platform 6 was where trains in the down, opposite direction stopped. To the rear of Platform 5 was a west facing bay identified as Platform 4. A double span bridge linking all the platforms via three staircases removed the necessity for passengers to cross the running lines. The majority of each of the platforms were protected by canopies and waiting rooms with facilities, were also incorporated for the comfort and convenience of passengers.
A kiosk was provided on the main concourse where refreshments could be purchased. A newspaper and stationery kiosk was situated in the junction of Platforms 3 and 4 opposite the foot of the central staircase. Amongst other children a young girl named Nora Clinch, (my aunt), was employed to run up the platforms distributing newspapers through the windows of the compartmental carriages whilst the trains were stopped on each platform, so that commuters could buy a paper without the need to de-train.
Accrington Station had been described as the most awkward on the entire Lancashire & Yorkshire system as the four main platforms were all on tight radius curves. Even after the station was rebuilt from its most basic form, all the lines were tightly curved which required all passengers to ‘mind the gap’, and slowed freight trains down to a walking pace when passing through.
The Cattle Dock was to the rear of Platform 6 where pens had been provided with access onto Paxton Street for the unloading of livestock, no doubt to hold then before they made the short journey across Blackburn Road to the abattoir at the junction of Moreton Street with Hyndburn Road. (I have been told by a reliable source that part of Paxton Street was paved with redundant railway sleepers, which were less likely to cause the beasts to slip. This was colloquially known as the Wooden Road.)
Most of the goods traffic was handled on the lines which formed the hypotenuse of the triangle in which the station was situated. This was accessed off Scaitcliffe Street, (where now stands the Tesco Superstore). However, there was a smaller yard adjacent to Eagle Street which contained the potato sheds, and this was accessed through a wide gate on the station approach. By this time the goods shed had been enlarged and the number of sidings increased, whilst the facilities for handling livestock were still the same. The potato shed was also as before, but the number of buildings in the goods yard itself had been increased to include a cement store. There were now two entrances/exits from the yard one each on Eagle Street and Scaitcliffe Street, and extra stables had been built to accommodate a much larger number of horses, whose working life was limited to five years per animal. The goods office was again administered separately from the passenger and parcels side, but the whole operation was under the overall control of a Station Master.
The engine shed was now moved to a new site leaving room for the stores and workshops of the Carriage & Wagon Department, although a water tower was available for the replenishment of locomotive tanks. The carriage dock was reduced in size and used only for the repair of passenger stock as a new enlarged shed had also been constructed on the side of the Blackburn line further to the west. Signal boxes now replaced the ground frames which had controlled the points and signals up until this point. A footbridge at the Viaduct end of the main platforms joined the four main platforms together. (Half of this metal structure is still in place today).
January It was announced that the L & Y were to construct a new station at Ewood Bridge on the Rawtenstall – Ramsbottom line. It would have two platforms each 100 yards long and 3´6´´ above the level of the rails.
February Whilst going about his work on the 23rd, William Hargreaves was killed in an accident at Accrington Goods Warehouse, only a short distance from where he lived on King Street in Accrington.
On the 26th, twenty-six local authorities, including Accrington, met in Manchester Town Hall to consider what action to take over the Railway Company’s Bill being promoted through Parliament, which if successful would allow them to increase their rates and charges. A resolution was passed that the Bill would have a negative effect on the trade and commerce of the boroughs which represented one-and-a-half million people. Also that the Private Member’s Bill now passing through Parliament should be opposed before a second reading, and that all those present should lobby their MPs to block this Bill.
March A large group of the employees of the L & Y met at Accrington Station on Sunday, the 29th, and marched in procession to the Baptist Chapel on Cannon Street, where the Reverend Charles Williams preached a sermon in a memorial service to their deceased colleague, William Hargreaves. The service was organised by the local branch of the Association of Amalgamated Railway Servants in support of his widow and children and a collection raised £13 – 3s – 11d, before the assembly marched back to the station to disperse. A vote of thanks was offered to Messrs Crossley and Nixon, and Inspectors Bracewell, Cunliffe and Turner for their assistance in organising this tribute.
April On Good Friday, an afternoon tea party was held in the assembly rooms of Accrington Town Hall, in connection with the Amalgamated Society of Railway Servants. This year fewer excursions were run on the day, which allowed a larger number of employees to attend. Mr Crompton was in charge of the organisation whilst the refreshments were in the hands of Mr Schofield from Helmshore. Following the food the tables were cleared and the entertainments commenced including several vocal renditions.
July Under pressure from the Rawtenstall Local Board, the L & Y gave an undertaking that their engineer and surveyor would again survey the line of a possible railway between Rawtenstall and Burnley via Crawshawbooth.
August During the Accrington Fair the Thursday traffic included a 4-day holiday to Blackpool arranged by (the late) Mr Altham and Mr Lawson, of which 700 took advantage, along with 400 who left during the evening for the Isle of Man and 800 for London both organised by Altham’s. Gross ticket sales on the Thursday amounted to 1,932 and on Friday 2,599 with trips taking 700 to Liverpool and Southport and also to Blackpool again through Altham’s. On Saturday there were 700 on Lawson’s & Thompson’s excursion to Lancaster, Morecambe, Windermere or Keswick, whilst other of their promotions saw 1,400 divided between Liverpool and Blackpool, the Association of Power Loom Weavers took 700 to Liverpool, the Foxhill Grove Primitive Methodists also went to the port with 600 trippers and an additional 700 went to both Southport and Blackpool on excursions organised by Altham’s & Lawson’s, giving a gross ticket sale of 5,410 including ordinary fares. Sunday was quieter with a gale blowing throughout Sunday and Monday, ticket sales were 1,130 on the Sabbath and 2,658 on the Monday, including 300 on the St. James’ School trip to Chatburn. The stalls on the Ellison Street Tenement and on the Market Grounds were packed away early, and a number of people on the participants on the IOM trip were taken ill during the return ferry crossing.
Over the weekend of the Great Harwood Fair on Friday, the 21st, to Sunday, the 23rd, tickets booked at Great Harwood Station were 1,187 on Friday including 400 on Altham’s trip to Blackpool, which was also the most popular destination with 337 ordinary returns. On Saturday, the total was 1,410. Rishton Station recorded ticket sales of almost 700 on the Friday, 270 of which were to the coastal resorts and on Saturday 918.
November On the 8th, at Great Harwood a stone mason, Albert Bentley, was killed in the goods yard of Rishton Railway Station, which would result in the Lancashire and Yorkshire Railway facing a law suit for negligence.
A LINE THAT NEVER WAS
1886 January Considerable interest was being shown in another proposed scheme to build a railway connecting Accrington with Clitheroe. Both Councils and the Local Boards had shown support for this scheme. The line would leave the East Lancs line at a point 600yards to the east of Accrington’s Railway Station (at a point just beyond Whalley Road), and run in the shadow of Whinney Hill into the heart of Clayton-le-Moors, a town which did not have any railway connections. It would include a station somewhere in the Oakenshaw district. The line would then continue until it met the North Lancs Loop beyond Harwood Bar, some ¾ of a mile north of Great Harwood. After passing over Martholme Viaduct it would again branch off to the north and join the Blackburn to Hellifield line in the village of Barrow two miles south of Clitheroe, by means of obtaining running powers over the Lancashire & Yorkshire Railways metals. It would provide a direct link between the two towns.
Another objective of this scheme was to build a branch off to Sabden and have intermediate stations at Read and Wiswell. An additional possibility was to have a connection to the line between Rose Grove and Daisy Field to the west of Simonstone providing another direct connection, this time between Burnley and Clitheroe. The length of this new line connecting Accrington and Clitheroe would be 9 miles and 44 yards, considerably cutting the journey time between the two towns which currently could only be done with a change of trains in Blackburn.
There were no major obstacles requiring works or construction on the proposed line of the new railway, and the steepest gradient would be a short length in Clayton-le-Moors of 1:50 where it would have to cross the Leeds & Liverpool Canal.
Resolutions in favour of this line had already gone forward from both Accrington and Clitheroe Councils along with the Local Boards of Clayton, Padiham, Whalley and Sabden. On the evening of Tuesday, the 19th, a meeting was held in Clayton-le-Moors’ Mechanics Institute where there was an attendance of about 350. Mr Thomas Hacking was in the Chair, and other interested parties included Messrs A. Appleby, Joshua Hacking, W. H. Hacking, H. L. Wilson, J. Tennant, S. Holgate and J. Smith who was Clerk to the Local Board. Having extolled the virtues of having a railway through the town the Chair moved a resolution approving the building of the Accrington, Sabden & Clitheroe Railway, and this was seconded by H. L. Wilson. A second resolution was passed to allow the setting up of a fund to finance a committee to promote the scheme. Steven Holgate then proposed a third resolution in order to allow the formation of a committee of 14 gentlemen, with powers to co-opt extra persons, in order to collect the subscriptions necessary to defray the preliminary expenses for the formation of this group. Mr Appleby, who had spoken very enthusiastically in favour of this railway, announced subscriptions could be anything amounting up to £150.
At the meeting held in Accrington Town Hall on Wednesday, the 20th, Mr Baker, the solicitor acting for the promoters, explained the scheme, stated that successful meetings had been held previously in Sabden and Barrow. He told the assembly, Chaired by the Mayor Councillor Maden, that as far as industry and commerce was concerned, “When it comes to railways it is a case of the more the better. At present Accrington has no facility for going directly north, and for a town of its size Accrington compares unfavourably with other towns with similar populations”. The Mayor then outlined the advantages of the line by pointing out, “During the summer there is much traffic between our town and the Ribble Valley, and this line will go a long way towards easing the amount of traffic which is wearing out the surface of the roads, and would cut the journey time by a considerable amount”. He was sorry that up until now the people of Accrington had given a ‘lukewarm’ response to this project.
In answer to a question Mr Baker stated the estimated cost of the railway would be in the region of £259,000, which would be offered to the public in the form of £10 shares. He did not think the Lancashire & Yorkshire Railway would oppose the Bill, as on numerous occasions they had been asked to build such a line and had repeatedly refused. Mr Holden asked if after construction the Company would sell out its interest to the L & Y, or would they agree to operate it as an independent undertaking. Mr Baker replied this was a difficult question that he could not speculate upon, but the Bill which had gone forward did not include a prohibition clause. If the authorities wished it, they could have a totally independent railway, as the decision would rest with them. At this moment the line had sufficient resources to enable it to stand by itself, but it could be integrated into the Lancashire & Yorkshire Railway if they so wished it. But then again the L & Y might not want to have it! Mr Baker ended by saying, “I know of several other small independent lines which were operating at a profit”.
It was then resolved to form a Committee with powers to increase its membership, in order to liaise and co-operate with the other communities involved in order to promote the Bill through Parliament, and to raise subscriptions for the parliamentary expenses. The following gentlemen were then appointed to this Committee, – The Mayor, Alderman Smith, Aldermen Rhodes and Clayton, Councillors A. Maden, J. W. Walmsley, Mr Haythornthwaite, Thomas Whittaker, Messrs Lee and Herald, Crossley (of Broad Oak) and James Kerr from the Globe Works, finally Mr J. Wormwell a local ironmonger.
In reply to a question concerning subscriptions, Mr Baker said they could either be in the form of a £10 donation or taken as one share adding “Most gentlemen prefer to take the share option whilst there are those who wish to make it a gift”. (Note Great Harwood’s rejection.)
March On the 3rd, the Great Harwood Local Board decided to oppose the proposed railway connecting Accrington and Clitheroe unless there was an undertaking given by its promoters to bring the line through Great Harwood Railway Station.
This proposed Railway was incorporated during 1886, as follows –
WHEREAS it is expedient that the Lancashire & Yorkshire Railway Company be empowered to enter into and carry into effect Working and Traffic Agreements as hereinafter provided, this railway is described as –
- A Railway No 1, 3 miles and 2 furlongs in length commencing in the Township of Old Accrington, in the Parish of Whalley, by a junction with the East Lancashire Lines of the Lancashire & Yorkshire Railway Company, at, or near to, the eastern side of the bridge which carries the railway over the main public road leading from Accrington to Clayton-le-Moors, and terminating in the Parish or Township of Great Harwood in the Parish of Blackburn, by a junction with the North Lancashire Loop Line at, or near to the point where that line crosses the south side of the road known as Mill Lane.
- A Railway No 2, 3 miles & 5 furlongs and 2 chains in length, commencing in the Township of Read in the Parish of Whalley, by a junction with the North Lancashire Loop Line of the Lancashire & Yorkshire Railway Company at, or near to, the level crossing by that line of the road on the eastern boundary of Bridge-Hey Wood, and termination in the extra-parochial place of Standen and Standen Hey, in the Township of Pendleton, by a junction with the Blackburn and Hellifield Railway of the Lancashire & Yorkshire Railway at a point 70 yards, or thereabouts, measuring along that railway in a southerly direction from the Distance Post indication 32 miles from Manchester.
- A Railway No 3, 2 furlongs in length, wholly within the Township of Read and Parish of Whalley, commencing by a junction with the said North Lancashire Loop Line at a point 110 yards or thereabouts measured in a north-easterly direction along that line from the northern Bank of the River Calder, and terminating in a junction with Railway No 2, as before described.
- A Railway No 4, 2 miles & 5 furlongs in length, commencing with a junction with Railway No 3, at the termination thereof before described, and terminating in the Township of Read and Parish of Whalley, at a point 15 yards or thereabouts measured in a northerly direction from the northernmost corner of the block of cottages at or near to the Town of Sabden, which is marked on the Ordnance Survey Maps as “Edmonson Barn”.
- The Capital of the Company shall be £300,000 in shares of £10 each.
- There will be five Directors of this Company, the first two of which are named as –
James Gildred BAMBER and Daniel Fitzgerald GABBETT.
The Bill gives powers to cross a road (turnpike) on the level in the Township of Clayton-le-Moors by a single line, from double track approaches, and for a bridge in Wiswell, whose approaches by road must not exceed an incline of 1:175 on either side of the bridge, or a bridge to carry the lines over the road in Wiswell with a height of 15 feet and a span of 20 feet. If the Railway is not completed within five years from the passing of this Act, “Then on the expiration of this period the powers granted under this Act to the Company for making and completing the Railway or otherwise in relation thereto, they shall cease to be exercised, except as to so much thereof as is then completed”. The maximum charges for all passengers carried, including all tolls for the use of the Railway and for carriages, locomotive power and every other additional expense, shall not exceed the following –
For every 1st Class passenger the sum of 3 pence per mile.
For every 2nd Class passenger the sum of 2 pence per mile.
For every 3rd Class passenger the sum of 1 penny per mile.
For every animal in 1st Class the sum of 4 pence per mile.
For every animal in 2nd Class the sum of 3 pence per mile.
For every animal in 3rd Class the sum of 1 penny per mile.
(This was one of the many might-have-been projects which were proposed during the great Victorian fervour to invest in the expansion of the railway network.)
June At Liverpool Assizes, a Great Harwood woman Mrs Elizabeth Bentley, was suing the Lancashire & Yorkshire Railway for negligence following the death of her husband in an accident at Rishton Railway Station, which had occurred in the evening of November 8th, 1885. Mr Justice Grantham presided, whilst Mr Addison QC MP and Mr Yates were appearing for the plaintiff, whilst the Railway Company was represented by Mr Collins.
The facts were that her husband, a stone mason, was intending to travel from Rishton Railway Station to Blackburn on the 9:40pm train, when he was crushed between two wagons which were being shunted in the goods yard of the station.
Mr Addison said there was no doubting that Rishton Railway Station was a dangerous place, with few facilities, a wooden shed for shelter and a booking hall, which was why passengers frequented the nearby Rishton Arms public house as a temporary waiting room to take refreshments and use the facilities. He highlighted the fact that whichever way a passenger was intending to travel, there was only one way to approach the platforms and this was through a gateway then on a wooden walkway across the goods yard, which involved passing over two lines which ran through the yard and into the goods warehouse. On that night it was very dark, and Bentley had left the Rishton Arms to follow his friend James Morris to the train. Morris had gone ahead to book the tickets and had left Bentley behind to catch him up.
In his testimony, Morris stated that he had gone to cross the yard and had found the walkway blocked by wagons. Because their train was due and he had not observed a locomotive, he had clambered between the couplings on the wagons. He was proceeding on to the platform when he heard the wagons suddenly start moving, and then a cry rang out. It was then he realised that Bentley had been trapped between them as they had been shunted for about 20 yards in distance.
The QC said the Court having seen the layout of the station and yard at Rishton could have no doubt the Lancashire & Yorkshire Railway had shown a lack of competence in having wagons obstructing the lines and shunting them across the walkway, which made them totally responsible for this fatality. It was obvious that seeing his pathway blocked and being unaware of the presence of an engine, the plaintiff’s husband would attempt to pass through with his train approaching.
The Counsel for the L & Y then questioned Morris and asked, “Had you been with Bentley on the night in question, after first meeting him at a quarter to six?” To which Morris replied, “Yes”. Further questions ascertained that they had visited the Roe Buck Inn and they had consumed one pint of beer each and a small whisky ‘chaser’. They had then moved on to the Walmsley Arms, where they had consumed half a gallon of beer between them, before moving on to the Rishton Arms where they had consumed an additional gill of beer each, although Morris was not sure if Bentley had gone onto lemonade. Collins said “I do not wish to suggest that the deceased was drunk, but to establish his state of judgement”. Morris replied, “He was very talkative”. His Lordship then intervened by asking, “Is this proof of drunkenness?” To which Collins retorted, “It is a matter of degrees Sir”. Collins did not call any other witnesses, but in his final speech contended that the deceased had contributed to his fate by “contributory negligence”.
In his summing-up Mr Justice Grantham directed the jury to award damages to the plaintiff, and after a short consultation decided to award the sum of £800, to be divided as £300 to Elizabeth Bentley and £250 each to her two children.
The Town Clerk reported he was in receipt of a petition from Mr Baker with regard to the Accrington, Sabden & Clitheroe Railway. This petition was in support of the said railway and required the seal of the Council affixing to it. He suggested there should be a clause added to protect the footpaths owned by the Council and the interests of the tramway. The mayor moved that the seal of the Council should be attached after the suggested clause had been inserted, and this was seconded by Alderman Entwistle.
April A party of 287 employees and families of the local Amalgamated Society of Railway Workers sat down to a tea in the Assembly Room of Accrington Town Hall in a charity event in aid of the Railway Widows’ & Orphans’ Fund. The event was presided over by Mr J. Kerr JP of the Dunkenhalgh, who in his address on the history of railways, made reference to the current Channel Tunnel Scheme, whom the military authorities were in opposition to. There followed a concert given by entertainers from the area.
A locomotive running light engine crashed through a buffer-stop close to Lonsdale Street Bridge and finished up nose down in the road.
October Robert Wilson, a 45 year old of Brown Street, Accrington, an engine tenter at the Woodnook Mill of Bury Brothers, was struck and killed by a train whilst walking to Huncoat from Hapton along the railway tracks. He was hit by an express train approaching Huncoat Railway Station at speed and then thrown onto the down track, where another train going east ran over him dismembering his body. At the Coroner’s Court a verdict of accidental death was recorded. It was thought he was using the railway as a means of a shortcut.
It was during 1886 that Barton Wright left the L & Y and was succeeded by a 35-year-old John Aspinall as Chief Mechanical Engineer.
1887 With the opening of Horwich Locomotive Works all engine building ceased at the Miles Platting Works with the works at Bury closing shortly afterwards. These factories had supplied many of the engines which worked and were allocated to Accrington over the years.
Note It should be pointed out that whereas some text is based on the Accrington Observer & Times, it was the town’s ‘other’ paper the Gazette, which best supported the Lancashire & Yorkshire Railway by publishing the monthly timetables of all the train services passing through Accrington on a month by month basis for several years, including the following –
Lancashire & Yorkshire Timetables for July 1887.
Trains from Accrington to Manchester Victoria via Bury.
Mondays to Fridays and Saturdays
| 07:33 | 08:07 | 09:22 | 09:45 | 10:12 | 10:57 | 11:43 | 13:38 | 14:37 |
| 15:32 | 16:25 | 16:45 | 17:45 | 18:43 | 19:50 | 20:34 | 21:17 | 22:50 |
Sundays
| 08:10 | 10:45 | 16:05 | 19:30 | 20:05 | 22:00 |
Trains from Accrington to Blackpool, Fleetwood, Liverpool & Southport via Preston
On Mondays to Fridays and Saturdays
| 06:10 | 07:40 | 08:40 | 09:35 | 10:05 | 11:33 | 13:15 | 14:17 | 14:55 | 15:25 |
| 16:20 | 17:03 | 17:15 | 18:12 | 19:10 | 19:55 | 19:50 | 20:45 | 21:30 | 22:40 |
Through trains – at 10:05 & 11:33 to Fleetwood, at 13:15 to Blackpool Talbot Road, at 16:20 to Blackpool Central, at 17:03 to Southport, 21:30 to Preston and at 22:40 to Blackburn only.
Sundays
| 08:23 | 10:40 | 13:27 | 16:12 | 19:20 | 20:45 | 21:50 |
Through trains – at 10:40, 13:27 & 19:20 to Blackpool Central, at 20:45 to Preston and at 21:50 to Blackburn only.
Trains from Accrington to Blackburn on Mondays to Fridays.
| 06:10 | 07:40 | 08:40 | 09:25 | 09:35 | 10:05 | 10:55 | 11:55 | 13:55 | 14:17 | 14:55 |
| 15:25 | 16:20 | 16:25 | 17:03 | 17:15 | 18:12 | 19:10 | 19:55 | 20:45 | 21:30 | 22:40 |
Saturdays only
| 11:33 | 13:15 | 18:08 | 19:15 |
Sundays
| 08:25 | 10:40 | 13:27 | 14:25 | 16:12 | 19:20 | 20:45 | 21:50 |
Trains from Accrington to Burnley on Mondays to Fridays and Saturdays to Burnley Central.
| 05:20 | 06:55 | 08:30 | 07:45 | 09:37 | 09:52 | 10:25 | 11:50 | 13:45 | 14:37 |
| 15:03 | 15:23 | 16:10D | 16:40 | 17:10D | 17:45 | 18:35 | 19:40 | 21:12 | 22:42 |
D = not Saturdays
Mondays to Fridays and Saturdays to Burnley Manchester Road.
| 06:48 | 07:45 | 08:53 | 09:45 | 11:00 | 11:36 | 14:26 | 15:19 | 17:33 | 18:32 | 20:40 |
Sundays to Burnley Central
| 08:17 | 10:45 | 15:50 | 16:05 | 18:55 | 21:57 | 22:15 |
Trains from Accrington to London Glasgow Central & Edinburgh and other northern destinations.
Mondays to Saturdays
| 06:10 | 08:40 | 10:05 | 10:55 | 11:55 | 13:55 | 14:17 | 14:55 | 16:20 | 16:25 | 18:12 | 19:55 |
The 10:05 was for Edinburgh Princess Street only, the 10:55, 13:55 & 14:17, were for Edinburgh Princess Street & Glasgow Central. The 06:10 and the 11:55 was also for Carlisle, the 08:40, 14:55, 16:20, 16:25 & 18:12 was for Windermere, the 08:40 was for Carnforth, and the 19:55 was for Kendal.
Trains from Accrington to London, Glasgow Central & Edinburgh, (via the Midland Railway, Skipton and the Waverley Route).
Mondays to Saturdays
| 05:20 | 06:55 | 10:25 | 11:55 | 13:45 | 15:03 | 15:23 | 17:45 | 19:40 |
The 05:20 was for Glasgow Central, 10:25 was for Glasgow & Edinburgh, the 15:03 was for Glasgow, Edinburgh and London St. Pancras, the 10:25 was for Glasgow & Edinburgh. The 11:55, 13:45 and the 19:40 are for London St. Pancras, the 15:23 terminates at Carlisle, and the 06:55 and the 17:45 terminate at Leeds Wellington Street.
Sundays
| 08:17 | 10:45 | 16:05 |
The 10:45 and the 16:05 are for London St. Pancras, the 08:17 terminates at Leeds Wellington St.
Trains passing through Accrington to and from Liverpool via Preston and Ormskirk in 1887 were –
| Time | From | To | Type |
| 00:35 | Rawtenstall | Aintree sorting sidings | Fast goods (MX) |
| 01:15 | Aintree | Leeds | Express mail |
| 01:15 | Aintree sorting sidings | Ramsbottom | Express goods (SuO) |
| 01:40 | Aintree | Ramsbottom | Fast goods (MX) |
| 04:00 | Colne | Ormskirk | Express goods (MX) |
| 04:00 | Rainford Junction | Accrington exchange sidings | Fast goods and coal |
| 04:45 | Colne | Aintree sorting sidings | Fast goods |
| 06:10 | Accrington | Liverpool Exchange Station | Passenger |
| 07:00 | Colne | Ormskirk | Goods (MO) |
| 07:40 | Accrington | Liverpool Exchange Station | Passenger |
| 07:40 | Liverpool Exchange Station | Todmorden | Passenger (SuO) |
| 08:10 | Liverpool Exchange Station | Burnley Bank Top | Express passenger |
| 09:25 | Accrington | Liverpool Exchange Station | Express passenger |
| 11:55 | Accrington | Liverpool Exchange Station | Passenger |
| 13:10 | Liverpool Exchange Station | Accrington | Passenger (SuO) |
| 13:30 | Accrington | Liverpool Exchange Station | Passenger (SuO) |
| 14:10 | Liverpool Exchange Station | Sowerby Bridge | Express passenger |
| 14:55 | Accrington | Liverpool Exchange Station | Passenger |
| 19:10 | Accrington | Liverpool Exchange Station | Passenger |
| 19:45 | Aintree sorting sidings | Hull | Express goods (SX) |
| 20:45 | Accrington | Liverpool Exchange Station | Passenger |
| 21:25 | Ormskirk | Colne | Fast goods (SX) |
| 22:35 | Burnley | Aintree sorting sidings | Express goods (MX) |
| 22:40 | Accrington | Liverpool Exchange Station | Passenger |
| 22:45 | Leeds | Liverpool, Great Howard Street | Fast goods (MO SuO) |
| 22:50 | Aintree sorting sidings | Leeds | Express goods |
| 23:15 | Aintree sorting sidings | Colne | Express goods (SX) |
| 23:30 | Normanton | Ormskirk | Express goods |
| 23:30 | Ormskirk | Colne | Express mail |
MX = Mondays excepted, SuO = Sundays only and MO = Mondays only all other trains ran Mondays to Saturdays.
1888 November A lamp room was added to the facilities at Accrington station. This was the work of Thomas Wrigley who charged £155 for his endeavours.
December The station was again enlarged by the firm of Edward Taylor at a cost of £8,550.
During 1888 the Lancashire & Yorkshire Railway expanded its services with the cooperation of other companies, including the London & North Western Railway and the Midland Railway. These included reciprocal running rights and the apportionment of revenues.
It may seem odd that people travelling between Accrington and Rawtenstall or Bacup would do so via Ramsbottom, or to Whalley or Clitheroe via Blackburn, but it must be remembered that at this time there was little alternative to travelling on the train.
Railway Timetables 1888
ACCRINGTON to Haslingden, Bury and Manchester Victoria, Weekdays
| Accrington | 0735 | 0837 | 0922 | 0945 | 1000 | 1012 | 1057 | 1158 | 1335 |
| Baxenden | 0744 | – | – | Tuesdays | – | 1021 | 1106 | 1207 | 1344 |
| Haslingden | 0748 | 0846 | 0934 | & | – | 1025 | 1110 | 1211 | 1348 |
| Helmshore | 0752 | – | 0938 | Fridays | – | 1029 | 1114 | 1215 | 1352 |
| Ramsbottom | 0800 | – | 0946 | only | – | 1036 | 1122 | 1223 | 1400 |
| Summerseat | 0812 | – | – | – | – | 1041 | 1127 | – | 1405 |
| Bury | 0820 | – | 0953 | – | 1025 | 1047 | 1133 | 1231 | 1411 |
| Radcliffe Br. | 0830 | – | – | – | – | 1055 | 1141 | 1239 | 1419 |
| Pendleton | 0835 | – | – | – | – | – | 1155 | 1249 | 1434 |
| Salford | 0840 | 0916 | – | – | 1043 | 1107 | 1201 | 1254 | 1439 |
| Man. Victoria | 0845 | 0920 | 1017 | 1030 | 1048 | 1112 | 1205 | 1300 | 1445 |
| Accrington | 1437 | 1532 | 1425 | 1702 | 1745 | 1840 | 1945 | 2034 | 2117 | 2250 |
| Baxenden | 1446 | 1541 | – | 1711 | 1754 | 1849 | 1954 | 2043 | 2126 | 2259 |
| Haslingden | 1450 | 1545 | 1636 | 1715 | 1758 | 1853 | 1958 | 2047 | 2130 | 2303 |
| Helmshore | 1454 | 1549 | – | 1719 | 1802 | 1857 | 2002 | 2051 | 2134 | 2307 |
| Ramsbottom | 1501 | 1550 | 1646 | 1726 | 1808 | 1906 | 2008 | 2058 | 2141 | 2313 |
| Summerseat | – | 1601 | – | 1731 | 1828 | 1910 | – | 2103 | – | – |
| Bury | 1509 | 1607 | 1654 | 1737 | 1834 | 1916 | 2017 | 2109 | 2149 | – |
| Radcliffe Br. | 1517 | 1615 | – | 1745 | – | 1924 | – | 2117 | – | – |
| Pendleton | 1527 | 1625 | 1710 | 1800 | – | 1939 | – | 2132 | – | – |
| Salford | 1532 | 1635 | 1715 | 1805 | – | 1944 | – | 2137 | – | – |
| Man. Victoria | 1537 | 1640 | 1720 | 1810 | 1903 | 1950 | 2047 | 2142 | 2212 | – |
The 09:22, 09:45, 17:45, 19:45 & 21:17 departures run via Prestwich. The 10:00 does not operate on Saturdays, whilst the 22:50 runs on Saturdays only.
Manchester Victoria, Bury and Haslingden to ACCRINGTON, Weekdays
| Man. Victoria | 0520 | 0715 | 0843 | 0930 | 1035 | 1225 | – | 1415 | 1515 |
| Salford | – | 0718 | 0846 | – | 1038 | 1228 | 1310 | – | – |
| Pendleton | – | 0723 | 0851 | – | 1043 | 1233 | 1315 | – | – |
| Radcliffe Br. | – | 0740 | – | – | 1100 | 1250 | 1330 | – | – |
| Bury | 0553 | 0750 | 0910 | 0952 | 1110 | 1300 | 1340 | 1437 | – |
| Summerseat | 0559 | 0756 | – | – | 1116 | 1306 | 1346 | – | – |
| Ramsbottom | 0609 | 0803 | 0920 | 1001 | 1122 | 1314 | 1352 | 1446 | – |
| Helmshore | 0617 | 0810 | 0927 | – | 1125 | 1321 | 1359 | – | 1545 |
| Haslingden | 0625 | 0817 | 0934 | 1013 | 1136 | 1328 | 1406 | 1458 | 1552 |
| Baxenden | 0631 | 0822 | 0939 | 1141 | 1333 | 1411 | – | 1557 | |
| Accrington | 0643 | 0830 | 0948 | 1023 | 1150 | 1341 | 1420 | 1503 | 1605 |
| Man. Victoria | 1527 | – | – | – | 1745 | 1820 | 1955 | 2125 | 2246 |
| Salford | 1530 | 1630 | 1650 | 1720 | 1754 | 1823 | 1958 | – | – |
| Pendleton | 1535 | – | – | 1726 | 1758 | 1828 | 2003 | – | – |
| Radcliffe Br. | 1552 | – | – | 1741 | 1802 | 1845 | 2020 | – | – |
| Bury | 1602 | – | 1711 | 1751 | 1808 | 1855 | 2030 | 2156 | 2316 |
| Summerseat | 1608 | – | – | 1757 | 1828 | 1901 | 2038 | 2202 | 2322 |
| Ramsbottom | 1614 | – | 1720 | 1803 | 1834 | 1907 | 2043 | 2210 | 2233 |
| Helmshore | 1621 | – | 1727 | 1810 | – | 1914 | 2050 | 2217 | 2340 |
| Haslingden | 1648 | – | 1734 | 1817 | – | 1921 | 2057 | 2224 | 2347 |
| Baxenden | 1633 | – | – | 1822 | – | 1926 | 2102 | 2229 | – |
| Accrington | 1641 | 1710 | 1745 | 1830 | 1903 | 1935 | 2110 | 2237 | 2400 |
The 05:20, 17:45, 21:25 & 22:46 departures run via Prestwich. The 15:15 runs on Thursday and Saturdays only, whilst the 16:30 & 16:45 do not operate on Saturdays.
Sunday services
| Accrington departs | 0800 | 1040 | 1540 | Manchester Victoria departs | – | 0910 | 1400 |
| Baxenden | 0809 | 1049 | 1549 | Salford | – | 0913 | 1403 |
| Haslingden | 0814 | 1054 | 1554 | Pendleton | – | 0918 | 1408 |
| Helmshore | 0818 | 1059 | 1600 | Radcliffe Br. | – | 0938 | 1426 |
| Ramsbottom | 0825 | 1108 | 1607 | Bury | 0710 | 0946 | 1436 |
| Summerseat | 0830 | 1113 | 1612 | Summerseat | 0716 | 0952 | 1442 |
| Bury | 0836 | 1118 | 1618 | Ramsbottom | 0722 | 1000 | 1449 |
| Radcliffe Br. | 0844 | – | 1626 | Helmshore | 0729 | 1007 | 1455 |
| Pendleton | 0859 | – | 1640 | Haslingden | 0736 | 1014 | 1502 |
| Salford | 0904 | – | 1645 | Baxenden | 0741 | 1019 | 1507 |
| arrives Man Victoria | 0910 | – | 1651 | arrives Accrington | 0748 | 1027 | 1516 |
ACCRINGTON to Haslingden, Rawtenstall & Bacup, Weekdays
| Accrington departs | 0735 | 0922 | 1057 | 1158 | 1335 | 1437 | 1625 | 1702 | 1745 | 1840 | 1945 |
| Ramsbottom (change) | 0816 | 1013 | 1135 | 1232 | 1420 | 1537 | 1646 | 1728 | 1830 | 1918 | 2028 |
| Stubbins | 0819 | 1016 | 1137 | 1235 | 1423 | 1540 | 1651 | 1735 | 1832 | 1921 | 2031 |
| Ewood Bridge | 0824 | 1021 | 1142 | 1240 | 1428 | 1545 | 1656 | 1742 | 1837 | 1926 | 2036 |
| Rawtenstall | 0830 | 1026 | 1147 | 1245 | 1433 | 1550 | 1701 | 1745 | 1842 | 1931 | 2041 |
| Cloughfold | 0834 | 1030 | 1150 | 1249 | 1437 | 1554 | 1705 | 1748 | 1845 | 1935 | 2045 |
| Waterfoot | 0839 | 1035 | 1154 | 1254 | 1442 | 1559 | 1710 | 1752 | 1848 | 1940 | 2050 |
| Stacksteads | 0843 | 1039 | 1157 | 1258 | 1446 | 1603 | 1714 | 1755 | 1855 | 1944 | 2054 |
| arrives Bacup | 0850 | 1045 | 1203 | 1305 | 1452 | 1610 | 1720 | 1802 | 1858 | 1950 | 2100 |
Bacup to ACCRINGTON, Weekdays
| Bacup departs | 0540 | 0717 | 0850 | 1045 | 1200 | 1320 | 1510 | 1630 | 1755 | 2005 | 2130 |
| Stacksteads | 0544 | 0721 | 0854 | 1049 | 1204 | 1324 | 1514 | 1634 | 1759 | 2009 | 2134 |
| Waterfoot | 0547 | 0725 | 0857 | 1052 | 1208 | 1327 | 1517 | 1637 | 1803 | 2012 | 2138 |
| Cloughfold | 0550 | 0729 | 0900 | 1055 | 1212 | 1330 | 1520 | 1640 | 1807 | 2015 | 2142 |
| Rawtenstall | 0553 | 0733 | 0903 | 1058 | 1216 | 1333 | 1523 | 1643 | 1811 | 2018 | 2146 |
| Ewood Bridge | 0557 | 0737 | 0907 | 1102 | 1220 | 1337 | 1527 | 1647 | 1816 | 2022 | 2150 |
| Stubbins | 0602 | 0742 | 0912 | 1107 | 1225 | 1342 | 1532 | 1652 | 1820 | 2027 | 2155 |
| Ramsbottom (change) | 0609 | 0803 | 0920 | 1122 | – | 1411 | 1614 | 1720 | 1833 | 2043 | 2210 |
| arrives Accrington | 0643 | 0830 | 0948 | 1150 | 1341 | 1438 | 1641 | 1745 | 1903 | 2110 | 2237 |
Sunday services
| Accrington departs | 0800 | 1040 | 1542 | Bacup departs | 0645 | 0925 | 1415 |
| Ramsbottom (change) | 0830 | 1232 | 1620 | Stacksteads | 0649 | 0930 | 1420 |
| Stubbins | 0833 | 1235 | 1623 | Waterfoot | 0653 | 0934 | 1424 |
| Ewood Bridge | 0838 | 1240 | 1627 | Cloughfold | 0657 | 0938 | 1428 |
| Rawtenstall | 0843 | 1245 | 1633 | Rawtenstall | 0701 | 0942 | 1432 |
| Cloughfold | 0847 | 1248 | 1637 | Ewood Bridge | 0705 | 0947 | 1437 |
| Waterfoot | 0852 | 1254 | 1642 | Stubbins | 0710 | 0952 | 1442 |
| Stacksteads | 0858 | 1258 | 1645 | Ramsbottom (change) | 0722 | 1000 | 1448 |
| arrives Bacup | 0902 | 1305 | 1650 | arrives Accrington | 0748 | 1027 | 1515 |
ACCRINGTON to Burnley Colne & Skipton, weekdays
| Accrington dep. | 0520 | 0655 | 0833 | 0928 | 0952 | 1026 | 1156 | 1345 | 1440 |
| Huncoat | 0524 | 0659 | 0837 | – | 0956 | – | 1200 | 1349 | 1444 |
| Hapton | 0528 | 0703 | 0841 | – | 1000 | – | 1204 | 1353 | 1448 |
| Rose Grove | 0533 | 0708 | 0846 | 0935 | 1005 | – | 1209 | 1358 | 1453 |
| Burnley Barracks | 0537 | 0713 | 0850 | 0939 | 1009 | – | 1213 | 1402 | 1457 |
| Burnley B. T. | 0541 | 0720 | 0854 | 0943 | 1015 | 1038 | 1217 | 1406 | 1501 |
| Brierfield | 0546 | 0725 | 0858 | – | 1020 | – | 1222 | 1411 | 1506 |
| Nelson | 0550 | 0730 | 0903 | – | 1024 | – | 1226 | 1415 | 1510 |
| Colne | 0555 | 0735 | 0908 | – | 1030 | 1051 | 1232 | 1420 | 1515 |
| arrives Skipton | 0645 | 0815 | – | – | 1112 | 1113 | 1327 | 1515 | – |
| Accrington dep. | 1510 | 1523 | 1607 | 1643 | 1712 | 1747 | 1835 | 1940 | 2145 | 2242 |
| Huncoat | – | – | 1611 | 1647 | – | 1751 | 1839 | 1944 | 2119 | 2236 |
| Hapton | – | 1529 | 1615 | 1651 | – | 1755 | 1843 | 1948 | 2123 | 2240 |
| Rose Grove | – | – | 1620 | 1656 | 1721 | 1800 | 1847 | 1953 | 2128 | 2245 |
| Burnley Barracks | – | – | 1624 | 1700 | 1724 | 1804 | 1851 | 1957 | 2132 | 2249 |
| Burnley B. T. | 1521 | 1538 | 1628 | 1704 | 1727 | 1808 | 1855 | 2001 | 2136 | 2254 |
| Brierfield | – | 1543 | 1633 | 1709 | 1732 | 1813 | 1900 | 2008 | 2141 | 2300 |
| Nelson | – | 1547 | 1637 | 1713 | 1736 | 1817 | 1905 | 2010 | 2145 | 2305 |
| Colne | 1531 | 1552 | 1642 | 1718 | 1742 | 1822 | 1910 | 2015 | 2150 | 2310 |
| arrives Skipton | 1554 | 1630 | – | – | – | 1850 | – | 2100 | – | 2350 |
The 05:20 goes through to Skipton on Mondays only, whilst the 17:12 runs every weekday except Saturday
Skipton, Colne & Burnley to ACCRINGTON, weekdays
| Skipton dep. | – | 0710 | 0815 | – | 0855 | – | 1030 | – | – | 1315 |
| Colne | 0655 | 0803 | 0845 | – | 0920 | 1010 | 1115 | 1255 | 1325 | 1400 |
| Nelson | 0700 | 0808 | 0850 | – | 0925 | 1015 | 1120 | 1300 | 1330 | 1405 |
| Brierfield | 0704 | 0812 | 0854 | – | 0930 | 1019 | 1124 | 1304 | 1334 | 1409 |
| Burnley C | 0710 | 0817 | 0859 | 0930 | 0935 | 1025 | 1131 | 1310 | 1340 | 1415 |
| Burnley B | 0713 | 0820 | 0902 | 0933 | 0938 | 1028 | 1134 | 1313 | – | 1418 |
| Rose Gr. | 0717 | 0823 | 0906 | – | 0942 | 1032 | 1138 | 1317 | – | 1422 |
| Hapton | 0721 | 0827 | 0910 | – | 0946 | 1036 | 1142 | 1321 | – | 1426 |
| Huncoat | 0725 | 0831 | 0914 | – | 0950 | 1040 | 1146 | 1325 | – | 1430 |
| Accrington | 0732 | 0835 | 0918 | 0943 | 0955 | 1047 | 1153 | 1332 | 1352 | 1435 |
| Skipton dep. | 1435 | 1540 | – | 1655 | – | 1800 | – | 2015 | – | |
| Colne | 1540 | 1603 | 1620 | 1725 | 1800 | 1905 | 1955 | 2050 | 2140 | 2325 |
| Nelson | 1545 | – | 1625 | 1730 | 1805 | 1910 | 2000 | 2055 | 2145 | 2330 |
| Brierfield | 1549 | – | 1629 | 1734 | 1809 | 1914 | 2009 | 2059 | 2149 | 2334 |
| Burnley C | 1555 | 1613 | 1635 | 1740 | 1815 | 1920 | 2015 | 2106 | 2156 | 2340 |
| Burnley B | 1558 | – | 1638 | 1743 | 1818 | 1923 | 2017 | – | 2159 | – |
| Rose Gr. | 1602 | – | 1642 | 1747 | 1822 | 1927 | 2019 | – | 2230 | – |
| Hapton | 1606 | – | 1646 | 1751 | 1826 | 1931 | 2022 | – | 2235 | – |
| Huncoat | 1610 | – | 1650 | 1755 | 1830 | 1935 | 2025 | – | 2239 | – |
| Accrington | 1615 | 1623 | 1657 | 1802 | 1837 | 1942 | 2032 | 2125 | 2247 | 2352 |
The 07:10 runs every weekday except Saturday. The 23:25 from Colne runs Saturdays only, whilst there is an additional train at 13:50 from Accrington to Colne on Saturdays only which calls at all stations.
Sunday services
| Accrington departs | 0800 | 1032 | 1320 | 1540 | 1910 | Skipton departs | – | 1020 | 1225 | 1700 |
| Huncoat | 0804 | 1038 | 1324 | 1544 | 1914 | Colne | 0710 | 1220 | 1500 | 1800 |
| Hapton | 0808 | 1040 | 1328 | 1548 | 1918 | Nelson | 0715 | 1225 | 1505 | 1805 |
| Rose Grove | 0813 | 1045 | 1333 | 1553 | 1923 | Brierfield | 0719 | 1229 | 1509 | 1809 |
| Burnley Barracks | 0817 | 1049 | 1337 | 1557 | 1927 | Burnley Bank Top | 0725 | 1235 | 1515 | 1815 |
| Burnley Bank Top | 0822 | 1054 | 1342 | 1602 | 1932 | Burnley Barracks | 0728 | 1238 | 1518 | 1818 |
| Brierfield | 0828 | 1100 | 1348 | 1608 | 1938 | Rose Grove | 0732 | 1242 | 1522 | 1822 |
| Nelson | 0833 | 1105 | 1352 | 1612 | 1942 | Hapton | 0736 | 1246 | 1526 | 1826 |
| Colne | 0838 | 1110 | 1357 | 1617 | 1947 | Huncoat | 0740 | 1250 | 1530 | 1830 |
| arrives Skipton | 0955 | 1150 | – | 1710 | – | arrives Accrington | 0747 | 1257 | 1537 | 1837 |
ACCRINGTON to Burnley, Todmorden & Yorkshire towns, weekdays
| Accrington departs | 0648 | 0745 | 0853 | 0944 | 1100 | 1136 | 1426 | 1519 | 1735 | 1832 | 2052 |
| Huncoat | – | 0749 | – | – | 1104 | – | 1430 | – | – | – | – |
| Hapton | – | 0753 | – | – | 1108 | – | 1434 | – | – | – | – |
| Rose Grove | 0656 | 0758 | – | – | 1113 | – | 1439 | – | – | 1841 | 2100 |
| Burnley Manchester Road | 0700 | 0802 | 0904 | 0955 | 1117 | 1147 | 1443 | 1530 | 1745 | 1845 | 2104 |
| Todmorden | 0725 | 0827 | 0923 | 1015 | 1143 | 1205 | 1508 | 1547 | 1816 | 1910 | 2130 |
| arrives Halifax | 0831 | 0920 | 1006 | 1101 | – | 1252 | – | 1617 | 1903 | 2017 | 2210 |
| arrives Bradford | 0855 | 0942 | 1025 | 1122 | – | 1313 | – | 1645 | 1925 | 2040 | 2235 |
| arrives Leeds | 0908 | 0957 | 1035 | 1133 | – | 1322 | – | 1658 | 1938 | 2050 | 2250 |
| arrives Huddersfield | 0845 | 0950 | 1023 | 1132 | – | 1310 | – | 1700 | 1918 | 2050 | 2245 |
Yorkshire towns to ACCRINGTON, weekdays
| Huddersfield departs | 0740 | 0813 | 0910 | 1050 | 1205 | 1340 | – | 1537 | 1620 | 1720 | 1930 | – |
| Leeds departs | 0740 | 0840 | 0915 | 1055 | – | 1330 | – | 1523 | 1620 | 1720 | 1916 | – |
| Bradford departs | 0802 | 0850 | 0935 | 1115 | 1215 | 1350 | – | 1545 | 1630 | 1730 | 1935 | – |
| Halifax departs | 0821 | 0915 | 1000 | 1134 | 1247 | 1416 | – | 1605 | 1655 | 1854 | 1955 | – |
| Todmorden | 0900 | 0947 | 1045 | 1233 | 1335 | 1500 | 1555 | 1645 | 1709 | 1850 | 2040 | 2200 |
| Burnley Manchester Rd. | 0917 | 1013 | 1111 | 1259 | 1401 | 1517 | 1621 | 1702 | 1738 | 1915 | 2106 | 2226 |
| Rose Grove | – | 1017 | 1115 | 1303 | 1405 | – | 1625 | 1706 | 1800 | 1927 | 2110 | 2230 |
| Hapton | – | 1022 | – | 1308 | – | – | 1630 | – | – | 1931 | 2115 | 2235 |
| Huncoat | – | 1026 | – | 1312 | – | – | 1634 | – | – | 1935 | 2119 | 2238 |
| arrives Accrington | 0927 | 1033 | 1123 | 1320 | 1413 | 1527 | 1640 | 1714 | 1810 | 1942 | 2123 | 2247 |
Sunday services
| Accrington departs | 0755 | 1032 | Huddersfield departs | 0735 | 1206 |
| Huncoat | 0759 | 1038 | Leeds departs | 0700 | 1120 |
| Hapton | 0803 | 1040 | Bradford departs | 0730 | 1145 |
| Rose Grove | 0810 | 1047 | Halifax departs | 0807 | 1224 |
| Burnley Manchester Road | 0815 | 1053 | Todmorden | 0900 | 1330 |
| Todmorden | 0842 | 1120 | Burnley Manchester Road | 0926 | 1356 |
| arrives Halifax | 0942 | 1222 | Rose Grove | 0930 | 1400 |
| arrives Bradford | 1016 | 1255 | Hapton | 0935 | 1405 |
| arrives Leeds | 1045 | 1322 | Huncoat | 0939 | 1409 |
| arrives Huddersfield | 0958 | 1440 | arrives Accrington | 0947 | 1417 |
ACCRINGTON to the coastal resorts & Liverpool, weekdays
| Accrington dep. | 0615 | 0740 | 0840 | 0925 | 0936 | 1005 | 1056 | 1203 | 1315 | 1356 |
| Church | 0619 | 0744 | 0844 | 0929 | – | 1009 | 1059 | 1207 | 1319 | – |
| Rishton | 0623 | 0748 | 0848 | 0933 | – | 1013 | 1103 | 1211 | 1323 | – |
| Blackburn | 0637 | 0800 | 0858 | 0943 | 0948 | 1025 | 1113 | 1222 | 1332 | 1410 |
| Mill Hill | 0640 | 0803 | 0901 | – | 0951 | – | – | 1225 | 1335 | – |
| Darwen | 0652 | 0844 | 0938 | – | – | 1035 | 1137 | 1314 | 1403 | 1437 |
| arr. Bolton | 0723 | 0915 | – | – | – | 1105 | – | 1345 | – | 1510 |
| Pleasington | 0648 | 0811 | 0909 | – | 0959 | – | – | 1235 | 1343 | – |
| Bamber Bridge | 0659 | 0822 | 0920 | – | 1010 | – | – | 1246 | 1354 | – |
| Preston | 0710 | 0832 | 0930 | – | 1020 | 1046 | 1133 | 1255 | – | 1432 |
| arr. Lancaster | 0900 | – | 1105 | – | – | 1130 | 1306 | 1350 | – | – |
| arr. Morecambe | 0923 | – | – | – | – | 1200 | – | – | – | – |
| Lytham | 0850 | – | 1053 | – | – | 1128 | – | – | 1430 | 1517 |
| arr. Blackpool Cen. | 0912 | – | 1057 | – | – | 1150 | – | – | 1450 | 1537 |
| arr. B’pool North | 0845 | – | 1115 | – | – | 1137 | – | – | – | 1525 |
| arr. Fleetwood | 0853 | – | 1105 | – | – | 1145 | – | – | – | 1535 |
| arr. Southport | 0813 | 0918 | – | 1033 | 1135 | – | 1217 | 1405 | – | 1507 |
| arr. Liverpool | 0832 | 0930 | 1027 | 1040 | 1132 | – | 1217 | 1412 | – | 1530 |
| Accrington dep. | 1417 | 1455 | 1530 | 1620 | 1703 | 1715 | 1812 | 1910 | 2045 | 2130 | 2240 |
| Church | 1421 | 1459 | 1534 | 1624 | 1707 | 1719 | 1816 | 1914 | 2049 | 2134 | 2244 |
| Rishton | 1425 | 1503 | 1538 | 1628 | 1711 | 1723 | 1820 | 1918 | 2053 | 2138 | 2248 |
| Blackburn | 1436 | 1512 | 1546 | 1640 | 1721 | 1733 | 1830 | 1930 | 2107 | 2150 | 2255 |
| Mill Hill | 1439 | 1519 | – | 1643 | 1724 | 1736 | – | 1933 | 2110 | 2153 | – |
| Darwen | – | 1611 | 1611 | – | – | 1812 | – | 1940 | 2117 | 2251 | – |
| Bolton | – | 1628 | 1628 | – | – | 1843 | – | 2010 | 2148 | 2308 | – |
| Pleasington | 1447 | 1528 | – | 1651 | – | 1744 | 1837 | 1941 | 2118 | 2201 | – |
| Bamber Bridge | 1458 | 1539 | – | 1702 | – | 1755 | – | 1951 | 2129 | 2214 | – |
| Preston | 1506 | 1550 | – | 1712 | 1742 | 1805 | 1855 | 2002 | 2140 | 2225 | – |
| Lancaster | 1546 | 1615 | – | – | 1856 | – | 1933 | – | – | – | – |
| Morecambe | 1618 | 1638 | – | – | – | – | 2028 | – | – | – | – |
| Lytham | 1613 | 1710 | – | 1746 | 1809 | – | 1945 | – | 2225 | – | – |
| Blackpool Cen. | 1633 | 1730 | – | 1805 | 1827 | – | 2006 | – | 2247 | – | – |
| B’pool North | 1625 | 1700 | – | 1807 | – | 1905 | 1948 | – | 2230 | – | – |
| Fleetwood | 1625 | 1710 | – | 1807 | – | 1905 | 1947 | – | 2245 | – | – |
| Southport | 1553 | 1633 | 1735 | 1852 | 1810 | 1910 | 2048 | 2048 | 2255 | – | – |
| Liverpool | 1552 | 1652 | 1706 | 1835 | – | 1922 | 2050 | 2050 | 2316 | – | 2345 |
The 13:56 runs every weekday except Saturday. The 09:25 is a through train to Southport. The 13:15 runs on Saturdays only. Additional trains depart Accrington for Church, Rishton & Blackburn on Saturdays only at 13:19 & 21:15.
Liverpool & the coastal resorts to ACCRINGTON, weekdays
| Liverpool dep. | – | – | 0640 | – | – | – | 0848 | – | 1010 | 1135 | 1222 |
| Southport dep. | – | – | 0620 | – | 0820 | – | 0850 | – | 1015 | 1140 | 1225 |
| Fleetwood dep. | – | 0610 | 0715 | – | – | 0800 | 0840 | – | – | 1015 | – |
| B’pool North dep. | – | 0610 | – | – | – | 0810 | 0840 | – | – | 1020 | – |
| Blackpool Cen. dep. | – | – | 0730 | – | – | 0755 | 0825 | – | 1000 | – | – |
| Lytham | – | 0620 | 0748 | – | – | 0815 | 0850 | – | 1020 | – | – |
| Morecambe dep. | – | – | – | – | – | 0740 | – | 0830 | 0940 | 1010 | – |
| Lancaster dep. | – | – | – | – | – | 0800 | – | 0902 | 1000 | 1038 | – |
| Preston | 0545 | 0725 | 0815 | 0820 | – | 0855 | 0935 | 0950 | 1100 | 1220 | 1330 |
| Bamber Br. | 0552 | 0735 | – | 0827 | – | 0902 | – | 1000 | – | 1230 | 1342 |
| Pleasington | 0606 | 0749 | – | 0841 | – | 0916 | – | 1014 | – | 1244 | 1356 |
| Bolton dep. | 0538 | – | – | – | – | 0838 | 0913 | 0946 | 1013 | 1205 | 1321 |
| Darwen | 0610 | – | 0803 | – | – | 0909 | 0933 | 1017 | 1033 | 1236 | 1351 |
| Mill Hill | 0612 | 0755 | – | 0847 | – | 0922 | – | 1020 | – | 1250 | 1402 |
| Blackburn | 0628 | 0802 | 0837 | 0855 | 0912 | 0928 | 1005 | 1032 | 1124 | 1303 | 1410 |
| Rishton | 0635 | 0809 | 0844 | 0902 | – | 0935 | – | 1038 | – | 1310 | 1417 |
| Church | 0639 | 0812 | 0847 | 0905 | 0920 | 0938 | 1013 | 1041 | – | 1313 | 1420 |
| arr. Accrington | 0643 | 0818 | 0851 | 0910 | 0925 | 0942 | 1018 | 1045 | 1134 | 1320 | 1425 |
| Liverpool dep. | – | 1410 | 1440 | 1525 | 1625 | – | 1637 | 1800 | 1820 | 2005 | – |
| Southport dep. | – | 1410 | – | 1530 | – | – | 1700 | 1805 | 1830 | 2010 | – |
| Fleetwood dep. | 1250 | – | 1425 | 1525 | – | 1705 | – | 1853 | 2025 | 1250 | |
| B’pool North dep. | 1300 | – | 1435 | 1536 | – | 1710 | – | 1900 | 2030 | 1300 | |
| Blackpool Cen. dep. | 1245 | – | 1405 | 1515 | – | 1655 | 1810 | 1845 | 2015 | 1245 | |
| Lytham | 1305 | – | 1427 | 1537 | – | 1717 | 1830 | 1905 | 2035 | 1305 | |
| Morecambe dep. | – | – | 1253 | – | – | 1640 | – | 1750 | 1930 | – | |
| Lancaster dep. | – | – | 1424 | 1551 | – | 1705 | – | 1624 | 2024 | – | |
| Preston | 1400 | – | 1520 | 1605 | 1655 | 1720 | 1810 | 1855 | 1950 | 2130 | 1400 |
| Bamber Br. | 1410 | – | 1530 | – | – | 1727 | 1817 | – | 2000 | 2142 | 1410 |
| Pleasington | 1424 | – | 1544 | – | – | 1741 | 1831 | – | 2014 | 2150 | 1424 |
| Bolton dep. | – | – | 1443 | 1517 | 1618 | – | 1745 | – | 1847 | 2045 | – |
| Darwen | – | – | 1503 | 1549 | 1650 | – | 1816 | – | 1918 | 2117 | – |
| Mill Hill | 1430 | 1550 | – | – | 1747 | 1837 | – | 2020 | 2202 | 1430 | |
| Blackburn | 1437 | 1506 | 1557 | 1635 | 1722 | 1803 | 1847 | 1917 | 2030 | 2210 | 1437 |
| Rishton | 1444 | – | 1604 | 1642 | – | 1810 | 1854 | – | 2037 | 2217 | 1444 |
| Church | 1448 | – | 1608 | 1648 | 1730 | 1813 | 1857 | – | 2040 | 2220 | 1448 |
| arr. Accrington | 1453 | 1517 | 1616 | 1650 | 1734 | 1820 | 1905 | 1928 | 2048 | 2227 | 1453 |
An additional train leaves Blackburn at 11:30 for Rishton, & Church arriving in Accrington at 11:47. Other trains from Blackburn run at 08:15 & 10:00 on Saturdays only calling at Rishton & Church then Accrington. The 08:20 is a through train from Southport. The 10:00 from Blackpool Central is also a through train.
Sunday services
| Accrington dep. | 0810 | 1040 | 1100 | Liverpool dep. | 0720 | 1300 | – |
| Church | 0814 | 1044 | 1104 | Southport dep. | 0735 | 1315 | – |
| Rishton | 0818 | 1048 | 1108 | Fleetwood dep. | 0715 | 1300 | 1650 |
| Blackburn | 0830 | 1055 | 1320 | B’pool North dep. | 0715 | 1300 | 1650 |
| Mill Hill | 0833 | – | 1323 | Blackpool Cen. dep. | – | 1245 | 1635 |
| Darwen | 0852 | – | 1422 | Lytham | 0723 | 1310 | 1700 |
| Bolton | 0923 | – | 1452 | Morecambe dep. | – | – | – |
| Pleasington | 0841 | – | 1344 | Lancaster dep. | 0710 | – | – |
| Bamber Bridge | 0852 | – | 1356 | Preston | 0925 | 1425 | 1755 |
| Preston | 0905 | – | 1410 | Bamber Bridge | 0938 | 1436 | 1802 |
| Lancaster | – | – | – | Pleasington | 0950 | 1450 | 1816 |
| Morecambe | – | – | – | Bolton | 0740 | 1410 | – |
| Lytham | 0959 | – | 1526 | Darwen | 0812 | 1444 | – |
| Blackpool Cen. | 1020 | – | 1550 | Mill Hill | 0956 | 1456 | 1822 |
| B’pool North | 1010 | – | 1533 | Blackburn | 1005 | 1508 | 1832 |
| Fleetwood | 1010 | – | 1535 | Rishton | 1013 | 1516 | 1840 |
| Southport | 1005 | – | 1453 | Church | 1017 | 1520 | 1844 |
| Liverpool | 1020 | – | 1518 | arrives Accrington | 1025 | 1528 | 1852 |
ACCRINGTON to Clitheroe & Hellifield, weekdays
| Accrington dep. | 2240 | 0616 | 1740 | 0925 | 1000 | 1203 | 1203 | 1355 | 1455 |
| Blackburn (change) | 0152 | 0645 | 0825 | 0950 | 1048 | 1230 | 1300 | 1415 | 1518 |
| Daisyfield | – | 0649 | 0829 | 0954 | – | 1234 | 1304 | 1419 | – |
| Wilpshire | – | 0655 | 0835 | 1000 | – | 1240 | 1310 | 1425 | – |
| Lango | – | 0701 | 0841 | 1006 | – | 1246 | 1316 | 1431 | – |
| Whalley | – | 0706 | 0848 | 1011 | – | 1251 | 1321 | 1436 | – |
| Clitheroe | – | 0714 | 0854 | 1018 | 1104 | 1259 | 1329 | 1444 | 1539 |
| Chatburn | – | 0720 | 0900 | 1025 | – | 1306 | 1335 | 1450 | – |
| Gisburn | – | 0733 | 0913 | 1038 | – | 1317 | 1348 | 1503 | – |
| arrives Hellifield | 0225 | 0745 | 0925 | 1050 | 1125 | – | 1400 | 1513 | 1559 |
Hellifield & Clitheroe to ACCRINGTON, weekdays
| Hellifield dep. | – | 0720 | 0820 | 1000 | 1155 | – | 1320 | – | 1650 | 1920 | 1950 | – |
| Gisburn | – | 0734 | 0833 | 1010 | 1208 | 1450 | – | – | 1703 | 1932 | – | – |
| Chatburn | 0640 | 0751 | 0845 | 1022 | 1220 | 1502 | – | – | 1716 | 1944 | – | 2126 |
| Clitheroe | 0645 | 0756 | 0850 | 1027 | 1225 | 1507 | 1541 | – | 1720 | 1948 | 2011 | 2130 |
| Whalley | 0653 | 0804 | 0858 | 1034 | 1233 | 1515 | – | 1600 | 1728 | 1956 | – | 2138 |
| Lango | 0659 | 0810 | 0904 | 1039 | 1239 | 1521 | – | 1605 | 1734 | 2003 | – | 2144 |
| Wilpshire | 0706 | 0818 | 0911 | 1048 | 1246 | 1528 | – | 1612 | 1741 | 2010 | – | 2151 |
| Daisyfield | 0711 | 0823 | 0916 | 1051 | 1251 | 1533 | – | 1617 | 1746 | 2015 | – | 2155 |
| arrives Blackburn | 0718 | 0830 | 0923 | 1058 | 1257 | 1540 | 1558 | 1622 | 1753 | 2022 | 2028 | 2202 |
| Blackburn departs | 0802 | 0837 | 0928 | 1124 | 1303 | 1557 | 1435 | 1635 | 1803 | 2030 | 2030 | 2210 |
| arrives Accrington | 0818 | 0851 | 0942 | 1134 | 1320 | 1615 | 1650 | 1650 | 1820 | 2048 | 2048 | 2227 |
Sunday services
| Accrington departs | 1100 | – | – | Hellifield departs | 0720 | – | 1620 |
| Blackburn (change) | 1518 | 1530 | 1616 | Gisburn | 0733 | – | 1633 |
| Daisyfield | – | 1534 | 1628 | Chatburn | 0745 | 1325 | 1641 |
| Wilpshire | – | 1540 | 1634 | Clitheroe | 0750 | 1330 | 1646 |
| Lango | – | 1546 | 1640 | Whalley | 0758 | 1338 | 1654 |
| Whalley | – | 1552 | 1645 | Lango | 0804 | 1344 | 1700 |
| Clitheroe | 1534 | – | 1653 | Wilpshire | 0811 | 1351 | 1707 |
| Chatburn | – | – | 1659 | Daisyfield | 0816 | 1356 | 1712 |
| Gisburn | – | – | 1712 | arrives Blackburn | 0823 | 1403 | 1719 |
| arrives Hellifield | 1555 | – | 1722 | Blackburn departs | 1005 | 1508 | 1830 |
| – | – | – | – | arrives Accrington | 1025 | 1528 | 1850 |
ACCRINGTON to Great Harwood and beyond via Blackburn, weekdays (change at Blackburn Manchester Rd. on all trains)
| Accrington departs | 0740 | 0840 | 1203 | 1355 | 1530 | 1910 | 2130 |
| Blackburn Manchester Rd. departs | 0832 | 0946 | 1222 | 1418 | 1620 | 1945 | 2220 |
| Great Harwood | 0841 | 0955 | 1231 | 1427 | 1629 | 1954 | 2229 |
| Simonstone | 0848 | 1002 | 1238 | 1434 | 1635 | 2001 | 2236 |
| Padiham | 0852 | 1006 | 1242 | 1438 | 1640 | 2005 | 2240 |
| Rose Grove | 0858 | 1012 | 1248 | 1444 | 1646 | 2011 | 2246 |
ACCRINGTON to Padiham and beyond via Rose Grove, weekdays (change at Rose Grove on all trains)
| Accrington departs | 0655 | 0833 | 0952 | 1100 | 1155 | 1345 | 1647 | 1712 | 1832 | 2115 |
| Rose Grove departs | 0723 | 0849 | 1025 | 1140 | 1328 | 1427 | 1644 | 1753 | 1920 | 2203 |
| Padiham | 0728 | 0854 | 1030 | 1145 | 1333 | 1432 | 1649 | 1758 | 1925 | 2208 |
| Simonstone | 0731 | 0857 | 1033 | 1148 | 1336 | 1435 | 1652 | 1801 | 1928 | 2211 |
| Great Harwood | 0737 | 0902 | 1039 | 1154 | 1342 | 1441 | 1658 | 1807 | 1934 | 2217 |
| arr. Blackburn – Manchester Road | 0747 | 0913 | 1050 | 1205 | 1352 | 1452 | 1708 | 1816 | 1945 | 2227 |
Sunday services (change at Blackburn Manchester Road. on all trains)
| Accrington departs | 0810 | 1310 | 1933 | Rose Grove departs | 1032 | 1910 |
| Blackburn Manchester Rd. departs | 0850 | 1515 | 2220 | Padiham | 1248 | 1953 |
| Great Harwood | 0859 | 1524 | 2229 | Simonstone | 1254 | 1959 |
| Simonstone | 0907 | 1532 | 2237 | Great Harwood | 1257 | 2002 |
| Padiham | 0911 | 1538 | 2243 | arr. Blackburn Manchester Rd. | 1304 | 2009 |
| Rose Grove | 0917 | 1542 | 2247 | arrives Accrington | 1315 | 2020 |
Note that at this time these services were using the original station in Blackburn built by the Stephensons.
1891 May Commencing on Saturday, the 16th, 1891, return tickets were available from Great Harwood to Southport on every Saturday until further notice. The fares were 5/9d 1st Class and 3/9d 3rd Class. Children of 4 to 12 years of age were charged at half price. The outward journey had to be on the 09:18, 10:28 or the 14:44, and the return journey could be on any train within a ten day period. The L & Y would not however accept any responsibility for luggage.
December On Tuesday, the 15th, a heavily loaded goods train left Patricroft for Church with driver Richard Riding and fireman Thomas Gough on the footplate, and guard Walworth in the rear van. At Baxenden the train stopped and the brakes on seven of the seventeen wagons were pinned down. However, not far down the bank the train began to run away and despite the efforts of the crew on the newly built engine they were unable to regain control. Just outside the station a pointsman noticed that the train was out of control and turned the train off the line on which a locomotive was standing into the yard. The runaway hit a rake of wagons that were sent backwards with considerable force, whilst the engine was lifted over the end one losing its funnel in the process. These wagons then entered the goods shed smashing into another van which was on the central wagon turntable, which in turn was hurled against a supporting roof pillar. This was broken off at the base and this then brought the roof down burying five men and two horses in the process. There were a total of twenty-two porters and other workers in the shed at the time and they immediately went to the aid of their colleagues, three of whom were goods porters, John Boulter, George Smith, and James Suthers, whilst the other man William Johnson was a carter and resident of Annie Street. However, the body of 31 year old Edward Henerty was later recovered from beneath the wreckage. A resident of Orange Street he had only been an employee of the L & Y for a short time. The two horses were also released alive. One of the warehousemen, on realising what was about to occur, had tried to grab hold of the deceased who was on the tracks to lift him clear, but had been unable to do so in time to save him.
Several of the Company’s officials were in Accrington at the time including Mr Foden, the District Goods Supervisor, and Mr Priestley, Chief of the L & Y’s Detectives. Later Mr Whittaker, the Passenger Superintendent and Mr Swindon, the Chief Engineer of the Permanent Way, also arrived on the scene of the devastation. Much damage had been sustained to the rolling stock, goods building and the tracks. Wagons had been smashed to pieces, frames and axles bent and broken and merchandise scattered all around. Recovery was not an easy task, made more difficult because several tanks had been ruptured and the yard was awash with oil. The driver who stayed on the footplate was extremely fortunate to avoid serious injury as the locomotive ended up at an angle over the wagons. The pointsman was commended for his quick thinking as had he not acted in the manner he did, the runaway would have collided with the engine on the Manchester platform on which several passengers were waiting. The locomotive a Barton-Wright 0-6-0 number 1118, from Accrington shed, had only been introduced into traffic during the previous month, so was in sound mechanical condition. It was repaired and remained in traffic allocated to Aintree sheds until September, 1957, when it had become British Railways number 52136. The repairs to the warehouse cost £690.
1893 December The Town Clerk submitted to the General Works Committee of Accrington Council, the Parliamentary Plans of the L & Y for powers to purchase and to enclose a “large quantity of the Spring Hill Estate”. This would involve the serious diversion of several of the principle new streets across the estate involve the removal of the main sewer recently installed for the benefit of the dwellings on the westerly side of Willows Lane. It was resolved that a deputation from the Committee would meet with the officials of the Railway Company, with a view to having them modify their proposals. On December 26th the Chairman of the General Works Committee and the Town Clerk, were appointed to meet with the managers of the L & Y to discuss the widening of the Scaitcliffe Street bridge, after seeking the Committee’s guidance on this matter. The question of better access to the Railway Station was also discussed at length, and the deputation was authorised to place their findings before the Railway Company’s officials.
1894 January The Chairman reported to the General Works Committee, on the meeting with the L & Y’s Solicitor and Engineer, he had along with the Town Clerk and the Assistant Surveyor, to discuss the widening of the span of the bridge over Scaitcliffe Street, the proposed new siding in the Spring Hill district and the new approaches to the Railway Station. The Engineer requested a copy of the Council’s plans for the new approaches to the station, which he could then place before his Directors for their consideration. The Borough Surveyor then submitted to the Committee a plan showing the proposed footbridge linking Scaitcliffe Street with the passenger platforms and the planned approach from Paxton Street. It was resolved these plans be approved and sent to the L & Y with a ‘strong’ appeal for them to carry out these works.
The Chairman of the General Works Committee, along with the Town Clerk, reported on the meeting they had with the Solicitor of the L & Y, with regard to them modifying their Parliamentary Plans for the Spring Hill Estate, so as not to alter the line of Charter Street as laid out by a Mr Peel. The Railway Company indicated they were willing to modify their plans, providing the Corporation would accept any future expense involving the flagging and paving adjacent to their boundary wall. The Borough Surveyor indicated that the cost of this work would amount to £1,000.
February At a meeting of the General Works Committee, the Town Clerk reported on his meeting with a Mr Peel’s Surveyor, in order to attempt to co-ordinate a ‘joint’ opposition to the proposals contained in the Lancashire & Yorkshire Railway’s Bill of 1894, to divert the course of Charter Street and by so doing, disrupt what was the “most direct route into Oswaldtwistle.”. Mr Peel stated he would prefer to act independently of the Council in this matter. The Committee instructed the Town Clerk to scrutinise this Bill and report again before time had expired when they could lodge a petition in opposition to it.
March A meeting of the Health Committee received a report from their Inspector reported on the nuisance caused by water dripping from the arches of the railway viaduct into Hyndburn Road, Blackburn Road, Croft Street, Taylor Street East and King Street. It was resolved the Town Clerk should write to the L & Y requesting they do something to rectify these problems. On the 8th, the Town Clerk reported to a meeting of the Health Committee he had received an acknowledgement from the L & Y of the correspondence he had sent them about water seeping out of the railway viaduct. On the 22nd, the Health Committee heard about the Town Clerk’s meeting with the Engineer of the L & Y, in which he had been informed that the problem of water dripping down from the railway viaduct could not be remedied from the underside of the arches. However, during 1895 the Railway Company planned to concrete the entire upper surface of these arches beneath the lines, “at considerable expense”. In the light of this, he hoped the Corporation could be trusted not to take any action in the meantime.
The L & Y along with Messrs Howard & Bullough wrote to the General Works Committee, expressing their concerns that the paving being proposed for use on Scaitcliffe Street would be too slippery for heavy horse-drawn traffic as they would have to pass along this highway. It was resolved the Town Clerk convey to both parties, that the setts which would be used to pave Scaitcliffe Street, would be of the least inclined to cause slips, also there would be sufficient gaps between enough to given horses a firm footing. Also the slope would also be eased, therefore their concerns were groundless!
July The Chairman called the attention of the General Works Committee to the lack of a weighing machine at Baxenden Railway Station, which was proving to be a ‘great inconvenience’ to local traders. It was resolved to request the L & Y provide one as quickly as possible. On the 31st the Town Clerk reported to the General Works Committee on his meeting with Mr Foden from the L & Y with regard to the provision of a weighing machine at Baxenden Railway Station. He had indicated that the Company were not likely to install a cart-weighing machine there at the present time.
October On the 2nd, the General Works Committee received a letter from the Engineer of the L & Y, with respect to the lengthening of the span of the Scaitcliffe Street North Railway Bridge, pointing out the estimated cost of this work was £1,000, which would be charged to the Corporation if they wanted this work to be done. It was resolved to offer the Railway Company £500 towards the cost of the work. On the 16th, the General Works Committee received a letter from the Engineer of the L & Y saying, that having seen the correspondence from the Corporation offering £500 towards the cost of the work in lengthening the span of the Scaitcliffe Street North Railway Bridge, his Directors could not see their way to allotting anything towards this work which was estimated at £1,000. Also at this meeting a letter came from the General Manager of the L & Y, intimating that they had rethought their previous decision, and were now prepared to install a cart-weighing machine at Baxenden Railway Station. In yet another letter the Railway Company raised the subject of the proposed levelling of the gradient on Scaitcliffe Street. It was resolved that the Chairman and the Borough Surveyor would meet with their Engineer in order to come to the best mutual arrangements.
November A meeting of the Health Committee heard a report from the Nuisance Inspector, who had inspected the toilet facilities at the signal cabin at Church East and found them to be defective and causing a nuisance to residents of some recently erected cottages adjacent to the railway arch on Lonsdale Street. It was resolved a notice should be served on the L & Y requiring them to install a proper flushing WC for the use of their employees, and to put an end to this problem.
1895 April On Tuesday, the 9th, Mary Rigby, a 69 year old widow, was hit by an express train whilst attempting to cross the lines at a level crossing at Meadow Top. The train was the 13:40 express from Wakefield which was due in Accrington at 14:32 but was running some 15 minutes late. On board was Mr Henry Robinson who was a District Inspector for the Lancashire & Yorkshire Railway. The train was running at a good pace when it approached the crossing, and the driver having heard a loud shriek, then applied his brakes, stopping the train over the first arch of the viaduct. Robinson got down and went back to the scene where he discovered the body of the deceased. It had been thrown several yards from the crossing by the impact. He established that death had been instantaneous.
The inquest was held on Thursday, the 18th, in the Courtroom of Accrington Town Hall. The Foreman of the Jury was Mr E. Welsh. In his evidence the driver of the engine, Mr James Swindlehurst of Blackburn, stated he was at the controls of his locomotive between Burnley and Accrington, and he could clearly see the crossing from 40 to 50 yards away and had sounded the whistle in the usual manner when approaching a crossing. There was a long bend and two overbridges on the approaches, and the speed of the train was between 30 and 35 miles per hour. He had not observed anyone on the crossing and was unaware of what had occurred until he heard the scream. John Rawcliffe, also from Blackburn, was the fireman on the footplate and had noticed a woman who appeared to be in a hurry, so he had blown the whistle repeatedly, and assumed that she had managed to get out of the path of the oncoming train. When questioned by the Jury, Swindlehurst said he knew he was behind schedule but was not speeding to catch up time, and would have had to slow anyway before going on to the viaduct which had a strict speed restriction of 10 miles per hour. In his evidence Inspector Robinson, of Portland Street in Accrington, stated he had heard the repeated sounding of the engine’s whistle, and had seen something rolling to the side of the track but was unsure just what it was. The train had stopped some 50 yards further on, and he had got down and gone back to see what it was. He found the body slumped against the boundary wall of the lines, and saw she had a very severe head injury, which it was later found to have been from the impact of the engine’s buffer. He also added that the Railway Authority did not consider the crossing at Meadow Top to be excessively dangerous, although he knew that there had been a previous fatality there.
The Coroner pointed out there had been several accidents at this location, and that at a previous inquest the jury had recommended that it be replaced by a bridge at the earliest possible time. This tragedy had also sparked off much controversy in the town as to the provision of either a footbridge or a subway in order to do away with this level crossing. Two of the previous cases had involved children playing in the vicinity of the crossing, and in none of these incidents had the victims been passengers on trains. A nearby resident Mr Pollard stated he was aware of just how dangerous this crossing was, and suggested a bell should be installed which would ring to warn of any approaching trains.
The Jury, in returning a verdict of accidental death, absolved the enginemen of any blame whilst again stating that they were of the opinion that if the L & Y had carried out the recommendations of the previous inquest jury, then this fatality would have been avoided.
May The Chairman of the General Works Committee drew its attention to the fatal accident which had recently occurred at the level crossing at Meadow Top. It was resolved the Town Clerk should write to the L & Y pointing out the ‘desirability’ of replacing the crossing in question with a footbridge.
June The L & Y wrote to the General Works Committee, informing them of their intention to fix brackets to the girder of the railway bridge over Paxton Street, in order to enhance the safety of their workmen whilst walking along the railway lines. This would have the effect of widening the bridge by 16 inches on either side. They wanted to know if the Corporation would object to this, but it was resolved not to agree to this request. In July a letter from the L & Y was received in reply, expressing their willingness to replace the level crossing at Meadow Top with a footbridge of iron girder construction provided the Corporation were prepared to contribute one-half of the cost. Following lengthy discussions, the Borough Surveyor was authorised to formulate a scheme for making a subway under the railway to connect Horn Street with Owen Street. Also in accordance with the instructions given to him at the previous meeting, the Borough Surveyor had looked into the possibility of establishing a subway between Horn Street and Owen Street. He had concluded that this was not possible. It was therefore resolved the Town Clerk should write to the L & Y to furnish them with an estimate for building a bridge over the railway at Meadow Top.
Later in the month the Nuisance Inspector reported to the Health Committee that he had made an inspection of the toilets at the L & Y’s engine sheds on Charter Street, where he found them to be inadequate and the source of bad odours, especially in hot weather. He had spoken with the Shed Foreman, a Mr Mills, who had informed him the Company had an intention to enlarge these facilities, when the present water closets would be replaced. It was resolved the Town Clerk should write to the L & Y asking just what they proposed to do with regard to this matter?
August A letter was received from the Amalgamated Society of Railway Servants requesting the General Works Committee reconsider the L & Y’s proposals for widening the bridge over Scaitcliffe Street. The Town Clark was authorised to refer the ASRS directly to the L & Y on this matter as the plans would have an effect on public rights and suggesting that if this work was so important, the L & Y should have sought for Parliamentary powers in a more thorough manner several years earlier. This meeting also heard a letter from the L & Y which contained an estimate for £342 for replacing the Meadow Top crossing with a footbridge. It was resolved the Corporation would accede to the L & Y’s offer to construct this bridge if they were to contribute half of the cost. It was agreed to pay the Railway Company £170 on completion of this work or, one half the cost of construction if it was less than their estimate.
September At a meeting of the Technical Instruction Committee of Accrington Corporation, it was resolved to ask the Town Clerk to write to the L & Y requesting that the 08:35 train from Blackburn put in an ‘extra’ stop at Rishton Station for the benefit of students. On October 8th, yet another letter was received from the ASRS with regard to the Scaitcliffe Street bridge from the General Works Committee agreeing to accept an offer from the Lancashire & Yorkshire Railway to build a footbridge at Meadow Top, if the Corporation would pay half of the costs of its construction and support their application to close the level crossing. He wanted to know if this meant an end to the walkway at this point. The Town Clerk said that the Railway Company would not agree widening. Again the Town Clerk was authorised to acknowledge this correspondence, by stating the Corporation would only deal directly with the L & Y.
At the September meeting of the Town Council, Councillor John Duckworth referred to a minute to build a bridge if the footway remained open, as this was the root cause of the fatalities which had occurred there. Councillor Duckworth then asked, “How then are we to get coals and commodities to the communities above the level crossing”? The Town Clerk answered by saying, “They are only proposing to shut the footway and not the cart road, which would then be locked with only those entitled to take goods across holding keys”. “But is there not as great a potential danger by leaving the cart road open as there is to leaving the footway open”? Cllr Duckworth stated, “I believe we ought to look after our footways jealousy”. The Mayor then asked him, “Do you wish to refer this minute back?” He replied, “No, but aren’t the Lancashire & Yorkshire Railway having us dance to their tune”?
The Town Clerk advised that if the footway was left open then the public would take that option rather than using a bridge, and the dangers would continue. Councillor Higham said it was his view that this minute should be referred back, if it wasn’t clearly established that the way across was not always accessible to carts, but felt however, that it was a reasonable solution. Councillor Devanney said that this would absolve the L & Y of any liability if any further accidents occurred on the level crossing. The Town Clerk said it could not be guaranteed that the public would use the bridge instead of the cart way. The Mayor added, “After the footbridge was made, anyone going across the lines by the cart road would be doing so entirely at their own risk, and as to the locking of the cart road this would be a matter for the Railway Company to decide upon”. The Town Clerk added, “I doubt very much whether this is classified as a public road, and I think it belongs to the landowners”. In his summing up the Mayor said he felt this was the best possible solution to this problem as the footbridge would lessen the possibility of further loss of life. The minute was duly passed.
October On Tuesday, the 18th, at just before 6am, a freight train which had been marshalled in the goods yard at Accrington Station, had just commenced to go up Baxenden Bank when the twelve wagons at the rear of the train broke away and started to run back down. Having picked up speed they ran into a siding where a fish van was stabled. Three of the wagons at the rear were smashed into ‘matchwood’ but no one was hurt or the running lines damaged in any way.
An inquest was held into the death of Willie Pollard of Robert Nuttall Street, in Accrington. The 20 year old was a cleaner and part time fireman at Accrington Sheds, and on the night in question was on the footplate of a train which had arrived at Ramsbottom Station where it had terminated. John Briggs, the engine driver, stated one of the tasks the deceased had to perform whilst he was running his engine around the train to return to Accrington was to change the lamps on the engine, and to do this he had clambered up onto the coals in the tender, rather than climb down onto the track. The first he knew there had been an accident, was when he looked out and saw the signalman lifting up a body from the tracks and carrying it into the lamp-room. He said he had warned the lad about the footbridge at Ramsbottom which spanned the tracks and connected the two platforms, before he had gone out onto the tender.
A witness, who happened to be on the footbridge, had seen Pollard walking over the coals in the tender and had seen him make contact with his head, the impact of which had knocked him down to the ground. The Coroner said the bridge was of standard height and had been passed by the Board of Trade. Dr Cowie administered what first aid he could and he was taken unconscious to his home where the following day he died of severe head injuries. The jury gave a verdict of accidental death, with a recommendation that in future the lamps on a locomotive should only be changed when it was not in motion.
November The GWC received a letter from the L & Y stating they were prepared to accept the Corporation’s offer with regard to the erection of a bridge to replace Meadow Top Crossing. A complaint had been received from residents in dwellings at the foot of Claret Street, about water which was accumulating due to the street not being properly drained or paved. It was resolved to ask the Railway Company for permission to construct a drain alongside their lines in order to remove this problem.
December It was resolved by the GWC that subject to the consent of the L & Y the Corporation would proceed with dressing the stonework on the footpath side of the Nuttall Street railway arch. Also the Committee heard a letter from the L & Y with regard to damage allegedly caused on November 29th, to one of their ‘lurries’ due to the tramway lines on Blackburn Road which were ‘considerably’ higher than the adjacent setts. It was resolved the Town Clerk reply informing the Railway Company, that the responsibility for keeping the permanent way in good order lay with the Tramway Company and not with the Corporation.
1896 January The Nuisance Inspector reported to the Health Committee about water which was draining out from the arch of the railway viaduct over King Street and running over the footpath. It was resolved that a notice was served on the L & Y to put an end to this problem. The General Works Committee heard a letter from the L & Y in which the Company declined to give their consent to the Corporation’s proposal to install a sewer with covers on the railway land between Claret Street and Crosland Street.
March The Town Clerk read a letter to a meeting of the Town Council from Haslingden Council requesting their support in persuading the L & Y to run an early train from Ramsbottom to Accrington departing at 05:15, also to make arrangements for a later train from Manchester to Accrington, every Wednesday. This train should depart Manchester at about the same time as the last through train on Saturdays. It was resolved to support Haslingden in these requests, and to write to the Railway Company as asked. The Health Committee received a report from the Nuisance Inspector that a problem was being caused by water ‘flowing’ out of the railway embankment adjoining Hood and Horn streets. It was resolved to serve note on the L & Y to properly drain this water into a nearby sewer.
May The General Works Committee resolved to forward a request to the L & Y for them to ‘dress off’ the rough faces of the stonework of the Willows Lane and Scaitcliffe Street railway bridges.
Some Freight Workings from Accrington 1896
The Lancashire & Yorkshire Railway produced a Classification of Goods Trains as from July 1st, 1896, until further notice.
2:30am Accrington Exchange Sidings to Nelson. This ran daily (Mondays at 3am). This train conveyed empties to Huncoat Colliery, then from Huncoat and Hapton detaching traffic at these destinations. Stock for Colne was detached at Burnley whilst attaching traffic for Brierfield and Nelson. (This train was limited to 45 wagons beyond Rose Grove, where traffic from the Kirkham to Leeds goods was conveyed onwards.)
4:50am Accrington to Todmorden. This ran on Mondays only, attaching traffic at Rose Grove.
7am Accrington Goods Yard to Patricroft. This ran daily conveying traffic for Bury Bolton Street and Molyneux, where it detached empty wagons for Agecroft Colliery. It then picked up wagons at Outwood Colliery Sidings. It also attached wagons in Ramsbottom from Ringley Road in Radcliffe, and Bury if previously requested to do so by telephone. On Sundays only this train ran as far as Clifton Hall detaching wagons for Patricroft in Outwood Refuge Sidings.
7:50am Accrington Exchange Sidings to Todmorden. This train ran daily except Saturdays. The engine came off shed with empty wagons including a brake van for use at the Accrington Brick & Tile Sidings, where it would be shunted by the works engine to the Huncoat Intermediate Signal Box to be the 5pm train’s brake van. It would exchange traffic at all the stations en route depositing stock in the yard at Burnley Manchester Road. On Mondays only the loco ran light engine at 7:05am to Rose Grove, which including shunting at Hapton for 40 minutes.
8:30am Accrington to Ramsbottom or Bury. This train ran Sundays only, and conveyed traffic for transfer to stations along the Bacup Branch.
10am Accrington to Barnsley. This train ran daily, but on Mondays only conveyed a brake van for detaching at the Accrington Brick & Tile Sidings in Huncoat. It called at Huncoat (where it shunted wagons Saturdays excepted), Hapton (where it shunted wagons), Rose Grove, Burnley Manchester Road, Portsmouth (Saturdays only), Hebden Bridge, Mytholmroyd, Sowerby Bridge*, Thornhill, Horbury and Horbury Junction (Saturdays only). It then continued to Haigh and Barnsley. (*Traffic for Normanton, Halifax, Elland, Brighouse, Mirfield and Goole was all detached at Sowerby Bridge).
10:10am Accrington Exchange Sidings to Burnley Manchester Road. This train ran on Saturdays only, picking up traffic from Huncoat Brick Sidings, Huncoat, Hapton and Rose Grove to Burnley.
10:30am Accrington Exchange Sidings to Colne. This train ran on Saturdays only, picking up in Rose Grove (where it had previously attached cattle wagons and a brake van for Habergam Colliery Sidings). It attached traffic from the Bacup Branch in Nelson, and arrived in Colne at 11:55am where it performed shunting duties. (It received banking assistance from the Burnley pilot engine between Burnley and Brierfield).
12am Accrington Exchange Sidings to Burnley. This train ran on Sundays only, the engine coming off shed at 11:30 to marshal its train. It picked up traffic at Rose Grove for Burnley and beyond.
1:30pm Accrington Exchange Sidings to Ramsbottom. This train ran daily except Saturdays, picking up traffic at Baxenden, Haslingden, Grane Road and Helmshore. (This train contained empty vans from Unity Brook and Robin Hood Mills from Accrington to Ramsbottom, whilst on Mondays only the loco would then perform shunting duties at Ramsbottom).
Note Traffic ascending Baxenden Bank was limited to a maximum of 300 tons, which equated to 19 loaded wagons plus a brake van.
August At a meeting of the Town Council an improvement to the train services from Accrington was on the agenda, along with the lack of other facilities connected to the railway which put the travelling public at a disadvantage. It was suggested that a sub-committee of six councillors was appointed to draw up a list of suggestions of improvements for submitting to the L & Y. This Sub-Committee drew up the following list of recommendations for services –
BETWEEN ACCRINGTON & MANCHESTER
- They drew attention to the fact that there were no trains from Accrington to Manchester between 07:58 and 16:05 on Sundays. It was suggested that an additional train might be run between those times and specifically that the 10:45 to Bury should run through to Manchester.
- That a ‘short’ train should run from Accrington to Ramsbottom every weekday, in order to connect with the 05:56 to Manchester. This would attend to the needs of tradesmen wishing to visit Shudehill Market.
- It was recommended that a train should be put on from Manchester to East Lancashire between 18:20 and the 20:10 departures from Salford.
- That the L & Y operates the 22:45 departure from Manchester Victoria forward to Accrington on Wednesdays and Saturdays all year round.
BETWEEN ACCRINGTON & LIVERPOOL
- Attention was drawn to the fact that the 07:35 train from Accrington was ‘continually’ missing a connection at Preston Junction Station with the train from Preston to Liverpool. This is a cause of “great inconvenience”, and the L & Y was requested to make this connection a guaranteed one in the future. (Preston Junction Station was later renamed Todd Lane).
- It was pointed out that Accrington passengers wishing to join the Fleetwood Boat Train from East Lancashire are required to travel on the 12:02 and then have to wait for 40 minutes at Blackburn for a train which travels via the Padiham Loop Line. It is felt that this train should be routed through Accrington, because there is a margin at Fleetwood of 40 minutes for passengers to board.
- It was pointed out that passengers travelling from Liverpool by the 13:40 or the 14:20 had under the current arrangements to change in Blackburn, where they had to wait for 20 and 35 minutes for a connection to Accrington. This was considered to be very unsatisfactory.
- The L & Y was asked to relieve the inconvenience of there being no departure from Liverpool for Accrington between 18:45 and 20:20.
- It was also suggested that an extra train should be run from Preston between 18:54 and 20:20.
- The Railway Company were requested to run the Sundays 20:20 from Accrington to Colne all through the year.
BETWEEN ACCRINGTON & WIGAN
- In order to connect with the 08:30 from Blackburn to Wigan, passengers from Accrington have to catch the 07:35 and then have a wait of 38 minutes in Blackburn as this train misses the earlier train from Blackburn by a margin of only 7 minutes!
- Passengers from Accrington to Wigan travelling by the 19:08 train have a half-hour wait in Blackburn. This is the last through service of the day and if it could be put back Accrington passengers might then be able to catch it by using the 19:49 train.
- Frequently the 10:45 departure from Blackburn has left before the 09:40 train from Wigan has arrived, thus leaving passengers stranded until the 11:32 departure. This results in a journey time of over two hours for a journey of just twenty-three miles in distance.
- The same problem occurs with the 10:30 from Wigan, which incurs a 40 minute wait for a connection
GENERAL
- At present the Paxton Street entrance to Accrington Station is closed all day on Sundays. The L & Y was requested to keep this door open at all times, even if it is just for the purpose of exiting.
- Bitter and frequent complaints have been received about the continual missing of onward connections at Preston Junction Station. The Railway Company is asked to fix these booked connections in order to avoid this inconvenience.
- Attention is called to the inadequate facilities at Preston Junction Station. These included no refreshment room and poor waiting facilities. Since there is a considerable amount of changing trains and waiting there, it is thought something should be done in order to improve the situation.
- Complaints have been raised about the cheap tickets afforded to residents of Burnley in order to attend cricket matches at Old Trafford, these privileges are not extended to the cricket enthusiasts from Accrington.
- Regular complaints have been made about the amount of time wasted in collecting tickets at Church Station.
- Attention is drawn to the great inconvenience caused to the people who reside in the south-west district of Accrington, which is the fastest growing population in the town, at the lack of ‘direct’ access to the platforms at the Railway Station.
September A meeting of the Finance Committee heard a letter from Mr J. H. Stafford, the General Manager of the Lancashire & Yorkshire Railway Company, it read as follows –
Dear Sirs,
The subject of your letter of August last has been under consideration by my Directors, and I have been requested to inform you that they cannot see their way to change the decision previously conveyed to you with regard to the provision of a footbridge between Scaitcliffe Street and the platforms of Accrington Railway Station. In the first place the cost of such a scheme would be very large, and there would be in the unlikely event of this work being carried out a great disadvantage to dealing with passengers, as it would offer the people the opportunity to travel without first obtaining tickets at the booking office, unless of course, a large and additional expense was incurred by providing extra booking facilities.
As regards to the proposed opening of the door at the Paxton Street entrance on Sundays, this is already done for the purpose of allowing passengers a convenient means of exit. But if it were to be left open continuously, there is every probability persons would enter the station that had no business to be there, and that these people would join the trains.
With respect to the train services please refer to the following correspondence from my Company.
The Lancashire & Yorkshire Railway Company responded with a letter (dated September 26th), entitled –
IMPROVED RAILWAY FACILITIES
- The 10:45 from Accrington to Bury on Sundays will now be extended to Manchester Victoria.
- The 07:25 from Bury to Colne will now depart from Manchester Victoria at 06:55.
- The 22:45 from Manchester will run through to Accrington on Wednesdays and Saturdays.
- There will be a train from Liverpool at 14:20, which will contain a ‘slip’ portion, which will detach in Blackburn and then go forward to Accrington, thus avoiding passengers having to change trains.
- A train will be put on to depart Preston at 19:31 for Accrington.
With regard to your proposals that an early train is operated from Accrington to Ramsbottom, and an additional one from Manchester between 18:20 and 20:20 from Manchester (not Salford at 20:10), I beg to inform you that these arrangements have already been tried and that these services had to be withdrawn due to lack of sufficient patronage. Delays have ‘occasionally’ arisen during the working of the trains to which you make special reference in your list. These have been unavoidable owing to the pressure of traffic and ‘other’ unforeseen circumstances. I do hope these arrangements as explained will be accepted as a desire on the part of the Lancashire & Yorkshire Railway Company to meet as far as is possible the requirements of the travelling public of Accrington.
October The Town Clerk reported that in the L & Y Act of the last session of Parliament, the Company had been given authority to erect a footbridge over the railway at Meadow Top and they were now in a position to start this work. It was resolved they be encouraged to do so ‘without further delay’. (This footbridge became known locally as the ‘Iron Bridge’ due to its lattice girder construction.) It was resolved that the Town Clerk write to the L & Y about a ‘large slip of land’, which had come down in Lonsdale Street, also the ‘copious amount of water’ which had accompanied this landslide.
November At a meeting of the General Works Committee, a letter was received from the Enfield Brick & Terra Cotta Company, requesting what terms the Corporation would demand in respect of their liability to pay for ‘extraordinary traffic’ if the Company commenced taking their bricks by means of a traction engine drawing three large wagons, from their Whinney Hill Works to the L & Y railway station in Accrington? It was resolved the Town Clerk reply that the Corporation were not prepared to enter any agreements of this kind with this company.
December Parliamentary Notice was served on the Council of the L & Y’s intentions to widen the railway bridge at the western end of the station which spanned the junction of Paxton Street with Scaitcliffe Street by 15 feet. The Town Clerk reminded the Legal & Parliamentary Committee that they had been un-successful in persuading the Railway Company to lengthen this bridge so as to accommodate a footpath on both sides of the highway. It was resolved by this Committee not to sanction the widening of this bridge unless the lengthening was simultaneously undertaken.
1897 January A letter was received from the L & Y requesting the Corporation appoint a deputation to meet with them to discuss the Scaitcliffe Street bridge issue. It was resolved that Councillor Higham, the Town Clerk and the Borough Surveyor, would meet with the Railway Company for this purpose. At a meeting of the Watch Committee the Town Clerk reported he had received a letter from the L & Y, inviting the Corporation to meet with them with regard to their proposals to obtain a strip of land from the cemetery, for the purpose of widening their lines from two to four tracks. It was resolved that Alderman Smith and the Town Clerk would meet with the Railway Company to discuss this project.
February The L & Y requested permission to divert a watercourse near to Lonsdale Street, but the General Works Committee stated they would not give permission for this work to be done. The Town Clerk then reported he had met with a deputation from the Company in order to discuss the contents of their Lancashire & Yorkshire Railway Company’s Bill. The Town Clerk reported to the Watch Committee on this meeting with the representatives of the L & Y on the subject of their Bill, and he also presented letters from the Railway Company’s solicitors, which had come into his possession after this meeting. The Legal & Parliamentary Committee met to receive a long letter from Preston Corporation, drawing their attention to the part of the L & Y’s Railway Bill, which was concerned by the taking over by it of the West Lancs Railway along with the Liverpool, Southport & Preston Junction Railway. Preston Council felt that if approved by Parliament, this would adversely affect the access to Preston Docks, as it would be entirely within the jurisdiction of the L & Y and the North Western Railway Company to the exclusion of all others. They wanted Accrington Corporation to join with them in their opposition to this Bill. It was unanimously resolved to insert a petition against this Bill, objecting to the L & Y’s proposals, providing that their Parliamentary Agents advised they had the right to oppose it!
March The Legal & Parliamentary Committee met and resolved that the Town Clerk should ask the L & Y to introduce cheap half-day bookings to Manchester by the 11:55 train from Accrington on Wednesdays only. The Legal & Parliamentary Committee met again when the Town Clerk reported on the correspondence he had received from the L & Y since their last meeting. This had resulted in the Railway Company being allowed to widen Scaitcliffe Street Bridge by 19 feet, to allow an additional line of rails and a side walkway to be put in. In return the Company would widen the street underneath the bridge to 36 feet, subject to the Corporation contributing £500 towards the cost. The Railway Company would also drop their proposal to take a strip off the cemetery land. After discussions it was resolved to offer the following terms –
- They could widen Scaitcliffe Street Bridge as suggested, subject to the street underneath the bridge being widened to 36 feet at the entire expense of the Railway Company.
- The Corporation would then withdraw their opposition to the Railway Company obtaining powers of purchase on a strip of cemetery land.
- In default of these terms a petition against this would be continued.
April At a meeting of the Town Council, a letter was received from the L & Y confirming they had issued instructions that half-day excursion tickets would be available on the 11:55 train from Accrington to Manchester on both Wednesdays and Saturdays, also on the 13:10 on Saturdays only in addition to the Wednesday and Saturday arrangements previously quoted.
An application was received from the L & Y asking the Corporation’s permission to divert a watercourse near to Lonsdale Street. The Committee resolved to reply that this was a question which should be put to the landowners as the Corporation had no responsibility in this matter.
May A letter (dated April 27th) was received form Mr W. B. Warburton of the L & Y, with respect to the diversion of a watercourse on Charter Street. It was resolved to inform the Railway Company that the Corporation did not have the powers to grant the permission they sought.
June The Health Committee met, when it was resolved to write to the L & Y to complain about the poor condition of their Eagle Street Bridge caused because water was seeping through.
July The Watch Committee met when the Lighting Superintendent was instructed to report to the Town Clerk on the position of a light belonging to the L & Y, which stood at the bottom of Crossland Street at the top of the steps leading down into the subway under the lines, requesting them to move this standard to a position which would afford more light to the street. The Health Inspector reported to his Committee that the railway arches between King Street and Blackburn Road had water from five waste pipes running down the walls, causing the back street to be dirty and insanitary. He also recommended that this back street from the side of The Crown public house adjoining the railway arches should be paved on this section. It was resolved to inform the L & Y of this problem, and to inform the owners of the adjacent properties that it was the Corporation’s intention to lay a sewer and to pave this back alley.
August The Watch Committee received a reply from the L & Y with regard to the resiting of the Crossland Street light. It was resolved to make another appeal to the Railway Company and to inform them that the Corporation was prepared to fund the cost of the moving, and offered to have a meeting between them and the Lighting Superintendent in order to discuss the details. The Health Committee met on when the Heath Inspector reported that surface water from the L & Y’s land adjoining Lonsdale Street was causing flooding in the adjoining houses. It was resolved the Town Clerk would write to the Railway Company to inform them of this problem. In September it was resolved by the Health Committee to write once again to the L & Y to complain about the state of their Eagle Street Bridge.
November The Town Clerk informed the Council a deputation headed by the Mayor and including several influential residents from the Scaitcliffe district, had made representation to the L & Y, on the subject of the erection of a footbridge linking Scaitcliffe Street with the Railway Station. They were to have a meeting with the Directors of the Railway Company to further this end.
December The Town Clerk reported to a meeting of the Town Council that the Mayor had recently received representation from a group of ‘influential’ people from the Scaitcliffe district of the town, with regard to the ongoing campaign to have a footbridge built to connect Scaitcliffe Street directly onto the platforms at Accrington Railway Station. It was resolved to appoint a deputation, which included representatives of these residents to meet with the Directors of the L & Y to urge them to give effect to this proposal. The Health Committee heard that the subway under the railway close to the Corporation’s yard was repeatedly flooding, to the extent that it became impassable in bad weather due to poor drainage. It was resolved a deputation would make an inspection of the subway, whilst at the same time considering the proposal to erect a urinal in the immediate vicinity!
A meeting of the Health Committee received a letter from the Engineer of the L & Y, in which it was stated the work of stopping water from running out of the Scaitcliffe Street Bridge and the ‘other’ bridges where problems of this kind had occurred, had been in hand for some time. However, due to bad weather the work had been temporarily suspended but as soon as it relented the work would be completed with as little delay as possible. In late December a letter was received from the Engineer of the L & Y with regard to a complaint made about water dripping down from the railway bridges on Eagle Street and more specifically Scaitcliffe Street. He explained that the work of rectification was in hand, but had been temporarily suspended due to the bad weather. It was also decided that a gentleman’s urinal would be built under the railway bridge at the junction of Eagle Street with Ormerod Street.
1898 The second of Accrington’s engine sheds was turned over to use as a carriage shed, when a third (and final) engine shed was constructed a further 300 yards further towards Church. The cost of this adaptation amounted to £190.
During 1875 the then new Chief mechanical Engineer of the Lancashire & Yorkshire Railway, Barton Wright, on taking up his post, had made an inspection tour of the facilities for the repair of engines all across the company’s system. As a result of this he drew up a blueprint for 30 new locomotive sheds, of which Accrington was one. This incorporated a north-light roof and a shedmaster’s office with a bay window overlooking the yard.
With access off Charter Street and backing onto Lonsdale Street, it required deeper foundations than the contractors, Hulme & King, had first anticipated, which meant it exceeded the original tender for its construction of £38,840, the final bill being £52,859 It had eight dead end roads all covered by a north light roof. Accrington shed contained a wheel-drop on Road No1, and heavy lifting equipment, which allowed it to carry out major repairs to the largest locomotives. On Road No 3 was a wheel turning lathe, also had sand drying equipement situated to the rear of Road No1, which was adjacent to an outside road, where wagons containing sand were stabled. This enabled the sand to be shovelled through a hatch into the kiln.
Initially it had a hand winched crane capable of lifting loads up to 25 tons, built by Knapman & Co. This was accompanied by a second wagon known as a ‘jib runner ‘, which supported the arm of the crane and vans containing tools, steel ropes, equipment and a messroom for the gangers that contained cooking, wardrobe and washing paraphernalia. Other vans contained hardwood packing and jacks. Later the shed had its own steam driven crane, which replaced a hand winched one and hydraulic jacks to replace the hand-cranked ones. This latest crane required a radius of 16 feet in order to operate safely.
All this made it the most important one in the East Lancashire area, as a result of this it was classified as an ‘A’ shed, and the sheds in the area which were classified B, C, D, and so on, despatched engines to Accrington in order for minor and repairs to be done they were unable to carry out themselves. In the days of the Lancashire & Yorkshire Railway it was given Shed Code 22 and had sub-sheds at Rose Grove (23) and Colne (24).
The coaling tower replaced a ramp from which coal was shovelled into the engines’ tenders during a modernisation of the shed in the mid-1930s, which included an ash plant. By 1938 only six of the eight roads were given a new roof, the two remaining open to the elements.
George Hughes the Locomotive Superintendent employed a system of ‘calling in’ engines for general repairs on a ‘mileage run’ basis. In order to compensate a running shed when one or more of its locomotives was taken to Horwich for attention, a pool of un-allocated engines was set aside in order to compensate the shed on a like-for-like class basis. In 1908 Accrington had no less than 101 engines on its books
There was a reorganisation of the North Lancs District during 1919 when Accrington Shed was the ‘A’ shed and had Lower Darwen (25) and Hellifield (26) added to its responsibilities. At this time the District employed 884 men, the District Locomotive Superintendent was F. G. Moore and the Shed Foreman was S.T. Clayton.
In Accrington there were 11 hand operated cranes. There was one recovery crane based at the shed capable of lifting up to 20 tons, which was built by the firm of Knapman & Co., which required a radius of 16 feet in order to safely operate. There were also available around the Accrington system, seventeen 10-ton cranes and eight 20-ton cranes.
The yard contained a 55 foot turntable on the running line side of the sheds. It was manually operated but capable of turning even the largest of locomotives. Between the loco sheds and the carriage shed was a coaling tower of the No2 type in construction. This was capable of holding 150 tons of coal in two equal bunkers. The Shed Master’s office and stores were located on the end of the shed on the north side, where a separate spur of track ran onto the large turntable. In the locomotive shed yard there were 5 water columns, 360/1/2/3/4 in the numbering system of the L & Y. Others were located at Accrington South numbers 168 169 & 170, whilst 173 was at Accrington West. Number 146 was also at Accrington West, number 155 on the up platform whist 166 and 167 were at Accrington North. (During 1903, #168, 169 and 170 were removed. In January 1908 #173 went, whilst #364 was taken down in April of that year). On the Charter Street side the sheds were adjacent to the large goods depot.
There was an extensive array of sidings running through the carriage shed, which also had its own stores. In order to pre-heat passenger rolling stock an ex-Lancashire & Yorkshire Railway, Sharp Stewart 4-4-0 tank locomotive #713, with its splashers removed, was parked next to the carriage shed for several years from April 1954, for use as a static steam generator. This had previously seen similar service in Blackpool, and replaced a similarly treated Barton-Wright engine.
In the period 1902 to 1948 there was also a shed at Colne which also came under Accrington District, and this was where some of the L & Y’s ‘Baltic’ tanks were allocated for the fast Manchester trains.
During London, Midland & Scottish era in the period 1934 to 1936, two of the roads nearest to Charter Street were uncovered and the roof was replaced by one of the pitched type.
During that period Accrington shed would have received its share of passenger, goods and shunting engines as it was unlike most of the other sheds in the East Lancashire Division in that it was not a shed which was devoted to either passenger or goods engines. It did however have some engines allocated there over the years, which were specially equipped and designed for ‘banking’ duties over the Baxenden incline, (but more of these later).
This shed was closed to steam on March 5th, 1961, and to all motive power on October 2nd, 1972, the allocation of Diesel Multiple Units going to Newton Heath shed, which had been the largest on the Lancashire & Yorkshire Railway system. (This had also been where the foundations were laid for the football team from which Manchester United had evolved.)
May Under the Lancashire & Yorkshire Railway Act of 1897 the Railway Company had made an application for the widening of their lines which passed over Lonsdale Street. Also purchased land from the Corporation for the quadrupling of the lines to the west of the level crossing in Huncoat down to the cricket field railway bridge. The Council required knowing how many potential graves would be lost as a result of this sale. In January the Health Sub-Committee reported on their visit to the subway near to the Corporation’s yard, and came to the conclusion that the grates provided to carry the water away were too small. It was resolved to ask the L & Y to substitute larger and more suitable grates than those currently in use. It was also resolved to construct a urinal at the foot of Crossland Street near to the subway.
The Legal & Parliamentary Committee considered the Borough Surveyor’s report on the loss of ‘interment space and tipping land’ at the Burnley Road cemetery, due to the L & Y taking a part of the land. It was resolved to employ the services of Cross & Eagle to asses a claim for compensation to be made against the Railway Company for the loss of this land. The General Works Committee received a letter from the Engineer’s Office of the L & Y, with regard to the widening of the Lonsdale Street railway bridge as sanctioned in the Company’s Act. It was resolved to leave this matter in the hands of the Borough Surveyor.
At Church Magistrates Court, the Flegg brothers from Oswaldtwistle were found guilty assaulting Seth Ashton and the Stationmaster Adam Sharples, at Church & Oswaldtwistle Railway Station. This incident was sparked when the ticket collector challenged George Flegg to produce a ticket for the last train from Blackburn. When prevented from exiting through the barrier the assault took place, whilst his brother struck Sharples who had come to investigate this altercation. They were fined 10 shillings and five shillings respectively.
June The General Purposes Committee of Accrington Town Council expressed alarm at the prospect of ‘some’ railway companies cancelling their Saturday half-day excursions, “Which are such a boon to the working classes”. They expressed the strongest hope that the L & Y would not follow suit. The Council also expressed its hearty approval of the reduction in the price of Second Class fares, and hoped the Company would add to the number of Second Class carriages included in their trains to meet the increased demand. It was also resolved to request the L & Y to put on a later train to Burnley on Sunday evenings, as the last train departed Accrington at 20:05. Also to put on an additional train to Manchester on Sunday afternoons at some mid-point time between the 10:45 and the 16:05 departures.
October The Council received a letter from the L & Y, stating that their engineer was preparing a plan for a proposed footbridge from the Scaitcliffe side of Accrington Station, which would be submitted to his directors as soon as it was completed.
December The Watch Committee resolved to send a sub-committee to inspect the lighting under the railway bridge over Willows Lane and at the level crossing at Meadow Top. Following the sub-committee’s inspections, it was resolved that street lamps should be erected at Meadow Top Crossing and adjacent to the railway arch on Hyndburn Road, as had been requested previously in a letter from a resident in January 1896. But not to alter the lighting arrangements close to the bridge over Willows Lane.
1899 February Accrington Council heard a letter from the Secretary of the L & Y, offering the sum of £400 as compensation for the loss of land forming part of the cemetery on Burnley Road in conjunction with the quadrupling of their tracks in Huncoat. It was resolved that seeing this offer was very much less than the Corporation’s own assessment of the value of this land it should be rejected. Further, that the Corporation was prepared to go to a single arbitrator agreed by both parties for a satisfactory conclusion to this issue. The L & Y was asked to submit a list of names of who they wished to nominate as arbitrator, with the Corporation submitting a supplementary list if it was thought that none of those candidates was felt appropriate.
April The Legal & Parliamentary Committee received a letter from the L & Y with regard to the station accommodation within the town, stating that new and increased accommodation was receiving most careful consideration, and plans were in the course of preparation.
May A letter from Messrs Eagle & Sons was received by the Legal & Parliamentary Committee reporting on their recent meeting with the surveyors of the L & Y, who promised to submit a scheme for the exchange of cemetery land to facilitate a widening of the tracks in Huncoat. It also contained details of the Company’s proposed arrangements for the exiting of passengers from the Railway Station, in order to alleviate their current inconvenience.
June The L & Y wrote to the Health Committee acknowledging receipt of a formal notice that proceedings would be taken against them if they failed to stop water from running out of the railway bridges in the town. The Health Committee heard a report from their Inspector, stating he had been called to Accrington Railway Station to remove the carcase of a pig which had been run over and killed by a train. Despite the fact that the L & Y’s Veterinary Inspector had signed an indemnity to say it should be destroyed, it was taken to the abattoirs and dressed for human consumption! A letter was also received from L & Y, outlining what steps they were taking to rectify the nuisance caused by water draining out from their bridges.
July The longest non-stop service train operated by the L & Y passed through Accrington. This was the summers-only service connecting Halifax with Blackpool and return, a distance of 65 miles.
August At a meeting of the General Works Committee it was resolved to ask the L & Y to have the ‘rough faces’ of the stonework on several bridges redressed to remove them. These were identified as on Scaitcliffe Street, Ormerod Street, Whalley Road and Willows Lane. A meeting of the Health Committee heard their Inspector had been called by the L & Y to collect and destroy a box of fish, which had been consigned to Messrs Riley & Sons (Fishmongers), but who had refused to take receipt of them!
September At twenty minutes past midnight on Tuesday, the 26th, there was a thunderous crash which awoke the residents on Lonsdale Street and the nearby dwellings. This was due to a locomotive travelling between Accrington Locomotive sidings and Church Railway Station, being put on to the wrong line and crashing through the buffer stop before plunging headlong down between the two bridges carrying the line over the roadway. People flocked from their houses in darkness to see if anyone had been injured. Fortunately, there had been no one under the bridge at that time. The driver stayed on the footplate and it was very fortunate he did not receive other than minor injuries and was able to clamber down to safety, whilst his fireman had jumped from the engine at the last second. It was also fortunate that the boiler of the locomotive did not explode due to the force of the impact after it had come to rest at a 45o angle. The luggage train had been shunted before setting off for Hellifield, and then moved off to gain the running lines. When he had seen the mistake the driver had applied the brakes but the weight of the train had pushed it over the parapet, the tender had become detached and it along with the wagons remained upright on the track, whilst the locomotive had fallen 15 feet into the road. Both were Wakefield enginemen and when interviewed, the driver expressed the opinion that the two bridges carrying the lines should be made into one, which Accrington Corporation had refused the Lancashire & Yorkshire Railway permission to carry out.
A brake-down crane and crew was summoned, but due to the difficulty of the location and the fact that the engine, number 684 weighing 50 tons, had gone through the paving and embedded itself over a foot down in the substrata, the recovery would take until the following Sunday to complete and this included separating the tender from the stricken engine. During this time traffic was allowed to pass by on one side of the highway. A new signal box was in the process of being built on the Church side of the bridge, and this had significantly obstructed the view of the signalman on duty at Church East Box which was in part to blame for this accident. This was the second time that a locomotive had come down into the road at this location as a similar incident had occurred in 1886.
(The Aspinall 0-6-0 tender locomotive was new in February, 1898, and was coupled to a Barton Wright tender. It could not have suffered too much damage as it was repaired and returned to traffic, surviving until February, 1956, as BR number 52382 when allocated to Bury Sheds.)
October The Town Council heard correspondence from the Commissioners of the L & Y, about the complaints which had been laid as to the lack of ‘proper accommodation’ at Accrington Railway Station. The Town Clerk was authorised to write to the Railway Commissioners drawing attention to these complaints and requesting they make a thorough investigation. The Legal & Parliamentary Committee received a letter from the L & Y offering to exchange a piece of land adjoining the westerly boundary of the cemetery on Burnley Road for an equal area of land in a strip, which would allow them to widen the railway between Huncoat Station and the Cricket Field Bridge. It was resolved not to accept this offer, and the Town Clerk was authorised to refer the matter on to a single arbitrator, with two representatives from each party, without the cost of involving legal teams, in order to resolve the issue with as little expense as possible!
November The Health Committee once again resolved to write to the L & Y on the subject of water seeping out of Scaitcliffe Street Bridge with its attendant problems, and their as yet unfulfilled promise, to rectify this fault “without delay”, which they had made the previous June. The Legal & Parliamentary Committee received a letter from the L & Y asking if the Corporation would agree to them taking only 2,770sq yards instead of the 3,427 square yards as stated previously and requesting the names of the Corporation’s preferred arbitrators. It was resolved that the reduced amount of land be sanctioned subject to the Railway Company paying all the costs and carrying out all the work, as specified in Section 45 of their Act of 1897. A list of four names was submitted to the Company as requested.
December In a letter to the Legal & Parliamentary Committee (dated December 21st,) the L & Y stated they now only required 2,400 square yards of land from the cemetery, and hoped the Corporation would agree to this reduced amount of land, with the same terms and conditions applying. They also refused to accept any of the Corporation’s nominees by putting forward the names of four of their own. But it was agreed by this Committee that a Mr Joseph Brierley of Blackburn would be the sole arbitrator.
No doubt due to a noticeable deterioration of the timber in 1889 the Lancashire & Yorkshire Railway obtained an Act of Parliament enabling them to fill in the valley beneath the Aspen Viaduct to create an embankment, with the work commencing in March 20th, 1891, and continuing through to as late as 1929. The material that was used being mainly fly-ash collected from the locomotive sheds on the L & Y system, although the actual date when this filling in was completed is not exactly known. This work included the construction of a culvert to allow the flow of a small stream the work being done by the firm of George Baker at a cost of £3,030. The contract for this work was signed on June 12th, 1891. According to one source in 1909 only three trestles at the Rishton end were still visible. The walkway was removed when filling in began in earnest in 1905, the workmen filling five wagons with the redundant timber. It has been suggested by some sources that initially the viaduct carried a single line, but it certainly had enough width to accommodate a double track section. Other anecdotal notes suggested that such was the rough riding of trains over the viaduct that passengers de-trained at Church Railway Station and preferred to walk to Rishton to catch a later train, whilst those travelling east de-trained at Rishton to re-board at Church. What has not been disputed however is that the original structure was not dismantled in any way, and is still within the embankment, buttresses, trestles and all. (Although I have seen no written evidence of the practice I was informed by an acquaintance, that his grandfather distinctly remembered taking tightly bound bales of cotton waste from the mills of the area on a cart to the Aspen Valley to be utilised as material for filling in the foundations of the Viaduct.)
Officers of the railway were not immune from the dangers of the environment at Accrington’s railway station. Mr Robert Marriott, who was the Permanent Way Inspector of the Lancashire & Yorkshire Railway’s line between Blackburn and Colne, was killed when he attempted to cross the running lines to return to his office. The noon train to Manchester, which on this occasion was double-headed, was pulling out of a platform when steam from the locomotives was sufficient to obscure the tracks. Crossing through this haze he failed to notice that a wagon was being loose shunted down the line, and the wagon struck Mr Marriott who was thrown by an impact which proved instantaneously fatal.
Baxenden Bank struck again when a train from Manchester was held on Scaitcliffe Bridge at the foot of the incline for the inspection and collection of tickets and fares. The time was 10 o’clock on a Saturday morning, and simultaneously a train was being shunted at the top of the incline at Baxenden Station’s coal sidings. The brake van from this became detached from its wagons and ran free down the steep bank. An attempt was made to halt the runaway, which had a ‘Yorkshire Brake’, which wound to the left in the opposite way to the normal one that the boy on the guards van was accustomed. He jumped clear before this runaway hit the carriages of the passenger train with great velocity, throwing two of them off the rails. An unsuccessful attempt to warn Accrington South Signal Box by telegraph could not avert the disaster. Fortunately the Burnley portion of this train had been detached beforehand to go forward onto a platform, whilst the remaining three carriages, first and third class coaches and a second class/guards composite had been held. Two doctors were immediately called to attend the scene, and they administered first aid to the ten worst of the casualties. The first class carriage had its buffers destroyed, whilst the guard’s van was smashed to pieces.
One of Accrington’s most famous old boys was Oliver Bullied. Born in Llanfyllin, he was first sent to the Spa College in Bridge of Allen to be educated, but after the passing of his father he was dispatched to live with his mother’s sister Janet and his uncle Will Sanderson, who resided at ‘The Chestnuts’ in Church. His education then continued at the Technical School on Blackburn Road, which had already established a good reputation. He worked hard and during 1899 passed in the First Division of the London Matriculation Examinations, before going to an apprenticeship with the Great Northern Railway at their Doncaster Works. He returned to Accrington on many occasions and included a visit to the Howard & Bullough’s heavy engineering factory. Oliver Bullied went on to become the Chief Mechanical Engineer of the Southern Railway and using some ground breaking technology, designed some of the most iconic locomotives ever to run on Britain’s railways. These included the Merchant Navy, West Country/Battle of Britain Pacific locomotives and the ‘Q1’ Class 0-6-0 ‘Austerities’. The 40 Q1s were introduced during 1942 and were thought to be the ugliest engines ever to run on Britain’s railways, however, they were also the most powerful 0-6-0 locomotives. Most of his locomotives were very successful, but this could not be said of his ‘Leader’ steam engine, only one of which ever ran before the project was abandoned and it was scrapped. He ended his career in Ireland where he designed and built a peat-burning locomotive. The only fear his family had was that whilst in Accrington, he might pick up too much of a Lancashire accent! (The Technical School went on to be Accrington Grammar School, and then the School of Art before it was demolished to make way for housing.)
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CHAPTER 5
INTO THE 20th CENTURY
1900 During the early 1900s several important trains stopped in Accrington, including the Belfast Boat Train on its way between Fleetwood and Leeds.
January The Town Council received a letter (dated January 8th), from the L & Y requesting a meeting with the Mayor and Town Clerk, to discuss with the Traffic Manager, Mr Bayley, their proposals for the improvements to Accrington Railway Station. The Health Committee resolved to inform the L & Y about the nuisance caused by water ‘flowing’ out into Eagle Street from their adjacent sidings.
March At a meeting of the Town Council a discussion was held about what constituted sufficient facilities for the travelling public of the town. Also that those proposals contained in the L & Y’s plans were given due consideration as was requested by the Railway Company. At their conclusion the Town Clerk was authorised to write to the Company requesting better facilities for passengers and also the ‘necessity’ of an earlier train to Manchester in the mornings. Councillor Dewhurst asked if the Council was disposed to talk about the proposed plans for improvements to Accrington Railway Station, before the work commenced. The Town Clerk in answer said that this was not possible, as the Lancashire & Yorkshire Railway was not one of the authorities who were obliged to deposit plans for scrutiny. The Councillor was not appeased by this answer, and felt that the Council should take the initiative and send a strong deputation to meet with the directors of the Company, prior to the start of any work. He reminded them, that a deputation had been formed to look into railway matters a couple of years previously to no avail. He stated he had attempted to travel from Accrington to Haslingden recently, and due to the poor arrangements in the booking hall had not been able to obtain a ticket in time to board the train.
Councillor Rawson said he was pushing for an earlier train to be put on from Accrington to Manchester in the mornings. He pointed out that three trains had gone from Bacup and Rawtenstall to Ramsbottom before the first had reached there from Accrington.
After a previous meeting the Council had asked the L & Y for a meeting to discuss the proposed improvements to the town’s railway station and the following letter had been received by the Town Clerk, Mr Aitken, in answer. It came from C. W. Bailey, the Chief Traffic Manager –
Dear Sirs,
Your correspondence has been placed before my Directors for their consideration. They wish me to express their regrets that they cannot accede to your request to see the plans for the station in Accrington, as such a course would be contrary to the established rule. They would however, be pleased to accept any suggestions you may care to voice on the said improvements. I, along with our Chief Engineer, would be pleased to meet with your Mayor, Borough Surveyor, Borough Engineer and yourself at a convenient and early time at this office, which we will endeavour to arrange with you.
In answer to Councillor Rawson’s complaint the L & Y responded by saying –
Sir,
In the current circumstances, due to a general pressure of traffic and an excess of illness amongst our workforce resulting in absenteeism from duty, we have had great difficulty in recruiting sufficient cover. However, I am pleased to inform you the services of an additional booking clerk have now been secured.
You suggest in your correspondence that in other towns our plans for improvements to railway stations have been on exhibit. But I must inform that this is definitely not so. The most we have done is allow selected councillors to view the plans here in our offices in Manchester, and we cannot make any exceptions to this rule in the case of Accrington.
Councillor Rawson said in these circumstances they should form a deputation to go and examine these plans as had been suggested by the Railway Company.
April The L & Y wrote to inform the Town Council that an extra Booking Clerk was now in employment at the town’s railway station. Also a letter was read out from the Chief Traffic Manager of the Railway Company in which he declined to submit the plans for the alterations to Accrington Station, but expressing willingness to meet with the Town Clerk and Borough Engineer to discuss them. It was resolved that two councillors would accompany these officials to inspect these plans. At a meeting of the Health Committee it was resolved to install a urinal in a recess, at the top of Grant Street, next to the entrance to the subway.
May The 1,100 employees of Messrs W. Smith & Co., of Accrington, were treated to a day out on two special trains from Accrington to Blackpool, and each given 2 shillings to spend in the resort. The trains departed Accrington at 7:55am and 8:10am. The workers from the three cotton mills owned by the Smith family, the Park, Melbourne and Victoria, lined the platform in Blackpool Station to cheer the newlyweds Mr & Mrs Smith on their arrival following their marriage, the reason for this celebration. The weather somewhat dampened the plans for outdoor activities and the return trains departed at 9:45pm and 10pm respectively to arrive back in Accrington in good time. In both directions the trains had sped along in fine style, cutting the normal three to four hour journey by a considerable amount.
June The local Trades Council was seeking measures to have the Cheap Fares Act of 1883 properly enacted, as it had seemingly been largely ignored by the railway companies. The Act abolished duty for passengers travelling on workpeople’s cheap trains. It stated that fares which cost in excess of 1 penny per mile should not be liable to tax, and that return fares and period contracts would not be liable to tax providing that rate did not exceed 1 penny per mile. The Act also stipulated that tax would be levied at a rate of 2% and could be levied on fares exceeding these rates. It also stated that in the opinion of the Board of Trade “sufficient and reasonable” Third Class accommodation should be provided on all suburban trains operating within populations of 100,000 or more, between the hours of 6pm in the evening and 8am in the morning. The BoT had said that if these conditions were not met they would refer the evidence to the Railway Commissioners, who had the powers to order train operating companies to provide these services at a rate of 1 penny per mile or less. It stated that a disproportionately large amount of discounted fares were available to the middle classes in comparison to the working classes. It also would petition that workpeople’s tickets would be valid after midday rather than at 4pm as was currently the case.
The Accrington Observer & Times reported a rather unsavoury case as follows –
Two men, Thomas Townsend of Portland Street and John Ormerod of Park Street both in Accrington, were found guilty of indecently assaulting Susan Ann Clarke of Wellington Street also in Accrington. The offence had taken place in a compartment of the 22:55 return excursion train from Salford to Accrington. It had been alleged that the two men had followed her into an empty compartment. She stated that she knew the men only by sight, and that the offence had occurred as the train was approaching Ramsbottom Railway Station, where when the train had stopped she had reported the assault to a porter who then went to the compartment. The Guard of the train, William Henry Walker of Lowerhouse Lane, Rose Grove, was also summoned to the compartment, and he testified that the girl was in a state of distress with her clothes and bonnet in some disarray. Both men said they had given the girl some money, but on being questioned had both given false names and addresses. Mr Stones, the Foreman Porter at Accrington Station, said at a quarter past midnight on that Saturday morning he had received a communication from Ramsbottom that the two men had been locked inside the compartment, and that PC Everington was waiting to take them into custody
Defending the accused Mr Britcliffe asked if there was anyone else in the compartment, to which she replied “no”. “And wasn’t it you who followed these two men into that compartment?” Again she answered “no”. Britcliffe went on to claim that the prosecutrix had given the men every encouragement, and that her character should be taken into consideration in their trial. Why had she chosen a secluded part of the train in which to travel? “Even though his clients did not deny that something had taken place, it had been the result of encouragement, allure and with the full consent of the girl”, he said. Clarke was not represented and was refused the right to offer a statement on her own behalf.
The Magistrates, having retired to consider the facts, sentenced both men to either a month’s imprisonment by default of a 20 shillings fine plus costs.
As representations on these issues had fallen upon deaf ears at the Lancashire & Yorkshire and Midland Railway concerns and had failed to gain any satisfaction, the Lancashire Federation of Trade Councils were to amalgamate with the local trades councils to form “The Workmen’s Trains Combination”, in order to obtain cheaper fares and to reduce overcrowding on these trains. Having first gathered sufficient statistical information they were to approach the railway companies again, and if they did not obtain some concessions would take their case to Parliament.
July In the Accrington Observer of the 7th, the following curious case was reported –
A man, who had travelled with a 3rd Class ticket between Blackburn and Accrington in a 2nd Class compartment, was summonsed to appear in the local Magistrates’ Court accused of defrauding the Lancashire & Yorkshire Railway Company. Mr Daniel Thomas of Booth Street in Accrington was seen alighting from a compartment along with a female, and had offered the incorrect ticket when exiting through the barrier. Unfortunately for him Luke Garritty, the Foreman Porter, had observed him alighting from the Liverpool train and informed Howard Morris, the Ticket Collector, what he had seen. They had pursued the defendant who had given his name and address. However, the woman accompanying him had given a false name but her correct address in Bold Street. When visited later, Ruth Bird admitted that she was the woman in question, but that she had purchased the correct 2nd Class ticket.
Some weeks later Garritty had received a letter demanding the payment of 1 penny, the difference between the two fares, and had sent a postage stamp to that value even receiving back a receipt. Now he was in the dock accused of fraud and the Bench had to decide whether the Railway Company had actually condoned his actions by accepting the difference.
For the defence Mr Daniels contended that since the debt had been paid, no offence had been committed, and that his client had been ushered into the 2nd Class compartment by a porter on Blackburn Station at the very last minute. He stated that the High Court had given a ruling that a conviction for travelling without the correct ticket did not prevent a railway company from recovering a fare afterwards. He was also reminded that in his questioning of Miss Bird, he should bear in mind she was not accused of any offence.
To this the Mayor (in the Chair) pointed out that this case was the opposite way around. The fare had been recovered and then a prosecution had been brought. In reply to this Mr Sharp, Chief of the L & Y’s Police Department stated, he had prosecuted cases of this kind for almost forty years. He went on to say, “Under no circumstances are staff allowed to accept any money in lieu of fares”.
The Clerk of the Court said in his twenty-five years he had not witnessed a case where a prosecution had been brought after a fare had been recovered, but it was the case that a fraud had been committed up to the point of recovery.
Garritty stated he had explained the circumstances leading to this mistake, and had been employed on the railway for forty years as a Platelayer, so had no intentions of defrauding them.
The Mayor said, “It looks as though the Railway Company were prepared to accept the difference in the fares as settlement for this debt”. Again the Clerk intervened by adding, “Whatever the Law may be, the Magistrates believed that in sending this letter to Garritty applying for this payment and then accepting it, they should never have brought this case to Court”. It was duly thrown out.
However, in the case of John William Holden, a weaver of Church Street in Hapton, he was found guilty of using a platform ticket to travel between Blackburn and Accrington. When challenged he had offered to pay the fare, but this was refused as was the edict given to the staff of the L & Y. He pleaded guilty and was fined 10 shillings with costs, or, fourteen days imprisonment.
The Town Clerk reported to a meeting of the Town Council, on the meeting which had taken place between the deputation and the L & Y’s officials, on their proposed alterations and enlargements to both the passenger and goods facilities at Accrington Railway Station.
August At a meeting of the Watch Committee resolved that a notice should be placed at the junction of Oak Street with Abbey Street, pointing down the former and reading – ‘THE NEAREST WAY TO THE RAILWAY STATION’. It was further suggested that the sign along Manchester Road reading ‘1 MILE TO THE RAILWAY STATION’, should be relocated accordingly.
November The Legal & Parliamentary Committee heard the L & Y’s proposals for the extension of their goods yard, on the site bounded by Willows Lane in the east, to the north by Back Dale Street and in the west by Barlow Street and part of Porter Street. There were 130 dwellings on this land which would need to be demolished on the top ends of Lang, Wheat and Grimshaw streets, also encompassing Wood Street and Bond Street. These proposals included widening the span of the viaduct over Blackburn Road on the Paxton Street side by 7 yards, and on the town centre side by 5 yards, also the widening of the Scaitcliffe Street Bridge by 3 yards on the Paxton Street side and a further 5 yards on the opposite side, plus the widening on the Blackburn Road side of the bridge over Willows Lane by 9 yards and the bridge over Lonsdale Street by 6 yards respectively. The plans would result in the lengthening of the subway from Crossland Street by almost 100 yards. It was resolved the Council would raise objections to the Bill and petition against it unless they received some concessions from the Railway Company. These were itemised as follows –
- The L & Y remove the present stone arch over Blackburn Road, and replace it with a ‘girder’ bridge of 20 yards span.
- Given up land on Blackburn Road amounting to 280 square yards, which the Council wanted for their widening scheme.
- The whole of the bridge over Scaitcliffe Street be totally reconstructed as provided by the Act of 1897, with the maximum headroom as is practically possible.
- The Willows Lane railway bridge is reconstructed with a span of 12 yards and Willows Lane widened from its junction with Crown Street co-extensive with the L & Y’s proposed siding to a width of at least 12 yards.
- The span of the new bridge over Lonsdale Street is at least as great as the existing bridge, with the height to be as great as possible.
- The L & Y to create a new thoroughfare along the northern perimeter of their new siding, the whole length from Willows Lane to Barlow Street 12 yards wide along the alignment of the back street.
- The Company to declare the positions of the gateways into their new sidings and their gradients.
- The new Crossland Street subway to be constructed to the satisfaction of the Council and permanently lit, OR, a replacement footbridge constructed.
- That all works with regard to alterations to the sewers, drains and pipes are done to the satisfaction of the Council with clauses in order to protect its interests.
It was resolved to place these provisions before the L & Y and if they so desired, the Town Clerk and a deputation would be agreeable to holding a meeting with them in order to discuss these provisions.
December At a meeting of the Town Council, the proposals of the L & Y with regard to their new goods station were discussed at length along with the proposals concerned with the widening of the aforementioned bridges. Following some slight modifications to the recommendations made by the Legal & Parliamentary Committee it was resolved they be approved and adopted, subject to the width of the subway at the foot of Crossland Street being widened to 4 yards along its entire length. It was resolved the Council object to all the proposals in this Bill unless the railway company were prepared to make some concessions. At a meeting of the Health Committee it was resolved that representatives of the Council would meet with the officials from the L & Y in order to discuss the nuisance caused by water running out of their sidings adjacent to Eagle Street onto the footpath and road.
This is a table of trains passing Baxenden Station in the afternoon, evening and night, circa 1900, with those in the up (south) direction requiring banking assistance from Accrington. (Information from the Lancashire & Yorkshire Societies’ Records.)
| TIME | UP | DOWN |
| 14:56 | Colne to Manchester Victoria passenger | – |
| 15:02 | – | Manchester Victoria to Skipton passenger |
| 15:35 | Huncoat goods arrives | – |
| 15:49 | – | Manchester to Skipton passenger |
| 15:55 | – | Pilot loco departs light engine for Accrington |
| 16:04 | Colne to Manchester Victoria passenger | – |
| 16:11 | – | Manchester Victoria to Colne passenger |
| 16:35 | Goods from Accrington arrives | (Engine and guard’s van depart 14:50) |
| 16:46 | Colne to Manchester Victoria passenger | – |
| 16:57 | – | Salford to Colne express passenger |
| 17:00 | Fast goods from Gisburn arrives | (Engine off to work 19:30 to Church) |
| 17:16 | Colne to Manchester Victoria passenger | – |
| 17:37 | – | Salford to Accrington passenger |
| 17:52 | Coal train from Huncoat arrives | (Engine shunts until 02:15) |
| 17:55 | – | Clifton Junction to Church goods departs |
| 18:00 | Accrington to Ramsbottom passenger | – |
| 18:19 | – | Salford to Accrington passenger |
| 18:30 | Colne to Manchester Victoria passenger | – |
| 19:00 | – | Ramsbottom to Accrington passenger |
| 19:16 | – | Salford to Accrington passenger |
| 19:19 | Colne to Manchester Victoria passenger | – |
| 19:30 | Goods to Church departs | – |
| 20:25 | Accrington to Miles Platting goods | – |
| 20:48 | Colne to Manchester Victoria passenger | – |
| 21:10 | Goods from Accrington arrives | (Engine and guard’s van depart 22:00) |
| 21:14 | – | Manchester Victoria to Colne passenger |
| 21:20 | Chorley to Miles Platting goods departs | – |
| 21:59 | Skipton to Manchester Victoria passenger | – |
| 22:54 | – | Manchester Victoria to Colne passenger |
| 23:28 | – | Manchester Victoria to Colne passenger |
| 23:45 | Daisyfield to Salford goods departs | – |
| 00:00 | – | Haslingden to Church goods |
| 00:45 | Nelson to Phillips Park goods | – |
| 01:10 | – | Stalybridge to Colne goods |
| 01:15 | Colne to Royston Junction goods | – |
| 01:25 | – | Miles Platting to Blackburn goods |
| 02:00 | Rose Grove to Patricroft goods | Adlington to Church empty stock |
| 02:15 | – | Engine and vans to Accrington |
| 02:45 | Colne to Manchester special parcels | – |
L & Y SLIP COACH WORKING
The wheelers, dealers and businessmen of Lancashire during those years which epitomised the boom era when cotton was king, regularly commuted to Manchester where they had headquarters and offices in the city to trade in the institutions. Not for nothing was Manchester dubbed ‘Cottonopolis’. From the Fylde Coast and Southport special ‘Club’ Trains were run in the mornings to take these gentlemen to their work and in the evening to carry them home again. East Lancashire did not have a Club train as such, but one service called the ‘Executive’ which operated during the late afternoon to bring these businessmen back. It ran between Salford and Colne and was to all intents and purposes an express by any definition, running over the almost 28 miles to Accrington at an average speed of just over 33 mph. In order to achieve this without having to make a stop in Accrington the L & Y used the system of ‘slipping’ a coach, which meant detaching the carriage whilst the train was still on the move. There would be a ‘brakeman’ in this coach when it became uncoupled, who would then be responsible for slowing it safely to a halt on the platform of Accrington’s Station.
Running on Mondays to Fridays, the 15:23 from Manchester Victoria ‘slipped’ three carriages in Accrington. Another train followed on ten minutes behind. This did not slip any coaches but stopped additionally at Huncoat, Hapton and Rose Grove.
On Mondays, Wednesdays and Thursdays the 16:25 ‘business train’ from Salford to Colne, often loaded to 10 carriages with a weight of 270 tonnes tare, which involved 16 miles of almost continuous climbing before the steep descent into Accrington. Because the first stop was Burnley Barracks the Accrington portion of 2 carriages had to be ‘slipped’. The Brakeman had to be well versed in this procedure and be very accurate in his control. On approaching down the incline his first task was to check that the distant signal was in the ‘clear’ position, and having ascertained that this was so would apply the hand brake to bite slightly onto the wheels. Only then could he disconnect the locomotive’s vacuum pipe, (not before), by means of a cord which activated a special ‘slip cock’ disconnecting the train’s hoses. A hinged knuckle coupling would then come away, and following this the Brakeman was in total control of these carriages. He would gradually but more forcibly wind on the brakes in order to facilitate separation, and when this had occurred he would signal to the guard remaining on the train or the driver of the engine that this had happened. He could do this by waving a green flag or shining a green light, which would be acknowledged by the footplate crew. The Brakeman would then ease the brake to allow the carriage to roll under its own momentum onto the platform where he would bring it to a stand.
What made this manoeuvre one of the most difficult on the entire L & Y system was it came whilst the train was on the descent from Baxenden on an incline of 1 in 38/40 down towards the station. This was followed immediately by a tight radius curve towards the east over the Accrington Viaduct with a speed limit of 5 mph. (The Viaduct still retains a speed restriction.) The inherent dangers posed by these actions can no better be illustrated by the fact that three porters were strategically positioned along the platform to observe that the coach had been successfully separated, and to indicate this to the driver of the locomotive to let him know before he went through the crossings leading to the Viaduct. The driver also had to make sure that the usual 255-ton 10-coach train had sufficient vacuum. This particular train operated on Mondays, Wednesdays and Thursdays, but on Tuesdays and Fridays it was closely followed by a train which made a scheduled stop in Accrington. This stopping train departed and ran only 3 minutes behind this express.
Circa 1900 the fastest train ran non-stop from Salford to Burnley Barracks, a distance of twenty-nine miles, in forty-nine minutes at an average speed of over 35mph with a trailing load of up to ten carriages.
On Tuesdays and Fridays, the busier days, the Accrington portion was included in a separate train which departed Manchester Victoria at 16:25 which called at Salford en route, arriving in Accrington at 17:11.
I am fortunate that I have to hand a record of one of the runs of the 16:25 from Salford as far as Burnley Barracks, from whence it ran all-stations to Colne, including Burnley Central (then Bank Top) and Nelson. The record was made in December, 1922, and the locomotive was one of the ubiquitous 2 – 4 – 2 tanks of the ‘816’ Class, #1532 with a driver based at Agecroft shed, which is probably where the 63 ton locomotive was also shedded. Built in February, 1910, this particular engine had been superheated in March of 1921 and was renumbered to 10940 in the London, Midland & Scottish scheme following the Grouping of 1923. It was withdrawn in May, 1942, so was not to survive into the British Railways era unlike some other members of its Class.
The following table gives details of this particular run, when 2 coaches were slipped for Accrington.
| Miles | Station/location | Scheduled time | Passing time | Speed in mph | Gradient |
| 0·0 | SALFORD | – | – | – | level |
| 1·7 | Pendleton | – | 4 mins. 10 secs. | 45 | 1 in 766 up |
| 3·9 | Clifton Junc. | 7 mins. | 7 mins. 30 secs. | 40* | 1 in 133 up |
| 6·4 | Ringley Rd. | – | 11 mins. 30 secs. | 34 | 1 in 97 up |
| 8·1 | Radcliffe North Junc. | – | 13 mins. 40 secs. | 55/40 sigs | 1 in 120 down |
| 9·9 | BURY | 17 mins. | 15 mins. 55 secs. | 45 | 1 in 700/119 up |
| 12·5 | Summerseat | – | 19 mins. 30 secs. | 41 | 1 in 380/136 up |
| 13·9 | Ramsbottom | 23 mins. | 21 mins. 40 secs. | 39/33 sigs | 1 in 128 up |
| 14·6 | Stubbins Junc. | – | 22 mins. 45 secs. | 39 | 1 in 140 up |
| 16·8 | Helmshore | – | 26 mins. 45 secs. | 29 | 1 in 73/66 up |
| 18·7 | Haslingden | – | 30 mins. 55 secs. | 29½ | 1 in 76/81 up |
| 20·0 | Baxenden | – | 33 mins. 30 secs. | 28½ | 1 in 68/103 down |
| 22·2 | ACCRINGTON | 40 mins. | 37 mins. 45 secs. | 10*~ | 1 in 38/40 down |
| 25·3 | Hapton | – | 42 mins. 05 secs. | 57 | 1 in 185 down |
| 26·8 | Rose Grove | 46 mins. | 43 mins. 45 secs. | 45* | 1 in 322/108 up |
| 27·9 | BURNLEY BARRACKS | 49 mins. | 45 mins. 55 secs. | – | 1 in 622/103 down |
* = a service slack, ~ 2 coaches slipped.
Slipping coaches at Accrington was accepted as been the trickiest in the entire country, as most on other systems were detached from fast moving trains, and not from trains that had to slow for a speed restriction around the bend and onto a viaduct, as was the case at Accrington Station. There appears to have been no major accidents, although there were occasions where the detached coach stopped short of the platform and had to be shunted forward by a locomotive. There were even rare occasions when the slipped coach caught up with the rear of its train, but did not re-attach.
Accrington was also the recipient of slip coaches off the 07:35 from Blackpool Central to Colne express, which ran non-stop between Lytham and Rose Grove via the North Lancs Loop in order to avoid a congested section of line. Three coaches were slipped on the approach to Blackburn Station, and then forwarded by a locomotive from Blackburn to Accrington. This train was often hauled by Baltic tank 11110, allocated a Blackpool shed for this purpose.
By 1927 the then London Midland & Scottish Railway had ended all slip coach workings on its lines. It was only the Great Western Railway that continued to use this method of detaching carriages from moving trains, well into the post-World War II era.
1901 January The Legal & Parliamentary Committee received a letter from the L & Y, acknowledging receipt of a letter from the Council with regard to the new goods siding and the widening of some bridges in Accrington, also from the Estate Agent of the Company requesting the purchase price of Willows Mill. He had replied that this request was somewhat premature as this could only be on condition of the Company’s Bill being passed. He also presented a petition from the owners and tenants of the properties where the L & Y were proposing to develop their new goods sidings, stating they were generally supportive of the Council’s position, but only if a full width street was constructed along the full length of Dale Street.
February A letter dated the 18th, was received by the Legal & Parliamentary Committee from the L & Y’s Solicitor, Mr Christopher Moorhouse, stating the Railway Company’s Directors were considering the terms required by the Council for this work to be sanctioned. The Town Clerk reported that the Company’s Bill was about to be read in Parliament for the first time and the closing date for a petition would be March 7th. It was resolved that a petition opposing this Bill would be lodged by the Council before the appointed date.
March No less a figure than the General Manager of the Lancashire & Yorkshire Railway Company, John F. Aspinall, wrote to the Town Council on the 4th, confirming his Company’s views following a meeting with a deputation from the Council. It was dated February 26th and read as follows –
Sirs,
With reference to our meeting on February 26th, I have explained to you the heavy cost of this scheme, along with the fact your Corporation has requested so many concessions which would involve an additional £30,000 to the cost of we have paid for the land and the work. We therefore felt it was impossible to proceed with this scheme in this particular Parliamentary Session.
On further examination however, to give Accrington such additional goods facilities as would seem desirable for the town, we have found we could get whatever we need if we absorbed the Corporation’s Yard as marked on an enclosed map. If you could see your way not to oppose us in acquiring this land and all rights to the adjacent reservoir, we would be willing in this Session to widen the existing bridge over Blackburn Road to 60 feet, the additions widened to 60 feet also, although we would not be prepared to give you the properties on either side of this bridge.
We would still wish to widen the bridges over Scaitcliffe Street, Willows Lane and Lonsdale Street as indicated in our initial plans.
I suggest you might like to find an alternative yard at the Willow Iron Works, to which we could give you a siding in lieu of that which you possess at the opposite side of the railway. In the event of you not being prepared to agree to these suggestions, we shall be obliged to drop the Bill for the duration of this Parliament.
We would regret having to do this, as the widening of the span over Blackburn Road would enable us to provide a much better passenger railway station, with regard to the accommodation we would like to give to the public.
If this does not clarify our position I shall be glad for our Engineer to meet with you in Accrington. Yours, John F. Aspinall
It was resolved the Town Clerk reply at once to this letter, stating the Corporation could not for the moment entertain these amended proposals, and that unless the clauses contained in the present Bill, which affected Accrington were not withdrawn, the Corporation would ‘steadfastly’ oppose it unless their requirements as previously stated were agreed to by the Railway Company.
September The Health Committee of the Town Council heard more complaints from residents in the area of Lonsdale Street, about smoke drifting from the locomotives on the L & Y’s engine sheds on Charter Street. The Health Inspector had made two observations that week and on both occasions the problem was continuous. It became ‘impossible’ for the tenants of houses on Lonsdale Street to open their windows when an easterly wind was blowing. The Town Clerk was authorised to write to the Railway Company requesting them to remedy this problem ‘immediately’. The Legal & Parliamentary Committee received a report of the Mayor and Town Clerk’s meeting with the General Manager of the L & Y with regard to the Company’s proposals for extending their Goods Station accommodation in Accrington. These proposals included the Town’s Yard being taken for an enlargement to the goods facilities in the direction of Lonsdale Street. To achieve this end the Railway Company would acquire and donate to the Corporation a site of a similar size adjoining the Willows Mill, with all the facilities equal to those in the existing Town Yard. The lead in lines would be joined to those at the Coal Sidings now sited at Antley. The L & Y promised to submit new plans to their Directors for the enlargement and improvements to the passenger station, which they were anxious to complete without further delay.
October Although the L & Y had given an undertaking that they would make arrangements to stop smoke from drifting from their engine sheds, it was reported that no improvements had been made to the problem. It was resolved the Town Clerk would write again to the Railway Company to point this out. The Legal & Parliamentary Committee heard a deputation had submitted the Council’s terms to the L & Y, with respect to them enlarging the Goods Sidings by taking the Council’s Yard. These terms were that the Company should provide a fully equipped yard on the opposite side of the railway adjacent to the Willow Iron Works, with a connecting siding. Also the present underpass is replaced by an overhead bridge, whilst the span of the Willows Lane Bridge is lengthened to 42 feet. The deputation reported that these conditions would be accepted by the Railway Company as the basis for a resolution, and these amendments would be included in their Bill for the next session of Parliament.
November At a meeting of the Library Committee, it was resolved that a space would be allotted in the reading room of the new library, for the railway guides and timetables to be kept.
December It was resolved the Legal & Parliamentary Committee took into consideration the terms of the Lancashire & Yorkshire Railway Bill 1902, with specific regard to the protection of the Corporation’s interests. It was resolved printed copies of the terms be circulated to each member of the Council, together with plans for all those properties affected by the proposed extensions. With regard to the L & Y’s Bill (of 1902), Legal & Parliamentary Committee resolved to approve and adopt the Company’s proposals to take over the Corporation’s yard.
1902 January At a meeting of the Town Council they authorised the Town Clerk to write another letter to the L & Y with regard to the ‘defective’ accommodation at Accrington Station, asking “what progress had been made to provide better facilities”.
February A letter in reply was received from the L & Y stating that with reference to the improvements, they hoped to be able to submit definite plans shortly! The Health Inspector was again instructed to make observations on the amounts of smoke drifting out from the L & Y’s engine sheds. In the event of no apparent improvements being made, notice would be served on the Company to abate the nuisance forthwith. Soon afterwards the Health Committee received a letter from the L & Y acknowledging the formal notice of smoke nuisance in Lonsdale Street.
March A letter was received from the Secretary of L & Y, on the clauses the Council wished to be included in the Company’s Bill for the protection of its own interests, pointing out the issues which remained unresolved. These were –
- Ground rents, where his Company understood that an exchange was to be made, with the Corporation indemnifying his Company against a rent of £84-11s-2d payable on the Town’s yard, whilst his Company did likewise against the ground rents owing on the Town’s new yard.
- That the Corporation further agrees that with regard to the conveyance of traffic into and out of the Town’s new yard, the Corporation will pay the same rates the L & Y makes on similar classes of traffic consigned to and from their facilities at Accrington Station.
The Mayor reported on a meeting he and the Town Clerk had recently held with the Engineer and Solicitor of the Railway Company. The Town Clerk pointed out the Corporation had already paid £550 to buy out the interest of the occupier of the new site. It was resolved the Mayor and Town Clerk would be authorised to settle these clauses on the basis of the points raised by the Company with regard to the subject of ground rents, providing the Railway Company would reimburse the Corporation the £550 they had laid out, also that the L & Y agreed that the payment for goods terminating in the new yard would be at a fixed rate of ‘1 penny per ton’ to include all the necessary services. It was also resolved to pay the sum of £263-14s-5d the outstanding amount of ground rent owing on the old yard.
April The Town Clerk reported to the Town Council on further negotiations with the L & Y, and read a letter from them restating their objections to certain claims made by the Corporation. It was resolved a deputation would meet with the Company in order to secure the best terms possible. The Mayor reported to the General Purposes Committee on the deputation’s meeting with the L & Y, in which they had hoped to settle the Corporation’s differences with the Company with regard to taking the Town’s old yard under the terms contained in the Bill (under the heading of various powers). He stated that these differences remained ‘as yet’ unresolved! The Corporation laid out its terms for carrying out the proposals made by the L & Y as follows –
- In principle this Corporation will agree to the proposals for taking the Town’s Yard after the Railway Company provides an alternative yard adjoining the Willows Iron Works.
- The site provided in exchange is 8,739 sq. yards including 1,788 sq. yards of public highway, which will be closed.
- The Railway Company takes a strip of land of 575 sq. yards off the site of the Willows Iron Works in addition to the Town’s Yard.
- The Town’s Yard contains 7,140 sq. yards and is leasehold for 999 years subject to a ground rent of £84-11s-2d per annum. The aforementioned strip is also leasehold for 999 years, and is subject to part of the aforementioned rent of £26-17s-0d.
- That all works to the Town’s new yard are completed to the Corporation’s satisfaction, including the clearing of the old premises before the Company takes possession of the old yard, to include the transfer of all furniture, stores and appliances.
- The siding in the new Town Yard to be connected up to the Company’s railway lines without cost to the Corporation, and that the Company undertakes as required to do all the shunting and marshalling of wagons containing goods consigned into and out of the Town’s New Yard in a prompt manner.
- That the Company compensates the Corporation and its tenants for all damage and loss caused by the demolition of part of the Willows Iron Works, this to include the small lodge.
- The Railway Company lengthens the span of their bridge over Willows Lane to 42 feet.
- That they replace the subway connecting Corporation Street with Dale Street by a footbridge 9 feet wide with adequate lighting.
- The entire cost of promoting this Bill through Parliament to be born totally by the L & Y.
- That any disputes which may arise between this Corporation and the Company be settled by a mutually agreed arbitrator, or one appointed by the Institute of Civil Engineers with all costs allied to the arbitration to be charged to the Railway Company.
October The L & Y wrote to the Health Committee with regard to the nuisance caused by steam drifting from their engine sheds on Charter Street. In it they stated that raising the height of the chimney as suggested by the Corporation, had been given careful consideration, after which it had been decided that this course of action would not have the desired effect. The strictest instructions had however been issued on ways to minimise the problem.
1903 March The first sand-drags on the L & Y were installed at Baxenden 1903, and soon afterwards in Accrington at the foot of the Baxenden incline.
May A letter from the L & Y was read out to the Council, it stated “That because of the extensive alterations about to be undertaken at Accrington Railway Station, they could not see their way to altering the ‘booking facilities’ at present in use.
August At a meeting of the General Works Committee, the Town Clerk was authorised to write to the L & Y, to point out the ‘dangerous’ condition of the walls of the bridge over the railway on Arago Street.
1904 June At a meeting the Town Council received a letter from the L & Y stating that a ‘temporary’ booking office already provided would be used during the ‘excursion season’, as and when required.
August The Town Council received another letter from the L & Y acknowledging the Council’s renewed complaints about the ‘defective’ booking arrangements and poor accommodation at Accrington Station, also the exit and entrance for passengers, and promising to pass these on to the Directors.
October The General Works Committee met to discuss the recently raised possibility of making a footpath from Lonsdale Street to Church Railway Station, on the southerly side of the running lines. It was resolved the Borough Surveyor should draw up a plan of this footpath, then communicate with the L & Y and other landowners to ascertain if, and under what conditions, they would agree to this proposal.
Problems occurred at Church & Oswaldtwistle Station when James Whittaker of Water Street in Church was fined 10 shillings plus costs, for kicking two porters. They had asked the defendant to stand back from the platform edge just as a train was about to depart. Following this he had brandished an axe which he had taken from the porter’s storeroom. He pleaded guilty to be drunk and disorderly on the Lancashire & Yorkshire Railway’s property.
November The General Works Committee received a letter from the L & Y stating they were attending to the corrugated sheeting which was lining the railway arch spanning Blackburn Road. Also correspondence from the Railway Company’s Secretary promising to place before its Directors the plans for the proposed footpath between Lonsdale Street/Spring Hill and the railway station in Church.
December Another communication came from the L & Y in response to the notice served upon them on October 3rd, with respect to the strip of land between King Street and Blackburn Road, confirming their previous view, that this was not a street within the interpretation of the Public Health Act 1875, Section 150.
1905 This was the year in which the L & Y began the long process of replacing the running lines with new, heavier and longer sections of bullhead rail, on sleepers sourced from Baltic Redwood trees pressure impregnated with creosote and ballasted with granite. They also purchased a piece of land at the western end of Corporation Street, with the intention of building an extension to the engine shed, but this scheme did not progress further. This land had previously contained Bradley’s foundry and a brush-making works belonging to Rueben Phillips, who later established a new factory overlooking the railway on Belgarth Road, called the Eureka Brush Works.
July A sub-group from the Watch Committee visited the subway going under the railway lines off Dale Street, and recommended a letter should be sent to the L & Y requesting another light be mounted at its central point. They also called the attention of the Health Committee to the dirty state of this underpass.
Train movements through Great Harwood on weekdays circa 1905
Passenger Trains in bold type. TRN = Train Reporting Number
| TRN | Arrives | From | To | Departs | Frequency |
| 13 | 02:13 | Miles Platting | Chorley | Passes | Mondays excepted |
| 24 | 04:10 | Blackburn | Rose grove | 04:40 | Mondays excepted |
| 25 | 04:30 | Rose Grove | Preston | Passes | Mondays excepted |
| 37 | 06:03 | Colne | Blackburn | 06:42 | Daily |
| 38 | 06:20 | Burnley | Lostock Hall | Passes | Mondays only |
| 39 | 05:20 | Blackburn | Burnley | 05:27 | Daily |
| 41 | 06:19 | Rose Grove | Blackburn | Passes | Saturdays only |
| 46 | 06:25 | Blackburn | Burnley | 06:33 | Daily |
| 47 | 07:00 | Rose Grove | Great Harwood | Terminates | Daily |
| 49 | 07:32 | Burnley | Blackburn | 07:34 | Daily |
| 59 | 08:03 | Blackburn | Colne | 08:09 | Daily |
| 60 | 08:22 | Burnley | Blackburn | 08:24 | Daily |
| 63 | 09:25 | Todmorden | Blackburn | 09:27 | Daily |
| 66 | 09:01 | Blackburn | Great Harwood | Terminates | Saturdays excepted |
| 67 | 09:02 | Blackburn | Padiham | 09:45 | Daily |
| 71 | – | Great Harwood | Rose grove | 09:45 | Saturdays excepted |
| 72 | 09:37 | Blackburn | Burnley | 09:44 | Daily |
| 77 | 10:07 | Preston | Burnley | Passes* | Daily |
| 81 | 10:10 | Colne | Blackburn | 10:12 | Daily |
| 90 | 12:00 | Burnley | Blackburn | 12:02 | Daily |
| 94 | 12:04 | Leeds/Bradford | Blackpool Central | Passes | Fridays & Saturdays only |
| 95 | 11:13 | Blackburn | Colne | 11:20 | Daily |
| 101 | 12:13 | Blackburn | Todmorden | 12:20 | Daily |
| 108 | 13:34 | Burnley | Blackburn | 13:36 | Daily |
| 114 | 13:41 | Nelson | Blackpool Central | 13:43 | Tuesdays only |
| 119 | 13:15 | Blackburn | Nelson | 13:22 | Saturdays only |
| 123 | 13:35 | Blackburn | Rose Grove | 14:00 | Via Queens Brick Sidings |
| 124 | 14:54 | Nelson | Blackburn | 14:56 | Saturdays only |
| 125 | 14:06 | Blackburn | Colne | 14:13 | Daily |
| 126 | 14:54 | Rose Grove | Blackburn | 14:56 | Saturdays excepted |
| 127 | – | Great Harwood | Rose grove | 14:20 | Saturdays Only |
| 130 | 15:14 | Todmorden | Blackburn | 15:16 | Saturdays excepted |
| 135 | 16:00 | Padiham | Blackburn | 16:10 | Calls at Queen Brick Sidings |
| 145 | 15:28 | Blackburn | Burnley | 15:25 | Daily |
| 146 | 16:48 | Burnley | Blackburn | 16:50 | Daily |
| 152 | 16:31 | Blackburn | Colne | 16:38 | Daily |
| 154 | 17:37 | Rose Grove | Blackburn | 17:39 | Daily |
| 167 | 17:46 | Blackburn | Burnley | 17:53 | Daily |
| 172 | 19:17 | Burnley | Blackburn | 19:19 | Daily |
| 183 | 21:05 | Rose Grove | Blackburn | Passes | Via Queens Brick Sidings. Saturdays only |
| 184 | 18:53 | Blackburn | Burnley | 19:00 | Daily |
| 185 | 20:47 | Burnley | Blackburn | 20:49 | Daily |
| 193 | 19:58 | Blackburn | Todmorden | 20:05 | Daily |
| 196 | 22:15 | Burnley | Blackburn | 22:17 | Daily |
| 199 | – | Great Harwood | Blackburn | 23:10 | Class B goods. Daily |
| 207 | 21:26 | Blackburn | Burnley | 21:33 | Daily |
| 222 | 22:26 | Blackburn | Great Harwood | Terminates | Saturdays only |
| 227 | 22:51 | Blackburn | Burnley | 22:58 | Daily |
Weekdays details
TRN 24 – locomotive and stock return to Burnley on Wednesdays only.
TRN 38 – continues on through to Preston.
TRN 41 – is the 01:30 from Normanton.
TRN 91 – the pilot locomotive returns light engine to Padiham.
TRN 94 – from November operates on Fridays & Saturdays only.
TRN114 – operates during October only.
TRN133 – is worked by a passenger locomotive from Rose Grove sheds.
TRN158 – has L & Y engine and stock throughout.
Train movements through Great Harwood on Sundays circa 1905
| TRN | Arrives | From | To | Departs | Frequency |
| 17 | 05:45 | Blackburn | Rose Grove | Passes | Express Mail. Weekly |
| 18 | 06:10 | Rose Grove | Lostock Hall | Passes | Express Goods. Weekly |
| 22 | 08:03 | Burnley | Blackburn | 08:05 | Weekly |
| 28 | 09:10 | Blackburn | Burnley | 09:17 | Weekly |
| 31 | 13:21 | Burnley | Blackburn | 13:23 | Weekly |
| 32 | 13:55 | Blackburn | Burnley | 14:02 | Weekly |
| 35 | 15:47 | Blackburn | Colne | 15:54 | Weekly |
| 36 | 14:58 | Burnley | Blackburn | 15:00 | Weekly |
| 46 | 19:48 | Burnley | Blackburn | 19:50 | Weekly |
| 54 | 21:04 | Burnley | Blackburn | 21:06 | Weekly |
| 55 | 21:50 | Blackburn | Burnley | 21:57 | Weekly |
Sunday details
TRN 17 – this train has priority of road.
TRN 18 – stops only if required to detach fish traffic.
Shunting at Great Harwood
The first locomotive comes off the 13:35 Blackburn to Rose Grove, to clear wagons at Martholme Colliery along with other required duties, working between 14:05 and 18:45 on Mondays to Fridays.
The second locomotive comes of the 04:40 to Rose Grove, to marshal stock from Blackburn into carriage sidings on Tuesdays to Fridays, before departing at 04:40.
On Mondays to Fridays the third locomotive comes off the Rose Grove to Great Harwood at 07:00, and shunts as required, before working the 09:45 to Rose Grove. On Saturdays only shunts as required, before working the 14:20 to Rose Grove.
There were weight limits to coal and goods trains traversing the Harwood Loop between Simonstone and Great Harwood Junction at Whitebirk and these were as follows –
| Restricted to | Coal in tons | Goods in tons |
| 15 mph | 590 | 370 |
| 20 mph | 490 | 350 |
| 25 mph | 390 | 330 |
October At a meeting of the Education Committee, it was agreed that the fares of students, who had to attend Blackburn College for classes previously held in Accrington, would have their L & Y tickets paid for in accordance with the regulations laid down by the County Council.
November A meeting of the Legal & Parliamentary Committee received a letter from Oswaldtwistle District Council, stating they had formed a committee to look into the possibility of additional railway facilities for North East Lancashire. It continued by saying a meeting was being convened in Oswaldtwistle Town Hall on December 5th next, when representatives from neighbouring boroughs and townships would be invited to attend to discuss the prospects. It was resolved to offer the Council Chambers a venue for this proposed conference, and that the Chairman and Vice-Chairman would be appointed to represent Accrington Council.
December At a meeting of the Legal & Parliamentary Committee, they received a second letter from the Clerk of Oswaldtwistle District Council, which contained the resolutions passed at the recent conference on improved railway facilities for North East Lancashire. The Chairman, who had attended this conference held in the Council Chamber, expressed his own views on this subject. In accordance with the request contained in this letter, the Mayor was asked to attend another planned meeting with the Midland Railway Company in order to represent Accrington Council. (Note the nearest railhead of the Midland was situated at Colne Railway Station, which seems an odd situation as Accrington was a vital Lancashire & Yorkshire Junction!)
Here are some details of just how many trains worked through Accrington during a 24-hour period in 1905, with passenger services in bold type. (Does not include trains from the south. All L & Y unless stated. Information from the Lancashire & Yorkshire Societies’ Records.)
Key. MTuX = Mondays & Tuesdays excepted. MO = Mondays Only. MX = Mondays excepted. MOW = Mondays Only & Wednesdays. MTh = Mondays & Thursdays. MSX = Mondays & Saturdays excepted. SO = Saturdays Only. SX = Saturdays excepted. ThO = Thursdays only. WO = Wednesdays Only.
00:12 – Ormskirk to Goole Class A goods. MX
00:18 – Ormskirk to Goole Class A goods. MO
00:22 – Haslingden to Church goods. MX
00:48 – Aintree Sorting Sidings to Leeds ‘special’ express goods. MX
00:52 – Rose Grove to Aintree Sorting Sidings Class A goods. MX
01:12 – Nelson to Carnforth LNWR goods. SO
01:23 – Spring Vale to Normanton Class A goods. SO
01:22 – Colne to Church Class B goods.
01:43 – Bamber Bridge to Leeds Class B goods. MO
02:18 – Leeds to Liverpool ‘special’ express goods. MX
02:18 – Bamber Bridge to Castleton ‘fast’ goods. MX
02:27 – Crofton Junction to Blackburn Class B goods. MX
02:28 – Bolton to Accrington exchange sidings ‘express’ goods. MX
02:33 – Aintree Sorting Sidings to Leeds ‘special’ express goods. MX
02:38 – Lostock Hall to Rose Grove Class B goods. MX
02:40 – Normanton to Bolton Fish Train. MTuX
02:44 – Rose Grove to Aintree Sorting Sidings Class A goods. SO
02:49 – Hollinwood to Lostock Hall ’express’ goods. MX
02:57 – Bury to Fleetwood Class B goods. MX
03:00 – Nelson to Carnforth LNWR goods. MSX
03:12 – Normanton to Bolton fish. TuO
03:28 – Fleetwood to Bury ‘fast’ goods. MX
03:38 – Preston to Burnley ‘mail’ and goods.
03:52 – Goole to Lostock Hall Class A goods. MX
04:13 – Lostock Hall to Hollingsworth ‘fast’ goods. MO
04:18 – Aintree Sorting Sidings to Accrington Class A goods. MX
04:43 – Aintree Sorting Sidings to Rose Grove Class B goods. MO
04:48 – Hellifield to Cliviger ‘fast’ goods. MX
05:12 – Rose Grove to Lostock Hall ‘fast’ goods.
05:17 – Werneth to Lostock Hall Class B goods. MO
05:23 – Hellifield to Rose Grove ‘fast’ goods. MX
05:42 – Blackburn to Accrington.
05:47 – Miles Platting to Church Class B goods. MX
05:53 – Phillips Park to Nelson fruit, fish and goods. MX
06:05 – Accrington to Preston.
06:15 – Rose Grove to Aintree Sorting Sidings ‘express’ goods. MO
06:17 – Rose Grove to Blackburn goods. MO
06:22 – Preston to Todmorden.
06:22 – Accrington to Church ‘pilot’ goods, (locomotive comes off to shunt sidings).
06:32 – Miles Platting to Church Class B goods. SO
06:35 – Carnforth to Nelson LNWR goods.
06:37 – Leeds to Lostock Hall Class B goods.
06:45 – Preston to Leeds Class A goods. MSX
06:47 – Brindle Heath Junction to Blackburn Class B goods. MX
06:52 – Leeds to Lostock Hall Class B goods. MX
07:32 – Miles Platting to Church Class B goods. MSX
07:33 – Preston to Leeds ‘express’.
07:37 – Todmorden to Church ‘special express’ goods and newspapers. MX
07:38 – Accrington to Blackpool Central.
07:45 – Carlisle to Rose Grove Class A goods. MX
07:57 – Normanton to Aintree Sorting Sidings ‘special express’ goods. MX
07:58 – Rose Grove to Fleetwood Class A goods. MO
08:09 – Preston to Accrington (terminates).
08:21 – Blackburn to Normanton ‘express’.
08:33 – Accrington to Preston.
08:35 – Rose Grove to Fleetwood Class A goods. MX
08:36 – Rose Grove to Church goods. MO
08:43 – Preston to Todmorden ‘express’.
09:01 – Blackpool Central to Colne ‘express’.
09:05 – Bradford to Blackpool Central ‘express’.
09:07 – Miles Platting to Church ‘special express’ goods. MX
09:09 – Southport to Accrington ‘express’ (terminates).
09:10 – Colne to Stockport ‘express’.
09:28 – Blackpool Central to Todmorden.
09:29 – Skipton to Liverpool ‘express’.
09:34 – Accrington to Southport ‘express’.
09:49 – Halifax to Blackpool Central ‘express’.
09:52 – Preston to Accrington (terminates).
09:58 – Hellifield to Rose Grove Class B goods. MSX
10:25 – Accrington to Preston ‘express’.
10:31 – Blackburn to Todmorden.
10:37 – Rose Grove to Church goods. MX
11:03 – Accrington to Preston.
11:18 – Blackpool Central to Bradford ‘express’.
11:45 – Blackburn to Accrington (terminates).
11:59 – Rose Grove to Spring Vale Class B goods. MSX
12:03 – Accrington to Blackpool Central.
12:13 – Accrington to Church ‘trip’ goods.
12:17 – Accrington to Church vans.
12:30 – Blackburn to Accrington (terminates).
12:48 – Colne to Stockport.
12:53 – Fleetwood to Rose Grove Class A goods. MO
12:57 – Colne to Blackpool Central.
13:07 – Accrington to Preston.
13:23 – Preston to Accrington (terminates).
13:36 – Nelson to Blackpool Central. WSO
13:43 – Fleetwood to Rose Grove Class A goods. MX
13:49 – Colne to Blackpool Central.
13:57 – Accrington to Rishton (light engine + brake van)
14:01 – Colne to Southport.
14:15 – Preston to Todmorden.
14:28 – Accrington to Preston.
14:56 – Accrington to Preston.
14:58 – Preston to Accrington (terminates).
15:15 – Wakefield to Blackburn ‘express’.
15:31 – Stockport to Colne ‘express’.
15:59 – Blackburn to Accrington (terminates).
16:00 – Accrington to Preston.
16:05 – Oxheys to Accrington ‘cattle’ train. WO
16:08 – Gisburn to Baxenden ‘fast’ goods. MX
16:13 – Colne to Stockport ‘express’.
16:19 – Burnley to Phillips Park Class A goods.
16:25 – Accrington to Preston.
16:43 – Blackpool Central to Leeds ‘express’.
16:50 – Preston to Todmorden.
16:56 – Colne to Blackpool Central ‘express’.
17:07 – Accrington to Stockport ‘express’.
17:27 – Rochdale to Blackburn.
17:32 – Blackpool to Colne ‘express’.
17:47 – Colne to Blackpool Central ‘express’. SX
17:50 – Accrington to Preston.
18:12 – Clifton Hall to Church goods & coal.
18:12 – Preston to Accrington (terminates).
18:17 – Huncoat to Church goods. SX
18:27 – Accrington to Preston.
18:31 – Southport to Colne ‘express’.
18:43 – Chatburn to Baxenden goods. MO
18:45 – Accrington to Blackburn.
18:57 – Preston to Todmorden.
19:03 – Preston to Wakefield Class A goods. SO
19:07 – Hapton to Church pilot goods.
19:17 – Todmorden to Preston.
19:44 – Baxenden to Church ‘fast’ goods.
19:48 – Stockport to Colne ‘express’.
19:59 – Blackpool Central to Colne.
20:01 – Todmorden to Preston.
20:24 – Southport to Colne ‘express’.
20:25 – Hollingwood to Lostock Hall Class A goods.
20:28 – Rishton to Rose Grove goods. SX
20:38 – Chorley to Miles Platting Class B goods. SX
20:47 – Blackburn to Accrington (terminates).
20:47 – Accrington to Preston.
20:57 – Baxenden to Spring Vale goods. MO
21:03 – Church to Accrington light engine & vans. SX
21:18 – Blackburn to Accrington (terminates).
21:23 – Aintree Sorting Sidings to Goole Class A goods. SX
21:26 – Leeds to Preston ‘express’.
21:44 – Baxenden to Church fast goods.
21:57 – Accrington to Preston.
21:57 – Blackpool Central to Colne ‘express’.
22:03 – Daisyfield Junction to Salford Class B goods. SX
22:15 – Liverpool to Colne ‘express’.
22:28 – Spring Vale to Miles Platting Class B goods. SO
22:33 – Spring Vale to Normanton Class A goods.
22:33 – Accrington to Preston.
22:37 – Leeds to Carlisle Class A goods. SX
22:46 – Preston to Accrington (terminates).
22:55 – Stockport to Colne ‘express’.
23:12 – Todmorden to Blackburn.
23:14 – Rose Grove to Hellifield ‘special’ express goods.
23:43 – Church to Salford ‘special’ express goods. ThO
23:45 – Preston to Accrington (terminates).
23:47 – Rose Grove to Church, (locomotive comes off to shunt exchange sidings).
23:52 – Rose Grove to Carlisle Class A goods.
One type of locomotive which became commonplace on the lines through East Lancashire, was the ubiquitous Hughes Class of 2-4-2 tank locomotives, the first of which #816 came to Accrington sheds when new in April, 1905. The class was sturdy and reliable at handling passenger trains, some lasting well into the British Railways era. This particular example was withdrawn in May, 1943. Built in July of the same year number 1463 and 1464 of this type also came to Accrington, and of these 1463 was fitted with a tapered chimney and blastpipe. Then it was extensively used on trials on the Colne to Blackpool route.
1906 January At a meeting of the Town Council, the Town Clerk was authorised to write to the L & Y to ask why they had restricted cheap bookings to 3rd Class passengers travelling to Manchester and Liverpool, whilst requiring 1st and 2nd Class passengers to pay the difference between the ordinary 3rd Class fare and the ‘excursion’ rate. The letter pointed out that this was unfair for citizens travelling to the named cities, to pay more than those being granted to persons taking cheap bookings to seaside resorts. The Council requested the Railway Company end this ‘unfair’ practice.
February The Town Council received a reply from the L & Y in response to the Council’s recent representation on the subject of fares. The Railway Company declined to agree to the adoption of 1st and 2nd Class excursion rates for journeys between inland towns.
April The General Works Committee met when it was pointed out that by agreement with the L & Y, in connection to the Town’s New Yard and the widening of the railway in that location, a strip of 575 square yards would be taken away from Willows Mill. This would result in a reduction in size of the buildings, and the occupiers, E. J. Riley, would then be tenants of the Railway Company at a rent of £20 per year. Also that about 1,000 square yards of land to the immediate west of Willows Mill which would eventually form part of the Town’s New Yard, and was currently used as sheds in which to season wood and as storage, would be required to be included in Riley’s lease. These could now be lost to them unless the L & Y gave them permission to use it! It was resolved to grant E. J. Riley an extension to their lease which included this land, (subject to the approval of the Railway Company), for a term of a further ten years. (E. J. Riley was a manufacturer of high quality billiard tables and other top sports equipment. They also had rolling stock specially adapted for the conveyance of their goods.)
June The Health Committee received correspondence from the L & Y on the subject of the ‘sanitary arrangements’ for the staff employed at their coal sidings.
1907 January At a meeting of the General Works Committee, it was resolved to erect a sign at the junction of Manchester Road with Oak Street, indicating that Oak Street led to the railway station by the shortest route. It was further resolved that the Town Clerk should write to the L & Y calling its attention to the condition of the road bridges over the railway on Arago Street and Penny House Lane near to Strawberry Bank. The Borough Surveyor, Chairman and Vice-Chairman were authorised to oversee the necessary repairs to the steps leading from Grant Street to the subway under the railway.
During 1907 the L & Y were offering ‘Weekend Tickets’ between Accrington and Skipton at 7 shillings 1st Class and 3/6d 3rd Class. Travel was out by any train on Fridays and Saturdays, returning by any train on Sundays, Mondays or Tuesdays.
September The General Works Committee met again and heard from the Town Clerk, that if the proposal to construct a footpath under the railway arch on Whalley Road on the eastern side was to go ahead, it would involve having to relocate the premises of Mr Douthwaite, a plasterer. The Town Clerk was instructed to ask the L & Y that if this scheme was to go ahead, would they allow the embankment there to be excavated to allow Mr Douthwaite to be accommodated in new premises.
December At a meeting of the Town Council it was resolved to bring the attention of the L & Y to the condition of the road over the railway on the bridge over Penny House Lane at Strawberry Bank.
1908 July At a meeting of the Electrical, Legal & Parliamentary Committee, it was resolved the L & Y would be granted the ‘privilege’ of fixing a timetable and noticeboard on the Corporation’s premises at the junction of Market Street and Blackburn Road in Church, at a rent of 15/- per annum. At a meeting of the General Works Committee, the Borough Surveyor was requested to look into the viability of widening the bridge over the L & Y’s tracks at Strawberry Bank (Penny House Lane), and to submit an estimate of the cost to this Committee. At another meeting of the Electrical, Legal & Parliamentary Committee, the Town Clerk reported he had entered into an agreement with the L & Y for them to fix another board at the junction of Market Street and Blackburn Road subject to a payment of 15/- per annum. This action was approved and accepted.
October A new and improved service was inaugurated by the Lancashire & Yorkshire Railway Company between Colne, Burnley Bank Top, Accrington, Blackburn, Bolton Trinity Street, Manchester Victoria, Stockport and London Euston via the London & North Western route. New vestibule carriages had been built specially for this service. Externally they were 9 feet wide and 56 feet long fitted with steam heating, incandescent gas lighting, improved ventilation and lavatories at either end of a side corridor. It was stated they provided “every comfort and convenience that the traveller would expect”. These services catered for 1st and 3rd Class passengers only.
The Monday to Saturday timetable was as follows; –
————- WEEKDAYS ——— SUNS
| From | am | am | pm | pm | pm | am |
| Colne | 08:15 | 10:00 | 12:20 | 15:40 | 21:10 | 10:45 |
| Burnley Bank Top | 08:31 | 10:17 | 12:35 | 15:56 | 21:29 | 11:00 |
| Accrington | 08:49 | 10:37 | 12:49 | 16:10 | 21:57 | 11:18 |
| Blackburn | 09:01 | 10:52 | 13:02 | 16:23 | 22:27 | 11:32 |
| Bolton, Trinity Street | 09:32 | 11:22 | 13:30 | 16:52 | 22:59 | 12:06 |
| Manchester Victoria | 09:55 | 11:45 | 13:50 | 17:13 | 23:30 | 12:35 |
| Stockport | 10:17 | 12:05 | 14:13 | 17:34 | 23:53 | 12:55 |
| Crewe | 10:59 | 13:07 | 14:54 | 18:14 | 00:41 | 13:53 |
| Birmingham New Street | 12:41 | 14:55 | 17:00 | 19:57 | 02:33 | 16:10 |
| London Euston | 14:10 | 16:00 | 18:10 | 21:15 | 05:50 | 17:45 |
Services also called at Nelson, Brierfield and Darwen
The 21:10 service did not run on Saturdays. On the 08:15 a Luncheon Car was available between Stafford and Euston, whilst on the 10:00 and 15:40 departures and on the Sunday service, Dining and Luncheon Cars were available between Stockport and Euston.
——– WEEKDAYS —— SUNS
| From | am | am | pm | pm | pm |
| London Euston | 10:30 | 14:40 | 16:05 | 18:05 | 12:00 |
| Birmingham New Street | 11:15 | 15:30 | 17:50 | 15:56 | 13:40 |
| Crewe | 13:10 | 17:43 | 19:18 | 20:08 | 15:55 |
| Stockport | 13:59 | 18:20 | 20:08 | 21:30 | 16:40 |
| Manchester Victoria | 14:17 | 18:40 | 20:28 | 21:50 | 17:00 |
| Bolton, Trinity Street | 14:37 | 19:01 | 20:49 | 22:11 | 15:25 |
| Blackburn | 10:17 | 12:05 | 14:13 | 17:34 | 18:01 |
| Accrington | 10:59 | 13:07 | 14:54 | 18:14 | 18:13 |
| Burnley Bank Top | 12:41 | 14:55 | 17:00 | 19:57 | 18:27 |
| Colne | 14:10 | 16:00 | 18:10 | 21:15 | 18:47 |
Services also called at Darwen, Brierfield and Nelson
On the 10:30 and the Sunday service a Luncheon Car was provided between Euston and Stockport, whilst on the 16:05 departure this was a Dining Car.
Changes could be made in Crewe for connections to Shrewsbury, Hereford, Newport and Cardiff, also for Bristol Temple Meads, Exeter St David’s, Torquay, Plymouth and Penzance.
November At another meeting of the Electrical, Legal & Parliamentary Committee, a letter was received from the promoters of the Clayton-le-Moors Light Railway, which proposed to run a line from a junction with the L & Y’s, made at a point close to the sidings adjoining Accrington Cricket Club all the way into Clayton-le-Moors. It was resolved to request the promoters provide plans and further details of this scheme. It was further resolved the L & Y would be granted permission to put up a notice on the Corporation’s property on Market Street in Church.
December At a meeting of the Finance Committee, the Town Clerk reported on the General Rate Assessment of the railway station and sidings, which the L & Y had given notice they intended to appeal against. They claimed that under the provisions of the Public Health Act of 1875, the whole of the sidings, loading bays and wharves should be assessed at 25% under the provisions exempting them. Following meetings with representatives from Bacup, Haslingden and Rawtenstall corporations, at which Mr Cross, Union Valuer was present, it was resolved that the exemption would be set at 50% subject to the approval of the Railway Company’s directors on the one side, and the authorities on the other. As long as the rates for the current year were paid in full and an undertaking was given that there would be no further actions by either party, it was resolved to approve this arrangement.
Here are some details of locomotives allocated to shed number 22 which date from 1908.
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| Barton Wright | 0 – 6 – 2 tank | 23 | (11620) | January 1883 | October 1926 |
| Barton Wright | 0 – 6 – 2 tank | 203 | 11614 | December 1882 | December 1932 |
| Barton Wright | 0 – 6 – 2 tank | 264 | 11605 | July 1881 | December 1930 |
Although number 23 was allocated LMS number 11620 it was never carried.
Aspinall Locomotives
| Class | Type | L & Y number | LMS & BR numbers | New | Withdrawn |
| 1008 | 2 – 4 – 2 tank | 39* | 10706 | February 1895 | August 1930 |
| 1008 | 2 – 4 – 2 tank | 88* | 10730 | March 1896 | June 1937 |
| 1008 | 2 – 4 – 2 tank | 716* | 10862 | December 1900 | March 1938 |
| 1008 | 2 – 4 – 2 tank | 1179* | 10677 | September 1892 | April 1945 |
| 1008 | 2 – 4 – 2 tank | 1218* | 10703 & 50703 | December 1893 | March 1953 |
| 1008 | 2 – 4 – 2 tank | 1270* | 10719 | May 1895 | January 1947 |
| 1008 | 2 – 4 – 2 tank* | 1335 | 10768 | February 1897 | May 1934 |
| 1008 | 2 – 4 – 2 tank | 1347* | 10780 | April 1897 | June 1945 |
| 1008 | 2 – 4 – 2 tank* | 1375 | 10792 | April 1898 | December 1933 |
| 1008 | 2 – 4 – 2 tank | 1384* | 10800 & 50800 | June 1898 | August 1948 |
| 1008 | 2 – 4 – 2 tank | 1386* | 10802 & 50902 | June 1898 | July 1952 |
| 1008 | 2 – 4 – 2 tank | 1387* | 10803 | June 1898 | October 1946 |
*Engines 1335 and 1375 were fitted with Druitt-Halpin Thermal Storage Tanks in July, 1905. Of these engines, 39 was reboilered in April, 1916, 88 in August, 1915, 716 in March, 1909, 1179 in July, 1909, 1270 in January 1904, 1347 in February, 1906, 1386 in June, 1918 and 1387 in June, 1904. Whereas engines fitted with Belpair fireboxes and boilers were number 1218 in November, 1912, and 1384 in April, 1911.
Hoy Locomotives.
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| 202 | 2 – 6 – 2 tank | 387* | (11700) | November 1903 | May 1925 |
| 202 | 2 – 6 – 2 tank | 454* | (11701) | November 1903 | January 1926 |
| 202 | 2 – 6 – 2 tank | 467* | (11702) | December 1903 | May 1925 |
| 202 | 2 – 6 – 2 tank | 527 | (11703) | January 1904 | March 1926 |
| 202 | 2 – 6 – 2 tank | 712 | 11704 | February 1904 | August 1926 |
| 202 | 2 – 6 – 2 tank | 744 | (11705) | February 1904 | August 1926 |
| 202 | 2 – 6 – 2 tank | 837 | (11706) | March 1904 | June 1925 |
| 202 | 2 – 6 – 2 tank | 1441 | (11707) | April 1904 | August 1926 |
| 202 | 2 – 6 – 2 tank | 1442 | (11708) | April 1904 | July 1925 |
| 202 | 2 – 6 – 2 tank | 1443 | (11709) | May 1904 | June 1925 |
| 202 | 2 – 6 – 2 tank | 1444 | (11710) | May 1904 | January 1925 |
This class of engines was not successful and described as unsuitable for the tasks they were built to perform. They were used mainly for shunting and banking work and were unpopular with footplate crews, as they were prone to slipping and had a deficiency when it came to braking. They also had a tendency to derail, and had the flanges milled off the middle driving wheels in order to cure this defect. Although they were all allotted LMS numbers only one of the Accrington engines, #712, actually carried it 11704.
Barton Wright Locomotives
| Builder | Type | L & Y number | LMS & BR numbers | New | Withdrawn |
| Vulcan Foundry | 0 – 6 – 0 tender | 944* | 12031 & 52031 | November 1887 | December 1954 |
| Beyer Peacock | 0 – 6 – 0 tender | 953* | 12040 | August 1887 | December 1930 |
| Beyer Peacock | 0 – 6 – 0 tender | 963* | 12050 | August 1887 | March 1935 |
Miles Platting Locomotive
| Class | Type | L & Y number | New | Withdrawn |
| 161 | 0 – 6 – 0 saddle tank | 64 | April 1877 | February 1910 |
Aspinall rebuilt Locomotives
| Builder | Type | L & Y number | LMS number | New | Withdrawn |
| Kitson | 0 – 6 – 0 saddle tank | 128* | 11352 | March 1893 | April 1938 |
| Miles Platting | 0 – 6 – 0 saddle tank | 131 | 11368 | October 1893 | November 1963* |
| Kitson | 0 – 6 – 0 saddle tank | 171* | 11420 | October 1895 | June 1937 |
| Kitson | 0 – 6 – 0 saddle tank | 179*H | 11384 | January 1895 | December 1930 |
| Kitson | 0 – 6 – 0 saddle tank | 180* | (11340) | June 1893 | March 1928 |
| Miles Platting | 0 – 6 – 0 saddle tank | 306 | 11385 | January 1895 | November 1933 |
| Kitson | 0 – 6 – 0 saddle tank | 529* | (11332) | June 1892 | June 1928 |
| Kitson | 0 – 6 – 0 saddle tank | 549 | 11358 | July 1893 | October 1959 |
| Sharp Stewart | 0 – 6 – 0 saddle tank | 550 | 11326 | February 1892 | December 1928 |
| Sharp Stewart | 0 – 6 – 0 saddle tank | 553 | 11305 | April 1891 | September 1964* |
| Sharp Stewart | 0 – 6 – 0 saddle tank | 555* | 11336 | August 1892 | November 1960 |
| Vulcan Foundry | 0 – 6 – 0 saddle tank | 571* | 11427 | November 1895 | November 1948 |
| Vulcan Foundry | 0 – 6 – 0 saddle tank | 587* | 11472 | September 1896 | April 1955 |
| Beyer Peacock | 0 – 6 – 0 saddle tank | 594* | 11452 | April 1896 | January 1939 |
| Beyer Peacock | 0 – 6 – 0 saddle tank | 767* | 11436 | December 1895 | March 1955 |
| Beyer Peacock | 0 – 6 – 0 saddle tank | 774* | 11467 | April 1896 | November 1948 |
| Beyer Peacock | 0 – 6 – 0 saddle tank | 780* | 11407 | August 1895 | February 1942 |
| Beyer Peacock | 0 – 6 – 0 saddle tank | 786* | 11507 | January 1899 | March 1957 |
| Vulcan Foundry | 0 – 6 – 0 saddle tank | 809* | 11514 | March 1899 | November 1953 |
| Vulcan Foundry | 0 – 6 – 0 saddle tank | 811* | 11461 | May 1896 | November 1930 |
In the case of numbers 180 and 529 the LMS numbers were allocated but not carried. Number 553 was transferred to departmental stock at the culmination of its service life. Engine #179 was not fitted with carriage stock heating.
Aspinall’s 91 class ‘Coal Engines’
| Type | L & Y number | LMS & BR numbers | New | Withdrawn |
| 0 – 8 – 0 tender | 114* | 12782 & 52782 | March 1903 | August 1950 |
| 0 – 8 – 0 tender | 154* | 12709 | June 1901 | February 1927 |
| 0 – 8 – 0 tender | 159* | 12710 | June 1901 | October 1947* |
| 0 – 8 – 0 tender | 987H* | 12723 | September 1902 | January 1947* |
| 0 – 8 – 0 tender | 1426* | 12724 | October 1902 | January 1947 |
| 0 – 8 – 0 tender | 1433 | 12727 | February 1903 | October 1950 |
| 0 – 8 – 0 tender | 1473 | 12763 | April 1907 | July 1926 |
Locomotive 114 was rebuilt in June 1912 with a large ‘saturated’ boiler. Locomotive numbers 154 and 159 were coupled to 6-wheel tenders. Locomotive numbers 987, 1426 and 1433 were paired with 8-wheel tenders, and 987 was the last fitted with running plate doors and no steam heating. Locomotive 1473 was originally constructed as a four cylinder compound.
Kitson Locomotive, ex-West Lancashire Railway
| Type | L & Y number | WLR number | New | Withdrawn |
| 0 – 6 – 2 tank | 1363 | 3 | 1887 | 1910 |
This was one of the six locomotives which came into Lancashire & Yorkshire stock with the take-over of the West Lancashire Railway in 1897. On being acquired it went immediately into Horwich works, where it received a standard L & Y boiler, the driving position changed from left to right, and vacuum brake substituted for the Westinghouse ones and formerly green livery changed to L & Y black… It was allocated to Accrington for use as a ‘banking’ locomotive.
Aspinall’s (original) 11 or A class Locomotives
| Type | L & Y number | LMS & BR numbers | New | Withdrawn |
| 0 – 6 – 0 tender | 13* | 12195 | March 1893 | February 1938 |
| 0 – 6 – 0 tender | 40* | 12778 & 52778 | June 1895 | August 1959 |
| 0 – 6 – 0 tender | 78* | 12208 | June 1893 | November 1950 |
| 0 – 6 – 0 tender | 161* | 12255 & 52255 | October 1894 | August 1953 |
| 0 – 6 – 0 tender | 335* | 12215 & 52215 | August 1893 | March 1955 |
| 0 – 6 – 0 tender | 426* | 12392 | December 1899 | October 1939 |
| 0 – 6 – 0 tender | 431* | 12428 & 52428 | April 1901 | August 1951 |
| 0 – 6 – 0 tender | 456* | 12356 & 52356 | May 1897 | April 1958 |
| 0 – 6 – 0 tender | 470* | 12361 | July 1897 | August 1933 |
| 0 – 6 – 0 tender | 620* | 12374 | January 1898 | August 1948 |
| 0 – 6 – 0 tender | 1021* | 12591 | November 1889 | May 1939 |
| 0 – 6 – 0 tender | 1031* | 12094 & 52094 | February 1890 | May 1957 |
| 0 – 6 – 0 tender | 1088* | 12128 | June 1891 | January 1947 |
| 0 – 6 – 0 tender | 1090* | 12130 | June 1891 | April 1947 |
| 0 – 6 – 0 tender | 1118* | 12136 & 52136 | October 1891 | September 1957 |
| 0 – 6 – 0 tender | 1150* | 12163 & 52163 | April 1892 | August 1957 |
| 0 – 6 – 0 tender | 1237* | 12232 & 52232 | June 1894 | September 1959 |
| 0 – 6 – 0 tender | 1243* | 12240 & 52240 | July 1894 | April 1961 |
| 0 – 6 – 0 tender | 1244* | 12241 | August 1894 | March 1947 |
| 0 – 6 – 0 tender | 1253* | 12249 | August 1894 | November 1933 |
| 0 – 6 – 0 tender | 1282* | 12291 | July 1895 | December 1931 |
| 0 – 6 – 0 tender | 1294* | 12316 | December 1895 | November 1933 |
| 0 – 6 – 0 tender | 1296* | 12318 | December 1895 | June 1934 |
| 0 – 6 – 0 tender | 1297* | 12319 & 52319 | December 1895 | November 1960 |
Locomotives numbers 1118 and 1150 were coupled to Barton Wright tenders. Locomotive numbers 431 (July 1916), 1021 (January 1921), 1031 (February 1913), 1090 (March 1913), had their round topped fireboxes replaced by Belpair ones. Locomotive 1021 also received a T & B superheater at the same time. It is recorded that twelve other locomotives from this class were allocated to Accrington locomotive sheds, details of which are not known.
The 60 engines marked by an asterisk were still on Accrington’s allocation in 1921.
1909 June A letter was received from the L & Y intimating that arrangements had been made for issuing excursion tickets for the Fire Brigade’s demonstrations, which were scheduled to take place on Saturday, 12th, next. These were for trains arriving in Accrington between 9am and 10am, as well as those arriving between 1pm & 2pm from Todmorden, Rochdale, Oldham, Stalybridge, Manchester, Bury, Southport, Liverpool, Wigan, Chorley, Bolton, Bacup, Rawtenstall and Ramsbottom. This demonstration would involve 86 fire brigades and 868 officers and men.
It was during this year that certain arrangements for the ‘pooling’ of resources between the Lancashire & Yorkshire and the London & North Western Railway began, much to the displeasure of a suspicious Midland railway Company. This included arrangements about the collection, handling and delivery of goods and another on the inter-changeability of railway tickets. The Midland did however explore the possibility of joining this consortium. But when they did not obtain the terms they had applied for, especially for operating in the Red Rose County they withdrew, instead obtaining the London, Tilbury & Southend Railway. (After 1923, they all became constituent parts of the London, Midland & Scottish Railway Group.)
1910 April The Education Committee thanked the L & Y for the gift of free maps for use in the town’s elementary schools.
September In conjunction with the Accrington Shopping Festival, the Lancashire & Yorkshire Railway introduced cheap fares between the Friday, the 2nd, and Saturday, the 10th, for 3rd class day returns on any trains after 13:00 they were from –
Helmshore 8 pence, Haslingden 4½ pence, & Baxenden 3 pence.
Hapton 4½ pence & Huncoat 3 pence.
Blackburn 7 pence, Rishton 4 pence, & Church 2 pence.
Great Harwood 1 shilling, & Simonstone 10½ pence (via Blackburn).
October At a meeting of the Health Committee, the Town Clerk was requested to write to the L & Y requesting them to rectify the nuisance caused by water dripping down from the bridge over Scaitcliffe Street, which had given rise to numerous complaints.
December At a meeting of the General Works Committee it was resolved the Town Clerk should write to the L & Y requesting the road over their railway at Strawberry Bank on Penny House Lane should be put into a ‘proper’ state of repair.
1911 March At a meeting of the Electrical, Legal & Parliamentary Committee, a letter was received from the Light Railways Commission. It intimated that the ‘provisional’ Clayton-le-Moors Light Railway Order which had been applied for recently would, if successful, be granted to the Lancashire & Yorkshire Railway Company, who would construct and operate the line, guaranteeing a 3% dividend to any shareholders. It would have two junctions one in Accrington the other in Huncoat. (Was this in truncated form the mineral railway which eventually connected several brickworks, the colliery and coking plant on either side of Whinney Hill?)
November At a meeting of the General Works Committee, the Borough Surveyor suggested that the L & Y should be approached and requested to draw up plans and make an estimate for the construction of a ‘new’ road bridge over the railway on Queens Road/Penny House Lane, near to Strawberry Bank. It was resolved he should approach the Railway Company accordingly. He was also to bring their attention the nuisance caused by water dripping down from the arch over Blackburn Road and the bridge over Scaitcliffe Street.
December Meeting again, General Works Committee urged the Borough Surveyor to put pressure on the L & Y to provide this estimate and produce plans for the construction of a road bridge over the railway at Strawberry Bank, and as they had done nothing, to remind them the problem of water dripping down into Blackburn Road and Scaitcliffe Street. These suggestions were adopted.
1912 On January 1st, the L & Y abolished 2nd Class passenger carriages, concentrating on 1st and 3rd only stock.
January At a meeting of the General Works Committee, it was resolved to ask the L & Y to make adjustments to their hoarding near the station approach on Eagle Street, by setting it back from the highway. They also resolved to make an application to the County Council for their approval of the plans for the reconstruction of the road bridge taking the highway over the L & Y railway close to Strawberry Bank.
February The General Manager of the L & Y, Mr John Aspinall, issued a list of guidelines to all stationmasters on the upkeep and administration of their stations, and these included the following –
- The greatest economy must be observed about the consumption of gas for lighting. The lights in waiting rooms should not be left burning without cause in waiting rooms between train departures. They must be turned down low until ten minutes before the expected arrival of the next train, unless light is required by awaiting passengers. A single light should then only be used when it will suffice.
- Coal fires in waiting rooms, offices and staff rooms should not be built up too much, and should be allowed to burn low some time before the end of services. Ashes should not be raked out, but the fires allowed to burn themselves out.
- If any passengers are found to have dome malicious damage to carriages, they must be asked to pay for these damages. Any fines collected should be sent to the Superintendent of the Line, and a report on the circumstances in which they were collected. The names and addresses of those refusing to pay should be taken down. These charges are as follows –
- A strap for a 3rd Class window at 2s – 4d.
- A strap for a 1st Class window at 9s – 6d.
- Any carriage side window at 19s – 8d.
- Any translucent toilet window at 4s – 4d.
- A lavatory basin at £2 – 16s – 2d.
- A plug for a lavatory basin at 8d.
- A carriage mirror or picture at 4s – 4d.
- A full set of timetables and standard advertising bills should be displayed and maintained in a neat and legible condition, where they can easily be read. Any damaged or faded material should be replaced immediately, and where appropriate exhibited behind clean glass.
- In order to render them easier to follow the stationmaster must ensure that the name of his station is underlined in red, and this line extended beneath the times of train departures.
- Every stationmaster will be held responsible for the orderly arrangement of advertisements, including those of W. H. Smith. These must not overlap windows or doors, or encroach upon the L & Y’s own notices.
- It will be the stationmaster’s responsibility to see that all pubic lavatories are kept working and in a reasonably sanitary and usable condition.
- All station windows must be kept clean and all doors kept in a proper working condition and locked when not in use.
March At a meeting of the General Works Committee, the Borough Surveyor reported on his meeting with representatives from the L & Y with regard to the widening of the road bridge over the railway near to Strawberry Bank. The cost of reconstruction was estimated at £5,000-plus, to which the Railway Company stated they would make no contribution. They would however, consent to the plans of the scheme being passed, and providing the Corporation carried out the work at the most reasonable cost they could go ahead with the work! The Borough Surveyor reported he would arrange a meeting with the Company’s Engineer, to look further into this matter and also the question of providing a ‘better turnout’ from the Railway Station into Eagle Street. The L & Y’s Engineer had already expressed himself agreeable to this latter change and would recommend it to his Directors subject to the Corporation bearing the whole cost of the work, whilst giving an undertaking that the land occupied would not be regarded as public highway in perpetuity.
July The General Works Committee met again and resolved the Town Clerk should draw up a formal agreement with the L & Y’s Land Agent, for the terms on which the proposed improvements to the station approach on Eagle Street could be implemented.
1913 Regular L & Y workings through Accrington at this time included, the 17:00 return Colne to Manchester newspaper vans. Utilising a rake of 2-door vans was the ‘Fruit & Veg Train’ from Manchester to Colne. This was a Code A special, timed to run at speed and having precedent over stopping passenger trains. One van was detached on its journey at Ramsbottom, Haslingden, Accrington, Burnley and Brierfield with three vans going through to its ultimate destination. The 17:05 Saturdays only from Accrington to Colne contained a wagonload of ‘skins’, which were possibly the residue from the abattoir.
February At a meeting of the General Works Committee, a letter was received from the Billposting Company Ltd, pointing out the difficulties with the scheme of relocating the hoarding on Eagle Street in order to improve the approach to the railway station. Under the circumstances set out, it was resolved that they were unable to proceed with this matter.
Prior to the Great War the Lancashire & Yorkshire Railway in collaboration with the North Eastern, commencing on June the 28th, was offering trips to Berlin via Hull and Zeebrugge, then via Bruges, Ghent and Brussels by train. From Accrington, for a 1st Class carriage on both sides of the North Sea, with a cabin on the ‘Duke of Clarence’ the single fare was £5-2s-1d, whilst a return would cost £9-2s-2d. Travelling 3rd Class to Hull with a 2nd Class passage on board from Hull and beyond, the fares were £3-1s-7½p single and £5-12s-9d* return. (*This equates to over £660 in today’s money.) Single tickets had a validity of 15 days, whilst returns had to be used within 45 days. Applications for berths had to be made through the joint agent for the two companies, C. R. Cameron of Hull.
Luncheon baskets were available from the L&Y’s run restaurant on Accrington Station at extra cost. These contained either hot or cold food and had to be ordered in advance of travel. In Brussels, where there was a break of journey, luncheon would cost 1franc 50, dinner (with beer) 3 francs or with wine 3francs 50, although restaurant cars were included on most express trains on the Continent.
Other destinations from the north available by this route included, Baden-Baden, Bonn, Karlsruhe and Manheim in Germany, Basle, Berne, Lucerne and Zurich in Switzerland, Milan in Italy, Strasburg and Luxemburg. British citizens could travel freely without passports to all of these countries plus Holland, France, Denmark, Norway or Sweden, but not Russia. The final trips ran on October 13th, 1913. (During 1914 all travel on overseas excursions ended and would not be reinstated before 1922, when the L&Y was amalgamated with the London & North Western Railway.)
June At a meeting of the Watch Committee, a request was received from the L & Y to take out the siding at the western end of the Corporation’s yard, connecting with their lines, as “it had been out of use for several years”. It was resolved to approve this request.
July On July 9th, crowds gathered on Rishton, Church & Oswaldtwistle, Accrington and Huncoat Stations to see the Royal Train pass through, conveying their Majesties King George V and Queen Mary on their way from Merseyside to Colne, on a tour of the North West. The locomotives were double-headed ‘Dreadnought’ 4-6-0 tender locomotives of the L & Y, the crack express locomotives of the day.
Just after 2am on July 17th, potentially the worst accident to befall Accrington’s railways occurred. The 22:10 goods train from Rochdale to Wyre Dock, Fleetwood, which had changed crews in Bury, was slowed to a walking pace opposite Baxenden Colliery by the driver, John Simpson of Fleetwood shed. This was for fireman Hudson to jump from the locomotive and pin down the brakes on the 52 wagons, as was the normal practice before commencing the descent of this steep incline. However, according to Simpson the train was travelling extremely slowly when it began to slip on the greasy rails. It started to pick up speed until it reached about 20mph and was then out of control. According to the guard, Mr Trippier, also from Fleetwood, who was in his van at the rear of the train, the train had not fully come to a halt when it started to gain momentum again. “I had applied the brake in my van but could do nothing to stop the train from reaching speed, even though I kept my hands on the braking device”, he testified.
At the foot of the bank in the yard adjacent to the Station, a locomotive was shunting the Preston to Moston (Manchester) goods train, with driver John Youd of Lostock Hall Sheds on the footplate. His fireman had gone to the signal box to inform the signalman that they were ready to depart when the Fleetwood train had passed. The signalman had observed the runaway goods now travelling between 30 and 40mph, and instead of turning it into the exchange sidings diverted it into the line where the sand-drag was situated. However, the train jumped the points at the crossing and hit the stationary locomotive. The result was carnage, the vans telescoped over each other scattering wreckage all over a thankfully deserted Platform 2.
Simpson had jumped from his engine just before the collision. He was found by the train guard, whose van had remained upright, and despite the fact that he had been thrown to the floor by the impact had received only severe bruising. Simpson was on the embankment unconscious with a broken arm, but he regained consciousness as he was carried to the Inspector’s Cabin. The driver of the stationary engine, who was thrown off the footplate, had suffered a fractured leg and broken ribs. Both were taken by ambulance to Victoria Hospital on the advice of Dr Hartley Nuttall, who had been summoned to the scene.
Both locomotives were off the rails and about 150 yards of track had been damaged, including points and crossings, which had been ripped up and would require replacing. Thirty of the wagons had been wrecked and one, torn from its wheels, had cascaded along the platform before disintegrating. Fortunately having occurred during the very early hours there were no fatalities. Amongst the debris were skips of yarn, heavy looms due for delivery in Ireland and agricultural machinery for display at the Royal Lancashire Show, shortly to be held in Burnley. All of these were either damaged beyond repair or completely destroyed.
Along with breakdown gangs, which were summoned from Newton Heath in Manchester and Sandhills in Liverpool, were three steam cranes and over 200 gangers. Working under the supervision of Assistant Passenger Superintendent Nicholas, Mr Coomber the Assistant Traffic Manager, both from Manchester, along with Mr Hargreaves the District Goods Superintendent from Bury, the lines were cleared just at half past one in the afternoon, just 11½ hours after the accident had occurred. Also in attendance were Mr Hously and Mr Hattock from Horwich Locomotive Works, along with Mr Hart from Newton Heath Sheds. Whilst the work was ongoing trains for Manchester from the Colne direction were diverted to run via Blackburn, Darwen and Bolton. Those passengers for intermediate stations between Accrington and Bury were dispatched onto trains which loaded at a siding in the goods yard.
The General Works Committee met when a letter was received from the L & Y enquiring if they could obtain possession of the land required for the station approach, referred to in the February 20th minutes. Would the Corporation then take down the hoarding and replace it to the line of the curve, also carry out the necessary excavations and street work? The Town Clerk was authorised to reply that they would be willing to these proposals.
September At a meeting of the Higher Education Committee, it was resolved the Town Clerk should write to the L & Y with a view to obtaining reduced terms in line with those afforded to traders, to students who were required to purchase contracts.
November The General Works Committee met, to receive correspondence from the L & Y with regard to the repair of the roadway passing over their lines on Penny House Lane. They requested an estimate of the cost of keeping it in good repair and in a satisfactory condition. The Town Clerk was authorised to reply that the Corporation would undertake this work for a consideration of £10 per annum.
December The Town Clerk reported to a meeting of the General Works Committee, that the L & Y had declined the Corporation’s offer of terms for the repair and upkeep of the roadway over their lines near to Strawberry Bank. It was resolved the Town Clerk should contact the Railway Company in order to negotiate terms under which the repair of the roadway could be carried out in future.
1914 January At a meeting of the Watch Committee, it was resolved the Town Clerk should write to the L & Y drawing their attention to the potential danger to passengers, caused by the ‘wide gap’ which existed between the railway carriage doors and the platform edges on the platforms on which the arrivals and departures of trains to and from the Blackburn direction loaded and unloaded. It requested that the railway company takes all steps to alleviate these problems.
February A letter was received from the L & Y by the General Works Committee, agreeing to the Corporation taking over the maintenance of the roadway over their lines on Penny House Lane at Strawberry Bank, for the sum of £3 – 3s – 0d per annum. It also contained an estimate for the proposed widening of this bridge at £5,500.
May The General Works Committee met and received correspondence from the L & Y, with regard to the repairs to the loop of track leading out of the town’s works yard. It was resolved to ask the railway company to carry out this work.
(At the outbreak of the War the nation’s railways were put under control of the Government, and all receipts were handed over to fund the war effort. However, they were allowed to deduct a sum equal to the net receipts as shown in the accounts for 1913, and this situation would remain in force until the conflict ended.)
1915 August At a meeting of the Watch Committee, another letter was received from the L & Y asking that the sign which read ‘THIS WAY TO THE RAILWAY STATION’, which was attached to a lamp standard at the foot of Eagle Street, could be replaced with one twice its size? But no decision was taken on this.
Accrington was host to a very special train on Sunday, September 26th, when the Gipsy Love Company arrived in Accrington at 15:10. The train, comprising of six vehicles which were all London & North Western stock, had departed Manchester Victoria at 13:52 and had been routed via Bolton, Darwen and Blackburn.
October The General Works Committee met and received a letter from the L & Y, containing a plan along with notice of their intentions to carry out the widening of the railway bridge over Scaitcliffe Street, as they were empowered to do in the Lancashire & Yorkshire Railway Act 1897, whilst at the same time widening the street under this bridge to a width of 36 feet. The Borough Surveyor was authorised to carry out the widening of the footpaths and the paving under this bridge accordingly, and to provide extra lighting if he thought it necessary. He was also to invoice the railway company for the cost of all this work.
1916 December A ‘Special Food Committee’ met to hear a letter from the L & Y, offering several plots of land belonging to the Company in close proximity to Craven and Charter Streets, which they were prepared to rent at ‘reasonable terms’ for the cultivation of potatoes. Councillor Swan undertook to liaise with the local residents with a view to occupying these plots for this purpose.
1917 February The former Goods Inspector at Accrington Railway Station, Mr McKechnie, was given a send-off at Accrington Conservative Club to celebrate his promotion to District Inspector in the Bury Offices of the L & Y. A presentation was made by Mr Wildman, the Goods Agent in Accrington, of a ‘swanky’ walking stick, a pipe and tobacco pouch from his colleagues. The gathering was entertained by Sergeant H. Carey, a former railway clerk in Accrington, who was on leave from the Western Front, with songs and anecdotes. The Sergeant was also wished good fortune for his return to France.
For the Board of Trade and speaking in the House of Commons, Mr G. H. Roberts announced there would be no concessions to the increases in fares on the railways for any class of people including Commercial Travellers. They had petitioned the Government for exemption from the increases.
March A plumber from Litherland, having jumped over the ticket barrier at Accrington Railway Station and bolted down on to Blackburn Road, was fined 40 shillings at Accrington Magistrates’ Court. Hargreaves Rostron pleaded guilty to attempting to defraud the L & Y Railway and giving a false name to staff that pursued and apprehended him.
May An Egg Merchant, Mr Sidney Smith, went to Court to recover the sum of £27 – 12s – 6d from the Lancashire & Yorkshire Railway Company, for a large quantity of eggs which were broken in transit between Ireland and Accrington. Appearing for the complainant, Mr Rowland contended that his client had paid considerably more for his merchandise to be carried at the Company’s risk. He added that in the past the L & Y had compensated him for small breakages, but on this occasion they had refused to accept responsibility. They contended that this action should be brought against the Great Northern Railway Company of Ireland. A long argument ensued at the end of which an offer was made of restitution for half of the claim. Judge Sturgess advised Mr Smith to accept this offer. He stated that the Law stated that a contract was made between the consignor and the consignee even though the goods were to be carried on other railways. In this case the damage could have been done even before the goods were handed over to the G.N.R.I., at the docks, at sea or by one of the two railway companies. He felt that despite what had happened in the past, the claimant would be wise to accept the L & Y’s offer, as they had acknowledged that the damage had been caused in transit, and it might cost him a great deal more to pursue this case in a higher court. The offer was then accepted.
1918 March The Town Council met to receive a letter from the L & Y, proposing that the annual ‘Wakes Week’ should commence on the 12th of July, instead of the 26th, some two weeks earlier. The Mayor, Alderman Rawson, and Councillors Barlow, Langham and Nuttall would act for the Council in looking into this matter.
May At a meeting of the General Works Committee, it was resolved the Borough Surveyor should write to the L & Y in order to obtain an estimate of the cost of rebuilding the road bridge over their railway on Penny House Lane. He had also been in conversation with the County Bridgemaster, in an attempt to see if the County Council would be prepared to make a contribution toward the rebuilding of this bridge at Strawberry Bank.
June Presumably having turned down the previous suggestion, another letter was received from the L & Y suggesting altering the dates of the annual summer holiday to the fortnight commencing July 27th, to August 10th, to assist the Company to better cope with the extra traffic in view of the ‘restricted’ services they were able to operate. Having discussed the suggestion made by the L & Y, it was resolved to call a meeting of the larger local employers and labour groups and a special sub-committee, in order to consider the implications of this proposal.
The Education Committee met when the Town Clerk was instructed to make representation to the L & Y suggesting a ‘slight’ alteration to the morning train service, in order to allow students travelling from Great Harwood to depart on the 08:13 for their places of further education.
July At a meeting of the General Works Committee, a letter was received from the County Bridgemaster with regard to the widening of the roadway at Strawberry Bank. It was his opinion that widening this bridge would present no engineering difficulties. He suggested that the Corporation should arrive at some agreement with the L & Y, and having decided on what type of bridge to build, then to approach the County Council. The Borough Surveyor reported on a meeting he had with the Railway Company’s Engineer, who was at great variance with the County Bridgemaster in the method and cost of carrying out the widening. Further consideration of implementing this scheme was then deferred, in view of the difficulty of this work and the expenditure involved.
The Education Committee met to receive a letter from the L & Y in response to their suggestion of an alteration in timing of the 08:13 train. It stated they could not make a ‘slight’ adjustment to the morning service from Great Harwood, as it was impractical and would disrupt the other services.
September The Lancashire & Yorkshire Railway took possession of the site of the erstwhile Antley Boiler Works on Star Street in the Alleytroyds district, after the Ministry of Munitions had vacated the premises. Nearby Pearl House was then occupied by the Company’s Goods Agent, as his office and dwelling.
October At a meeting of the Health Committee, the L & Y made an application to store up to 500 gallons of petrol at their newly acquired garage on Star Street, and this licence was duly granted.
It was during 1918 that the Lancashire & Yorkshire Railway gradually began to replace horse-drawn ‘lurries’ with motor lorries for the distribution of merchandise from their goods depots, which would eventually render the stable block on the Scaitcliffe side of the goods yard redundant.
(At the end of the War the Government set aside the sum of £60 millions with which to compensate the railway companies for their efforts over the four years. But this was on condition that in order to advance a claim, they would have to agree to an amalgamation into four larger groupings under a plan drawn up by the then Minister for Transport, Sir Eric Geddes. This would see the L & Y become a constituent part of the London Midland & Scottish Railway along with the London & North Western Railway. Investors in the L & Y were to be compensated with an equivalent number of shares in the LMS, but only on the value those shares were worth in 1913. The L & Y, like all the others, had been unable to keep up standards of maintenance or reinvest during the War despite increases in traffic, so was in more rundown state than it should have been. It had also suffered a shortage of manpower as many employees had volunteered or been conscripted as non-essential labour, substantial numbers of which had not, or could not, return to their previous employment. Much could be said about the effect the Second World War would have on the nation’s railways, but at the end of the First World War the Government actually paid the railway companies £95 millions in compensation, whereas had they been paid at the peacetime rates, they would have made approximately £100 millions in revenue.)
1919 March A system of rationing tickets was introduced by the L & Y for the Easter break this year, which would also be repeated over the Whitsuntide and summer holidays.
May The General Works Committee met, when it was resolved the Chairman, Vice-Chairman and Borough Surveyor would meet with the County Bridgemaster to ascertain what contributions if any the County Council would make towards the rebuilding of the bridge over the L & Y Railway lines at Strawberry Bank on Penny House Lane. The Borough Surveyor reported back to the Committee on this meeting, and it was then resolved he should approach the L & Y for their estimate of the cost.
September On the eve of the holiday there was a national strike on the railways. With advanced bookings to Blackpool at record level travel plans had to be abandoned. The L & Y refunded all fares and it proved to be a bonanza for the operators of coaches.
1920 (By this year the Lancashire & Yorkshire Railway Company was the fifth largest of the railway companies in Britain, with capitalised assets of almost £75·25 millions. It operated 601 route miles of track of which only 24 were level, whilst those with a gradient more severe than 1:100 totalled 134, including the notorious Baxenden Incline.)
April The Health Committee met, when a letter was received from the Dock Superintendent of the L & Y in Fleetwood offering quantities of fish offal for the extraction of oil and conversion to fertiliser at the destructor’s plant in Accrington. The Health Inspector recommended they took up this offer, and he was authorised to make arrangements to have it delivered by motor wagon.
Here are some details of some locomotives allocated to shed number 22 which date from 1920.
Kitson Locomotive (Aspinall Rebuild)
| Class | Type | L & Y number | LMS | New | Withdrawn |
| 23 | 0 – 6 – 0 saddle tank | 540 | (11331) | June 1892 | October 1926 |
An LMS number was allocated to this locomotive but not carried.
Hughes Locomotives
| Class | Type | L & Y number | LMS & BR numbers | New | Withdrawn |
| 5 | 2 – 4 – 2 tank | 816 | 10870 | March 1905 | March 1943 |
| 5 | 2 – 4 – 2 tank | 868 | 10877 | June 1905 | May 1931 |
| 5 | 2 – 4 – 2 tank | 869 | 10939 | June 1905 | March 1945 |
| 5 | 2 – 4 – 2 tank | 1463 | 10881 | July 1905 | June1946 |
| 5 | 2 – 4 – 2 tank | 1464 | 10882 | July 1905 | August 1944 |
| 5 | 2 – 4 – 2 tank | 1531 | 10891 & 50891 | February 1910 | March 1950 |
| 6 | 2 – 4 – 2 tank | 1536 | 10925 & 50925 | March 1910 | August 1952 |
| 6 | 2 – 4 – 2 tank | 1539 | 10926 | March 1910 | March 1928 |
| 5 | 2 – 4 – 2 tank | 1540 | 10895 | March 1910 | April 1932 |
Locomotive number 816 was the first of the class and had a short but widened tapered chimney and an enlarged blastpipe, and Belpair firebox. It had a spell at Accrington before being transferred to Colne shed, a sub-shed of Accrington. Locomotive number 1463 had a non-standard chimney and blastpipe from the others of the class. Locomotives were later superheated with Top & Bottom equipment, in June 1925 (868), February 1921 (869), June 1926 (1464), August 1925 (1531) and June 1925 (1540). Both locomotives 1536 and 1539 were fitted with Schmidt superheaters in September 1914.
Aspinall Locomotive
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| 6 | 2 – 4 – 2 tank | 693 | 10972 | July 1898 | November 1929 |
This locomotive was fitted with a Belpair/Schmidt boiler in March 1915.
Aspinall Locomotives
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| 6 | 2 – 4 – 2 tank | 267 | 10923 | November 1898 | November 1947 |
| 6 | 2 – 4 – 2 tank | 627 | 10926 | March 1899 | October 1928 |
Both these locomotives were fitted with Belpair/Schmidt boilers in September 1914 (267) and January 1915 (627).
Aspinall’s (original) 11 or A class Locomotives
| Class | Type | L & Y number | LMS & BR numbers | New | Withdrawn |
| 27 | 0 – 6 – 0 tender | 279 | 12198 | April 1893 | June 1937 |
| 27H | 0 – 6 – 0 tender | 604 | 12447 & 52447 | August 1906 | December 1955 |
| 27H | 0 – 6 – 0 tender | 884 | 12611 | July 1909 | February 1936 |
| 27H | 0 – 6 – 0 tender | 887 | 12619 & 52619 | August 1909 | December 1953 |
| 27H | 0 – 6 – 0 tender | 889 | 12604 | August 1909 | November 1935 |
| 27H | 0 – 6 – 0 tender | 896 | 12458 & 52458 | November 1909 | September 1959 |
| 27H | 0 – 6 – 0 tender | 897 | 12459 & 52459 | November 1909 | December 1961 |
| 27 | 0 – 6 – 0 tender | 926 | 12464 & 52464 | October 1917 | April 1961 |
| 27 | 0 – 6 – 0 tender | 1022 | 12606 | November 1889 | February 1946 |
| 27 | 0 – 6 – 0 tender | 1076 | 12116 | February 1891 | January 1948 |
Locomotives 884 (July 1922), 887 (December 1922), 889 (April 1922) and 1022 (May 1922), were fitted with Belpair fireboxes and Top & Bottom superheaters. H denotes not fitted with passenger stock steam heating.
Barton Wright Locomotives
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| 22 | 0 – 6 – 2 tank | 23 | (11620) | January 1883 | October 1926 |
| 22 | 0 – 6 – 2 tank | 203 | 11614 | December 1882 | December 1932 |
| 22 | 0 – 6 – 2 tank | 264 | 11605 | July 1881 | December 1930 |
These were locomotives which had been allocated before 1908 and were still at this shed. (Although number 23 was allocated LMS number 11620 it was never carried).
Hughes ‘Superheated’ Locomotives
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| 28 | 0 – 6 – 0 tender | 665 | 12530 | August 1909 | February 1934 |
| 28H | 0 – 6 – 0 tender | 901 | 12534 | October 1909 | February 1934 |
During 1926 locomotive number 665 was fitted with a saturated round-top boiler. H denotes not fitted with passenger stock steam heating.
Hughes ‘Coal Engines’ Locomotives
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| 30 | 0 – 8 – 0 tender | 79 | 12745 | February 1907 | January 1932 |
| 30 | 0 – 8 – 0 tender | 1495 | 12755 | November 1907 | October 1936 |
| 30 | 0 – 8 – 0 tender | 1592 | 12833 | August 1918 | June 1939 |
Locomotive numbers 79 and 1495 were fitted with small boilers.
Hughes ‘Superheated’ Locomotives
| Class | Type | L & Y number | LMS & BR numbers | New | Withdrawn |
| 31 | 0 – 8 – 0 tender | 141 | 12883 | May 1914 | March 1935 |
| 31 | 0 – 8 – 0 tender | 697 | 12918 | August 1917 | March 1937 |
| 31 | 0 – 8 – 0 tender | 1438 | (12898) | August 1903 | November 1928 |
| 31 | 0 – 8 – 0 tender | 1551 | 12845 | January 1913 | August 1930 |
| 31 | 0 – 8 – 0 tender | 1552 | 12846 | February 1913 | November 1932 |
| 31 | 0 – 8 – 0 tender | 1611 | 12931 | May 1919 | November 1933 |
| 31 | 0 – 8 – 0 tender | 1619 | 12939 | September 1919 | February 1935 |
| 31 | 0 – 8 – 0 tender | 1625 | 12945 & 52945 | December 1919 | May 1951* |
| 31 | 0 – 8 – 0 tender | 1626 | 12946 | January 1920 | September 1936 |
| 31 | 0 – 8 – 0 tender | 1643 | 12963 | October 1920 | April 1937 |
Locomotive number 1438 was built with a ‘corrugated’ boiler and was fitted with a Top & Bottom superheater in November 1911 and the LMS number (in parenthesis), was allocated but not carried. Locomotives 1551 & 1552 had ‘plug’ type superheaters, whilst 1611, 1619, 1625, 1626 & 1643 were all fitted with Top & Bottom – 28 element superheaters. Locomotive number 1625 was withdrawn during 1938 and then reinstated in 1941 re-entering service coupled to a LNWR 6-wheel tender, the rest of the class having L & Y 8-wheel tenders during their operational lives.
Hughes ‘Banking’ Locomotives
| Class | Type | L & Y number | LMS number | New | Withdrawn |
| 32 | 0 – 8 – 2 side tank | 1501 | (11800) | March 1908 | August 1925 |
| 32 | 0 – 8 – 2 side tank | 1502 | (11801) | March 1908 | June 1927 |
| 32 | 0 – 8 – 2 side tank | 1505 | (11804) | April 1908 | February 1927 |
These locomotives were built specifically for shunting and more especially in the case of those allocated to Accrington, for providing banking assistance at the rear of heavy trains going up the Baxenden incline, which had a gradient of between 1:38 and 1:40. Not all were allocated to Accrington at one time, with 1505 allocated to Agecroft shed for working at the Manchester Ship Canal sidings, whilst 1503 and 1504 went initially to Aintree sheds where they were not a success due to fouling trackside installations. Number 1503 was exchanged for 1505 after just a short time and 1505 was then re-allocated to Accrington as a ‘spare’ for the two already there. Unusually for non-passenger locomotives, all were turned out in crimson livery with black and white lining, as compared to black of the freight engines. Although LMS numbers were allocated, as shown in parenthesis, none were carried. They were dubbed the ‘Little Egberts’ after a troupe of performing elephants which had appeared as an attraction in a travelling circus. At that time these were the heaviest engines on the L & Y system at 84 tons.
Trains passing through Accrington to and from Liverpool via Preston and Ormskirk in 1920 were –
| Time | From | To | Type |
| 00:30 | Rose Grove | Aintree sorting sidings | Class A goods (MX) |
| 00:30 | Goole | Aintree sorting sidings | Class R goods |
| 01:15 | Aintree sorting sidings | Rose Grove | Goods |
| 01:25 | Rose Grove | Aintree sorting sidings | Class A goods (MO) |
| 03;40 | Rose Grove | Aintree sorting sidings | Class M goods (MX) |
| 04:35 | Aintree sorting sidings | Rose Grove | Goods |
| 08:10 | Skipton | Liverpool Exchange Station | Express passenger |
| 22:55 | Aintree sorting sidings | Leeds | Class A goods (SuO) |
| 22:55 | Aintree sorting sidings | Leeds | Class R goods |
| 22:56 | Leeds | Aintree sorting sidings | Class A goods |
MX = Mondays excepted, SuO = Sundays only and MO = Mondays only all other trains ran Mondays to Saturdays.
1921 March For the first time since the end of the Great War the L & Y were to put on daily excursion trains to the coast, although tickets would be rationed. Return 3rd Class fares to Blackpool were 5/- and to Southport 4/6d. Other fares were, to London 41/-, Glasgow 38/3d and Edinburgh 38/6d. Day trips to Douglas IOM by Steam Package were 15/- in a saloon or 10/- steerage, but there were no reductions in the rail fare to Liverpool.
———————
On January 1st 1922, one year before the major grouping foretold in the Transport Act of 1921, the Lancashire & Yorkshire Railway was amalgamated with the London & North Western Railway.
Doubts had been raised about the sense of such a merger such a short space of time before the forming of the Big Four. But as far back as 1905 there had been rumblings of a merger, for there had been a good number of amicable meetings between the top brass of both companies, including Sir Frederic Harrison of the LNWR and John Aspinall. An added and rather unusual factor was that Arthur Watson, who was the top man at the L & Y, had taken up the same position with the LNWR, which was at the time an unprecedented situation. Other previous employees of the L & Y in post with the LNWR, were the Secretary, R. C. Irwin, and it’s Chief Mechanical Engineer, George Hughes, (although he did not stay long in this position after the grouping, but retired in March 1925 at the age of 59, due it was rumoured to his discontent with the ex-Midland hierarchy). In addition Ashton Davis the L & Y’s Superintendent of the Line was given the responsibility of managing the LNWR’s lines north of Crewe which included the L & Y’s tracks. These it was generally felt, were designed to speed up a merger.
At its zenith the L & Y operated just over 600 miles of lines, had 1,650 locomotives in stock of which 1,100 was the daily service requirement, with over 1,000 built in its own works in Horwich. Annually approximately ninety million passenger journeys were made, over fifteen million tons of minerals were transported along with millions of tons of other goods and livestock. It operated over four thousand passenger carriages all electrically illuminated over thirty-five thousand wagons and vans, all of which generated more revenue per mile than any of the other of the large railway companies. These included several types of specialised wagons, including ‘tramcar-trolley wagons’, which were used to deliver tram bodies from the builders to their operators, some of which were in use for over 50 years. This was the method by which Accrington’s cars were brought to Blythe’s Sidings for off-loading. There were also eight 21 feet long mail vans which were introduced in 1910.
These totals do not include any private owner rolling stock which was operated over the lines of the Company.
The LNWR by comparison to the L & Y, was the larger partner, and the statistics for 1920 show that this was the case in the majority of grounds, the exceptions being highlighted in bold type.
CAPITAL Assets
| LNWR | L&Y |
| £127, 885,297 | £72,231,980 |
| Mileage operated | LNWR | L&Y |
| Total running lines | 4,355 | 1,417 |
| Passenger miles run | 24,204,468 | 11,579,330 |
| Goods miles run | 16,826,098 | 4, 659,624 |
| £ per mile operated (approx..) | 19,000 | 29,000 |
| All miles operated* | 168,442,216 | 30,775,864 |
*includes light engine, marshalling and shunting mileage.
| Traction | LNWR | L&Y |
| Tender engines | 2,165 (6 types) | 966 (6 types) |
| Tank engines | 1,096 (10 types) | 684 (8 types) |
| Electric cars | 69 | 115 |
| Trailer cars | 100 | 118 |
| Rail motors | 8 | 18 |
| Rolling stock | LNWR | L&Y |
| Passenger carriages | 9,550 | 4,360 |
| Goods vehicles | 76,822 | 35,031 |
| Other types | 7,429 | 2,746 |
| Passenger journeys | LNWR | L&Y |
| 1st Class | 2,000,998 | 2,660,390 |
| 3rd Class | 64,007,144 | 56,057,577 |
| Workmen | 47,865,152 | 33,689,823 |
| 1st Season tickets | 12,116 | 17,149 |
| 3rd Season tickets | 75,043 | 55,669 |
| TOTALS | 113,960,453 | 92,806,608 |
| Tonnage carried | LNWR | L&Y |
| Freight/goods | 8,012,709 | 4,527,012 |
| Types of fuel | 17.855,706 | 8,290,432 |
| Other minerals | 7,862,706 | 1,926,978 |
| Live stock | 1,627,762 | 406,955 |
| TOTALS | 35,358,883 | 15,151,377 |
The Lancashire & Yorkshire Railway was the largest operators of shipping with 23 large vessels, whereas the London & North Western had 14 big and 1 smaller ships.
Unfortunately neither company had good records when it came to explosions of boilers on their steam locomotives. Of the ninety-nine incidents of this nature investigated on the nation’s railways between 1901 and 1920, thirteen were on the L & Y whilst eleven were on the LNWR, several resulting in serious injuries and even fatalities.
———————
In order to reflect the situation on the run up to the end of the Lancashire & Yorkshire Railway’s independence, there follows a picture of workings and locomotives which were in operation in the area around Accrington in the early 1920s.
(Note The following turns (diagrams), show passenger workings through Accrington and on the North Lancs Avoiding Line (the Harwood Loop), from local and other sheds. Some diagrams show the engine appearing, disappearing and then reappearing later on the same turns.)
In 1921 Accrington Shed (22), as the top shed in the G District, had an allocation of 104 locomotives and sub-sheds at Rose Grove (23), Colne (24), Lower Darwen (25) and Hellifield (26). These engines were then allocated to passenger ‘turns’ and those which were the responsibility of Accrington’s men were as follows –
Turn No 1 (214 miles) Mondays to Saturdays
| TIME | WORKING |
| 05:20 | Light engine off Accrington sheds to Station |
| 05:50 | Accrington to Skipton, arriving 07:00 |
| – | Locomotive coaled on shed |
| 12:40 | Liverpool train to Preston, arriving 13:25 |
| 15:34 | Preston to Blackburn, arriving 16:09 |
| 16:35 | Blackburn to Todmorden, arriving 17:32 |
| 18:15 | Todmorden to Accrington, arriving 18:56 |
| 19:17 | Accrington to Preston, arriving 19:53 |
| – | Becomes station pilot engine |
| 22:07 | Returns light engine to Accrington sheds, arriving 22:56 |
| – | On Saturdays only returns to Accrington at 21:15 and goes to shed |
Turn No 2 (158 miles) Mondays to Fridays
| TIME | WORKING |
| 07:10 | Light engine off Accrington sheds to Station |
| 07:30 | To Blackpool Central, arriving 09:11 |
| 10:15 | Blackpool to Manchester Red Bank, empty stock |
| – | Light engine to Newton Heath sheds for coaling |
| 14:50 | Light engine to Red Bank, for empty stock to Manchester Victoria |
| 15:28 | Manchester Victoria to Church, arriving at 16:27 |
| – | Empty stock to Accrington Station |
| 17:10 | Light engine to Rose Grove |
| 18:15 | To Todmorden, arriving 18:45 |
| 20:35 | To Accrington, arriving 21:17 |
| – | Station pilot to 22:00 |
| – | Light engine goes to Accrington sheds |
Turn No 3 (32 miles) Mondays to Fridays, (58 miles) Mondays to Saturdays
| TIME | WORKING |
| 08:50 | Light engine off Accrington sheds to Station |
| 09:15 | Accrington to Todmorden, arriving 09:52 |
| – | Becomes 4th Todmorden shunting locomotive |
| 13:30 | Saturday only Todmorden to Rose Grove, arriving 13:58 |
| 14:25 | Saturday only Rose Grove to Todmorden, arriving 14:55 |
| 17:15 | Todmorden to Accrington, arriving 18:02 |
| – | Light engine goes to Accrington sheds |
Turn No 4 (160 miles) Saturdays only
| TIME | WORKING |
| 05:35 | Light engine off Accrington sheds to Blackburn Station |
| 06:05 | Blackburn to Hellifield, arriving 07:03 |
| 07:35 | Hellifield to Blackburn, arriving 08:35 |
| 11:25 | Blackburn to Colne, arriving 12:16 |
| 13:08 | Colne to Accrington, arriving 13:43 |
| – | Light engine to Accrington sheds for coaling |
| 16:00 | Accrington to Preston, arriving 16:44 |
| 18:10 | Preston to Blackpool Central, arriving 18:57 |
| 21:00 | Blackpool Central to Accrington, arriving 22:56 |
| – | Light engine goes to Accrington sheds |
Turn No 5 (127 miles) Mondays to Fridays, (191 miles) *Saturdays only
| TIME | WORKING |
| 09:15 | Light engine off Accrington sheds |
| – | Empty stock to station for 09:44 to Blackpool |
| 09:34 | Accrington to Southport, arriving 10:36 |
| 10:36 | *Saturdays only becomes Southport Station pilot |
| 12:15 | *Saturdays only Southport to Preston, arriving 13:02 |
| 19:05 | *Saturdays only Preston to Southport, arriving 1952 |
| 21:10 | *Saturdays only Southport to Todmorden, arriving 23:10 |
| – | *Then empty stock to Accrington |
| – | *Light engine goes to Accrington sheds |
| 11:23 | Southport to Preston, arriving 12:07 |
| 13:23 | Preston to Todmorden, arriving 15:06 |
| 16:35 | Todmorden to Blackburn, arriving 17:29 |
| 17:37 | Blackburn to Preston, arriving 18:07 |
| 18:50 | Preston to Blackburn, arriving 19:12 |
| 21:40 | Blackburn to Accrington, arriving 21:56 |
| – | Light engine goes to Accrington sheds |
Turn No 6 (135 miles) Mondays to Fridays, (32 miles) Saturdays only
| TIME | WORKING |
| 07:20 | Light engine off Accrington sheds to Station |
| 07:45 | Accrington to Todmorden, arriving 08:28 |
| 09:55 | Todmorden to Manchester Victoria, arriving 11:54 |
| – | Light engine to Newton Heath sheds for coaling |
| 13:42 | Manchester Victoria to Middleton, arriving 14:00 |
| 14:26 | Middleton to Manchester Victoria, arriving 14:44 |
| 16:15 | Manchester Victoria to Preston, arriving 17:30 |
| 18:10 | Preston to Accrington, arriving 18:59 |
| – | Light engine to Accrington sheds |
| 07:45 | Saturdays only Accrington to Todmorden, arriving 08:28 |
| 11:18 | Saturdays only Todmorden to Accrington, arriving 12:05 |
| – | Light engine goes to Accrington sheds |
Turn No 7 (109 miles) Saturdays only
| TIME | WORKING |
| 06:20 | Light engine off Accrington sheds to Station |
| 06:35 | Accrington to Colne, arriving 07:23 |
| – | Shunts stores van and then goes to sheds |
| 09:23 | Colne to Accrington, arriving 09:58 |
| – | Disposes of empty stock and then goes to sheds |
| 12:10 | Blackburn to Todmorden, arriving 13:06 |
| 14:30 | Todmorden to Accrington, arriving 15:37 |
| – | Light engine goes to sheds |
| 17:10 | Empty stock to Rose Grove Station |
| 18:15 | Rose Grove to Todmorden, arriving 18:45 |
| 20:55 | Todmorden to Rose Grove, arriving 21:17 |
| – | Station pilot duties until 22:00 |
| – | Light engine to Blackburn Station |
| 22:30 | Blackburn to Accrington, arriving 22:46 |
| – | Light engine goes to Accrington sheds |
SUNDAY Turn 1 (146 miles)
| TIME | WORKING |
| 07:45 | Light engine off Accrington sheds to Station |
| 08:05 | Accrington to Blackpool Central, arriving 10:03 |
| – | Light engine goes to sheds for coaling |
| 12:40 | Blackpool Central to Preston, arriving 14:07 |
| 14:45 | Preston to Todmorden, arriving 16:49 |
| – | Empty stock working to Littleborough |
| 20:25 | Littleborough to Manchester Victoria, arriving 21:15 |
| 21:30 | Manchester Victoria to Accrington, arriving 22:40 |
| – | Light engine goes to Accrington sheds |
SUNDAY Turn 2 (57 miles)
| TIME | WORKING |
| 07:30 | Light engine off Accrington sheds to Station |
| 08:05 | Pilot locomotive Accrington to Preston, arriving 08:55 |
| 09:57 | Preston to Colne, arriving 11:45 |
| – | Light engine goes to Accrington sheds |
SUNDAY Turn 3 (76 miles)
| TIME | WORKING |
| 16:30 | Light engine off Accrington sheds to Station |
| 16:50 | Accrington to Preston, arriving 17:40 |
| 18:10 | Preston to Blackpool Central, arriving 19:07 |
| 19:45 | Blackpool Central to Accrington, arriving 21:41 |
| – | Light engine goes to Accrington sheds |
Other sheds had turns which brought locomotives into Accrington on passenger workings and these were –
Newton Heath Shed Turn 2 Mondays to Saturdays
| TIME | WORKING |
| 16:11 | From Todmorden, arrives Accrington at 16:53 |
| 17:58 | Accrington to Ramsbottom, arriving 18:22 |
| 18:45 | Returns to Accrington at 19:07 |
| 19:35 | Accrington to Colne, arriving 20:15 |
| 20:45 | Colne to Accrington, arriving 21:24 |
| 21:57 | Accrington to Manchester, arriving 22:48 |
Turn 12
| TIME | WORKING |
| 06:23 | From Blackburn to Burnley Bank Top, arriving at 07:06 |
| 07:50 | From Burnley Bank Top to Blackburn, arriving at 08:22 |
Turn 20 Saturdays only
| TIME | WORKING |
| 16:11 | From Todmorden, arriving Accrington at 16:53 |
| – | Departs light engine to Blackburn |
Agecroft Shed Turn 4 Mondays to Saturdays
| TIME | WORKING |
| 05:15 | From Manchester Victoria, arriving Accrington at 06:27 |
| – | Light engine goes to Accrington shed for coaling |
| 07:30 | Accrington to Blackpool Central, arriving 09:11 |
Turn 9 Saturdays only
| TIME | WORKING |
| 20:46 | From Colne, arriving Accrington at 21:24 |
| 21:57 | Accrington to Manchester, arriving 22:48 |
Low Moor Shed Turn 7 Mondays to Fridays
| TIME | WORKING |
| 08:42 | From Halifax, arriving Accrington at 10:01, as a pilot engine |
| – | Light engine goes to Accrington sheds for coaling |
| 11:36 | Accrington to Bradford, arriving 13:17 |
Wigan Shed Turn 2 Mondays to Fridays
| TIME | WORKING |
| – | Arriving in Accrington light engine from Blackburn, off Red Bank empty stock |
| 11:45 | Light engine back to Manchester |
Southport Shed Turn 2 Mondays to Saturdays
| TIME | WORKING |
| 09:20 | From Preston, arriving in Accrington 10:16 |
| 12:38 | Empty stock to Manchester, or → |
| – | → Saturdays only light engine to Blackburn |
Turn 7 Mondays to Saturdays
| TIME | WORKING |
| 17:25 | From Salford, arriving in Accrington 18:25 |
| – | Light engine goes to Accrington shed for coaling |
| 20:45 | To Southport, arriving 23:20 |
Turn 8 Mondays to Fridays
| TIME | WORKING |
| 12:20 | From Manchester Victoria, arriving in Accrington 13:30 |
| 14:02 | Accrington to Southport, arriving 15:08 |
Turn 10 Saturdays only
| TIME | WORKING |
| 12:20 | From Preston, arriving in Accrington 13:24 |
| 14:02 | Accrington to Southport, arriving 15:08 |
Turn 12 Mondays to Saturdays
| TIME | WORKING |
| 00:80 | From Preston, arriving in Accrington 09:06 |
| 09:44 | Accrington to Blackpool Central, arriving 11:16 |
| 13:40 | Blackpool Central to Accrington, arriving 15:45 |
| 17:07 | Accrington to Southport, arriving 18:15 |
Turn 15 Saturdays only
| TIME | WORKING |
| 17:07 | From Southport (18:10 from Preston), arriving in Accrington 18:59 |
| 20:45 | Accrington to Preston, arriving Preston 21:30, (Southport 23:20) |
Bury Shed Turn 2 Saturdays only
| TIME | WORKING |
| 17:09 | Bury, Bolton Street to Accrington, arriving 17:42 |
| 17:58 | Accrington to Ramsbottom, arriving 18:20 |
| 18:35 | Ramsbottom to Accrington, arriving 18:57 |
| 20:41 | Accrington to Manchester Victoria, arriving 21:41 |
Rose Grove Shed Turn 2 Mondays to Saturdays
| TIME | WORKING |
| 05:22 | From Burnley, Bank Top, arriving in Accrington 05:43 |
| 06:02 | Accrington to Preston, arriving 06:50 |
| 08:00 | Preston to Todmorden, (comes off on Mondays to Fridays in Accrington) |
| – | Light engine goes to Accrington sheds |
| 13:43 | Accrington to Colne, arriving 14:13 |
| 18:25 | Salford to Accrington, arriving 19:31 |
| – | Light engine to Blackburn |
| 13:15 | On Saturdays only, Salford to Accrington, arriving 14:18 |
| – | On Saturdays only, goes light engine to Accrington shed for coaling |
| 17:18 | On Saturdays only, Accrington to Manchester Victoria, arriving 18:21 |
Note These turns were only operated from Rose Grove between 1920 and 1922, and were then transferred away to either Accrington or Lower Darwen Shed.
Colne Shed Turn 1 Mondays to Saturdays
| TIME | WORKING |
| 15:10 | From Colne, arriving in Accrington 15:45 |
| 17:18 | Pilot engine Accrington to Manchester, arriving 18:21 |
Turn 4 Saturdays only
| TIME | WORKING |
| 17:25 | From Salford, arriving in Accrington 18:25 |
| 18:35 | Accrington to Colne, arriving 19:13 |
Turn 7 Tuesdays and Fridays only
| TIME | WORKING |
| 09:49 | *From Colne to Manchester, arriving in Manchester 11:00 |
| – | Would often receive a pilot engine in Accrington |
*This was the textile merchants train to carry them to the Cotton Exchanges in Manchester, and was the heaviest loaded passenger train of the week.
Turn 8 Mondays to Saturdays
| TIME | WORKING |
| 15:10 | From Colne, arriving in Accrington 15:45 |
| 17:00 | Accrington to Skipton, arriving 18:13 |
| 18:40 | Skipton to Accrington, arriving 20:32 |
| – | Light engine to Blackburn |
Turn 10 Saturdays only
| TIME | WORKING |
| 10:35 | From Manchester Victoria, arriving in Accrington 11:45 |
| 15:06 | Accrington to Colne, as pilot engine, arriving 15:47 |
Turn 11 Mondays to Fridays
| TIME | WORKING |
| – | Light engine off Accrington sheds |
| 17:12 | Accrington to Colne, arriving 17:51 |
Lower Darwen Shed Turn 1 Tuesdays and Fridays only
| TIME | WORKING |
| – | Arrives Church light engine from Blackburn |
| 09:50 | Works empty stock from Church to Accrington |
| 09:55 | Accrington to Manchester Victoria, arriving 11:10 |
Turn 4 Mondays to Fridays
| TIME | WORKING |
| 06:57 | Blackburn to Huncoat, arriving 07:24 |
| – | Brings empty stock back to Accrington |
| 12:20 | Empty stock to Burnley |
| – | Back in Accrington at 14:56 light engine from Blackburn |
| 16:00 | Accrington to Preston, arriving 16:38 |
| 17:21 | Preston to Accrington, arriving 18:16 |
| 18:45 | Accrington to Blackburn, arriving 18:59 |
Turn 5 Saturdays (and then), Mondays to Fridays
| TIME | WORKING |
| 06:57 | Saturdays only Blackburn to Accrington, arriving 07:15 |
| 13:00 | Saturdays only Accrington to Blackburn, arriving 13:15 |
| 13:08 | Colne to Accrington, arriving 13:43 |
| – | Light engine goes to Accrington sheds for coaling |
| 14:25 | Accrington to Preston, arriving 15:25 on to Southport at 15:35, arriving 16:30 |
| 17:35 | Southport to Accrington, arriving 18:33 as a pilot engine and taken off |
| 21:10 | Accrington to Todmorden, arriving at 21:54 |
Turn 7 Mondays to Fridays
| TIME | WORKING |
| 05:27 | Blackburn to Accrington, arriving 05:54 |
| 06:23 | Accrington to Todmorden, arriving 07:05 |
| 14:30 | Todmorden to Accrington, arriving 15:37 |
| 16:22 | Accrington to Rose Grove, arriving 16:34 |
| 17:21 | Saturdays only Preston to Accrington, arriving 18:16 |
| 18:45 | Saturdays only Accrington to Blackburn, arriving 18:59 |
Hellifield Shed Turn 2 Saturdays only
| TIME | WORKING |
| 14:05 | Manchester Victoria to Accrington, arriving 15:00 |
| – | Light engine goes to Accrington shed for coaling |
| 15:53 | Accrington to Manchester Victoria, arriving 16:52 |
Blackpool Central Shed (sub-sheds at Talbot Road, Fleetwood and Lostock Hall) Turn 7
| TIME | WORKING |
| 10:50 | Colne to Accrington, arriving 11:30 |
| – | Pilot engine comes off in Accrington |
| 13:48 | Accrington to Blackpool Central, arriving 15:23 |
Turn 9 Mondays to Saturdays
| TIME | WORKING |
| 08:43 | Blackpool Central to Accrington, arriving 09:54 |
| 10:50 | Accrington to Preston, arriving 11:35 |
| 12:20 | Preston to Accrington (Saturdays excepted), arriving 13:24 |
| – | Pilot engine comes off in Accrington |
| 15:06 | Accrington to Colne, arriving 15:47 |
Turn 11 Saturdays only
| TIME | WORKING |
| – | Arrives light engine in Accrington at 11:32, ex-Blackpool |
| 11:56 | Saturdays only Accrington to Colne, arriving 12:58 |
| 12:56 | Accrington to Colne Saturdays excepted, arriving 13:34 |
Turn 12 Saturdays only
| TIME | WORKING |
| 09:30 | Blackpool Central to Accrington, arriving 11:11 |
| 12:20 | Accrington to Blackpool Central, arriving 14:03 |
Turn 14 Mondays to Fridays and Saturdays
| TIME | WORKING |
| 15:50 | Blackpool Central to Accrington, arriving 17:30 |
| 17:36 | Accrington to Colne (Saturdays excepted), arriving 18:14 |
| 17:50 | Saturdays only Accrington to Colne, arriving 18:29 |
Talbot Road Shed Turn 6 Mondays to Fridays
| TIME | WORKING |
| 07:53 | Blackpool Central to Accrington, arriving 09:31 |
| 10:05 | Accrington to Blackpool Central, arriving 11:30 |
Turn 7 Mondays to Fridays
| TIME | WORKING |
| 14:05 | Manchester Victoria to Accrington, arriving 15:00 |
| 15:53 | Accrington to Manchester Victoria, arriving 16:52 |
Fleetwood Shed Turn 7 Saturdays only
| TIME | WORKING |
| 21:00 | Blackburn to Accringon, arriving 21:16 |
| 09:37 | Accrington to Preston, arriving 10:13 |
Lostock Hall Shed Turn 4 Mondays to Fridays
| TIME | WORKING |
| – | Arrives light engine in Accrington from Colne at 12:35 |
| – | Light engine goes to Accrington sheds for coaling at 13:10 |
| 15:18 | Pilot engine on Accrington to Preston, arriving 16:02 |
| 21:00 | Saturdays only Blackburn to Accrington, arriving 21:16 |
| 21:37 | Saturdays only Accrington to Preston, arriving 22:13 |
SUNDAYS Accrington Shed Turn No 1 (146 miles)
| TIME | WORKING |
| 07:45 | Light engine off sheds to Accrington Station |
| 08:05 | Accrington to Blackpool Central, arriving 10:03 |
| – | Light engine goes to sheds for coaling |
| 13:10 | Blackpool Central to Preston, arriving 14:07 |
| 14:45 | Preston to Todmorden, arriving 16:49 |
| – | Takes empty stock to Littleborough |
| – | Light engine back to Todmorden |
| 20:25 | Todmorden to Manchester Victoria, arriving 21:15 |
| 21:30 | Manchester Victoria to Accrington, arriving 22:40 |
| – | Light engine goes to Accrington sheds |
Turn No 2 (57 miles)
| TIME | WORKING |
| 19:30 | Light engine off sheds to Accrington Station |
| 20:05 | Pilot engine Accrington to Preston, arriving 20:55 |
| 21:57 | Preston to Colne, arriving 23:45 |
| – | Light engine goes back to Accrington shed |
Turn No 3 (76 miles)
| TIME | WORKING |
| 16:30 | Light engine off sheds to Accrington Station |
| 16:50 | Accrington to Preston, arriving 17:40 |
| 18:10 | Preston to Blackpool Central, arriving 19:07 |
| 19:45 | Blackpool Central to Accrington, arriving 21:41 |
| – | Light engine goes to Accrington shed |
Bury Shed Turn No 4
| TIME | WORKING |
| 12:20 | Bury Bolton Street to Accrington, arriving 12:55 |
| – | Light engine to Blackburn |
| 14:05 | Todmorden to Accrington, arriving 14:45 |
| 19:00 | Accrington to Bury Bolton Street, arriving 19:26 |
Lower Darwen Shed Turn 1
| TIME | WORKING |
| 16:03 | Arrives light engine from Blackburn |
| 19:25 | Accrington to Todmorden, arriving 20:19 |
| 20:50 | Todmorden (through Accrington) to Blackburn, arriving 21:58 |
Turn 2
| TIME | WORKING |
| 07:35 | Blackburn (through Accrington) to Todmorden, arriving 08:49 |
| 09:40 | Todmorden to Accrington, arriving 10:23 |
| 10:45 | Accrington to Blackburn, arriving 10:59 |
| 19:45 | Todmorden (through Accrington) to Blackburn, arriving 20:44 |
Bolton Shed Turn No 2
| TIME | WORKING |
| – | Arrives light engine from Blackburn |
| 10:30 | Pilot engine on Accrington to Bury Bolton Street, arriving 11:06 |
Trains around the North Lancs Avoiding Line through Great Harwood
Rose Grove Shed Turn 1 Mondays to Saturdays, *not Saturdays
| TIME | WORKING |
| 12:30 | Blackburn empty stock to Padiham |
| 13:12 | Padiham to Blackburn, arriving 13:33 |
| 14:03 | Blackburn to Colne, arriving 14:54 |
| 17:00 | *Skipton to Preston, arriving 19:11 |
Colne Shed Turn 1 Mondays to Fridays
| TIME | WORKING |
| 05:20 | Colne to Blackburn, arriving 06:13 |
| 14:52 | Rose Grove to Blackburn, arriving 15:17 |
Turn 8 *Saturdays only and Mondays to Fridays
| TIME | WORKING |
| 05:20 | *Colne to Blackburn, arriving 06:13 |
| 21:50 | Blackburn to Colne, arriving 22:42 |
Turn 12 *Saturdays only and Mondays to Fridays
| TIME | WORKING |
| 09:40 | *Colne to Blackpool Central, arriving 11:26 |
| 13:25 | Blackpool Central to Colne, arriving 15:11 |
Turn 13 Summers only to September 25th
| TIME | WORKING |
| 08:15 | Nelson to Fleetwood, arriving 10:02 |
| 12:30 | Fleetwood to Colne, arriving 14:28 |
| *19:55 | Fleetwood to Nelson, arriving 21:22 |
*if not working 12:30 to Colne
Turn 15 Saturdays only and Mondays to Fridays
| TIME | WORKING |
| 08:32 | Colne to Liverpool Exchange, arriving 10:15 |
| 20:50 | Liverpool Exchange to Colne, arriving 22:58 |
Lower Darwen Shed Turn 1 *Saturdays only
| TIME | WORKING |
| 16:20 | Blackburn to Colne, arriving 17:10 |
| 17:37 | Nelson to Blackburn, arriving 18:18 |
| 18:55 | Blackburn to Burnley Bank Top, arriving 19:28 |
| 20:20 | Burnley Bank Top to Blackburn, arriving 20:52 |
| 22:20 | *Blackburn to Great Harwood, arriving 22:30 |
| – | Empty stock back to Blackburn |
Turn 4 Mondays to Fridays
| TIME | WORKING |
| 13:12 | Burnley to Blackburn, arriving 14:03 |
| 19:40 | Blackburn to Colne, arriving 20:35 |
| 21:57 | Colne to Blackburn, arriving 22:47 |
Turn 7 *Saturdays only
| TIME | WORKING |
| 09:05 | Rose Grove to Blackburn, arriving 09:33 |
| 12:10 | Blackburn to Todmorden, arriving 13:06 |
| 17:26 | Rose Grove to Blackburn, arriving 17:51 |
| 19:40 | *Blackburn to Colne, arriving 20:35 |
| 21:57 | *Colne to Blackburn, arriving 22:47 |
Turn 8 Mondays to Saturdays
| TIME | WORKING |
| 11:25 | Blackburn to Colne, arriving 12:16 |
Turn 9 Mondays to Saturdays
| TIME | WORKING |
| 05:12 | Blackburn to Burnley Bank Top, arriving 05:49 |
| 07:00 | Burnley Bank Top to Blackburn, arriving 07:32 |
| 08:55 | Preston to Burnley Bank Top, arriving 10:20 |
| 11:20 | Rose Grove to Blackburn, arriving 11:45 |
Blackpool Shed Turn 9 Mondays to Fridays
| TIME | WORKING |
| 16:30 | Colne to Blackpool Central, arriving 18:30 |
Turn 19 Mondays to Saturdays
| TIME | WORKING |
| 09:35 | Blackpool Central to Wakefield, arriving 12:00 |
| 13:30 | Wakefield to Blackpool Central, arriving 16:20 |
Turn 20 Saturdays only
| TIME | WORKING |
| 11:10 | Blackpool Central to Low Moor (Bradford), arriving 13:43 |
Turn 21 Mondays to Saturdays
| TIME | WORKING |
| 16:30 | Colne to Blackpool Central, arriving 18:30 |
Lostock Hall Shed Turn 5 Mondays to Saturdays & *Saturdays only
| TIME | WORKING |
| 07:50 | Blackburn to Colne, arriving 08:46 |
| 09:37 | Nelson to Blackburn, arriving 10:19 |
| 13:12 | *Burnley Bank Top to Blackburn, arriving13:44 |
Turn 8 Mondays to Fridays
| TIME | WORKING |
| 17:41 | Blackburn to Burnley Bank Top, arriving 18:17 |
| 18:55 | Burnley Bank Top to Blackburn, arriving 19:28 |
Turn 9 Saturdays only
| TIME | WORKING |
| 19:55 | Blackburn to Todmorden, arriving 21:07 |
Turn 10 Mondays to Saturdays
| TIME | WORKING |
| 13:20 | Preston to Wakefield, arriving 15:25 |
———————
Allocations for workings
| Shed | Accrington | Rose Grove | Colne | Lower Darwen | Hellifield |
| Engines | 104 | 15 | 15 | 61 | 5 |
| Passenger Duties | 20 | 0 | 10 | 18 | 3 |
| Goods & Shunting | 84 | 15 | 5 | 43 | 2 |
———————
A table of ‘standard’ timings for passenger trains circa 1921
| Between | Stopping | Express |
| Accrington & Blackburn | 15 | 10 |
| Blackburn & Accrington | 16 | 10 |
| Accrington & Colne | 38 | – |
| Colne & Accrington | 35 | – |
| Accrington & Ramsbottom | 22 | 18 |
| Bury & Accrington | 32 | – |
| Blackburn & Rose Grove (via Padiham) | 27 | 17 |
| Rose Grove to Blackburn (via Padiham) | 25 | 15 |
The Lancashire & Yorkshire Railway’s Stores Van
This was a special van, allocated to the East Lancs Division, (one of five), all exclusively for the distribution of stores around the sheds. These could be anything from oils, cleaning cloths and small mechanical parts ordered by each individual shed in order to keep their engines in running order and looking smart, as was the edict of the L & Y’s management. It also supplied fitters with the bits to avoid engines having to make visits to Horwich works for repairs.
Based at Horwich, it would depart Mondays to Fridays at 17:44 and during the evening it would run via Bolton to call in at Lower Darwen shed, then visit Rose Grove and Colne before returning to Accrington sheds at 21:58. There it would be shunted by the shed pilot engine and having unloaded the necessary items would depart at 22:50 to visit Lostock Hall sheds and those on the Fylde Coast before returning to Horwich in the early hours.
In order to provide sand for the locomotives’ sand boxes, which was applied to assist in adhesion, this was collected at a place convenient for a siding at Squires Gate, to dispatch it all around the L & Y system.
Special Rolling Stock
Mention should be made of the conversion of several former 6-wheel passenger brake vans, which the L & Y had made exclusively available for the firm of E. J. Riley Ltd of Accrington, manufacturers of all types of sports equipment. With a reputation for producing the finest billiard tables, these vans were loaded at a siding adjacent to the Willow Works on Dale Street for export around the globe, the weight of a 12´ x 6´ table with a slate bed requiring a more specialised type of conveyance.
Accrington Locomotives Class by Class on January 1st, 1922
| Class | Lancashire & Yorkshire Numbers | Total |
| 5 | 39, 88, 716, 862, 868, 1044, 1179, 1218, 1270, 1347, 1384, 1386, 1387, 1529(1), 1531(2),1536(1),
1539(1), 1540(2). |
18 |
| 6 | 267, 627(3), 693(3). | 3 |
| 22 | 23, 203, 264. | 3 |
| 23 | 128, 137, 171, 179, 180, 306, 529, 540, 555, 571, 587, 594, 767, 774, 780, 786, 809, 811. | 18 |
| 25 | 944*, 953, 963. | 3 |
| 26 | 387, 454, 467. | 3 |
| 27 | 13*, 40, 78*, 161*, 279*, 335*, 426, 431(4), 456, 470, 604(5), 620, 884(5), 887(5), 889(5), 896(5), 897(5), 1022, 1031(5), 1088, 1090, 1118, 1150, 1237, 1243, 1244, 1253, 1282, 1294, 1296, 1297. | 31 |
| 28 | 665, 926, 1021(6), 901(6). | 4 |
| 30 | 79(8), 114(7), 154(8), 159(8), 987(8), 1426(8), 1473(9), 1495(8). | 8 |
| 31 | 141, 697, 1438, 1551, 1552, 1611, 1619, 1625, 1626, 1643. | 10 |
| 32 | 1501, 1502, 1505. | 3 |
5 2-4-2 Aspinall tanks, (1) fitted with Schmidt superheaters, (2) fitted with top & bottom superheaters
6 2-4-2 Hughes tanks, (3) fitted with Belpair boilers & Schmidt superheaters.
22 0-6-2 tanks, built in Glasgow by Dubs.
23 0-6-0 Aspinall saddle tanks Hughes rebuilds Nos 128, 180, 529, 540 & 555, had steam brakes, all the others had vacuum brakes, with 780, 786 & 809 automatic vacuum braking.
25 0-6-0 Barton-Wright tender locos, *was withdrawn in December 1954 having been in service for 67 years and 1 month.
27 Hughes 0-6-0 tender locos, *originally Aspinall’s Class 11, (4) Belpair boilers & saturated superheater, (5) fitted with Belpair boilers & Schmidt superheaters
28 0-6-0 Aspinall tender locos ((6) Hughes superheated).
30 0-8-0 Hughes tender locos (7) Hoy ‘Sea Pig’, (8) formerly Aspinall Class 91 ‘coal engines’, (9) a 4 cylinder compound.
31 0-8-0 Hughes tender locos.
32 0-8-2 Hughes tank locos, (heavy banking locomotives).
———————
CHAPTER 6
THE LONDON & NORTH WESTERN RAILWAY YEAR
1922 January At a meeting of the General Works Committee the Town Clerk reported he had received a proposal from the L&NWR, offering part of the land they now owned adjacent to the railway arches on either side of Whalley Road, for sale to the Corporation for them to construct footpaths. They required £25 for the 133 square yards now occupied by their tenant, a Mr Fort. However, the Corporation would have to make arrangements with the tenant who had possessed a ‘right of tenancy’ under deed since March 26th, 1847. The terms required the whole of this land to be acquired by the Corporation and then transferred to the Railway Company at the Corporation’s own expense. So as to construct a footpath and a wall as shown in their plans subject to the approval of the Railway Company’s own engineer. The Railway Company would have the right at any time in the future to extend the supports on either side of the bridgeworks.
Also received was a letter from the solicitors acting on behalf of Mr Fort agreeing to convey his rights under the archway subject to the existing tenancy for the sum of £240. It was resolved to agree to these terms and to apply to the Ministry of Transport for permission to borrow the sum required for the purchase of this land and the construction of the footpaths in question.
The Electricity & Tramways Committee received a copy of the London & North Western Railway Group’s (Road Transport) Bill 1922, in which the newly formed Railway Company were seeking rights, amongst others, to operate road vehicles by any classification of power for the conveyance of merchandise and passengers with their luggage in any district, with the powers to enter into contracts and agreements with any company or persons for the supply of, and working of any such road vehicles. The Town Clerk further reported that the Association of Tramway Authorities regarded this Bill as a serious threat to their interests, and that a meeting had been arranged to organise concerted action against it. It was resolved that the Town Council should authorise a petition against this Bill and join in any opposition that might be made.
February At a meeting of the Town Council, in accord with the Electrical & Tramway Committee the following resolution was passed –
- That in our judgements and in order to protect the interests of the people of this Borough, we intend to oppose the London & North Western Railway Group’s (Road Transport) Bill 1922, which is due to be introduced into Parliament in the coming Session.
- That a Petition under the Common Seal be presented to either or both sides of the Houses of Parliament opposing the said Bill.
- That all expenses incurred in, or in relationship to this Bill by presenting this said Petition or Petitions by this Council should be charged by them to the Borough Fund or the rates.
Councillor Slack contended that the Council should be pressing the Railway Company for new platforms at Accrington Railway Station, as due to the layout of the current ones they were proving to be dangerous to the public.
Following this a motion was proposed by Alderman Rawson and seconded by Councillor Slack as follows –
“That this Council, in considering the Railway Station in Accrington, conclude it is quite inadequate for the population it serves. It seeks to remind the L&NW Railway of a commitment made many years ago by the L & Y of a new station. We seek to reiterate this demand for a fulfilment of this promise, and urge that early consideration be given to the claims of Accrington and District in this matter.” It was resolved to adopt this resolution.
At the Electricity & Tramways Committee meeting Councillor Slack asked what the position of the Council was with regard to the Railways Bill. The Town Clerk explained that it was not just a protest but active opposition. “Which is why we should be supporting it”, said Alderman Higham. He explained that if made law it would give railway companies powers to operate all kinds of vehicles both passenger and goods all across the country where they had lines, whereas the current powers only enabled them to carry commodities that were to be handled on the railway and then over specified distances from the rails.
A discussion was held on the applications by the North Western Railway with the Midland Railway for powers to carry goods on motor vehicles. It was the opposition’s case that the railways with their vast resources would soon be a position to price the smaller operators off the road. The railway companies views were, that this legislation if passed would enable them to keep up with the times, as the basic rules had been drafted some ninety years earlier, and they now felt were outdated.
(The facts were that prior to the Great War there were less than 17,000 goods motor vehicles on the roads. By 1921 the number of licences issued was 120,000 carrying an estimated 6,000,000 tons of freight off the railways. A lorry operating 30,000 ton-miles per year cost £30 to licence, which equated to less than a farthing (¼d) per ton-mile, but costs were well in excess of this in terms of repairs to damage caused to the highways. The railways had paid £9,608,483 to the Exchequer almost double the figure for 1913 some of which was used to repair roadways.
It was alleged that the railways were attempting to create a monopoly, whilst they maintained that it would be to the benefit of all to be allowed to convey traffic to the stations and goods yards to be transferred onto the railway. To add to this railway companies were standardised by legislation and therefore could not increase tariffs without Parliamentary consent. The probable effect would be that competition would increase and therefore create a market where prices were lower.)
March The Town Council met to discuss the London & North Western Railway Company’s (Road Transport) Bill 1922. In so far as the Promoters of this Bill were concerned, in its original form the Company had sought powers to operate motor vehicles to carry passengers, but the Promoters had since indicated that it was their intention only to seek powers to carry merchandise. It was therefore resolved to inform the Parliamentary Representatives that opposition to the amendments could now be withdrawn.
At a meeting of the General Works Committee the Borough Surveyor submitted a plan for the footpath on the easterly side of the railway arch over Whalley Road. The total cost including the purchase of the land at £300 would be £645, and the Council were recommended to make an application to the Ministry of Transport for permission to borrow this amount.
April On the 27th, at another meeting of the General Works Committee they heard an application from the firm of E. J. Riley, that they were negotiating with the London & North Western Railway for the purchase of land on the westerly side of their building for an extension. This was part of the Lancashire & Yorkshire Railways (Various Powers) Act of 1902, in which they had been required to hand this land over to the Corporation in exchange for taking the land for railway purposes, which had been the Town’s Yard. The subtraction of this other land would ‘severely reduce’ the area of the Town’s Yard in the future. If the Corporation were to agree to this request, it should only be on condition that the Railway Company or E. J. Riley would provide land of an equal area further to the west of this site, and it was agreed to be laid out by them for the Town’s new yard. It was resolved that subject to the Railway Company or E. J. Riley providing an area of land equal to the one in question and subject to E. J. Riley coming to an agreement with the Railway Company, they would give their consent to this arrangement.
June The Lancashire & Yorkshire Railway had previously instigated a method for regulating excursion traffic, so as to avoid overcrowding on trains to and from Blackpool and Southport at busy times. This involved booking advanced tickets giving the holder authority to travel on timetabled trains. These arrangements continued after the merger with the London & North Western Railway. Over the Whitsuntide Week in 1922, this system was put into operation on Friday June the 2nd, Saturday the 3rd, Wednesday the 7th, Thursday the 8th and Friday the 9th on trains travelling to these resorts. These tickets were issued in advance of the day of travel at no extra cost.
Returning trains from Blackpool were also subject to these restrictions on Tuesday the 6th, Friday the 9th, Saturday the 10th, Sunday the 11th and Monday the 12th. On production of valid return tickets these permits could be obtained at huts installed at Blackpool Central Station, also at the stations at Talbot Road, St Annes, Fairhaven and Lytham. People not in possession of the relevant paperwork would not be allowed to board any of these selected trains. However, these restrictions would not apply to passengers booked on half-day or full day excursions.
July The London & North Western Railway issued a programme of tourist arrangements for its Northern Division, which would be available from all the local stations to “all of the holiday resorts in the Kingdom”. They could be purchased on any weekday and were available for travel on ‘ordinary’ trains, and particulars of these trains were available at stations.
August It had been so crowded at Accrington Railway Station on the 5th, with people queueing to board trains on already congested platforms that Station Inspector Hindle announced that anyone not intending to travel should leave. However, Mr Herbert Maudsley of Mary-Ann Street in Accrington refused to do so and when challenged, he came out with a string of obscenities and abusive language. When PC Hamilton was summoned the accused ran away, but was caught and originally offered a false name and address. At Accrington Magistrates’ Court he pleaded guilty to a public order offence, but in defence said he had been sent to the station to collect his employer’s luggage. The Bench was reminded that it was resolved to dealing with cases such as this in a manner designed to discourage them, especially since women and children were in close proximity when the offence had occurred. He was fined 20 shillings in default of a month’s imprisonment but allowed the cost of four witnesses.
The funeral took place in August of Mr George Foster (45), of Dale Street in Accrington. He had served as a Guard on the railway for seventeen years, even after being severely wounded at Gallipoli. It was as a result of these injuries that he had finally succumbed.
September The retirement of two of Accrington’s railwaymen was celebrated at the Hargreaves Arms Hotel. The longest serving of the staff with 49 years was Mr W. L. Layfield, 44 of which were in Accrington. He was presented with a diamond tiepin and a tobacco pipe. Mr R. Hamer had a total of 53 years’ service on the railway the final 28 in the town. He received a silver flower vase. Both were clerks in the goods department. The presentations were made by Mr J. T. Horrobin, the area’s Goods Agent. Also retiring was 76 year old Edward Smith, of Ormerod Street, Accrington, who had a career of over 50 years on the railways, mainly based in Blackburn. He had started work for the Lancashire & Yorkshire Railway in 1879 as a Telegraphist, later becoming the storekeeper at Accrington’s permanent way depot, before moving to Blackburn in a similar role. His father had been employed on the construction of the first railway between Blackburn and Accrington, and also had a brother who was an engine driver. When added together the family had over 160 years of service on the railways. He reminisced that the Station Master at Accrington when he had started work was Mr Haworth and had also served under Mr Pearson and Mr Crossley. Edwards was a keen sportsman having played cricket for Accrington and turning out for Th’owd Reds at football.
October A father and his two sons were charged with stealing over a period of six months, nine sacks of coal the property of the London & North Western Railway from the coal sidings at Antley. It had been noticed that sacks which had been left ready for collection by coal merchants had been disappearing overnight. Joseph Smalley, a bag filler of Kay Street in Oswaldtwistle, said he had left 30 bags full of coal on a previous evening and the following morning noticed that 2 had gone missing. He had also observed there was what he described as a trail mark up to a sleeper fence where the bags had been dragged across the yard. Henry Mortimer, of Cedar Street in Accrington, in the employ of coal merchant Mr Grimshaw had also reported a reduction in the number of bags he was due to pick up, whilst another merchant, George Brown of Primrose Street, had found six of his bags contained considerably less in weight than they should have done. Another coal merchant, Emily Snape, said that over a period of time she too had discovered bags were gone. John Robinson, a railway clerk, said he too had observed what were described as trail marks. At about 10pm two railway detectives, Arthur Carter and Albert Stanton, were on special duty on Wednesday, October the 8th and had concealed themselves in the coal yard. They had caught two boys crawling out from beneath a wagon and when apprehended the boys had said, “We have come for a bit of coal as we do not have a piece in the house”. Another detective, David Hunt, had followed a trail of slack to the rear of a house on the corner of Holland Street, and having entered the property found seven empty coal sacks hidden in the pantry. When the owner of the house was asked to explain why they were there he had replied, “You had better ask my wife as she buys the coal”. Peter O’Connor and his sons, 18 year old Joseph and John 13, were sent for trial and the Chairman of the Magistrates’ Court found the case proved. For knowingly receiving stolen goods the property of the London & North Western Railway the father of the boys was fined 50 shillings or fourteen days imprisonment on default, a similar sentence was handed out to the elder of the two sons for theft, whilst John was bound over for six weeks in the sum of £2.
On January 1st, 1923, the London & North Western and the Midland Railway Company became part of the London Midland & Scottish Railway in what was known as the ‘Grouping’ which created the ‘Big Four’. This was in effect the Government’s rationalisation of all of Great Britain’s railway lines in which Accrington’s lines, station and sheds played an ongoing role.
———————
CHAPTER 7
THE PRE-WAR ERA OF THE LMS
1923 Notes on the Grouping of the Railway Companies
At the outbreak of the Great War, the Government took control of the Nation’s Railways under an edict of 1871 titled ‘The Regulation of the Forces Act’. The Government then pledged to reimburse all the operating companies to an equal amount of the profits they had made in the year 1913. However, it was not expected that the conflict would run up until November 1918. By then it was calculated that in total this sum amounted to £150millions. It was this that initiated the idea to merge all railway operators into four large operating groups, one of which included the London & North Western Railway, which had absorbed the Lancashire & Yorkshire some twelve months earlier. It took two years until 1921 for the Commons Select Committee to report on these proposals. So when the Selwyn Committee reported that they would only reimburse the four new railway operating companies a sum totalling £60millions, it would avoid the Government having to pay £90millions less than their initial pledge, and there would be no improvements on this amount. It was paid in two equal instalments of £30millions each on the 15th days of January 1922 and again in 1923, and it would be up to the ‘Big Four’ operators to divide this money proportionately between themselves.
From January 1st 1923, here was little change to the railways of East Lancashire by this move to form the London Midland & Scottish Railway Company, (which included three operators north of the border,) although ex-Midland built engines did make appearances here mostly on services originating from the east, (Colne was a L&NWR and MR joint station).
However, the second largest of the partners was the Midland Railway, and there would be much vying for power and influence within the LMS. Three prominent posts went to ex-L&Y managers in the Western Division. The General Manger was Arthur Watson, the Secretary was R.C. Irwin, the Chief Mechanical & Electrical Engineer was George Hughes, whilst Ashton Davis was made General Superintendent of the Northern Division based at Hunts Bank. A struggle for influence continued between the English constituents until Joshua Stamp was appointed as Chairman of the LMS during 1926. In 1932 William Stanier was chosen as the Chief Mechanical Engineer. He designed engines that would operate on the East Lancs Line up until the end of steam in 1968.
January One of the rules imposed upon the ‘Big Four’ railway operating companies was that all fares across the entire network would be standardised at one-and-a-half pence [1½d] per mile 3rd Class and two- and-a-half pence [2½d] per mile 1st Class, which would remain in force until 1938.
February The London, Midland & Scottish Railway chose Accrington’s Ambulance Drill Hall on Bull Bridge as the venue for their annual First Aid Competition. Teams from all across the region which embraced Rochdale, Bolton, Bury, Todmorden, Colne and Hellifield competed in several categories of tests. The experts were Dr Pym from Nelson along with Dr Knox from Brierfield, who were supported by a panel of judges including in the Chair, Mr P. Turner, the District Passenger Superintendent, Mr H. E. Roberts, the Assistant Goods Manager, and secretaries Nutter and Gill, with the Union represented by Mr Marden Heap, the District Secretary.
Teams were required to give demonstrations of how to cope with several emergency situations, with the triumphant team coming from Bolton, whilst the team from Todmorden were runners-up, with Ramsbottom’s team in third place. The best marked individual was a Bacup man, Mr A. Brown. The trophies were handed out to the winners by Mr F. R. Hanywell MBE, the District Goods Manager.
Following the distribution of prizes, the whole assembly including the wives and children of the competitors, repaired to the Co-operative tea rooms in Oak Street for refreshments. In the evening a concert was held at which the pianist was Joe Crowther, of Accrington Locomotive Sheds, the sopranos were Miss Clingo of Ramsbottom and Miss Hesmondhalgh of Church along with Mrs Stevens of Accrington. Concertina duettists from Accrington Locomotive Sheds, were A. Cowell and J. Staves. The elocutionists were Miss Alcott of Rishton and George Smith from Accrington, and comedy was provided by Messrs Snape and Hoskins, from Colne loco. They were followed by Mr J. Swarbrick from Accrington’s Passenger Department, and Mr M. Harwood from Accrington loco, who sang by request a duet (I’m a dada). All were applauded in the same spirit as had been shown during the competition.
A presentation of a leather case was made to Mr Thomas Edward Sutton, who had for very many years been the Works Storekeeper in Accrington. Captain Bullock, of St. John Ambulance Service, was also thanked with a donation for allowing the use of the Drill Hall. Miss Smith, of the Co-operative Society, was thanked for the excellent tea and the efficient manner in which it had been served. The event concluded at 11pm with a rendition of God Save the Queen.
March At a meeting of the Watch Committee, the Borough Surveyor reported he had been in communication with the LMS with regard to a small strip of cemetery land near the bridge over the railway leading to the Cricket Ground, whilst submitting a plan of this land. The Railway Company had requested on what terms the Corporation were prepared to sell this land. He reminded the Committee of the price paid for the purchase of a portion of land by the Lancashire & Yorkshire Railway Company in 1901, which included the condition that they constructed a new wall parallel to the railway. It was resolved that the LMS should be offered this land on these same terms and conditions.
April The Watch Committee met to receive an application from the National Union of Railwaymen, asking for permission to hold a National Flower Day in aid of their Orphans’ Fund. It was resolved to give permission for this worthy cause.
Over Whitsuntide, 1923, on the Monday there were several trains to and from Accrington to Blackpool Central on the Saturday and this is a record of those seen on this service
| To Accrington | To Blackpool Central | Locomotive | Type | Coaches |
| 06:40 | – | 1317 | 2-4-2T | 6 |
| 07:59 | – | 1221 | 4-4-0 | 8 |
| – | 08:51 | 1247 | 0-6-0 | 5 |
| 09:43 | – | 1247 | 0-6-0 | 5 |
| – | 16:35 | 285 | 2-4-2T | 6 |
| 18:01 | – | 285 | 2-4-2T | 6 |
| – | 19:06 | 1043 | 2-4-2T | 6 |
| 20:26 | – | 1043 | 2-4-2T | 6 |
| 21:06 | 1317 | 2-4-2T | 4 | |
| 21:55 | – | 1003 | 4-4-0 | 6 |
Also operating on Blackpool to Colne trains -1658 (4-6-0), 368 (4-4-0), 212 (0-6-0), 1408 (4-4-2) & 1670 (4-6-0).
(Information from the Lancashire & Yorkshire Societies’ Records.)
June On the 30th, a party of over 300 members of the Accrington Branch of the Women’s Association departed Accrington by special train at midnight on Friday, to take part in a parade in London in support of women’s rights. Other events were planned for the Saturday before the return from Euston at 11:40pm.
July Blackburn Fire Brigade was called to a blaze which had broken out at the four storey signal box to the east of Rishton Railway Station, during the mid-afternoon of the 16th. It was thought to have come from a spark thrown out from a passing engine which had caused the grass on the embankment next to the box to ignite, and this in turn had caught hold of the wooden cladding at the base of the box. The brigade was able to connect their hose to the one that the staff at Rishton Station had already run out from the hydrant there. By 4:30pm the fire had been extinguished. Throughout the signalmen had continued to work so there had been little disruption to traffic and damage had been restricted to the lower exterior of the box.
Anecdotal evidence suggests that in the field to the east of Rishton’s goods yard, the farmer had placed a scarecrow adjacent to the running lines. This figure had a tall hat, and it is said that passing footplate crews often attempted to knock off this appendage with lumps of coal taken from their tenders, and thrown from the footplate. Periodically the farmer’s wife would go down to the scarecrow and collect up all these missiles to burn on the farmhouse fire.
August On the 16th, the 10pm fast goods from Earby to Salford, where it was due at 3am, was being banked up Baxenden incline when it began to run out of control after passing the summit of the line. The rails were wet and greasy and the locomotive L & Y number 444 with 57 loaded wagons and a trailing weight of over 600 tons started to run away. It careered on through Haslingden at 2am before being spotted by a signalman at Helmshore, who arranged for it to be directed into a loop at Stubbins Junction, whereupon it struck wagons in Ramsbottom Goods Yard. The Aspinall 0-6-0 tender locomotive new in August 1895, finally came to rest in a warehouse after its telescoping wagons had demolished the wooden permanent way office. The driver, W. Aughton of Newton Heath shed, was concussed and suffered abrasions to his head, whilst fireman, Herbert Bannister, also received gashes to his face. Both were taken to hospital and were detained. It was thought the accident was due to ‘Little Egbert’ 0-8-2 banking engine #1501 not detaching early enough from the rear of the train at the summit, and thus not allowing for the brakes on the wagons to be pinned down before the slope began. (This goods engine could not have been badly damaged as it lasted in service up until 1953 and had been renumbered twice in that time, 12304 by the London, Midland & Scottish Railway and then 52304 by British Railways when it was allocated to Newton Heath sheds.)
1924 May At a meeting of the Electrical & Tramways Committee a communication was received from the Traders Co-ordinating Committee of the Federation of British Industries, urging the Corporation to subscribe to a ‘central fund’ to help fund the trader’s case on a forthcoming enquiry into the basis of the standard charges of the railway companies including the LMS, under the Railways Act of 1921.
August At a meeting of the Town Council the Town Clerk read out a letter from the Accrington Trades & Labour Party, calling their attention to the lack of ‘travelling’ facilities provided by the LMS for the public of Accrington, particularly during the holiday period. It requested that on their behalf, the Council register a protest to the Railway Company on this subject. It was resolved the Town Clerk should write to the LMS giving details of several complaints whilst requesting that more adequate facilities be put in place in the future.
Probably the most powerful tank locomotives ever to pass through Accrington during the early years of the LMS were the 4-cylinder ‘Baltic’ 4-6-4 locomotives. They were ordered by the Lancashire & Yorkshire Railway, but delivered to the London, Midland & Scottish. They were built at Horwich Works in 1924 to a design by the Lancashire & Yorkshire’s Chief Mechanical Engineer, George Hughes. They had 16½´´ diameter cylinders and a piston stroke 26´´ in length, producing a high tractive effort for a tank locomotive of 29,470lbs. Originally twenty were ordered but only the first batch of ten completed. It was initially envisaged that thirty of these engines would be built, divided between Horwich (20) and Crewe Works (10). Although an additional ten frames had been laid down before construction was halted, production was transferred to Horwich and these were then adapted to become 4-6–0 tender locomotives.
Numbered 11110 to 11119 they were divided between Newton Heath (11110/1/2/3/4) and Colne Shed (11115/6/7/8/9). Of the ones to be allocated to Colne, which came under Accrington, all were in bland unlined grey, but in 1933 number 11116 was given a black livery lined out in red and white, the only one to be so treated. They were specifically intended for use on the heavy fast trains over steep gradients, and were unusual for non-tender locomotives in that they incorporated scoops to replenish their tanks with water from the troughs whilst on the move. However, their drawback was they only had sufficient room for 3½ tons of coal in their bunkers, which limited somewhat their range, and were also heavy on the tracks, as their weight in full working order was 99 tons 9cwts. They often passed through Accrington and were utilised to good effect on the fast, heavy expresses between Manchester and Colne and between Preston and Wakefield. The last one was withdrawn from service during January, 1942.
1925 January At a meeting of the Town Council, Alderman Dewhurst described Accrington Railway Station as, “An antiquated barn”. He had been informed that the LMS were to invest a considerable amount of money on improvements. He wanted to know if there had been any communications between the Council and the Railway Company, as to when and if Accrington was to be the beneficiary. To this question the Town Clerk replied, “No sir”. The question was raised of making an approach to the LMS with respect to the “inadequate and inconvenient” accommodation at Accrington Railway Station. It was resolved the Town Clerk would write a ‘strongly worded’ letter to the Railway Company and that a deputation consisting of the Mayor, Aldermen Dewhurst and Higham along with Councillors Lord and Slack would be deputed to interview representatives from the Company to urge the necessity upon them of a new station for the town
The Accrington Gazette of January 24th, 1925 reported on a shocking fatality which had occurred on Friday, the 23rd, when 44-year-old Thomas Charnley, a Signal Lamp-man, was run over by a light engine as follows –
At about 09:45 a fireman, Richard Walmsley, of Church Street, Rishton, was turning his locomotive on the turntable at Accrington’s engine sheds when he saw Mr Charnley walking along the side of the inside track in the direction of Accrington. A light engine was being driven tender first at about 7mph in the same direction by Edward Rose, of Perth Street. He had sounded its whistle when about 30 yards from Charnley, who was carrying a lamp in each hand close to Lonsdale Street Bridge. Without warning Charnley suddenly turned to go across the track on which the locomotive was approaching, when it was only about three yards distant. Realising his predicament he dropped the lamps and grabbed the offside buffer in order to lift himself clear, but slipped off and was pushed by the engine a distance of about 12 yards before it came to a halt. By this time he had gone under the wheels and had been cut clean in half through the stomach. Later his body was recovered by the police. Charnley had worked for the railway since his discharge from the army in 1918, and was described as being in good health with sound eyesight and hearing.
At the Inquest held on Monday, the 26th, was presided over by Mr D. N. Hazelwood, the LMS Railway was represented by Mr Pickering from its solicitors department, whilst Mr Isaac Brassington appeared on behalf of the National Union of Railwaymen. Martha Charnley, the widow, said her husband had been a Platelayer at Church Station between 1908 and 1911 and had then emigrated to Australia, but had returned to enlist in the army in 1914. He had lost three fingers and the thumb whilst serving, and afterwards had gone to work as a Lamp-man at Church. She said he was as far as she knew his disability apart, he was in good health.
The Station Master at Church Station, Charles Edwin Turner, said it was Charnley’s duty to tend to the lamps on the signals in the section between the Aspen Valley and the exchange sidings in Church. He had reported for duty at 8am on that day and was carrying out his duties as normal on what was a ‘bright’ day. “At about a quarter to ten I was told he had been killed.”
Rose, the engine driver, stated, “I was returning light engine to the sheds tender first, when I saw Charnley walking on the outside of the inlet road. I sounded my whistle but he did not look around, then suddenly he turned in front of the engine to go across the lines. When I stopped I got down from the footplate and discovered him face down”. He again confirmed he had sounded the whistle but said, “Due to the slight incline I was coasting down so there was no noise from the loco itself”.
The Foreman of the Jury, Mr Bradshaw, asked if the sounding of whistles was designed as a warning to workers on the railway. The Coroner said, “There is no doubt that the engine’s whistle was sounded, as a shunter working close by had also heard it.” Bradshaw said, “I was trying to establish the point that if whistles were sounded with regularity, would there be a tendency for workers to ignore them?” The Coroner said, “This was one of those cases where they would never know for sure if the deceased had heard the warning whistle, if he had chosen to ignore it, or in the moment made a fatal error of judgement. It should be the opinion of you, the jury, that the driver of this engine was in no way to blame for this terrible accident”. A verdict of accidental death was his recommendation and this was duly recorded. Mr Pickering on behalf of the LMS expressed its sincerest condolences to the widow and family.
The Town Council met again in February, when the Town Clerk reported he had received a communication from the Town Clerk of Nelson on the subject of the inadequacies of the passenger services on the entire East Lancashire Line of the LMS Railway, particularly during the summer months. He had suggested a ‘joint’ action for obtaining better facilities and that a conference of representatives of the local authorities might be held at a convenient time and place. It was resolved that Accrington Corporation would be willing to take part in such a conference, and that this meeting could be held in the Town Hall.
June At a meeting of the Town Council attention was again drawn to the ‘serious’ lack of facilities for booking at the town’s Railway Station, which was causing much annoyance and inconvenience to the travelling public. The Town Clerk was authorised to communicate with the LMS requesting that steps should be taken with a view to improving the existing arrangements, and especially so before the commencement of the summer holidays.
July Meeting again the Town Clerk submitted a reply to the Town Council from the LMS Railway Company, to the representation made by the Council with reference to the perceived deficiencies in the booking facilities at Accrington Railway Station. It stated that everything possible would be done in order to prevent problems during the forthcoming ‘Wakes Weeks’. It also stated that the question of a permanent overall improvement in accommodation was “still under consideration”.
August The General Works Committee received a letter from the LMS, which enclosed a form of undertaking to be executed by the Corporation, in which they would offer to maintain the roadway over their railway at Strawberry Bank where it had been disturbed by the laying of ducts and cables, for a period of twelve months from the date on they were laid. Also to bear any additional expense incurred by the Railway Company, in maintaining such bridge works arising out of the ducts or mains being laid across the bridge. It was resolved that an undertaking would be given accordingly.
September, The Town Council met when the Town Clerk read a communication from the Accrington & District Trades and Labour Party, calling its attention to the lack of facilities and accommodation at the town’s LMS Railway Station during the districts recent ‘Wakes Weeks’. It was resolved that the Town Clerk should again write to the Railway Company pointing out that the arrangements on this occasion were ‘unsatisfactory’, whilst protesting particularly about overcrowding of trains, resulting in passengers having to travel under the most inconvenient of conditions, many to their great discomfort and in many instances where long distances were involved, to the detriment of their health.
December The Town Council again met when the Town Clerk read out a letter from the Chief General Superintendent of the LMS Railway Company, with further reference to the facilities at Accrington Railway Station. It intimated that following an inspection by the General Manager and himself, he had been instructed to inform them that at the present time the Company could not see their way to incurring heavy expenditure on carrying out extensive alterations to the facilities in Accrington. It was resolved yet again to approach the Railway Company, as this reply was viewed as “very unsatisfactory”. Representatives from the LMS were asked to meet with members of the Council for the purpose of further discussing the situation. The following members were selected to represent the Council – the Mayor, Aldermen Dewhurst and Higham, along with Councillors Constantine and Slack.
1926 January A letter was received from the LMS at a meeting of the Town Council intimating that a meeting would be held with the deputation appointed by the Council ‘early’ in the New Year.
February Town Clerk reported to a meeting of the Town Council, that he had received a communication from the General Superintendent of the LMS stating he would meet with the representatives of the Council in three days’ time.
April The Library Committee met when it was resolved to accept with thanks, an offer from the LMS to display twenty of their original railway posters in the lecture room of the Public Library on St. James Street during September and October next.
June At a meeting of the Town Council, the Town Clerk read a communication from the LMS with reference to the recent representations made to them by the Council, regarding the lack of accommodation at Accrington Railway Station. It stated the question of improving the facilities had been given careful consideration, but in view of the recent ‘labour troubles’ which had had repercussions on the finances of the Railway Company, the present was “not a suitable time for incurring the expenditure which would arise from this”. It was resolved that the Council had received this decision with ‘great disappointment’. What is more they did not accept that this was a satisfactory reason, rather just an excuse for postponing this work yet again! It would warn them that the Council would again press them in the strongest way to consider again this scheme and to put into place the necessary improvements.
August The Town Council met when the Town Clerk read out a letter from the LMS acknowledging receipt of the June letter, and promising that the matters raised ‘should’ receive their full attention.
The Head Librarian reported that he had now received the twenty LMS posters for the exhibition which would take place between 10:00 and 20:00 in the Lecture Hall of the Carnegie Library during September and October.
September The General Works Committee heard a report from the Town Clerk, that he had been in touch with the Solicitors acting for Mr Fort, (Capron & Co., of London), with a view to the Council acquiring more land on the westerly side of the railway arch on Whalley Road. They intimated that Mr Fort was willing to sell the whole of his rights under the railway arch subject to any rights the LMS Railway Company might have. It was resolved the Town Clerk should enter into negotiations accordingly. The Town Clerk reported he had since been in communication with the LMS and with Mr Fort’s Solicitors, with a view to acquiring this land. He expected to be able to report on his progress in a short period of time.
December At a meeting of the Law & Parliamentary Committee, the Town Clerk drew their attention to the provisions of the LMS Railway Bill 1927, in so far as it related to any private street works.
1927 July On the 14th, Mr W. J. Newton, A.M. I.C.E., the long-time Borough Surveyor of Accrington, resigned. He had for a long number of years worked on numerous projects concerning transport in the town. It was acknowledged that he had contributed immeasurably to the progress of the town.
August When the General Works Committee met, a letter was received from the County Surveyor in reply to one from the Borough Surveyor of Accrington, intimating the Main Roads & Bridges Committee hoped in the near future to be in a position to enlarge their programme for dealing with the many unsatisfactory railway bridges within the County, and these included the LMS bridge over the railway on Penny House Lane.
September The Town Council met when their attention was drawn to the serious lack of booking and ‘other’ accommodation at Accrington Railway Station, which was causing much inconvenience and annoyance to the travelling public. The Town Clerk was authorised to communicate with the LMS requesting that steps be taken to improve the existing facilities.
October The General Works Committee considered the question of widening the railway arch over Nuttall Street in the Woodnook district, which had been raised by Councillor Ellis at the last meeting of the Town Council. The Town Clerk was instructed to communicate with the LMS in the first instance to ascertain whether and on what terms they would be prepared to collaborate with the Corporation in effecting the desired widening and improvements.
December The Town Council met when the Town Clerk read out the following letter from the LMS Railway Company –
Office of the Vice-President,
Euston Station,
LONDON.
November 24th, 1927.
Sirs,
As I promised in a letter when I addressed you that as soon as I was in a position to communicate anything definite for you to pass on to your Council in connection with Accrington Railway Station, I would do so without delay. In fulfilment of this promise I am pleased to be able to inform you now, at their meeting this week the LMS Board of Directors approved a scheme for alterations and improvements to the town’s railway station. These would include the under-mentioned works –
- More than doubling the size of the Booking Hall, whilst improving access thereto from the approach road and platforms respectively.
- The erection of a veranda on the approach side for the protection of passengers alighting from and departing on road vehicles.
- Extending the Booking Office, with a more convenient layout and access to ticket windows.
- The provision of a footpath along the side of the Station approach, to enable foot passengers to keep clear of road vehicles.
It may be confidently relied upon that no avoidable delay will occur in the execution of this work. I hope that when completed it will be found that the source of complaint that has from time to time arisen from the difficulties of ingress and egress at this station will have been satisfactorily and entirely eliminated.
Yours faithfully,
J. H. Follows.
It was resolved that the Town Clerk (W. H. Warhurst), should write in suitable terms to acknowledge this correspondence.
1928 January By 1928 Accrington and district had been absorbed into what was designated the ‘Central Division’ of the London, Midland & Scottish Railway, which encompassed all the former lines of the Lancashire & Yorkshire.
The Watch Committee considered during their meeting, the plans submitted by the LMS showing the proposed alterations they were to make at Accrington Railway Station. The Town Clerk was instructed to thank the Company for the courtesy of submitting these plans for scrutiny.
With increasing road traffic, concern was voiced that several of the railway bridges in Accrington needed urgent attention in order to meet the current demands.
1929 January At a meeting of the Town Council, a letter was received from the LMS stating they had no objection to the widening of the Woodnook Railway arch over Nuttall Street, and would be prepared to consider any scheme put forward by the Council, whilst requesting that the ‘plan and sections’ be submitted to them for approval. However, they would not be prepared to meet any of the costs of these works. The Borough Surveyor was asked to draw up plans and sections accordingly, along with estimates and the total cost of this scheme and submit them when completed.
February The General Works Committee met, when the Borough Surveyor reported on the meeting the Chairman and he had attended at the LMS Railway Company’s Divisional Engineer’s Office, where the plans for the widening of the Woodnook railway arch had been discussed. This matter was then referred to the General Purposes Committee for further consideration.
March At a meeting of the Town Council, the Chairman reported that following the meeting he and the Borough Surveyor had with the representatives of the LMS Railway Company, it had been decided that the improvements to the Woodnook railway arch could now go ahead. The work would be carried out by the Railway Company but at the Corporation’s expense. The estimates for this work to be done to the standard the Railway Company required would be in the region of £7,000 to £8,000. It was resolved the Borough Surveyor should write to the Railway Company asking them if they would be prepared to consider alternative plans for a modified and therefore less expensive scheme, which would include a footpath.
April At a meeting of the Town Council, the Borough Surveyor reported he had approached the LMS with a view to them providing alternative plans for the widening of the Woodnook railway arch. A motion was moved and seconded at the last meeting that the first scheme should be put into operation as planned. On being put to a vote however, the majority of Council members voted against this motion.
May The Town Council met again and the question of the Woodnook railway arch was discussed before it was decided to refer it back to the General Works Committee for further consideration.
The Watch Committee met and received an application from the London, Midland & Scottish Railway Company for a road licence to ply for hire inside the Borough. This was referred to the District Advisory Committee for their consideration.
June At a meeting of the General Works Committee, it was resolved to instruct the Borough Surveyor to prepare schemes for the proposed reconstruction of the railway arch over Nuttall Street, which carried the LMS lines to the south of the railway station, also plans for the bridge over the railway on Queens Road at Strawberry Bank and the viaduct arch over Blackburn Road. He was asked to produce a rough estimate for each of these proposed works, so that this Committee could recommend to the Council as to the priorities in which to carry out this work.
July The General Works Committee met, when the Borough Surveyor submitted schemes for the widening of the roads over the LMS Railway on Queens Road and under the Company’s lines on Nuttall Street and the Blackburn Road viaduct arch. It was resolved that a deputation of four officials would meet with the County Surveyor and the Ministry of Transport, with regard to the Queens Road Bridge and the Blackburn Road railway arch, and with the Ministry of Transport with regard to the bridge on Nuttall Street.
August At a meeting of the Highways & General Works Committee, the Town Clerk reported on a meeting with the County Surveyor on the subject of the widening under his supervision, of the Queens Road railway bridge over the railway lines, and also his meeting with the Ministry of Transport on this same project. It was stated that the Ministry of Transport would probably agree to this work if it was included in the County Council’s programme of works for 1930. If so, the Ministry would contribute a sum equal to 75% of the total costs. It was resolved that subject to this contract being forthcoming, and with any contribution from the LMS made on condition that they were absolved of any of the cost of maintaining the roadway over the bridge when the work was completed. It was recommended the Council would share equally with Lancashire County Council the balance of this work, providing it was undertaken during the 1930/31 financial year.
September The Watch Committee was told that several complaints had been received about the inadequate lighting of the subway leading from Grant Street to Crossland Street, which was now the responsibility of the LMS Railway Company. It was resolved to approach the Company with a view to requesting they comply with instructions to improve the illumination of this underpass.
October The Town Council met, in Committee, at the beginning of the month, when the Town Clerk submitted a communication from the County Council’s Surveyor, stating that the reconstruction of the Queens Road Railway Bridge had been discussed by his Main Roads & Bridges Committee. It had been decided that this would be one of the schemes submitted to the Ministry of Transport for the year 1930/1. In the event of a grant of 75% of the cost of this work being secured, Accrington Council would be prepared to ask the County Council to accept full responsibility for the remaining 25%, less any contributions which might be made by the LMS, this in consideration of their being relieved of all future liability for the repair and maintenance of the approaches to, and the roadway over the bridge.
1930 March At a meeting of the Watch Committee, a communication was received from the LMS stating that the lighting in the underpass connecting Grant Street to Crossland Street had been overhauled, and instructions had been given to the station staff, that they must ascertain when turning on the gas, that these lamps were burning properly.
April The General Works Committee met for the Town Clerk to remind them that in March he had been in touch with the Ministry of Transport with regard to the provisions of the Bridges Act of 1929, concerning the Woodnook Railway arch, to ascertain if the Act would allow for the reconstruction of a new bridge to replace the narrow arch. He now presented a letter from the Minister stating they would be prepared to consider a grant of 75% of the cost of the reconstruction of this arch, falling upon the Council as the highway authority responsible for it. It also suggested that if the Council was to make such an application, that a draft agreement should be made to with the LMS, and this should be submitted to the department as soon as possible. It was resolved the Council should make an application for this grant and also make a draft arrangement with the Railway Company as had been suggested. It was further resolved that the estimated cost of the work when finalised, should be passed on to the Ministry of Health for permission to borrow the requisite amount.
May The Town Council met, when it was resolved the Town Clerk should communicate with the LMS Railway Company, asking them to issue instructions for the Paxton Street entrance to the station to be kept open on Sundays for the convenience of those residents who reside in the western suburbs of the town. The General Works Committee also met and the Town Clerk reported that following consultations between the Chairman along with the Borough Engineer and the LMS, with a view to replacing the railway bridge over Nuttall Street in the Woodnook district of the town, he now had in his possession the terms and conditions to be embodied into the draft agreement with the Railway Company. It was resolved to inform the LMS that the Corporation was definitely proposing to go ahead with this scheme, and requesting they should submit a complete statement of the Terms & Conditions together with detailed plans and an estimate of the cost of these works.
July At a meeting of the Town Council, a communication was read out from the LMS Station Master of Accrington Railway Station, stating that he had recommended that the Paxton Street entrance to the platforms would henceforth be kept open for the public on summer Sundays.
October The Town Council met and referring to a motion with regard to the closing of the Paxton Street entrance to the Railway Station on Saturday nights through to Monday mornings, the Town Clerk reported he had been in touch with the LMS and received a reply from them that they had completed their investigations as to the justification and additional expense of keeping it open. Therefore a further reply would be forthcoming.
November At a meeting of the Watch Committee, the Town Clerk reported that as a result of correspondence with the Divisional Engineer of the LMS and the Ministry of Transport, the total cost of the reconstruction of the Woodnook railway arch over Nuttall Street, was now put at £12,470 plus £750 for the road-works. This would amount to a total estimated cost of £13,220.
1931 March The railway lines in the vicinity of Scaitcliffe Bridge were blocked for a time on the 2nd, when there was a collision between a passenger train and a light engine. Fortunately no one was hurt and the line was quickly cleared.
May The General Purposes Committee met, when the Town Clerk submitted a communication from the Clerk to Lancashire County Council expressing the opinion that it was desirable for the Corporation to agree to the County Council carrying out the reconstruction of the Queens Road Railway Bridge over the LMS Railway’s lines. He requested Accrington Corporation’s agreement and a copy of a resolution to that effect, so that they might inform the Ministry of Transport and the Ministry of Health in making an application for a loan for the County Council’s share of the cost of this scheme. It was resolved to recommend that Accrington Council would be recommended to agree to the County carrying out this work.
July Tragedy struck on the 21st, when a shunter alighted from his wagon on Lonsdale Street Bridge and was struck and killed by a passing train.
August At a meeting of the Libraries Committee, the Borough Librarian reported he had received a letter from the Goods Superintendent of the LMS Railway Company, who wished to hold three lectures on the subject of ‘The inner workings of motor vehicles’ during November, December and January for the training and education of the Company’s staff. It was resolved he could have use of the lecture room in the Carnegie Library at a charge of 10 shillings per lecture.
September The General Purposes Committee met, when the Town Clerk reported that the current situation with regard to the rebuilding of the railway arch over Nuttall Street was that the LMS’s plans had now been completed, and that they were prepared to sign the requisite agreement. But, before the Corporation signed, he suggested that they should confirm that the grant of 75% already agreed by the Ministry of Transport would be forthcoming!
October At a meeting of the General Works Committee the Town Clerk reported that, as authorised, he had contacted the Ministry of Transport on the subject of the 75% grant they had indicated would be forthcoming towards the reconstruction of the Nuttall Street railway arch, to see if it would still be available before an agreement with the LMS to start this work had been signed. He had to report that ‘due to the current financial situation’, and under instructions recently issued by the Ministry of Health, this scheme would be one of those chosen to be postponed until some future time. Therefore under these circumstances no agreements could be signed off at present.
1932 January On the 6th, the Accrington Observer & Times printed the following article –
The Courts sentenced Platelayer Tom Ridehalgh, of Hope Street in Accrington, to one month’s imprisonment with a £4 fine for the theft of timber from his employers, the London, Midland & Scottish Railway Company. The timber with a value of £5 was taken from the railway’s sidings in Huncoat, when the accused approached a labourer Mr Robert Eccles and asked him if he wished to purchase eight railway sleepers at 1 shilling each. Mr Eccles declined but was then asked if he could find a buyer. Some days later a Mr Gilbert arrived at the yard and made arrangements with the accused to cart this timber away. At 5pm on Monday, December 14th, Mr Waddington arrived with a lorry and this timber was loaded on to it. The said timber as delivered to Mr Gilbert’s allotment who then paid Mr Waddington 3 shillings for the use of his vehicle. Nicholas Taylor, the Permanent Way Inspector of Corporation Street in Accrington, said it was he who had reported this shortage of timber.
Mr Gilbert was then questioned by the prosecution, “Did you not know that this wood was new?” He replied, “I did not examine it”. He was then asked, “Did you feel you had paid Ridehalgh the correct price for it?” He answered, “I paid him the sum he was asking for it”. The questioning continued, “You knew the accused was an employee of the railway company, so why did you not ask him if he was entitled to sell it? Hadn’t you asked Ridehalgh some weeks before if he had any wood you could make use of as hen cotes?” He said, “No Sir”.
In a statement, poultry farmer Gilbert of Blackburn Road, Clayton-le-Moors, said, “On the date in question I saw seven lengths of timber close by my stables and paid Mr Eccles 11 shillings for it. But after the 21st this timber had disappeared”.
However, on the 23rd detectives came to the allotment and began excavating the area and this was when the missing sleepers were discovered. Mr Hudson for the prosecution asked, “So someone had come on to your allotment and buried this timber without your knowledge?” “Yes”, he replied. “You had paid 11 shillings to Mr Eccles for this timber and had not informed the police about its disappearance?” To which he answered, “No”. The defence tried to persuade the Court that the 8 shillings had been proffered as a tip rather than as payment for this wood.
It was thought that because of the accused previous good character he would be judged under the First Offenders Act, but this submission was refused due to the nature of the crime. Whilst sentencing, the Chairman of the Bench said, “We are very dissatisfied with the testimonies given by both Eccles and Gilbert”, and refused their application for costs.
On Tuesday, the 26th, there was an incident in dense fog near Baxenden Railway Station, which the Observer & Times reported thus –
Several of the three hundred passengers on the 07:35 from Colne to Manchester which had departed Accrington at 08:20 were shaken up when the train on which they were travelling was in collision with a light engine just beyond the platform of Baxenden Railway Station in dense fog. Mr H. Parker the Station Master, Porter Hindle of Helmshore, Platelayer Ferguson from Blackburn, Mr E. Taylor of Miles Platting, Manchester, and a maintenance man Mr Cowburn, went to the assistance of Train Guard Mr Hague from Colne, to give first aid to the casualties on the seven-coach train. The two worst of the injured were taken to hospital. These were Mr James Horrocks from Baxenden, a Railway Checker who received a deep cut to his head, and the fireman of the light engine Mr James Kendal, who suffered broken ribs. The driver of the light engine, William Croasdale of Railway Street in Church, suffered severe bruising but was able to continue manning footplate of his engine, which had banked a previous train up the steep incline from Accrington Station. This engine had detached from this train and on running back should have crossed over onto the down lines to return to town. The passenger train had set in motion and collided with the light engine as it was drawing back.
Neither engine had derailed in the crash as thankfully both had been travelling at relatively slow speeds, so both were able to return under their own steam to Accrington Sheds for attention. The carriages were shunted back onto the up platform, and passengers were taken on to their destinations on the 09:12 train to Manchester. The collision had scattered luggage and passengers around, but their injuries amounted to no more than minor bruising and shock.
During 1932 there were 39 eastbound services during the weekdays direct to destinations such as Colne and Skipton, and also to Todmorden, Wakefield and Ilkley. The first service (to Ilkley) departed Accrington at 05:35 and the final train to Colne (ex-Manchester) left at 23:30. Westbound there were 37 trains each day for Preston and Blackpool Central, also to Fleetwood, Liverpool Exchange and Southport. The first train to Preston departed Accrington at 06:00 and the last train to Blackburn at 23:30. There were 18 trains each day towards the south calling at Bury, Salford and Manchester. The first departure was at 05:58, the final one at 21:50.
Following the ‘grouping’ of the railways in 1923, when the former Lancashire & Yorkshire Railway became part of the London, Midland & Scottish Railway, there were many changes to the allocation of Accrington locomotive shed. Some ex L & Y locomotives remained but there was an influx of engines from other constituent railways, plus those which were built in the interim period.
The allocation for 1932 is listed as follows –
| Origin | Built | Type | Classification | LMS & BR nos. | new | withdrawn |
| Fowler LMS | Derby | 4 – 4 – 0 | 2P | 10666 & 40666 | Jan. 1932 | July 1959 |
| Fowler LMS | Derby | 4 – 4 – 0 | 2P | 10677 & 40677 | Feb. 1932 | Dec. 1959 |
| Fowler LMS | Crewe | 4 – 4 – 0 | 2P | 10696 & 40696 | Nov. 1932 | June 1962 |
| Hughes | Derby | 2 – 4 – 2 tank | 2P | 10701 | Dec. 1893 | Nov. 1938 |
| Hughes | Derby | 2 – 4 – 2 tank | 2P | 10722 | May 1895 | Dec. 1946 |
| Aspinall L & Y | Horwich | 2 – 4 – 2 tank | 2P | 10800 & 50800 | June 1898 | Aug. 1948 |
| Aspinall L & Y | Horwich | 2 – 4 – 2 tank | 2P | 10819 | Sep. 1898 | Dec. 1947 |
| Aspinall L & Y | Horwich | 2 – 4 – 2 tank | 2P | 10838 | May 1899 | Mar. 1939 |
| Aspinall L & Y | Horwich | 2 – 4 – 2 tank | 3P | 10891 & 50891 | Feb. 1910 | Mar. 1950 |
| Aspinall/Hughes | Horwich | 2 – 4 – 2 tank | 3P | 10939 | June 1905 | Mar. 1945 |
| Kitson L & Y | Aspinall | 0 – 6 – 0 s/t | 2F | 11352 | May 1893 | Apr. 1938 |
| Beyer Peacock | L & Y | 0 – 6 – 0 s/t | 2F | 11412 & 51412 | Mar. 1881 | Sep. 1962 |
| Beyer Peacock | L & Y | 0 – 6 – 0 s/t | 2F | 11467 & 51467 | Jan. 1882 | Nov. 1948 |
| Beyer Peacock | L & Y | 0 – 6 – 0 s/t | 2F | 11484 & 51484 | Mar. 1882 | June 1959 |
| Kitson L & Y | L & Y | 0 – 6 – 0 s/t | 2F | 11507 | Apr. 1885 | Nov. 1933 |
| Aspinall | Horwich | 0 – 6 – 0 | 2F | 12093 & 52093 | Feb.1890 | Sep. 1962* |
| Aspinall | Horwich | 0 – 6 – 0 | 2F | 12101 | Oct. 1890 | Mar. 1946 |
| Aspinall | Horwich | 0 – 6 – 0 | 2F | 12232 & 52232 | June 1894 | Sep. 1959 |
| Fowler LMS | Derby | 2 – 6 – 4 tank | 4MT | 12310 & 42310 | Feb. 1928 | Mar. 1963 |
| Fowler LMS | Derby | 2 – 6 – 4 tank | 4MT | 12316 & 42316 | Mar. 1928 | Feb. 1963 |
| Fowler LMS | Derby | 2 – 6 – 4 tank | 4MT | 12319 & 42319 | Apr. 1928 | Oct. 1963 |
| Fowler LMS | Derby | 2 – 6 – 4 tank | 4MT | 12356 & 42356 | July 1929 | Oct. 1961 |
| Fowler LMS | Derby | 2 – 6 – 4 tank | 4MT | 12361 & 42361 | July 1929 | Feb. 1964 |
| Aspinall | Horwich | 0 – 6 – 0 | 3F | 12447 & 52447 | Aug. 1906 | Dec. 1955 |
| Aspinall | Horwich | 0 – 6 – 0 | 3F | 12452 & 52452 | June 1909 | June 1960 |
| Aspinall | Horwich | 0 – 6 – 0 | 3F | 12458 & 52458 | Nov. 1909 | Sep. 1959 |
| Aspinall | Horwich | 0 – 6 – 0 | 3F | 12459 & 52459 | Nov.1909 | Dec. 1961 |
| Aspinall | Horwich | 0 – 6 – 0 | 3F | 12523 & 52523 | July 1909 | Sep. 1962 |
| Aspinall | Horwich | 0 – 6 – 0 | 3F | 12529 & 52529 | Sep. 1909 | Mar. 1957 |
| Hughes | Horwich | 0 – 6 – 0 | 3F | 12533 & 52533 | Oct. 1909 | Feb. 1934 |
| Hughes | Horwich | 0 – 6 – 0 | 3F | 12594 & 52594 | Oct. 1909 | Dec. 1935 |
| Hughes | Horwich | 0 – 6 – 0 | 3F | 12606 & 52606 | Nov. 1899 | Mar. 1946 |
| Hughes | Horwich | 0 – 6 – 0 | 3F | 12611 | July 1909 | Mar. 1936 |
| Hughes/Fowler | Horwich | 2 – 6 – 0 | 5MT | 13003 & 42703 | Oct. 1926 | Sep. 1964 |
| Hughes/Fowler | Horwich | 2 – 6 – 0 | 5MT | 13017 & 42717 | May 1927 | Oct. 1964 |
The use of numbers and letters to classify types is explained thus – numbers 1 to 9 implied power available (1 being the lesser and 9 the highest for steam locomotives). The letters P denoted an engine was primarily intended for passenger train use, whilst F denoted an engine was primarily intended for the haulage of goods or freight trains. Some locomotives were classified for ‘mixed’ use, both freight and passenger and these were identified by the letters MT (mixed traffic). The power classification of an engine could differ depending on which type of train it was hauling, an example of this being listed as 5P4F.
Locomotive numbers 13003 and 13017 were designed by Hughes, but built under the supervision of Chief Mechanical Engineer Fowler. They were nicknamed ‘Crabs’ due to the high exposed running plate above the cylinders and front driving wheels.
Locomotive number 52093 with a service of 72½ years was the longest-lived of the locomotives in its class.
1933 February When the General Works Committee met the Town Clerk stated he had stressed the necessity of widening the railway bridge over the LMS lines at Strawberry Bank on account of the serious danger caused by the narrowness of the existing bridge. The County Authority had stated that a scheme for widening this bridge had been submitted to the Ministry of Transport, whose decision on the matter was now awaited. The Lighting Superintendent was authorised to fix a bracket lamp underneath the LMS railway arch in Willows Lane, subject to the Railway Company’s permission.
March At a meeting of the Watch Committee, permission was received from the LMS for this light to be fitted under the Willows Lane railway arch.
August The General Works Committee met, and referring to a previous minute, the Borough Engineer reported he had met with the Divisional Road Engineer, at which it emerged that it would be ‘some time’ before grants would be available for bridge improvements such as the one carrying the LMS lines over Nuttall Street in the Woodnook district of the town. However, he confirmed that the scheme had been approved by the Ministry of Transport in June, 1931 and therefore would be progressed as soon as was practical.
October The Housing Committee met, when the Borough Engineer reported he had received a communication from the LMS, asking if the Corporation would be interested in purchasing some land which they owned adjoining Charter Street. The Borough Engineer was instructed to obtain particulars of this land, and the Town Clerk was asked to negotiate with the Railway Company and report back to this Committee.
November The Director of the Education Committee reported on an LMS inspired scheme, to transport schoolchildren on organised day outings to places of interest. But it was decided not to take advantage of this scheme.
1934 March The Housing Committee met to discuss the LMS Railway Company’s offer, made in October last, of two plots of land on Charter Street. These plots were of 3,750 square feet and 1,559 square feet respectively. It was resolved the informal approval of the Ministry of Health would be obtained for the Borough Surveyor’s plans, before any further negotiations with the Company could be considered.
April At a meeting of the General Works Committee, the Borough Engineer reported he had received a letter from the LMS with regard to the railway bridges over the tracks on Arago Street and Strawberry Bank. It pointed out that in the existing agreement with the Corporation, with regard to the widening of the Queens Road bridge, it provided for a payment of the sum of 3 Guineas (£3 – 3s – 0d) per annum to the Corporation with respect to the maintenance of the road surface on such bridges, should now be amended to a payment of £1 – 8s – 0d per annum with regard to the bridge on Arago Street, (formerly known as the Penny House Bridge). It was resolved the Town Clerk should amend the conditions of this agreement with regard to this bridge on behalf of the Corporation.
The Minister of Transport, Mr Hore Belisha, approved the plans for the widening of the bridge over the railway on Nuttall Street close to its junction with Mount Street. The LMS had prepared specifications for putting out to tender and the work was expected to cost in the region of £13,000, with the Ministry of Transport contributing 75% of the overall costs. The scheme was put forward during 1931 but was postponed due to economic restrictions in force at that time. The width of the existing passage was 15 feet including a footpath 3 feet 6 inches wide, leaving only 11 feet and 6 inches for the passage of traffic. The new bridge would have a span of 36 feet with a 6 feet footpath on either side, leaving a clear two-way passage of 24 feet. Accrington brick will face the concrete abutments and a steel girder bridge will support the permanent way some 23 feet above street level. It was also proposed that the Corporation would construct new state-of-the-art public conveniences in the vicinity of this structure as part of the scheme.
August The General Works Committee met again, when the Town Clerk reported on correspondence with the Ministry of Transport with regard to the reconstruction of the railway arch which carries the LMS railway lines over Nuttall Street in the Woodnook district. In it the Minister had now intimated that a grant of £9,902 equal to 75% of the estimated cost of this work would be made to the Council. This subject to the conditions set down in the Ministry’s letter, and on condition that this work was completed no later than August 13th 1936. It was resolved that these terms and conditions were acceptable, and that the Town Clerk should complete the necessary agreement with the Railway Company.
October At a meeting of the General Works Committee, the Town Clerk reported that a draft agreement with the LMS, relative to certain clauses which he had submitted in accordance with the conditions of the grant from the Ministry of Transport had now been accepted by the Railway Company. He advised that they were now preparing a scheme and would shortly advertise for tenders, which would be passed on to this Committee in due course. The Town Clerk reported that Lancashire County Council had now commenced work on the widening of the roadway over the LMS lines at Strawberry Bank, and whilst the work was underway and the old structure was being demolished, it would be necessary to close the line to all traffic for a period of approximately fifteen (15) weeks. It was therefore resolved –
- The Council should, at their December meeting, make an Order under Section 47 of the Road Traffic Act 1930, to prohibit the use of Queens Road to all traffic, other than those directly involved in these works.
- As required by Law, the Town Clerk was instructed to publish notice of the Council’s intention to make this Order.
May At a meeting of the General Works Committee, the Borough Engineer reported that Lancashire County Council had accepted the tender for the work to take place on the widening of the Queens Road Railway Bridge, which was due to commence soon. This involved the necessity of taking a strip of land equal to 22 square yards from the adjoining land owned by the Corporation, for widening the approach to the bridge. The Town Clerk reported upon a circular issued by the Ministry of Transport with regard to the grants available for bridge work and road widening. He outlined the correspondence he had exchanged with the Divisional Road Engineer of the Ministry, and with the Estate Agent for the LMS, relative to the Woodnook Railway Arch scheme.
September The General Works Committee met, when the Borough Treasurer reported that in respect of the reconstruction of the Woodnook Railway Arch carrying the LMS lines, it would be necessary to make an application for a loan for the balance of the cost of this work, over and above the Ministry of Transport’s grant of £9,902. It was resolved to make an application to the Ministry of Health for permission to borrow £3,300, which would cover the cost of the Corporation’s contribution to the expense of this work.
November At a meeting of the Health Committee, the Town Clerk referred to the proposal to reconstruct the Woodnook Railway Arch, and reported he had approached the LMS, on the subject of obtaining an alternative site for the adjacent public conveniences. The Railway Company had replied they were prepared to grant the Corporation a yearly tenancy on a site contained in a plan prepared by the Borough Engineer, subject to six months’ notice should the LMS require this plot for railway purposes. It was resolved the Borough Engineer could proceed with the construction of these conveniences after the signing of a formal agreement.
December The General Purposes Committee, when the Town Clerk reported in connection with the re-construction of the Queens Road Railway Bridge over the LMS lines, it would be necessary to temporarily prohibit all vehicles from using the roadway between the top of Belgarth Road and the junction with William Street on Penny House Lane, on Sunday, December 9th, whilst the girders for the new bridge were being put in place. This closure would be in force from 5am until 6:00pm on the day in question, and it was resolved to prepare notices prohibiting all non-essential traffic during these times. The Town Clerk also reported to a meeting of the General Works Committee that in conjunction with the work on the Queens Road Railway Bridge over the LMS lines to Burnley, it would now be necessary to close the roadway on, and after, January 20th, 1935. It was resolved that at their January meeting the Town Council should in pursuance of the Road Traffic Act 1930 – Section 47, apply for an order prohibiting the use of Queens Road by all vehicles other than those directly involved in the works The Town Clerk was, as required by Law, to produce a Notice advertising the fact that the Council was intending to apply for this Order.
At a meeting of the Watch Committee, the Town Clerk reported that the LMS had now given permission for a lamp to be fixed under the railway bridge on Lonsdale Street, subject to the execution of a formal contract, which had now been completed.
1935 January The Town Council and on the subject of the Queens Road Railway Bridge it was then resolved –
- That under Section 47 of the Road Traffic Act 1930, if the authority responsible for the maintenance roadway decide that if the road needs to be closed, or access restricted in order that works may be proceed and.
- Whereas the Borough Council are the highway authority responsible for the B6237 road, which is carried over the LMS Railway.
- Whereas it has been found necessary to widen and re-construct this bridge.
- Whereas the Council on the 22nd of December, 1934 were caused by the law to publish their intentions to close this road.
- Now therefore Accrington Council, by virtue of the powers vested upon them in this Act, the Council hereby order that during the period commencing on the 20th day of January, 1935, and during the period of the widening process and reconstruction of this bridge, this roadway will be closed to all traffic other than that engaged in the work between the junctions of Belgarth Road and William Street, which forms the approaches to and passes over the said bridge.
It was resolved the Town Clerk should publish all the necessary notices of the above Order as required by law. At a meeting of the General Works Committee the Town Clerk reported that the Ministry of Transport had approved the plans, contracts and Bill of Quantities submitted by the LMS. They had then given permission for tenders to be invited for the work of reconstruction of the Woodnook Railway Arch on Nuttall Street.
February The Borough Engineer reported to a meeting of the General Works Committee that he too had now received the completed plans, contracts, conditions, specifications and Bill of Quantities for the reconstruction of the Woodnook Railway Arch, and the LMS were now obtaining tenders for this work. It was resolved that the Chairman and Vice-Chair would be empowered to deal with these tenders. The Housing Committee heard from the Town Clerk that the Estate Office of the LMS Railway Company had proposed the land on Charter Street could be purchased by the Corporation for a sum of £100, on the understanding that the Corporation would be liable for the payment of two ‘perpetual’ rents secured on this land amounting to £49 – 6s – 10d per annum. The Town Clerk further reported that he had sought the approval of the Ministry of Health for this purchase, and also that of the Surveyor’s plans for slum clearance. It was resolved to approve this action, and to purchase this land at the aforementioned terms.
March The General Works Committee met, when it was resolved to seek the approval of the Ministry of Transport for the continuance of an Order made by the Council for a period of three months from April 7th, under Section 47 of the Road Traffic Act 1930. This Order would prohibit the use of the roadway under this bridge by all vehicles except those engaged in its reconstruction. The LMS submitted an application to allow them to close the level crossing at Huncoat Station on Sunday, March 17th, from 6am to 6pm for the purpose of relaying the main running lines. The Borough Engineer reported he had corresponded with the District Engineer of the LMS, with regard to the steps being taken to prevent water dripping down on to the roadways at several bridges.
May The General Works Committee heard from the Town Clerk, that he had been notified of an application by the LMS to the Ministry of Transport, for the issue of a direction under Section 42 of the Road & Railway Transport Act 1933, that the gates of the level crossing on Enfield Road in Huncoat should be kept closed across the railway and as a consequence open to the roadway under normal service conditions.
June The General Purposes Committee met, when the Borough Engineer submitted a report on how many Accrington men had been employed in the contract to reconstruct the Woodnook Railway Arch. He also informed the Committee that the LMS Railway Company’s Engineer had agreed to the inclusion of an inscription plate, recording the date of its reconstruction, the cost to be met by the Corporation. Also ‘certain’ stones would be removed from the old arch on which the original date of its construction was recorded.
December At a meeting of the General Works Committee, the Borough Engineer reported he had received a communication from the District Engineer of the LMS Railway Company, which stated they were going to make some improvements to some other of the Borough’s railway bridges, in order to prevent water from running down on to the roadways. This would include a scheme, if approved by Head Office, the complete water-proofing of the Scaitcliffe Street Bridge.
1936 January The General Purposes Committee met when the Town Clerk reported, that he had received correspondence from the LMS stating they were about to commence work on the Scaitcliffe Street Bridge. But before this work began he wished to ascertain whether the Council had any plans for widening the roadway which passed beneath it, and if so did they wish to take this opportunity to have the bridge lengthened? It was resolved to refer this question to the Highways Committee for preparation of a plan for making an improvement. This would be submitted to the Minister of Transport to see what, if any, grants he might make available to them. At a meeting of the Highways Committee also held in January, the Town Clerk reported that in order to carry out the work on the Woodnook railway arch, it would be necessary to have Nuttall Street closed to all non-LMS associated traffic for a period of ten days during February. It was resolved that the Council should apply for an appropriate Order under the Road Traffic Act 1930 (Section 47), for the closing of this highway. The Town Clerk was instructed to publish the intentions of the Council to make this Order, as was required by Law. With regard to the Scaitcliffe Street Bridge, the Borough Engineer reported he was preparing a scheme which he and the Town Clerk would place before the Divisional Engineer of the Ministry of Transport.
Regarding the Woodnook Railway Bridge in February the Town Council resolved –
- That whereas in accordance with Sub-section 1 of Part 47 of the Road Traffic Act 1930, they could apply for powers to close Nuttall Street, or restrict it to works traffic only, whilst the work of bridge reconstruction was underway.
- And whereas the Woodnook Railway Bridge carries the LMS lines over Nuttall Street and part of Mount Street.
- And whereas Accrington Borough Council are the highway authority responsible for these highways.
- And whereas it has been found necessary to reconstruct this bridge.
- Now therefore, on the 25th day of January, 1936, as required by the Sub-section (1) of the named Act.
- The Council hereby order that from the 24th day of February, 1936, and during the reconstruction of this bridge vehicles of all descriptions other than those directly involved in these works, shall be prohibited from using the portion of the said highway approaching the bridge between the junctions of Belfield Road and Victoria Street.
- And that the Town Clerk publishes all the necessary notices for the above Order as required by Law.
February At a joint meeting of the Highways & General Works Committees, it was resolved the Borough Engineer prepare for submission to these Committees a draft scheme for the reconstruction of the Scaitcliffe Street Railway Bridge, and the necessary alterations to the surrounding streets.
March In accordance with his instructions, the Highways & General Works Committee received the Borough Engineer’s alternative draft of schemes for improvements to the roadway passing under the LMS Railway’s bridge on Scaitcliffe Street. It was resolved the Chairman, Town Clerk and Borough Engineer should visit the Divisional Road Engineer of the Ministry of Transport in Leeds, with regard to these plans.
May At another meeting of the Highways & General Works Committee, the Town Clerk reported that an application had been forwarded to the Minister of Transport, for the ‘formal’ classification of the roadway over the LMS lines at the Queens Road Railway Bridge, and that on receipt of this notice he would notify the County Council that the Corporation wished to retain the maintenance of this length of roadway. He then produced a letter from the LMS which contained a statement that they were not intending to exercise the powers inherited from the Lancashire & Yorkshire Railway Company, (Various Powers Act 1902), in so much as they referred to the stores land on the north side of the railway lines opposite the stores yard, comprising of 575 square yards, and forming a part of the Willow Mills site. It was resolved to pass this matter on to a Sub-Committee to deal with.
July The Highways & General Works Committees as requested by the Sub-Committee had indeed considered the position arising out of the LMS decision, with regard to the acquisition of the land containing the stores yard land. It was resolved that the Committee should take up the offer made by the LMS in this matter. At a second meeting of the Highways & General Works Committee held in July, it was resolved following a report on the condition of the Scaitcliffe Street Railway Bridge and consultations with the Ministry of Transport that the Borough Engineer and the Town Clerk would meet with the officials from the LMS with regard to the proposed works.
September The Borough Engineer reported to the Highways & General Works Committee on his discussions with the Chief Engineer of the LMS Railway Company on the subject of the Scaitcliffe Street Bridge. It was agreed that the Corporation would supply plans and detailed information to him, for the proposed widening of Scaitcliffe Street. Following this the Company would look fully into the position and indicate their views together with an estimate of the costs.
November The Town Clerk submitted a sketch to a meeting of the General Works Committee which had been forwarded by the LMS Railway Company, of the design of the signs they hoped to fix to the Corporation’s lamp standards at four named junctions subject to permission being granted by the Watch Committee. It was resolved to approve the design and also the locations at which they were to be located. The Town Clerk then submitted a letter from the LMS stating that in the near future they were proposing to repair the superstructure of the Willows Lane Railway Bridge, and asking if the Corporation wished to take this opportunity to carry out any scheme widening to highway thereof. It was resolved the Borough Engineer would look into this matter and then report back.
At a meeting of the Watch Committee, the Town Clerk submitted a letter from Councillor H. Johnson with regard to the dangers arising out of the way in which cattle were being driven away from the LMS sidings in Paxton Street, across Blackburn Road into King Street and to the abattoirs in Moreton Street. The Town Clerk was instructed to draft a reply to the effect that a draft Bye-Law designed to address this matter was approved by this Committee only four weeks previously, and was currently in the hands of the Home Office authorities.
The Watch Sub-Committee met and the Town Clerk reported on an application by the LMS to erect station direction signs similar to those illustrated in a sample sketch, on the Corporation’s lamp- posts at the following locations –
- The corner of Blackburn Road with Eagle Street.
- The corner of Peel Street and Whalley Road.
- The corner of Whalley Road and Broadway.
- The corner of Whalley Road and Milnshaw Lane.
It was resolved to allow this request subject to the approval of the Borough Engineer, and at an annual rent of 1 shilling each.
(Not all the problems caused by Accrington’s railway bridges were confined to the running of trains. Several low railway bridges were to cause the Corporation’s Transport Department some problems. The original Nuttall Street Railway Bridge was constructed in 1846 and ninety years later was remodelled to allow double deck buses to pass through. Before 1936 the narrow tunnel had only room for a saloon to go through and for single line of road traffic at any one time. Following the changes it was possible to roster double deck buses onto the Fern Gore portion of the through Huncoat combined bus services.
Accrington’s bus services had several routes which required to be operated by single deck saloons due to low railway bridges. These obstacles were located on Scaitcliffe Street, at the bottom end of Willows lane, and at the three-way junction of Eagle Street with Ormerod Street and Scaitcliffe Street. Services affected by these obstacles were the Moscow Mill and Willows Lane circulars, and the Green Haworth service.
Other low railway bridges in Market Street, Church, next to the railway station and along Blackburn Road at Blythe’s Chemical Works also caused difficulties. These were alleviated by lowering the level of the road surface which passed beneath them. The one over Market Street was modified in time to allow the passage of the new electric saloon cars through to go up to the Black Dog terminus at the top of Union Road in Oswaldtwistle, when the extension opened in 1907. Similarly the one at Blythe’s Bridge then allowed other than low height tramcars and double deck buses to go through en route between Accrington, Church and Blackburn, although for years this left this section of Blackburn Road prone to flooding.)
1937 January At a meeting of the General Works Committee, the Town Clerk submitted a letter from the Ministry of Transport intimating that it had been decided to include the LMS Railway Bridge on Queens Road, in Class 2 of the scheme to improve the B6237 road, with effect from April 1st, next. It was resolved to inform the County Council of this development. The Borough Engineer then produced his plans for the widening of the roadway under the Willows Lane Railway Bridge. It was then resolved to obtain information on the possibility of the Ministry of Transport giving a grant towards the carrying out of this improvement.
April The General Works Committee met when the Borough Engineer reported on the LMS Company’s proposals for the widening of the Scaitcliffe Street Railway Bridge. Following careful consideration it was resolved the Borough Engineer should submit to a subsequent meeting, information regarding the following points – the Willows Lane Bridge, the Scaitcliffe Street Bridge and the Lonsdale Street Bridge. In each case furnished with an estimated cost of the railway works, street works and compensation to properties, which might be damaged or altered during these works.
The Borough Engineer reported to a meeting of the General Works Committee, after he had received a communication from the Ministry of Transport, in which they stated that they would consider giving a grant towards the estimated cost of widening the roadway passing beneath the railway bridge on Willows Lane. But this would be dependent on production of a detailed scheme made in collaboration with the LMS Railway Company.
May The General Works Committee met, and the Borough Engineer, referring to a plot of land of 148 square yards on the southerly side of the Queens Road Railway Bridge adjoining the LMS railway’s lines, suggested it should be acquired by the Corporation. It was therefore resolved that the Town Clerk could negotiate for its purchase.
June The General Works Committee met again, and the Town Clerk reported on the terms upon which the Corporation could purchase the plot of land belonging to the LMS adjacent to the Queens Road Railway Bridge. It was resolved he could go ahead with the purchase.
September The Watch Committee met to consider the question of how cattle were driven from the cattle pens of the LMS Railway Company on Paxton Street to the abattoir on Moreton Street. The Town Clerk submitted a report on the numbers of beasts, the time of arrival and the days on which droving occurred. It was resolved that representatives from the Railway Company, the Butchers’ Association, together with the ‘principal drovers’, should all be invited to appear before a further meeting of a Watch Sub-Committee. Meeting again later in the month the Watch Sub-Committee interviewed representatives from the various parties concerned with the transfer of cattle from the LMS sidings to the abattoir. Following a pledge from the Butchers’ Association and the main drovers that they would provide better supervision, it was resolved that this matter would be deferred for a period, whilst further observations were made on alleviating the dangers to pedestrians and disruption to traffic during these transfers.
(This is a facsimile of a 1937 timetable issued by the LMS.)
LMS
TRAIN SERVICES and CHEAP FARES
BETWEEN HAPTON, HUNCOAT AND
ACCRINGTON and BURNLEY
From 1st OCTOBER 1937, until further notice
From HAPTON to ACCRINGTON and BURNLEY 3rd Class
| Type | ACCRINGTON | BURNLEY |
| Cheap Single | 3½d | 3½d |
| Cheap Return (1) | 3½d | 3½d |
| Cheap Day Return | 5½d | 5½d |
| Weekly Season | 3/- | 3/- |
| Weekly Workmen’s | 2/3d | 2/- |
| Daily Workmen | 4½d | 4d |
CHEAP DAY AND SINGLE TICKETS by any train on day of issue.
1 – Available Mondays to Fridays any train at or after 4:00pm.
Saturdays on any train after 12 noon. Sundays on any train.
WEEKLY SEASON TICKETS available from Sundays to following Saturday, and obtainable on demand at the Booking Office.
WORKMEN’S TICKETS available outward up to 8am, return after 4pm daily (Saturdays 11am).
(For details of fares from September 27th 1937, apply at Station Booking Offices)
———————
FARES
From HUNCOAT to ACCRINGTON and BURNLEY 3rd Class
| Type | ACCRINGTON | BURNLEY |
| Cheap Single | 3d | 3d |
| Cheap Return (1) | 3½d | 3½d |
| Cheap Day Return | 3½d | 7½d |
| Weekly Season | 2/2d | 4/5d |
| Weekly Workmen’s | 1/6d | 2/9d |
| Daily Workmen | 4d | 5½d |
CHEAP DAY AND SINGLE TICKETS by any train on day of issue.
1 – Available Mondays to Fridays any train at or after 4pm Saturdays on any train after 12 noon. Sundays on any train.
WEEKLY SEASON TICKETS are available from Sundays to following Saturday, and obtainable on demand at the Booking Office.
WORKMEN’S TICKETS available outward up to 8am, return after 4pm daily (Saturdays 11am).
TRAIN SERVICES to ACCRINGTON from HAPTON
| WEEKDAYS | WEEKDAYS | WEEKDAYS | WEEKDAYS | SUNDAYS | SUNDAYS |
| 05:35 | 12:26 | 17:06 SX | 22:12 | 07:44 | 12:31 |
| 06:57 | 12:46 SO | 17:08 SO | 22:37 | 07:56 K | 13:23 |
| 07:25 | 13:05 | 17:35 | 23:14 | 08:47 M | 16:07 |
| 08:07 | 13:19 | 17:55 | 23:34 SO | 10:13 | 16:48 |
| 08:30 | 13:34 SO | 18:12 | – | – | 18:15 |
| 09:03 | 14:09 T | 18:45 | – | – | 19:43 |
| 09:48 | 14:24 SO | 19:00 | – | – | 20:19 |
| 10:33 | 14:34 SX | 19:26 SO | – | – | 21:36 |
| 11:19 | 14:40 SO | 20:24 | – | – | 21:50 |
| 11:45 SO | 15:08 | 21:15 | – | – | 22:21 |
| 11:57 | 15:40 | 21:22 | – | – | – |
| – | 16:44 | 2143 | – | – | – |
TRAIN SERVICES to ACCRINGTON from HUNCOAT
| WEEKDAYS | WEEKDAYS | WEEKDAYS | WEEKDAYS | SUNDAYS | SUNDAYS |
| 05:39 | 12:30 | 17:10 SX | 22:16 | 07:48 | 12:35 |
| 07:02 | 12:50 SO | 17:12 SO | 22:41 | 08:00 K | 13:27 |
| 07:29 | 13:09 | 17:39 | 23:18 | 08:51 M | 16:11 |
| 08:11 | 13:23 | 17:59 | 23:38 SO | 10:19 | 16:52 |
| 08:34 | 13:38 SO | 18:16 | – | – | 18:19 |
| 09:06 | 14:13 T | 18:49 | – | – | 19:46 |
| 09:52 | 14:28 SO | 19:04 | – | – | 20:23 |
| 10:37 | 14:38 SX | 19:30 SO | – | – | 21:40 |
| 11:23 | 14:44 SO | 20:28 | – | – | 22:03 |
| 11:49 SO | 15:12 | 21:19 | – | – | 22:25 |
| 11:57 | 15:44 | 21:26 | – | – | – |
| 12:01 | 16:48 | 21:46 | – | – | – |
TRAIN SERVICES to HAPTON AND HUNCOAT from ACCRINGTON
| WEEKDAYS | WEEKDAYS | WEEKDAYS | WEEKDAYS | SUNDAYS | SUNDAYS |
| 05:35 | 12:20 | 17:48 SO | 22:27 SO | 00:20 SO | 13:42 |
| 06:10 | 12:31 SO | 17:55 SX | 22:51 | 06:26 M | 14:00 |
| 06:21 | 12:56 | 18:46 | 23:27 | 07:58 | 14:31 |
| 06:36 | 13:32 | 19:12 SO | 23:40 SX | 08:05 | 15:50 |
| 07:08 | 14:12 SO | 19:39 | – | 09:59 | 16:02 |
| 07:34 | 14:25 | 20:15 | – | 10:36 | 16:21 |
| 08:10 | 15:04 | 20:21 SO | – | – | 17:39 |
| 08:35 | 16:18 SO | 20:55 SX | – | – | 19:32 |
| 09:04 | 16:22 SX | 21:15 SO | – | – | 20:08 |
| 09:40 | 16:54 | 21:25 SO | – | – | 21:31 |
| 10:32 | 17:00 SO | 21:30 SX | – | – | 21:44 |
| 11:06 SX | 17:14 SX | 22:16 SX | – | – | 22:40 |
| 11:24 SO | 17:36 | 22:20 SO | – | – | 23:37 |
| 11:59 | 17:46 SX | 22:24 L | – | – | – |
TRAIN SERVICES to ACCRINGTON from BURNLEY (Bank Top)
| WEEKDAYS | WEEKDAYS | WEEKDAYS | WEEKDAYS | SUNDAYS | SUNDAYS |
| 05:22 | 12:13 | 16:55 D | 22:01 G | 07:31 | 12:18 |
| 06:42 | 12:33 SO | 16:58 C | 22:24 | 07:44 K | 13:15 G |
| 07:54 | 12:56 G | 17:15 | 23:05 G | 08:34 M | 14:04 |
| 08:20 G | 13:06 | 17:46 G | 23:21 SO | 10:05 G | 15:54 |
| 08:50 | 13:25 C | 18:01 | – | – | 16:39 G |
| 09:35 | 13:52 A T | 18:35 G | – | – | 18:02 |
| 10:14 A | 14:15 C | 18:49 | – | – | 19:29 |
| 11:06 | 14:23 SX | 19:13 SO | – | – | 20:09 G |
| 11:33 SO | 14:26 SO | 20:12 | – | – | 21:19 A |
| 11:45 G | 15:59 | 21:03 | – | – | 21:27 G |
| – | 15:27 | 21:13 G | – | – | 22:09 |
| – | 16:34 G | 21:29 | – | – | – |
TRAIN SERVICES to BURNLEY (Bank Top) from HUNCOAT
| WEEKDAYS | WEEKDAYS | WEEKDAYS | WEEKDAYS | SUNDAYS | SUNDAYS |
| 05:39 | 12:29 A SO | 18:03 A SX | 22:59 | 00:28 SO | 13:46 G |
| 06:14 | 13:04 | 18:54 | 23:35 | 06:34 M | 14:04 |
| 06:25 G | 13:40 | 19:20 SO | 23:48 SX | 08:06 G | 14:35 |
| 06:40 | 14:21 C | 19:47 | 11:34 SO | 08:13 | 15:54 |
| 07:38 G | 14:33 G | 20:23 | – | 10:07 G | 16:04 G |
| 08:14 G | 15:12 | 20:31 SO | – | 10:40 | 16:25 |
| 08:39 G | 16:26 SO | 21:03 D | – | – | 17:43 |
| 09:08 | 16:30 A SX | 21:23 C | – | – | 19:36 |
| 09:44 | 17:02 G | 21:33 SO | – | – | 20:12 |
| 10:36 | 17:08 SO | 21:38 SX | – | – | 21:35 A |
| 11:10 A SX | 17:22 SX | 22:24 SX | – | – | 21:48 |
| 11:28 SO | 17:44 | 22:28 SO | – | – | 22:45 |
| p.m. | 17:53 SX | 22:33 L | – | – | 23:41 |
| 12:03 | 17:56 A SO | 22:35 C | – | – | – |
A – Change at Rose Grove. C – Saturdays only to Burnley Manchester Road.
D – Saturdays excepted to Manchester Road station. G – Burnley Manchester Road Station.
K – Runs to October 24th inclusive. L – Saturdays only. Runs to October 23rd.
M – Runs on December 25th 1937, and April 15th 1938. SO = Saturdays only.
SX = Saturdays excepted. T = Tuesdays only.
_______________________________________________________________________
Consult your local L M S Station Master as to special arrangements for
YOUR ANNUAL WORKS, CLUBS, SOCIAL or SPORTS OUTING.
NEXT DAY’S DELIVERY is provided by regular nightly
LMS freight trains and cartage organisations
Ask the L M S Agent for particulars
He will take a personal interest in your requirements.
October The General Works Committee received the Borough Engineer’s report on the improvements to the Willows Lane, Scaitcliffe Street and Lonsdale Street Bridges of the LMS Railway. It was resolved to circulate copies of this report to each member of this Committee so as to give detailed consideration to them at the next meeting. The Watch Committee also met and the Town Clerk presented a number of reports from the Goods Agent of the LMS at Accrington Station on the arrival of livestock at the Paxton Street sidings for transfer to the abattoir.
November A ‘special’ Sub-Committee from the Health and Watch Committees met, when the Town Clerk submitted six reports from the Goods Agent of the LMS Railway Company in Accrington, containing details of the number of beasts, days and times of arrival, and the times of droving from the pens on Paxton Street to the abattoir on Moreton Street. The Chief Constable reported on the ‘manner’ in which the transfer of cattle was carried out. Having assessed these reports it was resolved that, “So long as the present system of droving was carried out no further action need be taken”. However, the right was reserved to reconsider the position at any time in the future.
December The General Purposes Committee met and the Town Clerk reported that several properties belonging to the LMS were shortly to come onto the market to be sold by auction. At a meeting of the Finance Committee the Borough Treasurer reported that, as a consequence of the reduction in the assessment of rateable values granted to the Railway Company, the sum of £4,191 – 13s – 4d was owed to them in respect of over-payments during the period April 1st, 1931 to March 31st, 1938. He also commented on the situation with regard to the properties which were let out by the Railway Company.
1938 (In this year the Big Four railway operating companies finally persuaded the government to lift the statutory obligation placed upon them, to carry any and every load they were offered. This rule had been in operation since the last century. They also were successful in their petition to abandon the out-of-date rules on ticket pricing that had been in force since January 1st, 1923.)
January At a meeting of the Health Committee, it was resolved that following a site visit to the public conveniences under the LMS railway bridge on Scaitcliffe Street, a plan for building new toilets drawn up by the Borough Engineer would be submitted to the Railway Company for the provision of a site on their property on Scaitcliffe Street. Also in January the General Works Committee made visits of inspection to the LMS railway bridges at Scaitcliffe Street, Lonsdale Street and Willows Lane, where the Borough Engineer outlined his proposals for their improvements. It was resolved to adopt his No 2 scheme for the Lonsdale Street Bridge, which involved a lowering of the roadway under the bridge up to its junction with Lower Antley Street. It was then resolved to refer the schemes for all three bridges to the Ministry of Transport for ‘informal’ approval, and an indication of the probability of grants being made towards the work. It was further resolved that if necessary the Chairman would accompany the officials to meet with the representatives of the Ministry in Manchester in order to discuss these plans.
March The General Works Committee met, and the Town Clerk reported that he, the Chairman and the Borough Engineer had met with the Divisional Road Engineer of the Ministry of Transport, when the schedule for the improvements to the three LMS Railway Company’s bridges in Accrington was fully discussed. The Ministry’s man had indicated that in his opinion the three schemes would only be entitled to 33⅓% grant in each case, which was the Ministry’s standard rate of grant with respect to ‘district’ roadways. This would not be eligible for the improvement of privately owned bridges, as the Ministry’s conditions with regard to width and headroom, could not it seems be complied with in the case of these three bridges. The Ministry would however be prepared to receive further representations on this matter. It was therefore resolved to refer these schemes back to the General Purposes Committee for further consideration, with a recommendation that the scheme for the Lonsdale Street Bridge should go ahead in any event. The Town Clerk reported he had been in touch with the LMS, with regard to the selection of a site on their property on Scaitcliffe Street for the building of public conveniences. The Company had indicated they were prepared to discuss this matter with officials from the Corporation. It was then resolved to defer a decision on this matter, pending a ruling from the Council on the proposed improvements to the Scaitcliffe Street Railway Bridge.
The Borough Treasurer referred to a meeting of the Finance Committee, the report of December last on the subject of Railway Rating Assessments, and that he had arranged to reimburse the LMS on the 25th of this month the amount of over-payment for the period in question. He also reported that the Railway Company would remit the sum due in respect of properties ‘let out’ by this same date.
The General Purposes Committee met at the end of the month, and in accordance with the Highways & General Works Committee’s recommendation, they considered a report from the Borough Engineer relative to schemes for the improvements to the LMS railway bridges on Scaitcliffe Street, Lonsdale Street and Willows Lane. It was resolved to take a census of all the traffic passing through these bridges, and that a decision would be deferred until after the results of this census had been made available.
May The General Purposes Committee met and the Town Clerk reported on a meeting that had taken place with the Ministry of Transport on the subject of the Lonsdale Street, Scaitcliffe Street and Willows Lane railway bridges. It was resolved the Chairman, Vice-Chair of this Committee, along with the Town Clerk and the Borough Engineer would meet with representatives from the LMS with regard to the possibility of increasing the headroom under the Scaitcliffe Street Bridge.
June The General Works Committee met and the Town Clerk reported on a meeting he had attended with officials from the Ministry of Transport, with regard to the schemes for improving the town’s three low railway bridges.
September On the 24th of this month the Railway Executive Committee (REC) was formed, in order to oversee the running of the nation’s railways.
November The Town Clerk reported to a meeting of the Transport Committee that Frasers Motors Ltd, had made an application to the Traffic Commissioners for a licence to operate a daily service between Accrington and the Leyland Motors Faringdon Works, and that to date objections had been lodged by Blackburn Corporation Transport, Ribble Motor Services and the LMS Railway Company. Following consultations by the Town Clerk, Chairman and Vice-Chair it was decided that Accrington Corporation would take no further action.
Note Although Accrington was not served by what were ‘named’ trains, between the wars it did have carriages which were attached to an express train. Following the grouping of 1923 there was a train which eventually became the Blackpool & Fylde Coast Express. This train departed Blackpool Central at 08:25 with stops at Blackpool South, St. Annes, Ansdell & Fairhaven and Lytham arriving in Preston at 9:08. Here it stood for 5 minutes for connections from stations along the East Lancs Line. It reached Euston at 12:50, having averaged a mile a minute. However, the down return, which departed Euston at 17:10pm, contained carriages which were detached at Wigan North Western at 20:40 to go forward for Blackburn, Accrington, Burnley and Colne. The route was via the former Lancashire Union Railway line via Chorley and Cherry Tree Junction, which was the original route of the London & North Western trains between Euston and Blackburn, giving an arrival in Accrington at about 10pm. This was the only London Euston service which did not go through Stockport and Manchester. It was reintroduced in 1946 as a heavier and slightly slower train, but was no longer a titled train.
The Lancastrian was another named train which departed Manchester London Road at 12:21pm and was held in Stockport for 6 minutes for four through coaches from Colne via Accrington, Blackburn and Bolton to be attached. It arrived in Euston at 3:40.
In 1927 the 18:05 from Euston had through carriages for Accrington and Colne that were also detached in Stockport. In 1932 the East Lancs portions were transferred from the renamed Mancunian, which did not have through carriages, to the Heysham boat train which left Euston at 18:10.
After the Second World War the 18;00 departure from Euston, a now unnamed version of the Mancunian, had the East Lancs carriages detached in Wilmslow to run via Stockport to Accrington and Colne, but in September 1952 this portion was also omitted from this train.
In the up direction the Colne carriages were put onto the 10:05am from London Road in Stockport with an arrival in London at 1:20pm.
It is likely that only one ‘named’ locomotive was ever allocated to Accrington Motive Power Depot in the 20th Century, and this was only a short period during 1938, commencing on June 18th, until November 5th. The locomotive was ‘Jubilee’ Class (4)5711 Courageous. (This name was also carried by a Royal Navy aircraft carrier, which was sunk by a U-Boat in September, 1942.) It was built at Crewe and introduced into traffic on June 19th, 1936. It carried the LMS crimson lake livery until October 16th, 1947, when it was repainted into LMS black, finally receiving British Railways green on March 28th, 1953. It was withdrawn from service on December 29th, 1962, and was cut up by G. H. Campbell of Airdrie.
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CHAPTER 8
THE WAR YEARS AND THE LMS TO NATIONALISATION
1939 On September 1st, as a wartime measure, the Government took over control of all of the Nation’s Railway Companies. The net revenue of the LMS went directly to the Treasury, in return for an annual return of £14¾ millions whilst the hostilities continued.
It was stated that if the Government had chosen to ‘nationalise’ the railways on this date, at a time when compensation to shareholders would not have been as great as it would turn out to be at some point in the future. It was estimated that this figure would have been in the region of £600 million to £700 million, but certainly no larger than £800 million. At the outbreak of the war the ‘big four’ railway companies were averaging profits of £40 million per annum.
January The members of the General Works Committee heard from the Borough Engineer that he had now obtained from the Engineer to the LMS drawings which indicated the maximum height of the girders of the proposed new Scaitcliffe Street Railway Bridge. This meant he was now in a position to fix the level of the roadway so as to obtain the maximum headroom of 16 feet as required by the Ministry of Transport. It was resolved to forward the outline of this scheme to the Ministry for an indication as to whether or not the Minister was prepared to allocate the maximum 75% of grant towards the estimated cost of the work.
March The Transport Sub-Committee visited the traffic island recently constructed at the junction of Charter Street, Lonsdale Street and Pickup Street and considered the possibility of providing a bus shelter in its immediate vicinity. It was resolved the Town Clerk should approach the LMS to see if they would grant permission for a shelter on a site at the extreme westerly corner of their land on Charter Street.
April The Borough Engineer reported to a meeting of the General Works Committee, that in accord with the amended outline of the scheme for alterations to the Scaitcliffe Street Bridge, it had now been submitted to the Ministry of Transport, who had suggested that now was the time to prepare a full estimate for the whole of these works, these to include details of the necessary alterations to adjoining properties and any other expenses therewith. It was resolved that the Chairman, Vice-Chair with the appropriate officials should look into this matter with the LMS and all those concerned and then report back.
The Town Clerk submitted a letter from the LMS to a meeting of the Transport Committee intimating that they would be prepared to grant a tenancy of an area of land on Charter Street for the purpose of building a bus shelter, at a rental of £2 per year plus rates, and subject to six months’ notice. It was resolved to accept this offer, and that the Borough Engineer should prepare a plan and estimate for the building of this shelter.
June At a meeting of the General Works Committee, the Borough Engineer reported he was in receipt of a letter from the Divisional Road Engineer of the Ministry of Transport, intimating that the proposed improvement scheme for the Scaitcliffe Street railway bridge would be eligible for a grant of 75%, subject to the approval of the engineering details and estimates when submitted. It was resolved the Borough Engineer could proceed with the preparation of the plans and costings. The Transport Committee met again in June and in accordance with his instructions, the Borough Engineer submitted plans and an estimate for the construction of a bus shelter on this area of Railway Company land at the extreme westerly corner of Charter Street, and it was further resolved – That this amended plan be submitted to the LMS for their approval, and on receipt of their approval that quotations be sought for carrying out this work
1940 January The funeral took place of 62 year old William Thomas Platt, who was killed in an accident on the railway on the 11th. Out of a total of 40 years’ service he had been a shunter at Accrington for the last 30, and a verdict of accidental death had been recorded at the Inquest.
Over the weekend of Saturday and Sunday, the 28th and 29th, very severe weather caused the cancellation of almost all the train services in East Lancashire. On Saturday there were no trains from Accrington going east after the 3pm departure for Burnley and the service on the Manchester line ended during the evening. A number of passengers were obliged to stay overnight on Saturday in the waiting and refreshment rooms at Accrington Station, and one lady having commenced her journey from Nelson to Rawtenstall could not complete her journey until Monday, whilst an hourly service had begun between Preston and Accrington at 6am on Monday morning. Following what was described as “the worst disruption to trains services in living memory”, two tank locos became embedded in deep drifts at Rising Bridge when double-heading a train tender first. Stanier 2-6-4 number (4)2431 of Carnforth shed was the train engine, whilst the pilot engine was (400)65 a 2-6-2 Fowler locomotive allocated to Newton Heath. Both were relatively new with the Stanier loco having come out of Derby works in March, 1936, whilst the Fowler loco had also been constructed in Derby during October, 1932. It took four days to dig the train out.
February The first train to get through to Haslingden was the 6:50pm Colne to Manchester service on Saturday, the 2nd, almost a week after the line had been blocked by snow.
Following 46 years’ service on the railways a ticket collector at Accrington Station, Mr R. A. Walker retired. Born in Cliviger, he had previously worked at the stations in Hapton, Brierfield and Rose Grove before moving to Accrington where he worked as a signalman in all of the town’s boxes before becoming a ticket collector.
July Many colleagues attended the funeral of William Riley, of Ormerod Street, who had passed away at the age of 49. He was a railway detective attached to the Blackburn staff of the LMS for the past 27 years.
On the first Saturday of the traditional ‘Wakes Weeks’ the LMS would be operating three special trains to Blackpool and one to Morecambe, whilst it was hoped that another excursion would be arranged to visit North Wales, but no additional specials were announced and there would be no cheap fares on any of these trains. However, the numbers of people travelling indicated life in wartime would continue as normally as possible. On that Saturday there were 200 bookings half of which were for London. There were 3,000 period bookings to Blackpool, 700 to Morecambe and 400 each to Southport and Fleetwood whilst the Lake District attracted 60 and 2 booked to Weston-super-Mare. Sunday witnessed 250 more off to Blackpool and 150 to Southport and again on Monday, Blackpool was the most popular with 700 visitors followed by 200 to Morecambe and 100 to Southport. Blackpool would remain the most popular destination throughout the rest of the week, with normal services strengthened to cope with 400 market day trippers to Burnley. The Stationmaster at Accrington Station, Mr Unsworth, said his staff had coped with the rush in an efficient and courteous manner and things generally had gone smoothly.
October Mr Frank Hoyle, of Aitken Street, retired following 48 years’ service on the railways, the last four at Accrington as a telegraph clerk. He had also been attached to several other stations on the local lines including Church & Oswaldtwistle after starting work as a messenger boy.
During the conflict almost 9,000 employees of the LMS had passed the first aid proficiency tests to date, including engine drivers, firemen, guards, booking clerks, porters, ticket collectors and carriage cleaners from Accrington and district.
In what was described as an almost “unique case”, the Stationmaster at Accrington Station, Mr John H. Unsworth, of Shaw Place, Whalley Road, was brought before Accrington Magistrates for a breach of the blackout regulations. The charge was that one September evening following reports police officers were called to investigate where a very bright light was coming from. It was so intense that it could be seen from over a mile away and it was discovered that it was emanating from Church Exchange Sidings. Mr McGregor, a railway inspector, stated he was on duty at about 8:15pm on September 27th, when he received warning of an imminent air raid from the Manchester Control Centre. However, the Stationmaster did not comply with the regulations and the light was not extinguished until 9:45pm. In his defence Mr Unsworth stated that the black paint, which was used to mask the upward light had been worn off and not replaced, even though lighting was permitted in certain circumstances to allow work to continue safely. He stated that he had received the warning at 8:13pm and all non-essential lights had been extinguished within a couple of minutes, so this was a technical offence rather than a deliberate contravention of the regulations. He said, “I had received notification from the police and the lights in the sidings were all turned off, which meant there was greater danger to the men working in the sidings, un-coupling, coupling and shunting the wagons and vans, walking over rails and points, where one mistake would be fatal”. The defendant admitted that this light had breached the rules, but denied that the light was shining whilst the raid was actually taking place.
November The Coroner, Mr F. Rowland, described the death of Joseph Alfred Haworth, a 56 year old resident of Beaconsfield Street in Accrington, as “Another case of familiarity breeding contempt”. The deceased had attempted to alight from a train whilst it was still moving as it approached Huncoat Station during the blackout, in the early hours of Friday, November 1st. A witness stated he was in the same compartment in the last carriage of a three-coach train, when the call rang out “Huncoat Station”, which was when he looked up from his newspaper to see the man gone and the door wide open. John Rowland from Altham, a porter at the station said, “I saw a body lying some distance down the platform some twenty yards to the rear of where the train had halted, but it was very dark”. The deceased was taken by ambulance to Accrington Victoria Hospital, when the House Surgeon, Dr Morgan, diagnosed a fracture to the base of the skull. He passed away later in the same day. The Coroner asked Mr MacBeth of the LMS, “Is it not the case that passengers should wait until a train has stopped before alighting?” In reply he answered, “Yes Sir it is!” In recording a verdict of Accidental Death, Mr Rowland said, “This unfortunate accident was totally the responsibility of the deceased and no other persons could be blamed”.
An inventory of some of the equipment at Accrington Railway Station done during 1940 showed the following –
- A water tank over the maintenance shop with a capacity of 20,000 gallons.
- There were five water columns to replenish the tanks of engines, situated at the end of the Manchester platform 1, another between platforms 2 & 3 under the footbridge, one under the footbridge at the end of platform 6, another adjacent to the Blackburn goods loop, and the sixth next to the Blackburn main line. In all of these the leather tube which was swung out to fit inside the tenders was between 11 feet and 12 feet in length.
In the goods yard at Accrington Station there was –
- A crane inside the warehouse with a capacity of 25cwts.
- A hand jigger capable of lifting half a ton.
- A mechanical jigger with a capacity of 3cwts.
At the goods depot off Charter Street there were –
- 3 overhead cranes, one capable of lifting 3 tons whilst the other two had a lifting capacity of 30cwts (1½ tons).
- A steam operated gantry crane manufactured by Ellis & Coy, built by Ellis & Coy. This ran on rails.
The facilities inside Accrington Railway Sheds was as follows –
- A steam driven crane to lift up to 20 tons.
- An electric runway to drag up to 5 tons.
- A Hyde wheel-drop with a large wheel lathe, (constructed by the Lancashire & Yorkshire).
- A gap lathe, a planer, a 7-inch lathe, a radial drill, a hydraulic press and a wet grinder.
In the yard outside the engine sheds were –
- A 55 foot long locomotive turntable constructed by the Lancashire & Yorkshire Railway.
- Water tank with a 128,000 gallon capacity, with two water columns one on each side.
- A new ash plant.
- Two electrically driven cranes, one with a 30cwt capacity, the other with a capacity of 3 tons.
- An electric runway to drag up to 5 tons.
- Four water columns, one between each of the locomotive roads.
- A 15 tons steam breakdown crane of Spencer & Hopwood manufacture, with a 46 tube boiler.
1941 January The Civil Defence Committee met when the Town Clerk reported that the LMS Railway Company had agreed to the Corporation utilising a piece of their land on Lonsdale Street for the building of a ‘communal air raid shelter’. To add to this, a piece of land on Eagle Street with access through the advertising hoardings could also be used to establish an air raid shelter, subject to an annual rental of 10 shillings per annum in both cases. It was resolved that the necessary agreements should be drawn up, and the Borough Engineer was authorised to proceed with their construction. Meeting again in January the Civil Defence Committee heard that at the present time there was no means of issuing an air raid warning to the people of Huncoat. As a result of this, the Chief Constable was empowered to approach the LMS for permission to fix a siren on the signal box at Huncoat Level Crossing, and that the signalman should be authorised to sound it in case of an emergency.
July The Transport Committee met, when the GM reported being in receipt of a communication from the Traffic Commissioners, together with a copy of a representation made to them by the LMS, urging that the proposed changes to the Corporation’s bus termini should not be approved. The Commissioner requested the Corporation’s observations on this matter, and it was resolved that the GM would furnish the information requested to the Traffic Commissioner on the lines set out by the Transport Committee.
September At a meeting of the Town Council, an amendment was moved and seconded that relative to the objections of the LMS to the Council’s proposals to alter the bus terminus in Accrington of the service connecting Oswaldtwistle and Clayton-le-Moors should not be approved. However, on being put to a vote this amendment was declared lost.
October The Civil Defence Committee met when a decree from Ministry of Home Security that the new concessionary railway fares had come into force from September 29th, last, for workers who normally travelled from their homes to their places of work on other cheap tickets which were only available on the day of issue by the LMS, and would by reason of duty in the Home Guard, Fire Guard or other A.R.P. duties were prevented from travelling within the times governed by these tickets. Henceforth, the concessions would ensure that these ‘cheap’ tickets would be valid for two full days.
December At a meeting of the General Works Committee, the Borough Engineer reported that there were a considerable number of redundant railway sleepers on the Milnshaw housing estate, which had been obtained from the LMS for use as temporary roadways, and it was possible that the Corporation could secure their purchase. It was resolved that the Chairman along with the Borough Engineer could purchase these sleepers at a ‘reasonable’ price.
1942 January A man was arrested at Accrington Station for failing to produce a railway ticket having come off a Todmorden train. Suspicions were further aroused when he could not produce an identity card. He was fined 40 shillings in default of one month’s hard labour, having pleaded guilty to the charge of attempting to defraud the LMS following a journey from Rose Grove.
February On the 4th, a blazing mailbag discovered by the railway lines led to the arrest of Arthur Kay of Russia Street, a 43 year old shunter at Accrington Station. From the ashes it was discovered that this was one which had been sealed at Barnoldswick Post Office and loaded onto the 9:10pm train from Colne to Accrington, where the van containing this bag was to be shunted onto a Preston bound train. Whilst this manoeuvre was taking place ticket collector, Richard Chippendale, saw the accused riding on the van in question and attempting to open one of the doors, but did not see him enter. At about 11pm John Robinson, a station inspector, had his attention drawn to a fire down the line and informed Kay he was going to investigate. Meanwhile, Robert Dyson Matthews said he had just got through to the far end of a train he was cleaning, when he saw a fire a distance up from the carriage sheds towards Accrington Station and as this was during the blackout, he knew something was amiss. He too went to investigate and found the bag concealed in a spot where it could not be seen from the nearby signal box. The bag was dry even though earlier it had been raining. A carriage examiner, who had accompanied Matthews, said the flames were about four feet high and even though he had attempted to extinguish them with a bucket of water they had flared up again. PC Eaton, who had been called to Crossland Street Sidings, took possession of the bag and on examining the contents saw that some of the letters had been opened. Further investigations showed that at least four pounds in bank notes was missing from two of the envelopes. On being interviewed at his home, Kay could not account for two fragments of burnt paper found in his jacket pocket. He was later committed to trial at Preston Sessions, where he claimed he had entered the mail van in order to apply the vacuum brake, which was normal procedure in the end van after the rake had been shunted into the bay at platform five. He also claimed he could not have transferred the bag to an empty van without being seen by one of the several staff that was working on the platforms that night. It was also revealed that Kay had in his possession a key which would unlock the door of any van, but that these were in universal use by railway staff who was involved in the shunting of vans. The scraps of paper did not correspond to any of the remaining contents of the bag and they were no longer available for further analysis! However, the Magistrates decided there was sufficient evidence to send Kay to the Crown Courts for trial.
Two signalmen from Accrington were obliged to retire, having reached the limit of age for their jobs. Mr Ernest Wilkinson from Accrington West Box, and Mr James Larkin from Huncoat Level Crossing Box, had 47 and 39 years’ service respectively. Both men were presented with canteens of cutlery and an umbrella at a celebration presided over by the District Signalmen’s Inspector Mr Addy. Also in attendance was Accrington’s Stationmaster J. H. Unsworth and Mr H. Humphreys the Huncoat Stationmaster, along with family, colleagues and friends.
The LMS announced it was to recruit more women to take over jobs on the railway, to make up for the men away serving in the forces, but these would be more on the clerical side rather than on operational tasks.
March With the General Purposes Committee present the Town Council met, when attention was called to the nuisance caused, especially in freezing weather, by water seeping down from the embankment at the westerly end of Paxton Street and running down onto Blackburn Road. It was resolved that the Borough Engineer should take up this matter with the LMS Railway Company with a view to them remedying this problem. The General Purposes Committee later met when it was reported that the LMS proposed to close the Paxton Street entrance to the Railway Station as from April 6th next. It was resolved that the Committee would make the strongest possible protest to the Company against this move. At a meeting of the Town Council, again in committee with the General Purposes Committee, they received a letter from the LMS Railway Company intimating that in view of the Council’s representations against the proposed closure of the Paxton Street entrance to the Railway Station, the matter would be re-examined, and a further communication forwarded at an early date.
Richard Gough, of Albert Street, Church, was fined 20 shillings plus 7/6d costs for travelling from Blackburn to Accrington having only purchased a 1d platform ticket. He claimed he had given up the blue coloured special workmen’s ticket, but when asked for the 6½d fare stated he could not pay. When ticket collector William Laidlaw had challenged him Gough had become abusive. Prosecuting on behalf of the LMS, Mr D. J. MacBeth said, “Incidents of fare evasion had become all too prevalent in recent times, which was why the railway companies were clamping down on offenders”.
April No special trains would operate from Accrington and district stations over the Easter weekend this year. Mr Unsworth said they had stopped booking return tickets on Easter Saturday at 9:45am, as he had been informed that passengers on trains coming back from Blackpool on Monday could not be guaranteed a seat and so were travelling at their own risk of being stranded. (This did happen to one family who had to fork out £3 – 15s – 0d for a taxi.) He stated that as a result bookings for normally popular destinations were very light, with less than 100 going to Morecambe and to Southport less than 50.
Formerly a Railway Inspector, Mr Bridge Hindle, of Bold Street in Accrington, passed away at the age of 76. He had started work with the L & Y as a porter at Bacup Station, later working at Huncoat as a ticket collector, where he later became a passenger train guard. He had been on the railways for a total of 39 years.
May After a career spanning 47 years on the railway, James Bamber, of Hollins Lane, had retired from the position of Goods Agent for the LMS at Accrington Station, and he had also seen service at Bury, Bolton and Blackburn in this capacity.
It was quite apparent that the general public were heeding the Government’s appeal to economise on travelling, in order not to overburden the railways. Bookings at Accrington Station showed a dramatic drop on Whit Monday to the previous year, and numbers going to the coast were in comparison –
| Destination | 1941 | 1942 |
| Blackpool | 1,700 | 609 |
| Morecambe | 129 | 55 |
| Southport | 101 | 67 |
| Fleetwood | 77 | 70 |
| Liverpool | 73 | 59 |
| West of England | 15 | 3 |
| Grange-over-Sands | 6 | 4 |
| Southern England | 6 | 2 |
| Llandudno | 2 | 0 |
Only Windermere showed an increase from the previous year going up by 2 to 10.
It was reported that Mr Jack Grimshaw, formerly of Black Abbey Street, who was employed on the railway at Accrington’s engine sheds first as a cleaner and then as a fireman, had been killed in a bombing raid on the West Midlands where he had been transferred to work. (As far as I can ascertain, this was the only fatality due to enemy action of an Accrington railway employee during the conflict.)
June “If the habit of jumping trains cannot be solved by imposing fines, then it will have to be by imprisoning offenders”, stated Mr Broderick, Chairman of Southport Police, when fining two men one from Accrington, the other from Clayton 10 shillings each. Gilbert Woodcock and Richard Stevenson, both serving soldiers, had travelled from Accrington to Southport and claimed they had boarded the train at St. Luke’s Station just one up the line from the resort on Sunday. But when they were told that this particular station did not open on the Sabbath, admitted they had only purchased tickets from Accrington to Church & Oswaldtwistle. They also had to share costs of £2 – 10s – 6d.
July By the middle of the year the LMS was employing over 7,000 females, who were now doing a whole range of jobs, with half working as porters on goods and passenger stations, 600 as drivers of parcel delivery vans, 246 as labourers in the engine sheds with an additional 100 as locomotive cleaners.
On Saturday, the 26th, no fewer than five relief trains were running from Accrington to Blackpool departing at 7:48, 8:55 and 10:30 in the morning and at 12:46 and 1:35 in the afternoon. Other trains were the 9am to Fleetwood, the 9:28am to North Wales, the 9:40am to Morecambe and the 10am to Southport. On both Monday and Tuesday, extra trains to Blackpool would depart at 7:45 and 9:35 in the morning, returning from the resort at 7:40pm and 8pm respectively. Stationmaster Unsworth advised passengers they should obtain tickets on scheduled trains from Blackpool in advance, and period return ticket holders should advise the Railway Company on which day they were intending to return, so that the LMS could make adequate provisions to accommodate them. There were also to be relief trains to Blackpool on all the weekdays at 8:25am and 9:55am and to Morecambe at 10:05am. The single fare for a return journey would be applied on Monday and Tuesday, but would be restricted to these ‘special’ trains, whereas passengers travelling to Blackpool by ordinary trains would have to fork out the standard fare plus one-third.
A queue began to form outside Accrington Station at 6am at the start of Accrington holidays, and by 10am it stretched over 200 yards. In Blackpool on the following Wednesday, at 8am in the morning, the queue was over a mile long for destinations including those in East Lancashire, even though the booking hall did not open until 9am. Bookings from Accrington showed increases over the Wakes Week in 1941. All of the three extra trains to Blackpool in the morning and the one extra in the afternoon, had been fully booked by the previous Thursday, the approximate figures for 1942 were as follows –
| Destination | 1941 | 1942 |
| Blackpool | 3,000 | 4,000 |
| Morecambe | 500 | 700 |
| Southport | 200 | 350 |
| Fleetwood | 500 | 550 |
| London | 100 | 200 |
Mr Unsworth, Stationmaster at Accrington, said that the number of day trippers had actually fallen this year, as there were only 900 bookings for Blackpool on the Monday, compared to 2,300 the previous year. The reason given was that people anticipated the inconvenience in the availability of trains, and queues for food in the resort itself.
August The weekend marking the end of the holiday saw five special trains returning from Blackpool to East Lancashire, there in the morning and two in the afternoon. Mr Unsworth said these trains were crowded but there had been no hold-ups to the services.
September Once more the Town Council met with the General Purposes Committee in attendance, when the Town Clerk reported he had received a letter from the LMS, who stated that from August 4th last, the Paxton Street entrance to the Railway Station had remained open between the hours of 07:00 and 09:00 in the mornings and 16:00 to 20:30 on weekdays. The position would be reviewed again when ‘normal’ peacetime conditions returned.
A film unit housed in a converted sleeping car visited Accrington, to show employees of the LMS how salvage could be recycled, as part of a drive to encourage the collection of materials for re-use. The introduction was spoken by Sir Thomas Royden, Chairman of the Company, and attendees included the Mayor, Amos Wade. A second short film produced by the Ministry of Information entitled ‘Shunter Black’s Night Out’ showed shunters at work in a large London marshalling yard during the blitz.
The rationing of petrol and diesel was one of the main reasons why there was an upsurge in numbers of people going to the coast at the holiday weekend.
October During the conflict the LMS set up reclamation depots at stations in order to collect and recycle metals, bottles, stationery and materials, and had produced a film being shown at local stations to advise how and what to do to salvage these waste products.
December Following five and a half years’ service as Stationmaster at Huncoat Station, Anglesey born Mr H. Hargreaves left to take up a promotion to Bedworth Station near Nuneaton. He had been a popular and active Methodist in the village.
1943 January A youth of seventeen, Christopher Ian Robinson, a resident of Peel Street in Oswaldtwistle, was discovered with severe head injuries on the lines about a quarter of a mile beyond Rishton Station in the Church direction, where he was pronounced dead at the scene. It was revealed at the Inquest that he had been out drinking heavily with his mates in Blackburn, and having boarded the 10:50pm train, had then climbed out of the window of the compartment and gone up onto the roof of the carriage. Engine Inspector Edward Roberts, of Church Street in Church, stated the train was running an hour late and on reaching Rishton Station he heard voices coming from above. He had shone his torch and seen three youths lying on their stomachs on the roof, and had told them to get down but they had paid no heed. Richard Holland, Foreman Platelayer, had discovered the body at about 6am the following day, and thought he was still alive at that time. One of the other youths explained they had tried to board a first class carriage but had been turned away, and they thought the deceased was playing a prank on them when he did not get off at Church & Oswaldtwistle. So they had walked back down the line for a distance and when they couldn’t find him just went home! The Coroner, Mr F. Rowland, asked, “And none of you reported this to the railway company?” To which they all replied “No Sir”. A Doctor who attended the scene was asked if the deceased had received immediate attention would he have survived the fracture to his skull? But he stated that of this he could not be sure. A verdict of accidental death was recorded.
At a meeting of the Transport Committee held in January, the GM of the Transport Department reported that following approval from the Traffic Commissioners for the proposal to alter the terminus in Accrington town centre of the Haslingden, Rawtenstall bus service from close to the railway arch, an objection had been raised by the LMS Railway Company, as a result of which the Commissioner had suspended his decision pending further investigations.
February The four youths who were with Robinson on the night when he died were each fined 40 shillings with 1/6d costs at Blackburn Magistrates’ Court. Prosecuting on behalf of the LMS, Mr MacBeth said there could be no excuse for their irresponsible behaviour and the Company took the gravest view of their actions. The Magistrate stated, “This is the maximum fine that this Court can impose upon you, but the knowledge of the circumstances which led up to his death was the sentence with which you will all have to live”.
At a meeting of the General Works Committee, the Borough Surveyor submitted his report on the work to be carried out during the immediate post-war era in connection with the LMS Railway’s bridges on Scaitcliffe Street, Willows Lane and Lonsdale Street which were to close temporarily.
March During the early years of the conflict the running of all specials and holiday trains had been cancelled, but in this month Churchill rescinded this edict, due to the discontent this had provoked amongst the general population. The operation of some excursions recommenced despite continued restrictions on other modes of transport. (In his book ‘Inland Transport during the Second World War’,
Transport historian C. I. Savage records, “the restrictions worked through the public’s conviction that they were both necessary and reasonable”.)
April Holidaymakers heading for the coast for the Easter break were finding difficulty in getting seats on trains, as they were coming through Accrington already heavily loaded on Thursday evening. However, the situation had improved somewhat on Friday and Saturday, Sunday and Monday, were remarkably quiet.
June Accrington’s Stationmaster, Mr Unsworth, was warning travellers that if they were going to the coast at Whitsuntide they might be left stranded due to the numbers of people returning especially from Blackpool. He advised those intent on travelling to book tickets well in advance as there would be no extra trains operating over the weekend. It was possible there would be long queues in Blackpool not only for trains but also for food. He even stated that his best advice would be, ‘just to stay at home’! Several passengers, who were obliged to stand in compartments and get support by bracing themselves against the slam doors with their hands, were being treated for bruised fingers and thumbs by the staff at Accrington Station. Bookings were up on previous years with Blackpool again the favourite, whilst Morecambe and Southport were benefiting as alternative destinations. All trains were running full to capacity despite the warnings.
July There was an indication of just how many people were intending to go on holiday during the Wakes Week, as there was a three hour wait in the queue outside Accrington Station for advanced tickets. The booking hall did not open until 9am and several people who had waited in the queue which had started to form at 6am had to abandon their wait and go off to work. It was estimated that around 500 stuck it out and the delay was exacerbated by those who had not checked the departure times of the trains on which they intended to travel, so the Booking Clerks’ tasks were made even more difficult. There were still some tickets available for later in the week, but it was estimated that in the region of 2,000 tickets had been sold, some of which were from Altham’s Travel Agency in Blackburn Road, who were agents for the LMS. The Blackpool allocation had been exhausted by 2pm, so latecomers were unable to book them. On Saturday queues of people six abreast waited to board their trains, but were not being allowed access to the platforms until their service was due to avoid crowding. A railway official said that one of the problems was the shortage of experienced Booking Clerks, but in general the exercise had been carried out in a good humour. It was again emphasised that no extra trains would be run during the holidays. Bookings were up on 1942 with a big increase in those travelling to London.
September Harry Howard, of Crawshaw Street in Accrington, was fined 40 shillings and ordered to pay 12 shillings costs for travelling on the railway without a valid ticket. A Ticket Collector at Accrington Station noticed that the ticket he handed over at the barrier had not been snipped, and the date had been erased. The defendant claimed he had gone to Blackpool using workmen’s blue tickets, but had mistakenly thrown the return half away, and that he had only boarded the train in Preston. The 3rd Class single from Preston to Accrington cost 2/6d, whilst one from Blackpool the equivalent fare was 5/3d.
There was a slight increase in people using the trains over the previous year’s September holidays, with Blackpool again the most popular of the coastal resorts.
November The General Works Committee heard an application from the LMS for permission to close temporarily a footpath adjoining the Ley Viaduct, in order to renew the footpath thereat. No objections were raised to allowing this request.
December At a meeting of the Watch Committee reference was made to the lack of adequate lighting in the subway connecting Crossland Street to Grant Street as well as in addition its approaches. It was resolved –
- That the Lighting Superintendent should arrange for the provision of two lamps close to the entrance on the Crossland Street side, and in the back street leading off from Grant Street.
- That the Town Clerk should communicate with the LMS with regard to providing lighting within the subway itself, and to notify them of the Corporation’s intentions to illuminate its approaches.
1944 January At a meeting of the Lighting Department the Town Clerk reported that he, along with the Lighting Superintendent, had spoken with the LMS Railway’s Gas Engineer with regard to the lighting of the subway, and he had agreed to recommend to his Company that it should be lit using electricity. The Town Clerk reported that since this meeting he had received a letter from the LMS suggesting that the Corporation should shoulder the cost of providing this lighting. He stated that the Railway Company were in fact the ones responsible for this, and it was resolved to leave the matter in his hands.
The passing was recorded of Mr John Bedford, of Exchange Street, Accrington, who had worked as a local Signalman on the railway for 40 years.
February Meeting again the Lighting Department received the Town Clerk’s report of how he had subsequently received a communication from the Chief Engineer of the LMS, stating that they had now put in hand the lighting of the subway in question.
April The Lighting Superintendent asked for the Watch Committee’s guidance on the continued lighting of the two lamps at the entrances to the LMS’s subway on Crossland Street and Grant Street respectively. It was resolved they could remain lit all the way through the summer months.
There was a general ‘don’t travel’ edict suggested for the Easter break, early in the month the most popular train to Blackpool, the 10:05am could not be booked in advance. Surprisingly few people came off the final train from Blackpool and the railways were quieter than they had been for very many years.
May This picture was replicated at Whitsuntide, when Accrington Station was almost deserted on Saturday afternoon. Stationmaster Unsworth explained, “We had stopped taking advanced bookings for those who chose to ignore the appeal to stay at home. Passengers were surprisingly unhurried in finding seats on trains behaving in a most orderly manner”, he continued. Blackpool was yet again the most popular resort, followed by Morecambe and then Southport.
The Lighting Department met when the Town Clerk reported that he had received a letter from the LMS Railway Company, indicating they were still considering the question of liability for the maintenance of the lighting within the subway and would communicate their decision at the earliest opportunity.
June The Town Council made an amendment to the May minutes of the Watch & Lighting Departments, which was moved and seconded, as an addendum to the report on the question of lighting the subway –
“That in the interests of public safety, the LMS should be requested to illuminate it forthwith without prejudice to the question of legal liability.”
On being put to a vote this motion was declared carried. It was therefore resolved that with the addition of the foregoing resolution, these minutes would be adopted as the policy of the Council. Shortly afterwards the Lighting Department received a letter from the LMS stating they still would not accept responsibility for the lighting of this subway and therefore they would put the work in hand without prejudice to the legal position. It was decided to leave this matter in the hands of the Town Clerk to resolve.
A verdict of accidental death was recorded on Frank Hutchinson, of Hartmann Street, Accrington, who had died as a result of injuries sustained on the night of February the 13th, after falling from platform 5 at Accrington Station. He and his wife had come off the train from Blackburn when he went to visit the gentleman’s toilet. Whilst he was inside the lights over part of the station had been extinguished as part of the blackout precautions. When he came out he became disorientated and walked over the edge onto the tracks, sustaining injuries which led to complications and these were the causes of his death. Stationmaster Unsworth said, “The lights had been put out in accordance with the statutory regulations”.
July Plans for the billeting of evacuees were thrown into confusion on the evening of Tuesday, July 11th, when at 9pm a train carrying 823 children from the south arrived in Accrington Station, instead of its intended destination of Oldham. However, by Wednesday evening only a few of these children had not found accommodation with local families.
A queue had begun to form at 4am on the first morning of the annual summer holiday, and eventually it had snaked its way up Eagle Street as far as the Scaitcliffe Street Bridge. Passengers sat patiently on their cases, trunks and portmanteaus in a philosophical mood, until the first Blackpool bound train came in at 7am. Although the impression given was of a mass migration, ticket sales were 25% down on the previous year. Passengers were allowed access to the platforms in groups to avoid any overcrowding. It was 5pm in the afternoon before the queue had finally disappeared.
October The Town Clerk reported to a meeting of the Civil Defence Committee, that the LMS had drawn his attention to the fact that formal agreement for the construction of air-raid shelters on sites belonging to them on or at – 1. Eagle Street, 2. Near to the Station approach and, 3. On Lonsdale Street had expired on March 25th last. On the assumption that the Corporation still wished to continue with this tenancy agreement, they were prepared to continue with it subject to three months’ notice of termination by either side. In this connection the Borough Engineer reminded the Committee that there were also two more similar agreements with the Railway Company for sites on Charter Street and Mount Street. It was resolved that the Town Clerk could enter into a formal agreement with the Company for a continuation of the tenancy of the sites in question.
November The Electricity Committee met and referring to a previous minute the Town Clerk submitted further correspondence which had passed between the LMS and himself, on the subject of illuminating their subway, the upshot of which was that the Railway Company were now prepared to defray the cost of installing electric lighting in the subterranean passage connecting Grant Street with Crossland Street, this subject to the Corporation taking over the obligation of maintaining this lighting in the future. It was resolved to accept the Company’s proposal and to accept responsibility for maintaining this lighting henceforth.
December A man who had purchased a workmen’s return ticket to travel from Accrington to Preston, was fined £2 with 12 shillings costs for using a ticket which was only valid before 8am and after 4pm. Sidney Smith, of Blackburn Road in Accrington, had travelled on a single ticket from Morecambe to Preston and then used this ticket to travel back from Preston to Accrington on a train which left before the appointed time.
(There can be no doubt that the War took a heavy toll on the Nation’s railways, not only through enemy action, but through a prolonged period of neglect and under investment on locomotives, rolling stock, permanent way, infrastructure and facilities. There were those who contended that the pre-war glories could never be replicated, but there was no doubt it would take decades to get back to a system approaching the one prior to 1939, despite the best efforts of the people who dedicated their lives to working on the railways. Its fate was sealed and not even Nationalisation could salvage what had been lost.)
1945 February A man from Poynton in Cheshire was fined 40 shillings with 12/6d costs plus a £2 advocate’s fee, after he was found in possession of a 3rd Class monthly ticket which was two months out of date. After he was approached by a Ticket Inspector whilst riding in a 1st Class compartment at Accrington Station, he then offered to pay the correct fare.
Having spent the last four and a half years as Passenger Agent for the LMS in Accrington, Mr F. Southern had been appointed to the post of Head Clerk at Manchester Victoria Station, where he had started work some 30 years earlier.
April The wait for tickets at Accrington Station was no more than five to ten minutes at the start of Easter, even though more people than in 1944 set off for the coast. On Saturday large crowds were at the station as Stanley supporters were setting off for Burnden Park, whilst Burnley fans were going for the away game against Manchester United. The 12:30 to Manchester crawled up Baxenden Bank with passengers “crammed in like sardines”! On Friday and Saturday the trains for London which left at 8:08am were also well loaded with war workers returning home to be with their relatives. Blackpool was again the main attraction. (Stanley lost 4-0.)
May Despite the bad weather, the spirit of VE Day had encouraged people to go to the coast at Whitsuntide, although raincoats and umbrellas were in evidence as day trippers queued outside the Booking Hall. There were no extra trains, but those for Blackpool, Morecambe and Southport were full on the Saturday. Sunday was quiet, but the weather improved and on Monday the crowds turned out again, with Liverpool and New Brighton on the list of chosen destinations.
June At a meeting of the post-war Planning Committee a letter from the LMS Railway Company was placed before them. It detailed the discussions at a meeting held between their representatives and several of the areas Planning Authorities, which included proposals on the following –
- The electrification of the railway line from Bury through to Colne via Accrington.
- The electrification of the railway line via Blackburn from Preston
- A programme of improvements to Accrington Railway Station.
After full consideration of the points raised, the Railway Company had concluded that with regard to A & B the potential traffic on these lines would not be sufficient to warrant the large expenditure necessary to provide through electric train services, and that steam-hauled trains would adequately cope with the traffic operating through the area.
(Note The L & Y had pioneered electrification of a commuter line between Liverpool and Southport line in 1904, the first Company to do so. However, a more ambitious scheme to have a circular line from Manchester via Oldham, Rochdale, Heywood, Bury and Prestwich back to Manchester, a distance over 21 miles had been ruled out in favour of a line to Bury via Prestwich, and then a further 3 miles north to Holcombe Brook. This was as near as electrification would get to Accrington.)
C, that in so far as Accrington Railway Station was concerned, it was proposed to carry out ‘certain’ alterations in order to make some improvements to modernise its structure and facilities, and that this work would be put in hand immediately that sufficient labour and materials became available again.
July To mark the beginning of the Wakes Weeks no less than fourteen extra trains had been put on to Blackpool on the Saturday. Stationmaster Unsworth said a mass exodus was predicted, and there had been a steady stream of people all through the week booking advanced tickets after the Booking Office had opened on the previous Monday, at 7:30am. However, there were no seat reservations and people would have to queue to be admitted to the platforms in turn. On their return, visitors would have to go to the ticket office in Blackpool to specify on which train they intended to return, and these too would be allocated on a first-come, first-served basis. The Blackpool ‘specials’ would depart for Blackpool Central at 7:25, 7:47, 8:26, 8:34 & 9:50 in the morning, and 12:13, 12:52, 1pm, 1:38, 1:47, 2:37 and 5pm in the afternoon, and to Blackpool North at 10:39am and 12:37pm. There was also through trains to Fleetwood at 8:40am, to Morecambe at 10:40am and to Southport at 12 noon and 5:09pm, but passengers for these resorts using ordinary service trains would have to change in Preston. This year there was an increase in bookings to Rhyl, Colwyn Bay and Llandudno, with passengers catching the 8:35 and 10:25 morning trains for Manchester Victoria, then having to take the long walk up the platform to Manchester Exchange Station for their onward trains. Those passengers heading for the Lake District could change in Blackburn for a through train to Barrow-in-Furness, as they could for Glasgow at 10:20am. This through train had been put on in order to relieve some of the congestion at Preston Station. Passengers for London could depart Accrington on the 8:08 as usual.
The work which had been going on at Accrington Station to improve Platform 6 would not interfere with any holiday traffic. This had been going on for some weeks and involved taking up the wooden floor boarding, laying a concrete surface and erecting a large retaining wall. There would be no alterations made to the waiting room facilities however.
Some of the best weather experienced for years helped to swell the numbers travelling by train. The figures released by Stationmaster Unsworth revealed that on the first Saturday around 12,000 people had left on trains. The breakdown showed approximately 6,000 had gone to Blackpool, 2,000 to Morecambe, 1,000 to Fleetwood, 800 to Southport, 500 for Liverpool, 250 for London and the South East and 150 for the resorts on the east coast. He said, there was an increase of 20% over the previous year, “and no-one had been left disappointed”. Throughout the week the number of day-trippers was up. On Monday, Tuesday and Wednesday, about 1,500 had gone to Blackpool with 1,000 on Thursday, and 500 more on Friday. On Monday, nearly 2,000 had gone to visit the market in Burnley, whilst over 1,000 had travelled to Blackburn on Wednesday, that town’s market day. Manchester had averaged 200 passengers during the week with Belle Vue the main attraction. Mr Unsworth stated, “We were very well prepared for this exodus and things had gone like clockwork. A separate queue was assembled for passengers travelling to Morecambe to keep them from getting mixed up with the ones for Blackpool, and they were not allowed onto the platform until the Blackpool trains had departed, so as to avoid any unnecessary confusion”.
September One ‘special’ train was added to the schedule to take people to Blackpool at the commencement of the September break and trains were crowded for the Lancashire resorts.
(By September 1945, when hostilities officially ceased, the railways were in a very run-down state, including those around East Lancashire. During the period 1939 to 1945 £5millions were spent on new marshalling yards and lines connecting docks, and in total £11·5millions were invested in the railways).
1946 January At a meeting of the Highways & General Works Committee, they considered an offer from the LMS for the sale of a piece of land and property in Antley Old Road. It was resolved to reply that the Corporation would not be interested in taking up this offer. At a meeting of the Watch Committee the Town Clerk reported that the LMS had enquired as to whether the Corporation were likely to raise any objections to their proposals to demolish the old cab-man’s shelter which occupied space on the Railway Station approach. It was resolved that no objections would be raised.
A letter from the Town Clerk of Colne was placed before a meeting of the General Purposes Committee in February, in which reference was made to the need to improve railway services in the area, and in particular the one linking Colne with Accrington and Manchester. It was suggested the LMS might now be considering their post-war plans and that the time was right to pressure them about these services. They wanted all the authorities concerned to make a concerted joint approach to the Railway Company on this matter. A member raised a complaint about the 17:40 London Euston to Manchester train, stating that if this runs late the 22:25 train from Manchester Victoria to Accrington has often departed before Accrington passengers can make the connection, and are subsequently left stranded and it was resolved this Authority unanimously supported the Colne initiative and – Representations would be made to the LMS with regard to improvements to the said services, and would attend any conferences held to discuss the situation. That the Railway Company be asked if something could be done to ensure that the connection can be made by passengers arriving in Manchester off the 17:40 from Euston.
February Although priority was being given to the movement of troops, ammunition, fuel and foodstuffs, which were bound to have a detrimental effect on the train services, after six months things were beginning to improve. It was still possible to obtain copies of the monthly ABC Guide to railway services at bookstalls on stations, at the pre-war price of 2 shillings.
March The General Purposes Committee met and the Town Clerk reported he had received notification from the LMS that officials from the Company were prepared to meet with representatives of the Council for the purpose of discussing the ‘local’ train services. It was resolved – The Mayor along with Alderman Lord and the Town Clerk would represent the Corporation at this meeting and that Accrington Chamber of Trade should also be asked to send delegates.
Representatives from the Council’s General Purposes Sub-Committee went to Hunts Bank in Manchester to meet with top officials from the LMS, in order to discuss possible improvements to the rail services for the area. As a result of this the Company announced there were to be additional trains through Accrington from the introduction of the May 6th timetable. These would remain in place until October when the winter timetable came into force. The Company’s deputation stated it had been their intention to return to the level of services before the war, but restrictions on fuel, a shortage of manpower and rolling stock had made this unachievable. However, there were opportunities to make some improvements, and these included a train which would depart Colne at 9:40am and go through to Crewe where it would make a connection with the 11:15 London train. They explained that with the very heavy traffic between Manchester and the Capitol they were encouraging people to travel to London via Preston. They did say that the through carriages on the 5:38pm from Euston to East Lancashire could not be reinstated. The 5:12pm train from Salford would be reintroduced to run as an express, making its first stop in Accrington. They also pledged that as many trains as possible would be run during the holiday periods, and on the Friday marking the beginning of the Wakes Week, there would be a train to Paignton, and throughout the summer trains would depart daily for Southport at 9:34am and at 11:30am for Morecambe. There would also be an additional return train from Blackpool to Accrington departing from Central Station at 5:55pm.
April The General Purposes Committee met again when they were presented with a letter from Haslingden Corporation supporting them in submitting a proposal to the LMS for an improvement to the services on the Accrington to Manchester line, and for the electrification of the line beyond Bury to Accrington. A report on the meeting which had taken place between representatives of the Corporation and Chamber of Trade with the Railway Company was also submitted. It was resolved to reply to the Town Clerk of Haslingden indicating that Accrington had already made moves on these matters.
Restrictions were imposed on the numbers of tickets sold to the Fylde Coast resorts at Easter, despite the fact that nine extra trains would operate on Thursday and Saturday. A Sunday timetable would operate on Good Friday, with a normal timetable in operation on Easter Monday. Stationmaster Unsworth had urged people to book early to guarantee a seat, as latecomers might end up being disappointed. The Thursday ‘specials’ would depart Accrington at 9:50 and 10:05 in the morning, and at 12:13, 1:47, 2:37, 4:20, 5:00, 7:40 & 8:08 in the afternoon and evening. There would also be through trains going to Southport at 5:09pm and Fleetwood at 5:55pm. It was felt that scheduled trains would cope with those heading for Morecambe. For those travelling to Blackpool on Good Friday and Easter Sunday, on the 8:30am and the 1pm they would have to change in Preston. On Saturday the ‘specials’ were timed to depart Accrington at 7:25, 8:25, 8:48, 9:39 and 9:50 in the morning, and at 12:13, 12:58, 1:47, 2:37 5:01 and 8:10 in the afternoon and evening.
The through train to Euston would leave Accrington at 8:08 on Thursday and Saturday, but those using this service on Good Friday, would have to catch the 8:25am and make a change in Manchester. Passengers for the Isle of Man were warned that there would be no connection in Liverpool to the 10:45 sailing on Good Friday, and would have to leave Accrington on Thursday, in order to make the boat. On Easter Monday, the service trains to Blackpool would depart at 7:25am and 10:05am and then at 12:13pm, 1:47pm and 2:37pm. There were also two cancellations to scheduled trains on the Monday, the 6am to Colne and the 6:40am to Preston.
It was later announced that over 2,000 people had gone by train to Blackpool at the beginning of the holiday, and Morecambe had attracted about 500, with the resorts sharing a similar number of patrons on each day of the break.
May Meeting again the Town Clerk reported he would be meeting with representatives from neighbouring authorities in Colne on the 13th, to discuss possible improvements to the services through East Lancashire operated by the LMS It was resolved that Alderman Lord would attend as representative of Accrington Corporation.
June The General Purposes Committee had placed before them, the reports from the several conferences held in Colne to discuss possible improvements to the railway services operated by the LMS through the area.
“A combination of bad weather and a clash with the Victory Day celebrations made Whitsuntide one of the quietest on record,” commented an LMS official. Those going to the coast numbered in the hundreds rather than the thousands which had got away at Easter. About a 100 people had boarded the London train on Friday.
July It was better news for people going away at the start of the town’s holidays. This year they would be told the time of the train on which they could return from Blackpool as they booked their period returns in Accrington, rather than having to queue at the resort’s station to be allocated a seat. These times were as follows for those departing Saturday to Saturday, leaving at 7am they would come back one week later on the 9:30am, the 7:50am at 3:50pm and the 10:20am at 10:35am all from Central Station. Those leaving Accrington on the 2:07pm to Blackpool North would come back from there at 10:35am.
On Thursday, a ‘special’ train would depart Haslingden at 7:13pm and Accrington at 7:27pm, to connect at Heysham for the night sailing to Belfast. Another ‘special’ would depart Accrington at 9:24pm, (Haslingden at 9:34) for Devon, via Crewe, Shrewsbury, Hereford, the Severn Tunnel and Bristol calling at all the principal stations enroute through the county to Paignton. A 10:38pm train from Accrington (Haslingden 10:54), would go via London to the south coast, with connections to the continental ferries as quite a few people had obtained visas to travel abroad. The overnight boat train to the IOM would also depart Accrington at 10:23pm.
On Saturday morning there would be a 7:18 and a 10:50 direct to Fleetwood, a Morecambe train at 11:06, whilst the train going along the North Wales coast would be away at 8am, calling at resorts from Prestatyn onwards. Another train would depart Accrington at 9:35 for Bridlington, Filey and Scarborough. A ‘special’ train to Blackpool on Sunday, would leave at 7:45 am with a return at 7:40pm, whilst on Monday, Tuesday, Wednesday and Thursday this extra train would leave at 8:45am and come back at 7:45pm.
Stationmaster Unsworth reported there had been a steady stream of passengers booking advanced tickets all through the week leading up to the start of the holidays, and even though Blackpool was again the overwhelming favourite numbers were down. The Isle of Man had become very popular again as it had been a great favourite before the war, along with destinations in the West Country and the east and south coasts. With the coal shortage easing, Accrington people enjoyed a special excursion to London.
August A man was caught walking off the end of the platform at Huncoat Station instead of going through the ticket barrier in the proscribed way after the 7:02am train from Colne had arrived. James Thomas Thompson from Hapton, a surface worker at Huncoat Pit, told the Bench, “They are very lapse at Huncoat and I thought I could get away with it”! When stopped he had produced a ticket that was out of date, which he claimed he had bought that morning, but he could not pay the 2½ pence fare from Hapton Station. He was fined 20 shillings with 10 shillings costs. (Equal to 244 times the fare!)
September Some of the heaviest rainfall on record dampened the numbers of holidaymakers and day trippers at the start of the September weekend. A relief train was put on for Blackpool in the afternoon of the Saturday, and it was estimated that around 1,000 people went to the resort, with a similar number shared out between the other coastal destinations, Morecambe attracting about 500 and Southport 400. Almost 100 departed on the morning train to London. Excursion tickets were unavailable for trains on Monday, with comparatively less travelling. It was estimated that 250 went to Blackpool, with about 100 each to Southport, Liverpool and Manchester. Officials at Church & Oswaldtwistle Station stated that at no time had passengers exceeded moderate levels.
November The London, Midland & Scottish Railway Company announced, “After experimenting with several colour schemes to ascertain their durability, we are to livery our 8,000 locomotives in unlined black. However, locomotives of the classes, Princess Coronation, Princess Royal, Patriot, Royal Scot and Jubilee would be black lined out in maroon and straw. Our 16,300 passenger carriages will be turned out in maroon to replace the Midland Red scheme. Station names will be of an enamelled metal construction with large straw coloured letters on a maroon field. The type-face that we will adopt will be Gill Sans Serif. However, due to the limitations in supplies of paint, this transformation will take some considerable time”.
December The General Purposes Committee met and it was resolved that Councillor Sproul would be appointed to represent Accrington Council at the Conference of Local Authorities, which is convened periodically at the behest of the Town Clerk of Colne in order to discuss the railway services provided by the LMS in East Lancashire.
The retirement was announced of Mr W. R. Ellis who was the District Foreman of the LMS’s carriage and wagon works in Accrington. Starting for the LNWR in Garston in 1907 he had been in the post at Accrington since 1937, and received a writing set and a reading lamp at a presentation held in his honour.
1947 February Workers at the goods yards in Accrington and district did extra shifts on Saturday and Sunday, the 16th & 17th, in response to an appeal to load up to 900 tons of coal mined over the previous week by colliers in the local pits. This was in order to help alleviate the chronic shortage of fuel being experienced across the nation.
On Wednesday, the 26th, very heavy snowfall caused the Rose Grove to Aintree goods train to be stuck in a drift just to the east of Huncoat Station, derailing 8 empty wagons in the process. German prisoners of war were brought in from a camp in Manchester to help dig out the lines blocked on the approaches to Accrington, sixty deployed on this task whilst 20 more were assisting in the goods yards. Stationmaster Unsworth reported that services had been completely disrupted, with the first train for Manchester only able to get through at 11am, whilst the twenty mile journey from Preston to Accrington was taking four hours to complete. Huge drifts were again disrupting supplies of coal getting through to households, and this had triggered off a spate of pilfering from the coal sidings in the Antley district.
March Between January 28th, and February 23rd, there had been twenty-three days of snow, and it was not until March 17th that two express trains which had been cancelled due to fuel shortages were reintroduced. They were the 7:52am from Accrington to Bury, Manchester Victoria and Salford, and the return 5:12pm Salford to Colne which called at Accrington at 5:52pm.
April The Easter weekend was no busier at Accrington Station than on a ‘normal’ weekend, according to Stationmaster Unsworth. The only queue was for the train taking Burnley supporters to watch their semi-final cup match.
June Whitsuntide was also quiet with services to Blackpool showing little increase. The Station master at Great Harwood Station at this time was Mr R. Turner, who resided at 20 Station Road in the town, which was owned by the Railway to house him and his family.
July There was only one relief train to Blackpool at the start of the Accrington annual holidays, whilst demand for seats on trains going to more distant destinations than the Lancashire coastal resorts had been booked up. These included trains to London, Torquay, Llandudno, Taunton and the west of England. On the overnight specials 400 had booked for the West Country whilst 450 were off to the Isle of Man and 100 for London. There were 250 for Fleetwood, for Southport 400, New Brighton 200, Scarborough 150, the Lake District 100, and Ireland and Scotland about 50 each on the Saturday, whilst tickets for both Blackpool and Morecambe were both down by 50% on the previous year.
September Association football was the big draw at Accrington Station over the September holidays, with 500 off to Burnley to see their home game with Arsenal, and 200 went to Manchester to see Blackburn Rovers play at Maine Road against City. There was an estimated influx of 300 Nelson supporters who detrained in Accrington to watch their game against Stanley Reserves.
August The General Purposes Committee met and whilst referring to a minute of January 1946, the Borough Engineer reported that again the LMS had asked whether the Corporation was interested in acquiring their premises on Antley Old Road as well as some of the disused property on Corporation Street. Following visits to these two sites it was resolved to decline the Railway Company’s offers.
November The Watch Committee met when the Town Clerk reported he had received a letter from the LMS with regard to the termination of the agreement between them and the Corporation for the utilisation of three sites owned by them for the purpose of air-raid shelters. These had recently been demolished and the land cleared, so it was now possible to give notice to terminate the agreement, It was resolved the Town Clerk could serve the appropriate documents in order to end this agreement with the Railway Company.
The Rating & Valuation Committee met to receive correspondence from the Railway Assessment Authority, in which were enclosed extracts from the ‘Draft Part of the Fourth Roll’, which referred to the LMS Railway Company, together with a statutory notice under Paragraph 5 of the Third Schedule to the Railways (Value for Rating) Act 1930. In this connection there was also before this Committee a letter from the County Valuation Commissioner, enquiring if Accrington desired to join with ‘other’ authorities for the purpose of advertising that Section B of the Draft Roll had been deposited, and was open for inspection at the offices of the Authority. Arrangements would be made for this combined advertisement to be inserted into one issue of the Daily Dispatch newspaper, and the cost of this distributed equally between the rating authorities concerned. It was agreed that Accrington would agree to this proposal and contribute its share to the cost.
Due to the acute shortage of serviceable rolling stock local firms who were normally working a five-day week, were asked if they would accept deliveries of merchandise over the weekend of Saturday, the 29th, and Sunday, the 30th, as Accrington’s railwaymen responded to an appeal to free up vans and wagons as quickly as possible. On Saturday, the staff unloaded 44 vehicles, 14 more than normal, whilst on the Sunday, a further 29 were emptied, making a total of 73 between Friday night and Monday morning. The Traffic Superintendent at Accrington, Mr J. Smith, described this as an excellent result considering most were miscellaneous and sundry items rather than bulk loads.
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Ticketing
In the early days of the railway in Accrington trains were often held on the Viaduct for inspectors to collect the tickets before the trains entered the station. This was not only the cause of congestion but also of great annoyance to the passengers. The purchase and dissemination of tickets was a long, tedious and time consuming business, which was the cause of much frustration for clerks, angry passengers and many missed trains. Booking clerks were supplied with a book of counterfoils, which had to be filled in by hand stating on both sides the passenger’s name, the destination and the date, with one portion being separated for the traveller to retain, whilst the stub was then kept on a spike and used for accounting purposes. As can be seen this method was open to much abuse, which translated into a loss of revenue by the railways.
However, a certain Thomas Edmonson, who was born in Lancaster in 1792, came up with a method which would revolutionise the sale of tickets on the railways. He had been apprenticed to Gillow, the famous furniture maker, and had a mind full of inventive ideas, one which was of immense value to the railway companies. This was to number tickets rather than name them. If these pre-printed cards were numbered, contained the stations identity with that of the intended destination, and placed in a dispensing tube with the lowest numbered at the bottom and the highest at the top, all that was required was for them to be stamped with a date before sale to the intending passenger. He went to a Mr Blaylock, a watchmaker and friend, and he constructed a device on these lines. The first Company to install these ticket machines was the Manchester & Leeds, and for this he was paid at the rate of half a sovereign per mile of line per year. Soon afterwards, Captain William Scarth Moorsom, a director, introduced the new system on the Birmingham & Gloucester Railway, to be followed by his brother, Captain Constantine Richard Moorsom, of the North Western Railway. This system was very soon adopted by all railway companies in Britain and then all over the world. From this Edmonson became a very rich man. It was estimated that by the outbreak of the Great War there were over one-thousand-million tickets dispensed by this method, and over three-quarters of a million on the Lancashire & Yorkshire Railway. The L & Y remained a customer of the Edmonson system, until they brought it ‘in house’ in August, 1921.
The L & Ys early tickets were coloured –
| Class | Return | Single |
| 1st | yellow/white | white |
| 2nd | pink/sky blue | dark pink |
| 3rd | orange/green | green |
| Day/Half day excursion | off-white with coloured hatching | – |
| Child annual season 3rd | green/black/ yellow | – |
| Bicycle | scarlett | @ 6d for 25 miles |
Edmonson’s younger brother, George, who was a renowned educationalist at Tulketh Hall School, also had a railway connection, in that he had his pupils study Bradshaw’s Guide. They became skilled in the art of devising railway schedules, diagrams of working and timetables, as part of their education. Several of these young men found meaningful employment on the railways having gained these skills.
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CHAPTER 9
On January 1st, 1948, the nation’s railways were nationalised by the Labour Government under the leadership of the Prime Minister, Clement Atlee to be administered initially by the British Transport Commission’s Railway Executive. They promptly initiated a full review of the Nation’s railways, which possibly explains why during the following period little was done which involved the Corporation of Accrington and its surrounding townships.
At midnight on December 31st, 1947, the following 35 engines were allocated to Accrington Motive Power Depot. Following the nationalisation of the Accrington shed was coded 24A, which meant it kept its status as the head shed in the area.
In the British Railways numbering scheme all ex-London Midland & Scottish engines had prefixes added to their existing numbers. Those with 3 digits + 40, those with four digits + 4 and on those ex-Lancashire & Yorkshire engines the 1 was replaced by a 5.
| Origin | Built | New | Type | Class. | originally | re-numbered | Withdrawn |
| LMS Fowler | Derby Works | Feb. 1932 | 4 – 4 – 0 tender | 2P | 676 | April 1951 | Aug. 1957 |
| LMS Fowler | Derby Works | Apr. 1932 | 4 – 4 – 0 tender | 2P | 682 | April 1954 | Feb. 1961 |
| LMS Fowler | Derby Works | Apr. 1932 | 4 – 4 – 0 tender | 2P | 683 | February 1949 | Mar. 1961 |
| LMS Fowler | Derby Works | Sep. 1925 | 4 – 4 – 0 tender | 4P | 1100 | February 1949 | Mar. 1959 |
| LMS Fowler | Derby Works | Sep. 1925 | 4 – 4 – 0 tender | 4P | 1101 | May 1948 | Aug. 1959 |
| LMS Fowler | Derby Works | Oct. 1925 | 4 – 4 – 0 tender | 4P | 1102 | May 1949 | Dec. 1958 |
| LMS Fowler | Vulcan Foundry | Feb. 1927 | 4 – 4 – 0 tender | 4P | 1185 | August 1951 | Nov. 1957 |
| LMS Fowler | Vulcan Foundry | Feb. 1927 | 4 – 4 – 0 tender | 4P | 1187 | December 1948 | July 1956 |
| LMS Fowler | Vulcan Foundry | Mar. 1927 | 4 – 4 – 0 tender | 4P | 1194 | June 1948 | Aug. 1957 |
| LMS Fowler | Vulcan Foundry | Mar. 1927 | 4 – 4 – 0 tender | 4P | 1198 | December 1949 | Nov. 1955 |
| LMS Fairburn | Derby Works | Nov. 1947 | 2 – 6 – 4 tank | 4MT | 2295 | October 1949 | Oct. 1965 |
| LMS Stanier | Derby Works | Mar. 1936 | 2 – 6 – 4 tank | 4MT | 2433 | November 1949 | May 1962 |
| LMS Stanier | Derby Works | Apr. 1937 | 2 – 6 – 4 tank | 4MT | 2490 | May 1949 | May 1960 |
| LMS Stanier | North British | July 1936 | 2 – 6 – 4 tank | 4MT | 2548 | December 1948 | Feb. 1967 |
| LMS Stanier | Derby Works | Sep. 1938 | 2 – 6 – 4 tank | 4MT | 2634 | August 1948 | Jan. 1965 |
| LMS Fowler | Horwich Works | May 1928 | 0– 6 – 0 tender | 4F | 4460 | June 1950 | Oct. 1964 |
| LMS Fowler | North British Works | Dec. 1927 | 0 – 6 – 0 tender | 4F | 4479 | April 1950 | May 1964 |
| LMS Satnier | Armstrong Whitworth | Oct. 1935 | 4 – 6 – 0 tender | 5MT | 5200 | February 1949 | Sep. 1953 |
| LMS Stanier | Armstrong Whitworth | Aug. 1937 | 4 – 6 – 0 tender | 5MT | 5396 | June 1948 | Feb. 1966 |
| Stanier War Dep. | Swindon Works | July 1944 | 2 – 8 – 0 tender | 8F | 8448 | January 1950 | July 1968 |
| Stanier War Dep. | Swindon Works | July 1945 | 2 – 8 – 0 tender | 8F | 8479 | August 1950 | Feb. !966 |
| Stanier War Dep. | Brighton Works | June 1944 | 2 – 8 – 0 tender | 8F | 8705 | January 1949 | Mar. 1967 |
| Stanier War Dep. | Brighton Works | Aug. 1944 | 2 – 8 – 0 tender | 8F | 8722 | May 1949 | May 1968 |
| Aspinall L & Y | Kitson Works | Feb 1878 | 0 – 6 – 0 saddle tank | 2F | 11361 | July 1948 | Oct. 1956 |
| Aspinall L & Y | Horwich Works | Sep. 1893 | 0 – 6 – 0 tender | 3F | 12216 | August 1948 | Dec. 1958 |
| Aspinall L & Y | Horwich Works | July 1894 | 0 – 6 – 0 tender | 3F | 12238 | August 1948 | July 1951 |
| Aspinall L & Y | Horwich Works | July 1895 | 0 – 6 – 0 tender | 3F | 12288 | July 1948 | Oct.1951 |
| Aspinall L & Y | Horwich Works | Sep. 1900 | 0 – 6 – 0 tender | 3F | 12412 | June 1950 | Mar. 1957 |
| Aspinall L & Y | Horwich Works | July 1906 | 0 – 6 – 0 tender | 3F | 12441 | August 1948 | Sep. 1962 |
| Aspinall L & Y | Horwich Works | June 1909 | 0 – 6 – 0 tender | 3F | 12452 | September 1948 | June 1960 |
| Aspinall L & Y | Horwich Works | July 1909 | 0 – 6 – 0 tender | 3F | 12524 | February 1951 | Aug. 1954 |
| Aspinall L & Y | Horwich Works | Dec. 1917 | 0 – 8 – 0 tender | 6F | 12821 | May 1948 | Mar. 1949 |
| Aspinall L & Y | Horwich Works | Jan. 1918 | 0 – 8 – 0 tender | 6F | 12822 | August 1949 | Oct. 1950 |
| Aspinall L & Y | Horwich Works | Mar. 1918 | 0 – 8 – 0 tender | 6F | 12825 | September 1948 | Mar. 1950 |
| Aspinall L & Y | Horwich Works | July 1918 | 0 – 8 – 0 tender | 6F | 12831 | May 1948 | Feb. 1951 |
THE BRITISH RAILWAYS ERA
(This was the age of the train as a vehicle for leisure as it had never been before, as the car had not yet become a universal means of transport. Holidaymakers, day trippers, football fans and walkers would all look to the railways as a means to spending their time and money in the pursuit of enjoyment in the post-war euphoria, despite some continuing austerity. The number of destinations available was enormous, as line and station closures were a thing of the future. The period under review in this chapter, would only be blighted by a national stoppage by the Unions, along with a gradual decline in the standards due to a continuing lack of investment.)
1948 March On Tuesday, the 2nd, a sixty-three year old platelayer from the National Coal Board, was killed by a train as he was walking along the lines from Church Station towards Accrington. At the inquest William Nield, of Roe Greave Road, stated that he was with Thomas Henry Wilson, of St. Pauls Street in Oswaldtwistle, and they were intending to catch the 07:32 to Rose Grove. A porter had informed them that this train was running very late, and so they had decided to walk to Accrington to board a train coming through from Manchester. Mr Nield had gone first leaving the deceased trailing behind and did not know what had happened until the news reached Accrington Station. An electrician working for the BR, said as the train passed by he saw a man spin around the nearside of the locomotive. Thomas Barlow, the driver of the engine, said it was travelling at about 25mph, but did not see the man until he was thrown to one side, so concluded he must have been walking between the rails. In recording a verdict of accidental death, Deputy Coroner, Mr Rowland said, “This was totally the fault of the deceased that this needless death had occurred”.
Workmen from the Water Board were called to a crane siding in the goods yard off Scaitcliffe Street, when a burst water main sent water cascading out of the yard and into the road.
At Easter most of the excursion trains were for local resorts, and passenger numbers were up on previous years.
May British Railways announced ‘sailing tickets’ would be required for journeys connecting Holyhead and Kingstown, Heysham and Belfast, and Stranraer and Larne, during the period June 11th, to September 11th. These tickets would be issued without charge at stations when train tickets were purchased for these routes.
The reintroduction of cheap excursion tickets was the main reason for the 20% increase in demand for the trains over the Whitsuntide weekend, with over 1,000 visiting Blackpool, Morecambe or Southport.
July Despite an increase in fares of 3/3d in the pound (16∙25%), advanced bookings at the office which had opened the previous Friday before the holidays, were up on previous years. The Isle of Man was the most popular destination ahead of Torquay, then Bournemouth with Eastbourne and Teignmouth also attracting heavy bookings. The poor weather was given as the reason for a fall in bookings to the Lake District and more surprisingly Blackpool, but Scarborough again proved popular.
Stationmaster Unsworth was keen to emphasise that a ‘considerable’ amount of luggage went astray each year due to the lack of clear labelling, and was encouraging passengers to fill in labels giving accurate details. Cheap day return tickets would be available between Monday, July 26th, and Friday, July 30th, to any destination with a radius of 60 miles from Accrington. In addition to normal service trains there would be excursion trains on the Monday, Tuesday and Wednesday, to Blackpool, then to Poulton and Fleetwood on the Saturday. On Saturday, the 24th, special trains would depart for Prestatyn and the North Wales Coast, Lancaster for the Lake District, Morecambe, Scarborough and Fleetwood for the boat to Douglas. Overnight trains to London and destinations in the West Country, would leave on Friday, the 23rd. Passengers from Church & Oswaldtwistle for trains which did not pass through or not call there, could travel to Accrington on service trains without extra charge.
August Three boys were prosecuted for causing malicious damage to the railway, by placing a bogie wheelset in the permanent way in the yard adjacent to Charter Street. This was struck by a locomotive travelling at 10mph, and it was fortunate that the engine was only travelling slowly but the damage was still assessed at £3.
September Early on the morning of Monday, the 6th, a goods wagon came off the lines close to Huncoat Station. Trains were delayed whilst a breakdown crane was summoned to lift the wagon clear, and single line working was in operation affecting twelve services up until 09:30.
October On Sunday, the 10th, in connection with work to construct a new power station in Huncoat, a 101 year old railway bridge was demolished. This bridge no longer served its purpose due to the laying of new sidings to serve this plant. The work involved drilling 38 holes in the crown and abutments, and 25lbs of gelignite detonated by a cordite fuse from 100 yards distant. The running lines were covered to avoid any damage and 60 tons of rubble was removed before normal services were resumed. The work was carried out by experts from ICI under the direction of Mr G. R. Thurston, the engineer of the Railway Executive.
November On Sunday and Monday, the 21st and 22nd, train services were delayed by up to half an hour, when the densest fog the area had seen descended. Drivers were operating their trains at caution due to the inability to sight signals. The problems were worst on the line up to Ramsbottom.
1949 (The post-war and more particularly the post-nationalisation era, saw a huge increase in demand for excursions by rail, very many of which were to the coastal resorts to the west. Although Accrington had substantial facilities for handling coaching stock, it was decided that Colne would be the centre from which many were marshalled. It was also the place where a large proportion commenced and ended the day. Colne had sufficient capacity to hold up to 200 carriages, and at peak holiday times there could be over twenty extra trains which ran through East Lancashire. As many as 20 empty carriages would arrive in lots from various places around the system, to be marshalled by the duty rolling stock inspectors for specials due to set out over the following days.)
February The Housing Committee met when the Town Clerk submitted a letter from the Accrington Branch of the National Union of Railwaymen, concerning the Council’s policy for letting property, and requesting that consideration should be given to the letting of houses to railway workers as a priority. It was resolved that no action would be taken, and that the Town Clerk would reply by setting out the Council’s policy for granting tenancies.
March At the Annual General Meeting of the London, Midland & Scottish Railway, Church Councillor, John Wilson, caused uproar when he suggested that directors should be made to retire on reaching the age of 70. When the adjourned meeting reconvened, the two directors who were past the suggested age limit, Sir Guy Granet and Mr Lionel Hitchens had both been re-elected by overwhelming majorities. There was uproar when the Chairman, Lord Stamp, announced the results of the vote and tried to close the meeting. The Board then left the room to booing from the shareholders, who held a meeting of their own with Councillor John Wilson in the Chair.
April Exceptionally strong winds and heavy downpours were deterring day trippers from booking on excursions by rail over Easter. Half-day trips were on offer to Blackpool or Southport on each of the four days beginning on Good Friday. However, 500 still went to Blackpool, 350 to Southport, plus an additional 200 on an evening excursion to Blackpool. On Saturday a further 400 made the day trip and 300 the evening run to the resort. On Sunday the figures were Blackpool 200 and Southport 130, which were approximately repeated on Easter Monday.
May Additional trains were timetabled to operate from Accrington on weekdays to – Fleetwood at 08:46 for the Isle of Man (between June 6th and September 10th), and at 09:48 to Blackpool (June 18th to September 10th). There would be a 12:12 Saturdays only train to Bradford via Hebden Bridge, (starting on Saturday, June 4th), and to Bradford via Skipton and Keighley (July 16th to September 3rd). On Sundays there would be a 09:40 to Liverpool (June 15th to September 18th), a 09:15 to Blackpool (June 26th to September 4th), a 13:42 all stations to Todmorden (to run from May 29th), a 17:48 to Leeds via Sowerby Bridge and Halifax (from June 5th), an additional train to Preston at 09:12 (from May 29th), and a 09:35 to Leeds via Burnley Manchester Road and Bradford (June 5th to September 18th).
June A whole raft of minor changes to the scheduled timetable would see – the 05:30 all stations to Colne retimed to 05:39, the 07:08 all stations to Colne retimed to 07:10 the 07:28 from Hapton to Accrington withdrawn, the 09:10 all stations to Todmorden retimed to 09:12, the 10:35 all stations to Colne retimed to 10:41. There would be an additional 12:28 via Manchester and Stockport to London Euston, whilst the 16:07 to Stockport would be retimed to 16:09, and the 16:12 to Colne (Saturdays excepted) would now depart Accrington at 15:36 ex-Stockport. The 18:34 all stations to Colne would be retimed to 18:38. The 22:10 to Manchester Victoria would now depart 2 minutes later, the 22:22 to Colne 3 minutes later and the 23:21 to Colne at 23:28. There would be an additional service to Colne at 23:22 coming through from London Euston via Stockport.
July Despite the fact that the staff at Accrington’s Goods Station were not operating a ‘go slow’, it was anticipated that the industrial action at nine goods depots in the Manchester area would have an adverse effect on the railway. Only about one third of the workload was being handled by them at this time.
Holiday bookings would include those from Church & Oswaldtwistle, to destinations further afield with the Isle of Man the most popular. Overnight specials would depart East Lancs on Friday night for London, Glasgow and some south coast resorts, along with Fleetwood for the IOM Steamer. On Saturday 4 specials were for Blackpool, an additional 2 for Fleetwood and 1 for Morecambe. Extra staff was brought in to Accrington Station to help cope with the exodus, and passengers were only allowed to access the platforms when their respective trains came in. Following a period of twenty-nine continuous days without rain, the numbers were up on previous years, although the Stationmaster at Church said they were still far less than in the pre-war period.
October An ‘open’ verdict was arrived at, at an inquest into the death of a Mr Frank Hayes who was found dead on the railway on the 16th.
(At the start of the decade the area had a substantial amount of industrial sites served by railways all of which were operational. Because a substantial amount of the information about these lines is from this decade, before they were progressively closed, I have chosen this point in which to insert this material.)
Industrial Railways, (circa 1950)
Clayton-le-Moors derived its name from the clay which is almost unique to the world. One of the properties of this material was that it not only can be used in the manufacture of extremely hard bricks, but these were resistant to corrosion from salt air. The area had several quarries where this clay could be excavated and from it a large brick making industry was built up. The most famous of the companies was the NORI Brickworks. When manufacturing began the company wanted to call their bricks ‘iron’ bricks but permission was refused, so they simply reverse the word to NORI, and this was how the name was derived. Much of the clay for the manufacture of bricks and tiles was taken out of Whinney Hill for Nori and another company adjacent to the hill, whereas other brickworks took clay from quarries into the side of the Coppice, the hill which stands high to the east overlooking Accrington.
Two collieries also could be found in the district, one close to the railway behind Huncoat Station, the other on the far side of Whinney Hill in Altham known as Moorfield Colliery. Following a disaster in which many miners lost their lives, the pit in Altham closed and the site was occupied by the Coke Works.
In order to serve these facilities from the railway and to transport away these important products it was necessary to construct an industrial line, which was part-funded by the Whinney Hill Plastic Brick Company. This line which was constructed between 1894 and 1895, had two outlets one to the east of Huncoat Station, the other just beyond the cricket club. Both these lines were linked by a loop to the north, which had to pass over two high viaducts on brick piers, the one over Whinney Hill Road being extremely impressive. One branch came off this loop beyond the cricket field and ran to the NORI works in Altham. The second continued turning east to serve the second brickworks before continuing on to circumnavigate Whinney Hill to several sidings at the coke works. Beyond the sidings at these brickworks the line turned again to run towards Huncoat where it met another set of sidings and lines associated with Huncoat Pit.
All the industries had their own sets of holding and exchange sidings, with NORI housing the engine shed for the industrial locomotive which worked over these lines, the first of which was a 0-4-0 saddle tank, called ‘Whinney Hill’, built by Andrew Barclay & Sons in 1897. Most of the material associated with the manufacture of building materials was held and transferred at the sidings to the west of Bolton Avenue, whilst the fuel and associated products were transferred through the sidings adjacent to Enfield Road. Each of these sites was controlled from a signal box, the one at Huncoat also being responsible for operating the level crossing gates. Highbrake Mill was demolished leaving the brickworks as the only building on Brake Terrace, the brickworks itself standing in part of a disused quarry. By this time it was receiving its raw materials by an elevated conveyor, which carried the shale over half a mile from the Coppice site over Burnley Road into the works.
The line fell out of use in the early 1960s and the high viaducts demolished, with the rest of the trackbed turned over to a nature trail in the 1980s that can be walked today, except for where the M65 cuts across at Clough Bank.
(As a boy the cricket field was a great place to go trainspotting. It was just by the side of the footbridge over the railway from Whitewell Road, and also where some exchange sidings were located. I well remember watching a cricket match with my father on a Saturday afternoon, whilst the driver and fireman were shunting wagons on the spur behind the cricket pavilion. They often used to pause for a minute or two to watch the game over the boundary wall, from their elevated perch on the locomotive footplate.)
At this particular period in time Bolton Avenue ended as a highway at the railway, but later the road was lowered to enable it to connect with Whinney Hill Road at a ‘T’ junction. During the 1970s the land between the railway and Whinney Hill Road was transformed into an industrial estate, with one works turning out massive concrete girders for the construction industry. By this time the industrial railway had been abandoned and the viaducts removed, although it was and still is possible to walk along the line of the old railway for a good distance. Both the Nori and Redac sites are now housing estates, but the Brick & Tile Company still is capable of manufacturing bricks when it is not being ‘mothballed’. The quarry ceased to be worked for clay in the 1960s and was turned over to a massive land-fill site which at the time of writing is almost full, allowing Whinney Hill to be landscaped and replanted. The coke works also closed in the 1960s leaving the Moorfield estate deserted for a long period.
Some of the embankments and cuttings which carried these lines around Whinney Hill can still be walked until they reach the M65 motorway.
HUNCOAT’S INDUSTRIAL LOCOMOTIVES
Builder’s Abbreviations – AB = Andrew Barclay. FW = Fox Walker. GR = Grant Ritchie. HC = Hudswell Clarke. HE = Hunslet Engine Co. HL = Hawthorne Leslie. MW = Manning Wardle. NB = North British Locomotive Co. S = Sentinel Wagon Works. ST = Saddle-tank. DH = Diesel-hydraulic, coupled wheel arrangement either 0-4-0 or 0-6-0.
Huncoat Colliery
(MW) ‘Magnet’ a 0-6-0ST new 1867, ex-Cronton Colliery, Whiston in 1948, scrapped during 1951.
(MW) unnamed a 0-4-0ST new 1881, ex-T.A. Walker (contractor), then Planet Foundry, Guide Bridge.
(HL) ‘Raven’ a 0-4-0ST new 1883 and scrapped on site during 1969.
(WM) ‘Robin’ a 0-4-0ST new 1883, ex-Baxenden Colliery, then Bank Hall Colliery, Burnley.
(HE) ‘Kathleen’ a 0-4-0ST new 1891, ex-Towneley Demesne Colliery, Burnley, then to Bank Hall
Colliery, Burnley in 1948.
(GR) ‘John’ a 0-4-0ST new 1901, ex-Bank Hall Colliery, Burnley in 1956, scrapped during 1958.
(MW) ‘Linnet’ a 0-4-0ST new 1902, scrapped on site during 1964/65.
(MW) ‘Lark’ a 0-4-0ST new 1907, scrapped on site during 1964/65.
(HC) ‘George’ 0-4-0ST new 1917, ex-Bank Hall Colliery, Burnley in 1956, then returned to Bank Hall.
(MW) ‘Kestral’ 0-4-0ST new 1936, scrapped on site in 1969.
(HL) ‘Falcon’ 0-4-0ST new 1936, ex-Ince Moss Colliery, Wigan 1961, then to William Pitt Engine
Sheds, Cumbria 1968/69.
(S) Unnamed 0-4-0 new 1954, during 1955 for demonstration purposes, then to Lancs Steel Corp,
Irlam.
(NB) ‘Merlin’ 0-4-0DH new 1957, then to Bank Hall Colliery Burnley in 1969.
Huncoat Power Station All were ‘fireless’ (compressed steam) locomotives.
(HL) No 3 0-6-0 new 1929, ex-Chadderton Street Power Station, Oldham 1958, to Tanfield Railway,
Durham, in 1982 for preservation.
(?) Unnumbered 0-4-0 new 1949, ex-Stuart Street Power Station, to Wards, Ilkeston in 1986 for
scrap.
(B) No 1 0-4-0 new 1951, to Wards, Ilkeston in 1986 for scrap.
(?) Unnumbered 0-4-0 new 1952, ex-Whitebirk Power Station, Blackburn, and returned to
Whitebirk Power Station in 1954.
(HL) No 2 0-6-0 new 1953, to Wards, Ilkeston in 1986 for scrap.
Accrington Plastic Brick Company
(AB) ‘Nori’ a 0-4-0ST new 1894, ex-Accrington Brick & Tile Co. in 1962, scrapped during 1964/65.
(AB) ‘Whinney Hill’ a 0-4-0ST new 1897.
Church’s Industrial Railways, (circa 1950)
Whereas to the east of Accrington around Huncoat the industries were based on the manufacture of building materials, Church was a centre for producing chemicals. In common with Huncoat it did have a coal mine, the Aspden Colliery, but the main features were chemical works.
Like most small town stations Church & Oswaldtwistle Railway Station, although being wholly situated in Church, did have a yard for handling goods which contained its own shed. The two platforms were linked by an underpass from the station booking hall which was on the approach to Platform 1 for trains travelling west towards Blackburn, Preston and beyond. Platform 2 was for trains travelling towards Accrington and further to the east. The platform ends extended to a low bridge over Market Street, which up until much later was too low for double deck trams to pass beneath, so when the line was extended to Oswaldtwistle on electrification of the tramway, only single deck cars could pass through.
Immediately after the short viaduct which spanned Tinker Brook and the unmade Coach Road through Foxhill Bank, the sidings for Blythe’s Chemical Works began. It is interesting to note that besides bringing in raw materials for Blythe’s and transporting out the finished articles, these sidings were where the trams for Accrington’s system were offloaded, having been brought in by train by the Lancashire & Yorkshire Railway. Here they were transferred to horse-drawn carts for delivery to the depot on Ellison Street.
Blythe’s Chemical Works was an extensive site which manufactured all sorts of products, some of which were quite dangerous. These included a plant for the production of arsenic, a deadly poison, which often gave the workers a yellow complexion and gave it the nickname the ‘Canary Isle’. It also was involved in the manufacture of high explosives, which resulted in a massive catastrophe when a building blew up during the First World War, damaging buildings in the vicinity including the horse stables.
Travelling east towards Rishton the railway then passed over two short bridges in succession, the first over the main road to Blackburn, the second over the Leeds & Liverpool Canal. The bridge over Blackburn Road was too low for highbridge trams to pass beneath, so special low-height trams were used on the services passing between Accrington and Blackburn. Later the road surface was lowered which often in heavy rain caused it to flood. The canal, 127-miles in length, was vital to the early development of Church where a large warehouse was constructed at the wharf where the canal took a sharp turn eastwards just a couple of hundred yards beyond the half-way point between the cities on its two extremities.
Immediately beyond the canal and the kilns another two sets of sidings were situated, those on the west to serve the colliery at the end of the Aspden Valley, those to the west known as Metcalf’s Sidings to service yet another branch of the chemical industry.
Going towards Rishton the line had to cross the long Aspden Valley which proved to be a formidable obstacle to the early railway engineers. The first solution was a wooden trestle viaduct much in the style of those constructed in America, but later the authorities decided to fill it in with ash. This was a by-product of the railway itself. (The project took several years to complete with some claiming that it took until 1928 for the whole structure to be covered.)
The colliery was closed to be followed by the one at Huncoat and the Scaitcliffe Pit in Accrington, and a scaling down of chemical production rendered the sidings beyond the canal redundant. Blythe’s Sidings continued to be used up until the early 1960s, when road transport replaced the railway for the delivery and transportation of materials from the complex. This area was then turned over to a site for travellers.
The station buildings were removed as was the goods shed at about the same time, leaving just the two platforms with rudimentary facilities for passengers. The yard which had previously seen use for the exchange of goods eventually became a builders’ merchant’s depot. The two huge reservoirs which the railway bisected were both filled in, with first the one on the Oswaldtwistle side and later the one on the Church side being developed into housing estates. In partnership with a large local retail centre an association of Friends of Church & Oswaldtwistle Station has taken responsibility for the upkeep of the station platforms, where only the local trains now call.
1950 January The Town Clerk submitted a circular from the Association of Municipal Corporations, outlining negotiations which had gone on since 1947 to produce a general formula from the Ministry of Transport, for calculating the expense of maintaining road surfaces on bridges going over railway lines. Following consultations between the Railway Executive and the Association, they concluded that in view of the abortive result of these talks, they could no longer advise their members to comply with the requests that the Railway Executive had issued on March 17th, 1949, ‘That when the existing agreements had expired they should be renewed and then extended on these same terms’. It was resolved that this letter would be noted, and that the terms of the Association’s decision would be implemented at the appropriate time.
The Borough Engineer then submitted a letter from the Chief Superintendent of Police, in which he stated that the timings on the traffic lights at the British Railway’s bridge on Scaitcliffe Street were “insufficient” to clear the traffic. It was resolved that the firm of Forest City Electric Co. Ltd, of Manchester would, as installers of these signals, be asked to supply a ‘four period timer’ in order to comply with the recommendations of the Superintendent.
February A 28 year old Huncoat father was killed on the 15th, when he was hit by a train as he attempted to cross the tracks at an unauthorised location.
July The Highways Committee met to receive a communication from the Association of Municipal Corporation Transports, stating that the British Railways Executive would shortly be communicating with members giving notice that they wished to resume negotiations on the question of maintaining the roadways over the bridges, just as soon as preliminary talks had been concluded with the Ministry of Transport. They were prepared however to continue to maintain roads on an interim basis, on the understanding that the final agreement on this issue would be backdated to January 1st, 1950. It went on to say that, ‘with regard to the so far unsatisfactory course of their negotiations with the Railway Executive, their present proposals would not be the ones given the support of the Association. This letter was noted.
August At a meeting of the Highways Committee, the Town Clerk submitted a letter from the British Railways Executive, London Midland Region, stating that in order to renew the tracks at the level crossing on Station Road in Huncoat, they would require under the Road Traffic Act of 1930 (S47) to close this road. They therefore requested that the Council take the necessary steps under this Act to close this highway to all vehicular traffic between midnight and 07:30 on Sundays, the 16th and 23rd, of September next. It was resolved the Borough Engineer and the Town Clerk would make the arrangements necessary to comply with this request.
In September 1950 Accrington had an allocation of 31 engines as listed –
| Origin | Built | New | Type | Class. | Number | Out | Withdrawn |
| LMS Fowler | Derby | Feb. 1932 | 4 – 4 – 0 tender | 2P | 40676 | May 1951 | Aug. 1957 |
| LMS Fowler | Derby | Feb. 1932 | 4 – 4 – 0 tender | 2P | 40677 | October 1951 | Nov. 1959 |
| LMS Fowler | Derby | Mar. 1932 | 4 – 4 – 0 tender | 2P | 40680 | September 1952 | Nov. 1959 |
| LMS Fowler | Derby | Apr. 1932 | 4 – 4 – 0 tender | 2P | 40681 | March 1953 | Aug. 1962 |
| LMS Fowler | Vulcan Foundry | Mar. 1927 | 4 – 4 – 0 tender | 4P | 41188 | October 1950 | Nov. 1955 |
| LMS Fairburn | Derby | Jun. 1948 | 2 – 6 – 4 tank | 4MT | 42153 | March 1961 | Aug. 1964 |
| LMS Fairburn | Derby | Nov. 1947 | 2 – 6 – 4 tank | 4MT | 42295 | March 1961 | Oct. 1965 |
| LMS Stanier | Derby | Mar. 1936 | 2 – 6 – 4 tank | 4MT | 42433 | January 1960 | May 1962 |
| LMS Stanier | Derby | Apr. 1936 | 2 – 6 – 4 tank | 4MT | 42437 | September 1958 | June 1964 |
| LMS Stanier | North British | July 1936 | 2 – 6 – 4 tank | 4MT | 42548 | March 1959 | Feb. 1967 |
| LMS Stanier | North British | July 1936 | 2 – 6 – 4 tank | 4MT | 42549 | March 1959 | Nov. 1961 |
| LMS Stanier | Derby | Sep. 1938 | 2 – 6 – 4 tank | 4MT | 42634 | July 1957 | Jan. 1965 |
| LMS Stanier | Derby | Nov. 1938 | 2 – 6 – 4 tank | 4MT | 42643 | March 1961 | Dec. 1963 |
| LMS Stanier | Derby | May 1941 | 2 – 6 – 4 tank | 4MT | 42661 | January 1960 | Oct. 1962 |
| LMS Hughes | Horwich | May 1927 | 2 – 6 – 0 tender | 5MT | 42716 | September 1951 | Oct. 1964 |
| LMS Hughes | Horwich | May 1927 | 2 – 6 – 0 tender | 5MT | 42717 | September 1951 | July 1963 |
| LMS Hughes | Horwich | May 1927 | 2 – 6 – 0 tender | 5MT | 42718 | September 1951 | Feb. 1964 |
| LMS Hughes | Horwich | Oct. 1930 | 2 – 6 – 0 tender | 5MT | 42843 | April 1952 | May 1963 |
| LMS Fowler | Horwich | May 1928 | 0– 6 – 0 tender | 4F | 44460 | November 1950 | Oct. 1964 |
| LMS Fowler | North British | Dec. 1927 | 0 – 6 – 0 tender | 4F | 44479 | November 1950 | May 1964 |
| LMS Fowler | North British | Dec. 1927 | 0 – 6 – 0 tender | 4F | 44486 | September 1950 | Jan. 1965 |
| LMS Stanier | Armstrong Whitworth | June 1937 | 4 – 6 – 0 tender | 5MT | 45367 | August 1951 | Nov. 1963 |
| LMS Stanier | Armstrong Whitworth | Aug. 1937 | 4 – 6 – 0 tender | 5MT | 45396 | May 1951 | Feb. 1966 |
| L & Y Aspinall | Miles Platting | June 1880 | 0 – 6 – 0 s/tank | 2F | 51410 | April 1954 | Apr. 1954 |
| L & Y Aspinall | Vulcan Foundry | Apr. 1883 | 0 – 6 – 0 s/tank | 2F | 51514 | November 1953 | Nov. 1953 |
| War Dept. Riddles | North British | Oct. 1943 | 2 – 8 – 0 tender | 8F | 90206 | July 1951 | May 1963 |
| War Dept. Riddles | North British | Jan. 1945 | 2 – 8 – 0 tender | 8F | 90402 | July 1951 | Apr. 1964 |
| War Dept. Riddles | North British | Feb. 1945 | 2 – 8 – 0 tender | 8F | 90416 | August 1951 | Apr. 1964 |
| War Dept. Riddles | Vulcan Foundry | Jan. 1944 | 2 – 8 – 0 tender | 8F | 90610 | August 1951 | May 1967 |
| War Dept. Riddles | Vulcan Foundry | Mar. 1944 | 2 – 8 – 0 tender | 8F | 90632 | August 1951 | May 1965 |
| War Dept. Riddles | Vulcan Foundry | Feb. 1945 | 2 – 8 – 0 tender | 8F | 90713 | August 1951 | Nov. 1963 |
The Ministry of Supply, ‘Austerity’ locomotives initially carried War Department numbers and details of these and the dates of renumbering are as follows. 90206 (77242 to March 1949), 90402 (78612 to April 1949), 90416 (78546 to March 1949), 90610 (77466 to May 1949), 90632 (78629 to May 1949) and 90713 (79275 to March 1949).
The LMS Hughes mixed traffic 2 – 6 – 0 locomotives built at Horwich were referred to as ‘Crabs’.
The builders referred to were located at Newton-le-Willows in the case of the Vulcan Foundry, in Glasgow in the case of North British and in Newcastle-upon-Tyne in the case of Armstrong Whitworth.
1951 January During the month excursions were operating to Liverpool on Saturday, the 13th, for 5/6d, departing Accrington at 12:21 returning from Exchange Station at 23:10. Then an all stations through Lancaster to Barrow-in-Furness around Morecambe Bay on Sunday, the 21st, departing Accrington at 11:10 returning from Barrow at 7pm, for 5/3d to Lancaster and 9/- to Barrow. On Saturdays the 13th and 20th, to Blackpool at 16:40 (13th) and 16:35 (20th) for 3/9d with admission to the Tower or the Winter Gardens for 1/- extra. Returns were from Central Station at 22:45 or from Blackpool North at 23:05 (fares from Church & Oswaldtwistle were 3d less).
February New instructions were given to footplate men to carry out if they thought they had struck someone or something on the line. These came about following an inquest into a 51 year old platelayer who was killed by a train at Ravenshore Bridge, in Helmshore. The fireman on a goods train, Edwin Lane, of Clayton, said his engine had started slipping and come to a halt near Helmshore Station, and he had observed the deceased standing on the lines a short distance away when an express train came through. He then saw his body lying in a gravel pit. The stationary locomotive was blowing off steam at the time, which possibly masked the sound of the whistle from the approaching train. The driver of the express, Harold Wright, from Salford, stated his fireman Frank Ackerley had sounded a blast on the whistle and they did not think they had hit anything. They were travelling around a bend at about 50mph so could not observe what they had passed. Wright told the Coroner, “If I knew I had hit someone I would have halted at the nearest signal box to report it”. The locomotive was later examined but no traces of flesh could be found. It was established that William Crook had died of a fractured skull and multiple injuries, which would have resulted in instantaneous death. In recording a verdict of ‘misadventure’ the Coroner stated he could find no evidence of negligence by any party.
With the possibility of industrial action hanging over them, the employees at Accrington goods yard and depot were continuing to work normally until the union’s executive decided on what further action would be taken in a dispute over pay. All the carters at the Manchester depots had now come out on strike, leaving 780 loaded wagons and vans stranded. Talks were ongoing with the Railway Executive. Later the 40 workers at Accrington decided on a work to rule and a ban on overtime, which resulted in two months of continuous Sunday working coming to an end.
March An extra train for Blackpool would be put on at 09:05 on Good Friday morning, whilst there would be excursions to Barrow-in-Furness, Bolton Abbey and Ilkley. On Easter Saturday more ‘specials’ would operate to Morecambe and Southport, to Liverpool and/or New Brighton, to Sheffield or Chesterfield and also on Easter Sunday to Coventry. On Monday Grassington was a destination, and an opportunity to visit Barnsley to follow Stanley. However, due to a prolonged spell of poor weather bookings were ‘disappointing’.
May Twenty extra trains were put on over the Whitsuntide weekend to destinations including Ilkley, Coventry, Llandudno and resorts on the Wirral peninsula. Trains for Blackpool, Southport and Morecambe were filled due to a spell of warm weather, and the staff at Accrington Station had to cope with long queues.
June On Sunday, the 24th, there was an excursion to the Lake District, which included Windermere Lakeside Station for 8/6d, Bowness for 8/- and Ambleside for 11/-. On the same day a train ran to Rotherham for 7/6d, Sheffield for 8/- or Chesterfield for 8/9d, whilst a third choice was to Liverpool for 5/3d with the option of a visit to New Brighton via the Mersey Ferry and railway for an extra 11 pence.
July On Sunday, the 1st of the month, a ‘Dreadnought Farewell Railtour’ ran from Blackpool to York via Bolton, Manchester and Todmorden, behind the sole surviving engine of this L & Y class of express engines, Hughes 4-6-0 #50455. The special was organised by the North West Branch of the Stephenson Locomotive Society along with the Manchester Locomotive Society. The 3rd Class ticket from Accrington was 8 shillings and 9 pence (8/9d) return, and passengers from Accrington departing at 10:52, could join the special train in Todmorden at 11:43. Arrival in York was later than the 13:08 scheduled time, whilst the return departed prompt at 18:15. There was free entry for passengers into the Queen Street Railway Museum in York, which was opened from 13:00 to 16:00 for their benefit.
This locomotive was allocated to Blackpool North Sheds (24E) where the seven remaining examples had been shedded after Nationalisation. Rebuilt from an original design from earlier in the century and starting in November 1922, this particular engine entered service in June of 1924. It was the only one of this class of engines to receive British Railways livery and had originally been intended to be built as another of the ‘Baltic’4-6-4 tanks. It was withdrawn in October later in the year and scrapped in February 1952.
A whole range of tickets was available from Accrington for the holiday period, with return fares to Blackpool on selected trains for 4/3d, Southport for 4/- and Morecambe for 5/3d. On Sunday, the 1st, the choices were to Bolton Abbey for 4/-, or Ilkley for 4/3d departing at 10:17. There was a coastal cruise to Anglesey via Liverpool and the North Wales Steamship Company, departing Accrington at 09:05 for 23/5d (23/2d from Church), which would operate on each Sunday up until August 26th. A more enthusiast oriented special would travel to York, with a change in Todmorden onto a train pulled by an “old locomotive”. This was arranged in conjunction with the Stephenson Locomotive Society and the Manchester Locomotive Society. Tickets were 8/- and there would be free admission to the Railway Museum at the destination.
An interesting addition would be a 3rd Class ‘Town Runabout Ticket’. This would be available on any train for the five days Monday, the 30th, to Friday, August 3rd, and unrestricted travel from Accrington, Baxenden, Church and Huncoat to Southport, Blackpool, Morecambe, Fleetwood, Lancaster, Preston, Windermere Town, Grange-over-Sands, Barrow, and with a change in Ulverston to Windermere Lakeside, with the option of a cruise between the piers at no extra charge. The price of this ticket was 23/6d.
August On the 10th of the month, Baxenden Railway Station closed to passenger traffic, although the goods facilities would remain in operation for almost another decade.
On the Monday morning of the 27th, the goods yard at Accrington Station forecourt was the venue for the finals of the local Goods Vehicles Show & Parade. Out of an entry of twenty contestants the winner was the oldest entry, a Scammell ‘Mechanised Horse’ driven by Mr F. Bentley. A Karrier ‘Bantam’ came second, whilst third and fourth places were also won by Scammells.
September Besides the usual trips to the Lancashire coast, BR was offering several excursions including to Sowerby Bridge for 3/3d, Brighouse for 3/9d, Mirfield for 4/6d, Thornhill for 4/9d, Wakefield for 5/- and Hull for 11/-. This train departed from Accrington at 11:00 with a return from Hull Paragon Station at 19:35. There were evening runs to both Blackpool and Morecambe for their illuminations, along with repeats of previous excursions to Sheffield/Chesterfield and Bolton Abbey or Ilkley.
October At a meeting of the Highways Committee the Borough Engineer reported that the British Railways Executive, London Midland Region, was proposing to carry out repairs to the Iron Bridge at Meadow Top, which connected Horne Street with Marlborough Road. This work would be carried out on two consecutive Sundays, November 30th and December 7th, and would result in the temporary closure of the bridge whilst this work was being carried out.
A 41 year old fire-dropper employed at Accrington sheds was found lying in ‘great distress’, near the lines within the Charter Street sidings. At the subsequent inquest a fireman said he had discovered Thomas Edward Brown, who appeared to be struggling for breath, and that an ambulance had been called but he was pronounced dead on arrival at Victoria Hospital. The Coroner stated that a post mortem had revealed the deceased had not been involved in an accident but had died of natural causes.
Following a career totalling 52 years on the railways, engine driver T. Coulton, of Fountain Street, had retired. He had started work at Accrington as an office boy in 1899 when 13 years old, and following spells as an engine cleaner and fireman, by the age of 20 he was driving locomotives and had spent the last 20 years in the passenger link. Mrs Coulton was not quite so enthusiastic about his career by saying afterwards, “Pity the girl who marries a railwayman”.
November The Labour MP for Accrington, Mr Harry Hynd, who himself had started work on the railways at the age of fourteen as a clerk at Perth Station, had taken exception in the House of Commons to remarks made about “the amount of thieving on the railways being a national disgrace, and perpetrated by workers who constantly scream for higher wages”. Figures showed that amongst the 605,000 people employed by BR only a very small percentage had been caught pilfering, and that in the past three years the amount of merchandise which could not be accounted for, had actually gone down. Mr Hynd said, “If railway employees, who were amongst the poorest paid in the country, had a decent living wage then perhaps the temptation to steal would diminish”.
December On Sunday, the 23rd, BR were operating a pre-Christmas excursion to Millom for 10/9d, via Lancaster 5/3d, Carnforth 6/-, Silverdale 6/3d, Arnside 6/9d, Grange-over-Sands 7/3d, Kents Bank 7/6d, Ulverston 8/6d, Dalton 9/-, Roose 9/6d, Barrow 9/9d, Askam 9/9d and Kirkby 10/-. This train would depart Accrington at 10:02, Church & Oswaldtwistle at 10:05, with a return from Millom at 19:05.
A football train was the recommended travel for Burnley’s home game against Preston North End on Boxing Day, departing Accrington at 13:22, Huncoat 13:27. The fares were 11d and 9d respectively, with a return from Burnley Central at 16:15. There was also a train for Bury for their game against Coventry City at 1pm for 1/9d return, coming back on the 16:25 from Bury Bolton Street, or on any other later train.
On Saturdays, the 22nd and 29th, there were evening trains to Blackpool departing Accrington at 16:35 for 3/9d, Church at 16:39 for 3/6d with admission to the Tower Ballroom of the Winter Gardens for 1/- extra (except on the 29th). The return was from Central Station at 11pm.
On Sunday, the 30th, the special excursion was for Chesterfield departing at 11:03, calling at Sowerby Bridge 3/3d, Brighouse 3/9d, Mirfield 4/6d, Thornhill 4/9d, Swinton 7/6d, Rotherham 8/-, Sheffield (Midland) 8/6d and Chesterfield 8/9d. Return was from Chesterfield at 19:17 and Sheffield at 19:50. Light refreshments would be available on this and the Millom train.
Various exchanges were made to the allocation of steam engines over the period to March, 1961, when the shed closed to steam and these are listed year by year as follows starting in 1951, when 22 locomotives came into the allocation –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn |
| LMS Stanier | North British | July 1936 | 2 – 6 – 4 tank | 4MT | 42551 | Aug. 1951 | Dec. 1951 | Dec. 1964 |
| LMS Hughes | Horwich | May 1927 | 2 – 6 – 0 tender | 5MT | 42716 | Dec. 1951 | Nov. 1953 | Oct. 1964 |
| LMS Hughes | Horwich | May 1927 | 2 – 6 – 0 tender | 5MT | 42717 | Dec. 1951 | Nov. 1953 | July 1963 |
| LMS Hughes | Horwich | May 1927 | 2 – 6 – 0 tender | 5MT | 42718 | Dec. 1951 | Nov. 1952 | Feb. 1964 |
| LMS Hughes | Crewe | Aug. 1930 | 2 – 6 – 0 tender | 5MT | 42898 | Aug. 1951 | Apr .1952 | Aug. 1965 |
| Stanier Black 5 | Horwich | Dec. 1950 | 4 – 6 – 0 tender | 5MT | 44697 | Apr. 1951 | Aug. 1951 | Nov. 1967 |
| Stanier Black 5 | Arms/Whitworth | Nov. 1935 | 4 – 6 – 0 tender | 5MT | 45205 | Sep. 1951 | Nov. 1953 | Oct. 1966 |
| Stanier Black 5 | Arms/Whitworth | Nov. 1935 | 4 – 6 – 0 tender | 5MT | 45206 | Sep. 1951 | Aug. 1952 | Aug. 1968 |
| Stanier Black 5 | Arms/Whitworth | Nov. 1935 | 4 – 6 – 0 tender | 5MT | 45209 | Sep. 1951 | Aug. 1952 | June 1968 |
| Stanier Black 5 | Arms/Whitworth | Aug. 1936 | 4 – 6 – 0 tender | 5MT | 45226 | Nov. 1951 | Aug. 1959 | Sep. 1967 |
| Stanier Big 8 | Swindon | Sep. 1944 | 2 – 8 – 0 tender | 8F | 48453 | July 1951 | Oct. 1951 | Apr. 1968 |
| Stanier Big 8 | Brighton | July 1944 | 2 – 8 – 0 tender | 8F | 48710 | July 1951 | Aug. 1951 | Oct. 1967 |
| Stanier Big 8 | Brighton | July 1944 | 2 – 8 – 0 tender | 8F | 48711 | Aug. 1951 | Aug. 1951 | Jan. 1967 |
| Stanier Big 8 | Doncaster | Jan. 1946 | 2 – 8 – 0 tender | 8F | 48762 | Aug. 1951 | Oct. 1951 | Feb. 1966 |
| Stanier Big 8 | Doncaster | Mar. 1946 | 2 – 8 – 0 tender | 8F | 48765 | July 1951 | Aug. 1951 | Aug. 1968 |
| Stanier Big 8 | Doncaster | Mar. 1946 | 2 – 8 – 0 tender | 8F | 48767 | Aug. 1951 | Nov. 1951 | Sept. 1967 |
| War Dept. Riddles | North British | Sep. 1943 | 2 – 8 – 0 tender | 8F | 90194 | Oct. 1951 | Dec. 1951 | Mar. 1964 |
| War Dept. Riddles | North British | Oct. 1943 | 2 – 8 – 0 tender | 8F | 90267 | Nov. 1951 | Jan. 1952 | Mar. 1965 |
| War Dept. Riddles | North British | Nov. 1943 | 2 – 8 – 0 tender | 8F | 90278 | Aug. 1951 | Jan. 1952 | Dec. 1962 |
| War Dept. Riddles | North British | Feb. 1944 | 2 – 8 – 0 tender | 8F | 90306 | Aug. 1951 | Jan. 1952 | June 1965 |
| War Dept. Riddles | Vulcan Foundry | Aug. 1943 | 2 – 8 – 0 tender | 8F | 90555 | Aug. 1951 | Dec. 1951 | June 1964 |
| War Dept. Riddles | Vulcan Foundry | Mar. 1945 | 2 – 8 – 0 tender | 8F | 90718 | Oct. 1951 | Dec. 1951 | Feb. 1966 |
The Ministry of Supply, ‘Austerity’ locomotives initially carried War Department numbers and details of these and the dates of renumbering are as follows. 90194 (77226 to September 1951), 90267 (77379 to April 1950), 90278 (77399 to May 1950), 90306 (77442 to August 1949), 90555 (77089 to February 1950) and 90718 (79281 to July 1949). Swindon-built 48453 was previously on loan to the Great Western Railway between September 1944 and May 1947, first at Ebbw Junction and latterly at Oxley Sheds in Wolverhampton.
1952 January Railway excursions began early in the New Year, starting on the Sunday, the 6th, with Wolverhampton the first destination for 11/9d, then Dudley Port 12/6, Birmingham New Street 12/9d, and Coventry 15/-. This train would depart Accrington at 10:02, Church at 10:05, and would contain a buffet car. Returns were from Coventry at 19:45, New Street at 20:10, Dudley Port 20:22, Wolverhampton High Level 20:45 and arrive back in Accrington just before midnight but would not stop in Church.
On Saturday, the 12th, there was a football special to Nottingham for Blackburn Rovers away cup tie with Forest. It would depart Accrington at 08:54 and Church at 08:58, with light refreshments available. The return was from Nottingham Midland at 16:50 with the fare at 13/9d.
The evening trips to Blackpool would operate again on Saturdays, the 5th and 12th, with a 1/- entry to the Tower or Winter Gardens on top of the 3/9d return fare.
March It was fortunate that there were only three passengers on the two trains which collided in Accrington Station and none of these were injured, as they were not travelling at speed.
Excursions were again going to Coventry on Sunday, the 9th, via the same route as before, and this time the train would contain a buffet car. Departing at 10:02 from Accrington 10:05 from Church, and the fares were to Wolverhampton 10/9d, Dudley Port 12/6d, Birmingham 12/9d and Coventry 15/-, where the return train would commence its journey at 19:45.
On Saturday, the 15th, a football special would take Blackburn Rovers supporters to Leeds City Station for their away game. Fares were 5/9d from Church and 5/6d from Accrington where the train would call at 12:12, returning from Leeds at 17:40.
Another special would be off to Hull on Sunday, the 23th, calling at the ‘usual’ stations, departing from Accrington at 11:30, and returning from Paragon Station at 19:35. The fare to Hull was 11/- and light refreshments were available on this train.
The evening trips to Blackpool would again be in operation on Saturdays, the 15th and 22nd, with the 1/- supplement an optional extra.
On Saturday, March 29th, another soccer special would call in at Accrington at 08:50, Church 08:56 and Rishton 09:04, this time bound for Hillsborough Sheffield, for Rovers FA Cup semi-final tie with Newcastle United. Accommodation was strictly limited and the fare to Midland Station was 8/6d, with the return departing at 19:30.
April Football was very much a source of revenue for the railways, and fans could travel to Hampden Park to see the Scotland versus England game by departing Accrington at 11pm on Friday, the 4th, with a return from St Enoch Station at 23:30 on Saturday night for a fare of 41/6d return.
Excursions would also operate to Aintree for the Spring Gathering on Wednesday, Thursday and Friday, the 2nd, 3rd & 4th for 7/6d return. The train was the 10:06 to Preston where there was a change of trains to the Sefton Arms. On Grand National Saturday, the ‘special’ train would depart Accrington at 10:37, Church at 10:42 returning from the Sefton Arms at 18:06.
British Railways were repeating several of their excursion trains over the Easter weekend, to the North Wales Coast, New Brighton, Millom, Grassington and Ilkley. There were also tickets available for Burnley’s away game with Manchester United on Easter Monday, on the 12:35 for 2/10d return. Exceptionally warm weather encouraged trippers to turn out in big numbers, with over 1,000 passing through Accrington Station in half an hour on Monday, heading for either Blackpool or Southport, with about 500 leaving on another of the evening excursions to Blackpool.
May An interesting addition to the normal destination was an excursion to Saltaire & Otley via Skipton. This ran on Sunday, the 4th, and the fare to Skipton was 4/2d, to Saltaire 4/6d and to Otley 5/-. This train would depart Accrington at 11am, returning from Otley at 19:30 and Saltaire at 19:45, and there were organised rambles from both Saltaire and Otley.
Anyone lucky enough to have a ticket for the Newcastle United versus Arsenal Cup Final could depart Accrington at 23:59, on Friday, the 2nd, and return from Euston at 10 minutes past midnight on Sunday, the 4th for 42/- return. Those wishing to attend the British Industrial Fair held in Castle Bromwich on Saturday, the 10th, could do so for 21/3d return, but would have to cross between Victoria and London Road Stations in Manchester at their own expense, where there would be a buffet car train to take them forwards. A 1st Class fare at 35/3d was also available on this train.
It was announced that from the 7th, there was to be a reduction in all rail fares. The 3rd Class would come down by 25%, and return tickets would remain valid for three months instead of just four weeks. Returns would also be exactly double that of the equivalent single fare, which would also translate to another slight reduction. These changes would not be reflected in any day trip or excursion fares. Some examples from Accrington would include –
| Destination | Old single | New single | Old return | New return |
| Blackpool | 7/1d | 4/10d | 10/10d | 9/8d |
| Crewe | 10/9d | 7/9d | 16/1d | 15/6d |
| Liverpool | 8/5d | 6/- | 12/6d | 12/- |
| Birmingham | 21/3d | 15/2d | 31/6d | 30/4d |
| Leeds | 8/11d | 6/5d | 13/6d | 12/10d |
| Newcastle-upon-Tyne | 29/1d | 20/- | 42/11d | 40/- |
| London via Manchester | 41/10d | 30/1d | 61/10d | 60/2d |
| Preston | 3/4d | 2/6d | 5/6d | 5/- |
June Whitsuntide was quiet on the railways. Both the half-day and evening excursions to Blackpool were well patronised, but the ‘special’ to York attracted only modest support. Other excursions during the month included repeats to Hull, Coventry, Grassington, Ilkley, Arnside and the coastal cruise to Anglesey via Liverpool. Another addition however, was the ‘All-in’ holiday to Scotland, which included a guaranteed seat on the trains, accommodation and all meals, with an adult price of £14 – 14s – 0d and a child under fourteen at £10 – 10s – 0d.
July On Saturday and Sunday, it was possible to travel by service train to Blackpool for 4/3d or Southport for 4/-, whilst the half-day fare to Blackpool was 3/9d, to Southport 3/3d and to Morecambe 4/3d, all starting in the late afternoon.
For the start of the annual ‘Wakes’ passengers were urged to use the special trains for their journeys rather than ordinary service trains, which were on Friday night, the 18th –
The 20:55 for Bristol for 56/4d, Taunton for 69/6d, Exeter for 78/6d, Teignmouth for 82/10d, Newton Abbot for 84/4d, Torquay for 86/2d and Paignton for 86/8d.
The 21:40 to London or by the 08:33 on Saturday morning for 60/2d, (with bookings through to the south coast or the Isle of Wight optional).
The 22:24 for Fleetwood, for the Douglas IOM sailing for 41/2d, or the 08:49 on Saturday to Thornton (for Cleveleys) for 9/8d, then Fleetwood for 11/2d.
At 00:55 on Saturday morning the 19th, there was a train for Carlisle for 30/6d and Glasgow for 60/10d.
On Saturday morning the trains were the 08:20 or 10:58 to Bridlington for 31/6d, Scarborough for 32/8d, Filey 33/8d and Butlin’s Filey Holiday Camp for 34/8d.
Other specials on the 19th, were at 8am to Morecambe for 12/4, the 08:25 to Liverpool for 12/-, the 09:34 or 12:03 to Southport for 9/2d.
Daily trains would operate to Liverpool for the 10:45 steamer to Llandudno for 26/-, or to Menai Bridge for 29/-.
On Wednesday, the 23rd, there was a choice of two specials. The first departed Accrington at 9:47 and was described as a ‘Scenic Tour’ via Skipton to Ingleton where there was a 3 hour stay, then on to Morecambe for a 4 hour sojourn, before returning from Morecambe Promenade at 8pm, the fare 10/6d. The second was to Longsight for Belle View at 2/9d, with reduced admission for adults at 1/-, children 6d. The train left Accrington at 16:25 and returned from Longsight at 22:18.
Cricket was extremely popular and fans could travel to see Burnley versus Accrington for 11d, Haslingden at home to Enfield for 11d (to Helmshore station), and Nelson at home to Accrington for 1/5d.
August On Sunday, the 10th, the first excursion was for Ilkley departing Accrington at 11am, with fares to Skipton 3/3d, Embsay 3/6d, Bolton Abbey 4/- and Ilkley 4/6d. The return left Ilkley at 7pm. Departing Accrington at 11:32, the second excursion was for Leeds for 5/6d, via Bradford 5/-, Keighley 4/6d, Skipton 3/3d, return was from Leeds City at 19:30.
September The London Midland Region was operating over 100 special trains to Preston for the Guild celebration over the week, 1st to the 6th, or to the Royal Lancashire Show between the 3rd and the 6th, and cheap return tickets were on Offer from Accrington and all stations on the East Lancs Line. Supporters of Enfield Cricket Club could visit Colne for 1/9d return, on Saturday, the 6th.
On Saturday, the 13th, there were additional trains to Blackpool at 09:48, for Morecambe and at 10:35 and for Fleetwood for Douglas at 20:45, with period returns set at 9/8d, 12/4d and 41/2 respectively. On Sunday, the 14th, the destinations for specials were yet again Coventry or Millom.
During the holidays on the 27th, 28th & 29th there were trains to Blackpool for the Illuminations at 12:54 (returning at 21:30) on Saturday, 11:39 (returning 22:05) on Sunday and 11:10 on Monday (returning at 21:20), supplemented by evening trips at 16:50 (returning 00:55), 16:35 (23:10) and 17:30 (23:05). Starting on Saturday, the 27th, there would be a daily special to Southport departing Accrington at 11:55 returning from Southport at 19:30. This train would operate every Monday to Friday, up until October 24th.
Also on Saturday, the 27th, there was a special to the Railwaymen’s Carnival at Belle Vue Manchester departing Accrington at 12:17 returning at 23:12, with a ticket price of 3/6d, which if produced would entitle the holder to entrance to the gardens at 1/- per adult and child.
It was stated the bout of poor weather had an adverse effect on day trip bookings, whilst period returns were at the same level as in 1951.
October On the 4th and 5th, there were trains to Blackpool at 12:25 on Saturday (returning 21:30), and on Sunday at 10:36 (21:10), at 4/3d return.
On Sunday, the 20th, there was a repeat of the excursion to Sheffield for 8/6d and Chesterfield for 9/-, departing at 11am on a train including a catering car. The return was at 19:20 from Chesterfield and 19:49 from Sheffield Midland. Whilst on the same day a new excursion was making its debut departing Accrington at 10:01 to Chinley for 5/3d, Millers Dale 6/3d, Matlock or Matlock Bath 8/3d, Derby 10/3d, Trent 11/6d, Nottingham 11/9d, Loughborough 12/3d and Leicester 13/9d. Return was from Leicester London Road at 19:05, and light refreshments would be available on this train. Passengers for Nottingham would have to change in Derby both directions.
Fans could travel to watch Burnley’s away fixture at Manchester United for 3/- return, departing Accrington on the 12:14 and returning from Victoria on any of the 17:50, 18:23, 20:05, 21:20 or 22:23 trains.
During 1952 the following 18 locomotives came into the allocation –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn |
| LMS Fowler | Derby | Aug. 1928 | 4 – 4 – 0 tender | 2P | 40586 | July 1952 | Sep. 1952 | Apr. 1961 |
| LMS Fowler | Crewe | Nov. 1932 | 4 – 4 – 0 tender | 2P | 40690 | Jan.1952 | Jan. 1955 | Oct. 1960 |
| LMS Fairburn | Derby | Nov. 1947 | 2 – 6 – 4 tank | 4MT | 42294 | Mar. 1952 | Mar. 1961 | May 1963 |
| LMS Hughes | Horwich | Dec. 1926 | 2 – 6 – 0 tender | 5MT | 42706 | Aug. 1952 | Nov. 1953 | Nov. 1963 |
| LMS Hughes | Horwich | Dec. 1927 | 2 – 6 – 0 tender | 5MT | 42729 | Aug. 1952 | Mar. 1953 | Nov. 1963 |
| LMS Hughes | Crewe | Dec. 1926 | 2 – 6 – 0 tender | 5MT | 42733 | Aug. 1952 | Feb. 1953 | Feb. 1965 |
| LMS Hughes | Crewe | Nov. 1927 | 2 – 6 – 0 tender | 5MT | 42796 | July 1952 | Nov. 1953 | Nov. 1963 |
| LMS Hughes | Horwich | Aug. 1929 | 2 – 6 – 0 tender | 5MT | 42821 | Aug. 1952 | Nov. 1953 | Mar. 1963 |
| LMS Hughes | Horwich | Nov. 1929 | 2 – 6 – 0 tender | 5MT | 42828 | Aug. 1952 | Nov. 1953 | Nov. 1965 |
| LMS Hughes | Horwich | Oct. 1930 | 2 – 6 – 0 tender | 5MT | 42843 | Aug. 1952 | Nov. 1953 | May 1963 |
| LMS Hughes | Crewe | May 1930 | 2 – 6 – 0 tender | 5MT | 42869 | Aug. 1952 | Nov. 1953 | July 1962 |
| LMS Hughes | Crewe | Aug. 1930 | 2 – 6 – 0 tender | 5MT | 42898 | Aug. 1952 | Nov. 1953 | Sep. 1965 |
| Stanier Black 5 | Horwich | Sep. 1945 | 4 – 6 – 0 tender | 5MT | 44932* | Jan. 1952 | Feb. 1957 | Aug. 1968* |
| Stanier Black 5 | Horwich | Feb. 1946 | 4 – 6 – 0 tender | 5MT | 44947 | Jan. 1952 | Mar. 1952 | June 1968 |
| Stanier Black 5 | Vulcan Foundry | Dec. 1934 | 4 – 6 – 0 tender | 5MT | 45061 | Jan. 1952 | Aug. 1952 | Nov. 1967 |
| Stanier Black 5 | Armstrong Whit. | Oct. 1935 | 4 – 6 – 0 tender | 5MT | 45200 | Apr. 1952 | Sep. 1953 | July 1968 |
| Aspinall rebuild | Beyer Peacock | Mar. 1882 | 0 – 6 – 0 s/tank | 2F | 51390 | Aug. 1952 | July 1956 | July 1956 |
| L & Y Aspinall | Horwich | Sep. 1895 | 0 – 6 – 0 tender | 3F | 52300 | Nov. 1952 | Dec. 1952 | Jan. 1956 |
| War Dept. Riddles | North British | Feb. 1943 | 2 – 8 – 0 tender | 8F | 90112 | Jun. 1952 | Nov. 1955 | Jan. 1967 |
| War Dept. Riddles | North British | July 1944 | 2 – 8 – 0 tender | 8F | 90348 | Apr. 1952 | Nov. 1955 | Sep. 1967 |
| War Dept. Riddles | North British | Dec. 1944 | 2 – 8 – 0 tender | 8F | 90399 | Apr. 1952 | Jan. 1960 | Mar. 1965 |
| War Dept. Riddles | Vulcan Foundry | Jan. 1944 | 2 – 8 – 0 tender | 8F | 90610 | Apr. 1952 | Oct. 1953 | May 1967 |
| War Dept. Riddles | Vulcan Foundry | Jan. 1944 | 2 – 8 – 0 tender | 8F | 90611 | Apr. 1952 | Oct. 1953 | Aug. 1967 |
*Note Stanier ‘Black 5’ 44932 was withdrawn from service in August 1968, but survives in active preservation.
The Ministry of Supply, ‘Austerity’ locomotives initially carried War Department numbers and details of these and the dates of renumbering are as follows. 90112 (77014 to March 1951) and was on loan to the Great Western Railway for a period from May 1947 first at Oxley Shed in Wolverhampton and latterly at Banbury. 90348 (77271 to January 1951) and was on loan to the Great Western Railway for a period based on Ebbw Junction Shed, 90399 (78607 to December 1950), this loco went to Belgium in 1944 to work on the SNCB. It was repatriated in 1947 and after a period in store went on loan to British Railways in 1948. 90610 (77466 to May 1949). 90611 (77467 to July 1951), this loco saw service on loan to Dutch Railways as number 4373, then returned to Britain allocated to Tyne Dock Sheds, Newcastle.
1953 January The regular excursion to Coventry ran on the 18th, departing Accrington at 10:02, but this time via Stockport for 3/9d, Stoke 8/-, Stafford 10/6d, Wolverhampton 12/6d, Dudley Port 13/-, Birmingham New Street 13/6d and Coventry 15/-. The return train departed Coventry at 19:45, New Street at 20:10, Dudley 20:36, Wolverhampton High Level 20:52, Stafford 21:16, Stoke 21:48 and Stockport Edgley 22:42, and although the train would pick up at Church & Oswaldtwistle, it would not call there on its return. The evening trips to Blackpool for the Tower or Winter Gardens would again operate on Saturdays the 10th and 17th.
On Sunday, the 25th, the destination was Millom in another repeat departing Accrington at 10am returning from Millom at 7pm, calling at all the usual stations and with light refreshments available. A cafeteria car was included on the repeat excursion to Chesterfield on the same day, departing Accrington at 11:05.
British Railways announced that Camping Coaches would now be for rent at locations in both the Peak and Lake Districts and locations along the North Wales Coast.
February Every weekday commencing on the 2nd and going through to June 6th, a special fare would be available to York departing Accrington on a choice of three, the 07:43, 09:11 or 10:23 via various routes. Return would be on the same day by any train with intermediate fares to Halifax for 5/9d, Bradford 7/6d, Wakefield 9/-, Leeds 9/3d and to York 14/6d.
Football ‘specials’ would operate to Huddersfield for the game against Blackburn, departing from Church & Oswaldtwistle only at 12:50, returning Huddersfield at 17:35 for 5/3d return, and to Derby departing Accrington at 10:57, for Burnley’s away fixture, returning from Derby Midland at 17:50 at a fare of 10/3d. On Sunday, the 22nd, Coventry was again a destination with Millom a repeat alternative.
March The excursions to Coventry must have been exceptionally popular, for another was off there again on Sunday, the 15th, with Hull close behind. Another special was to visit there again on Sunday, the 22nd.
There was a choice of ‘cheap half day trips’ to Blackpool on consecutive weekends in March, beginning on Saturday the 20th. Times were Accrington departing at 16:49, Church & Oswaldtwistle 16:52 and Rishton at 16:57, and the return fares were 4/-, 3/9p and 3/6p respectively. The return from Blackpool Central was at 22:45. These were the same for the following Saturday the 27th, although the times on that occasion were Accrington at 16:35, Church & Oswaldtwistle 16:39 and Rishton 16:45, with at return at 23:15. One advantage of these evening trips was that there was reduced admission to either the Tower Ballroom or the Winter Gardens for just 1 shilling extra.
On Sundays the 21st and 28th, the trains ran from Accrington only at 10:54 on the 21st and 11:40 a week later. The fare on these day excursions was 4/3d with a return from Blackpool Central at 19:15.
April Over the Easter weekend on Sunday and Monday trips were going to Southport, departing Accrington on 10:20 on Sunday and 11:40 on Monday, returning at 19:40 and 19:20 respectively, also to Morecambe on Saturday, the 4th, departing at 11:57 returning from Euston Road at 19:40 for 5/9d. Light refreshments were available on a special for York via Ilkley 4/9d, Otley 5/-, Harrogate 7/-, Knaresborough 7/3d and York 9/3d, returning York at 19:35. On Easter Monday the destinations were Skipton 3/5d and Grassington 5/6d, departing 11:15 returning at 18:55. BR was also introducing a 5/- return to Fleetwood at 10:24 on Good Friday. A football special was off to Preston versus Burnley on Saturday departing at 08:52 for a morning kick off, returning from Preston at 13:30, fare 2/8d. Passengers could travel to Liverpool for 5/6d with the onward option to New Brighton at an extra 1/1d departing either at 11:40 or 11:52, returning from Exchange on either the 19:55 or the 20:20.
“The spell of poor weather over the Easter break was the reason for less passengers using the trains, although the evening trip to Blackpool was well patronised, as was the Good Friday trip to Fleetwood, whilst the Sunday special to York did reasonably well”, said a spokesperson at Accrington Station.
A celebration was held at the Charter Street depot to honour engine driver J. Fox, following retirement after 48 years on the railway where he had started work as an engine cleaner. The presentation of a timepiece was made by the Assistant Locomotive Superintendent, Mr Binns.
May With the cricket season underway, fans were encouraged to use the trains to see Accrington play at East Lancs on Saturday, the 9th, at 1/- return to Blackburn, or Church play at Lowerhouse with a return to Rose Grove also at 1/-. On Monday, the 19th, Accrington would be away at Nelson, where the fare was 1/8d return. The Millom excursion would run again on Sunday, the 17th, whilst every weekday up to June 5th there would be trains to Southport at 11:30 or 12:13, for 4/- return, (which would even run on Coronation Day).
On Saturday, the 16th, to celebrate its centenary, Howard & Bullough were taking all its 7,000 employees and families to Blackpool for the day. No less than 14 special trains were hired to depart at intervals between 08:03 and 11:25 in the morning, returning between 20:30 in the evening and 00:10 at night. Employees would be able to board at stations in Helmshore, Haslingden, Church, Rishton, Colne, Nelson, Burnley Bank Top, Rose Grove, Hapton, Huncoat, Padiham, Great Harwood, and Blackburn, as well of course, at Accrington. In the resort itself, meals would be served in 9 restaurants each with two sittings and there would be free entry into the Tower or the Winter Gardens. On returning home a fleet of buses would meet the trains to ferry the workers back to their home towns. Those responsible for the arrangements included Mr T. Langton the Finance Director, Mr W. Smith the Personnel Officer, with his assistant Miss J. Duxbury, the Wages Cashier Mr P. Hindle, and Councillor James Hodson, the Welfare Officer. The total cost of this outing was estimated to be £10,000. “This was the largest influx on any one occasion of a day trip, beating the previous record by 1,500”, stated Mr Harry Whitby the Service Manager of British Railways, who was put in charge of all the train arrangements, especially those at Blackpool Central Station. One of the hired specials did not run, but was kept as a ‘standby’ just in case of any problems. One of the engines which operated this outing was ‘Black 5’ 45068 of Bank Hall Sheds on Merseyside, drafted in to provide extra motive power.
June The Planning Committee met when the Town Clerk reported that a local manufacturing firm had ambitions to expand to a larger works, and to overcome some limitations had identified an area of land adjoining the railway line at Within Grove. The Borough Engineer reported he had been in communication with the British Railways Executive regarding the purchase of a small strip of land, which would be required to give access to this industrial development.
Alongside the normal Whitsuntide traffic on Tuesday, the 2nd, a special train would depart Accrington at 01:00 to go overnight to London, for the Coronation of Her Majesty Queen Elizabeth II. The return would depart Euston in the early hours of Wednesday at 02:40. The return fare was 43/- and bookings would be strictly regulated.
On Sunday, the 7th, a special would depart Accrington at 10:17 to Lancaster for 5/3d (for Carnforth 6/-), Oxenholme 7/-, Penrith 11/- and Carlisle 13/-, where the return would depart at 7pm. Light refreshments would be available on this train. With a similar itinerary to a previous excursion, on Sunday, the 21st, the destination was Leicester. A ‘new’ trip which would include organised rambles, was for Hartington 8/-, Alsop-en-le-Dale 8/6d, Thorpe Cloud 9/- and Ashbourne 9/3d. This would also depart Accrington on the 7th, at 09:57 with the return leaving Ashbourne at 19:05.
The Accrington Stanley Auxiliary Social Club ran a train to Llandudno on one Sunday during this month. This departed Accrington at 09:30 with lunch and dinner served on board. It gave a 7½ hour stay in the resort and returned at 20:00, with an arrival back in Accrington at 23:00. The inclusive price including meals was £1 – 10s – 0d, which could be paid for in advance at the Club office in weekly instalments.
July On Saturday, the 4th, there was an afternoon run to Southport at 16:45, returning at 22:20 for 3/9d.
Once again there was plenty of choice on excursions from Accrington with on Sunday, the 5th, a trip to Fleetwood departing 10:44 and Church at 10:47, at 5/- and 4/9d respectively, with light refreshments available in both directions. There was an excursion to Llandudno on this same day, via Chester General at 7/-, Prestatyn 10/-, Rhyl 10/6d, Colwyn Bay 11/6d and Llandudno 12/6d. This train would depart at 10:05 and return from Llandudno at 20:15, again with light refreshments on board. There were also evening trips to Morecambe on Saturdays, the 5th and 12th, returning from Morecambe at 10pm for 4/- return, along with cheap return tickets to both Blackpool and Southport on a number of selected trains, whilst all through the holiday weeks both Blackpool and Southport could be visited for 4/.
Enfield supporters could travel to the Lancashire League game at Colne for 2/- return on Saturday, the 11th, going on any service train after 09:30 and coming back on any train.
There was a repeat of the Leeds trip departing Accrington at 11:01, returning from Leeds City at 19:30 on Sunday, the 12th, at 5/6d return. Light refreshments were also available on this trip. On the same day departing Accrington at 10:18, there was a special to Windermere Lakeside Station at 9/-, with the option of a steamer sail to Bowness at 10/6d or to Ambleside for 11/9d. The return was from Ambleside at 6pm, Bowness at 18:45 for the train to depart Lakeside at 19:45. The old favourite to Coventry would also operate on the 12th, departing at 10:02.
The Millom excursion was repeated on Sunday, the 19th, along with one to Fleetwood which would also run on the 23rd and 26th, at 5/- return. On both the 19th and the 26th, the Bolton Abbey/Ilkley trip would be repeated, whilst on Tuesdays the 21st and 28th, Llandudno and the North Wales coastal resorts could be revisited.
Available once again was the ‘Town Holiday Runabout Ticket’, giving unlimited 3rd Class travel around the region for six consecutive days between Sunday, the 19th and Friday, the 24th, or Sunday, the 26th, to Friday, the 31st, cost 26/6d. By departing Accrington on Monday, the 20th, on the 09:05, day trippers could visit Liverpool for 8/9d, with the option of a ferry or Merseyline train to Hoylake at 10/6d, or West Kirby for 10/9d, returning from Liverpool Exchange at 19:30.
On Sunday, the 26th, there was a repeat excursion to Chesterfield, whilst a new option was a rail and road tour. This would depart Accrington at 10:10, Church 10:14, and run to Morecambe, where passengers would transfer onto Ribble Motor Services vehicles for a tour to Ingleton and Kirkby Lonsdale. The adult fare was 10/9d and a child’s fare for under-14s at 7/10½d. Bookings for this tour would have to be made by 12 noon on Friday, the 24th. On Friday night, the 20:20 for Belfast via Heysham was only lightly loaded as was the 10:15 Fleetwood for the IOM train, whilst the overnight train to Bournemouth was crowded and the trains for London and Paignton were fully booked.
Mr Pennington, the Stationmaster at Accrington, reported that bookings were up on the previous year, with more people going away over the two weeks.
August The excursions to Coventry, York, Millom and Windermere Lakeside would all be repeated, along with the discounted fares to Blackpool, Morecambe and Southport. A new excursion was introduced on the 16th, to Sedburgh for 7/6d, Tebay 8/6d, Shap 9/6d and Penrith 11/-. Departure from Accrington was at 10:38 and Church 10:42, with the return from Penrith at 19:10. Organised rambles were available from each of these destinations. On Sunday, the 23rd, Leicester was one repeat destination with Hull providing a second choice.
With the football season underway a special would depart Accrington for Rochdale at 12:53 on Saturday, the 29th, arriving in Rochdale at 13:38, returning from there at 17:35 back at 18:20. The fare was 2/9d return. On the 31st, there were trains for Blackpool’s game against Burnley at 4/3d return, with a choice of the 13:48 or the 15:11, returning either from Blackpool Central at 21:15 or from South Station at 21:19.
September On Sunday, the 6th, a special ran all stations from Lancaster to Whitehaven at 13/- or Workington for 13/9d. Light refreshments were available on this train departing Accrington at 10:11 returning at 19:45.
Councillor W. Wallwork had made a complaint to MP Harry Hynd, about the apparent abuse by service personnel of the concessionary railway tickets being issued to them for travel whilst on leave, as he felt it was “full of loopholes”. This had come about due to the imprisonment of two Accrington airmen for six months each for attempting to defraud British Railways. His correspondence had been passed on to the Chairman of the British Transport Commission, the Rt. Hon. Lord Hurcomb G.C.B. In reply the Chairman had said, “The only alternative was to issue a full set of duplicate tickets at every manned station on the network especially for any serving personnel, or blanks which would have to be filled in by hand by booking clerks when leave passes were produced. Another alternative was to have tickets issued by the unit at which the serviceman or woman was based”. A petition signed by over 10,000 people and organised by the Rev. Snowden, had been presented for the commuting of these sentences, but MP Hynd stated, “I see no good reason to intervene in the due process of justice”.
An excursion to Belle View for the Railwaymen’s Carnival would operate again on Saturday, the 12th, at 4/- return, whilst at 00:35 on Monday, the 14th, there was an excursion to London, with a return from Euston at 11pm. The return fare on this train was 43/-. On Sunday, the 19th, Coventry was again the ultimate destination along with Millom on the 20th, and Chesterfield on the 27th.
Stanley were away at Bradford City on the 26th, departing Church at 12:18, Accrington at 12:23 and Huncoat at 12:28, with the fare at 5/-. The return left Manningham Station at 17:16. About 1,500 made the trip and the train engine was decorated with red and white ribbons, although on this occasion due to a clash of strips, Stanley turned out in white shirts and dark blue shorts, but couldn’t avoid being beaten 1 – 0.
October At another meeting of the Planning Committee, the Accrington & District Billposting Company Ltd lodged an appeal against the decision not to allow them to erect an advertising hoarding on the British Railways embankment on Whalley Road next to number 95. This was accompanied by a letter from the Ministry of Housing & Local Government, stating that arrangements had been made for one of its Inspectors to visit Accrington on October 29th next, to examine this site and hear representations from all the parties concerned.
The evening runs to Blackpool and Morecambe Illuminations proved popular, and football excursions went to Manchester for the game with Burnley departing at 12:47 on Saturday, the 3rd, for 3/- return. On Saturday, the 10th, the destination was Stoke for the visit of Blackburn Rovers at 8/- return, departing Accrington at 11:08, Church 11:12, with a return from Stoke at 17:35. Trips went to Barrow for (10/-) and Ilkley (4/9d), on Sundays the 4th and 11th, respectively, whilst Coventry was again the destination on Sunday, the 18th, and a cafeteria excursion went once more to Leicester on the 25th.
November Millom was the destination on Sunday, the 8th, and Coventry and the West Midlands must have been very popular for on Sunday, the 15th, this excursion was repeated.
There was warm praise for BR from Mr S. T. Pilkington, of Manchester Road, who was passenger on a private charter to Blyth in Northumberland on Saturday, the 21st. He congratulated Mr Whitby and his staff for the clean, warm and comfortable coaches and cafeteria car and keeping to the schedule. “It was credit to them, the only negative thing being the “Dirty conditions on show at Accrington Railway Station”.
In 1953 the following 16 locomotives came into the allocation –
| Origin | Built | New | Type | Class. | Number | In | Out | withdrawn |
| LMS Fowler | Derby | Aug. 1932 | 4 – 4 – 0 tender | 4P | 40937 | Oct. 1953 | July 1955 | Apr. 1958 |
| LMS Fowler | Derby | May 1925 | 4 – 4 – 0 tender | 4P | 41085 | Oct. 1953 | July 1955 | Jan. 1957 |
| LMS Hughes | Horwich | May 1927 | 2 – 6 – 0 tender | 5MT | 42718 | Apr. 1953 | Nov. 1953 | July 1963 |
| Stanier Black 5 | Crewe | Aug. 1945 | 4 – 6 – 0 tender | 5MT | 44889 | Feb. 1953 | Sep. 1953 | Jan. 1968 |
| Stanier Black 5 | Arms/Whit. | Nov. 1935 | 4 – 6 – 0 tender | 5MT | 45209 | Sep. 1953 | Nov. 1953 | June 1968 |
| L & Y Aspinall | Beyer Peacock | Oct. 1881 | 0 – 6 – 0 s/tank | 2F | 51464 | Nov. 1953 | Sep. 1956 | Sep. 1956 |
| BR ‘Standard’ | Swindon | Sep. 1953. | 4 – 6 – 0 tender | 4MT | 75040 | Oct. 1953 | Jan. 1955 | Oct. 1967 |
| BR ‘Standard’ | Swindon | Sep. 1953 | 4 – 6 – 0 tender | 4MT | 75041 | Oct. 1953 | Jan. 1955 | Jan. 1968 |
| BR ‘Standard’ | Swindon | Sep. 1953 | 4 – 6 – 0 tender | 4MT | 75042 | Oct. 1953 | Jan. 1955 | Oct. 1967 |
| BR ‘Standard’ | Swindon | Sep. 1953 | 4 – 6 – 0 tender | 4MT | 75043 | Oct. 1953 | Jan. 1955 | Dec. 1967 |
| BR ‘Standard’ | Swindon | Sep. 1953 | 4 – 6 – 0 tender | 4MT | 75044 | Oct. 1953 | Jan. 1955 | Mar. 1966 |
| BR ‘Standard’ | Swindon | Sep. 1953 | 4 – 6 – 0 tender | 4MT | 75045 | Sep. 1953 | Oct. 1955 | Apr. 1966 |
| BR ‘Standard’ | Swindon | Oct. 1953 | 4 – 6 – 0 tender | 4MT | 75046 | Oct. 1953 | Oct. 1955 | Aug. 1967 |
| BR ‘Standard’ | Swindon | Oct. 1953 | 4 – 6 – 0 tender | 4MT | 75047 | Oct. 1953 | Oct. 1955 | Aug. 1967 |
| BR ‘Standard’ | Swindon | Oct. 1953 | 4 – 6 – 0 tender | 4MT | 75048 | Oct. 1953 | Oct. 1955 | Aug. 1968 |
| BR ‘Standard’ | Swindon | Oct. 1953 | 4 – 6 – 0 tender | 4MT | 75049 | Oct. 1953 | Oct. 1955 | Oct. 1966 |
The ten new British Railways ‘Standard Class 4 mixed-traffic locomotives were the first of the Robert Riddles’ designs to be allocated to ACCRINGTON shed. Engines 75040/1/2/3/4 all went first to Bedford Shed for just one month, before being allocated to Accrington to join 75045/6/7/8/9.
1954 January A cafeteria car would be included in the football special to Bristol on the 9th, for Blackburn’s away 3rd round FA Cup Tie at Bristol Rovers. It was an early start from Accrington at 05:45, Church 05:50 and the fare was 24/6d.
Once again the Millom excursion would run on Sunday, the 10th, departing at 10:20, whilst on the 17th at 10:02, the train was for Coventry. On every Saturday to March 27th, there would be a trip to Blackpool, departing Huncoat at either 12:06 or 13:41, Accrington at 12:13, 13:00 or 13:48 and Church at 12:15, 13:02 or 13:50. The return fares were Huncoat 4/6d and 4/3d from Accrington or Church. For 4/- return over the same period trippers could go to Southport, departing Huncoat at 11:55, Accrington at 12:03 or 13:10 and Church at 12:05 or 13:12. The evening trips to Blackpool primarily for dancers would operate on Saturday, the 9th, departing Accrington at 16:49 for 4/- and Church at 16:42 for 3/9d with the usual 1/- supplement, and this would be repeated on the 16th, from Accrington on the 16:35 and Church at 16:39. Again Camping Coaches would be available for summer stays during the year, with details available on request.
The funeral took place of Mr James Addison Snr, of Cotswold Farm, Hyndburn Road, Great Harwood who, when he retired in 1936, was the oldest member of staff at Accrington Station. He had started on the railway in 1891 at the age of 20, when a tiny room beneath the North Junction signal box served as the guard’s and porter’s mess room and the current parcels office was the Ladies 1st Class waiting room. At that time there were two entrances to what was virtually an ‘open’ station, tickets for Accrington were collected on the incoming trains at Huncoat, Church and Baxenden stations. He had stories of the railway aplenty, and said that scarcely a passenger train came in without a van or a horsebox attached. During the tenure of Stationmaster Crossley, he was promoted first to the post of foreman shunter and then foreman porter, ending his career as ticket collector on the barrier, where he worked for several years and became well known and liked by the public.
On Sunday, the 24th, the destination was again Hull, departing at 11:03 for 11/-, whilst on the 31st, the choices were repeats to Workington departing Accrington at 10:25, Church 10:28 for 13/9d, or to Chesterfield departing town at 11:04 fare 9/-. All these trains would include cafeteria cars.
February The old favourites would operate again on Sundays, with one to Millom on the 14th, on the 21st to Coventry, and 28th, to Chesterfield. On Saturday, the 20th, Blackburn Rovers were away to Bury and the fare was 2/- return, departing Church at 13:29 and Accrington at 13:32. There were also cheap day return tickets available to Blackpool on Saturdays the 20th and the 27th.
March Overnight on the 2nd, the heaviest snowfall since 1947 accompanied by very high winds, caused disruption to the local train services. On Tuesday evening the 22:50 from Todmorden to Blackburn, did not reach Accrington until 06:05 the following morning, whilst the 22:14 Skipton train did not reach Accrington until 05:10. Fortunately these two overnight trains which started their journeys on the previous night, were mainly concerned with the conveyance of mail and parcels. The 6am Colne to Bolton, and the 06:40 Colne to Manchester, were both cancelled. The Colne to London express due to depart Accrington at 08:33 was an hour late.
On Sunday, the 7th, there was a special to Preston and Blackpool at 2/8d and 4/3d return respectively, departing Accrington at 10:54 and Church at 10:57. The return train was from Central at 19:15, Preston at 19:46.
At a meeting of the Planning Committee, the Town Clerk submitted a letter from the British Transport Commission, in which it was stated they were prepared to sell the strip of land leading under the railway bridge at the foot of Bolton Avenue on the Within Grove Estate in Huncoat, at the price quoted. This was on condition that Accrington Corporation took full responsibility for the future maintenance of this bridge and the adjoining embankment, together with any additional costs which might be incurred by the BTC by way of changes made to this public-user road.
April On Sunday, the 4th, the Workington excursion was repeated, whilst the usual selection of day and half-day trips to Blackpool and Southport ran again. Easter fares were over the weekend, to Blackpool 4/3d and Southport 4/- return, on several timetable services.
On Good Friday the destinations were Fleetwood at 10:03 returning at 19:12 for 5/-, or Liverpool for 5/6d with the option of going on to New Brighton by Mersey Ferries for 1/4d extra or on Merseyrail for an extra 1/-. Departing on the 12:17 or the 12:40 return was from Liverpool Exchange at 19:50 or 20:20. Also repeated on Friday were the excursions to Millom and Ilkley. On Saturday a special ran to Morecambe departing 11:41 returning from Promenade Station at 7pm for 5/9d return, whilst on Easter Sunday the Coventry excursion was repeated.
Over Easter football specials ran to Bolton on Good Friday for the Wanderers’ game with Burnley, departing from Accrington at 13:36, returning from Bolton Trinity Street at either 17:22 with a change in Blackburn, or at 17:35 or 17:40, the return fare 2/6d. A cafeteria train would take Rovers supporters to Nottingham Forest on Saturday, the 17th, for 11/6d, departing Church at 10:22 and Accrington at 10:26. Rovers were again away on Easter Monday to Leicester City, fare 15/6d. Advanced booking was essential for this train which would depart Accrington at 9am and Church at 09:04. Grassington was another alternative on Easter Monday.
Due to extremely good weather, Easter proved to be a bonanza for the railways, “I don’t think we have had a better Easter”, said a spokesman at the Station. “Each of the ‘special’ trains was fully booked including the ones to Llandudno, Millom, and the Sunday trip to Harrogate, Knaresborough and York.
The Cemetery Committee met when the Parks Superintendent reported he was in receipt of a letter from the British Railways Executive, requesting that the Council carry out some repairs to the culvert in the Burnley Road Cemetery which adjoins the railway and the Borough Engineer was instructed to carry out this work.
At a meeting of the Highways Committee, the Borough Engineer reported on an objection which had come from the British Railways Executive, to the inclusion in a draft of a map and statement of Public Rights of Way in the Borough of a public footpath adjoining the railway in Baxenden. It was however resolved to accept the Borough Engineer’s draft map and report.
May An overnight FA Cup Final special would depart Accrington at 20:50 for the Preston North End v West Bromwich Albion game for 43/-, the return departing Euston at 01:10 in the early hours of Sunday, the 3rd. Bookings were strictly limited on this excursion. On Sunday, the 2nd, there was a Ramblers’ excursion which departed Accrington at 10:06 to Skipton for 3/3d, Bell Busk 4/-, Hellifield 4/3d, Settle 5/-, Horton-in-Ribblesdale 5/6d and Ribblehead 6/-, returning at 19:20.
On Sunday, the 9th, departing Accrington at 11:02 the special train was for Doncaster for 8/6d return, calling at Huddersfield 4/9d, Penistone 5/9d, Barnsley 6/-, Mexborough 7/3d and Conisborough 8/-. Return from Doncaster was at 19:25. On Monday, the 12th, Hull was again revisited. There was also a repeat of the refreshment car train to the Industrial Trade Fair at Castle Bromwich, departing Accrington at 6am with a change in Manchester between Victoria and London Road stations. The 3rd Class fare was 22/6d, the 1st Class fare was 33/9d. The return was at 17:33 from Castle Bromwich with again a cross-Manchester change. On Sunday, the 16th, both the Millom and Coventry excursions were repeated, but there was a new one on the itinerary. This was to Bristol, Newport, Cardiff or Swansea going overnight on Fridays, the 14th, 21st or 28th departing at 22:12 with a change of stations in Manchester. The return fares were 29/-, 27/6d, 29/- or 30/- respectively.
Special cheap day returns were available on trains departing after 09:30 throughout the month, with return fares to Blackburn or Burnley for 1/2d, Preston 2/8d, Skipton 3/5d, Todmorden 2/3d, Colne 2/-, Nelson 1/8d, Haslingden 10d, Bury 2/- and Manchester 3/5d.
June From the 1st, there were bargain return fares on specified trains to Blackpool and Morecambe, formerly 7/- now 5/9d from Accrington, from Huncoat 6/- formerly 7/3d and from Church 5/6d previously 6/9d.
On Saturday, 22nd, the destination was Llandudno and the North Wales resorts, departing at Accrington at 11:40 returning at 18:00, the fare to Llandudno was 12/6d. The usual trips to the Lancashire coastal resorts would also operate, including evening runs to Southport on the 22nd, (and 30th) at 3/6d return
On Sunday, the 23rd, departing town at 10:12 Carlisle was the ultimate destination for 13/-, going via Lancaster 5/3d, Carnforth 6/-, Oxenholme 7/- and Penrith 11/-, and returning Citadel Station at 19:10 with light refreshments available both ways. Both Coventry and Millom would again be in the programme.
On Whit Monday there was another trip to Otley, Knaresborough, Harrogate & York, and there was also a ‘scenic’ excursion to Harrogate going via Settle, Hawes and Wensleydale from Church 09:43, Accrington at 09:45 for 11/3d return, including a 3 hour stay in Settle and 4 hours in Harrogate. The return from the spa town was at 18:30 coming back via Ilkley. Amongst the choices over the Whitsuntide weekend were specials to Fleetwood for 5/-, Liverpool for either New Brighton or West Kirby 7/- with an organised ramble from the latter.
On the following day there were repeat excursions to Liverpool/New Brighton and to Hull. On Sunday, the 30th, Chesterfield and Workington were both revisited, with a special to Morecambe departing Accrington at 10:13 and Church at 10:16, for 5/9d and 5/6d return respectively, returning from Euston Road at 8pm. Despite poor weather bookings had held up at Accrington Station with 400 on the special to Llandudno.
July Another new trip included an evening run to Roundhay Park in Leeds for the Northern Command Military Tattoo, which was on from the 28th to August the 3rd. The train would depart town at 16:00 with a return fare of 5/-. Only a limited number of tickets were available to the event and seats were priced at 5/-, 7/6d or 10/-, with standing at 2/6d, so early booking was essential.
On Sundays the 4th and 11th, there was a repeat of the train and ferry outing to Llandudno or Menai Bridge. This would run daily from the start of the town’s holiday weeks up until September 20th. Fares were Llandudno 27/- and Menai Bridge 29/6d. There were overnight trains from Accrington on Fridays, the 9th and 16th, to Douglas via Fleetwood at 21:27 or 00:46, and 08:55 on Saturday mornings, the fare 41/2d. There was a special for Ireland via Heysham on the 16th departing Accrington at 20:45, also to resorts in Devon to Paignton at 20:55 with a change of trains in Ramsbottom at 21:15.
There were new overnight trains to Plymouth for 93/6d return, going on to Newquay 109/3d, another to Bath for 57/10d, Poole 77/- and Bournemouth 78/6d, also to Norwich for 67/2d and Great Yarmouth 72/4d, to Glasgow at 61/- running via Carlisle (31/4d), and also via Kilmarnock (57/6d), Trains for London ran overnight at 20:43 on Fridays, or 05:40 and 08:33 on Saturday mornings, the fare 60/2d return.
On Saturday, the 17th, there was a repeat of the train to Bridlington, Scarborough and Filey Holiday Camp, with another departing Accrington at 1pm to Penychain for Butlin’s Pwllheli at 41/6d return, calling at Conway, Penmaenmawr, Llanfairfechan, Bangor, Caernarfon and Afonwen, whilst an earlier train at 08:35 would run non-stop to Caernarfon. Amongst the other specials was one to Skegness for 41/10d return. From Saturday, the 17th, period returns were also available on specials to Blackpool 9/8d, Fleetwood 11/2d, Southport 9/2d and Morecambe 12/4d.
From Sunday, the 18th, to Friday the 23rd, and again on Sunday, the 25th, to Friday, the 30th, the town ‘Holiday Runabout Ticket’ was again available at 26/6d. During the holiday fortnight there would be repeat excursions to Llangollen, Chesterfield, York, Leicester, Scarborough, Lakeside and Llandudno, with light refreshments available on all these trains.
Despite the fact that it was the one of the wettest months, with over 6¾ inches of rain falling during the holiday period, a list of 24 special or ‘enlarged’ trains were advertised to run during the first week, with 19 during the second week. The booking office was open on the Monday prior to the start of the holidays, to accept bookings on these extra trains. Light rain on the Friday of the first week turned into a deluge on Saturday but despite this, bookings were well up on previous years with Accrington’s allocation on all the long distance specials completely snapped up, and despite rough sea crossings the IOM still remained popular.
Cricket fans were encouraged to support Enfield at Ramsbottom on Saturday, the 24th, for 1/7d return, Church at Colne at 2/3d return using any service train.
August On Sunday, the 1st, in conjunction with Ribble Motor Services, and departing Accrington at 10:15, Church 10:19, a train went to Windermere, where following a transfer to coaches Ambleside, Coniston and Newby Bridge would be visited. The fare was 14/9d, the train returning from Windermere Town at 19:05 and tickets had to be booked by Friday, the 30th, of July.
On every Saturday until September 4th, a special to Blackpool would depart Accrington at 09:01, Church 09:06 returning from Blackpool North at 17:35. On Sunday, the 15th, there was an excursion to Morecambe departing town at 10:24 returning from Euston Road at 18:45, fare 5/9d, as well as a repeat trip to Llandudno and the North Wales resorts. There were trips to Southport from Accrington on Saturday, the 7th, Sunday, the 8th, and Saturday, the 14th, at 12:24, 11:34 and 12:30 respectively all at 4/- and returning at 19:50 on every day. On Sunday, the 8th, both York and Millom were revisited. Return specials ran to Barrow, Grassington and Hull on Sunday, the 22nd, and on the previous day it was 1/2d return to Helmshore Station for Enfield’s game at Haslingden, or 1/- return to Rose grove for Accrington’s game at Lowerhouse. On the final Sunday of the month the excursion was to Fleetwood, departing town at 10:55 returning from Fleetwood at 19:50 for 5/- return.
Very advanced notice was given of ‘Pantomime Specials’ to Leeds where at the Grand Theatre Vic Oliver was starring in Old King Cole, and special trains would operate from East Lancs on New Year’s Day, January 15th and 22nd, and February 5th and 12th, in conjunction with performances.
Following seven months of fruitless negotiations over pay, both the NUR and ASLEF were threatening strike action by their 700,000 members, 25,000 of which were employed in the North West Region between Crewe and Carlisle. The Transport Salaried Staffs’ Association was also planning to meet with the Transport Commission in their dispute.
September On Sunday, the 5th, the excursions were repeats to Workington or York. Period overnight returns to London would be available every Tuesday, Wednesday and Thursday until further notice at 40/- with a change of station from Victoria to London Road in Manchester. Departing Accrington at 22:09 and returning from Euston at 00:40. These tickets would be valid for a period of 17 days.
Specials would continue to operate to the Railwaymen’s Carnival at Belle Vue on the 11th, to Morecambe for the Illuminations at 5/9d return with admission to Happy Mount Park at 1/- extra for adults and 6d extra for children. Overnight on Friday, the 17th, departing Accrington at 22:00 the destinations were Bristol 29/-, Newport 27/6d, Cardiff 29/- and Swansea 30/-. Blackburn Rovers’ fans could also avail themselves of this train for their game against Bristol Rovers, by returning from Temple Meads at 00:10 on Sunday. Passengers would have to cross between the main stations in Manchester in both directions.
Coventry would be the destination on Sunday, the 19th, along with Millom, whilst on the 27th, Chesterfield was again the objective. A ‘special’ designed for ramblers would also operate on the 27th, visiting Chinley for 5/-, Edale 6/-, Hope 6/9d, Hathersage 7/3d, Grindleford 7/6d and Sheffield 8/6d, departing town at 10:04 and returning from Sheffield Midland at 18:04. The organised rambles would commence from Edale and Grindleford.
For 4/3d return there was a choice of several trains to see Blackpool Illuminations throughout the month. A spokesman at Accrington Station said these evening trips to Blackpool were well patronised, but the ramblers’ trains to the Lake District and along the Hope Valley proved only to be moderately popular.
Not only was Altham’s Travel Agency an outlet for tickets on BR, but were also agents for all the continental railway companies, Canadian Pacific Railroad & Steamship Company and the Canadian National Railroad Company.
October On Saturday, the 2nd, departing Accrington at 09:43 there was a special to Aintree for motor car racing, or for a visit to Liverpool for 7/6d and 8/9d respectively, with the return departing Exchange at 18:00, Sefton Arms at 18:12 or any later service train. A cafeteria car was included in the football train to Chester on Saturday, the 9th, the fare from Huncoat was 7/6d where it departed at 11:10, and 7/- from Accrington at 11:18, Church 11:22 and Rishton 11:28. The return was from Chester General at 18:05, (Stanley drew 1 – 1.) Another cafeteria special went to Nottingham on Saturday, the 16th, where Rovers were to play against Forest. Departing at 09:50 returning from Nottingham Midland Station at 17:30 the fare was 11/9d.
The following day Coventry was revisited, and a new excursion was made available. Departing Church at 09:40, Accrington at 09:45 it would call at Hellifield 4/3d, Garsdale 7/3d, Hawes 8/-, Askrigg 8/6d, Aysgarth 9/-, Redmire 9/3d and Leyburn 9/9d. The return would depart Leyburn at 18:33 and there was a choice of organised rambles from Aysgarth and Redmire. Light refreshments were also available on this train.
Evening 4/- trips to Blackpool began on Saturday, the 30th, with admission to the Winter Gardens or the Tower now at 1/6d extra.
November Tranmere Rovers were at home to Stanley on 6th, and supporters were encouraged to depart on the 11:42 train from Accrington. This train could also be boarded at Huncoat at 11:35 and Church & Oswaldtwistle at 11:46 and the return fares were to Liverpool 5/6d and to Birkenhead 5/9d. There was a choice of trains returning home from Exchange Station in Liverpool, (after a 3-1 defeat.) They could catch the 18:15 which required a change at Todd Lane, or by changing in Preston on either the 20:00 or the 22:00 departures from Lime Street. On Saturday, the 6th, another big game was Wolves versus Burnley at 15/- return departing at 08:33 on the London train but with a change in Stockport.
On Sunday, the 7th, the Workington excursion was repeated, and on every Saturday up to December 18th, on either a 12:13, 1 o‘clock or 13:47 train to Blackpool the fare was 4/3d return. For 4/- return people could visit Southport on the 12:03, or with a change in Blackburn onto the 1 o‘clock. England played Wales at Wembley on the 10th, and by departing Accrington at 07:25 with a change in Preston the fans could see the match for a return fare of 43/-, returning Euston at 18:30 or the 23:05.
Throughout the winter months and into the New Year there were cheap day returns on Saturdays to Manchester at 3/-, Blackpool 5/9d and Morecambe for 7/-.
December On Wednesday, the 1st, there was a special excursion from Accrington to Wembley for the England versus West Germany international match, which departed at 06:28, returning from Wembley Central at 16:30. The return fare was 43/-, but for supplement of 17/- a fan could have luncheon on the outward journey and dinner on the return. All tickets would have to be booked in advance.
On Saturday, the 6th, the excursions were again to either Millom, or to Doncaster this time via Penistone and Barnsley.
From the 6th, it was announced that BR were to provide a better service in the mornings between Accrington and Preston, by extending the push-pull service from Colne at 08:20 that normally terminated in Accrington at 9am, through to Blackburn where it would provide a connection onto the 09:34 to Preston. This would provide a better connection in Preston to Glasgow and Edinburgh on the Scots Express at 10:40 and to the 11am to London. Before this the next train after the 08:33 to Preston had been the 10:06, which sometimes missed the 10:40 connection. The extension of the 08:20 from Colne, known colloquially as the ‘Little Billy’, had fuelled rumours that a light diesel railcar would provide a regular shuttle service between Accrington and Blackburn, but this had been denied. Another suggestion was that the line from Manchester should be electrified beyond Bury through to Colne via Accrington. (This idea had first been mooted in the early 1930s by the then MP, Major H. A. Proctor, as one means of improving the industrial prospects of North East Lancashire.)
In 1954 the following 3 locomotives came into the allocation –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn |
| Stanier ‘Black 5’ | Vulcan Foundry. | Mar. 1935 | 4 – 6 – 0 tender | 5MT | 45078 | June 1954 | Jan. 1960 | Oct. 1965 |
| L & Y Aspinall | Kitson | Sep. 1880 | 0 – 6 – 0 s/tank | 2F | 51474 | Apr. 1954 | July 1954 | June 1957 |
| L & Y Aspinall | Vulcan Foundry | Apr. 1881 | 0 – 6 – 0 s/tank | 2F | 51497 | Aug. 1954 | Dec. 1957 | May 1959 |
1955 (The main London trains were now the 08:00 ex-Colne, departing Accrington at 08:33, followed by the 11:28, (Colne at 10:55). There was also a 16:08 which had four carriages which were transferred onto a Manchester to Euston service in Stockport.)
January The signalman at Huncoat Sidings Box was called to give evidence at an inquest into the death of Frank Day, a 32 year old from Within Grove. He stated he had looked out and seen a man standing some 120 yards away on the lines, shortly after which two trains had crossed in very quick succession. He had then observed a body on the lines and immediately called the police and the Stationmaster at Huncoat. Dr H. Q. R. Wheeler, the police surgeon, told the Coroner that the cause of death was multiple fractures of the skull due to a severe impact. The Coroner recorded an open verdict.
The evening dancing special to Blackpool would be operating again on the 15th. Football specials to Kirkdale Station for Everton v Burnley at 5/6d return on the 15th, departing at 12:22, and to the same station again on the 2nd, this time for Rovers second division game at Anfield v Liverpool, departing Accrington at 12:34.
On Sunday, the 23rd, the excursions to Leicester and Hull were repeated, whilst there was a special to Blackpool departing Accrington at 12:18, returning from Blackpool Central at 19:20, fare 4/3d.
An impending strike by members of the National Union of Railwaymen was called off at the eleventh hour. When, before Christmas, the Transport Commission had looked into paying a “reasonable” wage, it was made known that the Railway Staffs National Tribunal had come down on the side of the Union and had placed its findings before the Government.
Even though it had made a profit of £9million in 1953, the Transport Commission had decided to sell off the road haulage sector of BR, so no deficit would have been incurred. But it was predicted that profits would fall to £7million in 1954, because only one third of the wagons in the total fleet had been bought. A member of the BRS Board, Mr G. W. Quick, had stated the sale of vehicles should stop and the remainder left to operate under the British Road Services banner. MP Harry Hynd said, “This was not only about the pay of the workers which should be revised, investment was needed in new carriages, freight wagons and stations, and it was essential to make improvements to the permanent way to allow for faster speeds and to invest in new diesel and electric locomotives”.
February Return trips to Blackpool were on sale at 4/3d on Sunday, the 5th, on the 12:08 from Accrington returning on the 19:20, also on Sunday, February 27th, departing at 11:38 returning from Blackpool at 19:15. On Saturdays February 26th, March 5th and 12th, evening trips to Blackpool on the 16:38 cost 4/- return from Accrington, 3/9d from Church & Oswaldtwistle. For 1 shilling extra you could also have a reduced admission to the Tower Ballroom. Return was on the 23:15 from Blackpool Central.
On Sunday, the 5th, departing Accrington at 11:08, the destination was Otley for 5/-, also a special ran to Barrow for 10/- return on Sunday, the 13th, leaving at 10:15.
Stanley were away at Crewe Alexandria on the 5th, departing Huncoat 11:28 for 6/9d, Accrington 11:34, Church 11:38 both at 6/6d, and on the 12th, to Wrexham at 8/- return, leaving Huncoat at 11:30, Accrington 11:35 and Church 11:40. Cafeteria cars were included on both these specials. (Results – Crewe 0 – Stanley 3, and Wrexham 3 – Stanley 1.) Also on the 12th, Rovers were away at Plymouth Argyle, which meant departing Accrington on Friday night on the 22:00 to Manchester, and crossing to London Road outwards and return. The fare was 42/- and the return was from North Road Station at 20:05.
Sunday, the 27th, was a busy day with repeat excursions to York, Chesterfield and Millom. Advanced notice of specially reduced period return fares during Accrington’s holiday weeks were advertised to Lytham and all stations to Blackpool at 6/6d. These were valid on any outward train with a return on any train within a 16-day period.
March There was a special train to New Clee Station for Stanley’s away game with Grimsby Town on Saturday, the 5th, departing Church at 10:15 for 12/6d, then Accrington 10:20, Huncoat 10:27 both for 12/3d return. There was a cafeteria car on this train and the return was at 17:48. (Grimsby 2 Stanley 1.) On the same day a 3/- return would get fans to Manchester Victoria for Burnley’s away fixture at Manchester United, departing at 12:47 returning at 17:50.
On Sunday, the 6th, there were repeats of the Doncaster and Coventry excursions, whilst on Saturday, the 19th, a special went to Rotherham for Rovers away game, departing Accrington at 12:05 and returning at 17:25 for 8/- return. On the same day Stanley were at Rochdale with a fare of 2/9d return on the train leaving town at 12:47 and returning at 17:30. There were evening trips to Blackpool on Saturdays the 12th and 19th, returning from Blackpool at 22:45 and 23:15 respectively, as well as regular day outings on selected service trains to both Southport at 4/- and Blackpool all at 4/3.
It was Grand National Day on Saturday, the 26th, and the fare to the Sefton Arms Station was 7/6d.
April The evening trips to Blackpool would continue to be available throughout the month. Special trains ran on Good Friday to Fleetwood departing 10:25 returning at 19:30 for 5/-. At 09:53 there was a repeat excursion to Llandudno and the North Wales resorts as well as another run to Ilkley. On Saturday, the 9th, there was a return trip to Liverpool and/or New Brighton, whilst Rovers fans could go to the away match at Hull City for 11/-, departing at 10:56 and returning from Paragon Station, at 6pm.
On Easter Sunday, once again the Coventry excursion was running, along with a repeat to York. Easter Monday Rovers were away again at Lincoln City and a special departed Church at 10:26 returning from Lincoln Central at 18:08 for 12/6d, with the bonus of light refreshments on board. For those who favoured the peace of the countryside Grassington was the other special on Monday.
It was announced that Accrington Goods yard might in future only be used for the handling of full wagon loads, with small goods being processed in Blackburn. The Town Clerk, Mr Jack Gartside, was instructed by the Council to write to BR to protest against this proposal. MP Harry Hynd was also vehemently opposed to this ‘streamlining’ of services by BR.
It was a right royal day for the railways of Accrington on the 14th, as HRH Queen Elizabeth II and Prince Philip visited East Lancashire. Having spent the previous day on the Fylde Coast the empty stock of the Royal Train was brought into Accrington from Poulton sidings behind double headed ‘Black Fives’ numbers 45020 from Edge Hill Shed in Liverpool, and 45045 which was a Holyhead locomotive. In Accrington the train went around the curve from the Blackburn line onto the Bury line where the two engines were detached, whilst an ‘Austerity’ 2-8-0 freight locomotive was coupled on the other end to take the eleven coaches, weighing in at almost 500 tons tare, to Colne. It was here that the Royal party would retrain later in the day. Meanwhile Accrington Sheds were preparing ‘Jubilee’ 4-6-0 engines 45571 ‘South Africa’ and 45574 ‘India’ both from Blackpool North Sheds to take the train on to Wigan North Western Station at 16:45. On the footplate of train engine South Africa, were driver Eddie Stones with fireman George Watson, whilst driver Bob Shackleton with fireman Allan Pilkington, were the crew on pilot locomotive India. This pairing ran light engine, tender first, from Accrington to Colne to take the train via Rose Grove, Padiham and Great Harwood to Blackburn and then via Cherry Tree and Chorley to Wigan. The locomotives were then detached and returned light engine to Accrington for servicing. It was said that both these Jubilees were in immaculate condition due to the work of the staff at Accrington Sheds, who were under the supervision of Alex Carefoot the foreman cleaner.
At a meeting of the General Purposes Committee it was reported that the British Railways Executive was proposing to close Accrington Goods Station as from May 1st, and this would result in a greater amount of goods traffic being transferred to Blackburn in the future. It was resolved that the Town Clerk should convey to the Transport Executive, this Council’s objections to this proposal in the strongest terms and in the way the Executive had avoided giving prior notice of their intention to the Council, as it was a matter of ‘vital’ importance. It was further resolved to seek the support of the local Member of Parliament in this matter.
The evening trips to Blackpool would operate throughout the month.
May Despite the protests from several sources, as of May 2nd, Accrington’s Goods Station would no longer accept consignments which did not amount to a full van or wagon load. However, it was stated that this would have no effect on the handling of parcels traffic. Full loads would still be handled at the yard, which still amounted to hundreds of tons every year, and a new crane had been installed at the depot only two years previously for this specific purpose. In the Baxenden, Helmshore and Haslingden area this type of traffic would be concentrated at the depot in Waterfoot. There was also a concern raised about the extra amount of traffic on the roads resulting from this move.
Responding to these criticisms, Mr J. L. Henderson, Public Relations Officer for the Transport Commission in his correspondence (dated April 28th), stated –
“There seems to be some misunderstanding with regard to our new scheme for dealing with ‘sundries’. The new arrangements are that a collection and delivery service based on Blackburn will be for less than full truck loads. We are convinced that this will result in a better service by providing direct cartage to and from Blackburn. One complaint raised was that no official notification was given to traders. But on April 7th, the District Office wrote to all the firms with which we do business, to advise them of these changes. This correspondence was also circulated to the Town Clerk of Accrington, the Town’s Chamber of Trade and the local National Farmers’ Union.”
Bradford City was hosting Stanley on the 4th, on the final Saturday of the season, and a train was run from Rishton at 12:13, Church & Oswaldtwistle 12:18, Accrington 12:23 and Huncoat at 12:28. The return fare was 5/6d from Rishton and 5/- from the other three stations. The return left Manningham Station at 17:15. (Bringing jubilant fans back after a 3-0 victory.)
The Town Clerk submitted the correspondence he had received from the General Manager of the British Railways Executive and from the local Member of Parliament, to a meeting of the General Purposes Committee. This was on the subject of moving goods traffic from Accrington to Blackburn which had occurred from May 2nd, last.
On Sunday, the 8th, the destination was Fleetwood departing Accrington at 08:52 then Church at 08:55 returning at 7pm. Fare from Accrington was 5/-, Church 4/9d, with fares to Thornton (Cleveleys) 3d less.
Besides the usual runs to the coastal resorts BR were repeating the Chesterfield excursion on Sunday, the 15th, along with one to Ripon departing town at 10:00, calling at Skipton fare 3/5d, Bolton Abbey 4/3d, Ilkley 4/9d, Otley 5/-, Harrogate 7/- and Ripon 8/3d. The trip to Llandudno was also operating again on this same day.
At midnight on Saturday, the 28th, the Association of Locomotive Engineers & Firemen came out on strike, and Accrington Station was practically deserted. Over the Whitsuntide period, Sunday, the 29th, excursions were to have operated to Longsight for Belle Vue, Chesterfield, Coventry and Ilkley. Ilkley should have been repeated again on the Monday and there was a ‘scenic’ trip planned to Harrogate via Settle, Hawes and Wensleydale, with a two hour stay in Settle and four hours in Harrogate. The fare would have been 11/3d and it was due to depart Church at 09:43, Accrington at 09:45.
June On Monday some trains did operate, including the 06:05 to Manchester, whilst the Preston to Todmorden train came through at 06:25 to be followed by the 08:30 Colne to Manchester. There were also trains from Blackpool to Colne and another for Preston.
It was impossible for staff at the station to give information of what would, or would not run. “This was ironic for BR had arranged a ‘bumper’ programme of excursions and trips over the Whitsun weekend”, stated an official. On the first weekday of the strike only 24 of the timetabled trains actually ran out of the normal number of 120. One train from Blackpool had arrived in Accrington at 20:00 carrying a large number of passengers returning from Blackpool, and temporary measures were put in place to keep the postal services moving. During the first week only about one-fifth of the normal quantity of goods were coming through Accrington.
About 60 members of the National Union of Railwaymen had continued to work at Accrington’s engine sheds, and priority was being given to maintaining supplies of fuel to the power stations. On June 6th, there had been only about 25 trains through Accrington in the morning, about one quarter of the normal throughput, and an ‘emergency’ timetable had been posted up, which would operate ‘until further notice’. This included –
In the morning trains to Colne at 08:11, to Todmorden at 08:58, to Skipton at 09:32 and two more trains to Colne at 11:02 and 11:41. In the afternoon to Colne at 13:28, Skipton at 15:40 and three more to Colne at 17:18, 18:07 and 22:30.
There would be a 07:10 to Manchester via Blackburn, a 13:57 to Preston, a 17:37 to Blackpool all from Colne, an 18:59 to Preston ex-Todmorden, and a 21:00 to Preston.
There was a Manchester to Accrington at 07:10 and an 08:09 going through to Colne. The 10:00 coming through from Manchester would form the 11:00 to Colne. In the afternoon the 12:30 from Manchester would arrive in Accrington and then depart as the 13:26 to Colne. A later train coming through from Manchester would arrive in Accrington at 16:30, there would also be a 21:30 to Colne.
During the second week of the strike the situation in Accrington had become clearer, with trains in the mornings to Manchester via Bury at 06:05, and via Blackburn at 07:10. There was a 08:11 to Colne, a 09:13 to Todmorden and a 09:32 to Skipton, an 11:10 to Preston and another to Colne at 11:41. In the afternoons there were trains to Colne at 13:25, a 13:33 to Manchester via Bury, trains at 13:57 and 15:00 to Preston, a 15:40 to Colne, a 17:20 to Todmorden, a 17:27 to Blackpool, a 17:32 to Manchester again via Bury, an 18:07 to Colne, an 18:59 to Preston via Bury and Bolton, a 21:00 to Preston and finally a 22:30 to Colne.
By this time the ASLEF dispute was beginning to bite with 80 workers being laid off at the Ewbank Works, and Bury Brother’s Fountain Mill was introducing a 4-day week from the 20th. They would join about 200 other workers who were on short-time. By the fourth week in June over 800 workers in the cotton mills and weaving sheds were on a four-day week.
Following intervention by the Trades Union Congress, ASLEF finally called off the strike, which had lasted for seventeen days. Meanwhile permanent way gangs had been taking advantage of the reduction in frequencies by relaying some of the tracks, between the station platforms and the viaduct.
There were more repeat excursions to Workington or York on the 4th, and Doncaster and Llandudno on the 11th. On the weekend of June 11th/12th, 26 fully laden coal wagons had been shunted into the sidings so that coal merchants could load household deliveries, instead of them having to go as far as South Yorkshire to obtain supplies from the pit heads. Meanwhile, MP Harry Hynd was lobbying for a secret ballot of members before any strikes could be called.
July There was a minor drama on the Baxenden Incline in July, when the remaining working injector on Stanier tender loco 2-6-0 number 42820 failed as it was working the 18:22 return working of the 15:16 passenger service from Bury. A blockage in the tender meant that the supply of water to the boiler fell towards a dangerous level, so the fireman started to throw out the locomotives fire to avoid a potential explosion. The feed was eventually restored and the 6-coach train was able to proceed after a delay of 15 minutes, eventually reaching Bolton Street Station in Bury some 21 minutes late. The engine then went on to its home shed for further examination. There the fault was found to be due to a section of overflow pipe that was missing, causing the feed to the boiler to intermittently knock off.
The fire brigade was called to an embankment fire close to Queens Road Bridge one afternoon, which took an hour to extinguish. It was thought it was started by a spark from a passing locomotive.
Despite the ‘possibility’ of more industrial action, BR were advertising day and evening trips to Blackpool, whilst services would be going to Southport, Morecambe, New Brighton, Belle Vue and Windermere Lakeside. Advanced notice of holiday specials were also advertised including overnight trains to Douglas on Friday, the 15th, and by changing in Blackburn to Bristol departing at 18:37 for 60/3d, stations to Torquay for 92/6d, Paignton for 93/2d, Plymouth for 100/8d and Newquay for 113/-. A train for Bath at 62/2d, Poole and Bournemouth at 82/10d would depart Accrington at 20:25, whilst a train for Norwich at 72/2d and Great Yarmouth 77/10d would leave at 19:57. At 21:40 there was a special to Portsmouth (for the Isle of Wight) at 87/10d, whilst departing at 5 minutes earlier there was a train to Brighton at 80/4d, Eastbourne, Bexhill-on-Sea, St Leonards and Hastings all at 84/2d. Departing at 20:25 there was another special for the West Country, this time calling at Taunton for 74/8d, Exeter 84/6d, Teignmouth 89/2d, Newton Abbot 90/8d, Torquay 92/6d and Paignton 93/2d.
On Saturday, the 16th, by leaving on the 06:00 or 08:40 there were trains to Penychain for Butlin’s Camp at 44/8d, which also called at several North Wales resorts and by departing town on either the 08:20 or 10:56, holidaymakers could go to the camp at Filey for 37/4d, after calling at Bridlington 34/-, Scarborough 35/2d or Filey itself for 36/2d. Holiday camps were well served as a special was off to Skegness at 08:10 with a change of train in Blackburn, fare 45/-. On the first day there were 9 extra trains for Blackpool and 3 more for Fleetwood.
There were several choices of trains to London starting with one in the early hours of Saturday at 00:20, or on the 05:40, 08:33 or the 12:42, the return fare being 64/8d. Another overnight excursion was off again at 00:54 to Carlisle for 33/8d, Kilmarnock 61/10p and Glasgow 65/8d, this train would also include a stop in Dumfries. There were also period return tickets to Hoylake at 15/10d, New Brighton 15/- and West Kirby 16/4d, on trains departing on Saturdays at 08:59 and 09:25. The town’s ‘Runabout’ ticket was available again, whilst Llandudno, Southport and Morecambe could all be visited on special trains on a daily basis.
At Accrington Station it was difficult to gauge just how many people would use these special trains, but the majority using them to the longer distance destinations would be travelling on the first week of the holiday fortnight. On Sunday, the 17th, there was a day excursion to Lakeside, for Bowness and Ambleside, which would be repeated on Monday, the 18th, Wednesday, 20th and Thursday, the 21st, during the first week, and Tuesday, the 26th and Thursday, the 28th, during the second week, other choices on the 17th, were either Scarborough or Workington. On Monday, the 18th, the destination was York. Chesterfield was revisited on Sunday, the 31st, whilst a new one was on offer via Lancaster and Grange to Foxfield at 10/6d and Coniston 11/-.
LUGGAGE IN ADVANCE
British Railways were currently offering a service whereby holidaymakers could send their luggage on ahead them. The tariffs were 4s – 4p for each item to be picked up at home and then delivered to the holiday address. Alternatively luggage could be deposited at the local Station and then picked up at a designated Station for the price of 2s – 2d. This service was offered nationwide and also to Douglas IOM, the Channel Islands and to selected stations in Ulster.
Every Sunday until August 21st, there was a day trip to the Isle of Man departing at 05:45 to Fleetwood and returning from Douglas at 17:15, the fare inclusive of sea crossing was 22/9d.
The spell of hot weather meant there was a big demand for the 40 special trains, with the three London trains and the one going through to Portsmouth fully booked. With temperatures well into the seventies day trips had proved very popular throughout the fortnight. However, councillors in Church complained to BR that only one of the special holiday excursions had stopped at Church & Oswaldtwistle Station during the second holiday week. This meant some residents had to travel as far as Rawtenstall to board the direct trains to Bournemouth, Great Yarmouth, Torquay and the West Country. The explanation given was that due to a clash of holidays they had not the resources to operate these excursions on two consecutive weeks, and it had been Accrington’s turn on the 15th and Rossendale’s turn on the 22nd.
August Excursion trains would continue to run with repeat trips to York on the 7th and Millom on the 14th. Also on the 14th, there was a new outing to Hellifield for 4/3d, Clapham 5/3d, Bentham 6/-, Wennington 6/3d, Caton 6/9d and Lancaster 7/3d. Light refreshments were available and there were organised rambles to choose from in Clapham and Bentham.
Despite the good summer there were fears being expressed that stocks of coal for the winter were only at 50% of normal.
The Highways Committee met when the Borough Engineer reported that the British Transport Commission had decided against proceeding with their scheme for making alterations to the railway bridge on Back Newark Street, for the time being at least. They stated they would give notice to the Council when they were in a position to commence with these works.
September There were regular trips to Morecambe for the Illuminations at 5/9d return, plus 1/- for adults children for 6d for admission to Happy Mount Park, whilst the fare to Blackpool’s lights was 4/3d return. On Saturday, the 3rd, there was an evening run to Longsight for Belle View, departing Accrington at 17:28 returning at 22:40 for 3/3d return, with entrance to the gardens at 1/3d for adults and children 6d. This was again the destination on the 10th, this time for the Railwaymen’s Carnival, departing at 11:50 and returning at 22:42 with advanced admission included in the 4/- ticket price.
Residents of the Within Grove Estate had written to the Council about the poor state of the fencing next to the railway, as children were finding it easy to get onto the line. This fence was of the normal ‘post and rail’ type universally used by the BTC. The Borough Engineer, Mr G. Heys, had prepared an estimate for a chain-link fence to separate the estate from the tracks.
On Saturday, the 17th, Burnley supporters departing on the 08:35, would have to change at Stockport and Dudley to get to Smethwick to see the away game at West Bromwich Albion.
On Sunday, the 18th, the repeat excursions to Coventry and Barrow ran from Accrington, whilst rambles were arranged from the 09:45 departure, at both Hawes and Aysgarth, on an excursion to Redmire with the fare at 9/3d and Leyburn at 9/9d. On the 25th, three specials ran to Chesterfield, Grassington or Millom.
A spokesman at Accrington Station said more people had been tempted to go to Blackpool this year enticed by the bargain 6/6d period return, instead of the usual 10/6d fare. Despite uncertain weather, the trips to the Illuminations had tempted far more people than in recent years whilst the excursion to Barrow had been fully booked.
October On Saturday, the 1st, departing at Huncoat 11:30, Accrington 11:37 and Church 11:40 the first football special of the month ran to Wrexham for Stanley’s away game with happy supporters returning from General Station at 17:10, (having seen them win 4 – 1). The fare was 8/-. Rovers’ fans could also travel to Bury to see their team play by departing Church at 13:05, coming back from Knowsley Street Station at 17:28 for 2/- return. Stanley were away again on the 22nd to Bradford City, departing Rishton at 12:13 Church at 12:18, Accrington 12:23 and Huncoat 12:28, returning from Manningham at 17:15, fare 5/-, from Rishton 5/6d. (Stanley lost 3 -1.)
On Sunday, the 9th, there were repeat specials to Doncaster and to Workington whilst on the 23rd, the choice was between Appleby, Barrow or Hull. It was still possible to go to London overnight for £29 on Tuesdays, Wednesdays or Thursdays, if returning within 17 days.
On Saturday, the 29th, Burnley were away at Chelsea and by changing trains in Manchester off the 22:09 on Friday, 28th, or on the 07:25 on Saturday this time changing in Preston, fans could have a return ticket for 35/-.
November There were trains on Wednesday, the 2nd, to Wembley for the England v Northern Ireland International, at 05:52 or 07:25 from Accrington by changing in Preston with a fare of 43/-.
On Saturday, the 5th, Stanley was away again, this time to Oldham Athletic. The fare on the special was 3/6d from Huncoat and 3/2d from Accrington, departing at 12:10 and 12:18 respectively. The return was from Oldham Central at 5pm. (Stanley won 3 – 1.) Despite the Illuminations coming to an end, trips to Blackpool would continue every Saturday, right through to April 21st, (with the exception of March 21st), departing at 12:13, 1pm or 13:37 for 4/3d return.
December On Saturday, the 3rd, Stanley were away at Crewe Alexandra and a train departed Huncoat at 11:05 for 6/9d, Accrington 11:12 and Church 11:16 both at 6/6d, with a return from Crewe at 16:25. (Crewe 0 – Stanley 3.) On Saturday, the 10th, Stanley were away again, this time to Darlington in the 2nd Round of the F.A. Cup. A train containing a cafeteria car departed Church at 09:52, Accrington 09:56 and Huncoat at 10:01, returning Darlington at 16:28, all at one fare 12/-. (Darlington 0 – Stanley 1.) On the same day Burnley were away at Wolverhampton Wanderers, departing Accrington at 08:33 with a change in Stockport or on the 10:06 with a change in Stafford, fare 15/-.
Sunday excursions were to Barrow on the 4th, and Coventry on the 11th. There were more football specials on Christmas Eve to Kirkdale for Burnley at Everton, and on Boxing Day to Southport where Stanley were the visitors, leaving Huncoat at 12:20, Accrington at 12:26 and Church 12:30 at 4/-. Return was from either Chapel Street at 16:45 or St Lukes Station at 16:50. (Southport 1 – Stanley 1.) Rovers’ fans could see their game at Sheffield Wednesday on Tuesday, the 27th, departing Accrington at 11:33, returning from Wadsley Bridge at 16:35 for 7/6d, or on the same day PNE v Burnley for 2/8d return, leaving Accrington at 12:56 and returning on any train after 16:35.
It was sometimes the case that the ascent out of Accrington on the 1 in 40 Baxenden incline, left the sanders on engines depleted or even totally empty. This was the case on December the 29th, when ‘Crab’ #42731 of Bury Sheds was taking a thirty-six vehicle goods train to Ramsbottom. There crew the taking over would have to hope that the loco would not slip on the wet rails on its next turn of duty, up the Rossendale Valley to Rawtenstall and Bacup.
On New Year’s Eve Rovers were away at Liverpool, the fare to Kirkdale was 5/6d. Stanley were also away to Stockport County with fans from Huncoat having to change in Accrington onto the 12:15, which would call at Haslingden at 12:26 and Helmshore at 12:32 with the return from Stockport Edgeley at 16:35. The fare from Accrington was 3/9d and from the other two pick-up points 3/6d. (Stanley ended the year with a 2 – 1 win.)
In 1955 the following 12 locomotives came into the allocation –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn |
| LMS Fowler | Vulcan Foundry | Mar. 1927 | 4 – 4 – 0 tender | 4P | 41188 | Apr. 1955 | July 1955 | Nov. 1955 |
| LMS Fairburn | Derby | May 1949 | 2 – 6 – 4 tank | 4MT | 42110 | Jan. 1955 | Mar. 1961 | Oct. 1966 |
| LMS Stanier | Derby | June 1938 | 2 – 6 – 4 tank | 4MT | 42619 | Jan. 1955 | Jan. 1960 | June 1964 |
| LMS Stanier | Derby | July 1938 | 2 – 6 – 4 tank | 4MT | 42620 | Jan. 1955 | Jan. 1960 | Sep. 1964 |
| Stanier ‘Black 5’ | Horwich | Sep.1950 | 4 – 6 – 0 tender | 5MT | 44689 | Oct. 1955 | May 1956 | Mar. 1967 |
| Stanier ‘Black 5’ | Horwich | Oct. 1950 | 4 – 6 – 0 tender | 5MT | 44692 | Oct. 1955 | Mar. 1961 | May 1966 |
| Stanier ‘Black 5’ | Crewe | Aug. 1945 | 4 – 6 – 0 tender | 5MT | 44889 | Jan. 1955 | Apr. 1960 | Jan. 1968 |
| Stanier ‘Black 5’ | Vulcan Foundry | Jan. 1935 | 4 – 6 – 0 tender | 5MT | 45068 | Oct. 1955 | Mar. 1961 | Dec. 1965 |
| Stanier ‘Black 5’ | Armstrong/Whit. | Aug. 1936 | 4 – 6 – 0 tender | 5MT | 45227 | Oct. 1955 | Jan. 1960 | Jan. 1968 |
| Stanier ‘Black 5’ | Armstrong/Whit. | Oct. 1937 | 4 – 6 – 0 tender | 5MT | 45415 | Oct. 1955 | Jan. 1960 | Oct. 1967 |
| W. D. Riddles | North British | Oct. 1943 | 2 – 8 – 0 tender | 9F | 90266 | Nov.1955 | Apr. 1957 | July 1965 |
| W. D. Riddles | North British | Oct. 1944 | 2 – 8 – 0 tender | 9F | 90374 | Nov.1955 | Jan. 1960 | Mar. 1964 |
This was 41188 second stint working from 24A. The Ministry of Supply, ‘Austerity’ locomotives initially carried War Department numbers and details of these and the dates of renumbering are as follows. 90266 (77378 to March 1949), it was on loan to the Great Western Railway for a period beginning in April 1947 at Reading Shed. 90374 (78568 to October 1949), it operated out of St Margaret’s Sheds in Edinburgh from new.
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CHAPTER 10
STEAM’S FINAL FLING
(The second half of the decade began as the post British Railways era had ended, with the public using the railways for leisure to the same degree, but things were about to change. Excursions advertised on diesel multiple units (DMUs) were now introduced at first as a novelty, with seats limited, which in itself made them sought after. Now lagging behind many countries which had already embarked on major introduction of diesel and electric traction, the British Railways Board was now moving towards a period of modernisation. This inevitably meant that steam, which had served the country so well for over a century, was now to become obsolete, even though some of the best steam locomotives were still being built. Accrington was at the forefront of the railcar replacement programme in the north, and turning local services over to this mode of transport probably staved off some closures until the sixties, but could not forestall some significant reductions by the end of the first year.)
1956 January With an allocation of 5,000 tickets it was not surprising that BR were operating a special train to Kirkdale for Stanley’s away FA Cup 3rd Round tie with Liverpool on Saturday, the 7th. It would depart Huncoat at 11:08, Accrington 11:15 and Church 11:18 all at one fare, 5/6d. The return would leave Kirkdale at 16:33, with the option of coming back from Liverpool Exchange at 17:45, 20:00 or 21:10. (Despite a good show Stanley lost 2 – 0 in front of 48,385 fans.) There were also trains to Bury for their game against Burnley, and to Northampton Town for Rovers away tie, seats had to be booked in advance for this special which would depart Accrington at 08:23 and return at 17:05. The fare was 22/6d. The following weekend Burnley were at Birmingham City changing off the 08:33 in Stockport at 16/-. Light refreshments were available on a special for Barrow for Stanley’s away game on the 14th, leaving Accrington at 11:13 returning at 18:20. (Barrow 3 – Stanley 1.) There was also an evening trip to Blackpool with reduced admission to the Tower on production of the rail ticket. Millom was a repeat destination on the 15th, whilst three established favourites would operate on Sunday, the 22nd, to Chesterfield, Hull and Leicester. Stoke City was the venue for Rovers’ game on Saturday, the 16th, for 8/- return, leaving Accrington at 10:52 returning from Stoke at 17:03.
Work began to construct new cattle holding pens on the Paxton Street side of the railway station on a spur to the rear of the Colne platform.
February On the morning of Thursday, the 2nd, frozen points were the cause of 3 wagons of a 26 vehicle goods train derailing between Accrington and Huncoat, two of which toppled over onto their sides. The accident occurred whilst the locomotive was reversing the train across the main lines adjacent to the cricket ground. The Newton Heath breakdown gang were summoned to assist the local crew, but the line remained closed up until 11:23, when the delayed Todmorden to Blackpool went through. Passengers travelling between Colne and Blackburn, Preston or Manchester, were only slightly inconvenienced, as their trains were diverted to run via the North Lancs Avoiding Line through Great Harwood. Accrington Corporation buses were waiting at Rose Grove to take passengers onward to Hapton, Huncoat and Accrington until the line was reopened.
Stanley were away at Carlisle on Saturday, the 4th, the fare was 14/- return, the train departing Accrington at 10:06, with the return train from Carlisle at either 18:52 or 20:35, changing at Preston both ways. (Stanley had a 4-0 victory.) Burnley were away to Manchester United departing town at 12:46 to Manchester Victoria for 3/3d return. Fans could return from Victoria at 17:56, 18:23, 21:07 or 22:25. On Sunday, the 12th, all stations from Lancaster to Barrow was the repeat excursion.
Advanced notice was given of reduced ‘period’ return tickets over the holiday weeks, valid from July 21st, to August 4th, from Huncoat, Accrington, Church & Oswaldtwistle to Lytham and all stations to Blackpool at the bargain price of 6/6d.
It was significant day in the evolution of passenger train services on the East Lancs Line, when on Monday the 6th, the first of the Diesel Multiple Units appeared operating timetabled services. These were of the early generations of the type.
On February the 9th 1956, seven Metro-Cammell 2-car diesel multiple units, drafted in for this purpose, took over the operation of the majority of passenger services connecting Accrington with Manchester Victoria via Bury and Clifton Junction.
On Monday, the 13th, it was a replay of the Chelsea/Burnley 4th Round tie at Stamford Bridge. Departing Huncoat at 06:48, Accrington at 06:55 and returning from Euston at 17:55, the fare was 35/- on a special train with a cafeteria car. It was the FA Cup again on Saturday, the 18th, and Rovers’ 5th Round tie was away at West Ham United. The fare was again 35/- and the train left Accrington at 06:48, Church 06:52 and Rishton at 06:56, returning from Euston at 17:55, with light refreshments available on board. Tickets were restricted and early booking was essential.
In the morning of Sunday, the 19th, some trains from the west and south were terminating at Accrington and passengers were being taken on by buses, due to rolling maintenance work being carried out on the lines. Trains affected were the 06:33 Blackpool North to Todmorden and the 07:00 Manchester Victoria to Skipton, which would terminate at Hapton. The 07:20 Colne to Preston would terminate at Rose Grove and passengers retrained at Hapton The 08:00 Accrington to Manchester Victoria would depart 7 minutes later at 08:07.
At Accrington Magistrate’s Court on Wednesday, the 15th, an appeal was made on behalf of engine driver Bernard Hill of Oswald Street in Oswaldtwistle, who was found stealing coal from the engine sheds. It was stated that PC Johnson was on duty at Church & Oswaldtwistle Station, when he observed the accused walking along a platform with a sack over his shoulder. When asked to stop he jettisoned the sack and ran away, and this was later found to contain an amount of coal similar to that used in the tenders of locomotives. Due to his previous good character and the fact that he had worked on the railway for 37 years, Mr Rowland, his solicitor said, “I hope that the British Transport Commission can see their way to allowing him to keep his job, as instances of this nature were normally punished with instant dismissal”. He had been earning anything between £10 and £12 per week on the footplate.
On every Saturday to April 21st, (March 21st, excluded), there would be day trips to Blackpool and to Southport at 4/3d return. On Saturday, the 25th, Stanley were away to Hartlepool United, but fans would have to change trains in Todmorden and Leeds after leaving Accrington on the 09:11. The fare was 17/6d and the return train left West Hartlepool at 17:06. (Stanley lost 2 – 1.)
March There were repeat trains to both Doncaster and Coventry on Sunday, the 4th. MP Harry Hynd had made representations in the House of Commons for retired railwaymen to be included in a Bill receiving its second reading as The Pensions (Increase) Bill, covering all sections of Government workers, from Judges to Police Officers and Teachers. He admitted it was true that railway workers were not directly employed by the Government until after Nationalisation, but meant some were now existing on as little as £2 per week in pension payments.
Workington was visited again on Saturday, the 24th, this time for Stanley’s away game. The return fare was 14/9d with changes in both Preston and Carlisle in both directions. (Stanley drew 0 – 0.) On this same day Rovers were away at Port Vale and a special departed Accrington at 10:43 returning from Burslem at 17:28 for a fare of 8/-. The excursion to the Grand National left town at 11:10 returning from the Sefton Arms at 17:22 and the return fare was 7/6d.
On Good Friday, there were repeat trips to Fleetwood, Ilkley, Llandudno and Millom, whilst on Sunday, the 25th, Barrow was the destination, and Liverpool or New Brighton on Saturday, the 31st. Football excursions also ran on Good Friday to Mansfield, for 10/9d, departing Accrington at 13:08 returning at 19:45. (Mansfield 3 – Stanley 2.)
April The Coventry excursion was repeated once more on Easter Sunday, the 1st. A spokesperson at Accrington Station said the poor weather over the Easter weekend had not deterred people from going to Blackpool, and Fleetwood was proving a more popular destination, but overall “numbers had not been exceptional”. Bookings were strictly limited on a special which departed Accrington at 23:55 on Friday the 5th, to go overnight to London for the England v Scotland International at Wembley played on Saturday the 6th. The return fare was 43 shillings and the return, also overnight, departed Euston at 23:37.
On Saturday, 7th, Stanley were away to Derby County for 11/- return. By departing Accrington at 10:22, fans could see the game and return from Midland at 17:30. (Derby 6 – Stanley 2.) On Sunday, the 8th, the choices were Morecambe, with a change in Lancaster for 5/9d. There was another trip to Millom, or Skipton then Grassington for 6/- with an organised ramble from the destination. Burnley were away at Manchester City on the 14th, leaving at 12:46, the return fare was 3/3d, and supporters could return on any of the 17:55, 18:23, 20:07, 21:20 or 22:25 trains from Victoria. However, if spectators had tickets for the Scotland v England game at Hampden Park, they would have to go overnight on the 00:14 train and return overnight from St Enoch at 23:30. From July 21st, through to August 4th, special period returns would be available to Lytham and all stations to Blackpool at 6/6d.
There must have been a shortage of people coming into the industry as on April 10th, BR placed an advertisement in the Observer under the heading – NOW HERE IS THE JOB FOR YOU. It explained there were opportunities to apply for jobs in the motive power department, “as part of the team which operates 17,000 engines, 42,000 carriages and keeps over 1 million wagons moving over the busiest network in the world”. It went on to say that BR was just about to embark on a modernisation plan, with new diesel and electric locomotives, which will pull the expresses. There would be more lines electrified and improved signalling as well as new rolling stock. It advised those interested to apply to the nearest stationmaster, where details of the special allowances and facilities were on offer for people who were prepared to work in ‘certain’ areas.
On Sunday, the 22nd, there were return excursions to Hull and Workington, along with a trip on a ‘Diesel’ train to Harrogate for 7/9d, Knaresborough 8/- and York 10/-, and early booking was advised as seats were ‘strictly limited’. On Saturday, the 28th, a special went to the British Industrial Fair, held again at Castle Bromwich, whilst on the following day specials to Chesterfield and Coventry were repeated.
At a meeting of the Highways Committee, the Town Clerk submitted Circular No 725 from the Ministry of Transport & Aviation, setting out details of terms agreed with the British Transport Commission, which transferred the responsibility for maintaining road surfaces over their railway bridges to local authorities. It stated that these should be negotiated between the Commission and the authorities concerned, in order to ensure that the short lengths of surface corresponded with the standards on the roads leading up to them, as these were an integral part of the highway. The Borough Treasurer reported that the only stretch of road surface in which the Council was directly involved, was that over the railway on Arago Street, in which respect the Council had received a small payment for many years. The Highways Committee met again, when the Town Clerk reported that in order that the British Transport Commission could carry out repairs to the level crossing on Station Road in Huncoat, the road had been closed between 07:30 and 17:00 on Sunday, April 15th, and that the Automobile Association had put up temporary diversion signs for the convenience of motorists during these hours.
May For the 1956 Cup Final between Manchester City and Birmingham City, a special train was arranged to depart from Accrington at 00:40 on the Saturday morning. The choices were Wembley or London at 43/- return. Coming north the train would depart Euston in the early hours of Sunday, May 6th, at 00:47. Booking early was required as seating was ‘regulated’.
On Sunday, the 6th, another diesel railcar special left Church at 10:20, Accrington 10:24, on a circular run to Morecambe for a fare of 7/-. It would go out via Skipton and return via Preston, allowing 2½ hours in Ingleton and 4½ hours in Morecambe. Once again advanced booking was essential. Another repeat was the trip to Barrow, whilst there were organised rambles from Hawes, Askrigg and Aysgarth from an excursion to Leyburn.
June Those wishing to see the IOM TT Races would have to depart on Thursday night the 6th, on the 23:35 to Fleetwood. The options were 3rd Class throughout at 25/-, or 3rd Class rail and 1st Class on the steamer for 29/-. The ever popular excursions to Coventry and Barrow operated again on the 17th. People were being advised to book in advance for all the overnight specials to the West Country resorts, which would operate on Friday nights commencing on June 22nd, and operating through to August 17th. With a change of trains in Manchester off the 19:17 from Accrington, selected period return fares included to Minehead for 66/-, Dawlish 70/6d, Teignmouth 71/-, Torquay 74/-, Paignton 74/6d, Newquay 94/-, Penzance or St Ives 100/-. Tickets were valid for 15 days. On Sunday, the 24th, the trips were repeats to Chesterfield and North Wales resorts to Llandudno.
BR were again advertising for employees, but this time the emphasis was on “track and maintenance workers”, where over 51,000 people were already employed over the network.
In 1956 evening return trips were available on Saturdays to Blackpool, from Accrington at 4/-, Church & Oswaldtwistle at 3/9d and Rishton at 3/6d on certain selected trains as follows –
| Date | Accrington dep. | Church & Oswaldtwistle dep. | Rishton dep. |
| On April 16th. | 16:39 | 16:40 | 16:45 |
| On April 23rd. | 16:40 | 16:44 | 16:50 |
| On April 30th. | 16:39 | 16:42 | 16:47 |
Return on all trains was from Blackpool Central at 23:15.
July Again on Sunday, the 1st, Coventry was the destination, whilst every Sunday up until August 19th, a 2nd Class ticket for Douglas via Fleetwood would cost 23/9d. On the 8th, the ultimate destination was Coniston departing at 10:33 for 12/-. It would call at Lancaster and all stations including Kirkby-in-Furness at 11/- and Foxfield 11/6d. On the same day another special would head for the Lake District going to Lakeside for 11/3d, with the option of a steamer and then road tour from Ambleside at 14/6d extra for adults and 7/4½d for children.
By departing Accrington on the 08:33 or the 09:15, cricket fans could travel to Old Trafford for the 4th Test v Australia on each of Thursday, the 26th, Friday, the 27th, or the Monday, the 31st for 19/5d, which included a reserved seat in the stand, and returning on any train the same day. (Note, not on Saturday or Sunday.)
Period returns on holiday trains included overnight to Douglas via Fleetwood at 47/-, to Portsmouth for IOW departing 21:40 for 87/10d, at 21:35 to Brighton for 80/4d, Bexhill, Hastings or St Leonards all at 84/2d. Departing at 20:25 a train would be calling at Bath 62/2d, then Poole 82/10d and Bournemouth 84/6d, with onward bookings to Dorchester, Swanage and Weymouth. At 00:50 there was a special to Glasgow via Kilmarnock. There was a choice of trains to London at 23:55 on Friday or 05:40, 08:33 or 12:42 on Saturday, with period returns priced at 64/8d.
For those holidaying at Butlin’s Camps, there were trains on Saturday, July 21st, to Penychain at 44/8d on either the 06:00 or the 08:20, to Filey departing at 08:26 or 10:53 at 37/4d which would also call at Bridlington 34/- and Scarborough at 35/2d. Those heading for Skegness would have to change in Blackburn from the 08:10 at 45/-. The town ‘Runabout Tickets’ were again available but the price had gone up by 1 shilling to 27/6d.
On Sunday, the 22nd, there was a day trip to York at 10/-, or Scarborough 14/3d, and repeats to Hull and Workington, whilst a week later Chesterfield was revisited. A new destination was visited on the 29th, which left at 09:56 to call at Hartington for 8/9d, Alsop-le-Dale 9/3d, Tissington 9/6d, Thorpe Cloud 9/9d and Ashbourne 10/-. Besides light refreshments on this train there were rambles organised from Hartington and Ashbourne. On Tuesday, the 26th, and Thursday, the 28th, in the first week and Monday, the 30th, during the second week, there was a special to Morecambe departing at 09:10 and returning from Euston Road at 18:30 for 7/- return. The usual day and evening trips would operate to Blackpool and Southport during August.
August Due to a prolonged spell of poor weather the numbers using the trains was down, although trains travelling to more distant destinations did rather better, prompting a spokesman at the station to say the holiday period had been a “wash-out”. On Sunday, the 19th, excursions went to Coniston, Llandudno, whilst on the 26th, a special departed at 09:34 to Appleby West for 10/9d, going via Skipton, Hellifield, Settle, Norton-in-Ribblesdale 6/-, Ribblehead 6/6d, Dent 7/9d, Garsdale 8/- and Kirkby Stephen 9/6d. The same day repeat trips were made to Chesterfield, Leicester and Ilkley, in addition there was a ‘diesel’ excursion to Lakeside with a sail to Bowness and then on to Morecambe for a 3½ hour stay, all for 12/3d. This train left Accrington at 09:25 and returned from Morecambe at 19:52. Seats were strictly limited and had to be booked in advance. Between the 22nd and the 24th, Southport Flower Show could be visited for 4/3d return. With the football season underway Stanley were away to Oldham Athletic and fans could go from Huncoat at 12:28 and Accrington at 12:37 for 4/- and 3/6d respectively, returning from Oldham Central at 17:30. (Athletic 2 – Stanley 4.) Trains to Blackpool and to Morecambe would operate in conjunction with their respective illuminations.
Blackpool of course was a huge draw for holidaymakers and also for some ambitious day trips during the dawn of the diesel railcar era, none more so than the one which the LNER ran on Sunday, August the 23rd, 1956. This commenced its journey at Newcastle Central at 10:08, picking up at Durham at 10:34, Ferryhill at 10:32 and Darlington at 11:11 where passengers from Middlesbrough (10:14), Thornaby (10:21) and Stockton-upon-Tees (10:08) could join the train from a connecting service. It then called at Ripon at 11:55 and Harrogate at 12:18. It then ran via Ilkley at 13:04 before calling at Colne (13:48), Nelson (14:00), Burnley Bank Top (14:11), Accrington (14:40), Blackburn (14:52), Preston (15:17) before finally reaching Blackpool Central at 15:51. The fare from Newcastle to the resort was 8/- return and to Accrington, Blackburn or Preston this same fare applied. However, it did give the passengers travelling to the resort ample time to sample its delights, as the return train did not depart from Central until 22:55, giving them over a seven hour stay. It returned via the same route calling in at Accrington at five minutes to midnight. What made it even more remarkable is that it would not get back to Newcastle until 04:00 on the Monday morning. Buses would meet this train on its arrival back in Middlesbrough (03:53) to take the passengers onward over all the ‘main’ routes, at a fare of 3 pence per ticket, which had to be purchased at the same time as those for the excursion and these were available in advance of the day. Remarkably the LNER marketed this as a “Half-Day Excursion on a tourist class train”, even though it lasted for almost eighteen hours!
September On Saturday, the 1st, Rovers were away to Rotherham United, departing at 11:52 the fare was 8/9d with a return from Masborough Station at 17:30. The following day specials were off to York and Workington again, whilst the Railwaymen’s Carnival was also being held on the 2nd at Belle Vue. On Saturday, the 8th, Stanley supporters could see their away game at Southport for 4/3d return, by departing at 12:30 returning from Chapel Street at 17:32 or St Lukes at 17:35, or at 19:35 and 19:39 respectively, if they wished to spend more time celebrating. (Southport 3 – Stanley 5.) Burnley were also away to West Bromwich Albion which would cost travelling supporters 16/- return to Smethwick, and the following Wednesday another 6/- to Kirkdale, for their game at Goodison Park.
Doncaster or Llandudno were the destinations again on Sunday, the 9th. On Sunday, the 16th, Coventry was revisited whilst on the 23rd, the repeat destinations were Hull and Millom. It seems that ‘diesel’ excursions were becoming more attractive, for one to Rhyl ran on the 23rd, departing Huncoat at 09:30, Accrington at 09:35 and Church at 09:40, returning from Rhyl at 18:20. The fares were 12/-, 11/6d and 11/3d and advanced bookings were essential as seats were strictly limited. The previous day a cafeteria car train took Stanley supporters to Chester, leaving Huncoat at 11:10 with a fare of 8/- Accrington at 11:15 for 7/9d, and Church at 11:22 also 7/9d. The return from Chester General was at 19:10. (Stanley won 2 – 1.)
It was predicted there were to be substantial cuts to passenger services at Accrington, with as many as 30 trains per day being axed as “unremunerative”. A BR official had said, “It is too early to say just what these cuts will be. However, it is expected that there will be a reduction in the services to Preston, Todmorden and Manchester”. In the summer there were 30 trains per day to Preston and to Todd Lane, along with 7 to Todmorden which provide a valuable connection to destinations in Yorkshire. A Union official had stated, “Whilst we accept that some reductions will have to be made, there were other ways of reducing costs which ought to be examined first. These can be used to make services pay and often not enough consideration is taken of these before a line is closed”.
Due to a falling off of custom, the tobacco kiosk at Accrington Station had already closed, and the bookstall would also shut within the next few weeks. One complaint voiced stated, “That the people responsible for making these decisions were too far distant and ignorant of what was actually going on!”
An unusual excursion took place on Saturday, the 29th, to Bradford Forster Square for a performance of ‘The Life Of Christ’, by the Bradford Charity Players. Departing Church at 16:56 and Accrington at 16:58, the fares were 4/3d and 4/- respectively.
October Day excursions during the month were to Dent, Doncaster and Workington, all on Sunday, the 7th, whilst on the day before a special went to Kirkdale for Everton v Rovers.
Now the cuts suggested by BR would be 14 trains each weekday and 11 on Sundays slashed from the timetable at Accrington, with in all 7 others altered on the Colne services. MP Harry Hynd had discovered that these changes could be made by November 5th, and had written to Sir Brian Robertson, Chairman of the BTC, stating these cuts were too severe and would have particular consequences for early morning workers. In Oswaldtwistle, Cllr. J. Rushton had also proposed to protest to the BTC about a reduction in the number of trains stopping at Church & Oswaldtwistle Station.
There were repeat excursions to Coventry on Sunday, the 14th, and Barrow on the 21st, and football specials to Bradford Park Avenue v Stanley picking up in Church at 12:18 then Accrington and Huncoat for 5/6d, returning from Forster Square at 17:35. (Bradford Park Avenue 2 – Stanley 0.) Also to a train to Manchester for City v Burnley, as well as regular trips to Blackpool, Southport and Morecambe would operate throughout the month. Members of the NUR affiliated to the Manchester Branch, were being asked to support strike action if the swingeing cuts being proposed were to be implemented.
November It was suspected that 28 weekday trains and 8 Sunday services would be either cut or re-timed, and those identified as being uneconomic were on weekdays as follows –
The 05:15 Colne to Preston.
The 05:20 Preston to Todmorden, (Saturdays only).
The 06:00 Accrington to Colne, (Saturdays excepted).
The 08:40 Colne to Manchester.
The 09:46 Preston to Accrington, (Saturdays excepted).
The 10:15 Skipton to Manchester, (Saturdays only).
The 11:26 Preston to Accrington, (Saturdays excepted).
The 11:27 Preston to Todmorden, (Saturdays excepted).
The 11:57 Manchester to Skipton, (Saturdays only).
The 12:34 Todmorden to Preston, (Saturdays only).
The 12:54 Manchester to Skipton.
The 12:55 Colne to Manchester, (Saturdays excepted).
The 13:40 Skipton to Manchester, (Saturdays only).
The 14:05 Manchester to Skipton.
The 14:20 Accrington to Preston.
The 17:20 Todmorden to Accrington.
The 17:52 Skipton to Manchester, (Saturdays only).
The 17:58 (Saturdays only), and the 18:24 Bury to Accrington, (Saturdays excepted).
The 18:24 Accrington to Bury, (Saturdays excepted).
The 19:18 and 20:40 Accrington to Preston.
The 19:30 Preston to Accrington, (Saturdays only).
The 20:00 Colne to Manchester.
The 20:07 Manchester to Colne, (Saturdays only).
The 21:20 Manchester to Colne.
The 22:05 Manchester to Colne.
The 22:10 Skipton to Accrington, (Saturdays only).
The 22:50 Todmorden to Blackburn, (Saturdays only).
On Sundays the uneconomic trains were the –
The 05:35 Preston to Accrington.
The 06:48 Skipton to Manchester.
The 07:00 Manchester to Skipton.
The 10:20 Blackburn to Accrington.
The 12 noon Colne to Manchester.
The 13:20 Bury to Colne.
The 14:35 and the 19:00 Manchester to Skipton.
The BTC stated that these cuts would only be on the winter timetable, but railwaymen were of the opinion that once lost these services would not be reinstated. A spokesman said it had been postulated that diesel railcars would be the solution to uneconomic services, but added that at this time there was insufficient stock with which to operate them.
Towards the end of the month there was a football excursion to Wrexham for the Stanley game, departing at 11:35 and returning from General at 17:10 for 8/9d return. (Wrexham 5 – Stanley 2.)
For Burnley’s away game at Spurs by departing at 22:09 on Friday and returning from Euston at either 18:05 on Saturday or 00:30 on Sunday morning, fans could travel for 35/- return. On Sunday, the 21st, Barrow was visited again, with Chesterfield the repeat destination on the 28th.
When BR announced which cuts were to be made, there were less than at first had been anticipated. Only 24 of the 111 trains calling at Accrington on weekdays would go along with the 7 on Sundays. It was also confirmed that these would be reinstated when the summer timetable came into force on June 9th, 1957. The trains which would be withdrawn were –
The 05:52 to Preston.
The 06:19 to Todmorden, (Saturdays only).
The 09:15 Accrington to Manchester Victoria.
The 09:25 to Colne, (Saturdays only).
The 10:18 to Colne.
The 10:56 Accrington to Colne.
The 11:30 to Preston, (Saturdays excepted).
The 11:39 and the 14:47 Accrington to Manchester Victoria, (Saturdays only).
The 12:14 to Todmorden.
The 13:00 to Skipton.
The 13:15 to Preston, (Saturdays only).
The 13:30 and the 15:05 to Skipton, (both Saturdays only).
The 14:25, 19:18 and the 20:40 to Preston.
The 18:04 Accrington to Bury Bolton Street.
The 19:17 Accrington to Manchester Victoria, (Saturdays only).
The 20:43 Accrington to Manchester Victoria.
The 23:33 to Blackburn (Saturdays only).
On Sundays the trains affected were –
The 08:05 to Skipton.
The 12:35 and the 19:55 to Manchester Victoria.
The 14:01 to Todmorden.
The 14:10 to Colne.
The 15:45 and the 20:00 to Skipton.
Most of the trains affected would of course connect with those going further afield. In the middle of the week there were 26 to Blackburn, 20 to Colne and 8 to Bury. Saturday had the peak when 31 went to Blackburn, 23 to Colne and 11 to Bury, whilst in the reverse direction there were 27 from Blackburn, 23 from Colne and 9 from Bury.
Leonard Dumont, of Rutland Street, Accrington, had purchased a return ticket from Blackburn to Church and then travelled through to Accrington, where he then caught a train back to Blackburn and then another train to Church. He was fined £3 for each of these three offences, also ordered to pay 5/6d costs and his advocate’s fee of £4 – 14s – 6d at Church Magistrate’s Court.
BR announced that they were to carry out engineering works between Great Harwood and Simonstone each weekend between 07:30 on Saturday, the 27th, to Monday, December the 19th, and each weeknight after 19:30pm up until 5 am the following day. As a result of this some trains would be diverted to run ‘all stations’ to Accrington. These would be the 22:10 Blackburn to Colne, the 22:47 Blackburn to Colne (Saturdays only), and the 22:00 Colne to Blackburn. A change as a consequence of this would be the retiming of the 22:16 Preston to Accrington. BR stated that passengers who normally use the cancelled trains would be required to use alternative services by road to get to Great Harwood, Simonstone or Padiham. They apologised for any inconvenience caused by this essential work. On Sunday, the 28th, the repeat excursions were to Chesterfield and Millom.
In a reply to his letter of September, 27th, to Sir Brian Robertson, MP Harry Hynd received the following written response –
Sir, The General Manager informs me that he is making these cuts after a review of the lightly loaded services, of which you are bound to appreciate we are bound to keep a constant check. The trains to be withdrawn are those which carry so few passengers that they are quite uneconomical to operate. Due regard has been given to the alternative road services which operate in these districts. In order to have the consultation machinery operate as smoothly as is possible, the Commission and the Trade Unions have agreed that should any difficulties arise at a lower level, they will be referred to Headquarters for its assistance in resolving them. I understand that this procedure has already been followed in allaying some of the concerns expressed by the local railwaymen. I am sure you would not expect me to discuss this case with the GM, as he regards them as essential on economic grounds, and agree that we must allow the machinery of joint consultation to function. Nevertheless, I am grateful to you for giving me the opportunity to look into this matter. Yours, Sir Brian Robertson.
Despite the fact that across the north-west 150 trains were to be lost, there were to be no redundancies. This was the firm assurance given by S. O. Screen, the Deputy Divisional Superintendent, at a meeting attended by 300 representatives of local transport committees including from Accrington, Councillor Sproul, who was also the Chairman of the local branch of the NUR. He put forward a suggestion that there should be an ‘inter-availability’ of rail and road tickets. It was a suggestion which he was told “would receive due consideration”. Before the meeting started a resolution had been tabled to oppose all of these cuts, but Sproul said this was totally out of order, as the Union’s Executive had already agreed to measures designed to make the railway more profitable.
Budgets had been calculated on 100 passengers paying 1 penny per mile travelled, taking into consideration workmen’s fares and excursion tickets. This calculation had come to 8 shillings and 4 pence per mile, whereas a steam train cost 10 shillings per mile, not including station costs. These reductions would amount to a saving of £3 million per year. Mr Screen stated, “That when diesel traction replaces steam on both passenger and goods trains, the railways would again come into their own”.
Reporting back to Council, Cllr. Sproul said, “The facts and figures put before us could not be disputed, so reluctantly we were obliged to accept the proposed reductions to services. However, we were assured that there would be no redundancies as a result of this, and any railwaymen displaced will be found employment in other jobs”.
Trips to Southport were to operate every Saturday up until April 13th, at 4/3d return from Huncoat, Accrington and Church. On Saturday, the 24th, there were football excursions to Rochdale for Stanley’s away game at 3/-, (Stanley won 2 – 0), and Bolton Wanderers versus Burnley at 2/9d. On Sunday, the 25th, there was a diesel railcar excursion to Blackpool, departing at 10:34, and returning from Central at 19:15, South Station at 19:20, St Annes at 19:25 for 4/3d return. Accommodation was limited and advanced booking was essential.
December On Sunday, the 2nd, there were repeat trips to Barrow (with a change in Lancaster in both directions), and to Doncaster. On Sunday, the 9th, Hull was revisited. Due to the Suez crisis diesel and petrol was in short supply and BR to full advantage by placing an advertisement, which extolled the virtues of sending goods by rail on its ‘Fast Freight Service’, details of which could be obtained from the local Stationmaster or Goods Agent. Besides the continuing day trips and evening runs to Blackpool on Sunday, the 30th, the specials were to Chesterfield and Workington.
It was during this month that the push-pull ‘railmotor’ service between Accrington and Colne was withdrawn. The first arrival had been in Accrington at 07:03 before returning to Colne at 07:10, with a final departure to Colne at 20:25. This was a service using a driver trailer car on one end that would control the engine, which was always coupled on the Colne end. This service dated back to the Lancashire & Yorkshire Railway era. Some of these carriages dated back to 1912 and had been part of the original Hughes railmotor stock, which still contained gas lighting. The service was rather disparagingly dubbed the “Puffing Billy”. When the railmotor services between Colne and Blackburn via the Great Harwood loop line and Padiham were withdrawn, on October 15th, 1957, the ‘Radial’ 2-4-2 tanks that had operated these services for many years were put into store at their home shed, Rose Grove. These were numbers 50651/2/3/5, although latterly the Standard 2-6-2 tanks 84012 and 84015 also allocated to Rose Grove, had deputised on occasions for them
The Highways Committee heard a report from the Town Clerk that the County Council had proposed to enter into an agreement with the British Transport Commission, for the transfer to them of the responsibility of maintaining road surfaces over railway bridges on highways to which they had direct control. They wished to ascertain whether Accrington Corporation, as a claiming authority, had any objections to the County Council entering into this agreement alone in order to facilitate negotiations with the Commission, on bridge lengths on classified roads in the Borough? It was resolved that no objections would be raised to the County entering into this agreement with the Commission on their own.
In 1956 the following locomotive was reallocated –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn |
| Stanier ‘Black 5’ | Horwich | Sep.1950 | 4 – 6 – 0 tender | 5MT | 44689 | July 1956 | Mar. 1961 | Sep. 1967 |
1957 January Until further notice with a change of trains in Manchester, on Tuesdays, Wednesdays and Thursdays, midweek returns to London could be obtained at 40/-. Football fans were asked to book in advance for specials on Saturday, the 12th, to Bank Hall Station for the Everton v Rovers game, departing at 11:35 for 6/-, and also to Bournemouth for Stanley’s away game. This would go overnight from Huncoat at 23:30, Accrington 23:38 and Church 23:42 for the FA Cup 3rd Round tie. (Stanley lost 2 – 0.)
On Sunday, the 13th, there were repeat excursions to Barrow or Doncaster, and Coventry on the 20th. On the 27th, the choice was either Millom or Chesterfield, with the addition of a train to Bell Busk, calling at Nelson, Colne and Skipton, with organised rambles from Skipton and Bell Busk. Departing Accrington at 11:17 the fare to Skipton was 3/10d and to Bell Busk 4/3d, with light refreshments available on board.
An Accrington man George Reardon (35), of Lonsdale Street, Accrington, was found guilty of assaulting a porter at Colne Railway Station, when he was informed he could travel no further after he was awoken on the train from London. He had demanded to be taken back to Accrington and when this was refused he became violent. He was fined £1 for assault, £1 for being drunk and disorderly, £1 for obstructing a BTC official in the execution of his duties and 5/6d costs. He was also bound over for 12 months.
February The trips by train started on Saturday, the 9th, with one to Bradford Forster Square, departing town at 11:20 returning at 19:40 for a fare of 5/6d. The next day there was a repeat visit to Workington. A day trip by train was advertised for Sunday, February 10th, to Lancaster 5/3d, Carnforth 6/6d, Grange-over-Sands 8/-, Ulverston 9/6d, Dalton-in-Furness 10/-, Millom 11/9d, Seascale or Sellafield 13/-, St. Bees at 13/6d, Whitehaven 14/- and Workington at 14/9d return. On Saturday, the 16th, it was the 5th Round of the FA Cup and Burnley supporters could go to Huddersfield for 5/3d, departing at 12 noon, Huncoat at 12:05 with a return at 18:20. On the 17th, the destination was Leicester and on the 24th, either Barrow or Chesterfield.
The first inklings of moves for the ending of passenger services on the North Lancs Avoiding Line had surfaced during 1956. At that time there were 10 up and 10 down trains running each weekday. British Railways had revealed that on a daily average only 70 passengers boarded from Great Harwood to Blackburn, whilst only 103 travelled to Burnley. On Saturdays these numbers increased to 170 and 152 respectively. The weekend figures were put down to shoppers and football supporters. It was said that these had contributed to the line making an annual loss of £9,700. Not only was Great Harwood Urban District Council involved in a campaign to save the line, as Burnley Rural District Council got involved.
In February and in spite of all these manoeuvres, BR installed new station signs in maroon and white at Great Harwood Railway Station, and these were explained as part of a pre-planned scheme by BR. The reason given for this seemingly waste of money from BR’s Public Relations Officer was, “The station might remain open for holiday traffic and other excursions, even if it closed to regular services”. Never-the-less on March 7th, 1957, the following notice was released by Great Harwood UDC –
GREAT HARWOOD URBAN DISTRICT COUNCIL
——————–
A PUBLIC MEETING
about the
Proposed Closing of
The Railway Station
———————
The British Transport Commission intends to close
the stations at Great Harwood, Simonstone and Padiham
for passenger traffic and has submitted to the Council
particulars of the reasons leading to this decision, and
details of the facilities which will continue to be avail-
able such as Town Holiday and Excursion Trains. The
Council, along with the other authorities concerned, is
Considering the proposals and is anxious to have the
Views of all persons interested and affected.
A PUBLIC MEETING WILL BE HELD AT MERCER
HALL ON MONDAY the 11th of MARCH at 7-30 p.m.
(Water Street entrance), and YOU are invited to attend
and give your views. Commercial and industrial users of
the railway facilities are invited as well as private individuals.
If you are unable to attend you may send your
Observations in writing to the undersigned AS SOON AS
POSSIBLE.
- S. BINGHAM.
Clerk of the Council.
Town Hall, Great Harwood.
March Objectors met with the North West Transport Users Committee in Manchester to try to obtain a stay of execution. The Chairman of Great Harwood UDC, John Wyatt, was also in attendance and afterwards stated, “British Railways had done nothing to encourage the residents of the town to use the trains, by providing an inefficient service”. Others suggested that the operation should be turned over to diesel railcars, which would improve the viability of the service, but BR had dismissed this suggestion ‘out of hand’! But locally it was reported that even the NWTUC had withdrawn its objections to the closure.
There could be no doubt that there was some chicanery involved by the Central Committee of BR. Mullards had opened a brand new factory adjacent to the station at Simonstone, and it was claimed that as many as 400 employees would have use the train to get to and from work on time, if the 06:32 from Blackburn had been retimed to depart ten minutes earlier at 06:22. In actual fact not only did BR claim this was impossible, but then removed the Simonstone stop from the timetable on the very same day that the Mullards works commenced production. The 06:32 was the only train throughout the entire day which omitted the Simonstone stop!
Blackpool was the destination on the 2nd. Coventry was the destination on Sunday, the 3rd, and on the 24th, the choices were Hull, Llandudno or Workington again, with Chesterfield the destination on the 31st. Friday, the 29th, was the Grand National Meeting, and a cafeteria car was included in a special to the Sefton Arms Station, leaving at 11:40. The fare was 7/6d and 1st Class was available at 12/3d, with the return train departing at 17:22. Football specials ran on Saturday, the 23rd, to Doncaster for Rovers away game, departing Accrington at 11:50 returning at 17:33 with a fare of 9/3d. Departing Accrington on the 08:33 with a change in Stockport, Burnley fans could go to Wolverhampton for 15/- return.
British Railways was now advertising ‘All Inclusive Holidays in Scotland’ from £17 – 10s – 6d.
April Bookings were regulated on the 23:55 overnight departure to London for the England v Scotland game, and returning from Euston at 23:37, the fare was 43/-.
On Monday, the 8th, at 19:24, the parcels train for Blackburn, Stockport and London, which was running some 13 minutes behind time, was reversing out of Platform 2 in Accrington Station in order to go on to the through main line, when it collided with a light engine coming over the viaduct from the Huncoat direction. This resulted in the end van coming off the rails. The jolt was so severe that several parcels fell onto the guard, Harry Morris, of Astley Bridge, Bolton. He was taken to Victoria Hospital but was not detained. Stationmaster Pennington immediately summoned the breakdown crane, and instructed foreman ganger Taylor, of Spencer Street, Accrington, to bring his crew to examine the tracks whilst single line working was put into operation. This delayed the Preston to Colne train by sixty minutes.
Over the Easter weekend on Good Friday, there were specials to Ilkley, Millom, Llandudno and one to Hull for Stanley’s game leaving town at 10:32 returning at 17:30 from Paragon Station, for 12/- return. (Stanley lost 2 – 1.) On Easter Sunday the choices were Coventry, Grassington, Windermere or York and on Monday, Belle View.
Councillor William Sproul, who was retiring after 37 years on the railway, 28 of which he had spent as a signalman, had described Accrington Station as a “disgrace through lack of repairs”. The only changes that had been made for many years had been the building of the North Signal Box on the down line which replaced the one on the up line. In 1942 he was the instigator of a move to have all the Class ‘G’ Signal Boxes abolished and had worked at boxes in Accrington for the past ten years, but had previously worked at Baxenden and Huncoat, as well as Wilpshire and Rose Grove. At one time he had championed the constructing of an underpass from Paxton Street to Eagle Street, in order to do away with the overbridge, but this idea had been turned down. A leading trade unionist in the NUR and member of the Labour Party, he had championed the shorter working week, increased rates of pay for night and Sunday working, and holidays with pay for all grades in the railway industry. “There is always room for improvement at railway stations, even though platforms are nothing like as crowded as they used to be. The days of the steam locomotive are gradually coming to an end, and diesel engines are the way forward and the means by which the trains will attract a lot of traffic back onto the rails”, he added.
May There were repeat specials to Doncaster and Barrow on Sunday, the 5th, and on the 12th, to Chesterfield again. There were organised rambles from selected stations on the trip leaving at 09:54 to Garsdale at 8/-, calling at Ribblesdale 6/-, Ribblehead 6/6d and Dent 7/9d. Millom and Leicester were revisited on the 19th, whilst one week later it was the turn of Coventry or Chesterfield.
A list of tickets and fares for timetabled trains and trips was published for the summer period as follows –
Day Return Fares Passengers may alight on the outward journey at any intermediate station, on surrender of the outward half of the ticket, and may return from any intermediate station.
Tickets can be obtained in advance at these stations and official Railway Agents Offices.
> ———————————– from ——————————— <
| TO | ACCRINGTON | CHURCH | HUNCOAT | RISHTON |
| Accrington | – | -/3d | -/6d | -/8d |
| Bamber Bridge | 2/7d | 2/7d | 2/11d | 2/3d |
| Blackburn | 1/2d | 1/- | 1/6d | -/10d |
| Brierfield | 1/10d | 2/- | 1/6d | 2/1d |
| Burnley Barracks | 1/3d | 1/6d | 1/- | 1/8d |
| Burnley Central | 1/4d | 1/6d | 1/1d | 1/8d |
| Burnley Manchester Road | 1/3d | 1/6d | 1/1d | 1/8d |
| Bury Bolton Street | 2/2d | – | – | – |
| Cherry Tree | 1/8d | 1/6d | 1/10d | 1/2d |
| Church & Oswaldtwistle | -/3d | – | -/9d | -/6d |
| Clifton Junction | 3/- | – | – | – |
| Colne | 2/3d | 2/5d | 2/- | 2/8d |
| Earby | 2/11d | 3/1d | 2/9d | 3/5d |
| Foulridge | 2/6d | 2/10d | 2/3d | 2/11d |
| Hapton | -/11d | -/11d | -/6d | 1/4d |
| Haslingden | -/10d | – | – | – |
| Helmshore | 1/3d | – | – | – |
| Hoghton | 2/2d | 2/1d | 2/5d | 1/9d |
| Huncoat | -/6d | -/9d | – | 1/1d |
| Manchester Victoria via Darwen | 5/10d | 5/3d | 5/3d | 5/- |
| Manchester Victoria via Haslingden | 3/5d | – | – | |
| Mill Hill | 1/5d | 1/3d | 1/10d | -/11d |
| Nelson | 2/- | 2/2d | 1/8d | 2/2d |
| Pendleton (Manchester) | 3/5d | – | – | – |
| Pleasington | 1/10d | 1/8d | 2/- | 1/4d |
| Portsmouth (Yorkshire) | 2/3d | 2/7d | 2/2d | 2/8d |
| Preston | 2/10d | 2/9d | 3/1d | 2/5d |
| Radcliffe Bridge | 2/8d | – | – | – |
| Ramsbottom | 1/8d | – | – | – |
| Rishton | -/8d | -/6d | 1/1d | – |
| Rose Grove | 1/1d | 1/4d | -/8d | 1/6d |
| Salford | 3/5d | – | – | – |
| Skipton | 3/10d | 4/- | 3/8d | 4/3d |
| Summerseat | 1/9d | – | – | – |
| Thornton-in-Craven | 3/2d | 3/5d | 3/1d | 3/8d |
| Todd Lane Junction | 2/9d | 2/8d | 3/- | 2/4d |
| Todmorden | 2/8d | 2/11d | 2/6d | 3/- |
1st Class Day Tickets will be issued at approximately 50% on top of the 2nd Class Fares.
Children under 3 years free, 3 years and under 14 years at half price.
RETURN ON DAY OF ISSUE ONLY
Notice to conditions – these tickets are issued subject to the BRITISH TRANSPORT COMMISSION
Public REGULATIONS & CONDITIONS applicable to B.R.
PROGRAMME OF DAY EXCURSION TICKETS AND DAY RETURN FARES (by specified services)
Available by any train from HUNCOAT, ACCRINGTON, CHURCH & OSWALDTWISTLE & RISHTON
to THORNTON (CLEVELEYS), FLEETWOOD and DOUGLAS (via I.O.M. Steam Packet)
SPECIAL SUNDAY EXCURSIONS 30th June to 18th August
[ ——————————— RE T U R N F A R E S ——————————– ]
| From | Departs | To
Thornton (Cleveleys) 2nd class |
To
Fleetwood 2nd class |
To
Douglas 2nd class throughout |
Douglas 2nd
class and rail saloon |
| COLNE | 08:20 | 7/6d | 7/6d | 27/6d | 31/6d |
| NELSON | 08:25 | 7/- | 7/- | 27/- | 31/- |
| BRIERFIELD | 08:30 | 7/- | 7/- | 27/- | 31/- |
| BURNLEY C. | 08:35 | 6/9d | 6/9d | 26/9d | 30/9d |
| BARRACKS | 08:39 | 6/9d | 6/9d | 26/9d | 30/9d |
| ROSE GROVE | 08:43 | 6/6d | 6/6d | 26/6d | 30/6d |
| ACCRINGTON | 08:55 | 5/9d | 5/9d | 25/9d | 29/9d |
| Arrives → | – | 10:00 | 10:08 | 13:45 | 13:45 |
| FLEETWOOD | Departs 11:00 | – | – | – |
Passengers return same day from Douglas at 17:30, proceeding from Fleetwood by ‘special’ train at 20:35, Thornton (Cleveleys) at 20:45. Passengers for Fleetwood and Thornton (Cleveleys), only return same day by any ordinary train or by the ‘special’.
BOOK IN ADVANCE
To ensure that the bookings by this excursion are kept within the carrying capacity of the I.O.M. Steam Packet’s vessel, the bookings to Douglas only will be regulated, and passengers are requested to assist British Railways and the I.O.M.S.P. Co., for providing for their comfort by booking in advance.
REDUCED FARE TICKETS
Whether you are on shopping bent, or off for relaxation by the sea, or in the country railways can offer you a reduced fare ticket.
Daily from June 17th to September 15th, inclusive.
Note during Bank Holiday Weekends passengers are requested to verify the services shown in this programme.
TRAVEL IN RAIL COMFORT to – Poulton-le-Fylde – Thornton (Cleveleys) – Fleetwood.
Daily weekdays June 23rd to August 25th, and September the 1st, 8th & 15th.
| Huncoat | 07:10A | – | 12:00 | – | 13:40D | 2nd Class return 6/- |
| Accrington | 07:25 | 11:30 | 12:13 | 13:00D | 13:47D | 2nd Class return 5/9d |
| Church | 07:27 | 11:32 | 12:25 | 13:02D | 13:49D | 2nd Class return 5/6d |
| Rishton | 07:32 | 11:37 | 12:20 | 13:06D | 13:54D | 2nd Class return 5/- |
June 30th to Aug 18th inclusive.
| Huncoat | 07:46 | – | – | 2nd Class return 6/- |
| Accrington | 07:57 | 08:55G | 09:12 | 2nd Class return 5/9d |
| Church | 07:59 | – | 09:14 | 2nd Class return 5/6d |
| Rishton | 08:04 | – | 09:19 | 2nd Class return 5/- |
D = direct, G = change in Preston
June On Sunday, the 2nd, Ripon, Workington and New Brighton were on the menu, and a new destination was added to the list. Departing at 09:40 and with light refreshments available the destinations were Chester 7/9d, Ruabon 9/-, Chirk 9/9d, Gobowen 10/- and Oswestry 10/3d. Organised rambles were available at Chirk and Gobowen. Overnight on Friday, the 7th, a train would leave at 23:35pm for Fleetwood then Douglas IOM for the TT Races. The fare was 27/- 2nd Class, with the option of a 1st Class berth on the ferry for an extra 4/-. The return sailing from Douglas was at 5pm on the Saturday. Every Sunday from June 30th to August 18th, there would be a day excursion to Douglas, departing at 8:55 returning at 17:30 at 25/9d return.
Over the Whitsuntide weekend there was a busy schedule of specials to Llandudno, Morecambe, a ‘scenic’ tour to Harrogate via Settle on Sunday. On both Sunday and Monday, the choices were to Belle Vue, York and Lancaster or Morecambe.
On Sunday the 23rd, Hull was revisited and a week later Chesterfield and Coventry, whilst another fresh trip would call at Wrexham for 8/9d, Ruabon 9/3d, Llangollen 9/9d, Corwen 11/6d and Bala 13/6d.
A PROGRAMME OF DAY EXCURSION TICKETS to the LAKE DISTRICT
Delightful Excursions by Rail & Steamer to Windermere town.
To Windermere Lakeside – via Ulverston, Windermere town, Bowness Pier, out and return by Steamer, or – via Windermere town, Bowness Pier, and returning via Ulverston.
To Bowness Pier – via Ulverston, Lakeside & Steamer, returning via Windermere town.
To Ambleside – via Ulverston, Lakeside & Steamer out and return via Windermere town, or via Windermere town, Bowness Pier, & Steamer return via Lakeside, or via Windermere town, Bowness Pier & Steamer out & return. WEEKDAYS
Mondays Mondays Mondays Mons, Weds.
to Saturdays. to Fridays to Fridays & Fridays only
| TO → | Windermere town
Bowness Pier Lakeside Ambleside |
Windermere town
Lakeside Ambleside via Oxenholme |
to Lakeside
Bowness Pier & Ambleside via Ulverston |
to Lakeside
Bowness Pier & Ambleside via Ulverston |
| ACCRINGTON | 06:40A 07:25A | 10:06A | 10:06A | 08:12A |
| CHURCH | 09:42A 07:27A | 09:40D | 09:40D | 08:14A |
| RISHTON | 06:47A 07:32A | 09:45D | 09:45D | 08:19A |
Note A = change at Preston. D= Change at Blackburn & Preston,
2nd Class Return Fares
| To →
From ↓ |
Windermere
town and Oxenholme |
Lakeside
via Ulverston |
Lakeside via
Windermere town Bowness Pier & Steamer return via Ulverston |
Bowness Pier
via Ulverston & Steamer out & return |
Bowness Pier
via Ulverston Lakeside & Steamer return via Windermere town |
| ACCRINGTON | 14/- | 15/- | 16/8d | 17/8d | 17/8d |
| CHURCH | 13/9d | 14/9d | 16/5d | 17/5d | 17/5d |
| RISHTON | 13/6d | 14/6d | 16/2d | 17/2d | 17/2d |
| To →
From ↓ |
Bowness Pier
via Ulverston Lakeside Steamer return via Windermere town |
Ambleside
via Ulverston Lakeside & Steamer out & return |
Ambleside
via Ulverston Lakeside & Steamer return via Windermere town |
Ambleside via
Windermere town Bowness Pier & Steamer return via Lakeside |
Ambleside via
Windermere town Bowness Pier & Steamer out & return |
| ACCRINGTON | 17/8d | 18/10d | 18/10d | 18/10d | 16/2d |
| CHURCH | 17/5d | 18/7d | 18/7d | 18/7d | 15/11d |
| RISHTON | 17/2d | 18/4d | 18/4d | 18/4d | 15/8d |
July On July 6th, ‘Crab’ 42706 (Rose Grove) piloted ‘Black 5’ 45076 (Newton Heath) on the 08:00 from Colne to London Euston, departing Accrington at 08:33. The ‘crab’ had previously been shedded at Accrington.
On Monday, the 8th, the 16:22 Accrington to Manchester train hit a motorcyclist whose bike had stalled as he was crossing the lines at the Hud Hey unmanned crossing in Haslingden. Neither the driver, Arnold Greatrex of Sandy Lane in Accrington, nor his fireman, Eric Wright, of Central Avenue in Oswaldtwistle, was aware of this tragedy until the train was stopped at Helmshore Station. The deceased, Harry Bell, of Manchester Road, had been warned by his friends not to ride his machine over what was an unmanned, hand operated crossing. The impact carried his body some 30 yards up the tracks, whilst debris from the bike was found some 100 yards away.
On Tuesday, the 9th, there was a ‘Grand Circular Tour’ to Ravenglass for a trip to Dalesgarth on the Ravenglass & Eskdale Railway. This train would go outward via Grange-over-Sands and return via Keswick, with a three hour stay there. The fare was 21/6d and early booking was recommended. The holiday period would be full of day trips as well as the regulars to Blackpool and Southport. On Sunday, the 14th, Llangollen, Doncaster and Morecambe were the destinations, but the ‘Wakes’ really started with the overnight trains on Friday, the 19th.
These began with the 18:19 to Newquay, followed by the 20:20 to Bournemouth with connections to Swanage, and Weymouth, the 20:35 to Heysham for Ireland, the 21:20 to Norwich and Great Yarmouth, the 21:30 to Brighton, Eastbourne and Hastings and the 21:38 to Portsmouth for the Isle of Wight. Those heading for London were catered for by the 23:47 followed on Saturday by the 05:40, 08:33 or the 12:42. Leaving in the early hours was the train to Glasgow via Kilmarnock at 00:50. To cater for people heading to Butlin’s there were trains to Penychain at 05:55 and 08:20, Skegness at 08:10 and Filey at 08:20 or at 10:50.
On the first Saturday, there were excursions to Barrow, Liverpool, Hoylake and/or New Brighton and Llandudno, and on the 21st, a trip to Grassington with rambles, whilst Ambleside or Trentham Gardens were the alternative choices. On Monday, 22nd, the Ravenglass/Keswick ‘Grand Circular’ ran again so it must have been a success. The Chesterfield trip was repeated on Sunday, the 28th.
Despite the fact that 3 inches of rain had fallen on the district during the first three days of the first Wakes Week, bookings at the station were 50% up on the previous year, with many trains crowded. Some of this could be attributed to the strike by Ribble employees that had begun at midnight on Friday, the 19th.
August On Sunday, the 4th, along with trips to Barrow, Coventry and Lakeside, there were organised rambles from Garstang & Catterall at 4/-, Bay Horse for 4/6d and Lancaster at 5/3, on the trip to Caton for 5/9d. On the 11th, Millom was revisited and there was a special to Morecambe departing at 10:14 and returning from Euston Road at 19:40 for 5/9d. On Sunday, the 18th, Morecambe was again the ultimate destination after leaving at 07:50 and going via Lakeside, with a steamer crossing to Bowness, and then on to Morecambe for a 3½ hour sojourn. Tickets were limited at 12/3d. Leicester or Chesterfield were the alternatives on this same day.
There was a choice of trains for those visiting the Southport Flower Show which was on from the 28th to the 30th, at 4/3d return. A rambler’s special ran on Sunday the 25th, to stations from Skipton to Ingleton at 6/6d, Kirkby Lonsdale 7/-, Sedburgh 8/-, Low Gill 9/-, Tebay 9/9d, Shap 11/- and Penrith 12/6d. On Saturday, the 31st, Stanley were away at Bradford Park Avenue and the train left at 13:04 with the return from Bradford Exchange at 17:40 with the fare set at 5/6d. (Bradford 1 – Stanley 1.)
September On Sunday, the 1st, Doncaster was revisited, but there was a greater choice a week later when there was a diesel railcar run to Scarborough for 14/3, leaving at 09:30 and returning at 20:10, and trains to Workington and also York. Stanley were at Southport the following Saturday, the fare 4/3d. (Fans witnessed a 3 – 3 draw.)
The following day Coventry was one choice and a rambler to Leyburn another, with trains to Barrow and a diesel excursion to Rhyl at 11/6d and Llandudno at 13/6d. With seating limited the return from Llandudno was at 18:50 and Rhyl at 19:20. On the 22nd the only choice was Hull, and on the 28th a special ran to Barrow for Stanley’s away game, leaving at 11:32 and returning at 18:30, the fare set at 10/9d. (Stanley lost 3 – 1.)The final excursions of the month were a diesel railcar excursion to Rhyl or trains to Millom and Chesterfield.
The employees of Messrs. C&A Walmersley’s Three Brooks Mill in Oswaldtwistle were treated to a day in Blackpool on Sunday September the 8th. The motive power was provided by one of Accrington Sheds ‘Crab’ 4-6-0s.
On Saturday, the 14th, the fire brigade was called out to Accrington Locomotive Sheds, where the roof was ablaze. They had to climb onto the roof and remove about a 100 square feet of slates in order to douse the burning joists.
British Railways gave notice that commencing on Monday, September 16th, 1st & 2nd Class seats could be reserved on the 08:00 Colne to London through train, departing Accrington at 08:33 for a 1 shilling booking fee, which would increase to 2/- from September, the 29th. Seats could be reserved by post if a SAE was included, or by visiting the booking office and stating the day of travel.
Evening excursions to Blackpool were operated throughout autumn, departing Accrington at 16:34 and Church & Oswaldtwistle at 16:37 for 4/- and 3/6d respectively, with the return train from Blackpool Central departing at 23:15.
October “Over the September holidays Accrington Station was fairly busy despite the poor weather and the flu epidemic that was sweeping across the area”, said Chief Booking Clerk Mr Nuttall, with the supporters special to Barrow full to capacity.
The excursions began on Sunday, the 6th, to Doncaster, Grassington and Workington all with light refreshments available, and the regular Illuminations trips to Blackpool and Morecambe would operate throughout the month. There was a diesel railcar excursion to Morecambe for their Illuminations on Sunday, the 13th, departing Accrington at 10:50 at 5/9d, Church at 10:59 at 5/6d with admission to Happy Mount Park at 1/- extra per adult and 6d per child, and returning from Euston Road at 21:35. Also on Sunday, the 13th, Coventry was revisited and a week later Leicester and Hull. On Saturday, the 19th, Stanley were at Stockport County by leaving town at 11:50 and returning at 17:00 supporters could go for 4/3d return. (A 0 – 0 draw.)
November Repeat trips to Barrow or Millom ran on the Sunday, the 3rd, along with a diesel railcar excursion to St Annes and Blackpool, departing Accrington at 10:34, for 4/6d return. On Sunday, the 10th, it was Coventry again, whereas a week later the choices were Workington or a diesel railcar trip to Newcastle-upon-Tyne. Chesterfield and another railcar trip, this time to Llandudno, ended the month on the Sunday, the 24th.
Although the ‘official’ date for the ending of passenger services on the Great Harwood Loop was Monday, the 2nd, of December, on Saturday November 30th, at 22:47 the final passenger train consisting of 3 carriages hauled by a 2-6-4 tank engine, departed Blackburn for Burnley. Very few people turned up to see the end of an era. It carried only 6 passengers, (none for Great Harwood, 1 for Simonstone and the remainder for Padiham). Some through freight trains still ran on the line after 1963 when excursion traffic ceased, but even these finished on November 2nd, 1964. Two locomotives from Lower Darwen Shed, ‘Crab’ 42732 and ‘Big 8’ 48500 came to take away any remaining rolling stock, said to number over 100 wagons. Later in 1965 all the buildings were removed, and the only remaining vestige is the Stationmaster’s house, which was the end one nearest to the Railway Station on Station Road. The only remaining traffic on the Loop was on the section between Rose Grove and Padiham ‘B’ Power Station, which itself closed during 1993.
December The hardy could go to either Barrow or Doncaster on Sunday, the 1st, and Stanley were away to Carlisle United on Saturday, the 7th, in the 3rd Round of the FA Cup. To take supporters a cafeteria car train left Huncoat at 11:03, Accrington at 11:09 and Church at 11:12, fare 14/9d, with a return from Carlisle at 17:15. (Stanley drew 1 – 1.) It would be possible to go to Blackpool every Saturday until further notice departing on the 12:13, 13:00 or 13:47 for 4/6d and returning on any train, or to Southport for the same fare leaving on the 12:03 or with a change in Blackburn onto the 13:00. The year’s excursions came to a close with visits to Leicester on the 15th and Chesterfield or Workington on the 29th. There was however a football special to Sheffield for Rovers’ game at Bramall Lane on Boxing Day. This left Accrington at 11:50 and the fare was 9/9d, with cafeteria car facilities available throughout.
A series which was featured each week in the Junior Observer section was ‘an introduction to trainspotting, which was accompanied by photographs, the first of which was Black 5 #45226 on Accrington sheds, one of the Garth Dawson collections. In the ensuing weeks other engines would include 90374 and 51497 all of which were shedded at 24A.
In 1957 the following 3 locomotives were allocated –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn |
| Midland Johnson | Vulcan Foundry. | Dec. 1899 | 0 – 6 – 0 tank | 3F | 47201 | Dec. 1957 | Mar. 1961 | Dec. 1966 |
| LMS Fowler | Hunslet | Apr. 1928 | 0 – 6 – 0 tank | 3F | 47562 | Dec. 1957 | Mar. 1961 | Nov. 1962 |
| L & Y Aspinall | Kitson | Oct. 1878 | 0 – 6 – 0 s/tank | 2F | 51371 | Aug. 1957 | Dec. 1957 | Mar. 1961 |
The Midland Railway & London Midland & Scottish 3F 0 – 6 – 0 tanks were universally referred to as ‘Jinties’ and were along with the saddle tank 51371 used almost exclusively for shunting duties.
(As a footnote, about this time the powerful engineering unions were lobbying for an earlier holiday in the last two weeks in July which were the traditional ‘Wakes’ weeks. Eventually they would get their way and this would of course, bring to an end the mass exodus and concentration of holiday special trains in the town.)
1958 January Diesel railcar excursions were now well established but still retained some novelty appeal and on Sunday, the 5th, seats were again limited on one to Llandudno. On Saturday, the 4th, Rovers were away in the Cup to Rotherham United and there were two trains from Accrington at 10:49 and 10:57 which would return from Masborough at 16:55 and 18:40 respectively. Both trains would have cafeteria cars and the return fare was 9/3d. It was possible to go to Carlisle to watch Stanley play away against United on Saturday, 11th, for 14/9d return by departing town on the 10:06 with a change of trains at Preston in both directions. The return trains from Carlisle were either the 18:52 or the 19:00. (Carlisle United won 6 – 1).
There was another diesel railcar trip to Newcastle-upon-Tyne on the 19th. On Saturday, the 25th, it was the turn of Burnley supporters to go and watch the Clarets in the FA Cup 4th Round at Bristol Rovers. The train called at Huncoat at 06:45, Accrington at 06:52, the fares 31/- and 30/- respectively, and early booking was necessary to reserve a seat and also take up the option of lunch on the outward journey and dinner on the return at 21/- extra. The month closed out on the 26th, with trips to Millom or Sheffield.
February The excursions began on Sunday, the 2nd, to Coventry or Ingleton, followed on the 9th, by another diesel railcar trip to Llandudno or Workington. On the 16th, a shorter distance took the ramblers to Foulridge for 2/10d, Earby 3/2d and Skipton 3/9d, whilst Leicester was the destination for those wanting a longer day out. Barrow and Sheffield were the trips on offer on Sunday, the 23rd. Advanced notice was given of a train and steamer excursion to Staffa & Iona, which would run on June 13th. Departure would be at 21:30 from Accrington on Friday evening and would go overnight to Oban. Passengers would then transfer to a steamer for a cruise to Tobermoray, with time allowed at Staffa and Iona before a return to Oban for a 21:00 train. The initial cost was 72/6d, and for an extra 14 shillings each way, a limited number of sleeping berths were available, but advanced booking would be essential.
March The delights of Doncaster or Coventry were possibilities on Sunday, the 6th, followed on the 9th by Chesterfield or a diesel railcar run to Llandudno. Stanley were away at Hull City and fans could go outward changing at Todmorden and Wakefield, and return by changing at Goole and Wakefield for 12/9d, leaving at 10:03 and returning from Paragon Station at 17:15 or 18:35. (Stanley lost 1 – 0.) Organised rambles were arranged on the 16th, on a train calling at Horton-in-Ribblesdale at 6/6d, Garsdale 8/6d, Hawes 9/3d, Askrigg 9/9d, Aysgarth 10/3d, Redmire 10/6d or Leyburn 11/3d. On Sunday, the 23rd, the excursions were to Llandudno, via the North Wales resorts, Workington, Hull or a diesel railcar trip to Blackpool for 4/6d the usual caveats applying.
Hooliganism bordering on mayhem on Sunday nights at Accrington Station had caused the police to have men on duty there. On March 2nd, there were about 100 youths on platforms 5 and 6 who were obviously hostile to each other. This had resulted in objects being thrown across the lines, and when a train came in the fire buckets were hurled over the carriages. At Accrington Magistrate’s Court a Blackburn youth was fined £3 for disorderly behaviour, whilst two ‘Teddy Boys’ from Burnley pleaded guilty to wilful damage for breaking a waiting room window on one of the platforms. One was fined £5 plus £1 – 0s – 3d the cost of the damage and was required to pay 2 guineas advocate’s fees, whilst a second youth was given a similar fine.
On Saturday, the 22nd, Blackburn Rovers met Bolton Wanderers in the FA Cup semi-final at Maine Road, Manchester, and a special departed from Church & Oswaldtwistle only at 12:05 for 4/2d, returning by any train from Victoria. It was a big sporting day on the 29th, and a train left Accrington at 10:12 for Aintree and the Grand National. The fare was 7/- but 1st Class was available at 11/6d, and the return was from the Sefton Arms at 17:22. The month ended on Sunday, the 29th, with another railcar trip to Newcastle-upon-Tyne.
April Trips over Easter included on Good Friday, the 4th, Fleetwood, Llandudno and Ilkley, on Saturday to Morecambe, Liverpool for New Brighton, and Sunday to Grassington, Coventry and Belle View.
On Saturday, the 5th, Stanley fans could see their team play away at Halifax Town for 4/3d return, by departing Church & Oswaldtwistle on the 13:02, which called at Accrington at 13:07 and Huncoat at 13:12, the return train from Halifax departing at 17:10. (Stanley won 2-0.) On Sunday, 13th, a ramblers excursion visited Marple for 6/-, Millers Dale 7/6d, Bakewell 8/6d, Rowsley 9/-, Matlock 9/6d and Derby 11/9d. BR were also promoting 6-day continental cruises on the TSS Duke of Lancaster from Southampton, to Holland, Belgium and France. Departing on the 7th, 14th and 21st of June, fares started at £24 including rail tickets to the ship.
Freezing conditions kept most people at home over the Easter weekend and a spokesman at Accrington Station said, “Excursions are planned well in advance, but due to the weather most left virtually empty, and it is not possible to alter our arrangements just to suit the climate. Even the ones to Blackpool were lightly loaded!”
On Saturday, the 19th, thirty employees at Accrington Locomotive sheds had their annual outing to London, by train of course. In the afternoon they saw Burnley play at Arsenal and in the evening went to the Palladium Theatre to see a performance by Liberace. Stanley were away at Workington Town, and fans would have to change at Preston and Carlisle to see the game at a fare of 15/6d. (Stanley won 1 – 0.) A day later the same destination was visited by a special, this time without having to change trains. Seats were limited on the 00:14 overnight train to Glasgow for the Scotland v England match. The fare was 43/6d and the return left Central Station at 23:30. The railcar special to Newcastle-upon-Tyne was repeated on Sunday, the 27th, along with an excursion to Chesterfield.
Anyone intending to purchase a ‘Railrover Ticket’ which would allow 7 consecutive days travel anywhere on the London Midland Region, would have to give 48 hours’ notice of purchase. These were priced at £9 2nd Class, and £13 – 10s – 0d 1st Class.
May On May 3rd, it was the FA Cup Final between Bolton Wanderers and Manchester United, and seating was limited on the train departing at 00:24 to London Euston at 43/-. Return from Euston was at 01:17 on Sunday morning.
According to MP Harry Hynd, the dispute between the railway unions and the British Transport Commission was still unresolved. But after the Prime Minister along with the Minister of Transport, Ernest Marples and Sir Brian Robertson had met with the union’s representatives, it appeared that some of the projects for the railways which had been under threat had since been reinstated. In particular this included the introduction of more diesel locomotives. The MP was also on the warpath about the working conditions in some of the railway offices, which he described as “Lacking, proper lighting, ventilation, cleanliness and sanitation.” He was once again trying to promote the Offices Regulation Bill, which he said has never got any further in its implementation. “Why should the type of people the railways need to move the industry forward, choose to work in such poor conditions, when they can earn their living in a more conducive environment. It is time we got away from the attitude that the railways must pay before we can afford to give its employees a decent living wage and proper working conditions. We do not say that firemen or policemen should make a profit as they perform a service, which is exactly what the railway does and that is why it should have a subsidy.”
On Sunday, the 4th, there was a circular tour to Morecambe via Ingleton, specials to Barrow and Doncaster. This year’s amateur photographic excursion would visit Knaresborough and York, departing at 11:35 for 10/6d, whilst on Sunday, the 11th the only choice was Leicester. A new destination was advertised for Monday, July 7th, to Oxford. The itinerary would include a visit by coach to Blenheim Palace, a steamer cruise on the Thames and guided tour of the colleges. The train would include a cafeteria car but the 47/- fare would also include afternoon tea. Early booking was advised. On the 18th, it was back to Millom or Lakeside for Bowness and Ambleside, with organised rambles from Keswick and Windermere.
Over Whitsuntide, on Sunday the excursions were for Coventry, Ilkley, Chesterfield, Llandudno and a half day trip to Southport for 3/6d, leaving at 16:35 and returning at 22:50. One to Morecambe at 7/-, departing at 10:35 returning from Promenade Station at 20:08, which would be repeated again on Whit Monday. Also on Monday there was a trip to Longsight for Belle Vue.
June Bike enthusiasts could leave at 23:35 on Thursday, the 5th, to go via Fleetwood to Douglas for the TT Races. There was a supplement of 4/- in addition to the 27/- fare for a berth on the boat. The regular destinations of Coventry or Llangollen were visited on the 8th, whilst on the 15th, Barrow was one destination. However, as an alternative to the Cumbrian town, there was a rail rambler calling at Appleby West for 11/6d, with the option of walks from Kirkby Stephen or Appleby. The month closed out with a visit to Hull on the 22nd and either Bala, Chesterfield, Coventry, Ilkley or York on the 29th.
On June 8th, Accrington was one of the stations at which a Railway Correspondence & Travel Society tour called ‘The White Rose’ stopped for a photograph opportunity. The train had travelled from Manchester Victoria via Bury, and was on its way to Doncaster Works via Skipton, Harrogate & Knottingley. The motive power was made up of a Class 112 Cravens DMU, with the Society providing refreshments from out of the guard’s compartment. It would return to Manchester via Barnsley, Mirfield and Rochdale, after a works visit.
July The combined rail, coach and steamer trip to Oxford departed Accrington again at 06:22 on the 7th, returning from Oxford at 19:10, so must have proved popular. On the previous day, trips had operated to Saltburn and Redcar, Lakeside or Llandudno. Sunday, the 13th, saw trips to Keswick or Doncaster. On Monday, the 14th, there was what was billed as a Grand Tour of North Wales for 25/-. Departing Accrington at 07:25 it travelled to Menai Bridge for 1 hour’s stay, then on to Caernarfon for 1½ hours and on to Barmouth for 2½ hours, returning via Afonwen, Portmadoc, Dolgellau and Llangollen. Despite the train consisting of a cafeteria train packed lunches were available at 5/- extra but had to be ordered 48 hours in advance.
On Friday, the overnight holiday trains went at 18:33 to Newquay, fare 125/4d, 20:27 to Bournemouth 89/8d, 21:28 to Great Yarmouth 82/8d, 21:37 to Hastings 89/4d and 21:45 to Portsmouth Harbour 93/4d. At 00:50 the Glasgow train departed for a fare of 69/8d, whilst travellers to London had the choice of trains on Friday night or Saturday morning, fare 68/8d. On Saturday the holiday camp trains left for Penychain for 47/4d, Skegness at 47/8d and Filey for 39/8d. Also on offer were period returns to Southport at 10/4d, and Morecambe at 14/-, Fleetwood for 12/8d and Douglas 56/2d, with a return with 16 days. Second Class ‘Runabout Tickets’ were now 29/-, but not valid on specials such as the ones to Workington or Scarborough on the 20th, or York on the 27th.
Although it was anticipated that the poor spell of weather and the previous year’s bus strike, (which boosted numbers), would result in a reduction in numbers but the reverse was in fact the case, with many of the specials heavily booked. The day trips and tours were subject to the vagaries of the weather on the day, as they need not be booked in advance, but period returns and to the Lancashire resorts were up to average.
August A spokesman for BR announced that bookings were up to normal levels, and there had been a repeat of the late rush during the second week. There were daily trips to all the Lancashire coastal resorts along with North Wales, and these had been relatively well booked despite indifferent weather, and the story had been much the same at Rishton and Church & Oswaldtwistle Stations.
The destination was Barrow again on Sunday, the 4th, along with Lakeside for Bowness and Ambleside. On every Saturday up to the 30th, there was a trip to Blackpool at 5/9d, leaving at 09:09 returning from Central at 19:55. Every Sunday to the 24th, there was a train to Fleetwood for Douglas at 25/9d. Specials ran on the 10th, to Fleetwood at 5/3d and to Morecambe at 6/3d, with afternoon sailings from Liverpool to Llandudno at 15/6d or for non-sailors a train direct to Llandudno at 14/3d. Millom was the destination again of the 17th, and there was a new destination in the shape of Denby, calling at Chester at 8/3d, Mold 9/3d, Rhydymwyn 9/9d, Caerwys 10/9d then Denby 11/6d. There were organised rambles from Chester, Rhydymwyn and Caerwys, with light refreshments available on the train. On Sunday, the 24th, Hull was revisited and there was a ‘diesel’ excursion to Scarborough departing at 09:35 returning at 18:40 for 15/6d. Again accommodation was strictly limited and advanced booking was essential. On Saturday, the 23rd, Stanley were away at Notts County and a change was necessary off the 08:33 train to get to Nottingham. The return also required a change from a train leaving Midland at 18:10 and the fare was 16/6d. (Stanley drew 1 – 1.)
Burnley were at Leeds United on Saturday, the 30th, the fare to City Station was 6/6d return. There were rambles arranged from the special to Ilkley on Sunday, the 31st, and to Chesterfield again, in addition to a diesel excursion to Harrogate and Knaresborough.
September On Sunday, the 7th, Workington or York via Ilkley and Otley were the choices or another diesel excursion Bridlington and Filey departing at 09:30 returning at 18:52 for 14/6d. Once again there were regular trips to both the Blackpool and Morecambe Illuminations, which would continue up until the end of October. On Sunday, the 14th, Barrow and Coventry were revisited, and a ramblers excursion to Penrith via Clapham at 6/3d, Ingleton 7/-, Kirkby Lonsdale 7/6d, Sedburgh 8/6d, Tebay 10/3d and Penrith 13/3d with walks from Sedburgh and Clapham.
Accrington Stanley were away to Hull City on Saturday, September 20th, and fans could get to the game by departing Accrington at 10:03 and by changing at Todmorden and Wakefield both ways for 12/9d return. The return from Paragon Station was at 18:52. (Hull City 4 – Stanley 2.)
On Sunday, the 28th, there were return trips to Chesterfield, Millom and another diesel excursion to Scarborough, leaving Church at 09:40, Accrington at 09:45 and Huncoat 09:50, which would return at 19:00. The usual caveats about booking and accommodation applied, and the 200 seats were rapidly fully booked.
The Accrington Labour Party sent a strongly worded letter of protest to the British Transport Commission, about the cuts to eleven train services from Accrington which were to come into operation from Friday, the 12th, affecting services between Blackburn and Todmorden, Accrington and Manchester, Colne and Bolton. Mr T. A. Grant, the Agent for Accrington Trades Council, also wrote to the Commission, deploring cuts to an ‘already inadequate service’. An official from British Railways stated, “These are mainly rural and branch line services which had been operating at a loss for a considerable period of time”. In the light of these circumstances the Trades Council asked if it was possible to arrange for the inter-availability of tickets on both buses and trains between Accrington and Manchester, then passengers might go by train and return by bus or vice versa? A spokesman for Ribble Motor Services, the operator of buses on parallel route said, it was possible by some prior arrangement, but would not be practical on a casual basis. The cuts proposed were to –
The 05:30 Preston to Todmorden, (Saturdays only).
The 06:00 Accrington to Colne, (Saturdays excepted).
The 07:45 Accrington to Bury, Bolton Street.
The 12:23 Preston to Accrington, (Saturdays only, winter only).
The 13:35 Preston to Todmorden would terminate at Accrington, (Saturdays excepted, winter only).
The 14:55 Preston to Colne, (winter only).
The 15:19 Preston to Accrington, (winter only).
The 16:17 Todmorden to Blackburn, (winter only).
The 16:22 Accrington to Preston, (winter only).
The 17:12 Accrington to Manchester Victoria, (Saturdays only).
The 18:06 Accrington to Bury, Bolton Street, (Saturdays only).
The 19:25 Colne to Preston, (winter only).
The Sundays only 08:00 Accrington to Manchester Victoria.
The Sundays only 10:55 Colne to Bolton.
October Once again the popular Sunday excursions would be repeated with Workington, Doncaster and Harrogate on the 5th, Coventry on the 12th, Llandudno and Chesterfield on the 26th.
November On Saturday the 8th, Stanley were away to Rochdale and fans going to the Spotland ground could go by train from Huncoat at 13:03, Accrington at 13:10, Haslingden at 13:27 and Helmshore at 13:34 for 3/3d return. The return train departed Rochdale at 17:40. (Stanley lost by the only goal of the game.) A special took Rovers fans to Hawthorne’s Halt on Saturday, the 15th, for Rovers away game at West Bromwich Albion.
The repeat trips to popular destinations continued with on the 9th Coventry, and on the 16th, to Workington, with an alternative to Grassington which included rambles for 6/6d. Accommodation was strictly limited on the diesel excursion which departed Accrington at 10:19 on the same day to Harrogate for 8/3d, Ripon 9/6d, Northallerton 12/-, Darlington 13/9d, Durham 16/6d and Newcastle-upon-Tyne 18/-. Another diesel excursion visited Llandudno and the North Wales resorts on the 23rd, when a trip to Hull was the counter attraction. Stanley were away to Stockport County on the previous day and by crossing from Victoria to London Road Station in Manchester off the 12:22 from town, fans could travel for 4/6d and return by any train. (Stanley drew 0 – 0.) On the final Sunday of the month Barrow and Chesterfield were the destinations.
December On Sunday, the 7th, a special excursion departed Accrington at 09:53 for destinations to en route to Coventry. The return fares on this train were Bolton 3/-, Manchester 3/6d, Stockport 4/6d, Macclesfield 7/-, Stoke-on-Trent 9/3d, Stafford 12/3d, Wolverhampton 14/3d, Dudley Port 14/9d, Birmingham New Street 15/6d and Coventry 17/3d. Light refreshments were also available on this train. Runs to Millom or Doncaster, and the repeated diesel run to Newcastle-upon-Tyne on the 14th, closed out the year.
In 1958 the following 2 locomotives were allocated –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn | |
| LMS Stanier | Crewe | Dec. 1937 | 2 – 6 – 2 tank | 3MT | 40192 | Nov. 1958 | Feb. 1959 | Dec. 1961 | |
| LMS Stanier | Derby | Feb. 1937 | 2 – 6 – 4 tank | 4MT | 42480 | Feb. 1958 | June 1959 | Jan. 1963 |
1959 A batch of Metro-Cammell 2-car diesel multiple units numbered in the M51197-M51203 with M56355- M56361 series were allocated to Newton Heath Sheds, and began appearing on the Manchester Victoria services through Accrington.
January The usual trips to Blackpool and Southport had started by the end of the month, and these would continue right up until April 25th, with the exception of Easter Saturday, March 28th. The special excursions began again on Sunday, the 25th, with Chesterfield, Millom and Ingleton the choices and with organised rambles in conjunction with the latter. On Saturday, the 31st, a cafeteria train took Rovers fans to the Wolverhampton Wanderers game for 14/3d return.
February On Sunday, the 1st, there was a repeat of the special excursion to Coventry which had operated on December 7th, last, or to Hull. It was announced that a regular diesel railcar would operate between Preston and Blackpool daily from January 31st to February 7th, with connections from Accrington, in conjunction with the ‘Gifts & Fancy Goods Fair’ which was on in the resort. Further trips ran on the 8th to Workington and on the 15th to Derby, the latter one departed at 10:36 calling at Manchester 3/6d, Chinley (6/6d), Millers Dale (7/6d), Bakewell (8/6d), Matlock and Matlock Bath (both 9/6d). The fare to Derby was 11/9d. On Sunday, 22nd, there were repeat trips to Newcastle-upon-Tyne, Barrow and Sheffield. Light refreshments were available on all these long distance trips.
Advanced notice was given that tickets to the Isle of Man for the TT Races on Friday, June 5th, were to be strictly limited at 28/-, with a supplement of 4/- for a 1st Class berth on the boat. The connecting Fleetwood train would depart Accrington on Thursday night at 23:38. Another notice was given for the ‘unique’ rail and steamer cruise to the Highlands & Islands of Scotland including Staffa and Iona. The train would leave Accrington at 21:00 on Friday, May 29th, and go overnight to Oban. Passengers would then transfer to a steamer calling at the Island of Mull and Tobermory, with time at Staffa before returning to Oban for a 21:20 departure for home. Light refreshments would be available on the train with full meals available on the steamer. A limited number of 2nd Class berths were available on the train at 14 shillings extra in each direction on top of the 72/6d fare, and tickets were strictly limited so early booking was essential. There was a special excursion to Derby on Sunday, the 15th, which departed from Accrington at 10:36. The destinations and return fares were to Chinley 6/6d, Millers Dale 8/6d, Bakewell 8/6d, Matlock or Matlock Bath 9/6d and Derby 11/9d. Light refreshments were available on this excursion.
It was also announced that at both Blackpool North and Southport Chapel Street, what were described as ‘self-help’ barrows would be available for the transfer of luggage all free of charge.
British Railways opened an ‘internal’ inquiry as to why a goods train of 27 wagons ran away down a 1 in 76 incline on the stretch of line between Haslingden and Ramsbottom, on the evening of the 10th. The driver, Robert Wallbank of Hartmann Street, Accrington, and his 17 year old fireman, Brian Newlove, of Dill Hall Lane, Church, could not stop the train from running backwards after the brakes failed to hold the train despite being locked on. The lad, who was normally an engine cleaner at Accrington sheds, was only on the footplate due to a shortage of firemen. He was told to jump out at Helmshore, as it was feared that if the train went into a siding and smashed into the buffer stop, the wagons would pile up over one another. However, the guard, Mr A. Fuller, of Ramsbottom, on realising that the heavily laden 21:50 from Rose Grove was gaining momentum, managed to stop the runaway beyond Summerseat using the brake in the guard’s van. There were no serious injuries and thankfully no other trains were due at the time, but the Ministry of Transport were also investigating this incident. The 4 – 6 – 2 tank engine, 42480 had only been allocated to Accrington in the previous year, and had been substituted for the usual 4 – 6 – 0 tender engine because residents had complained about the noise the larger locomotive made when shunting wagons late into the evening at Ramsbottom’s exchange sidings. The following day the unfortunate locomotive was returned slowly to Accrington sheds in order to have the flats on its driving wheels reprofiled on the wheel lathe.
MP Harry Hynd speaking in the House of Commons said, “If there are no taxis waiting at the railway station, it should be the task of the staff to call one”. This was during the debate on the second reading of the Transport Commissioning Bill. He was quoting from the report published by the Central Transport Consultative Committee. This had also suggested that once a taxi had dropped off a passenger at a station, it should not be allowed to pick up another fare there if it was not licensed to use that station. But, if they became members of the T&GWU, they could pick up passengers at every visit.
On the 25th, mogul #46406 of Bury Shed came through Accrington, en route to Blackburn from Waterfoot on the Bacup Branch. Unusually on this occasion it was hauling a three coach ‘cinema unit’.
On Saturday, the 28th, Burnley were away at Aston Villa in a 6th Round FA Cup tie, and the fare on the special was 18/6d from both Huncoat and Accrington.
March The Sunday trips continued to Millom, and also by diesel railcar to Llandudno on the 8th, and on the 15th to Doncaster.
On the 17th, a trip working arrived in Accrington behind #40106 fresh from overhaul at Horwich Works. At this time it was allocated to the Wrexham Shed (6E).
The Grand National was run at Aintree on Saturday, the 21st, and a special excursion was run from Accrington at 11:30, Church & Oswaldtwistle at 11:34 and Rishton at 11:39. First Class accommodation was available at 11/5d, but the standard return fare (not including admission), was 7/-. Light refreshments were available and advanced booking was advised. Workington was again the destination on the 22nd, whilst on Good Friday there were choices to Ilkley, Llangollen or Millom. On Easter Sunday the excursions went to Coventry, Grassington, York and a diesel circular to Morecambe via Ingleton.
Another promotion advertised was one which could save up to 4/- in the pound. This was for ‘Mid-week’ tickets that would be available between May 5th and the 29th of October, to places in England over 100 miles distant, and May 5th and September 24th to destinations in England, Scotland, Wales and Ireland. BR were also advertising its ‘Express Goods Services’, with a collection before 17:10, dispatch at 21:53 and delivery in London at 08:10 the following morning.
April On Saturday, the 4th, Burnley were at Wolverhampton Wanderers and fans could go by train for 15/-, and by departing overnight on Friday, the 11th, at 23:55 fans could go to Wembley for the England – Scotland match, returning from Euston at 23:34 for a return fare of 43/-. Tickets had to be booked in advance.
On Sunday, the 5th, Millom was the destination and on the 12th Llandudno or Otley, on the 19th it was Workington or Ashbourne including organised rambles. On the 26th, the choices were Chesterfield, Workington again and the diesel excursion to Newcastle-upon-Tyne. On this occasion with a change in Stockton-upon-Tees and Middlesbrough in both directions, travellers could explore West Hartlepool for 15/3d, Redcar at 15/6d, Saltburn 16/-, Sunderland 17/6d or go all the way to Newcastle for 18/-.
Another new innovation was the “See Britain By Rail” – Railrover Ticket. This gave seven days unlimited 2nd Class travel for £22 – 10s – 0d, or on London Midland Region only for £9 2nd Class or £13 1st Class. These were available at all local stations but with 48 hours’ notice. Also on offer was reduced rate 8 or 15 day return tickets to the West Country, which were valid outward on Friday nights between June 20th and August 15th, returning on Saturdays.
May The overnight train to London for the Notts Forest v Luton Town Cup Final, departed Accrington at 00:11, returning from Euston at 01:02 on Sunday the 3rd for a fare of 43/- return. Other excursions on the 3rd were to Barrow, Doncaster, Morecambe and Ingleton, and a special to Fleetwood leaving town at 10:05 returning at 18:40 for 5/3d. On Whit Sunday people had the choice of Coventry, Llandudno or a diesel railcar excursion to Scarborough, departing Accrington at 10:15 returning at 21:40 for 15/-, whilst on Monday, the choices were Morecambe, New Brighton or York.
Sunday, the 24th, was a busy day with excursions to Hull, Ilkley and Workington and a special to Penrith via Skipton and Clapham to Ingleton at 7/-, Kirkby Lonsdale 7/6d, Sedburgh 8/6d, Tebay 10/3d and Penrith 13/3d. Light refreshments were available on the train that departed Church at 10:05, Accrington at 10:10 with organised walks from Ingleton and Sedburgh. Departing one minute later was the Amateur Photographers outing to Conway for 15/-, Bangor & Menai Bridge for 17/-. There were prizes to the value of £35 for photographs taken on this trip. Booking was strictly limited and a photographic bureau would also be on board to offer advice. Booking in advance was also the case on the special to the Kyles of Bute, which ran on Saturday, the 30th, with a fare of 55/9d. The route would take in Gourock, Tighnabruaich, Rothsay and Wemyss. The train started early at 05:50 to return at approximately 01:00 on Sunday morning.
June At a meeting of the Highways Committee, the Town Clerk submitted correspondence from the British Transport Commission stating that, “In view of the public at large having acquired a public right of way over the railway bridge connecting Arago Street with Belgarth Road, the Commission had been informed that they had no legal obligation to continue to maintain the bridge itself or the roadway over it. The BTC would however continue to maintain the bridge itself for the safety of the railway which passed beneath it, but not the roadway”. It thereby posted twelve months’ notice of its intentions to terminate an agreement whereby it paid an annual sum of £1 – 8s – 0d to the Corporation for the upkeep of the roadway over the said bridge, and this would come into force from May 1st, 1960.
The Town Clerk then submitted a letter from Howard & Bullough Ltd, in which they highlighted the difficulties caused by the low railway bridge at the junctions of Scaitcliffe Street, Ormerod Street and Eagle Street, whilst lending their support to any proposals that the Council might place before the British Transport Commission. It was resolved to make a joint approach with Howard & Bullough to the BTC asking them to consider the widening of this bridge on the understanding that the Corporation would take all responsibility for any road-works that would be involved.
An advert appeared in the Observer for BR’s special ‘Wagonload’ vehicles for their door-to-door freight service. (Similar adverts would appear at regular intervals over the ensuing months.) On the 7th, the trip was to Garstang at 4/3d, Bay Horse 4/9d, Lancaster 5/9d and Morecambe 6/3, and a week later to Barrow. As an alternative another diesel railcar excursion would leave Accrington at 09:38 calling at Church at 09:42 to go to Lakeside. Passengers would then have a return sail to Bowness before visiting Morecambe where there would be a 3½ hour stay, before returning from Promenade Station at 20:15. The fares were 13/- and 12/6d respectively.
Another multi-destination tour would operate on Sunday, the 21st, to Matlock, Matlock Bath and Buxton, allowing 2½ hours in either Matlock or Matlock Bath, and 2½ hours in Buxton. This train would depart town at 09:50, Church 09:55 returning from Buxton at 19:20, fare 12/-. The alternative to this was a repeat of the North Wales resorts excursion to Llandudno. On the 28th, the choices were Millom or Chesterfield. On every Monday to August 31st, (August 3rd excepted), a train would leave at 11:01 changing at Todd Lane to Liverpool, for sailings to Llandudno at 16/6d. Every Sunday from June 28th to August 23rd, there was a train to Fleetwood for Douglas IOM at 26/9d, with a cabin on the boat at 4/- extra.
July Due to a prolonged strike in the printing industry, BR was unable to provide handbills to accompany any of their excursions and special trains, but notices at the station showed that no less than 33 specials would be running during the first week of the holidays. (No details were published, but it is safe to assume that the overnight trains on Friday to the more distant destinations would be running, whilst those to the regular Saturday destinations would also operate.)
Despite the introduction of Diesel Multiple Units on the services from Manchester to Accrington, one passenger working was still using steam. This was a Sunday ‘short’ working from Bury Bolton Street at 09:16 and the 10:22 return from Accrington. On the 29th of July, the engine was 40015 from Newton Heath Sheds with four carriages in tow.
August On Sunday, the 9th, the special was to Oxenholme at 8/3d, Kendal 9/3d, Windermere 10/3d and a choice of Lakeside 12/3d or Ambleside 11/9d by steamer from Bowness, including an accompanied walk from Windermere. On the 16th, Millom and Hull were revisited, and on the 23rd the diesel railcar trip to Scarborough, fare 15/-, departing at 10:02 returning at 18:15. There was a football special on Saturday the 22nd, for Stanley fans to see the game at Tranmere Rovers, leaving at 11:01 for 6/9d. (Stanley were trounced 5 – 1.) On Sunday, the 30th, trips were operated to Chesterfield, Grassington and York, with rambles from the last two. There was a trip to Morecambe for the Illuminations, and a circular tour by railcar to Morecambe for a 3½ hour stay and on to Blackpool for a 4½ hour stay, before returning from Central at 20:40 for a fare of 8/3d.
September More cuts to timetabled train services were announced to come into force within a few days, which prompted correspondence from the Accrington Trades & Labour Party to the British Transport Commission in protest. The trains to be axed on weekdays had been identified as follows –
The 05:20 Preston to Todmorden, (Saturdays only).
The 06:00 Accrington to Colne, (Saturdays excepted).
The 07:54 Accrington to Bury, Bolton Street.
The 12:23 Preston to Accrington, (winter only).
The 13:35 Preston to Todmorden would now terminate at Accrington, (winter only).
The 15:19 Preston to Accrington, (winter only).
The 16:17 Todmorden to Blackburn.
The 16:22 Accrington to Colne, (Saturdays only).
The 17:21 Accrington to Manchester Victoria, (Saturdays only).
The 18:05 Accrington to Bury, Bolton Street, (Saturdays only).
The 18:43 Rose Grove to Blackburn.
The 19:30 Preston to Accrington, (winter only).
On Sundays the trains to be cut were as follows –
The 08:00 Accrington to Manchester Victoria.
The 10:55 Colne to Bolton, (Saturdays only).
The 14:55 Preston to Colne, (winter only).
The 19:25 Colne to Preston, (winter only).
The 20:55 Manchester Victoria to Accrington.
However, in addition to the strong protest about the hardship which it was claimed these cuts would cause and their effect on the poor services which the Trades & Labour Party felt were already operating, they again put forward a possible solution in the form of making train and bus tickets “interchangeable”. Mr Grant, the Party’s Agent, was echoing a suggestion made previously by, amongst others, Councillor Sproul. But Ribble Motor Services were lukewarm to this proposal. A spokesman for the bus company reiterating, that in a few instances interchangeability already existed with the railway by prior arrangement, but did not think they were possible on a ‘casual’ basis.
Announcing these cuts an official from BR stated, “They are mainly services which had been running at a loss for some considerable time. If however there is a proven demand by the public certain services will be restored”.
Another railcar excursion ran on the 6th, with the choice of Bridlington or Filey for the fare 14/6d. The train departed Accrington at 09:30 and the return left Filey at 19:15 calling at Bridlington at 19:40. The alternative was an all stations from Lancaster to Workington. A week later the train to Llandudno via the North Wales resorts was repeated, and on the 20th, Coventry and Barrow were again the choices. With a 10:00 departure, Church at 10:04, a railcar was off to Rhyl for 12/3d, calling at Prestatyn en route fare 11/6d. Potential day trippers were warned that bookings would close when all the seats were sold. The 27th would see repeat trips to Millom, and railcar excursions to Scarborough and Newcastle-upon-Tyne, this time including a stop in Pelaw. There was a ramblers’ train to Appleby for 11/6d, with walks from Horton-in-Ribblesdale and Kirkby Stephen as well as the destination.
Between Monday, the 25th, and Friday, the 30th, reduced period return fares to the Fylde Coast resorts were available at 7/-.
The lateness of the September holiday was causing concern not only for the railways but for operators of coaches as well. Due to a spell of good weather demand for tickets had been good, but there had been no great rush and the fears were that if the weather had been poor demand might have been below average. Despite this, extra capacity was added to the Scarborough diesel excursion, all of which was snapped up, and there were queues for the half-day excursion to Blackpool.
October Stanley were away to York City on Saturday, the 3rd, the return fare was 10/6d. (York 3 – Stanley 0.) On consecutive Sundays the 4th and 11th, there were diesel railcar excursions to Morecambe for the Illuminations, fares were 6/3d from Accrington, 6/- from Church, whilst on the 11th, Coventry and Doncaster were also possibilities. On the 18th, it was Barrow or nothing, but on the 25th, there were trips to Chesterfield or Workington and another railcar excursion calling at the North Wales resorts en route to Llandudno.
On Sunday, the 12th, a large scale exercise took place to simulate the conditions which might arise as a result of a major train crash, utilising the services of over fifty boys from the Christ Church Scout Group who would act as the casualties. The scene would be acted in the goods yard at Accrington Station, when the British Railways Ambulance and Rescue Team, the St John Ambulance Brigade, the County Ambulance Service, the Police, Fire Brigade and WVS, would all be mobilised. A command centre will be set up to inform the local hospitals of the number of casualties and how many beds they would need to provide. Col. V. Royle, District Commissioner of the St John Ambulance Brigade, who was an observer said, “There were too many people milling around and not really knowing what to do, which was the case at the Lewisham disaster, and this is what exercises such as these are designed to avoid. Another lesson is that you must have back-up to step in when rescuers become exhausted”. Dr R. C. Webster, another adjudicator, praised the rapid diagnosis of the injuries presented, but warned against giving liquids to the injured as they might require anaesthetics on being admitted to hospital. (Dr Webster was a winner of the Brain of Britain competition.)
November Departing Accrington at 10:20, Church & Oswaldtwistle at 10:23 on Sunday, the 8th, there was an excursion to Millom priced at 12/6d. This would call at Lancaster (5/9d), Carnforth (7/-), Silverdale (7/6d), Arnside (8/3d), Grange-over-Sands (8/6d), Ulverston (10/-), Dalton-in Furness (10/6d0, Barrow (11/6d), Askham and/or Kirkby-in-Furness (11/9d) and Foxfield (12/3d)
There were repeat trips to Grassington on the 15th, along with Newcastle-upon-Tyne, with this time the opportunity to visit Middlesbrough, Redcar or Saltburn, by changing at Darlington. It was announced that every Saturday through to April 30th, with the exception of April 16th, there would be tickets available to Blackpool and Southport for 4/6d return, coming back from Blackpool Central at 18:30 and St. Annes at 18:40 and this was the identical fare on the diesel railcar excursion which ran on the 29th, departing at 10:43, Church 10:47 to either St. Annes or Blackpool. This would return from Central at 18:30, St. Annes at 18:40, accommodation was strictly limited so advanced booking was advised. The only other alternative on the 29th was a special to Sheffield at 11:10 with a fare of 9/9d.
In a letter replying to the one sent by Accrington Trades & Labour Council, Mr H. Henderson, the Chief Parliamentary Secretary to the British Transport Commission said –
“These cuts were made in conformity with the Commission’s general policy of reducing the number of unprofitable services, which have been operating all across the country. With regard to the suggestion that road and rail tickets should be inter-available, there are few instances where the fares on the two modes of transport are compatible, and these would not be practical in the Manchester, East Lancashire or Yorkshire areas”.
Unsurprisingly, the Trades & Labour Council were unimpressed, stating that the Commission should put serving the public before profitability, and the Government’s decision to hand back road transport services to the private sector had made inter-availability of tickets even more difficult.
December Workington was the excursions destination on Sunday, the 6th. Departing Accrington at 10:25 on Sunday the 13th, there was a diesel excursion to Harrogate for 8/3d, Ripon 9/6d, Northallerton 12/-, Stockton 13/9d, West Hartlepool 15/3d, Sunderland 17/6d , Pelaw and Newcastle Central both at 18/-. Whilst travelling on this excursion it was possible to visit Middlesbrough at 14/3d, or Redcar 15/6d and Saltburn 16/-, but a change would have to be made in Stockton-upon-Tees on the outward journey, and Eaglescliffe on the return leg. As with other of these popular days out accommodation was limited and early booking was advised. The year came to an end on the 27th, with specials to Millom or Chesterfield.
Light refreshments were available on this train which departed Accrington at 11:06, calling at Sowerby Bridge for 3/9d, Brighouse 4/6d, Mirfield 5/3d, Thornhill 5/9d, Swinton 8/6d, Rotherham 9/3d Sheffield Midland 9/9d and Chesterfield 10/3d.
In 1959 the following 2 locomotives were allocated –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn | |
| Midland Fowler | Derby | Jan. 1919 | 0 – 6 – 0 tender | 4F | 43880 | Aug. 1959 | Oct. 1959 | May 1964 | |
| Midland Fowler | Arms/Whit | Feb. 1922 | 0 – 6 – 0 tender | 4F | 43976 | Aug. 1959 | Oct. 1959 | Apr. 1964 |
On an unspecified date during this year on my way home from the Technical School on Union Road in Oswaldtwistle, I happened to call into the sheds on Charter Street to discover Patriot Class 4-6-0 #45501 named St Dunstans on one of the open roads down the side of the main shed minus its centre driving wheels. These had obviously been removed on the wheel drop housed in the shed. She was at this time allocated to 5A Crewe North sheds and was two years away from being withdrawn. The name St Dunstans was that of a special hospital in Sussex for the rehabilitation of service personnel blinded in conflict.
One of the great delights of being at the Technical School was it was just a short hop down the Coach Road in Church to observe the morning 08:33 Colne to London express passing through at speed, before being lined up in the yard to go into class. Very often this was double-headed by a 4-6-2 tank engine and a Jubilee Class 4-6-0. One of the very regular named locomotives rostered to this turn was #45671 Prince Rupert, which was at the time allocated to 9A Longsight sheds. These two engines would take the train via Blackburn, Darwen, Bolton and Manchester Victoria to Stockport, where they would be replaced. When travelling on this train to the school’s Whitsuntide Camp at St. Mary’s Bay in Kent in 1958, the double-headed locomotives were replaced by one of the new D200 English Electric diesels which took the train on to Euston. Prince Rupert was an admiral and the grandson of King James I of England.
Another memory was that of Pacific 4-6-2 #72008 Clan Macleod, being rostered to the 18:00 daily parcels train for one week during 1959, when she was allocated to 12A Carlisle Kingmoor sheds. (This was possibly a running-in turn after a visit to Crewe Works).
1960 January On the 4th, the first timetabled service by diesel railcar operated between Skipton and Blackpool Central via Burnley, Accrington, Blackburn and Preston.
The excursions started early with a trip to Birmingham, (not Coventry), on Sunday, the 3rd, calling at Wigan at 4/3d, Warrington 5/-, Crewe 7/6d, Stafford 12/3d, Wolverhampton 14/3d, Dudley Port 14/9d and New Street 15/6d, leaving Accrington at 10:06, Church 10:09. Old favourites Ingleton and Workington were on the menu on the 17th.
British Railways were advertising for junior clerks at Accrington. Conditions included statutory superannuation and the pay scale was for 15 & 16 year olds £192 per annum, at 17- £209, at 18 – £318, at 19 – £336, at 20 – £352, on reaching 21 – £370, rising annually to £521 per year at 28. Additional perks included free rail travel up to 8 miles, discounted rail travel and holidays with pay following a qualifying period. Applications were requested in writing to the District Passenger Manager, at Hunts Bank, Manchester 3.
Burnley were away to Swansea Town in the 4th Round of the FA Cup on Saturday, the 30th, and a special departed Accrington at 06:00 returning Victoria Station at 17:15. The fare was 32/-, and for a supplement of 24/3d fans could have lunch on the outward journey and dinner on the return, but this had to be booked in advance. On Sunday, the 31st, there was a repeat visit to Millom or a railcar excursion to Sheffield.
Despite the offer from the Council to pay for any additional roadworks, BTC had stated they had no plans to make any alterations to the railway bridge over Scaitcliffe Street, which was proving difficult for traffic delivering to Howard & Bullough’s Factory. However, they did say they would carry out the work if the Council was prepared to stand the entire cost for lengthening the structure in order to make it more accessible.
The Highways Committee met in January, when the Town Clerk read out a letter from the British Transport Commission, indicating that there was no scheme under consideration which would include the lengthening of the railway bridge over the junctions of Ormerod Street, Scaitcliffe Street and Eagle Street in Accrington. But, it stated that the BTC would be prepared to undertake such a scheme if the Corporation undertook to fund the entire cost of the works, plus an amount with regard to the additional cost of maintaining a larger structure. It was resolved to note this correspondence and to pursue the matter no further.
February The threat of a national rail strike was hanging over the country once again, but despite this, on Sunday the 21st, specials were advertised to St Annes and Blackpool, Garstang, Bay Horse, Lancaster and Caton, with walks from Garstang, Lancaster and Caton, also Barrow, Ilkley or Sheffield on the 28th.
On Saturday, the 20th, Burnley were away to Bradford City in the 5th Round of the Cup, and departing at 11:45 the fans could go for 6/-, with a return from Manningham Station at 17:18.
Advanced notice was given of a rail and steamer cruise to the Western Isles. This would depart on Friday, May 20th, and go overnight to Fort William. On Saturday there would be a sail on Loch Linhne, to the Sound of Mull, and including Loch Sinhart, Tobermory and Oban. The return would depart Fort William at 20:45 and the fare would be 78/-, with 2nd Class sleeping berths available at 14/- in each direction. Applications to take part in this excursion had to be made well in advance. Also being advertised were ‘Everything Arranged’ inclusive holidays by train in Ireland for £20 – 4s – 0d and Scotland for £19 – 2s – 0d. The month was rounded off on Sunday, the 28th, with a railcar excursion to Newcastle-upon-Tyne.
Advertised as a ‘Diesel Excursion’, and departing Accrington at 10:53, Church & Oswaldtwistle at 10:57, on Sunday, 21st, the destinations were either St. Annes or Blackpool at 4/6d. The return train was from Blackpool Central at 19:15 and St Annes at 19:23. Accommodation was limited so early booking was advised.
During the year there were special evening return trips to Manchester on Saturdays, for 3/-, departing on either the 16:22 or the 17:22 from Accrington, and returning from Manchester Victoria at 21:20 or 22:20. There were also daily return fares to Blackpool for 5/9d and Morecambe for 7/-, by specified services.
March On the 6th, the second regularly timetabled service operated by diesel railcars began. This connected Skipton with Manchester Victoria, via Burnley, Accrington, Ramsbottom and Bury.
On Sunday, the 20th, railcar excursions ran to St Annes/Blackpool and Newcastle-upon-Tyne, followed by a sport-filled weekend. On Saturday, the 26th, a special ran to Manchester for the Rovers versus Sheffield Wednesday FA Cup semi-final, departing Church (only) at 12:08, and returning from Victoria at 18:12 for 4/2d return, whilst a cafeteria car train was off to Aintree for the Grand National at 7/- return. On Sunday, the 27th, there were repeat trips to Chesterfield, Ripon and Workington.
April Millom was revisited on Sunday, the 3rd, along with the ‘circular’ to Morecambe via Ingleton which cost 7/6d. This was followed a week later by a return to Llandudno. On Good Friday, the 24th, it would cost 15/- on a special to Scarborough, and 5/3d to Fleetwood, whilst Ilkley was another alternative. On Easter Sunday, the Morecambe via Ingleton was repeated, along with trips to Grassington and York. On Monday Belle Vue was the destination. All this was on top of regular trains to Blackpool for 5/9d return which operated on Friday, departing at 09:10 returning at 18:35, on Saturday departing 09:50 returning 18:48, Sunday departing at 09:10, returning 18:52 and on Monday, departing 09:42 and returning at 18:40. The month was rounded off on the 24th, with another visit to Newcastle-upon-Tyne, and a run along the Hope Valley calling at Chinley for 6/6d, Edale 7/-, Hope 7/6d, Bamford 7/9d, Hathersage 8/6d and Grindleford 8/6d, with organised rambles from Hope and Grindleford.
May The circular trip to Morecambe via Ingleton must have been popular, as it ran again on Sunday, May 1st, along with another visit to Lancaster and all stations to Barrow.
Between May 3rd and October 27th, midweek tickets were available for travel on Tuesdays, Wednesdays and Thursdays to destinations over 100 miles away at a saving of up to 5/- in the pound, (25%).
Cup Final day, Saturday, May 7th, was a very busy day for special trains to London, with no less than four excursions for the Rovers v Wolves game. The first of these departed Accrington at 00:18 to go overnight, whilst there were trains at 06:25 and 06:59. Church & Oswaldtwistle had its own train at 06:07. These trains would return in order at 01:10 from Euston on Sunday, at 18:40 from Wembley Central, or 17:30 from Wembley Hill, whilst the Church train would also leave from Wembley Hill at 18:40. The return fares on all these trains was 43/-. The 06:59 from Accrington would have the additional option of lunch on the outward journey and dinner on the return, in the dining car for a supplement of 24/3d per adult and 13/2d per child, but these had to be ordered in advance.
On Sunday, the 8th, the double Morecambe/Blackpool railcar trip ran again, whilst on Sunday, the 15th, railcar excursions visited Fleetwood and also Morecambe via the ‘direct’ route, and specials ran to Barrow, Ilkley and Llangollen. On Whit Saturday departing at 11:35 there was a buffet car train to Windermere for 10/3d returning at 20:05, and on Sunday trips to Scarborough at 15/-, Appleby 11/6d, Coventry 17/3d and Llandudno via the North Wales resorts. The month ended with a return to Newcastle-upon-Tyne for 18/-.
June The trips began with a railcar excursion to Knaresborough on Sunday, the 12th, at 8/6d, or to Workington again. On Friday, the 17th, the fare to Douglas via Heysham for the Isle of Man TT Races was 28/-, departing the previous evening at 23:38, with the option of a berth on the boat at an extra 4/-. On Sunday, the 19th, there was a special with a difference. Departing Accrington at 10:40, Church at 10:44, this train would call at Carnforth 7/-, Grange-over-Sands 8/6d, Ulverston 10/- and Barrow 17/6d, and included a crossing on foot of Morecambe Bay from Hest Bank to Grange-over-Sands.
On Friday, the 24th, the Buxton circular excursion was repeated as was the outing to Llandudno by steamer from Liverpool for 24/9d, or on to Menai Bridge for 27/9d.
Advanced notice was given of ‘rail plus steamer’ tours to the Kyles of Bute on Mondays, July 11th and 25th. The journey would be via Kilmarnock to Largs with a 1½ hour stay, then by steamer to Rothesay via the Kyles for a 2 hour stay with the return train from Largs. The basic fare was 46/6d, but a limited number of packed lunches ordered in advance would be available at 5/- extra. Another repeat special would go north on Friday night, September the 2nd, to Staffa & Iona at a fare of 78/-.
July Advanced notice was given of a special excursion to a new destination, Hereford, on Monday, July 18th. The basic fare would be 24/-, but for an extra 6/- there would be a coach tour through the Wye Valley, and packed lunches would also be available at 5/- each if booked the day beforehand.
Sunday, the 3rd, saw the rail/steamer excursion to Llandudno via Liverpool, which would be repeated on every Saturday through to September 3rd, and every Monday to September 5th. Millom or Lakeside were the alternatives on this first Sunday of the month. Doncaster was the destination of the special on Sunday, the 10th. On July 9th, ‘Black 5’ #45345 of Mold Junction Sheds (6B) passed through Accrington with the 9-coach empty stock off a returning excursion from the North Wales Coast to Ramsbottom. Its destination was Horwich.
Over the holiday period from Friday, 15th to the 30th, the overnight and special holiday trains would operate, with booking in advance recommended as tickets were regulated on a first-come first- served basis. The list of overnight destinations would again include Brighton, stations from Bristol to Torquay, Paignton, Plymouth and Newquay, to Great Yarmouth, to Bournemouth, Poole and Weymouth, to Portsmouth for the IOW, as well as London and Glasgow. On Saturday the trains were for Filey, Skegness, all-stations from Prestatyn to Penychain. Cheap period returns were also on offer between the 15th and 30th of July, to Blackpool at 7/6d, but were not available for any break of journey.
On Sunday July 17th, the motive power for the excursion from Accrington to Blackpool Central was 43033, an Ivatt 4-6-0 an unusual type for the area. It had been freshly out-shopped from Horwich Works on a short time before, but was allocated to 17A Derby sheds.
In the House of Commons, MP Harry Hynd was telling the Government they had a “moral responsibility to honour and meet their obligations when it came to the superannuated pensions of retired railwaymen”. This was very appropriate, as he himself had qualified for his railway pension on that very day! He said that too many retired workers who had contributed throughout their working lives into the pension scheme expecting to be able to live comfortably, due to the spiralling cost of living now found themselves struggling. In reply the Minister of Transport, John Hay, having congratulated Mr Hynd on reaching 65, stated the finances of the British Transport Commission were under examination, by a Special Advisory Group under the Chairmanship of Sir Ivan Stedeford. This report would have to take into consideration the various claims against the resources of the railways including those from retired employees.
Several diesel railcar excursions were planned during the month. On the 17th, one visited Keswick leaving town at 11:10 returning at 8pm, going out via Grange and homeward via Penrith for a fare of 15/6d. Departing Accrington at 09:34 another circular tour would go out via Matlock Bath to Buxton where it would leave at 19:55, the fare 12/-, the alternative to these being a repeat excursion to Workington. On the 24th, the special was to Bridlington with 7 hours stay, then to Filey with a 3 hour stay for 14/6d, whilst York or Lakeside were the other destinations. This year the cost of the 6 day Runabout Ticket was 30/-.
Another ‘Black 5’ #44668 worked through town on an excursion from Bacup to Blackpool on the 24th, having worked tender first to Ramsbottom where it ran around its train. This was a Carlisle Kingmoor (12A) allocated engine, which returned from the resort at 17:10.
Due to a strike by railway workers at Heysham, sailings to Belfast had been suspended for several days as a result of which Altham’s Travel Agency had been inundated by people requiring information, even though crossings had been resumed for the second week of the holidays. Unfortunately, passengers who had booked for the first week could not be transferred, as the allocation for the second week had already been taken up. Despite the poor weather trips to the coast had remained popular, and period bookings were slightly up on the previous year.
August There was an unusual occurrence on Saturday the 6th, when 92059 came through town at the head of a summer extra train returning holidaymakers from Blackpool to South Yorkshire. These large 2-10-0 engines were built primarily to operate heavy, fast freights, but at busy times were pressed into passenger service where they acquitted themselves well. This particular locomotive was at the time allocated to Toton Sheds in the East Midlands. Towards the end of steam others would appear on the East Lancs Line but usually on goods workings, many in a run-down condition.
A railcar excursion ran on Sunday, the 7th, visiting Morecambe for 3½ hours, then moving on to Blackpool for a 4½ hour stay. The fare was 8/3d and it left Accrington at 10:12 returning from Central at 20:25. Seating was limited and early booking was advised.
On Saturday the 20th, the 08:33 Accrington to London Euston, (ex-Colne 08:00) was behind Newton Heath Jubilee #45652 ‘Hawke’ as far as Stockport.
Millom was revisited on the 24th, and on the Bank Holiday Sunday the destinations were Ambleside, Chesterfield, or a railcar special to Scarborough. The start of the football season saw Burnley away to Newcastle United, and a special departed Accrington at 08:20, returning from Central at 17:14 for a fare of 26/-.
September Stanley were away to Crewe Alexandra on Saturday, the 3rd, the fare was 7/6d return and supporters could leave on either the 11:45am or the 13:02 and return from Crewe at 17:00 or 17:10, changing at Preston both ways. (Crewe 0 – Stanley 1.)
There were regular trips to Morecambe, including Happy Mount Park and to Blackpool during the Illumination season. On the 4th, a railcar went to Bridlington and Filey again and a new excursion was introduced. This departed at 08:30 and called at Shrewsbury for 12/9d and Ludlow 16/3d. The Amateur Photography Competition would be based around this trip and a cafeteria car was included in this train. There was plenty of choice on the Sunday the 11th, with excursions to Doncaster, Workington and Llandudno via the North Wales resorts. A week later Barmouth was one choice leaving Accrington at 08:35, Church 08:40 and returning from the resort at 18:30, with a fare of 21/3d. The other alternatives were a trip to Barrow calling at all stations from Lancaster and a diesel day trip to Scarborough. This departed Accrington at 10:48 and returned from the Yorkshire resort at 19:00. The fare was 18/6d and accommodation was limited so early booking was recommended.
In BR’s annual competition Helmshore’s Stationmaster, Mr K. Flanagan, was awarded one of the two 1st Class prizes in the Best Kept Station Category. His prize was £6, and he was awarded an additional £4 in the Cleanliness & Tidiness Category, for coming third out of thirty-nine entrants
On Saturday, the 24th, Burnley were away at Sheffield Wednesday, and the special departed Accrington at 11:30 to Wadsley Bridge from where it would return at 17:30 for a fare of 11/-. The following day there were three railcar excursions, to Bridlington and Filey or to Newcastle, and a ramblers’ return to Garsdale with organised walks from Settle, Horton-in-Ribblesdale and Dent.
October On the 3rd, a van which had been stabled in a siding for some time was ransacked by thieves. A railway official went to the van and discovered parcels strewn around the floor. Station staff along with the Railway Police was investigating but would make no comment, although it was thought that all the contents were destined for Rawtenstall for distribution in the Rossendale Valley.
Excursions continued to the Blackpool Illuminations departing Accrington at 10:45, Church & Oswaldtwistle at 10:50 and returning from Central at 21:05 for 4/9d return. There was one in a railcar to Morecambe on Sunday, the 9th, when Barrow was the counter attraction. At 09:40 on Sunday, the 23rd, a circular ran to Morecambe via Skipton, calling at Gargrave for 5/-, Giggleswick 6/-, Clapham 6/-, Bentham 7/-, Wennington 7/2d, Caton 8/-, Lancaster 8/3d and Morecambe 8/6d. There were walks arranged from Bentham and Wennington. The month’s trips ended on Sunday, 30th, with a repeat to Workington.
The funeral took place of Richard Eastham, of Parsonage Street, Church, who had been the Ticket Collector at Accrington Station for 43 years. He had passed away only four weeks after retiring at the age of 65.
November On Saturday, the 5th, Haslingden Station closed to all traffic. (This was probably the first sign that this direct route between Accrington and Manchester was under threat.)
On Sunday, the 13th, there was another visit to Ilkley and a diesel excursion to Newcastle-upon-Tyne, and this time the fare had risen to 23/-.
Rowdyism caused the 22:25 Manchester to Colne train to be delayed at Huncoat Station for thirty minutes, whilst police were called. They made arrests of two youths from Burnley who were charged with causing damage to two luggage racks, light fittings, a mirror and smashing a window in the compartment in which they were travelling, to the total of £3 – 15s – 9d. They were each fined £5 plus £5 for jumping out of the carriage on the side of the running lines.
There was a ‘diesel excursion’ on Sunday, the 29th, to Scarborough for a fare of 18/6d return, and prospective day trippers were advised to ‘book in advance as accommodation was strictly limited’. Departure was from Accrington at 10:48 with a return from Scarborough at 19:00.
At a meeting of the Allotments Committee the Town Clerk submitted correspondence from the Estates & Ratings Department of British Railways, enquiring if the Corporation owned a piece of land adjoining the pedestrian crossing at Shoe Mill in Baxenden, and would they be agreeable to the removal of this crossing and prepared to relinquish any rights over this land? It went on to point out that the sleepers had been taken up from between these tracks in 1955 over one line and in 1957 over the second and there was no apparent reason why this crossing should remain in situation. It was resolved that as long as British Railways agreed to reserving the Corporation’s rights to bring this foot crossing back into use at some time in the future, no objections would be made to this proposal.
December Football trips monopolised the specials during the month, on Christmas Eve to Blackpool for the Rovers game departing at 12:35 returning from Blackpool South at 17:00, or on any later train for 4/9d, followed by a train to Kirkdale leaving at 11:40 returning at 17:55 for Burnley’s game against Everton at 6/9d return. It wasn’t quite as straightforward for Stanley supporters on New Year’s Eve, as they would have to change in Todmorden both ways from the 09:59 departure from Accrington to see them play away at York. Fans could get to the match for 8/9d return. (Stanley lost by the only goal of the game.)
In 1960 the following locomotive was reallocated –
| Origin | Built | New | Type | Class. | Number | In | Out | Withdrawn |
| W. D. Riddles | North British | Oct. 1944 | 2 – 8 – 0 tender | 9F | 90374 | Feb. 1960 | Mar. 1961 | Apr. 1964 |
90374 was the final locomotive to be transferred to ACCRINGTON shed before it closed to steam.
(About this time the engineering unions were again lobbying for the town to have earlier holidays, and they would soon have the support of 78% of the workers in the textile industry and a common policy with other trade unions.)
1961 January The year commenced on Saturday, the 7th, with two football trips to the FA Cup 3rd Round games. Trains left Huncoat at 12:39 or 13:18, Accrington at 12:45 or 13:26 and Church at 12:47 or 13:30, for Preston at 3/10d, 3/7d and 3/6d respectively for Stanley’s game against North End. Returns from Preston were at 17:32, 17:37 (not Huncoat) and 18:10, or by any later train. (PNE 1 – Stanley 1.) The gate was 20,268, and the replay at Peel Park on Monday, the 9th, drew a large contingent from Preston by train. The gate was 14,596 and North End triumphed by 4 goals to 0.) Rovers were away at Chesterfield and a special left Church at 11:08, Accrington at 11:13 returning from Chesterfield at 16:50 for a fare of 12/-. On Sunday, the 22nd, there was a repeat of the ramblers’ trip to Caton. The usual cheap day returns were available on every Saturday to both Blackpool and Southport.
Bookings were strictly regulated on the train departing at 22:09 on Friday night the 27th, for Burnley’s FA Cup Tie at Brighton & Hove Albion. The return was at 18:15. The fare was 42/- and there were light refreshments available to make the long journeys more tolerable.
A special return excursion by Diesel was advertised for Sunday, January 29th, departing Accrington at 10:20 and Church & Oswaldtwistle at 10:23 to Lancaster 6/6d, Carnforth 7/6d, Silverdale 8/-, Arnside 8/6d, Grange-over-Sands 9/-, Ulverston 10/9d, Dalton-in-Furness 11/6d, Roose 13/3d and Barrow 14/-.
Advanced notice was given by BR of the ‘Cruising Holidays’ which would depart from Heysham on the T.S.S. Duke Of Lancaster on May 23rd, for 12 days, visiting Denmark and Holland from £46, or departing Harwich on June 6th, a 6-day cruise to Holland and Belgium, from £26, with a 12-day version of this holiday at £46. Other holiday cruises from Heysham were to the Scottish Lochs from £38, departing on June 6th, and again on September 16th.
Trains passing through Accrington to and from Liverpool via Preston and Ormskirk in 1961 were –
| Time | From | To | Type |
| 06:25 | Rose Grove | Aintree sorting sidings | Class K goods |
| 06:25 | Aintree sorting sidings | Accrington | Class F goods |
| 08:15 | Bradford | Aintree sorting sidings | Class E goods |
| 08:23 | Skipton | Liverpool Exchange Station | Passenger |
| 10:10 | Aintree sorting sidings | Healey Mills Yard | Goods empties |
| 20:00 | Aintree sorting sidings | Hull | Class C goods. |
February Although long closed to passenger trains, it was on the 6th of February 1961, that the remaining facilities for handling goods at Baxenden Railway Station finally ended.
MP Harry Hynd was still lobbying in the House of Commons for increased pensions for retired railwaymen to bring them into line with other civil servants. In reply to one question Mr Watts, the Minister of Transport, said the BTC already had the powers to increase these pensions, but due to the financial situation they had chosen not to increase them, despite the strong moral case for doing so.
The prospective Liberal candidate for Accrington had also expressed his opinions on the state of the railways by commenting, “British Railways had been bedevilled by the inability of the Government to make up its mind whether it should be operated as a commercial enterprise, or as a social service the results of which the railways were bankrupt and they were having to write off £1,200 million of capital and accumulated loans”. His comments followed the debate on the White Paper ‘Nationalised Transport Undertakings’ held in January. He went on to point out that in 1952, 54% of goods were transported by Rail, whereas in 1959 only 42% went by rail and 58% by road. He felt that raising fares was the worst possible way to deal with falling passenger numbers, as it was now cheaper to travel by bus and coach than on the trains. He ended by saying, “Under the leadership of Jo Grimond the policy of the Liberal Party was to allow the railway authorities to decide which services could be made to pay”.
BR announced its savings on fares of up to 5/- in the pound on the overnight holiday trains to the West Country and Cornwall on 8 and 15-day period returns, between Saturdays, June 17th and August 12th. These would be leaving from Manchester Victoria Station at about 21:00 on Fridays.
March Overnight on Friday, the 10th, the Staffa & Iona rail/cruise departed with a fare of 80/6d. Whilst advanced notice was given of a return to Fort William and the Kyles of Bute on June 2nd, with the same fare of 62/-, and this excursion would operate again on September 1st.
Another special return excursion by diesel was advertised for Sunday, the 5th, departing Accrington to the same Lake District destinations as on January 29th, on this occasion departing Accrington at 10:32 and Church & Oswaldtwistle at 10:36.
On Sunday, the 12th, there was a repeat railcar excursion to Llandudno, to be followed a week later by another railcar trip to St Annes or Blackpool at 4/9d. Saturday, the 25th, saw the running of the Grand National and the return train fare was 8/3d, with a departure at 11:10 and a return on any train. On Sunday, the 26th, the destinations were Harrogate 9/6d, or Ripon 12/6d departing Church at 10:17 Accrington at 10:22, with organised rambles from Skipton, Harrogate and Ripon, or a repeat excursion to Chesterfield.
The Easter weekend would encompass the beginning of April, starting on Good Friday with a railcar repeat to Scarborough for 18/6d, departing at 10:40 and returning at 18:30. Other alternatives were trips to Millom, Ilkley, Morecambe or Fleetwood
April On Easter Day, April 2nd, for 6/6d the delights of Morecambe were on offer leaving town at 09:35, Church 09:39 for 3d less, with a return from Promenade Station at 19:20, with the alternatives of trips to York, Grassington (plus rambles), and the old favourite Coventry.
The Highways Committee met, when the Borough Engineer reported on his meeting with representatives from the British Railways Board and the Lancashire Constabulary, regarding the reconstruction of the level crossing on Station Road in Huncoat. This work would require the closing off of this roadway from midnight on Saturdays, the 14th and 21st, of May, until 20:00 on the following Sunday evenings. It was resolved that he could put in place any measures necessary in order for this work to be carried out.
On the 15th, there were two London destinations on the menu, the first choice being to alight at Wembley Central for the England v Scotland international, or to carry on into the city. This train departed at 07:45 returning from Euston at 17:50 with a fare of 48/6d. With the option of lunch on the outward leg and dinner on the return trip this went up to 73/9d per adult and 37/5d per child. The same fares applied on the train leaving at 23:55 and going overnight to London, returning Euston at 22:35. A day later there was an option to take part in a ramble from Windermere on the train departing Accrington at 10:35, Church 10:40 and calling at Kendal en route at a fare of 10/-. The month ended on a busy Sunday, the 30th, with a repeat railcar circular to Morecambe via Ingleton at 9/9d, Chesterfield now at 12/-, stations from Lancaster to Barrow at 13/3d and a trip to Ilkley at 6/-.
May On Saturday, May 6th, it was the Spurs v Leicester Cup Final, and a train left at 12 minutes past midnight to London for 48/6d, returning at 1am on Sunday the 7th. Also on that same Saturday BR’s mobile information train was in town to answer all enquiries. The following day the circular railcar to Morecambe 2½ hours stay and Blackpool 3½ hours stay, left Accrington at 09:50, Church 09:54 for 9/6d and 9/3d respectively. Return was from Central at 19:20. Departing 23 minutes later than the circular, there was a ramblers’ train to Chester 9/6d, Wrexham 11/6d, Ruabon 12/3d and Llangollen 13/3d.
There was a ‘special’ to Southport on Saturday, the 13th, followed on Sunday by another visit to Barrow. At Whitsuntide there was a railcar trip to Fleetwood at 12:05, returning at 20:20 on Saturday, whilst on Sunday, the choices were Llandudno and North Wales’ resorts, and railcar excursions to Morecambe and Scarborough as well as one to Bridlington and Filey. (All railcar trips were limited to a maximum number, and were booked on a first-come, first-served basis.) On Whit Monday there was a half day trip to Liverpool and/or New Brighton for 7/-, leaving at 13:15 and returning from Exchange at 21:00.
The evening trips to Blackpool started on Saturday, the 27th, leaving at 16:20 and returning from Central at 23:30. The east coast was well served on Sunday with Scarborough again the destination, departing at 08:40, returning at 19:18 at a fare of 26/-, whilst a second train containing a cafeteria car had departed 10 minutes earlier for Bridlington for 24/9d. This train would return at 20:45. Workington was also revisited on Sunday, the 28th.
Over the Bank Holiday weekend a total of 17 special trains had left for various destinations and all had been well patronised due to a spell of fine weather. “Bookings have certainly been up on the previous year”, stated Mr G. H. Fox, the Stationmaster at Accrington. “Of course, being able to offer the improved diesel services as well as the ‘ordinary’ trains has been a great advantage. On Saturday there were 5 specials each to Blackpool and Southport, with another 6 on Sunday, 2 to Blackpool and 1 each to Scarborough, Morecambe, Llandudno and Fleetwood. On Monday there had been 2 more to Blackpool, and one each to Southport, York, Liverpool and Morecambe”, he added.
June The first trip of the month on Sunday, the 4th, was to Ingleton at 7/-, calling at Giggleswick or Clapham at 6/-, with a ramble from the destination. Light refreshments were available on this train. Alternatives included the annual Amateur Photographers outing, which departed at 08:53 to Conway 17/3d, and Caernarfon 21/3d, a railcar excursion to Scarborough and the circular tour to Lakeside for 3 hours stay and Morecambe 4 hours. This departed at Accrington at 10 am and returned from Promenade Station at 20:50, the fare being 11/9d.
There was a ramble from Giggleswick on the repeated Ingleton trip on the 11th, with the alternatives another ride to Millom, a trip to Windermere, a visit to the north east and Newcastle or the circular to Morecambe, out via Ingleton, back via Preston. On Thursday, the 15th, the overnight train departed at 23:37 to Fleetwood, for the sail to the Isle of Man for the TT Races. The fare was 30/- with 4/- extra for a berth on the boat. The return steamer would set sail from Douglas at 16:00 on Saturday, the 17th.
Monday and Thursday, from June 19th, through to September 4th, there would be sailings from Liverpool to Llandudno, with connections from Accrington off the 11:10 to the NWSS Steamers at a fare of 17/-, but with a change at Lostock Hall, or from Church off the 10:48 with a change in Preston.
A circular ran out via Grange-over-Sands back via Penrith to Ravenglass on Sunday, the 18th, for a fare of 21/3d, departing at 09:05, Church 09:09. There was time allowed for a ride on the narrow gauge railway at 4/6d extra plus a 2 hour stay in Keswick. On Sunday, the 25th, Buxton was the railcar’s destination with an optional coach trip to Chatsworth House at 4/6d extra, on top of the 8/- fare. Seats on the coach had to be booked before 09:00 on Saturday, the 24th. Seating was again limited and the return from Buxton was at 19:07.
July From Saturday, the 1st, holiday ‘Runabout’ tickets were available and this year the price was 30/-. On Sunday, the 2nd, departing at 09:35 there was a railcar tour to Carlisle with a 2 hour stay, then on to Morecambe for 4½ hours, returning from Euston Road at 20:50 with a fare of 10/9d. Also on the 2nd, there was an excursion to Lakeside with the choice of either a steamer sail or a coach trip to Ambleside, Coniston and Windermere. The fares were for an adult 20/- and a child 10/2d, and again prior notification was required for the coach trip. A railcar was also in operation on the 9th, on a tour leaving at 09:48, calling at Colwyn Bay for 10/6d, Llandudno Junction 11/-, Conway 12/3d, Penmaenmawr 13/3d, Llanfairfechan 14/9d and Bangor 16/9d. From Bangor there was an optional coach tour of Snowdonia included in the 24/9d fare, which for a child was 14/11d, but these had to be booked before 09:00 on Saturday, the 8th.
Advanced bookings were required for all the holiday specials departing between July 15th, and the 29th, to all the destinations served on an annual basis, except day and evening excursions to Blackpool and Southport.
On Saturday, July the 16th, 1961, a lady from Great Harwood, who was travelling with her husband to Douglas, was one of seven people who died when the 08:45 boat train from Colne to Fleetwood, hit a permanent way train near Weeton on the Fylde Coast Line. The accident occurred at 10:30, when the 6-car train, made up of three 2-car diesel units, carrying about 350 passengers, came around a bend approaching Singleton Station at about 60mph.
The stopping distance at this speed was calculated to be 625 yards or 35·4 seconds of time, but it was stated that the ballast train would only have come into view at a distance of 475 yards, and driver T. Shaw would not have become aware that his train was on the same lines until he was only 275 yards from impact, which was when he applied the emergency brakes. It was estimated that the crash happened at approximately 40mph, throwing the leading carriage 15 feet down an embankment. It completely destroyed the goods brake van on the rear of the ballast train, with the second carriage going over the rear six wagons, whilst the third telescoped up into the air. One hundred and sixteen passengers required hospital treatment, eighteen of which were detained. The six passenger fatalities were all in the section immediately behind the driver’s cab, although Mr Heap, the husband of the unfortunate lady, survived despite receiving extensive head injuries.
Being a ‘Wakes Week’ this holiday special had picked up plenty of passengers at stations across East Lancashire including Accrington, to connect in Fleetwood with a sailing to the Isle of Man. The excursion had previously been advertised in the Observer and tickets were priced at 5/6d.
The boat train was running six minutes late leaving Preston, but had made up two of these at the time, although driver Shaw had not exceeded the 75mph line speed, so was in no way responsible for what had occurred. The inquest came to a verdict of ‘misadventure’ on those who died, but laid the blame squarely on the signalmen, who had not followed the correct procedures to protect the ballast train whilst it was occupying the down line.
The leading unit, a Cravens driving motor composite M50808, in which driver Shaw was killed, was not one of Accrington’s allocation but was from Newton Heath sheds. It was written off and scrapped in October, later that year.
On Sunday the 16th, there was a special excursion departing Accrington at 10:15 Church & Oswaldtwistle at 10:20, to Prestatyn and Rhyl, tickets were 14/- and 14/6 to Rhyl. There were more railcar excursions on the 16th, to Keswick for 21/3d leaving at 11:10 returning at 20:00. On Wednesday, the 19th, departing at 10:55 and 10:58 to Buxton at 8/-. To supplement this train trip and by booking in advance, it would be possible to visit Chatsworth House by connecting coach at an additional cost of 14/6p. The return from the spa town was at 19:30. Departing Accrington at 09:50, Church at 09:54 on Sunday the 23rd, there was a new destination to visit. This was the popular Alton Towers and the fare was 11/3d, with the return time of 18:55. (This was a steam hauled excursion which I was on, and I went specifically to see what was advertised as the ‘largest model railway in the world’. At this time it was more a destination for landscaped gardens and brass bands playing, rather than the theme park it turned into.) An alternative was the railcar trip to Bridlington and Filey with the choice of 3½ hours in both or the full 7 in Bridlington, for a fare of 18/6d.
There would be regular trips to Lakeside at 15/6d, with the options of either Bowness for 19/- or Ambleside at 21/-, and these would operate on Sunday, the 16th, Monday 17th, Wednesday 19th and Thursday 20th, during the first Wakes week, and Monday to Thursday, the 24th to the 28th, during the second week. The long distance holiday trains departed on Friday, the 14th, for overnight journeys to Great Yarmouth at 19:57, to Eastbourne at 21:15, Portsmouth at 21:30 and at 21:55 to Fleetwood for the IOM boat. A train from Great Harwood for Fleetwood would leave at 22:00. On Saturday, the 15th, the train for Skegness would leave Blackburn at 08:44 with connections from Accrington.
Departing Accrington at 06:45 and from Church at 06:49 on the 17th, there was a repeat of the excursion to Caernarfon with a 2 hour stay, then on via Criccieth and Portmadoc to Barmouth with a 5½ hour sojourn before returning via Dolgellau and Llangollen. The fare was 26/6d with packed lunches available at 5/- each extra, which had to be ordered by Friday, the 14th. On Tuesday and Thursday, the 18th & 20th, there would be a special to Morecambe leaving at 10:20 with a fare of 7/6d, which would be repeated again on Monday, the 24th, but this time with a 09:00 departure. The repeat choices on Sunday the 30th, were a ramblers’ excursion to Grassington, the ‘all stations’ Lancaster to Barrow or a railcar excursion to Chesterfield.
John Clegg, a diesel railcar driver from Accrington, was called to give evidence following an accident at Weeton that occurred on July 16th, when the Isle-of-Man boat train on which he was travelling as a passenger, collided at speed with a stationary ballast train resulting in the deaths of six people. He stated he was in the fifth carriage of the train when he heard the brakes go on and the screeching as they locked going over the rails, and very shortly afterwards the impact which threw everybody in the compartment onto the floor. The Inspector in charge of the enquiry stated he was requesting tests be carried out on diesel trains similar to that involved in this crash, along with further inquiries he had yet to make before presenting them to the Minister of Transport.
The month came to a close with repeats of the Grassington ‘rambler’, the all-stations from Lancaster to Barrow, and a railcar outing to Chesterfield.
August The first special of the month was a ‘circular’ to Buxton with a 2 hour stay, then on to Matlock for a 2½ hour stop, going out via Ashbourne and returning via Chinley with a fare of 14/-. This departed at 09:58 and returned from Matlock at 19:10. Another circular left at 10:29 to Morecambe for 3½ hours, and then onto Blackpool for another 4½ hours before leaving Central at 20:00, with a fare of 9/6d. Every Sunday to the 30th, there was a trip to Douglas via Fleetwood at 27/9d.
Advanced notice was given of a combined rail and steamer excursion to Argyll, which would run on Friday night, September 1st. The itinerary would be leaving Accrington at 00:03 with a change at Preston to Glasgow or Gourock, then by steamer/coach to Argyll, Ardrishaig, the Kyles of Bute, Rothesay and Dunoon. The return from Glasgow Central was at 22:15, again with a change in Preston. The fare was 62/- with a limited number of sleeping berths at 14/- extra.
In addition to a railcar special to Southport on the 20th, leaving at 10:48 and returning at 18:40, there were trains to coincide with the annual Flower Show on the 23rd, 24th & 25th, all at 5/3d. On Sunday, the 27th, there was a repeat of the railcar excursion to Scarborough, and the ramblers’ excursion to Parsley Hay 9/-, Hartington 9/6d, Tissington 10/9d, Thorpe Cloud 11/- and Ashbourne 11/3d. On the 30th, there was a railcar excursion to York.
(It was then announced that Accrington’s fortnightly annual holidays would commence on June 23rd, in 1962.)
September A repeat of the railcar excursion to Bridlington and Filey, or one to Barmouth for 21/9d leaving at 10:00, returning at 19:00, started the month off on Sunday, the 3rd. There would also be regular trips to Blackpool Illuminations whilst they were on, both full and half day, for 4/3d return. Diesel railcars were now more or less the normal traction, and on the 17th, one went to Scarborough, another to Llandudno and a third to Barrow, on the 24th, to Bridlington and/or Filey and also to Ravenglass. Period returns to resorts on the Fylde Coast resorts were on offer during the September Holidays at a price of 7/3d.
On September the 30th 1961 Gresley Pacific 60022 ‘Mallard’, the world speed holder for a steam locomotive passed through Accrington. It was working a special charter for the Norther Rubber Company from Retford to Blackpool North. The Chairman of this company was none other than Alan Pegler, who would later go on to purchase 60103 ‘Flying Scotsman’. The train included the former Devon Belle Observation Car at the rear. Mallard had to run around this consist on the Poulton-le-Fylde Triangle in order to be at the front end for the return journey. This came along the East Lancs Line during the early hours piloted as far as Wakefield by preserved Midland Railway Compound 4-4-0 #1000.
October On Sunday, the 8th, a diesel excursion was run to Morecambe for the Illuminations. Tickets could be booked in advance as there was limited accommodation on the train which left Accrington at 12:50 and Church & Oswaldtwistle at 12:59. The return fare was 6/6d and the return would depart from Morecambe Promenade Station at 22:25.
British Railways in Manchester gave assurances that even though there was to be a change of Accrington’s holiday dates, sufficient trains would cater for the demand. In the past the majority of special trains had connected with excursions operating for Blackburn’s holidays, and concerns had been raised about Accrington ‘going it alone’ as this might have a detrimental effect on the town’s holiday trains. It was possible that many would fall into line with those operating for the benefit of the Rossendale Valley towns, and a spokesman for BR said, “All arrangements would be placed in the hands of their scheduling department. But it might turn out that two or three carriages might be coupled on to other trains in Preston or Manchester, which were operating in conjunction with other towns in the North West”. He also stated that details would be released of the new arrangements at some time in early 1962.
On Sunday, the 22nd, the ramblers had the choice of walks on the excursion leaving Accrington at 09:52 to Tebay via Skipton, and calling at Ingleton, Kirkby Lonsdale, Barbon, Sedburgh and Tebay to where the fare was 11/-.
A special excursion was operated on Sunday, the 22nd, and anyone travelling on the 11:07 from Accrington could alight at Sowerby Bridge for 4/- return, or Brighouse 5/-, Mirfield or Thornhill 6/-, Swinton, Rotherham or Sheffield 11/- and Chesterfield 12/-. Light refreshments were advertised as available on this train. The final trip of the month was another calling at stations to Workington on the 29th.
November The Lake District was proving popular as on Sunday, the 8th, another excursion was heading north. Departing Accrington at 10:20 and Church & Oswaldtwistle at 10:23, it called at Lancaster 5/9d, Carnforth 6/6d, Grange-over-Sands 8/-, Ulverston 9/6d, Dalton-in-Furness 10/-, Barrow 11/6d, Askham or Kirby-in-Furness 11/9d, Foxfield 12/3d and Millom 12/6d.
There were trains to Blackpool every Saturday at 11:10, 12:10, 13:10 and 13:45, from Church at 11:54, 12:47 and 13:47 with a change in Blackburn from the 11:54. Return was on any train the same day. Southport was also catered for on Saturdays with a departure from town at 11:51, Church 11:54 at 5/3, returns again by any train. On Sunday, the 12th, it was Carnforth via Giggleswick with walks from Bentham and Carnforth.
It cost 12/- return, with a change in Todmorden, to witness Stanley’s away game at York on the 18th. The train to catch was the 09:59 from Accrington, returning from York at 19:09. (It was a one nil defeat for the Stanley.) Also on Saturday, the 18th, there was a railcar trip to Kirkdale for Rovers away game with Everton, departing at 12:40, Church 12:43 returning at 17:30. The fares on this train were 6/9d and 6/6d respectively and seats were strictly limited. Another football excursion operated on the 25th, leaving at 12:04 to Manchester Victoria returning at 17:50 at 4/- return for Burnley’s away game at Manchester United. The following day there was a repeat visit to Sheffield, departing at 11:02 on which light refreshments were available.
December Football excursions dominated the month for apart from the repeat of the Workington excursion on Sunday, the 3rd. The previous day to see Rovers game with Bolton Wanderers a special had left Accrington at 13:20, Church 13:23, to return from Trinity Street at 17:50 for 4/- and 3/9d respectively. On Saturday, the 9th, Burnley were away at Chelsea, and there was a choice of trains, either by going on the 22:15, on Friday overnight or at 8 am, with a change in Preston out and return. The return train left Euston at 23:10 for an overnight return. The fare was 40/-, and restaurant facilities were available on these trains.
Another ‘Diesel Excursion’ was operated on Sunday, the 10th, which departed Accrington at 11:01, and this time called at Sowerby Bridge for 4/- return, or Brighouse 5/-, Huddersfield 6/-, Penistone 8/9d, Sheffield, Conisborough or Doncaster for 11/-.
Finally, on the 30th, departing Accrington at 11:20, there was a special to Wadsley Bridge for the Sheffield Wednesday v Burnley game. The fare was 10/- and the return left at 17:15.
At the time of closure ACCRINGTON shed still had an allocation of eleven locomotives; they are listed as follows –
| Origin | Built | Type | Class. | Number | In | Out |
| LMS Fairburn | Derby | 2 – 6 – 4 tank | 4MT | 42110 | Jan. 1955 | March 1961 |
| LMS Fairburn | Derby | 2 – 6 – 4 tank | 4MT | 42153 | Sep. 1950 | March 1961 |
| LMS Fairburn | Derby | 2 – 6 – 4 tank | 4MT | 42294 | Mar. 1952 | March 1961 |
| LMS Fairburn | Derby | 2 – 6 – 4 tank | 4MT | 42295 | Sep. 1952 | March 1961 |
| Stanier ‘Black 5’ | Horwich | 4 – 6 – 0 tender | 5MT | 44689 | July 1956 | March 1961 |
| Stanier ‘Black 5’ | Beyer Peacock | 4 – 6 – 0 tender | 5MT | 44692 | Oct. 1955 | March 1961 |
| Stanier ‘Black 5’ | Vulcan Foundry | 4 – 6 – 0 tender | 5MT | 45068 | Oct. 1955 | March 1961 |
| Stanier ‘Black 5’ | Vulcan Foundry | 0 – 6 – 0 tank | 3F | 47201 | Dec. 1957 | March 1961 |
| Midland Johnson | Vulcan Foundry | 0 – 6 – 0 tank | 3F | 47562 | Dec. 1957 | March 1961 |
| LMS Fowler | Hunslet | 0 – 6 – 0 tank | 3F | 47571 | Dec. 1960 | March 1961 |
| W. D .Riddles | North British | 2 – 8 – 0 tender | 9F | 90374 | Feb.1960 | March 1961 |
On closing the majority of the ACCRINGTON allocation was moved other sheds as follows –
| Type | Class. | Number | to | shed |
| 2 – 6 – 4 tank | 4MT | 42110 | 12H | Tebay |
| 2 – 6 – 4 tank | 4MT | 42153 | 24E | Blackpool |
| 2 – 6 – 4 tank | 4MT | 42294 | 24E | Blackpool |
| 2 – 6 – 4 tank | 4MT | 42295 | 24B | Rose Grove |
| 4 – 6 – 0 tender | 5MT | 44689 | 27C | Southport |
| 4 – 6 – 0 tender | 5MT | 44692* | 27B | Aintree |
| 4 – 6 – 0 tender | 5MT | 45068 | 24B | Rose Grove |
| 0 – 6 – 0 tank | 3F | 47201 | 24B | Rose Grove |
| 0 – 6 – 0 tank | 3F | 47562 | withdrawn | scrapped |
| 0 – 6 – 0 tank | 3F | 47571 | withdrawn | scrapped |
| 2 – 8 – 0 tender | 9F | 90374 | 24B | Rose Grove |
*The final locomotive to depart the Charter Street sheds in steam was Black 5 number 44692. The depot was renumbered to 10F in September 1963 and finally closed in August 1968. At this time ‘Black Fives’ 44889 and 44932 were still in steam, with 44932 surviving into preservation being the only ex-ACCRINGTON locomotive still in working existence in the 21st century.
Of the staff of 5 drivers, 17 firemen, 5 cleaners and 7 shedmen were transferred to Rose Grove, which would be the third last shed to close to steam in 1968, Lostock Hall and then Carnforth following it in due course, which meant that steam locomotives could still be seen passing through the area right up to the very end of steam traction on British Railways.
(Note Drivers from Rose Grove were sent to Accrington Shed for a one week course on driving diesel multiple units. It was where all the area’s drivers had to be passed by the Locomotive Inspector at the depot.)
———————
CHAPTER 11
INTO THE DIESEL ERA
(On June 1st, 1961, the Chairman of BR, General Sir Brian Robertson was due to retire. He had hitherto been critic of the Government’s policy of closing uneconomical lines in favour of a ‘socially’ operated network. His replacement would come in the shape of Dr Richard Beeching the former head of ICI, who would immediately set about an analysis of which lines were profitable and those which required a subsidy. The consequences for East Lancashire would prove to be irreversible.)
In 1961 Accrington became the first shed in the East Lancashire Division to go over to Diesel Multiple Unit operations, receiving an allocation of Cravens two – car units, numbered 51697 to 51730 and 51731 to 51780 inclusive.
The Cravens Railway Carriage & Wagon Company was a Sheffield firm and the two – car sets were made of steel bodywork which was similar in design to Mk1 loco-hailed coaching stock. They were one of the first of the new generation of Diesel Multiple Units to have a two-window cab, which gave the driver an improved view forwards. The bogies were to the British Railways Derby ‘single bolster’ design, and were prone to ‘hunting’, which gave them a poor riding quality. This set up vibrations, which gave them a poor reputation for being noisy with rattles emanating from windows, the slam doors and the luggage racks. One toilet was provided in each set.
Each of the cars in the set was fitted with a 238 horse-power Rolls-Royce engine, giving a total of 460hp for traction purposes and this was linked to a mechanical transmission. The top permitted speed was 70 mph (131km/h), and the braking system was vacuum operated. The Rolls-Royce engines were prone to catching fire, (see note on M51770), and this resulted in the withdrawal of Cravens units earlier than many other of the other first generation DMUs introduced about the same time or even earlier.
They were classified in the British Railways scheme as 112 and 113 units, and were split into Driving – Motor – Brake – Seconds (DMBS), and Driving – Motor – Brake – Composites (DMCL), which were coupled in pairs to make a two-car unit. The DMBS cars had 52 seats and the DMCL cars had 51, providing a capacity of 103 all second class. Each car had its own 238-horsepower engine. They were paired together as is shown in the following table. The number prefix ‘M’ referred only to the fact that they were Midland Division units.
There were two styles of body on these early units. Those with the large head-code boxes set centrally above the front windscreens were fitted with torque converters. The earlier sets had conventional gearboxes with the large head-code boxes positioned below the windscreens, and small destination boxes positioned centrally over the cabs. This is an example of one of the earlier sets.
Although delivered in the sets as shown, it was necessary to exchange cars due to mechanical and other considerations, which was why they were not always withdrawn in the original pairings and scrapped at different locations.
| Class | DMBS – DMCL | New | Withdrawn | Scrapped by |
| 112 | M51697 – M51722 | October 1959 | Nov. 1969 | Bird, Long Marston |
| 112 | M51698 – M51723 | October 1959 | Nov. 1968 | King, Wymondham |
| 112 | M51699 – M51724 | October 1959 | Nov. 1968 | King, Wymondham |
| 112 | M51700 – M51725 | October 1959 | Nov. 1969 | Bird, Long Marston |
| 112 | M51701 – M51726 | October 1959 | Nov. 1969 | Bird, Long Marston |
| 112 | M51702 – M51727 | October 1959 | Nov. 1969 | Bird, Long Marston |
| 112 | M51703 – M51728 | October 1959 | Nov. 1969 | Bird, Long Marston |
| 112 | M51704 – M51729 | October 1959 | Nov. 1968 | King, Wymondham |
| 112 | M51705 – M51730 | November 1959 | Dec. 1967/ Nov. 1969 | Spring Vale & Bird |
| 113 | M51731 – M51756 | November 1959 | July 1969/Apr. 1969 | Milton Metals, Briton Ferry & King |
| 113 | M51732 – M51757 | November 1959 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51733 – M51758 | November 1959 | Feb. 1969/July 1969 | King, Wymondham & Milton Metals |
| 113 | M51734 – M51759 | November 1959 | Apr. 1969/July 1969 | King, Wymondham & Milton Metals |
| 113 | M51735 – M51760 | December 1959 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51736 – M51761 | February 1960 | Apr. 1969/May 1969 | King & Thompson, Stockton. |
| 113 | M51737 – M51762 | December 1959 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51738 – M51763* | December 1959 | July 1969/Dec. 1966 | Milton Metals & Carlisle, Currock |
| 113 | M51739 – M51764 | December 1959 | May 1969/July 1969 | Armytage, Sheepsbridge & Milton |
| 113 | M51740 – M51765 | January 1960 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51741 – M51766 | January 1960 | Apr. 1969/July 1969 | King, Wymondham & Milton Metals |
| 113 | M51742 – M51767 | January 1960 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51743 – M51768 | January 1960 | Apr. 1969/Feb. 1969 | King & Thompson, Stockton |
| 113 | M51744 – M51769 | January 1960 | May 1969 | Armytage & Thompson, Stockton |
| 113 | M51745 – M51770* | January 1960 | July 1969/June 1964 | Milton Metals & Doncaster Works |
| 113 | M51746 – M51771 | February 1960 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51747 – M51772 | February 1960 | July 1969/Apr. 1969 | Milton Metals & King, Norwich |
| 113 | M51748 – M51773 | February 1960 | Apr. 1969/July 1969 | King, Wymondham & Milton Metals |
| 113 | M51749 – M51774 | February 1960 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51750 – M51775 | March 1960 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51751 – M51776 | March 1960 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51752 – M51777 | March 1960 | July 1969 | Milton Metals, Briton Ferry |
| 113 | M51753 – M51778 | April 1960 | July 1969/Mar. 1969 | Milton Metals & King Wymondham |
| 113 | M51754 – M51779 | May 1960 | Apr 1969/July 1969 | King, Wymondham & Milton Metals |
| 113 | M51755 – M51780* | July 1960 | July 1969/Feb. 1962* | Milton Metals & Derby C&W works |
Car numbers M51780* (1962), M51770* (1964) and M51763* (1966) were withdrawn prematurely. Car M51770 was burnt out at Shoe Mill whilst ascending Baxenden incline in March, 1964, the car to which it was coupled (M51745) was safely detached by the driver and was not damaged. M51770 was originally allocated to 26A Newton Heath shed from new.
There were several changes to this allocation after 1961 to the complete closing of ACCRINGTON depot. During 1962 the following cars were reallocated to 26A Newton Heath sheds, Manchester, 51697 to 51705, 51722, 51724 to 51727 and 51729, (15 cars equal to 7½ sets).
(The drivers dubbed these units the ‘blue squares’ which referred to the coupling code that indicated which other units they could be attached in order to operate in multiple. The later deliveries had large central destination displays mounted centrally above the drivers cab.)
March Several trips by diesel train were offered to the public of Accrington and these included on Sunday, the 9th, St. Annes and Blackpool at 4/9d return, on the 10:42 from Accrington, 10:45 from Church & Oswaldtwistle.
The Grand National held on Saturday, the 25th and Aintree could be visited for 8/3d return on the 11:10 from Accrington. On Sunday, the 26th, the destinations were Skipton at 4/7d, Bolton Abbey at 5/-, Ilkley at 6/-, Otley at 7/-, Harrogate at 9/6d. Other return options were – Sowerby Bridge at 4/-, Brighouse at 5/-, Mirfield at 6/-, Rotherham at 11/-, Sheffield at 11/- and Chesterfield at 12/-. All these were from the 11:02 train from Accrington.
April The Highways Committee met on the 13th, when the Borough Engineer reported on his meeting with the British Railways Board and the Lancashire Constabulary, regarding the reconstruction of the level crossing on Station Road in Huncoat. This work would require the closing off of the roadway from midnight on Saturdays, the 14th and 21st, of May until 20:00 on the following Sundays. It was resolved he could put in place any measures necessary in order for this work to be carried out.
The Planning Committee met on the 16th, when the Borough Engineer submitted correspondence from the Divisional Planning Officer of British Railways, indication that an application had been received for permission under the provisions under Part III of the Town & Country Planning Act 1947, for permission to use the Baxenden Railway Station Goods Yard for the purpose of storage and display of trailer caravans. He inquired that since this site was adjacent to the Borough boundary, had the Council any observations to make on this proposal? It was resolved to inform the Divisional Planning Officer that they had no comments to make.
May There was a ‘minor fire’ in a DMU on the 12th, at Baxenden Station, in which no one was hurt.
BRITISH RAILWAYS – A PROGRAMME OF DAY EXCURSION TICKETS
Days Out Available by Trains from Accrington, Church, Huncoat & Rishton
To – LANCASTER CASTLE & MORECAMBE, Euston Road
| FROM
|
Saturdays only
& Fridays |
Saturdays only
& Fridays |
Saturdays only
& Fridays |
Sundays
excepted |
Sundays June 30th
To August 18th |
| Huncoat | 08:04 | – | 09:51A | – | – |
| Accrington | 08:12 | 09:48 | 10:06E | 10:06E | 09:12 |
| Church | 08:14 | 09:40B | 09:40B | 09:40B | 09:14 |
| Rishton | 08:19 | 09:45B | 09:45B | 09:45B | 09:19 |
A=change in Accrington, B=change in Blackburn, E=change in Preston.
2nd Class return fares from Huncoat 7/3d, from Accrington & Church 7/- from Rishton 6/9d
BRITISH RAILWAYS – A PROGRAMME OF DAY EXCURSION TICKETS
Days Out Available by Trains from Accrington, Church, Huncoat & Rishton
To – HEST BANK – CARNFORTH – OXENHOLME – KENDAL – SILVERDALE – ARNSIDE – GRANGE-over-SANDS – KENTS BANK – CARK – ULVERSTON – DALTON-in-FURNESS – ROOSE – BARROW-in-FURNESS & CONISTON
| FROM | to
Hest Bank Carnforth Oxenholme Kendal |
Mondays to
Saturdays to all stations except Coniston |
Mondays to
Fridays to Hest Bank Carnforth Oxenholme Kendal |
Mondays to
Fridays all stations to Barrow |
Mondays
Wednesdays and Fridays Carnforth Silverdale Arnside & Ulverston |
Tuesdays
Thursdays Carnforth Silverdale Arnside Grange Ulverston Dalton & Coniston |
| ACCRINGTON | 06:40 | 07:25 | 10:06 | 10:06 | 08:12 | 08:12 |
| CHURCH | 06:42 | 07:27 | 09:40C | 09:40C | 08:14 | 08:14 |
| RISHTON | 06:47 | 07:32 | 09:45C | 09:45C | 08:19 | 08:19 |
2nd Class Return Fares Available from
| ACCRINGTON | CHURCH | RISHTON | |
| Hest Bank | 8/6d | 8/6d | 8/- |
| Carnforth | 9/3d | 9/- | 8/9d |
| Oxenholme | 12/- | 11/9d | 11/3d |
| Kendal | 12/6d | 12/3d | 12/- |
| Silverdale | 10/- | 9/9d | 9/6d |
| Arnside | 10/6d | 10/3d | 10/- |
| Grange-over-Sands | 11/3d | 11/- | 10/9d |
| Kents Bank | 11/6d | 11/8d | 11/- |
| Cark | 12/- | 12/- | 11/6d |
| Dalton-in-Furness | 14/3d | 14/- | 13/9d |
| Roose | 14/9d | 14/9d | 14/6d |
| Barrow-in-Furness | 15/3d | 15/- | 14/9d |
| Coniston | 19/9d | 19/6d | 19/3d |
BRITISH RAILWAYS
A PROGRAMME OF DAY EXCURSION TICKETS to the LAKE DISTRICT
Delightful Excursions by Rail & Steamer to Windermere Town
To Windermere Lake Side – via Ulverston, Windermere Town, Bowness Pier, out and return by Steamer, or – via Windermere Town, Bowness Pier, and returning via Ulverston.
To Bowness Pier – via Ulverston, Lakeside & Steamer, returning via Windermere Town.
To Ambleside – via Ulverston, Lakeside & Steamer out and return via Windermere Town, or via Windermere Town, Bowness Pier, & Steamer return via Lakeside, or via Windermere Town, Bowness Pier & Steamer out & return.
Mondays
Mondays Mondays Mondays Wednesdays &
to Saturdays to Fridays to Fridays Fridays only
| FROM | Windermere town
Bowness Pier Lakeside Ambleside |
Windermere Town
Lakeside Ambleside via Oxenholme |
to Lakeside
Bowness Pier & Ambleside via Ulverston |
to Lakeside
Bowness Pier & Ambleside via Ulverston |
| ACCRINGTON | 06:40A 07:25A | 10:06A | 10:06A | 08:12A |
| CHURCH | 09:42A 07:27A | 09:40D | 09:40D | 08:14A |
| RISHTON | 06:47A 07:32A | 09:45D | 09:45D | 08:19A |
Note A = change at Preston. D = Change at Blackburn & Preston.
2nd Class Return Fares
| FROM | to
Windermere Town and Oxenholme |
to
Lakeside via Ulverston |
to
Lakeside via Windermere Town Bowness Pier & Steamer return via Ulverston |
to
Bowness Pier via Ulverston & Steamer out & return |
to Bowness Pier
via Ulverston Lakeside & Steamer return via Windermere Town |
| ACCRINGTON | 14/- | 15/- | 16/8d | 17/8d | 17/8d |
| CHURCH | 13/9d | 14/9d | 16/5d | 17/5d | 17/5d |
| RISHTON | 13/6d | 14/6d | 16/2d | 17/2d | 17/2d |
| FROM | to Bowness Pier
via Ulverston Lakeside Steamer return via Windermere Town |
to
Ambleside via Ulverston Lakeside & Steamer out & return |
to Ambleside
via Ulverston Lakeside & Steamer return via Windermere Town |
to Ambleside via
Windermere Town Bowness Pier & Steamer return via Lakeside |
to
Ambleside via Windermere Town Bowness Pier & Steamer out & return |
| ACCRINGTON | 17/8d | 18/10d | 18/10d | 18/10d | 16/2d |
| CHURCH | 17/5d | 18/7d | 18/7d | 18/7d | 15/11d |
| RISHTON | 17/2d | 18/4d | 18/4d | 18/4d | 15/8d |
July In a major railway accident at Weeton near Harrogate, a person from Great Harwood was one of seven people killed, and six more local people were amongst the one hundred and sixteen injured.
September Crowds turned out to observe the fastest steam locomotive in the world, 60022 Mallard, as it passed through Accrington on 30th, heading a works special for Blackpool with an observation car on the rear of the carriages.
1962 (It was during this year the Transport Act abolished the British Transport Commission [BTC]and put in its place the British Railways Board [BRB], with powers to fix fares for passengers and the rates for the carriage of freight.)
January Football would again feature prominently in the early specials this year, Rovers were away at Brighton in the 3rd Round of the FA Cup and fans going to the game would depart on Friday night the 5th, on the 22:15 to London at 44/-. Return was by any train from Brighton to catch the 01:00 departure from St. Pancras on Sunday morning. On the 20th, Burnley were away at West Brom, and with a change in Stockport both ways off the 08:33 fans could get to the game, returning from New Street at 18:05 with a fare of 21/6d. Bookings were limited on the special to Stoke for Rovers next away tie in the FA Cup, which left Accrington at 10:38, Church at 10:43 for a fare of 10/-. On Sunday, the 28th, there were return excursions to Millom and to Ingleton, both with selected rambles.
The retirement was announced of Mr Thomas Bulmer, who for the past 30 years had been the Stationmaster at Church & Oswaldtwistle station. He had spent 50 years employed by the railways, and was highly regarded by both staff and passengers alike.
February On Saturday, the 3rd, Rovers were again attracting customers to the 08:33 from Accrington, to get to their game with Aston Villa for a fare of 19/6d, return was from New Street at 18:05 with changes in Manchester in both directions. On Sunday, the 18th, Barrow was revisited.
BR announced its preliminary programme of holiday trains for the weeks June 22nd to July 7th. (Although some firms were still sticking to the old holiday weeks, which were the last fortnight in July.) The BR Mobile Holiday & Travel Bureau was in town on Friday, the 22nd, to dispense travel advice which included, ‘All-in Holidays’ for 1 week in Ireland starting at £23 – 2s – 0d or Scotland from £22 – 1s – 0d, including travel and all meals on trains.
On every Saturday until further notice, trips to Blackpool and Southport would operate. On Sunday, the 25th, there was a return excursion to Sheffield, or one to Ripon with some rambles from Ilkley, Harrogate and the destination.
March Harry Hynd was again raising questions in the House of Commons about the state of the railways, and this time it was on the subject of fares, in a campaign to halt the proposed increases by the BTC. His argument was based on the theory that with so many more viable alternatives now available, any increases would deter even more passengers from using the trains, and instead of generating more income it would in fact result in greater losses. He still believed that the railways should operate primarily as a public service, rather than a profit making enterprise. If passenger numbers declined it would provide an excuse for Dr Richard Beeching, who had recently been brought in by the Conservative Government, to carry out their stated intentions. But Transport Minister, Ernest Marples, would have none of it as they were expecting a deficit of £146 millions by the end of the year, and more revenue had to be accrued from ticket sales. (This was the first occasion that any reference had been made to Beeching in the local press.)
On Saturday, the 10th, 10/- would get you to Sheffield for the Burnley game, departing Accrington at 10:40, returning from Midland at 18:05. The railcar excursions continued with Llandudno on Sunday, the 11th, and on the 18th, St. Annes and Blackpool, Doncaster, Workington or Ilkley, with a ramble from Bolton Abbey. On Sunday, the 25th, there was a ‘new’ ramblers’ trip leaving town at 10:15, Church 10:20, to Frodsham for 8/-, Helsby 8/3d and Chester 9/6d, with organised walks from Frodsham and Chester. On Saturday, the 31st, it was Grand National day and the return fare to Aintree was 8/3d, but racegoers would have to change in both directions at Preston coming back by any train on the same day.
The ‘combined’ rail and steamer trips were again advertised for Friday, May 18th, to the Kyles of Bute for 63/-, and on Friday, August 31st to Staffa and Iona at 80/6d.
April (By now the majority of short and middle distance excursions were being operated using diesel railcars, although steam excursions were still operating on most longer distance trips. The great advantage of railcars was of course that they did not require run-around facilities at destinations or turntables to turn them unlike locomotives, which made them ideal for rail-head destinations.)
On Saturday, the 14th, a return ticket to Glasgow for the Scotland v England international would cost 48/6d, departing Accrington at 23:04 and returning from Central at 23:55, overnight both ways. The following day Kendal for 11/3d or Windermere at 12/9d were the choices, with organised rambles from Staveley and Windermere. On Good Friday, railcars were off to Scarborough for 18/6d, Millom 17/6d, Fleetwood 6/3d and Ilkley 6/9d. On Easter Sunday, Coventry was repeated by a steam train at 23/3d and York by diesel for 13/6d. The two-destination trip was proving popular and there was a repeat of the one to Ingleton for a 3 hour stay and then on to Morecambe for 4½ hours. The fare was 11/- and it departed Accrington at 09:35, returning from Promenade Station at 19:25. On Sunday, the 29th, Chesterfield (steam) and Barrow (diesel) were revisited.
On the run up to and at the beginning of Easter, the weather had been poor and excursions left half empty, but record temperatures on Sunday saw trains packed, especially those which ran to the Fylde Coast resorts and this was much the same story on Easter Monday.
Train Services from ACCRINGTON to Skipton and Todmorden, on weekdays.
(SO=Saturdays only) (SX=Saturdays excepted) (MX=Mondays excepted)
From APRIL 20th to MARCH 9th 1962
| Accrington | 06:00 | 06:20 | 07:10 | 07:51 | 08:00 | 08:53 | 09:26 | 09:59 | 10:25 |
| Burnley Central | 06:15 | 06:35 | 07:25 | – | 08:15 | 09:07 | 09:41 | – | 10:33 |
| Colne | 06:48 | 06:48 | 07:38 | – | 08:28 | 09:25 | 09:55 | – | 10:48 |
| Skipton | – | – | 08:11 | – | – | – | 10:12 | – | 11:04 |
| Todmorden | – | – | – | 08:19 | – | – | – | 10:26 | – |
| Accrington | 11:00 | 11:05 | 11:25SX | 11:26SO | 12:05 | 12:26 | 13:00 | 13:05 | 13:27 |
| Burnley Central | – | 11:20 | 11:37 | 11:38 | 12:20 | 12:37 | – | 13:20 | 13:39 |
| Colne | – | 11:33 | 11:49 | 11:50 | 12:34 | 12:49 | – | 13:33 | 13:50 |
| Skipton | – | – | – | – | 12:49 | – | – | – | – |
| Todmorden | 11:30 | – | – | – | – | – | 13:30 | – | – |
| Accrington | 13:18 | 14:05 | 14:09SO | 14:25 | 14:56 | 15:05 | 15:10SO | 15:14SX | 15:15SO |
| Burnley Central | 13:27 | 14:20 | 14:26 | 14:36 | – | 15:20 | – | – | 15:31 |
| Colne | 13:50 | 14:37 | – | 14:47 | – | 15:33 | – | – | 15:47 |
| Skipton | – | 14:53 | 15:05 | – | – | – | – | – | – |
| Todmorden | – | – | – | – | – | – | – | – | – |
| Accrington | 15:29SX | 15:30SO | 15:34SO | 15:38 | 16:05 | 16:25 | 16:52 | 17:05 | 17:34 |
| Burnley Central | 15:44 | 15:42 | 15:51 | 15:53 | 16:20 | 16:36 | 15:07 | 17:20 | 17:49 |
| Colne | 15:59 | 15:54 | 16:04 | 16:10 | 16:33 | 16:47 | 15:20 | 17:33 | 18:02 |
| Skipton | – | – | – | – | 16:51 | – | – | – | 18:19 |
| Todmorden | – | – | – | – | – | – | – | – | – |
| Accrington | 17:44 | 17:57 | 18:00 | 18:20 | 18:48 | 19:12 | 19:29 | 20:06 | 20:10 | 20:18 |
| Burnley Cen. | 17:59 | 18:13 | 18:14 | 18:35 | 19:03 | 19:27 | 19:40 | – | 20:25 | 20:33 |
| Colne | 18:12 | 18:35 | 18:28 | 18:52 | 19:16 | 19:40 | 19:51 | – | 20:28 | 20:48 |
| Skipton | – | – | 19:07 | 19:07 | – | – | – | – | – | – |
| Todmorden | – | – | – | – | – | – | – | – | – | – |
| Accrington | 20:28SX | 20:44* | 20:55 | 21:05 | 21:26 | 22:00 | 22:54 | 23:20 | 23:27SO | 00:13MX |
| Burnley Cen. | 20:40 | 21:00 | 21:11 | 21:20 | 21:37 | – | 23:15 | 23:35 | 23:47 | 00:21 |
| Colne | 20:55 | – | 21:26 | 21:39 | 21:48 | – | 23:31 | 23:48 | 00:03 | 00:47 |
| Skipton | – | – | – | 21:48 | – | – | – | – | – | – |
| Todmorden | – | – | – | – | – | – | – | – | – | – |
The 14:56, 15:10, 15:14, 20:00 & 22:00 terminate at Rose Grove. *The 20:44 terminates at Nelson.
Train Services to ACCRINGTON from Skipton and Todmorden on weekdays
From APRIL 20th to MARCH 9th 1962
| Todmorden | – | – | – | – | – | – | – | 09:08 | – |
| Skipton | – | – | – | 07:00 | – | – | 08:21 | – | – |
| Colne | 06:05 | 06:35 | 06:45 | 07:18 | 07:40 | 07:50 | 08:49 | – | 09:10 |
| Burnley Central | 06:16 | 06:46 | 06:56 | 07:29 | 07:51 | 08:01 | 09:00 | – | 09:21 |
| Accrington | 06:35 | 07:02 | 07:12 | 07:43* | 08:15 | 08:15 | 09:09 | 09:41 | 09:48 |
There is an 08:12 from Nelson arrives Accrington at 08:38.
| Todmorden | – | – | – | – | 11:18 | – | – | – | – |
| Skipton | 09:20 | 09:53 | – | – | – | – | 11:26 | – | 11:56 |
| Colne | 09:34 | 10:10 | 10:47 | 11:12 | – | 11:16SO | 11:42 | 12:00 | 12:12 |
| Burnley Central | 09:45 | 10:21 | 10:58 | 11:23 | – | 11:27 | 11:53 | 12:11 | 12:23 |
| Accrington | 09:55* | 10:39* | 11:08 | 11:39* | 11:44 | 11:50 | 12:10 | 12:29 | 12:39* |
| Todmorden | 12:18 | – | – | – | – | – | 14:18 | – | – |
| Skipton | – | – | – | 12:53SO | – | 13:55 | – | – | – |
| Colne | – | 12:48 | 13:12 | – | 13:47 | 14:11 | – | 14:48 | 15:12 |
| Burnley Central | – | 12:59 | 13:23 | – | 13:58 | 14:22 | – | 14:59 | 15:23 |
| Accrington | 12:44 | 13:09 | 13:39* | 14:09 | 14:09 | 14:40 | 14:45 | 15:09 | 15:39 |
| Todmorden | – | – | 16:18 | – | – | – | – | – | 18:18 |
| Skipton | – | – | – | – | – | – | – | 17:55 | – |
| Colne | 15:35 | 16:12 | – | 16:30 | 17:12 | 17:22 | 17:47 | 18:11 | – |
| Burnley Central | 15:46 | 16:23 | – | 16:41 | 17:23 | 17:33 | 17:58 | 18:22 | – |
| Accrington | 16:09 | 16:39* | 16:45 | 17:01 | 17:39* | 17:50 | 18:09 | 18:40* | 18:44 |
There is a 16:33 from Rose Grove to Accrington arriving at 16:44.
| Todmorden | – | – | – | – | – | – | 21:18 | – | – | 22:55 |
| Skipton | – | 18:58 | – | 19:58 | – | – | – | – | 22:25 | – |
| Colne | 18:48 | 19:14 | 19:47 | 20:14 | 20:38 | 21:12 | – | 21:40 | 22:41 | – |
| Burnley Central | 18:59 | 19:25 | 19:58 | 20:25 | 20:49 | 21:23 | – | 21:51 | 22:52 | – |
| Accrington | 19:09 | 19:41* | 20:09 | 20:41* | 20:59 | 21:39* | 21:44 | 22:07* | 23:08* | 23:36 |
There is a 20:57 from Rose Grove to Accrington arriving at 21:08.
Note All services marked with an asterisk terminate in Accrington.
Train Services from ACCRINGTON to Skipton and Todmorden, on Sundays
From APRIL 20th to MARCH 9th 1962
| Accrington | 07:59 | 08:05 | 09:51 | 11:00 | 13:51 | 15:51 | 15:58 | 17:51 | 18:49 | 19:51 | 22:00 | 23:18 |
| Burnley Cen. | 08:10 | – | 10:06 | – | 14:06 | 16:06 | – | 18:06 | * | 20:03 | 22:12 | 23:20 |
| Colne | 08:22 | – | 10:18 | – | 14:18 | 16:18 | – | 18:18 | – | 20:18 | 22:27 | 23:45 |
| Skipton | – | – | – | – | – | – | – | – | – | – | – | – |
| Todmorden | – | 08:35 | – | 11:30 | – | – | 16:28 | – | – | – | – | – |
The 18:49 terminates at Rose Grove.
Train Services to ACCRINGTON from Skipton and Todmorden on Sundays
From APRIL 20th to MARCH 9th 1962
| Todmorden | – | – | – | 11:00 | 12:43 | – | – | – | – | – | 21:25 | – |
| Skipton | – | – | – | – | – | – | – | – | – | – | – | |
| Colne | 07:20 | 08:40 | 10:50 | – | – | 12:50 | 14:50 | 16:50 | 18:50 | 20:45 | – | 22:35 |
| Burnley C. | 07:31 | 08:51 | 11:01 | – | – | 13:01 | 15:01 | 17:01 | 19:01 | 20:56 | – | 22:46 |
| Accrington | 07:45 | 09:10 | 11:17* | 11:21 | 13:09* | 13:17 | 15:17 | 17:17 | 19:19 | 21:12 | 21:51* | 23:03 |
There is a 12:05 from Rose Grove to Accrington arriving at 12:12, which goes through to Preston.
May On Saturday, the 5th, Burnley played Spurs in the Association Cup Final at Wembley, and several special excursion trains were put on to convey supporters to London. The choice was to go either of two trains, the 06:10 or the 08:57 from Accrington to see the game. The fare was 48/6d and the earlier train offered ‘light’ refreshments, whilst the later train had the option of luncheon on the outward trip and dinner returning north for a supplement of 28/7d per adult and 15/- per child. These return trains would depart from Wembley Central at 18:40 and 18:17 respectively. The engines chosen to head three special trains were dispatched to Accrington sheds for preparation. These were all from the 7P Royal Scot Class of 4-6-0 named locomotives. Two were named after regiments in the British Army, 46112 – The Sherwood Forester, 46142 – The Lancashire & Yorkshire Regiment, and most famous of the trio 46100 – The Royal Scot. The Royal Scot was at the time allocated to Camden Shed in London and was withdrawn at the end of that year. Sherwood Forester was a Holbeck, Leeds engine and 46142 was from Newton Heath. As might be expected they provided a rare attraction for spotters.
On Sunday, the 13th, there was another running of the Ingleton/Morecambe trip, plus returns to Barrow and Fleetwood, and a run along the Hope Valley to Sheffield on the 20th, with rambles from Hope, Hathersage and Grindleford.
BRITISH RAILWAYS – A PROGRAMME OF DAY EXCURSION TICKETS to the FYLDE COAST & BLACKPOOL
Weekdays
| Details | HUNCOAT | ACCRINGTON | CHURCH | RISHTON |
| – | 07:10A | 07:25T | 07:27T | 07:32T |
| – | 08:04T | 08:12T | 08:14T | 08:19T |
| Saturdays only July 6th to August 31st | – | 09:09T | 09:11T | 09:16T |
| Saturdays only to September 4th | – | 09:48T | 09:40B | 09:45B |
| – | 09:51A | 10:06T | 09:40B | 09:45B |
| – | – | 10:12T | – | – |
| – | – | 11:01 | 11:03 | 11:08 |
| – | – | 11:30P | 11:32P | 11:37P |
| – | 12:00T | 12:13T | 12:15T | 12:20T |
| – | – | 13:00T | 13:02T | 13:06T |
| – | 13:40 | 13:47T | 13:49T | 13:54T |
| – | 15:07T | 15:14T | 15:16T | 15:21T |
Sundays
| Details | HUNCOAT | ACCRINGTON | CHURCH | RISHTON |
| June 23rd to August 25th & September 1st, 8th & 15th | 07:46P | 09:12T | 09:14T | 09:19T |
| June 30th to August 18th only | – | 10:04T | – | – |
| – | 11:01B | 11:19T | 11:10B | 11:15B |
| – | – | 12:36T | 12:38T | 12:43T |
T = through train. B = change at Blackburn. P = change at Preston.
2nd Class Return Fares available on any train from Huncoat 6/-, Accrington 5/9d, Church 5/6d & Rishton 5/-.
BRITISH RAILWAYS BOARD’s – Day Return Fares
Passengers may alight on the outward journey at any intermediate station, on surrender of the outward half of the ticket, and may return from any intermediate station.
Tickets can be obtained in advance at these stations and official Railway Agents Offices
>——————————— From —————————– <
| TO | ACCRINGTON | CHURCH | HUNCOAT | RISHTON |
| Accrington | – | 3d | 6d | 8d |
| Bamber Bridge | 2/7d | 2/7d | 2/11d | 2/3d |
| Blackburn | 1/2d | 1/- | 1/6d | 10d |
| Brierfield | 1/10d | 2/- | 1/6d | 2/1d |
| Burnley Barracks | 1/3d | 1/6d | 1/- | 1/8d |
| Burnley Central | 1/4d | 1/6d | 1/1d | 1/8d |
| Burnley Manchester Road | 1/3d | 1/6d | 1/1d | 1/8d |
| Bury Bolton Street | 2/2d | – | – | – |
| Cherry Tree | 1/8d | 1/6d | 1/10d | 1/2d |
| Church & Oswaldtwistle | 3d | – | 9d | 6d |
| Clifton Junction | 3/- | – | – | – |
| Colne | 2/3d | 2/5d | 2/- | 2/8d |
| Earby | 2/11d | 3/1d | 2/9d | 3/5d |
| Foulridge | 2/6d | 2/10d | 2/3d | 2/11d |
| Hapton | 11d | 11d | 6d | 1/4d |
| Haslingden | 10d | – | – | – |
| Helmshore | 1/3d | – | – | – |
| Hoghton | 2/2d | 2/1d | 2/5d | 1/9d |
| Huncoat | 6d | 9d | – | 1/1d |
| Manchester Victoria
via Darwen |
5/10d | 5/3d | 5/3d | 5/- |
| Manchester Victoria
via Haslingden |
3/5d | – | – | – |
| Mill Hill | 1/5d | 1/3d | 1/10d | 11d |
| Nelson | 2/- | 2/2d | 1/8d | 2/2d |
| Pendleton (Manchester) | 3/5d | – | – | – |
| Pleasington | 1/10d | 1/8d | 2/- | 1/4d |
| Portsmouth (Yorkshire) | 2/3d | 2/7d | 2/2d | 2/8d |
| Preston | 2/10d | 2/9d | 3/1d | 2/5d |
| Radcliffe Bridge | 2/8d | – | – | – |
| Ramsbottom | 1/8d | – | – | – |
| Rishton | 8d | 6d | 1/1d | – |
| Rose Grove | 1/1d | 1/4d | 8d | 1/6d |
| Salford | 3/5d | – | – | – |
| Skipton | 3/10d | 4/- | 3/8d | 4/3d |
| Summerseat | 1/9d | – | – | – |
| Thornton-in-Craven | 3/2d | 3/5d | 3/1d | 3/8d |
| Todd Lane Junction | 2/9d | 2/8d | 3/- | 2/4d |
| Todmorden | 2/8d | 2/11d | 2/6d | 3/- |
1st Class Day Tickets will be issued at approximately 50% on top of the 2nd Class Fares.
Children under 3 years free, 3 years and under 14 years at half price.
VALID FOR RETURN ON DAY OF ISSUE ONLY
June A trip to Windermere started the month off on Sunday, the 3rd, with an afternoon trip to Blackpool leaving at 14:56 and returning at 23:30 on Saturday the 9th. The 24th saw repeats to Chesterfield, the circular to Ravenglass and Keswick, and a special to Fleetwood, which would be repeated on July 4th.
A spokesman at Accrington Station said, “We have not been as busy as usual, but we will not know the entire picture until the Blackburn Holidays come later, but we anticipate that more people will be travelling on what was the old holiday fortnight. However, people seem to be travelling in greater numbers to resorts further afield than has previously been the case”.
(The start of the first of the two annual holiday fortnights had not gone to plan, as roughly two out of three families with children at secondary schools had not gone away. Although bookings on the special trains had come up to expectations they had fallen “far short” of those recorded in 1961. The day trips on the first Saturday and Sunday had been described as a flop, but the poor weather could have been a factor.)
July Millom was revisited on the 1st, whilst on Monday, the 2nd, there was a circular tour of North Wales by steam train going out via Caernarfon and returning via Dolgellau. Departing at 05:58, the return was from Barmouth at 18:00, with packed lunches which had to be ordered in advance at 5/6d on top of the 27/- even though there would be a buffet car on the train.
It was advertised that the 2nd Class Holiday Town Runabout Tickets would be available again at a cost of 31/6d. Specials continued with Morecambe on Thursday, the 5th. On Sunday, the 8th, the choice was Barrow or Ilkley and the circular to Ingleton and Morecambe, and on Monday, the 9th. The trips continued on the 15th, with the excursion to Scarborough, with a 3½ hour stay, then Whitby for 2 hours, leaving at 10:14 and returning at 20:35 for a fare of 18/6d, to Blackpool for 5/9d or to Morecambe at 7/-. Scarborough was again a destination on the 22nd, this time on its own whilst there were other specials to Lakeside, Southport (which would run again on the 29th), to Millom, and to Prestatyn for 14/- or Rhyl for 14/6d. On Monday, the 23rd, there was another visit to Ravenglass then Keswick, and to Morecambe, which would be repeated on the 25th and again on the 29th, which was also the date of another Grassington rambler. A trip to Southport would be repeated again on August 5th. The Kyles of Bute overnight special ran as advertised on Monday, the 30th, whilst on the following day Llandudno was revisited.
According to Mr J. Searson, the Stationmaster, the traffic for what had been the traditional Wakes Weeks had been “unimpressive”. He said, “There could be no doubt that the majority had gone away in June and the trains had been lightly loaded, with some going to Blackburn to catch their holiday specials”. (Due to confusion caused by schools not closing until mid-July, there was now a movement to revert to the ‘old’ holiday weeks in the district, whilst textile workers were debating to have only one set of holiday weeks and not two.)
Mr E. Jones, the Secretary & Agent of the Accrington Trades & Labour Party, had issued a resolution calling upon all sections of the public to make “vigorous protests” to the Ministry of Transport, Members of Parliament and even Dr Beeching himself, regarding the closure of railway facilities. He stated, “This was not just an issue involving railwaymen, but one concerning the whole of the community and nation”.
August The first specials of the month on Wednesday, the 1st, were to Blackpool, along with Lakeside for Bowness or Ambleside, and Blackpool was on the itinerary again on Sunday, the 5th, for a 4 hour stay on the second leg of a trip which first visited Morecambe for a 3 hour stay. By now the pattern of specials had become standardised with some new ones inserted into the programme every now and then. Southport was the destination on Saturday, the 18th, Sunday, the 19th and Saturday, the 25th. On Sunday, the 26th, Tebay or Buxton, both with rambles were the choices with the option of a coach tour of the Peak District from Buxton for an all-inclusive fare of 15/6d. If these did not tempt, then Scarborough was a third option. The Staffa & Iona special ran as advertised on the 31st.
Reduced rate period returns were available to stations between St Annes and Blackpool from Accrington at 8/-, between August 31st and September 5th, valid for a return within 16 days.
The withdrawal of the through coaches from Accrington to London had been announced and would take place from September the 10th. However, this was not officially viewed as the precursor to the closing of the Accrington to Manchester ‘direct’ line. At this time only Helmshore and Summerseat were the two operational stations still open between Accrington and Ramsbottom, and Haslingden Town Council had already discussed how to object to any proposals to closing the line. Stationmaster Searson in Accrington said, “That over the long term it will be quicker to get to London via Preston, even though passengers would be inconvenienced when the reconstruction of Euston Station starts in the autumn”. He went on to say, “The 08:30 and the 12:31, which hitherto had through coaches attached, would be withdrawn. He also pointed out that on the 08:30 the arrival time in London was 14:17, but it would now be possible to catch the 08:00 to Preston, change onto the 08:50 and be in London at 13:05, more than one hour earlier. In a similar manner the 12:31 arrived in Euston at 18:09, and by taking the 12:10 from Accrington and changing onto the 12:58, arrival in Euston would be 17:30. Also the 17:03 to Preston will provide a service to Euston arriving at 21:53”.
The 09:50 from Euston to Accrington, which arrived at 15:27, would also be withdrawn, along with the 18:25, which arrived in Accrington at 00:11. The trains that would replace the East Lancs services were the 10:35 to Preston, with a change arriving in Accrington at 16:22 and the 17:05 from Euston to Preston arriving at 21:45 and changing onto the 22:08 from Preston to be back in Accrington at 22:52. Another alternative would be the 18:00 from Euston, the ‘Mancunian’, with a change of stations in Manchester. Mr Searson also predicted the services to London would be speeded up considerably when the electrification of the line south of Crewe was completed and this was currently “well underway”.
September On the 1st, an additional excursion was run on the Saturday to Blackpool, and the Illumination specials to both Blackpool and Morecambe began and would continue through to the end of October. On Sunday, the 2nd, Fleetwood was one destination and Scarborough the other, with a repeat to the east coast resort once again one week later. On Saturday, the 8th, the Railwaymen’s Carnival was on at Belle Vue with a return fare to Longsight the nearest station to the venue at 5/9d, whilst the following day Doncaster was the destination.
‘Crab’ #42719 from Bury Sheds (26D), worked an excursion from Todmorden to Blackpool Central through Accrington on the 3rd. It returned after a 5½ hour stay.
With no Stanley in the league, football trains were still available for the Rovers and Burnley supporters, and Burnley were away at Birmingham City whilst Rovers were away at Wolves in the early part of the month, the return fare to New Street was 21/6d and to Wolverhampton 17/3d.
At a hearing in Manchester of the North West Traffic Commissioners, British Railways made an objection to the applications by several coach operators to operate coaches to London for the local football clubs’ supporters. The applicants included J. Benson’s Motors, Robinsons Tours, Ribblesdale Coachways, Ribble Motor Services, Frasers Motors, Holden’s Tours (Oswaldtwistle) and Harry Duckworth (Clayton). For the group Mr J. Robinson, MD of Robinsons, said there was considerable support for both Blackburn Rovers and Burnley Football Club in the area, and he had received many requests from supporters for transportation to the capital for league, FA Cup and international games. He stated, “Money is getting tighter, so why should fans have to fork out 48/- on the trains when we can take them for 35/-?” Mr Backhouse, on behalf of the operators said, “Out of the last seventeen Cup Finals eleven had involved northern teams, whilst regarding international games there was also a growing interest”. Mr G. Dawes from the Ribble Company was in agreement with these remarks, but said they should only concern journeys to London when the ‘local’ teams were involved.
There were two spokesmen for BR the first of which, Mr E. Frost, told the Commissioners, “We are extremely concerned as the new motorways had given an advantage to coach operators which had worked to take passengers off the railways”. Mr G. H. B. Beames, stated “This is nothing more than a paper application and is not supported by the needs of the passengers. These operators should be denied the opportunity to operate carte blanche where they like”. Having heard these arguments the Chairman, Maj. Gen. A. J. F. Elmslie, stated he would reserve a decision to a later date.
“Good weather had encouraged many day trippers to use the special excursions to Blackpool, Southport and Morecambe, which were full with many more using the service trains to the coast”, commented the person in charge of the station booking office, after the three trips on Saturday, Sunday & Monday to the Illuminations had returned.
Southport was one option on Sunday, the 16th, with a ramblers’ train to Llangollen at 15/-, departing at 10:01, Church 10:04 also calling at Chester 10/6d, Wrexham 13/- with organised walks from Trevor (calling on the outward journey only) and Llangollen. With the exceptions of December 26th, to the 29th, there were day trips to London every Wednesday and Saturday for 48/6d return, travelling on the 08:00, or every Thursday and Friday, travelling overnight on the 22:15 departure both with a change in Preston. Return was from Euston on certain specified trains.
October There were organised walks from Silverdale and Grange-over-Sands from the excursion to Barrow, which ran on Sunday, the 2nd, whilst the cheap day and half-day trips to Blackpool and to Southport would continue up until the 26th.
A strike by members of the NUR scheduled for Wednesday, the 5th, was in protest about the announcement that some railway workshops would have to close. Mr S. Greene, the Union’s General Secretary, warned the Labour Party Conference that more strikes would follow. This one day stoppage had appeared to make a difference to the situation in Accrington. Mr. J. Rushton, the local Branch Secretary, claimed there had been 100% support by his 150 members. Whilst they had congregated at the Labour Hall to collect their 10 shillings strike pay, the station was deserted with only the Stationmaster, Mr J. Searson, visible in his uniform and no other workers about, even the signal boxes were closed.
On Sunday, the 28th, Millom was revisited whilst with BR’s ‘any train – any day’ offers from Accrington, Blackburn could be visited for 1/8d return, Blackpool for 7/9d, Bolton 4/6d, Burnley 1/11d, Bury 3/3d, Manchester 5/-, Preston 4/3d and Skipton 5/9d.
November On the 4th, there was a ramble off the 10:22 to Windermere with a fare of 12/9d. This would also call at Lancaster at 7/- and Carnforth at 8/3d. There were trips to Southport and to Blackpool every Saturday on the 11:00, 12:00, 13:03, 13:45, 14:20 and 15:03 throughout the month, returning by any train.
(Despite the fact that a declaration had been made that Accrington’s general holidays would be June 22nd to July 6th, and the September break Monday and Tuesday, the 9th & 10th, a huge impasse existed as to which the schools and big industries would take. This would render BR’s excursion plans infinitely more difficult if not properly resolved.)
Rovers were at West Brom on the 10th, Burnley at Villa on the 17th, and it would cost either set of fans 19/6d to follow their teams including having to change stations in Manchester.
After 47 years on the railway, the retirement was announced of Councillor Herbert Saynor of Pickup Street, in Clayton. He had started work for the L & Y in 1915, and after an accident which occurred when working as a shunter at Church sidings in 1927 that badly injured his leg, he had been retrained as a signalman.
The month ended with a trip to Chesterfield on Sunday, the 25th.
December The fare on the excursion to Workington on the 2nd, was now 24/-, whilst Burnley supporters going to Kirkdale for the game with Everton would have to pay 7/9d, and on Boxing Day 11/3d to see them play away at Sheffield Wednesday, with a change at Rose Grove from the 11:10 from town.
Thirteen boys from Huncoat, aged between 10 and 14, were each fined £2 for demolishing railway fences to use as bonfire wood, which they had either sawn off or just broken down.
Twenty-six year old engine driver Edwin Lane, from Clayton-le-Moors was struck by an engine which was hauling the Aintree to Croston freight, when he was crossing the lines at Bamber Bridge at 04:18. He was rushed to Preston Infirmary where he underwent surgery but despite this he lost both his legs.
1963 (On January 1st, Dr Richard Beeching took office as the first Chairman of the British Railways Board, and two months later his report entitled The Reshaping of British Railways, [aka the Beeching Report] was published. Its specific intention was to make the railways profitable by the end of the decade, but in fact only managed to keep the deficit under control without actually eliminating it. The report advocated the closing of 2,363 stations and the lifting of over 5,000 miles of line.)
January There was the option of a weekend in London for Burnley fans who wished to attend their FA Cup 3rd Round tie with holders Tottenham Hotspur. Departing at either 14:42 or 15:42 with a change in Manchester, the £9 – 15s – 0d fare was inclusive of rail travel, two nights accommodation with meals and a return from St Pancras at 13:50 on Sunday afternoon. Transport from station to hotel was at the traveller’s own expense, and 1st Class travel was available at a supplement of £2.
It was announced that on every Sunday up until June 16th, there would be a trip to Lancaster or Morecambe from Huncoat at 09:12, Church & Oswaldtwistle 09:22 with a change in Preston, or direct from Accrington at 10:00, with fares at 8/- or 8/3d from Huncoat with a return on selected trains. On Sunday, the 27th, the destination was Ingleton with organised walks from Giggleswick, Clapham and the destination, this despite it being one of the bleakest winters since the big freeze of 1947.
(The local brickworks’ decided that they wished to return to the second two weeks in July as the holiday fortnight, along with 300 workers at Broad Oak Printworks and some other large textile firms. The local traders were also in favour of this move back to the traditional Wakes Weeks.)
There was a proposal that along with the section of line between Accrington and Stubbins Junction, the line connecting Accrington with Burnley should be closed. This would have left what had been the three route junction as a single line railhead.
February There was a repeat of the excursion to Lancaster and stations to Barrow on Sunday, the 3rd. BRB announced that from Saturday, the 9th until further notice, the return fare to London would be 48/6d. The choice of trains was the 22:15 on Thursday or Friday, or the 08:00 on Wednesday and Saturday, both requiring a change in Preston.
The retirement was announced of Mr Bert E. Harwood, who had been in charge of the BR goods depots in Church, Haslingden and Accrington during his time on the railway. He had started work as a junior clerk at Church in 1918, and had also worked at the Bolton goods office before being appointed Chief Clerk at Burnley. He had come to Accrington in 1961.
The General Purposes Committee met to consider the town’s position, consequent upon the withdrawal by British Railways of the ‘direct’ railway service between Accrington and London (the Colne – Euston) and its return, whereby passengers would now have to travel via Preston, which would result in higher fares than had been the case when travelling via Blackburn, Bolton, Manchester and Stockport. It was resolved to make a protest to the British Transport Commission about the increased cost and time to passengers who would have to change in Preston as a withdrawal of this ‘direct’ service.
There was a footy special to Blackpool for the Burnley game leaving at 12:53, returning from South at 17:17 on Saturday, the 23rd, and a day later at 10:40 a repeat of the stations to Workington for 24/-, a rambler’s train to Grassington departing 11:13 at 8/9d and a special to Sheffield leaving at 11:21 at 12/6d. The final excursion of the month was one to York from Church at 10:14, Accrington 10:19 with a choice of destinations starting at Skipton for 5/9d, Keighley 6/-, Leeds 8/-, Church Fenton 10/6d and York at 13/6d. There was an organised ramble from Church Fenton for those so inclined.
March ‘Carefree’ all-inclusive BR holidays to Ireland from £24 – 10s and to Scotland from £22 – 12s, were on offer again in 1963. On Sunday, the 3rd, Millom was the destination for 17/-, whilst on the 17th, it was Doncaster at 12/6d and Workington on the 24th, for 24/-. Advanced notice was given that 8-day period returns could now be booked for overnight trains between June 21st and July 5th, [the ‘new’ holidays], to Bournemouth, Brighton/Eastbourne, Torquay & Paignton, also on Friday, the 19th, of July [the ‘old’ holidays].
The General Purposes Committee met, and the Town Clerk presented correspondence from the District Passenger Manager of the London Midland Region of British Railways, regarding the increased fares that passengers were now having to pay by travelling via Preston to London since the withdrawal of the ‘direct’ service. It stated that there had been careful consideration of given to amendments to the fares of people travelling from stations in East Lancashire, but as any concessions would decrease the revenue, they had been unable to agree to any reductions to the fares charged by travelling via Preston. The contents of this letter were noted.
The Grand National Meeting was on at Aintree from Thursday, the 28th, to Saturday, the 30th, and for 8/3d return, racegoers departing Accrington at 11:01 would need to change at Lostock Hall, but could return on any train on the same day. On Sunday, the 31st, there was a return to Grassington with the option of rambles.
At the end of the month there was an angry reaction to the announcement that the Accrington to Manchester line via Bury – Bolton Street, along with the section of lines between Burnley and Todmorden were to be closed to passenger traffic. The Chair of Accrington’s Transport Committee and Mayor elect, John Riley JP, in his reaction to the findings of the Beeching Report described the proposal to close the Accrington to Bury line as, “One of the most inhuman acts of the century. But if this was not enough the link between Burnley and Todmorden was also to go under the proposals put forward by Dr Beeching, whilst the Rossendale Valley would lose all of its train services, although the line through to Skipton would apparently remain intact”. Alderman Wilfred Wallwork, who had unsuccessfully campaigned for the retention of the through service to London, felt that due to a groundswell of public opinion British Railways would not go through with these plans, saying “The public will never stand for it”. Most if not all felt that this would direct more traffic onto the already busy roads between North East Lancs and Manchester. He also pointed out that for passengers travelling via Blackburn and Bolton, the journey would be more expensive and time consuming. Terry Maher, the prospective Liberal Candidate, commented, “This will be a disaster for the town”.
April The excursions began on Friday, the 5th, with an overnight train to London at 23:56 for the England v Scotland International. The alternative was a special ‘dining car train’ at 07:45 to Wembley Central, returning at 17:45. The return fare on both of these trains was 48/6d, but with lunch out and dinner on the return, which needed to be ordered in advance, the supplement was 28/7d.
On Sunday, the 7th, Ilkley was revisited and over Easter there were repeat specials to Millom, to Scarborough departing 10:34 at 18/6d, Grange/Morecambe leaving at 11:09 for 10/6d, and Ilkley yet again on Good Friday, whilst on Easter Sunday, Coventry or Harrogate were the choices. On all four of the days there were regular trips to Blackpool, Southport and Morecambe. “Although there had been no great rush, bookings on the specials to Scarborough and Morecambe via Grange had been good, although the poor weather on the run up to the break was probably a factor, and once again Blackpool was the greatest attraction”, stated a spokesman at Accrington Station.
Even the prospective Conservative Candidate for the Accrington Constituency was critical of the Beeching plans for North East Lancs, calling them “drastic in the least”. Writing in the Observer, Councillor Martin Henry stated, “It is difficult in all common sense to deny the overall merit of these proposals as the railways are operating at an annual loss of £150 millions. They are not only in poor state, but mortally sick. But in saying this, surely there is no reason for arguing that because it is a public service it doesn’t matter whether or not it makes money. We are overstocked by railways and this annual burden is being imposed upon the taxpayers. But it might well have been expected, the Unions are arming for battle and the threat of a national strike is growing. It is typical of Mr Macmillan that he has sanctioned this report, when the fortunes of his party are so low in the standings and the greatest support for the Party comes from rural areas which will be hardest hit by Beeching’s cuts. What the railways require is modernising and it is hoped that Chancellor Reginald Maudling will do something in his Budget to stimulate investment in what will be left of the railways post-Beeching”.
There were specials to Blackpool and to Thornton (Cleveleys) on Sunday the 28th, all at 5/9d, with rambles from Arnside and Grange on a Barrow train.
Advanced holiday notice was given of a combined rail/road/steamer excursion to Oxford, on Monday, June 24th. This would include a guided tour of the Colleges at 44/6d, or with a coach tour to Blenheim Palace 48/-. There was also the option of a sail on the Isis. Belfast was to be the destination on both Tuesday, the 2nd, and the 23rd of July, included in the 65/6d fare were all meals and a coach tour around the city. A 1st Class berth on the steamer would cost an extra 31/-. On Monday, July 15th, there would be a buffet car special to London at 56/-, which would have a ‘conductor’ on board throughout. Other July excursions would visit Windsor on Monday, the 1st, for 34/-, then on two Mondays, the 8th and 22nd, Loch Lomond for 53/-, then on Monday, the 29th, the Isle of Arran for 54/- including a road tour around the island. Advanced booking on these trips was recommended to avoid disappointment.
May The month’s first special was to Chesterfield on Sunday, the 5th, to be followed a week later with a repeat to Barrow. On Saturday the 11th Jubilee 45705 ‘Seahorse’ was the engine in charge of the 13:45 Accrington to Blackpool Central, not long before the station in the centre of the resort was closed. This was a Saturday’s only service, which would then be rerouted to Blackpool North (Talbot Road) in later times. This particular engine was a regular performer on this service around this period. The Manchester United v Leicester City Cup Final was on May 25th and fans could leave on the 23:04 on Friday night and return overnight from Euston at 01:00 Sunday morning. On the 26th, there were rambles from Hartington for 10/6d, Tissington 12/- and Ashbourne 12/9d on another ramblers’ trip.
BRITISH RAILWAYS – A PROGRAMME OF DAY EXCURSION TICKETS
Days Out Available by Trains from ACCRINGTON, CHURCH, HUNCOAT & RISHTON
To – Lancaster Castle & Morecambe, Euston Road
| FROM
|
Saturdays only
& Fridays |
Saturdays only
& Fridays |
Saturdays only
& Fridays |
Sundays
excepted |
Sundays June 30th
To August 18th |
| Huncoat | 08:04 | – | 09:51A | – | – |
| Accrington | 08:12 | 09:48 | 10:06E | 10:06E | 09:12 |
| Church | 08:14 | 09:40B | 09:40B | 09:40B | 09:14 |
| Rishton | 08:19 | 09:45B | 09:45B | 09:45B | 09:19 |
Fares from Huncoat 7/3d, Accrington & Church 7/- & Rishton 6/9d
A =change in Accrington, B = change in Blackburn, E = change in Preston
To – Hest Bank – Carnforth – Oxenholme – Kendal – Silverdale – Arnside – Grange-over-Sands – Kents Bank – Cark – Ulverston – Dalton-in-Furness – Roose – Barrow-in-Furness & Coniston
| FROM
|
to
Hest Bank Carnforth Oxenholme Kendal |
Mondays to
Saturdays to all stations except Coniston |
Mondays to
Fridays to Hest Bank Carnforth Oxenholme Kendal |
Mondays to
Fridays all stations to Barrow |
Mondays
Wednesdays and Fridays Carnforth Silverdale Arnside & Ulverston |
Tuesdays
Thursdays Carnforth Silverdale Arnside Grange Ulverston Dalton & Coniston |
| ACCRINGTON | 06:40 | 07:25 | 10:06 | 10:06 | 08:12 | 08:12 |
| CHURCH | 06:42 | 07:27 | 09:40C | 09:40C | 08:14 | 08:14 |
| RISHTON | 06:47 | 07:32 | 09:45C | 09:45C | 08:19 | 08:19 |
2nd Class Return Fares Available from –
| TO | ACCRINGTON | CHURCH | RISHTON |
| Hest Bank | 8/6d | 8/6d | 8/- |
| Carnforth | 9/3d | 9/- | 8/9d |
| Oxenholme | 12/- | 11/9d | 11/3d |
| Kendal | 12/6d | 12/3d | 12/- |
| Silverdale | 10/- | 9/9d | 9/6d |
| Arnside | 10/6d | 10/3d | 10/- |
| Grange-over-Sands | 11/3d | 11/- | 10/9d |
| Kents Bank | 11/6d | 11/8d | 11/- |
| Cark | 12/- | 12/- | 11/6d |
| Dalton-in-Furness | 14/3d | 14/- | 13/9d |
| Roose | 14/9d | 14/9d | 14/6d |
| Barrow-in-Furness | 15/3d | 15/- | 14/9d |
| Coniston | 19/9d | 19/6d | 19/3d |
BRITISH RAILWAYS
A PROGRAMME OF DAY EXCURSION TICKETS to the LAKE DISTRICT
Delightful Excursions by Rail & Steamer to Windermere town.
To Windermere Lake Side – via Ulverston, Windermere Town, Bowness Pier, out and return by Steamer, or – via Windermere Town, Bowness Pier, and returning via Ulverston.
To Bowness Pier – via Ulverston, Lakeside & Steamer, returning via Windermere Town.
To Ambleside – via Ulverston, Lakeside & Steamer out and return via Windermere Town, or via Windermere Town, Bowness Pier, & Steamer return via Lakeside, or via Windermere Town, Bowness Pier & Steamer out & return.
WEEKDAYS
Mondays
Mondays Mondays Mondays Wednesdays &
to Saturdays to Fridays to Fridays Fridays only
| FROM
|
to Windermere Town
Bowness Pier Lakeside Ambleside |
to Windermere Town
Lakeside Ambleside via Oxenholme |
to Lakeside
Bowness Pier & Ambleside via Ulverston |
to Lakeside
Bowness Pier & Ambleside via Ulverston |
| ACCRINGTON | 06:40A 07:25A | 10:06A | 10:06A | 08:12A |
| CHURCH | 09:42A 07:27A | 09:40D | 09:40D | 08:14A |
| RISHTON | 06:47A 07:32A | 09:45D | 09:45D | 08:19A |
Note A = change at Preston. D= Change at Blackburn & Preston
2nd Class Return Fares
| FROM
|
to
Windermere Town and Oxenholme |
to
Lakeside via Ulverston |
to
Lakeside via Windermere Town Bowness Pier & Steamer return via Ulverston |
to
Bowness Pier via Ulverston & Steamer out & return |
to Bowness Pier
via Ulverston Lakeside & Steamer return via Windermere Town |
| ACCRINGTON | 14/- | 15/- | 16/8d | 17/8d | 17/8d |
| CHURCH | 13/9d | 14/9d | 16/5d | 17/5d | 17/5d |
| RISHTON | 13/6d | 14/6d | 16/2d | 17/2d | 17/2d |
| FROM
|
to Bowness Pier
via Ulverston Lakeside Steamer return via Windermere Town |
to
Ambleside via Ulverston Lakeside & Steamer out & return |
to Ambleside
via Ulverston Lakeside & Steamer return via Windermere Town |
to Ambleside via
Windermere Town Bowness Pier & Steamer return via Lakeside |
to
Ambleside via Windermere Town Bowness Pier & Steamer out & return |
| ACCRINGTON | 17/8d | 18/10d | 18/10d | 18/10d | 16/2d |
| CHURCH | 17/5d | 18/7d | 18/7d | 18/7d | 15/11d |
| RISHTON | 17/2d | 18/4d | 18/4d | 18/4d | 15/8d |
June Over the Whitsuntide weekend on Sunday, the 1st, the train calling at stations along the North Wales coast to Llandudno was repeated, along with trips to Scarborough or Morecambe. On Monday, the runs were to either York or Liverpool for New Brighton.
With the ‘new’ holidays only a couple of weeks away, bookings for the Whitsun excursions had been markedly down, but bookings to Blackpool were up and two extra trains were put on a short notice to cope with the rush. “It was very reminiscent of the old Wakes Weeks”, said a spokesman, “And these trains were put on to ensure there were sufficient seats for other passengers further down the line”.
(Now the engineers, who had initiated the change of holiday dates, had got up a 400-name petition to have them put back to the original dates.)
On Saturday, June the 8th, there were specials to both Blackpool and Southport and again the following day to Blackpool and Fleetwood, also a return to Workington. Overnight on Thursday, the 13th, biker fans could catch the 22:42 to Fleetwood for the ferry to Douglas for the Isle of Man TT Races. The fares were 31/9d from Accrington and 31/6d from Church, with a berth on the boat at 4/- extra. On Saturday, the 15th, Blackpool and Morecambe were both revisited, along with Southport where the attraction was the sheepdog trials. The choices on the following day were Blackpool again, Windermere, Fleetwood and Millom.
BR’s Mobile Travel Enquiry Office was at the Market Place in Accrington on Monday, June 17th, between 10:00 and 17:00 to give out information, which included the news that booking in advanced was essential to guarantee a seat on the holiday trains departing on Friday, the 21st, for overnight journeys to Paignton at 21:32, Bournemouth at 21:45 and Eastbourne at 22:20, and this would be the situation up to and including July, the 6th. Reduced period returns to the Fylde Coast resorts were available once again.
On Sunday, the 23rd, there were repeat specials to Workington and Chesterfield. It was also possible to take day trips to Ireland and on Wednesdays, June 26th and July 3rd, when the destination was Dublin. A change at Manchester Victoria was necessary from the 20:42 from Accrington, but the excursion included meals and a coach tour of the city at an all-inclusive price of 79/9d. Belfast was the other alternative, and required a change of trains in Preston from the 21:02 for 65/6d on Tuesday, July the 2nd. Both these excursions returned overnight.
The 6-day ‘Holiday Runabout Ticket’ was again available and this year they were priced at 32/6d. Every weekday during the fortnight there were trips to Hoylake, New Brighton, West Kirby and Southport. It was advertised that seats were still available on the specials to Oxford on Monday, the 24th, Windsor on Monday, July 1st, to Loch Lomond on the 8th and 22nd of July, and to the Isle of Arran on the 29th.
(Schools had not opted to close for the new dates, and very many parents had chosen not to take their children out of classes. So by the end of the holiday fortnight, several mills were now opting to revert to the traditional Wakes Weeks, the second two in July. The stated ratio was now quoted as being 60% old and 40% new.)
July The special excursions would continue throughout the month starting on Sunday, the 14th, with runs to Blackpool and Morecambe, then a circular to Whitby for 3½ hours and Scarborough 2½ hours at 21/-. On Thursday, 18th, it was back to Morecambe and on Sunday, the 21st, Lakeside for Bowness or Ambleside, Kendal or Windermere. On Thursday, the 25th, there was a train to Liverpool with through bookings to Llandudno Pier. Blackpool and Southport would be visited daily and there were regular return trips to Morecambe and Fleetwood, with all the specials being repeated once again before the end of the month. On Sunday, the 31st, there was a repeat of the excursion calling at all resorts along the North Wales Coast to Llandudno and also to Belle Vue, with admission to the gardens at 1/9d per adult, and 1/- per child if purchased with the rail ticket.
Accrington Fire Brigade were called out to the Leyland Street Sidings one Wednesday afternoon, when a tanker containing 2,000 gallons of ammonia derailed as it was being shunted off the mail lines, fracturing a pipe. Because of a strong wind, the officers did not need to put on breathing apparatus to deal with the leak and it was soon brought under control. Stationmaster Searson stated, “They played a hose onto the liquid in order to dilute it as it escaped, but even if the pipe had broken off there was no cause for alarm as ammonia is not poisonous or inflammable only in very high concentrates, although it did bring a tear to the eyes”.
Although closed to service trains, Great Harwood Station remained in use during the ‘Wakes Weeks’ for special holiday trains. There were two to the resorts on the east coast, and one to serve the resorts along the North Wales coast. Rather ironically the return 2nd Class return fares to either Llandudno or Bridlington were £1 – 13s – 0d. However, the remaining platforms would only accommodate five carriages, so holiday and excursion trains had to draw forward in order for passengers to board. This required a porter to go up onto the girder bridge over the lines to wave the train away, having of course, received the signal from the train guard who was out of sight of the locomotive crew.
August On Thursday, the 1st, Lakeside was revisited, whilst on Sunday, the 4th, the excursion was to Alton Towers, leaving at 10:42 at 12/9d, with organised rambles from Alton. There were also rambles off the Grassington train on the same day. On Mondays to Fridays throughout the month to September 6th, there were daily runs to Blackpool and Southport.
The General Purposes Committee met, when the Town Clerk presented a letter from the Accrington Branch of the National Union of Railwaymen, asking the Committee to submit its objections to the British Railways Board’s on proposals to close the railway line between Accrington and Manchester via Bury. This was on the grounds that this would be detrimental to the public and the industries based in Accrington.
On the 11th there was a special to Blackpool, on the 17th to Southport and on Sunday, the 18th, to
Millom or to York. The Blackpool and Southport trips would be repeated again on Saturday, the 31st.
The football season had kicked off again with Rovers at Aston Villa, departing Accrington at 08:26 with a return from New Street at 18:00, for 19/6d return. As had been previously advertised, on Friday, the 30th, the overnight excursion via Preston to Fort William ran, for the road/steamer tours to Glencoe at a fare of 76/-, returning overnight on Saturday.
September From Sunday, the 1st, the pattern of events when the Illuminations were switched on would be regular trips to Blackpool or Morecambe on the 11:49 from Huncoat, 11:53 from Accrington and 11:56 from Church returning from Morecambe Promenade Station at 22:20 for 7/-. A week later the railcar specials were to Llandudno, Barrow or Scarborough, and accommodation was limited on these three trains. The Railwaymen’s Carnival was on at Belle Vue on Saturday, the 14th, for 5/9d return, whilst on Sunday, the 15th, the 11:16 excursion from Accrington would call at Leeds 8/-, Selby 12/3d and Hull 18/-.
On Sunday, the 28th the special was to Workington for 24/- with organised rambles from Ravenglass. Until October 25th, there were daily trains at 11:01, 12:01, 13:03, 14:01 and 15:01 to Blackpool for 5/9d return, and to Southport at 11:01, 12:01 and 13:03, each with a change in Preston for 5/3d.
The General Purposes Committee met on Thursday, the 5th, and having received correspondence from the local branch of the NUR decided to act as they requested by declaring a motion to make an official protest to the BTC about the proposals to close the Accrington to Bury line. Mr K. Yates, the Town Clerk, reminded the meeting that as yet he had received no ‘official’ confirmation that the line was about to close. Mr G. G. Smith pointed out, that the alternative journey via Bolton would take approximately 70 minutes, with one maybe two changes en route, and the fare would increase from 4/11d for a cheap day return to 6/3d, with an ordinary return going from 11/- to 15/-. Councillor Sproul added that BR had reduced the goods traffic to a skeleton service and they were now attempting to drive passengers onto the roads. However, Conservative Councillor Bert Taylor said, “We have no case on which to oppose this closure, as he had been informed there were 150 passengers per day using the services, whereas 1,500 per week were required in order to make the line pay”. However, on being put to a vote the motion was carried.
A spokesman at Accrington Station announced, “Bookings had been good but not as heavy as in previous years partially due to the weather, but also due to the indecision over the holiday dates. Blackpool had again been the favourite, but even then trains to the resort had not been crowded”.
Day returns to London started again on the 11th, at 48/6d, with the choice of going overnight on Thursday or Friday at 22:15 or on Wednesday or Saturday mornings on the 08:00.
October (The controversy rumbled on about the choice of holiday dates, and approximately 8,500 workers in the local engineering works were now to be balloted as to the June or July dates.)
Excursions during the month were to Barrow on Sunday, the 13th, and day trips to Belfast via Heysham every Friday, with a change in Blackburn from the 21:15 at a fare of 43/-. This offer would be on up until December the 6th.
(It was right at the end of this month that the results of the holiday ballot were made known, and the old July dates were favoured by a majority of 4 to 1.)
November Burnley were away at Stoke City on Saturday, the 2nd, with a return fare of 11/6d from Huncoat, 11/3d from Accrington, whilst a week later Rovers were at Everton and a return to Kirkdale was 7/9d from town and 7/6d from Church.
The General Purposes Committee met when the Town Clerk submitted correspondence from the Town Clerk of Bury, stating that at a recent meeting of his Council a resolution had been adopted protesting against the proposals contained in a report from the British Railways Board on the closing of the Manchester Bury Bacup, the Manchester Bury Accrington Colne and the Manchester Bury (Bolton Street) railway lines. This was to be directed towards the Minister of Transport requesting that “In view of the social and economic implications which the closing of these lines would have on the area, he should institute a public enquiry into both road and rail transport services in the region”. In this connection a ‘Working Party’ had been set up to investigate the details of hardship which would occur to the travelling public as a result of these closures. It had been recommended that every authority which had at least one station in its area, should conduct a whole-day census of commuters in order to ascertain the views of those using these stations. It concluded that the cost of this survey so far as printing was concerned, should be borne out of the rateable values. It was resolved that Accrington Corporation would participate in the proposed survey.
MP Harry Hynd had questioned Minister of Transport once again on the subject of pensions for retired railway employees. The reply was that the BTB had no plans to make any further concessions, and would not therefore be making any more money available. (It is interesting to note that in this same debate the modernisation of Euston Station was discussed, which included the demolition of the Euston Arch so beloved by Poet Laureate John Betjeman, whilst for the first time questions were asked about a ‘fixed’ rail link to the Continent via a Channel tunnel).
Every Sunday during the month there was a special at 10:01 to Lancaster & Morecambe at 8/-, whilst the final two Sunday specials revisited Barrow on the 17th and Hull on the 24th.
The General Purposes Committee also pledged to give its full support for a survey into the Accrington to Bury line.
December On Sunday, the 1st, an excursion ran all stations from Lancaster to Barrow, and this was repeated a fortnight later. Burnley fans would have to change from Victoria Station in Manchester to Piccadilly, (note change of name from London Road), to watch the team play at Sheffield Wednesday, having departed Accrington at 11:39. The return train from Wadsley Bridge would depart at 16:46 or as an alternative from Sheffield Victoria at 17:45 via the Woodhead route.
The Regional Officer for BR in Manchester would not comment on the rumours surrounding the fate of the direct line between Accrington and Bury, even though there was a ‘big shakeup’ of staff already underway, with a number of the principal posts having been transferred to Preston. One of these employees had told the local paper, “There is every indication that it is their intention to close the line to Bury within the next six months, September at the latest”. It seemed as though the Conservatives were trying to push through as many of these proposals as was practical before the next general election, in case there was a change of Government and the Beeching axe was blunted, for an enquiry would be necessary before they could be implemented. Haslingden Council had already asked LCC to support them in their campaign to keep Helmshore Station open, and Councillor W. B. Fisher, who had been the first to recognise the threat stated, “The annual receipts at Helmshore amounted to more than £7,000 so how can it be claimed that it is uneconomical”. A working party had been set up to monitor how many passengers used the trains to Bury at each of the stations along the line. Haslingden Corporation had already set up an Action Group to oppose the closure of Helmshore Station. Having been lobbied by MP Harry Hynd, Ernest Marples, Minister of Transport, had stated, “All the factors will be taken into consideration on the subject of this closure”.
The Health Committee met when the Town Clerk reported that in the main provisions of the Shops & Railway Premises Act 1963, it was designed to improve standards of safety and working conditions in (amongst others) railway premises, so as to promote the health, safety and welfare of all employees. It was resolved that the Chief Public Health Inspector would administer and implement the provisions contained in this Act, along with those of the Factories Act 1961.
1964 (It was announced at the start of the year, that the unions and major employers would be reverting back to the ‘traditional’ July Wakes Weeks holidays during 1964. There was no doubt that even BR were looking at ways to keep the Accrington to Bury section operational, but it was becoming increasingly clear that there was a determination higher up that it should close. Even the line to the Fylde Coast from East Lancashire was under some scrutiny as a ‘seasonal’ service only.)
January The Saturday trips to Southport, Sunday outings to Lancaster and Morecambe, also the runs to Blackpool, would continue into the New Year, along with the London and Belfast day trips. The first excursion of the month was to Skipton on Sunday, the 26th, with walks from Burnley, Nelson and Skipton.
February Stations from Lancaster to Barrow was the first trip of the month on Sunday, the 2nd, and this would be repeated two weeks later.
March On Good Friday, there were specials to Blackpool, Fleetwood, Southport, Millom and Scarborough, on Saturday a day trip to Southport and day and half-day trips to Blackpool. On Sunday, trains to Blackpool once again, along with a circular to Grange-over-Sands and then Morecambe. Easter Monday the specials returned to Blackpool, Southport and Morecambe.
On Saturdays, until May 10th, with the exception of March 28th, you could go by train to Blackpool on the 11:00, 12:00, 13:03, 13:45 & 14:10 for 5/9d return, coming back on any train. Whilst you could go to Southport on these same dates for 5/6d on the 11:52 or the 13:03, again returning on any train.
The Observer & Times reported an incident which occurred on Thursday, the 12th, as follows –
The leading car of a two-car Diesel Multiple Unit was completely engulfed in flames at Shoe Mill on the Baxenden incline at 21:35. The driver of the 19:58 Skipton to Manchester, which had departed Accrington Station at 20:42, Alan Yeomans, of Richmond Road, Accrington, was alerted by one of the two young male passengers on board, that smoke was coming from under the floor of the Cravens carriage, which had already been halted due to the failure of one of the two engines. The train was quickly evacuated as the fire spread, and the two passengers were escorted to the safety of King George’s Playing Fields by the Guard, James Callaghan, of Dunnyshop Avenue, Accrington, who then continued down to Accrington South Signal Box, from where the fire brigade was summoned.
In the meantime, Mr Yeomans detached the Motor Brake 2nd number M51745 from the blazing one, and because it was on an incline he was able to allow it to roll clear before parking it on the hand brake, saving valuable mails and parcels. He then went forward to halt a train travelling towards the burning car and with the fire extinguishers from both trains attempted to quell the fire. The fire brigade had been summoned at 21:45 and were forced to take their supplies from Woodnook Water, which ran through Priestley Clough, such was the inaccessibility of the location. But it was too late to avoid the car being completely burnt out. They remained in attendance until 02:00 the following morning, when BR was able to recover the remains. This fire caused the cancellation of the 22:22 train to Manchester from Accrington, with passengers having to find an alternative route.
A spokesperson for British Railways stated, “Our engineers are investigating this incident, but as yet cannot find the cause, but such is the damage that this particular car will be written off completely”. However, a subsequent investigated found that a broken carden shaft had broken and ruptured the fuel tank which had ignited. The burnt-out car 51770 was laterly cut up at Doncaster Works, and the Class 113 Cravens units that were prone to fires, were withdrawn by 1969.
April Burnley fans could follow their team to Villa Park on Saturday, the 4th, for 19/6d departing at 08:26. A day later there was a repeat rambler to Grassington at 11:08 for 8/9d. On Friday night the 10th, at 11:04 with a change in Preston, fans could see the Scotland v England international at Hampden Park for 48/6d. The returning train left Central at 00:55 on Sunday morning.
May On both the 3rd and 10th, specials were off to Blackpool, with Barrow an alternative on the second of these dates. On Whit Sunday, the 17th, there were also bookings to Wrexham, Ruabon, Carrog and Corwen, on the 9:51 to Llangollen at 15/- or Glyndyfrdwy at 16/- with associated rambles from the last two stops. Other trains on the day were to Scarborough at 10:01 for 18/6d, Llandudno at 10:20 at 17/9d, and repeat trips to Lakeside/Bowness/Ambleside, Blackpool, Fleetwood and Morecambe. On Whit Monday the programme was Blackpool, Morecambe, and stations from Ilkley to York at 11:40, whilst Blackpool was again on the menu for Tuesday. On Saturday, the 23rd, both Blackpool and Southport had special trains, and the following day Workington was the destination for 24/-, calling at all stations from Lancaster.
Hopes were raised that the Accrington to Manchester direct route would be granted a reprieve, by operating just two trains out in a morning and two return trains in the late afternoon, or a ‘shuttle’ only operating between Accrington and Bury with connections on to Manchester. It was confirmed that these proposals had been discussed at a meeting of railway officials in Preston during mid-May.
It was announced that on Mondays to Fridays, between May 28th and September 7th, and on Saturdays, June 16th to the 27th of July, it would be possible to go to the Isle of Man for 32/3d 2nd Class, or with a 1st Class berth 36/3d.
June (This was the year of the reversion to the old ‘Wakes’, and the number of trips, tours and excursions somewhat reflected these alterations.)
On Sunday, the 7th, Ribblehead was the destination with bookings to Skipton, Settle and Horton-in-Ribblesdale for rambles. The train/steamer excursion to Llandudno via Liverpool on the IOM Steam Packet’s boats began on the 11th, and would continue every Thursday up to August the 27th. On Sunday, the 14th, a special went to Blackpool, whilst on the following day there would be trips to Southport and to Morecambe. Accrington Station would be busy handling regular trains to Yorkshire, calling principally at Halifax, Bradford, Leeds and York, to Cumbria including Kendal, Windermere, all stations to Barrow, and also to Merseyside with connections for the Wirral. On Sundays only, there were reduced fares on trains to Blackpool, Southport, Morecambe, and to the resorts dotted around Morecambe Bay. The town’s ‘Holiday Runabout Ticket’ would again be available valid for six days this year priced at 34/6d.
There was great disquiet amongst regular users of the services connecting Accrington with Manchester that from September, 7th, they would have to travel via Blackburn and Bolton to get into the city. One possibility was that they might have to change trains in Bury to complete their journeys. Another blow came with the news that ‘direct’ trains from East Lancashire to Blackpool might be withdrawn, except when the summer timetable was in operation. Alderman Wallwork, who had been the leader of the opposition to these cuts, stated, “We all assumed that things would remain as they were until after a public hearing, when these issues would be reviewed in the light of the evidence”.
The Sunday excursions continued with repeats of the ones to Workington on the 21st, and to Millom on the 28th, both operating ‘all stations’ from Lancaster. There were also specials to Blackpool on both these dates.
The Town Clerk presented correspondence from his counterpart at Bury Council, enclosing a copy of a report of a meeting held between Local Authority representatives, along with a copy of a Notice issued by the British Railways Board on their proposals to discontinue all railway passenger services between Manchester and Bury Bolton Street via Prestwich, and asking if Accrington Council wished to lodge any objections to this proposal. Especially if it was stated that this would also in ‘all probability’ lead to the withdrawal of the Manchester to Accrington services via Clifton Junction. It was resolved – That Accrington Council would agree to support the objections as tabled by Bury, and the Town Clerk should institute a census of the number of passengers travelling via the Accrington to Bury and Manchester line on Friday, June 5th, next.
However, it was on Wednesday, the 3rd, passengers travelling between Accrington and Manchester were offered census forms to fill in, to explain how they would be affected if the line were to close. These completed forms would be sent to Bury Corporation, who would collate the information and send the result back to each of the authorities involved. A total of 138 forms were distributed by officials from the three departments of Accrington Council who were on duty from 06:00 to 22:00 on the station. Of these the majority were given out before 13:00, and it was recorded that the staff at the station treated the Council’s Officials with courtesy during this exercise. No date had as yet been set for the closure, but if it was to be believed that the British Transport Commission intended to end services in September, they would have had by now to give formal notice.
There were a whole host of destinations where the cheaper day returns were available, and these are reproduced as follows, all prices quoted are from Accrington –
| Ainsdale 8/- | Bamber Bridge 3/10d | Bess o’ the Barn 4/2d | Blackburn 1/10d | Blackpool 8/- |
| Bolton 4/11d | Bowker Vale 4/11d | Brierfield 2/9d | Bromley Cross 4/8d | Burnley 2/1d |
| Burn Naze 8/- | Bury 3/7d | Cherry Tree 2/6d | Church 5d | Clifton Junction 4/11d |
| Colne 3/8d | Crumpsall 4/11d | Darwen 3/1d | Earby 4/8d | Entwistle 3/10d |
| Farnworth 5/2d | Fleetwood 8/- | Hapton 1/5d | Heaton Park 4/11d | Helmshore 1/8d |
| Huncoat 8d | Kearsley 5/2d | Kirkham 6/10d | Layton 8/- | Lostock Hall 4/8d |
| Lytham 8/- | Manchester 4/11d | Mill Hill 2/2d | Moses Gate 5/2d | Nelson 3/1d |
| Pendleton 4/11d | Pleasington 2/9d | Poulton-le-Fylde 8/- | Preston 4/8d | Prestwich 4/5d |
| Radcliffe 3/10d | Ramsbottom 2/6d | Rishton 1/- | Rose Grove 1/11d | St Annes 8/- |
| Salford 4/11d | Salwick 6/- | Skipton 6/4d | Squires Gate 8/- | Summerseat 2/9d |
| Thornton Cleveleys 8/- | Thornton/Craven 5/2d | Todd Lane 4/1d | Todmorden 4/1d | Whitefield 4/- |
| Woodland Road 4/11d | Wyre Dock 8/- | – | – | – |
These tickets were available Mondays to Fridays outward after 09:30 and return by any train by a direct route, all day on Saturdays and Sundays outward and return by any train.
Over the first weekend of June the town’s MP, Harry Hynd, led a group to meet with the North-West Regional Line Manager in Manchester, to discuss the probable closure of the line, but again he reported that the BR officials remained noncommittal. He felt they had made a good case for the postponement until at least October, when a possible change of Government might take a different view on the closure of this and other lines.
On the 27th, the prospect of the closure of the direct route between Accrington and Manchester on September 7th, became a reality and even the possibility of operating a shuttle service between Accrington and Bury was ruled out. By doing so, it was estimated that BR would save a quarter of a million pounds. It was also reported that the ‘through’ service to Blackpool would be suspended and would only operate direct during the summer months. Alderman Wallwork said he had assumed that a closure could not be enacted until after a public hearing.
On this same day ‘Crab’ 2-6-0 #42869, then working from Rose Grove Sheds, was on a special to Blackpool Central, which called at Great Harwood. If drivers, firemen or guards were required to overnight in the resort, rooms were set aside at the King Edward VII Hotel for this purpose.
However, despite all the cuts special excursions by train were organised as follows – On Sunday, June 28th to Millom, departing Accrington at 11:03 for 17/-, and to Blackpool on the 10:43 from Huncoat, 10:25 from Accrington and 10:28 from Church & Oswaldtwistle for 5/9d, and this was repeated on Sunday, July 5th, departing from Accrington at 10:55 and Church & Oswaldtwistle at 10:58.
July On Saturday, the 5th, there was a ‘circular tour’ to Grange-over-Sands departing Accrington at 11:43 for 10/6d. Another excursion went to Barrow-in-Furness and intermediate stations departing Accrington at 10:38 and Church & Oswaldtwistle at 10:41 for 13/9d.
On Monday, July 6th, there was a North Wales ‘circular’ to Caernarfon and Barmouth for 27/-, to be repeated again on Monday the 30th both departing Accrington at 08:10.
On the 7th, BR’s Five Year Plan was made public, and it was announced that Accrington’s Railway Station would be given a ‘facelift’. Mr J. Pollard, the Divisional Manager, said it would include enhanced facilities for passengers, including improvements to the booking office and a possible repainting. But unfortunately he could not give a date as to when this refurbishment would begin. However, BR’s North West Regional Line Manager, Mr G. P. Lambert, gave details of the plans to curtail the services to Manchester that would come into force during September. Mr Pollard said that the closing of all the lines in the North West identified in the Beeching Report would save British Railways in the region of £2 million. These were justified he stated, “As on certain services the fall in receipts in relation to costs is so great that it cannot be met by economies alone, so it had been necessary to increase fares. But where services can become viable by improving operating methods and by adjustments to ticket prices, this was being done. We will continue our policy of introducing special off-peak fares, but where this has been done very few additional people use them, so BR earns no more money”. He confirmed that some of the savings were being made by cutting staff, especially signalmen and crossing keepers as fewer signal boxes were needed, but this was mainly being done by natural wastage. He did say that on the positive side, “By 1966 there will be 100mph trains operating on the West Coast Main Line, and that punctuality had improved, so that 90% of trains arrived within five minutes of their scheduled times”. He added that the frequent breakdowns of the Cravens diesel multiple units were now being rectified.
On Thursday, the 9th, the destination was Liverpool at 10/3d, departing Accrington at 08:45, with the option of booking through to Llandudno, New Brighton, Hoylake or the Isle of Man.
On Wednesday, July 22nd, an excursion went by rail and steamer to Dublin, including a coach tour of the city and all meals at £4 – 4s – 0d. On Mondays, July 13th and 27th, an excursion went by rail and steamer to the Kyles of Bute for £12 – 10s – 6d.
Whitby and/or Scarborough were the choices on Sunday, the 12th, at 21/-, with Morecambe on the list of specials on the following Thursday. On two Mondays, the 13th and 27th, the Kyles of Bute trains operated, along with the special to Dublin which went on Wednesday the 22nd.
One of the most severe storms erupted over East Lancashire on Saturday, July 18th, with torrential rain causing flash floods, which lasted from the morning through to the early evening. Some of the worst damage to property, as well as loss of life, occurred at Rising Bridge, where torrents came down from the hills washing out ballast from beneath the tracks and deposited debris upon other parts of the railway line. A spokesman at Hunts Bank said he could give no guarantees, but he hoped the line would be open by the following Tuesday. The tracks were also damaged between Blackburn and Bolton, which meant that for a time passengers would have to go via Preston or Chorley to get to Manchester, or catch the ‘shuttle buses’ that were operating between Accrington and Helmshore Station.
Despite the fact that these were not the official Wakes Weeks, there were plenty of extra trains on for holidaymakers, and these included Kendal/Windermere, Scarborough, Blackpool and Southport on Sunday, the 19th, Blackpool and Morecambe on the 20th, and again on the 21st, with Liverpool, stations to Llandudno and Ambleside as the counter-attractions. The list went on, Wednesday, 22nd, Blackpool, Southport and Morecambe, Thursday, 23rd, to Blackpool, Morecambe, Liverpool and Belle Vue. It was also announced that between July the 14th and September the 1st, the rail steamer excursion to Llandudno via Liverpool would operate every Tuesday.
Jubilee Class 4-6-0 #45684 ‘Jutland’ was noted returning through Great Harwood on a returning excursion from Morecambe.
August Train-spotters on Accrington Station were interested spectators to an incident on Saturday, the 1st, when a locomotive derailed as it was shunting a rake of three empty carriages from the Blackburn end back into platform 4. It took a breakdown gang three hours using heavy jacks to put the engine back onto the tracks. Mr B. A. Boyes, the Stationmaster, said no one was hurt but he could not comment on the cause of the problem, although an investigation was underway. The Stationmaster at Huncoat, Mr K. Flanagan, was not quite so pleased with the way train-spotters were behaving, and was thinking of banning them from the platforms after some were seen sitting on the parapet of the bridge over Bolton Avenue, some 40 feet over the roadway.
Mr R. J. Weir, Stationmaster at Rishton, said that during the traditional holiday weeks there had been heavier bookings, with North Wales and more especially Llandudno popular, whilst large numbers had set off for the coastal resorts of Lancashire. The trend would continue with specials to Blackpool on the 2nd and on the 9th, and trains to both the Fylde Coast and Southport every weekday up until September 4th, plus an excursion to Workington on the 9th. The special fare deals to London would also stay on until September the 4th. On Sunday, the 30th, there was a repeat excursion to Windermere, with rambles from the destination and from Staveley.
September Overnight on Friday, the 4th, the Staffa & Iona excursion departed with the fare now 88/-. The following day the football season’s start was kicked off with a special to Birmingham for Rovers’ away game. It departed Accrington at 08:26 returning from New Street at 18:00, with a fare of 21/3d. On Sunday, the 6th, excursions visited Llandudno, Barrow and Morecambe, with Morecambe repeated on the following day for the Illuminations. People wishing to see Blackpool’s rather larger version of the lights, were catered for on every day through to Tuesday, the 8th, for 5/9d return. On Saturday, the 7th, it was the Railwaymen’s Carnival at Belle Vue, with a departure at 10:55 and a return at 22:56 for 5/9d return.
Starting on Sunday, the 6th, further reductions were announced on day return fares from Accrington and these included – Accrington to Preston at 3/6d (from Church 3/4d), to Blackburn 1/5d (1/2d), to Burnley both for 1/7d, to Nelson both 2/4d, Colne 2/9d (2/11d) and to Skipton 4/9d (4/11d). Beginning on the 7th, on Mondays to Saturdays going through to December the 22nd, passengers could go by any train day return to London for 52/-, with a change in Preston in both directions.
The very last regular steam hauled timetabled workings had run through Accrington on the 7th, and these were –
- The 08:21 Skipton to Liverpool.
- The 09:10 Colne to Manchester Victoria ‘business train’ and the 16:20 return.
- The Mondays to Fridays 09:15 Blackpool Central to Colne.
- The Saturdays only 11:16 Colne to Southport.
- The Saturdays only 16:30 Colne to Blackpool Central.
There was some measure of relief when, at the start of the month, the details of the new timetable coming into operation from the 7th, showed that trains to Blackpool via Preston and on the line to Bury had not been cut. It was proposed to operate a ‘shuttle’ service between Accrington and Bury Bolton Street, with connections through to Manchester Victoria and Salford, but there would still be ‘through’ trains at 06:10, 07:20 and the ‘Office Train’ which used to depart at 07:46 would be retimed to depart at 07:53, arriving in Manchester at 08:30, only 4 minutes later than previously was the case. There would be two morning trains running through to Accrington from Manchester at 07:03 and 07:49 arriving via Bury at 07:49 and 08:50 respectively.
The Manchester trains going around by Blackburn, Darwen and Bolton would leave Accrington at 07:58, 09:25, 10:45 and 11:46, arriving in Manchester at 08:54, 10:12, 11:42 and 12:38 respectively. There would be roughly an hourly service, with every alternate hour a faster service, which would miss out Church and Rishton and some other smaller stations. In the opposite direction the 17:09 through train via Bury will remain unchanged, whilst the 17:26 electric service to Bury would require a change which meant workers would get back to Accrington at 18:18. If however, the workers caught the 17:40 which went around via Blackburn they would arrive in Accrington at 18:36.
All the through trains to Southport and to Liverpool had been axed in the new timetable, but there would still be four through trains to Blackpool North each weekday at 07:25, arriving at 08:52, the 10:08 into Central at 11:29, the 16:58 to North at 18:13 and the 17:54 into North at 19:05. There would be however, a more frequent service to Blackpool that required a change of trains in Blackburn.
Further good news was that BR were to make further reductions to off-peak fares on the Preston to Skipton line from the 7th, saving as much as 35%. One example was the 1/10d return fare from Accrington to Blackburn would cost 1/5d, whilst the fare between Huncoat and Accrington would go down by 2d. However, no longer could a passenger obtain a 5-day return, but could choose between a monthly or 3-monthly contract. However, a regular passenger who previously purchased a 5-day ticket would be now be obliged to buy 5 individual day returns, so would henceforth be forking out an extra 12∙5%. These new fares were it was stressed, “Only an experiment which required twice as many people to travel in order to break even”, but were due to remain available until December 22nd.
September One of the arguments put forward was that delays in the Manchester conurbation often had repercussions out into East Lancashire causing missed connections. It was alleged these were so frequent that it was felt they were deliberate in order to strengthen the case for the closure of the line!
After ‘confidential’ notices had been issued, a staff meeting was called for the 29th in Preston in order to discuss with employees the closing of the Manchester line. A spokesperson for BR at Hunts Bank said he could not give any details as announcements would have to be made before any objections were put before the Transport Users Consultative Committee. Goods facilities had ceased at Helmshore Station on the 5th, although the rumours that this triggered off that the Station was about to close, proved to be premature. When BR issued its latest timetables, it was observed that certain trains would still use the direct route, which raised false hopes that the line would gain a reprieve, even though a statement had been issued saying that the Blackburn/Bolton route would be the main one for commuters from Accrington.
At the end of the month the following notice was published in the Observer & Times –
BRITISH RAILWAYS BOARD PUBLIC NOTICE TRANSPORT ACT 1962
WITHDRAWAL OF RAILWAY PASSENGER SERVICES
The London Midland Region of British Railways hereby gives notice in accordance with Section 56 (7) of the Transport Act 1962 that they propose to discontinue all railway passenger services between TODMORDEN and ROSE GROVE.
It appears to the Board that the following alternative services will be available –
Existing Services by Rail – none
Existing Services by Road Between Todmorden and Burnley –
Todmorden Joint Omnibus Committee.
Burnley, Colne & Nelson Joint Transport’s services along with Ribble Motor Services 46, 47 & 48.
Between Rose Grove & Burnley – Burnley, Colne & Nelson Joint Transport’s services 50 & 51.
Additional Services Proposed –
The road operators concerned have examined the details of the numbers of passengers using the rail services proposed for withdrawal, and they consider that their existing road services will be adequate to cater for the numbers of displaced rail passengers.
Any users of the rail service which it is proposed to discontinue and any organisation representing such users, may lodge an objection in writing within six weeks, of 29th August, 1964, (i.e. not later than 12th, October, 1964), addressing their objection to –
THE SECRETARY
Transport Users Consultative Committee for the North Western Area
PETER HOUSE, 2 OXFORD STREET, MANCHESTER 1.
If the objectors’ journeys originate from Rose Grove or other stations in the County of Lancashire.
Or to –
THE SECRETARY
Transport Users Consultative Committee for the Yorkshire Area
TOFT GREEN CHAMBERS, TOFT GREEN, YORK.
If the objectors’ journeys originate from Todmorden, or other stations in the County of Yorkshire.
If any such objection is lodged the service cannot be discontinued until the Transport Users Consultative Committee has considered the objections and reported to the Minister of Transport, and the Minister has given his consent to the closure under Section 56 (8) of the Transport Act 1962.
The Committee may hold a meeting to hear objections. Such a meeting will be held in public and any persons who have lodged an objection in writing may also make oral representations to the Committee.
If no objections are lodged to the proposal the service will be withdrawn on 2nd November, 1964.
At Accrington Station it was brisk business as the September break was now restricted to three days instead of four, as had been the tradition. On Sunday and Monday, the 26th and 27th, two more Illuminations specials ran to Blackpool.
(Strong rumours were now beginning to circulate that the Accrington to Bury section of line was to close including Helmshore Station, as a site close to York Avenue had been sold with planning permission to build a large factory.)
October It was announced that if no objections were lodged then the ‘direct’ line from Accrington to Manchester would close on January 4th, 1965.
Any objections would have to be submitted in writing to the Transport Users Consultative Committee for the NW area at Peter House, on Oxford Street in Manchester, between November 7th and the closing date of December 21st. Any objections would delay the closure until after this Committee had submitted them to the Ministry of Transport and the Minister had granted his consent to the closure, under the terms of the Transport Act 1962. A spokesman for the Committee said, “It is within our powers to recommend that this line be kept open, but “hardship would have to be proved before we would do that”. It had already been announced that from June, only a ‘shuttle’ service of trains would be kept on between Accrington and Bury, but when the timetable was published it showed a couple of trains going through to Victoria Station, but these were chiefly for the benefit of the workers. Another station on the line which would close was Helmshore, whilst Ramsbottom had already felt the effects of the ending of passenger services between Bury and Bacup.
The Accrington Observer & Times printed the official notice of the closure as follows –
British Railways Board Public Notice
The withdrawal of passenger services, (Transport Act 1962)
The London Midland of British Railways, hereby gives notice in accordance with Section 56 (7) of the Transport Act 1962, that it proposes to end all passenger services between Manchester Victoria and Accrington via Bury Bolton Street, and to close the following stations; PENDLETON, BURY Bolton Street, SUMMERSEAT, RAMSBOTTON & HELMSHORE.
Bury Bolton Street, Summerseat and Ramsbottom are affected by the withdrawal of the Manchester Victoria-Bury-Bacup, whilst Bury Bolton Street is also affected by the proposal to withdraw the electric service from Manchester Victoria. Both proposals have been previously published.
It appears to the Board that the following alternative services will be available:
EXISTING SERVICES BY RAIL
Passengers travelling between Manchester Victoria and Clifton Junction and between those points and Accrington will be able to make use of the services travelling via Bolton Trinity Street and Blackburn.
EXISTING SERVICES BY ROAD operated by –
| OPERATOR | SERVICE(S) |
| Ribble Motor Services Ltd | X3, X13, X23, X43 & X53 |
| Haslingden Corporation Transport | Local services |
| Salford City Transport | 2, 64 & 66 |
| Bury Corporation Transport | 37 |
| Salford C.T. and Lancashire United Transport (jointly) | 9 |
| Bury C.T., Rawtenstall C.T.,
Ramsbottom UDC & Ribble M. S. (jointly). |
3 & 4 |
| Salford C.T., Bury C.T. & Manchester C.T. (jointly) | 38 |
ADDITIONAL SERVICES PROPOSED BY RAIL
The majority of trains between Manchester Victoria and Bolton now stopping at Pendleton, will be diverted to stop at Pendleton Broad Street.
ADDITIONAL SERVICES PROPOSED BY ROAD
Details of the passengers using the rail services proposed for withdrawal have been handed to the bus operators concerned, and consideration will be given by them of the need for the augmentation of the existing road services.
Any users of the rail services which it is proposed to discontinue and any organisation representing such users may lodge an objection in writing within six weeks of the 7th of November, 1964, i.e. not later than the 21st December, 1964, addressing the objection to – The Secretary, Transport Users Consultative Committee for the North Western Area, Peter House, Oxford Street, MANCHESTER 1.
Note If any objection is lodged then the service cannot be discontinued until the Transport Users Consultative Committee has considered the objection and has reported it to the Ministry of Transport and the Minister has given his consent to the closure under Section 56 (8) of the Transport Act 1962.
The Committee may call a meeting in order to hear objections. Such an objection will be heard in public and any person who has lodged an objection in writing, may also make oral representations to the Committee.
If no objections are lodged to the proposal then the service will be discontinued on January 4th, 1965.
It was assumed that Accrington Council would lodge an objection to any closure in due course.
October The first of the closures came on the 5th, when the coal handling facilities at the Eagle Street Coal Yard were withdrawn.
At the switch off of Blackpool’s Illuminations on November 1st, Blackpool Central Station closed to all traffic, and the direct line from Kirkham to Blackpool South and into Central made redundant. Henceforth all service and excursion trains not going via Lytham would run via Poulton-le-Fylde into Blackpool North, the former Talbot Road Station. (The toilet block at Central would remain in use for several decades, before being redeveloped at the National Express coach Station.)
November Early in the month the Town Clerk, Mr K. Yates, received official notification of the Beeching proposals. On the 11th, Mr Yates had sent a letter to the General Manager of BR outlining the Council’s stance on this matter. In it he said, that it was felt that this would lessen the importance of the town as a junction and would also increase the congestion already being experienced on the roads.
Almost immediately there was an impression that the line would actually receive a reprieve. On the 3rd, MP Harry Hynd joined forces with colleagues Tony Greenwood MP for Rossendale, who was also a member of the cabinet and Tony Ensor MP for Bury, along with a deputation from the NUR to oppose the closure of the line. They met with Tom Fraser the new Minister of Transport although he did not commit himself, they were optimistic that the arguments put forward would have a favourable outcome. In a development, Fraser was due to make a statement in the House to the effect that “There would be a moratorium on ‘major’ closures on the railways, and no more closures under the Beeching proposals for the time being at least”. Whether or not the Accrington – Clifton Junction section would be considered as a ‘major’ closure was open to conjecture!
On the 5th, the Council met to unanimously condemn the proposed closure of the direct line to Manchester. Scrutinising figures provided by a railway employee Mr G. G. Smith, it showed that the day returns on the service to Manchester from Accrington had increased in price from 4/11d to 5/9d, and if the journey commenced before 09:30 from 4/6d to 6/-, whilst the 5-day returns had been withdrawn. On the timetable the journey time from Accrington to Manchester on the direct line was 40 minutes, whilst via Blackburn and Bolton it was 60 minutes, with the exception of four trains per weekday. Revenue was down by 40% on the new timetabled services, as many took an hour and missed out some of the intermediate stations. The long way round via Blackburn was 7 miles longer and cost more in fares.
Alderman Wallwork said the line between Bury and Accrington passed through places with a total population of 180,000, and people residing in Helmshore would need to take two buses to reach Accrington on a journey taking 45 minutes, whilst it took 7 minutes by train. If this did not constitute hardship he said, he did not know just what did! William Sproul, who had been employed on the railway for over forty years, said he had never known a time when the railways made any money, but they did provide a universally accepted public service.
BR announced ‘bargain fares’ to London, out by any train on Fridays, Saturdays or Sundays, returning by any train on Saturdays, Sundays or Mondays, for 60/- 2nd Class or 90/- 1st Class. These would however not be available over the Christmas and New Year period.
The new Minister of Transport, the Right Hon. Tom Fraser, was to conduct a review of the proposed closure of the Accrington to Bury line. Harry Hynd said this was to establish whether the line was classed as a major one. In order to avoid the expense of public enquiries, Mr Fraser had announced he was to call a halt to all major closures that were scheduled by the previous Tory administration. Mr Hynd had met with him to emphasise the urgency with which he should examine this closure again, as the proposals had been published after the result of the recent General Election had been known.
At a meeting of the General Purposes Committee and further to a previous minute, the Town Clerk submitted correspondence from the British Railways Board, containing a copy of a Statutory Notice pursuant to Section 56 (7) of the Transport Act 1962. This stated that it was their intention to end all passenger services between Manchester Victoria and Accrington via Bury Bolton Street, and to close the stations at Pendleton, Bury – Bolton Street, Summerseat, Ramsbottom and Helmshore (Haslingden and Baxenden having already been closed). In addition they included details of alternatives, both rail and road. In connection with this they stated, that any users of railway services or any organisation representing railway users could lodge in writing an appeal, to the Transport Users Consultative Committee for the North West Region no later than December 24th, next. It was resolved – Accrington Council would reaffirm its previous decision to “rigorously” oppose these proposed closures, and the Town Clerk was authorised to take any steps in the furtherance of this protest.
December Even though BR had given notice that goods facilities were to be withdrawn from Rishton Station, it was confirmed that it would not be one of the ones to lose its passenger facilities. In reply to a letter from Rishton Chamber of Trade, Minister Tom Fraser replied via MP Harry Hynd, to the effect “Under the 1963 Act, the Board are free to organise their freight facilities as they see fit without any recourse to consultations, therefore any objections should be directed to the Board”. Mr J. C. Smith, a member of the Rishton Chamber of Trade, explained “We were concerned that this would be the precursor to the withdrawal of passenger services and coal apart, there has been little goods traffic of any significance for the past two years”.
Accrington’s own Trade Council and Labour Party was also up in arms about the plans which had become operative on September 7th, last. The Party’s Agent, Mr Eric Jones, accused BR of ‘messing with the schedules’ in order to create the impression that travelling by train results in discomfort and chaos. One example he quoted was the train from Blackburn to Blackpool North, which should have connected with the 08:05 Colne to Manchester, but was often delayed due to the late arrival of the Colne train, which itself had been delayed due to awaiting a connection from Manchester. He stated that delays in the Manchester area were transmitted to East Lancashire, the result of which was passengers arrived in Preston as late as 09:45. “Prior to this rationalisation all trains through to Accrington via Bury had a booked connection with the trains to Blackburn, Preston and Blackpool services”, he added.
1965 (There was also the possibility of closing down a further amount of lines in what was described as a ‘Beeching 2’ report. This would have left large parts of the nation totally isolated from the railways, including East Lancashire, and the number of route miles down to almost 3,000. There was some political support for this move.)
January Tom Fraser announced “Where proposals for closures were made by the previous administration, they would have to go through the normal procedures. Where proposals were put through after the change of Government, then I will first scrutinise their validity, but I do not have the powers in order to cancel them outright.” This meant there would have to be a public inquiry, but no date had yet been fixed. It would appear that much would depend on the attitude of Bury Corporation, who up until now had spearheaded the protests.
On Sunday, the 17th, there was a return excursion to Hull departing at 10:46 fare 18/-. On offer were day returns to London at 52/-, weekend returns at 60/-, and by departing overnight on Tuesdays, Wednesdays and Thursdays and returning within 17 days a period return was available at 54/-.
February The results of the Minister of Transport’s review were still awaited, but Accrington Council were actively contacting those people who had completed the questionnaires last June, to establish whether or not they were prepared to attend a public inquiry in order to give testimony.
On the 13th, it was announced that there was to be a public inquiry into the closure of the Accrington to Bury and Manchester line. The news came in a written Parliamentary answer from Tom Watson to Harry Hynd. This reply read as follows –
“Following the arrangements I announced on November 4th, the Railways’ Board has sent to me the basic information about this proposed closure. I have decided that any implications it may have for the regional and national planning, can be fully considered by following its passage through the normal statutory procedures.”
In a letter to the Observer & Times Mr Hynd said, that he was disappointed with this reply as he had been under the impression that no proposals made for closure made before the General Election would now be progressed. Mr David Ensor, MP for Bury, was also protesting along these same lines. There would now have to be a battle fought out at a public inquiry. It was thought that much of the opposition voiced by Bury was because the Beeching report also recommended the closure of the Bury to Manchester electrified service, but now this threat had been lifted the support of Bury Council had weakened.
Tom Fraser sent correspondence to Harry Hynd on February 23rd, which read as follows –
“You seem to have misunderstood the general situation with regard to any railway closures, on which I made a statement to the House, on the 4th of November, last. The arrangement I announced then, was that the Board of British Railways had agreed to let me have advanced particulars of any proposals for the closing the Accrington to Manchester Victoria line to passengers, and which they intended to publish.
I decided, having studied these particulars, this proposal was one which would be likely to conflict with the Government’s plans for regional and national transport, and therefore the Board should refrain from publishing it. If then I came to the conclusion that there was no apparent conflict in principle, I would inform the Board that the proposal – (1) would have to go through the normal statutory procedures. (2) Be examined by the Transport Users Consultative Committee for any implications of hardship. (3) Be studied in detail in the usual manner.
You are quite correct in saying that this proposal was not published before the General Election. It was however published after the election, but before the time of my announcement to the House. The Board of BR agreed to send me details of any closures published between these times and these included the one concerning the Accrington – Bury – Manchester Victoria services.
Having studied these proposals I have concluded that they will go through the normal procedures, which does not of course indicate I have already made up my mind about it. All it does mean, is this closure is not an obvious non-starter. What the final outcome will be when all the evidence is known, I cannot say at the present time. What I can assure of is, that every relevant factor will be taken into consideration and weighed up meticulously before any decision is made, and I will bear in mind all the points you have brought to my attention.
Yours respectfully, Tom Watson.
March Over the Easter period there would be special trains to Morecambe on Saturday and Sunday, to Blackpool on Friday, Saturday, Sunday and Monday, with an excursion going to Rhyl on Sunday calling at Chester and Prestatyn, or a ‘rambler’ calling at Skipton en route to Grassington.
Advanced notice was given of a repeat of the rail/steamer excursion to Staffa & Iona over the 4th and 5th, of June, with a fare of 90/6d and departing at 21:20. Over the weekend two extra trains ran to Blackpool on Saturday and Easter Monday, but due to ‘poor’ weather bookings were not so heavy.
April Passengers were being informed on notices that the Sunday services north of Preston to Carlisle would be disrupted due to BR’s ‘Modernisation Plan’ and the electrification of the West Coast Main Line. This could be part of the reason why BR were advertising in the Observer for skilled electricians, wiremen, electrical inspectors and fault finders, with applications to Doncaster Works.
The General Purposes Committee met when the Town Clerk submitted correspondence from his counterpart in Blackburn, including an invitation to attend a meeting to be held in the town on April 5th. On the agenda would be the subject of the services provided by British Railways in the area, with particular reference to the ‘main line’ services connecting East Lancashire with the rest of the network. It was resolved that Alderman Wallwork, Councillor Walsh and the Town Clerk would represent Accrington at this meeting.
June There were plenty of excursions over the Whitsuntide period, with three extras to Blackpool on Saturday, the 5th, and on Sunday to Southport and Windermere, with one to Grange-over-Sands, calling at Lancaster and Carnforth. There was even more choice on Whit Monday with excursions to Lakeside at 14/- for Bowness or Ambleside by steamer, York for 15/6d, calling at Ilkley 7/3d, Otley 8/6d, Harrogate 11/- and Knaresborough 12/-, Liverpool, Southport, Morecambe and Blackpool again. Due to a spell of fine and sunny weather all of the special trains were reasonably full.
On the 13th, the destinations were Rhyl leaving at 09:26 returning at 19:48, also calling at Prestatyn, for 22/9d and 21/9d respectively, or Morecambe departing at 09:52 for 11/6d coming back at 20:12. On the final Sunday of the month a special departed at 09:40 to Chester for 13/-, Prestatyn 18/6d, Rhyl 19/3d, Colwyn Bay 21/3d, Llandudno Junction 22/3d and Llandudno 22/9d. The return train would depart the resort at 18:54.
July Starting on the 4th, there were extra trains to Southport for 8/6d and Blackpool at 9/-, departing Accrington at 10:25 and 11:14 respectively. It was also announced that a period return valid for one month would be available to Blackpool at 13/6d, and Morecambe at 17/3d, making a saving of 25% on the normal price. On the 11th, there was a trip to Blackpool for 9/- leaving at 11:17 returning at 22:20, and one to Morecambe a minute later (which would not call at Church on its return), for 11/6d. For the summer season the six-day ‘Town Runabout Ticket’ would again be available at 37/6d.
Now that the controversy about the holiday weeks had been resolved, the normal pattern of holiday trains resumed, and there were a total of 21 specials booked to cope with the holiday traffic, starting on Friday night the 16th, with departures to Bristol & Newquay at 19:20, for 105/- and 172/-, to Bournemouth at 19:52 for 146/-, to Norwich & Great Yarmouth at 21:35 for 120/- and 128/-, to Torquay and Paignton at 21:45 for 144/- and 146/- and at 21:52 for Douglas IOM via Liverpool at 79/6d. There was a train for Belfast via Heysham at 20:00 and an overnight train to London leaving at 22:12 for 112/-.
On Saturday, the 17th, the Skegness train left at 08:20 for 86/6d, another at 10:40 for Caernarfon (Butlin’s) 67/6d, and at 10:22 for Bridlington 58/6d or Scarborough 61/-. The special for Rhyl for 47/- and Llandudno 56/6d had left earlier at 08:00, whilst other early departures were second trains to Douglas at 07:27 and London at 07:40. There was a train to Morecambe at 11:10 for 17/3d and three extras to Blackpool at 11:05, 12:30 and 13:35 for 13/6d. All the prices quoted for these period returns would be valid for up to sixteen days.
It was reported that there were crowds on Accrington Station on both Friday evening and Saturday for the 21 special trains put on by BR for the holidays. A spokesman at the Station confirmed that all the long distance trains were heavily booked, but that the Lancashire resorts were still very popular along with the Isle of Man.
August The trips did not end with the culmination of the holidays, for on Sundays the 8th and 15th, specials ran to Blackpool, whilst every Sunday up until September 5th, there would be an excursion to Lakeside departing Accrington at 10:15 for 18/3d, with the option of a steamer to Bowness at 22/3d or Ambleside at 23/9d, returning from Lakeside at 19:45.
After 09:30 there were special day return fares to Preston for 4/3d, Blackburn 1/8d, Burnley 1/11d and Manchester 6/3d. With the exception of Saturdays, for 57/- day return, a traveller could go to London on any train any day, whilst a weekend return would cost 90/- leaving on Friday afternoon, Bank Holiday weekend excluded, and on Tuesday, Wednesday and Thursday travelling overnight, a period return to the capital would cost 60/-.
A very special, special was organised for Sunday, the 29th, called the ‘John Peel Land Cruise’. This would depart from Accrington at 09:30, Church at 09:33 and would go via scenic route through the Lake District for a 4-hour stay in Keswick, with time for an optional cruise on Derwent Water at 2/6d extra per adult and 1/3d per child that had to be booked in advance with the train tickets, which themselves cost 26/6d.
September At a meeting of the General Purposes Committee and further to a previous minute, the Town Clerk reported that the objections to British Railways’ proposals for the withdrawal of passenger services between Manchester Victoria and Accrington via Clifton Junction would be heard in Manchester on Thursday, October 21st, next.
On Friday, the 3rd, the rail/road/steamer trip to the Isle of Mull departed overnight at 21:20 at a fare of 85/6d, which with numbers limited had to be booked well in advance. There were special trains to Blackpool throughout the month for the Illuminations, with one to Morecambe for its lights on Sunday, the 5th.
On the 9th, at a meeting of the Highways Committee the Borough Engineer submitted correspondence from British Railways, enquiring if the Council would have any objections to a proposal to reduce the width of the railway bridge which crosses the footpath leading from Star Street in Antley, on the southerly side of the railway lines. It was resolved the Council would raise no objections to this proposal and to inform the Railway Company of this decision.
October Burnley fans could go to Leicester on Saturday, the 16th, for 27/- return by departing at 08:32 and returning from London Road at 18:03, with a change in Manchester in both directions. Two weeks later the Clarets were away at Leeds United, with a special booked to leave at 12:10 and return from City Station at 19:05 for a fare of 10/6d.
At a hearing of the Transport Users Consultative Committee, held in Manchester on the 21st, Mr Andrew Rankin, who was Counsel for Accrington, the eight other local authorities including Haslingden, and the North West’s Development Committee stated, “Accrington contains a great nucleus of highly skilled craftsmen, and there was a 45-acre site set aside for the development of further industries. This rail link is vital to attracting new industries and if this link was severed, it would be a body blow seriously undermining the confidence of potential investors”. He went on to say, “Any means of transport to be substituted for this service would be more expensive in both time and money. Under the current conditions one could depart from Accrington Station at 06:10 and be in the heart of Manchester by 06:53. The alternative via Blackburn requires one to leave Accrington at 05:55 and not arrive in Manchester until 07:24. Many of the 500,000 people who could use this service live in North East Lancashire, and of those who depend upon it some may have to seek alternative employment.” Lancashire County Council in its submission stated that the main A56 road was now carrying three times its designed vehicular capacity, whilst the A680 has twice its capacity over its full length into Accrington, and this would only be added to if the rail link was lost.
Mr Pettinger, a resident of Burnley Road, who was teaching at a Manchester school, accused BR of deliberately running down the service in order to provide fuel to justify its closure. A written statement was also produced from Lancashire County Council, in which it pointed out that even though there was an alternative service via Blackburn, it would result in an extra 300,000 journeys by road every year, the bulk of which would be on the A56 and A680 roads that were already carrying three times the number of vehicles for which they were intended. More evidence was offered by Mr James Kenyon, a Bury businessman and former Mayor of the town, who stated that many of the 200 employees at his fabric producing factory often used the line to Accrington. Frank Allaun, Labour MP for Salford, waded in by stating the already congested roads in and out of the City would be subject to even further congestion and delays. A substantial number of written objections had been sent in from residents living on the line of the four stations facing closure.
In its application to withdraw the service, BR stated the line was losing £29,000 per annum, in addition to which the sum of £23,500 would have to be spent on renewing equipment during 1966, with a further £39,300 in the years 1967 to 1969.
The findings of the Transport Users Consultative Committee’s inquiry would be sent to Tom Watson in due course. On Monday, the 26th, the Transport Users Consultative Committee issued the following statement –
“The findings of this Committee for the North West Area, has come to the opinion that considerable hardship would be caused to people living to the north of Bury, if the British Railways Board was to withdraw its passenger services between Accrington, Bury, Clifton Junction and Manchester Victoria. But there would be no hardship caused to those travelling between Bury and Manchester Victoria. There would be widespread hardship to workers, schoolchildren, mothers with prams and disabled persons living in the area to the north of Bury, and these would be brought about if the Railway Board’s proposals to withdraw passenger services between Accrington and Manchester Victoria, via Clifton Junction and Bury Bolton Street were carried out. This hardship would also have very serious consequences for passengers from Summerseat. This Committee had considered the means available for alleviating any hardship and has now made a report to the Minister responsible.”
(Exactly what the report said could not be disclosed as it was confidential, and for the Minister’s eyes only, but it did say that the closure would not be a cause of any hardship to the people travelling between Bury and Manchester.)
December It was announced that from January 2nd, BR was increasing fares by 2 pence per mile. This would translate into an increase of 2/3d on a journey between Manchester and Accrington. These increases for the Division which covers North East Lancashire and the Fylde Coast were announced by Divisional Commercial Manager, Mr G. Fell, at a press conference in Preston. The fare from Accrington to Manchester would rise to 8/9d at any time of the day, whereas it currently was 6/6d. However, there would be savings on a five-day contract and the fare would be 7/11d, whilst on a 3-month contract this would fall to 5/11d per day. Mr Fell stated he had to take into consideration the weight of traffic on each section of line before deciding on the scale of fares to charge, and a contract holder had the advantage of being able to use it for seven days a week and more than once per day.
Other journeys would be cheaper including Accrington to Preston, Burnley Central and Nelson. Examples of this were the off-peak ticket to Preston which was 4/3d, whilst the peak fare was currently 6/1d. This would fall to 5/9d return and on a three monthly contract to 4/10d. Burnley was now 2/6d as against 2/9d and 1/11d, Nelson was now 3/6d as against 2/9d and 3/6d. Journeys between Accrington and Skipton would be 7/9d as against 8/3d in peak time, and 5/8d off peak. The return fare to Blackpool would go up by 1 penny to 10/- at any time of the day. These increases were defended by Mr Fell, who stated, “They will be simpler for the passenger to understand, and will be much cheaper for contract travellers”.
In 1965 ACCRINGTON DMU depot was given the new code 10E and received a further allocation of 8 sets of Cravens 112s from 26A Newton Heath as follows –
| Class | DMBS – DMCL | New | Withdrawn | Scrapped by |
| 112 | M51689 – M51714 | August 1959 | November 1968 | King, Wymondham & Cohen, Kettering |
| 112 | M51690 – M51715 | August 1959 | November 1968 | Derby C & W Works & King, Wymondham |
| 112 | M51691 – M51716 | August 1959 | November 1969 | Bird, Long Marston & King, Wymondham |
| 112 | M51692 – M51717 | September 1959 | November 1969 | Bird, Long Marston |
| 112 | M51693 – M51718 | September 1959 | November 1968 | King, Wymondham & Bird, Long Marston |
| 112 | M51694 – M 51719 | September 1959 | November 1968 | King, Wymondham & Bird, Long Marston |
| 112 | M51695 – M51720 | September 1959 | November 1968 | King, Wymondham & Bird, Long Marston |
| 112 | M51696 – M51721 | September 1959 | November 1968 | King, Wymondham |
1966 January On Saturday, which happened to be New Year’s Day, the local derby game saw Burnley at Blackburn Rovers, and BR were risking damage to its trains by running a special departing Accrington at 13:37 and returning from Blackburn at 17:30. The return fare was 1/8d.
MP Harry Hynd had received a written response from Minister Tom Fraser, in which he promised to review the proposal by BR to close the direct line to Manchester, “as quickly as possible” after reviewing the report by the Transport Users Consultative Committee. This was so that if he found the proposal totally unacceptable, he could inform BR immediately of his decision. But the situation remained unclear, as the proposal was tabled between the time of the General Election and Mr Fraser’s announcement in the House on November 4th, “That no further closures would take place until I have been able to review each one, and that no further proposals for closures will be tabled until my review of the ones already in the pipeline has been completed. This does not however mean that the withdrawal of passenger services on some lines will not take place”.
The General Purposes Committee met when the Town Clerk submitted correspondence from British Railways – London Midland Region, containing details of improved services between East Lancashire and London via Preston. These improvements would come into operation from April 18th, next.
March At Manchester Assizes engine driver Edwin Lane, of Sparth Road, in Clayton, lost his case for damages against BR. As an employee of the railways for 23 years, he was crossing the lines at Bamber Bridge sidings in December, 1962, when he was struck by a train which resulted in him having both legs amputated below the knees. The Court decided that BR was not responsible for his injuries, but they granted him the sum of £750 as an ex-gratia payment.
April Two youths who had jumped from a train as it slowed but had not stopped, were pursued by staff at Accrington Station, after the guard alerted them that they were trying to avoid paying the fare after boarding the train in Rishton. However, before they could be caught they had made their escape via the Paxton Street exit.
It was poor state of affairs at Accrington Station over the Easter weekend, as not a single long distance excursion had been booked to run during the four days. Extra trains had been put on for Blackpool and Southport, and despite cold winds these had been well patronised. It was of course still possible to get to distant destinations by service trains by making changes en route.
(The following is a facsimile of the final timetable issued by British Railways on the ‘direct’ services between Accrington and Manchester Victoria via Ramsbottom, and Bury Bolton Street.)
Train Services from ACCRINGTON to MANCHESTER from APRIL 18th, 1966 to December 3rd, 1966.
(This was the final timetable on the direct route via Bury)
ACCRINGTON – Manchester Victoria via Bury
| Depart Accrington | 06:15 | 07:20 | 07:53 | 08:34 | 10:00 | 11:52 | 13:00 | 14:00 |
| Bury Bolton Street | 06:36 | 07:41 | 08:11 | 08:58 | 10:21 | 12:13 | 13:21 | 14:21 |
| Salford | – | 07:57 | 08:26 | – | – | – | – | – |
| Manchester Victoria | – | 08:00 | 08:29 | – | 10:53 | 12:53 | 14:00 | 14:53 |
| Depart Accrington | 15:00 | 16:00 | 17:15 | 17:55 | 19:00 | 20:30 | 21:30 |
| Bury Bolton Street | 15:21 | 16:21 | 17:37 | 18:16 | 19:21 | 20:51 | 21:51 |
| Salford | – | – | – | – | – | – | – |
| Manchester Victoria | 15:53 | 17:03 | 18:08 | – | 19:53 | 21:33 | 22:23 |
Changes are required at Bury Bolton Street on the
08:34, 10:00, 11:52, 13:00, 14:00, 15:00, 16:00, 19:00, 20:30 & 21:30 services
Manchester Victoria – ACCRINGTON via Bury
| Depart Manchester Victoria | 07:05 | 08:05 | 08:40 | – | 11:30 | 13:00 | 14:00 | 15:00 |
| Bury Bolton Street | 07:27 | 08:27 | 09:10 | 11:03 | 12:25 | 13:24 | 14:30 | 15:30 |
| Accrington | 07:47 | 08:47 | 09:30 | 11:22 | 12:45 | 13:50 | 14:50 | 15:50 |
| Manchester Victoria | 16:20 | 17:09 | 17:30 | – | 19:00 | 20:30 | 21:30 |
| Bury Bolton Street | 16:46 | 17:29 | 17:56 | 18:41 | 19:35 | 21:00 | 22:00 |
| Accrington | 17:08 | 17:48 | 18:16 | 19:01 | 19:55 | 21:20 | 22:20 |
Changes are required at Bury Bolton Street on the
08:40, 11:30, 14:00, 15:00, 16:20, 17:30, 19:00, 20:30 & 21:30 services
The 11:30 departs Manchester Victoria at 11:50 on Saturdays only, Bury Bolton Street at 12:14 arriving Accrington at 13:00. The 16:20 departs Manchester Victoria at 16:00 on Saturdays only, Bury Bolton Street at 16:46 arriving Accrington at 17:09. The 17:09 from Manchester Victoria calls at Salford at 17:11 daily (Saturdays excepted).
Day return and Off-Peak Day return Fares from ACCRINGTON
To Ramsbottom 3/3d day return – 2/8d off-peak return. To Bury Bolton Street 5/6d day return – 3/10d off-peak return. To Salford and Manchester Victoria 8/9d day return – 6/2d off-peak return.
THERE ARE NO SUNDAY SERVICES
Train Services from ACCRINGTON to MANCHESTER from APRIL 18th, 1966 to MARCH 5th, 1967.
(This was the first timetable on the alternative to the direct route.)
Weekdays ACCRINGTON – Manchester Victoria via Blackburn
| Depart Accrington | 06:04 | 06:15 | 06:37 | 07:27 | 07:58 | 08:07 | 08:37 | 09:37 |
| Blackburn | 06:11 | – | 06:43 | 07:41 | 08:09 | 08:30 | 09:51 | 09:51 |
| Darwen | 06:32 | – | 07:20 | 07:52 | 08:17 | 08:37 | 08:37 | 08:37 |
| Bolton | 06:52 | – | 07:34 | 08:12 | 08:33 | 08:57 | 08:57 | 08:57 |
| Manchester Victoria | 07:18 | 06:55 | 07:48 | 08:43 | 08:53 | 09:06 | 09:06 | 09:06 |
| Depart Accrington | 10:37 | 11:37 | 12:37 | 13:37 | 14:37 | 15:37 | 16:37 | 17:07 |
| Blackburn | 10:51 | 11:51 | 12:51 | 13:51 | 14:51 | 15:51 | 16:51 | 17:21 |
| Darwen | 11:02 | 12:02 | 13:02 | 14:02 | 15:02 | 16:02 | 17:02 | 17:42 |
| Bolton | 11:22 | 12:22 | 13:22 | 14:22 | 15:18 | 16:22 | 17:22 | 18:02 |
| Manchester Victoria | 11:46 | 12:42 | 13:46 | 14:46 | 15:41 | 16:46 | 17:46 | 18:36 |
| Depart Accrington | 17:37 | 18:37 | 19:37 | 20:30 | 20:37 | 21:42 | 22:42 |
| Blackburn | 17:51 | 18:51 | 19:51 | – | 20:51 | 21:53 | 22:53 |
| Darwen | 18:02 | 19:02 | 20:02 | – | 21:02 | 22:02 | 23:02 |
| Bolton | 18:22 | 19:22 | 20:18 | – | 21:22 | 22:20 | 23:20 |
| Manchester Victoria | 18:46 | 19:46 | 20:41 | 21:23 | 21:46 | 23:13 | 00:13 |
Changes are required at Blackburn on the 06:04, 07:27, 07:53, 08:07, 10:37, 12:37, 14:37, 16:37, 18:37, and at Blackburn & Bolton on the 17:07. The 06:07, 06:37, 07:27, 08:07, 08:37, 09:37, 10:37, 11:37, 12:37, 13:37, 14:37, 15:37, 16:37, 17:07, 17:37, 18:37, 19:37, 20:37, 21:42 & 22:42 all commence their journeys in Colne.
SUNDAYS
| Depart Accrington | 08:17 | 10:17 | 12:17 | 14:17 | 16:17 | 18:17 | 08:17 | 20:17 | 22:17 |
| Blackburn | 08:32 | 10:32 | 12:32 | 14:32 | 16:32 | 18:32 | 08:32 | 20:32 | 22:32 |
| Darwen | 08:52 | 10:52 | 12:52 | 14:52 | 16:52 | 18:52 | 08:52 | 20:52 | 22:52 |
| Bolton | 09:11 | 11:11 | 13:11 | 15:11 | 17:11 | 19:11 | 09:11 | 21:11 | 23:11 |
| Manchester Victoria | 09:34 | 11:34 | 13:34 | 15:34 | 17:34 | 19:34 | 09:34 | 21:34 | 23:26 |
All commence their journeys in Colne at 07:55, 09:55, 11:55, 13:55, 15:55, 17:55, 19:55 & 21:55 respectively.
Weekdays Manchester Victoria to ACCRINGTON via Blackburn
| Depart Manchester Victoria | 05:55 | 06:20 | 07:30 | 08:35 | 09:20 | 10:20 | 11:20 | 12:20 | 13:20 | 14:20 |
| Bolton | 06:25 | 06:45 | 07:54 | 08:56 | 09:45 | 10:44 | 11:44 | 12:44 | 13:44 | 14:44 |
| Darwen | 06:44 | 07:04 | 08:13 | 09:15 | 10:03 | 11:03 | 12:03 | 13:03 | 14:03 | 15:03 |
| Blackburn | 06:55 | 07:15 | 08:30 | 09:25 | 10:16 | 11:16 | 12:16 | 13:16 | 14:16 | 15:16 |
| Accrington | 07:06 | 07:26 | 08:41 | 09:36 | 10:27 | 11:27 | 12:27 | 13:27 | 14:27 | 15:27 |
| Depart Manchester Victoria | 15:20 | 15:55 | 16:40 | 17:22 | 17:40 | 18:20 | 19:20 | 20:20 | 21:20 |
| Bolton | 15:44 | 16:14 | 17:00 | 17:45 | 17:56 | 18:44 | 19:44 | 20:44 | 21:44 |
| Darwen | 16:03 | 16:33 | 17:19 | 18:04 | 18:15 | 19:01 | 20:03 | 21:03 | 22:03 |
| Blackburn | 16:16 | 16:46 | 17:46 | 18:13 | 18:26 | 19:16 | 20:16 | 21:16 | 22:16 |
| Accrington | 16:27 | 16:57 | 17:57 | – | 18:37 | 19:27 | 20:27 | 21:27 | 22:27 |
All trains except the 15:20 go through to Colne
SUNDAYS
| Depart Manchester Victoria | 07:45 | 09:55 | 11:45 | 13:55 | 15:45 | 17:45 | 19:45 | 21:45 |
| Bolton | 08:10 | 10:10 | 12:10 | 14:10 | 16:10 | 18:10 | 20:10 | 22:10 |
| Darwen | 08:28 | 10:28 | 12:28 | 14:28 | 16:28 | 18:28 | 20:28 | 22:28 |
| Blackburn | 08:55 | 10:53 | 12:53 | 14:53 | 16:53 | 18:37 | 20:55 | 22:53 |
| Accrington | 09:08 | 11:04 | 13:04 | 15:04 | 17:04 | 18:51 | 21:08 | 23:04 |
Change at Blackburn. All trains go through to Colne, calling at Rishton, Church & Oswaldtwistle & Huncoat.
May On Monday, the 2nd, the coal depots on Grimshaw Street, Leyland Street and at Church & Oswaldtwistle Railway Station closed to all traffic. Accrington’s coal merchants were now to be directed to Rawtenstall where all distribution would be concentrated, and where there were facilities for handling large deliveries of fuel.
At least over the Whitsuntide Weekend there would be some extra trains starting on Sunday, the 29th, with a special calling stations from Silverdale to Barrow at 21/-, departing at 09:49 and returning from Barrow at 17:50. Leaving at 11:22 there was an excursion to Windermere for 19/9d, calling at Oxenholme 16/6d and Kendal 17/3d. It would return from Windermere at 20:00. A third choice was a special to York for 22/3d, with the opportunity to visit Church Fenton at 18/-, or Harrogate for 19/9d with a change in Leeds, or Knaresborough for 20/9d with changes in both Leeds and Harrogate. The return would depart from York at 18:30.
On the 29th and 30th, there were specials to Morecambe for 12/3d departing at 11:33 and returning at 20:50 on the Sunday, and on Monday at 09:13 returning at 18:05. There were extra trains for Blackpool at 10/- return and Southport at 9/9d return every day over the break.
June The Highways Committee met, when the Town Clerk submitted correspondence from the British Railways Board, stating that it was their intention to reconstruct Bridge No 24 at Antley Old Road in Church, near to Star Street on the Blackburn – Colne Railway Line. This would involve closing the public right of way under this bridge from midnight on Saturday and Sunday, on both the 14th and the 21st, of August. It was resolved that no objections would be raised to this work, or the closing of the public right of way on these dates, and to ask British Rail to issue the necessary notices of this closure.
July The Town Holiday Runabout Ticket was available again this year, but the price had risen to 40/6d although it would also be valid for trips on BR’s steamers operating on Lake Windermere. There was a special excursion to Morecambe, which would operate on Monday, the 18th, Tuesdays the 19th & 26th, Wednesdays the 20th & 27th, and finally on Thursday the 21st, for 9/9d return. There were also ‘any train’ day returns to Blackpool and Fleetwood at 10/-, Morecambe 12/3d, Grange-over-Sands 15/6d, Windermere 19/9d and to London at 65/-, with a change in Preston.
Following a resolution to the dispute which had seen the seamen go out on strike, bookings for Ireland and the IOM had increased following the cancellations which had been made on the run up to the Wakes Weeks. By 08:15 on the Saturday which heralded the beginning of the holidays, the special to Llandudno had been fully booked, as were the 10:05, 10:26 and 12:37 trains to Blackpool. On the previous evening the overnight trains had departed for Paignton, Norwich, Newquay, London, Liverpool and Heysham for the IOM. On Saturday the holiday specials had been dispatched to Bournemouth, Scarborough, Skegness, Pen-y-Chain, Llandudno, Morecambe, and repeat trains to Liverpool and London. There would be four more relief trains to Blackpool on this first day.
August An Austrian built track machine was active in the Accrington area to check the alignment of the rails and correct them if necessary. Whilst it was in use on the rails in the town’s station the Stationmaster, Mr J. S. Chown, explained it was moving at a rate of four sleepers at a time to ensure the tracks were in proper alignment, and it would indicate with greater precision any deviations by illuminating lights in the cab. Then adjustments would be made to slew the rails back into the correct position far more rapidly than before. He stated that no train services would be affected during the time it was in operation.
Also during August there was an incident which might have had more serious consequences, when several fully laden coal wagons broke loose from a train being shunted into the private sidings of the Central Electricity Generating Board’s Whitebirk Power Station, where they were to have been unloaded. They gained momentum as they ran back down the incline for some distance until they collided with a buffer stop. The impact caused the wagons to smash over the guard’s brake van, before seven of them went down the embankment demolishing a large advertising hoarding, near to the main road on Whitebirk Bridge. Two other wagons remained upright but derailed close to the main Accrington to Blackburn running lines. The police were quickly on hand to divert traffic around the crash site, whilst British Railways investigated the cause of the accident.
There was a narrow escape for the driver of the 17:55 Colne to Blackpool diesel train on Sunday, the 30th, when a large stone about a foot across was dropped from Altham Road bridge in Huncoat. Fortunately the object struck the window on the non-driver’s side of his cab, but it scattered glass and debris into the unit’s cab. The driver, Mr J. Taylor, of Blackpool, was able to carry on to Accrington Station where he was relieved suffering from shock, whilst the DMU was replaced by another from the nearby depot. In a statement another driver said, “Acts of this type of vandalism and placing obstructions on the line were sadly on the increase, and that drivers had less protection on Diesel Multiple Units than they had enjoyed whilst driving steam locomotives. This driver was very lucky not to be seriously injured or even killed”, he continued. The train was travelling at 35mph at the time but had it been travelling in the other direction could have been running at up to 65mph, which would have had much more catastrophic consequences. Police were questioning two boys in connection with this incident. “The train could have come off the rails, which could have had very serious consequences”, said Mr Chown, the Station Manager. Later the police detained some youths for questioning.
September In a statement made on the 20th, Barbara Castle, the then Minister of Transport, announced that the Accrington to Bury line was to close, but no firm date had been set for the withdrawal of services. This meant the closing of stations at Helmshore, Waterfoot, Cloughfold and Bacup, whilst Ewood Bridge would remain open, the ones at Baxenden and Haslingden having already closed on August 9th, 1951 and the 5th of November, 1960 respectively.
There was a sense of acceptance amongst the travellers interviewed on Accrington Station, who regularly used the trains to travel to their places of employment. Mr Edward Pettinger, of Burnley Road in Accrington, who had given evidence at the enquiry held earlier in the year by the Transport Users Consultative Committee, stated he felt that the over-pricing of fares was a deliberate ploy to discourage passengers from using this direct service, in order to put forward a case for the lines closure. He said that whereas a return by bus from Accrington was 4/9d the same fare on the train was 8/9d, and he was now resigned to having to use the bus which entailed a slower journey.
Alderman Wallwork said, in his view this was one more step in the progressive isolation of the town, and was a throwback from the Beeching Report. “This has not been looked at from the point of view of providing a good service”, he continued. He was also concerned about the fate of the two platforms on Accrington Railway Station which dealt with trains on this route, as they were the first two when accessing the station from the main entrance on Eagle Street, as this meant crossing the running lines on the footbridge and changing trains in Blackburn, which would be a lengthier journey via Darwen and Bolton.
October On the 8th, the Locomotive Club of Great Britain organised a special excursion, which included Accrington on its itinerary. It ran under the headboard of “A Farewell To Crabs”, the 2-6-0 Hughes designed mixed traffic locomotives. Many were built at the Lancashire & Yorkshire Railway’s Workshops in Horwich, but on this occasion the train locomotive was a Crewe-built example 42942, at the time shedded at Edgeley depot in Stockport. Built in December, 1932, it would be withdrawn from service in October, 1967. The pilot locomotive for this ‘special’ was a Black 5 number 45336, a 4-6-0 built in 1937 by Armstrong Whitworth. It would survive only until January of 1967, and at the time was allocated to Buxton.
At a meeting of the General Purposes Committee, the Town Clerk submitted correspondence from the Transport Users Consultative Committee for the North West Area, stating that the Minister of Transport had consented to the withdrawal of all passenger services between Accrington and Ramsbottom including Helmshore Station, on the grounds that in her (Barbara Castle’s) opinion “there would be no substantial hardship caused by this closure”. The contents of this letter were noted.
December On the 3rd, the day before the closure, the Locomotive Club of Great Britain organised a four- coach train, (if demand required it, extra coaches would be attached), hauled by a Stanier 2-6-4 tank engine #42644 from Trafford Park Sheds. It was titled the ‘Rossendale Forester’, and was to cover the tracks due for closure in East Lancashire. It was to depart Manchester Victoria at 10:00 and visit lines including Middleton Junction, Clifton Junction, Bury Knowsley – Street, Bury – Bolton Street and run via Stubbins Junction to Bacup where it would reverse back to Ramsbottom. It would then pass through Helmshore, Haslingden and Baxenden to Accrington South Junction and Accrington West Junction en route to Church & Oswaldtwistle, where again it would reverse. Passing through Accrington again it would continue its journey to Rose Grove, before running down to Padiham Power Station. Having run around for the umpteenth time the loco assisted by Newton Heath’s Ivatt 2-6-0 #46437 up the 1:40 to Rose Grove, would then return to Manchester via Burnley, Copy Pit, Todmorden and Rochdale passing several more closed stations in the process
It was announced by British Railways that Rishton Railway Station, which was closed on Sundays through the winter months, would now be closed on Sundays throughout the entire year. Rishton District Council had accepted this move with some serious reservations.
Even though it was a relatively low key affair in Accrington, at Helmshore Station on the 3rd of December, the passing of the final train through the railway station was marked as a significant milestone. Hundreds turned out to ride on the 21:45 to Bury Bolton Street, including enthusiasts, councillors and other dignitaries. On board was the Helmshore Prize Brass Band under the direction of Bandmaster Mr Clarence Entwistle, who played a piece specially arranged for them by Mr Herbert Farnworth of Love Clough, entitled The Excursion Train Gallop. This had been played on the very first train to arrive at Helmshore Station on the 17th, of August 1848.
Mr Ellis Heap, who had been Acting Stationmaster at Helmshore Station up until the closure, and who was due to retire in twelve months’ time had now been made redundant. Also present on this occasion were signalman Mr T. Boardman, of Haslingden, and former Stationmaster, M. G. Eccles. A former Stationmaster at Accrington Station, Mr J. R. Searson, who was at one time the youngest one in the country, had also come to witness the passing of an era. The current Station Manager at Accrington, Mr J. Clownes, remarked that to a railwayman the railways were not just a career job, but also a way of life.
Kenneth Flannagan, who had been the Stationmaster at Helmshore, but had been moved to Hapton before the closure, was of the opinion that the line could have been kept open. He felt that sufficient economies could have been made by using conductor/guards to collect fares on the trains, but the problem was getting the Union to agree on the rates of pay for this category of employee. Then by demanning all of the smaller stations costs would have been substantially reduced, but he accepted that maintenance of the bridges, tunnels and viaducts was a major factor in the expenditure of the line. Twice in his time he had seen steam engines being used to rescue diesel railcars, which had been stranded in snow on the Baxenden incline. At one time Mr Flannagan, who lived in Carlisle Road, had previously been in charge of the booking office at Accrington Station.
Mr R. Spibey, Chairman of the Helmshore & District Railway Preservation Society, expressed his deep regret, whilst the Society’s Secretary, Mr Snelgrove, announced that they had written to British Railways offering to purchase the station and the track in order to continue operating a service to Bury, using the expertise of experienced railwaymen and enthusiastic volunteers. This would be run on a non-profit making basis, raising funds by selling mementoes. However, they were still awaiting a response from BR.
On December 4th, all passenger services through to Manchester from Accrington via the Bury – Bolton Street and Clifton Junction route ended.
———————
CHAPTER 12
1967 to 1976 – INTO A NEW ERA
(The first axe had fallen, but the threat of an entire closure of the line through East Lancashire would not go away and campaigners would have to remain vigilant, to try to avoid further reductions in services.)
1967 February The Planning Committee met on the 9th, when a member referred them to the “poor” condition of the premises built beneath the viaduct’s arches and the need to tidy up this area off Blackburn Road and back-Edgar Street. It was resolved to refer this matter to the Highways Committee for their consideration.
April The first traffic lights to be installed in Accrington during 1928 had been located at the junction of Eagle Street, Scaitcliffe Street and Ormerod Street, in order to protect the ‘blind’ junction under the bridge carrying the railway. It was the general consensus that they had prevented many accidents there through the years, but Accrington Corporation had been locked in a dispute with the Ministry of Transport who wished to take them away. However, common sense had prevailed and they were to be replaced with a new set on either side of this dark area under the railway bridge, which also incorporated a gents’ urinal.
June An anomaly in fares had been exposed in that if people from Accrington purchased a cheap period return to London they would pay 93/-, whereas anyone attempting to do the same from Church & Oswaldtwistle would have to fork out 122/-. When asked for an explanation a spokesperson for BR said, “The pricing of tickets is based primarily on the numbers sold from each station, and the demand for this particular ticket is much less than at Accrington. If any passenger from Church wished to travel to London after 09:30 and at any time on a weekend or Bank Holiday, they could travel to Accrington for a few pence and then use the 93/- ticket for each adult and 23/6d per child, which would be valid for one calendar month”. He went on to quash the rumour, that this was part of a policy designed to create a situation which would give BR an excuse to close Church & Oswaldtwistle Station, by stating this was “absolute nonsense”.
July At just before 07:00, on Monday the 10th, two vans in the Colne to Stockport train derailed over the crossing whilst entering Accrington Station, blocking the west-bound lines, this happening only minutes before the Skipton to Manchester train was due. Station staff were summoned to assist passengers down from the west-bound train left stranded on the viaduct, so they could walk along the lines to reach the platforms. An immediate call went out for the Lostock Hall breakdown crane to be summoned, as the spur of the now disused Bury line was also blocked. Fortunately the east-bound line was clear and a freight train along with the Colne trains were able to pass until the recovery was underway.
It was announced the additional overnight trains for the holiday weeks which would depart on Friday the 14th, were for –
The West of England, calling at Bristol, Taunton, Exeter, Dawlish, Teignmouth, Newton Abbot, Torquay, Paignton, Plymouth & Newquay (scheduled 150) departing at 19:00, with a relief train at 22:00, (scheduled 151).
To Heysham, for the Northern Ireland boat, departing Accrington at 20:25, Church 20:29 and Rishton 20:35, (scheduled 162).
To Liverpool for the IOM, departing Accrington at 21:50, Church 21:55 and Rishton 22:00, (scheduled 161).
To Norwich and Great Yarmouth, departing Accrington at 20:55, (scheduled 200). To London departing Accrington at 23:35, (scheduled 140).
On Saturday the 15th, the ‘special’ trains were to Liverpool for the IOM, departing Accrington at 07:27, Church 07:30 and Rishton 07:35, (scheduled 166).
To London departing Accrington at 07:40, (scheduled 142).
To Bournemouth departing Accrington 08:00, (scheduled 202). To London departing Accrington at 07:40, (scheduled 142).
To Scarborough, Bridlington, Filey and Filey Holiday Camp departing Rishton at 10:12, Church 10:16 and Accrington at 10:24, (scheduled 201).
There were two ‘special’ trains to the resorts on the North Wales Coast including Prestatyn, Rhyl, Abergele, Colwyn Bay, Deganwy, Llandudno and Bangor departing Accrington at 07:30, (scheduled 183), and the second leaving at 08:15, Church 08:18 and Rishton 08:25, (scheduled 181).
A special to Morecambe (scheduled 160), departing Accrington at 09:20, Church 09:24 and Rishton 09:30. Extra trains to Blackpool would run as follows –
| Accrington | Church | Rishton | Scheduled |
| 09:20 | 09:24 | 09:30 | 100 |
| 11:05 | 11:09 | – | 101 |
| 12:30 | 12:35 | – | 102 |
| 13:25 | 13:29 | 13:34 | 103 |
Early booking for all these trains was advised as tickets would be regulated. Over the first weekend a total of 18 specials were to be operated.
The rail excursions to Blackpool ran on the Sunday the 16th, departing Accrington at 10:50. On Monday the 17th to Friday the 21st, trains departed at 10:45, Church 10:49 and Rishton 10:56. These continued on Sunday the 23rd, at 10:20, and on Monday the 24th, to Friday the 28th, departing Accrington at 10:50, Church 10:23 and Rishton 10:29. Fares were from Accrington 10/- and 9/9d from both Church and Rishton.
Rail excursions to Southport ran on the Sunday the 16th, departing Accrington at 10:20, also on Monday the 17th, to Wednesday the 19th, departing Accrington at 10:15, Church 10:19 and Rishton 10:25. On Wednesday of the second week the train departed Accrington at 11:25, Church 11:29 and Rishton 11:33. Fares were from Accrington 9/9d and 9/6d from Church and 9/3d from Rishton.
The rail excursions to Morecambe ran on the Monday the 17th and Tuesday the 18th, departing Accrington at 10:25, Church 10:29 and Rishton at 10:33, with fares of 12/3d from Accrington, 12/- from Church and from Rishton 11/6d. The 6-day ‘Runabout Ticket’ was priced at 45/6d for 1967.
“All the ‘special’ trains for the south coast were well booked, with the IOM showing a resurgence of popularity”, said a spokesman at Accrington Station.
August MP Arthur Davidson had been questioning the Minister of Transport about a speedier journey between Accrington and Manchester, now that the route went around via Blackburn, Darwen and Bolton. It was hoped that Barbara Castle would impress upon BR, that a journey time of no more than 55 minutes should be the target. Mrs Castle confirmed that she would be visiting her Blackburn constituency shortly, and would be looking into this question with railway officials there.
September A work-to-rule by railway guards as part of an industrial action, threatened to disrupt services over the weekend of the September holidays in Accrington. Mr Chown, the Station Manager said, “This is not expected to affect service trains to Blackpool on Sunday the 17th, or the ‘special’ due to depart at 11:00 on Monday the 18th. The main 07:18 and 07:58 weekday trains to Manchester had been operating as normal”. But he admitted that the uncertainty caused the work-to-rule had kept bookings to below normal levels.
However, several trains did not operate, including the 05:00 and the 15:42 Accrington to Manchester Parcels. The 05:55 Manchester to Colne passenger train due in Accrington at 07:06, the 06:45 Skipton to Manchester (Accrington at 07:33), and the 08:05 Colne to Stockport (Accrington at 08:37) were all cancelled. During the evening the 20:10 and 21:20 Colne to Manchester, (Accrington at 20:37 and 21:42 respectively) and the 19:20 Manchester to Colne (20:28 in Accrington), were all casualties. The early morning 07:18 and 07:58 trains to Manchester had managed to run.
Altham’s Travel, who were British Railways agents, said they had been refunding tickets for long distance destinations as people were anxious that they would be unable to complete their journeys. Coach operators were saying there had been a surge of late bookings on their tours and excursions.
October Harold Hartley, from Colne, a booking clerk at Accrington Station, was fined £30 when he pleaded guilty at Accrington Magistrate’s Court, to three charges of embezzling money from BR. The charges related to 16 tickets which were missing, and could not be accounted for in the takings. The sums involved were £17 – 16s – 0d, £8 – 4s – 0d and £4. All these tickets had been issued on July 12th. He stated he had placed this cash in the account of the British Automatic Company, for whom he was the local agent, in order to balance their vending machines’ books. He claimed the deficit had been caused by his colleagues getting chocolate and drinks out of these machines without paying.
November A new train service was to be started on Monday the 6th, at 06:07 to connect in Preston with a London train, which would arrive in Euston at 10:00. This would make a day trip to the Capital a viable proposition for a businessman.
December At the very end of the year proposals, which included the closures of Church & Oswaldtwistle, Rishton and Huncoat stations, along with several other stations on the Skipton to Blackpool line, were amongst proposals placed before Barbara Castle. If approval was granted, it would trigger off a whole round of inquiries at which objections could be raised. If these plans came to fruition not only would these stations lose their passenger and parcels services, but Huncoat would also lose its goods handling facilities. There was also bound to be a number of staff redundancies.
It was stated by BR, that there were adequate bus services which would serve these communities sufficiently well, whilst the amount of parcels traffic was extremely small. There was bound to be vociferous opposition to these closures in Huncoat especially, where they could have an adverse effect on the development of the new industrial estate and all the industries for which good rail communications were an important factor.
In 1967 a further 4 sets of units were allocated to ACCRINGTON depot from Newton Heath shed, then coded 9D, as follows –
| Class | DMBS – DMCL | New | Withdrawn | Scrapped by |
| 112 | M 51682 – M51707 | August 1959 | Nov. 1968 | King, Wymondham |
| 112 | M51684 – M51710 | August 1959 | Nov. 1969 | King, Wymondham & Bird, Long Marston |
| 112 | M51685 – M51711 | August 1959 | Nov. 1968 | Steelbreaking, Chesterfield & King, Wymondham |
| 112 | M51686 – M51712 | August 1959 | Nov. 1969 | Derby C & W Works & Cohen, Kettering |
During 1968 ACCRINGTON lost a substantial amount of its DMU allocation to 14A shed Cricklewood. This included cars M51687 to 51697, M51700/1, M51713 to 51721 and 51725 to 51727. (A total of 27 carriages equal to 13½ units.)
Very few modifications were made to the Accrington Motive Power Depot to cope with servicing and maintaining Diesel Multiple Units from the facilities used during the days of steam operation. However, as the need for coaching stock diminished the carriage sheds situated further up the yard toward the station came into greater use for the cleaning, servicing and stabling these units.
Of course due to the wider range of operations undertaken by this new form of traction, several ‘other’ types of DMU’s appeared in Accrington, which were not allocated to the shed. Chiefly these were Birmingham Railway Carriage & Wagon units of Class 110, but it was not unusual to find Derby ‘lightweight’ sets appearing from time to time.
1968 (Under Harold Wilson’s Labour Government, the fourth Act concerning the railways since the Second World War set about wiping off BR’s £153 million debt in order to give greater support to uneconomic lines. It also set up the Passenger Transport Executives with powers to co-ordinate transport services within their areas. Whether it was an edict from the Board of BR, an economy measure or the stationmaster acting upon his own initiative, advertisements promoting trips by train, excursions or holiday specials, ceased to appear in the local press. One must assume that bills were posted up at the stations in order to inform the public of any other than service trains. Barbara Castle, the MP for Blackburn, who had been appointed Minister of Transport in December, 1965, placed a moratorium on any further of the closures listed in Beeching’s report ‘The Reshaping of British Railways’, although she allowed those closures which had already commenced to stay in force. Of these the Colne to Skipton section was not included, although the section between Accrington and Bury was, and it was already too late to save the passenger link. The freight only service to Rawtenstall would continue for some time.)
However by the end of 1967 only 4% of all passenger trains were steam hauled and only 13% of all freights. Even though it was towards the end of steam Accrington played host to many aging steam locomotives from classes which were not usually seen in the town even in the halcyon days of steam. These included the Britannia Pacifics, the Standard Class 2-10-0 freight locos, Scots, Patriots and Jubilees many of the named locomotives devoid of their nameplates, one of the most auspicious occurred on March 17th, 1968, when the world’s most famous locomotive 60103 Flying Scotsman came through, to be greeted by large numbers of enthusiasts.
Two of the final sheds to operate steam engines were on either ends of the East Lancs Line, so in the final months of working Accrington was at the heart of these workings. Specials apart, these were confined exclusively to freight workings with the exception of parcels trains. During the mid to late 1960s I used to spend part of my lunch time sunning myself on the roof of the works where I was employed, which although at something of a distance gave me a clear view of the viaduct which bisected Accrington town centre. I well remember seeing daily processions of tired and grimy steam locos trundling long rakes of wagons across the structure. Some of these are detailed here –
On December 31st, 1967 Britannia Pacific 70023 ‘Venus’ was working a coal train to Whitebirk Power Station. It was probably the last working of this locomotive as she was almost immediately condemned. Over the last few months, an Ivatt ‘Mogul’ #43106 was the regular motive power for the Preston to Colne parcels train and return and this was a Lostock Hall engine. It was derailed in Colne in April, and was stored until being officially withdrawn in August. It suffered only minor damage but was considered uneconomical to repair. (Fortunately it along with 48773 would be preserved on the Severn Valley Railway.)
The finest, and newest, heavy freight locomotives were the Standard Class 9F 2-10-0 engines. These were also capable of operating heavy passenger trains at speeds comparable to many passenger locomotives. By the time they were allocated to the remaining sheds in the North West, they were in a state of neglect, even though some were not much more than a decade old. They were to appear spasmodically trundling long trains of wagons over the East Lancs Line, despite being grimy, emitting black smoke and leaking steam. The ones which lasted into August 1968 were, in numerical order, 92055, 92069, 92077, 92088, 92091, 92094, 92160, 92163 and 92167, most of which were displaced from sheds around Merseyside. During 1968 there were continued workings and these included –
On March 9th, a ‘Black 5’ (sometimes referred to as Mickeys), 44942 worked the Manchester to Colne parcels train, whilst 45350 worked the empty vans from Colne to Red Bank (Manchester).
On March 17th, the first of William Deacon’s Bank Club special trains, was worked by double-headed Black 5s 44899 with 45290 through Accrington to Skipton, it had been worked to Stockport from Birmingham New Street by the Flying Scotsman piloting 45290. Such was the demand for seats that a second special had been required and this came through with Britannia 70013 ‘Oliver Cromwell’ and 45110 as motive power.
On March 28th, the Burnley to Burn Naze (Fleetwood) coal train was worked by Big 8 #48384, then a Rose Grove locomotive.
On April 20th, Past Times Rail’s special the ‘Cotton Mill Express’ a circular from Stockport to Stockport, came through Accrington heading west behind a pair if Standard Class 5s, Bolton Shed’s 73069 and 73134 from Patricroft Shed, the latter with Caprotti gear. One week later, again due to demand two more trains worked this route, this time with Black 5s 44781 and 45046 from Edgeley and 73050 of Patricroft Shed paired with 73069.
The following day, Sunday the 28th, #70013 ‘Oliver Cromwell’ was through Accrington, heading east this time on the GC Enterprises special.
On May 18th, the pairing of engines on another SLS special was ‘Black 5’ 44949 of Dallam Sheds in Warrington piloting 73069 on the East Lancs Line.
On June 6th, Oliver Cromwell was back again this time working west through Accrington with the ‘Dalesman 2’ rail tour arranged by the Railway Correspondence & Travel Society’s en route from Stansfield Hall to Carnforth.
The Manchester Railway Travel Society operated a ‘Farewell To Steam’ special on July 28th, and 45073 was paired with 45156 which passed through town on its journey from Skipton to Bolton. Three days earlier 45073 had also made an appearance heading a ‘fast’ van train through Accrington.
On three consecutive days beginning on July 27th, ‘Big 8’ 48665 was in charge of the Whitebirk Power Station empty wagons, whilst 48340 was the locomotive on the 30th. On this day 48400 was the engine on the Burnley Central to Wyre Dock coal train, along with 48666 which ran another coal train this time from Rose Grove sidings, whilst 48167 was on the Whitebirk empties. On Wednesday the 31st, 48665 was on the Rose Grove to Wyre Dock coal train, and 45110 was working a train of empty wagons back from Preston to Rose Grove. Another ‘Black 5’ 45318 was noted passing through with just one passenger coach and a single van in tow. ‘special’ goods from Burnley to Burn Naze (Fleetwood) was behind 48393, whilst 48773 was on a Burnley Central to Moston train of wagons.
On August 1st, the Burnley to Moston wagons were behind 48423. It was a busy day for steam as 45110 was on the Preston to Colne parcels and return working, 45287 was taking empty passenger stock from Colne to Blackpool North, 48666 was in charge of the Rose Grove to Wyre Dock coal train with the empties returning behind 48727, 48730 was the engine on the Ribble Sidings (Preston) to Rose Grove wagons and the Burnley Central to Moston fitted freight was behind 48773. On the 3rd, 48423 was on the return Wyre Dock to Rose Grove, whilst 45156 formerly named ‘Ayrshire Yeomanry’ was on a Preston to Healey Mills (Wakefield) mixed goods train. Big 8s 48519 was on a westbound goods and 48393 was on a ballast working. The last steam working on the Blackburn to Bolton line via Darwen was the Burnley to Moston goods behind 48167, which would return via Walton Summit. The Preston to Colne parcels and return working, were hauled by 45407. Unfortunately 48666, which was on Copy Pit banking duties, derailed in Todmorden and was rescued by 48773. The former was due to work a special on the 4th, and the latter was substituted on this also.
On August 2nd, the last scheduled steam working on the Fylde Coast lines was the Burnley Burn Naze Power Station coal train, which was worked by 48727. Another of the class, 48393 worked a coal train to Huncoat Power Station. It then took empty wagons to the Portsmouth Loop on the Copy Pit section, before returning light engine to Rose Grove Sheds where it was withdrawn along with 48348, which had done a trip working to Padiham Power Station. There they joined 48191, 48278, 48493 and ‘Black 5’ 44894 also all withdrawn.
As referred to before 48773 had been specially cleaned and prepared in order to work the Blackburn to Carnforth leg of the Locomotive Club of Great Britain’s ‘Farewell To Steam’ tour of August the 4th, with 48519 also steamed and ready on Rose Grove Sheds as the standby engine. In the event it was not required, but so as not to waste its steam the fire was run down by shunting permanent way wagons as a substitute for an 08 shunter. Later that evening 48773 returned through Accrington light engine from Carnforth, to be the last engine in steam on Rose Grove Sheds. However, Rose Grove’s 48493 had also been in steam at Lostock Hall Sheds on the 4th, where it had shunted ballast wagons.
The final weekend of steam haulage on August 4th, saw no less than six special trains working in the North West. The Stephenson Locomotive Society ran two trains each of ten carriages, under the titles ‘A Farewell To Steam’ from Birmingham New Street, which returned from Manchester Victoria through Huddersfield then over Copy Pit. These trains halted in Rose Grove Station to allow the enthusiasts to visit the adjacent sheds before recommencing their journeys through Accrington. The first train was headed by 44871 with 44894, whilst the second was behind 44874 with 45017 all Black 5s. from Carnforth Sheds, with the exception of 44871 which was last allocated to Stockport Edgeley.
The Railway Travel & Correspondence Society chartered a thirteen coach special from Euston to Skipton, which returned via Colne through Accrington to Blackburn and onward behind 45407 and 73069. The Locomotive Club of Great Britain operated its own twelve-coach special from St. Pancras to Carnforth, but this ran from Blackburn over the Hellifield Line.
The most (in)famous special ran on August the 11th, and because of the prices charged has gone down in history as the ‘15-guinea Special’ between Liverpool Lime Street and Manchester Victoria to Carlisle via the Settle & Carlisle route. This ran via Blackburn to Hellifield so did not pass through Accrington. The train had failed to be fully booked due to the cost of a seat, (the equivalent of about £250 in 2019 money), so was shortened to ten carriages from the original eleven. The reason it is mentioned here is that one of the two engines, 44871 had acting Footplate Inspector Frank Watson of Accrington Sheds on the footplate. (The other locomotive was 44781). On the return leg between Carlisle and Blackburn David Greenhalgh from Accrington was firing on the footplate of 44871. Inspector Frank Watson returned on the footplate of 70013 ‘Oliver Cromwell’ light engine from Carlisle to Lostock Hall where it was coaled and watered, and then was taken to Doncaster by a crew from Healey Mills passing through Accrington on this last journey. Probably the most spectacular freight was one of double-deck car transporters going from the Merseyside works to Immingham for export to the Continent. This was almost exclusively hauled by Class 40s in the D200 series and returned empty often at lunch times.
January The General Purposes Committee of Accrington Council decreed, that if it was announced that any of the stations listed as ‘under review’ by Barbara Castle were to close they would raise objections on the grounds that unless bus services were integrated, there would be no ‘direct’ links between the communities which would be most affected.
It was resolved that if BR gave notice of their intentions to close the three local stations, Accrington Council would mount a campaign before the bus services were integrated. Alderman Wallwork stated, “I realise that British Railways has to do something to redress their considerable losses, but the effect on communities has to be considered. We have just got the first commitment for a firm to build a new factory on the Huncoat Industrial Estate and the only other industries there are the brickworks and the colliery. There is only the railway forming a direct link across the area from east to west, and until there comes a time when all forms of transport are fully integrated into a regional and national network, communities will be severely hampered and any more closures should be abandoned until this has been achieved”.
He suggested that the Mayor Councillor Marsh and the Town Clerk should try to arrange a meeting with the Prime Minister who was visiting Burnley on the 8th. Councillor Marsh pointed out that the news of these closures had not come from the British Railways Board, but through the press and until these reports were confirmed, he did not know what might be achieved. Mr T. Yates, the Town Clerk, told the meeting that if notice from BR did materialise, he would have to have the full backing of the Council in making objections to any closures, and this was unanimously agreed.
On Wednesday the 10th, whilst carrying out shunting duties, an engine came off the rails at the Aspen Colliery sidings in Oswaldtwistle at 15:45. It blocked both lines but the line to Colne was cleared by 16:48 although the Blackburn line stayed closed until 20:00. All the trains using the up line to Preston had to run ‘wrong line’ between Church & Oswaldtwistle and Rishton stations, which caused delays to several peak-time services. A gang of ten men and a crane were involved in the recovery.
Four days later another derailment occurred, when wagons containing ballast came off the rails whilst passing over the junction of the Harwood Loop line with the Colne line at Whitebirk. Workmen were working on the lines at the time doing routine maintenance but no-one was hurt. However, ballast was scattered all across the running lines, and during the blockage buses were ferrying passengers between Blackburn and Accrington after trains were cancelled.
At a meeting of Rishton Council held in late January, a warning was voiced by Chairman D. J. McNeill, not to sit back and wait for plans to be unveiled for the closing of the town’s station. This came after a letter had been received from the Divisional Manager of BR, that stated no firm decisions had yet been made about the fate of some stations on the Preston to Colne line, but when these had been resolved the councils would be informed of the results. It was suggested not to wait, but to write to Mrs Castle, the Minister of Transport, and the local MP Arthur Davidson not only to inform them of the situation but also to warn them that stiff opposition would be mounted to resist any moves to close Rishton Station.
Following 50 years of service on the railways Mr K. Hill, of Wordsworth Road, in Accrington retired. Starting on the railways in the immediate period after the Great War, in 1921 he became a fireman and gained promotion to driver during 1934. Sad to see the demise of steam, he however welcomed the diesel age and was the first driver to take one of the new DMUs in service out of Accrington. He felt that nationalisation signalled the beginning of the end for the railways and that closing a station was justified if it was uneconomic. He spent the latter years of his working life instructing drivers on the maintenance of diesel engines in the ‘improvement’ classes.
February Miss Chrissy Rogan JP, told members of the Church Council that even at this early stage they should support Rishton Council in moves to block any proposals to close their railway station. She felt that this might be the precursor to BR shutting Church & Oswaldtwistle’s own station. Councillor Dowthwaite was in full agreement as he said, “Our station provides an essential service to the public”.
With the closing of Huncoat Pit, which saw 300 years of coal mining in the district end, the conveyance of coal from it to Huncoat Power Station also came to an end, and this was marked by the operation of a ‘special’ last train on Friday the 9th. Unfortunately, due to a misunderstanding in the way the points had been set, this train which was to convey the Colliery’s Manager and the Superintendent of the Power Station, derailed over a crossing. Heavy jacks were brought in, and there was an hour’s delay whilst some colliery workers lifted the trucks back onto the tracks. Arthur Lord, the driver of the engine ‘Raven’, an 1883 0-4-0 saddle tank which ‘slipped’ the points, was in no way responsible for this accident. Trains such as this had taken loads of up to 200 tons of coal every trip between the colliery’s sidings and the Power Station, since it had started generating electricity in mid-1952. Normal train services were unaffected by this incident. Raven, the unfortunate engine, was cut up on site during 1969.
March No less than 406 platform tickets were sold at Accrington Station on Sunday the 17th, to see the passing of Flying Scotsman at 11:41, as she stopped to take on water from one of the columns on her journey from Stockport to Carnforth. Later in the day at 19:45, Britannia Pacific 70013 ‘Oliver Cromwell’ also passed through to be followed by the Scotsman again at 20:47. They were at the head of two specially chartered trains by William & Deacons Bank, which had previously to be cancelled due to industrial action by BR’s guards. However, demand had been so great that two trains could be filled.
Another of the railways long-serving employees, Alan Yeomans, of Richmond Road in Accrington, retired after 50 years’ service. He had started work as an engine cleaner at Accrington’s engine sheds in 1917, and in 1922 became a fireman followed in 1926 with promotion to driver. After a period based at the sheds in Lower Darwen, he returned to Accrington. In March, 1964, he was the driver of the DMU which caught fire at Shoe Mill in Baxenden in which one carriage was burnt out. He had succeeded in uncoupling the second coach and saved a considerable amount of mail, which was loaded inside the guard’s compartment. He likened driving a diesel to driving a tram and regretted the passing of steam. In his family his father and three brothers had all been drivers on the railway, with another brother working in the Signalling & Telegraph Department, so the family had 105 years’ service in total.
It was announced that Accrington man John Revill, of Perth Street, had been promoted to the position of Depot Manager at BR’s Burnley Sundries Division, which covered an area including Todmorden and Bacup. He was formerly the Chief of Staff’s Administration Assistant.
April BR’s Estates Agent announced that the buildings and platforms of Helmshore Station had been handed over to their department and were up for sale. This came as a surprise to the Helmshore & District Railway Preservation Society, who had recently disbanded after failing to buy it after it closed on December 6th, 1966. This was part of a plan to run the section between Stubbins Junction and Accrington as an independent train operator. They had written 60 letters to BR on the subject, but had failed to illicit a single reply. During the next few weeks workmen would be lifting the tracks and stripping the station building and platforms of any reusable items and when this was completed, it would be first offered to Haslingden Corporation. What was not for sale however, was the station yard which had already been purchased by a local firm.
Despite the good weather bookings at Accrington Railway Station were described as “moderate”, with the majority off to Blackpool.
May Over Whitsuntide there was only a special to Grange-over-Sands, Ulverston and Barrow on Sunday the 2nd, but this and the scheduled services to the coastal resorts were well patronised.
Towards the end of the month the main A680 road would be closed for eight hours whilst workmen removed the bridge over the main road at Harwood Bar. This well-known landmark colloquially known as the ‘Ferodo Bridge’ once carried the railway on the Harwood Loop Line over the highway. (Due to insufficient clearance only single-deck buses could pass beneath it, which had resulted in all the Ribble and Corporation bus services using double-deck vehicles having to go around by Great Harwood town centre, where they could pass under a higher bridge taking the railway over Heys Lane.)
June Mr P. Burrill, the Area Manager of BR, who was responsible for train services through Accrington, warned that passengers might be delayed and inconvenienced due to industrial action in the form of a work-to-rule and go slow by railwaymen. The only trains affected on the first day, Friday the 24th, were the 05:45 Colne to Manchester, which started from Accrington at 06:09 and the 06:10 Colne to Manchester, which also commenced its journey from Accrington at 06:37. On the Friday afternoon the Blackpool to Colne arrived in Accrington at 16:28, some 25 minutes late, whilst on all the other trains that week the delays only amounted to a few minutes.
July On the first Monday of the Wakes Weeks, over 100 people were waiting for trains to Blackpool, Southport and Morecambe, which was described as “unusual”. On the middle Saturday there was a special excursion to Rhyl.
There was a rush of passengers going to Headingley in Leeds on a ‘test match special’. The excursions to Blackpool, Southport and Morecambe were all well patronised, according to a spokesman at Accrington Station.
On the 28th, ‘Black 5’ 45073 (Trafford Park Sheds) and Standard 75027 (Moor Row Sheds Whitehaven), came through Accrington double-heading a return leg of the Farewell To Steam Railtour en route to Rose Grove.
August Arthur Davidson, the Accrington MP, wrote to the Chairman of BR Mr Henry Johnson, to complain about the state of the sleeper fencing near to the running lines on Lower Antley Street. Several were missing, allowing access to the lines and the dumping of substantial amounts of hazardous waste, which according to Mr K. Foden, the Deputy Chief Public Health Inspector, were responsible for a serious danger to health in the vicinity. In a reply it was agreed that remove this waste and repair the fencing, including raising the height, as it was not sufficient at present to stop children from climbing over it.
Mr George Farmer, of Oakdene Avenue in Huncoat, was presented with a long-service certificate for his 37 years on the railways as a Permanent Way Inspector.
A young magpie was found floundering in the station yard by a delivery driver, who took it into the booking office where it had since made its home. It was being looked after until old enough to fly away. Christened ‘Maggie’ by the clerks, it amused itself by constantly moving pens around on the desks.
September Residents living in Railway View, Railway Terrace and Station Road in Great Harwood, were threatening to boycott paying their rates if something was immediately done to remove rubbish which was being dumped on the former railway line.
Cold weather meant that the number of passengers passing through Accrington Station was no more than normal over the holidays. There was only one special train to Blackpool on Monday the 16th, for the Illuminations, and this was in ‘reasonable’ demand.
November Bottles thrown from trains passing over the viaduct in Accrington had caused extensive damage to the roof of the Ambulance Drill Hall on Bull Bridge, which over time had cost £1,500 to repair. The building stood beneath the viaduct and it is suspected that the culprits were football fans, as it seems that the damage caused coincided with the passing of football specials.
The passing was noted of Mr John Henry Unsworth, of Radnor Close, in Accrington, who for several years had been the stationmaster at Accrington Station.
December On Wednesday the 17th, two carriages that were being shunted, having been parked on Church East Siding for several days, ran down a slope demolishing a set of buffers and finished up falling onto a public footpath. The signalman at Church East Box first raised the alarm, but thankfully no one was hurt and there were no disruptions to the train services. BR was to launch an investigation into this incident.
1969 (Such was the falling-off of travelling by train, that the Observer no longer felt it necessary to include reports from Accrington’s Railway Station on the numbers of people travelling on the excursions. Towards the end of the year the major refurbishment of Accrington’s Railway Station began, which would attract adverse comments from the town’s MP, Council Members and passengers alike, as the facilities on the two remaining platforms were now as ‘basic’ as it was possible for them to be. There were also concerns about the timetable changes which would make journeys on what were through services, now less convenient and slightly lengthier.)
During 1969 sheds in Accrington were closed to all motive power and stood derelict for several years until it was demolished in the mid-1970s to make way for new housing. I last paid a visit in early 1972 when it had been badly vandalised. There was all manner of debris dumped into the pit of the wheel-drop, graffiti on the walls and the foreman’s office had been ransacked with documents and broken glass scattered all around. The turntable recess was overgrown and evidence of fly-tipping was all around.
January On Friday the 10th, trains were halted for half an hour whilst the body of Wilfred Hoyle, of Percy Street, West End, was removed from the section of line between Blythe’s Bridge and Church Station. From his injuries it was ascertained that he had been run over by a train. He was an employee of the railway who worked for BR at Accrington Diesel depot. It was thought he had been taking a shortcut to work. Driver William Jones, from Burnley, stated he was approaching Church & Oswaldtwistle Station at about 50mph when he noticed a body on the lines and alerted the staff when he stopped. John Bowker Coar, who was the Mechanical Foremen at the depot, said he had seen Mr Hoyle earlier walking along Blackburn Road just before Blythe’s Bridge, and it was obvious he was using the running lines to get to his workplace. At the Inquest the Coroner recorder a verdict of ‘death by misadventure’, as there was no evidence to suggest he had intended to take his own life.
May On Friday the 9th, a container on the back of a lorry became wedged under the redundant Scaitcliffe Street railway bridge for some time. However, the structure remained undamaged.
Residents of the area, who rented garages on land belonging to the British Railways Board, were up in arms about an increase in the rents they were now being asked to pay. The ground rent on the land in the Bond Street/Grimshaw Street area, had ranged from £5, £8 or £10 per annum depending on the size of the plot, but now BR were to standardise all these rents at £12. This compared to the £3 – 10s – 0d charged by Accrington Corporation for their garage sites. Another person renting a plot stated that under normal circumstances in the terms of the agreement they would have to receive three months’ notice to vacate a plot, but in the case of an ‘emergency’ BR could now ask them to quit within twenty-four hours. MP Arthur Davidson was taking up their case.
Over the Spring Bank Holiday weekend the specials to Blackpool, Southport and Morecambe on Sunday, the 25th, were all full.
June On Sunday the 24th, the Flying Scotsman ‘Pacific’ locomotive passed through Accrington once again, on its return journey from Keighley to Newcastle-upon-Tyne. She was routed this way by the organisers of the round trip, to give railway enthusiasts another look at her before she left in August for a tour of the United States of America. Although on this occasion she did not stop, she passed through at a walking pace to give all of the 500 or so spectators a chance to see her. Having been due at 16:43 she was already half an hour down on the schedule. Staff at the station had difficulty keeping people off the lines, as the passing coincided with a diesel multiple unit, which had stopped on the opposite platform. However, many remarked about the poor image that the station gave of the town in its rundown state.
July A diesel locomotive along with about a dozen empty wagons came off the rails at a set of catch points between Rishton and Accrington close to Accrington Golf Club at about 11:00 on Sunday the 9th. Workmen were carrying out repairs to the other of the running lines at the time, so both lines were blocked for about two hours forcing the cancellation of four trains. A crane was summoned to rerail the loco which had run through into the embankment, whilst buses provided a shuttle service between Rishton and Accrington.
On having taken up the case of the £12 garage rentals, MP Arthur Davidson received a reply from the Chairman of the BR Board, Sir Henry Johnson, which said “We have examined these rents again, and thought them to be reasonable in the current light of the value of land properties”. Mr Davidson said, he thought this was an unsatisfactory response.
The highlight of the month came on Thursday the 17th, with an excursion to London for just £2 per ticket and unsurprisingly, the full complement of 115 tickets allocated to Accrington was rapidly taken up. For an extra 10 shillings there was an option of a coach tour to Windsor and a sail on the Thames with a meal provided. Such was the popularity of this excursion it was repeated again on a week later.
Specials ran to Newquay, Great Yarmouth, Paignton, London, Heysham and Liverpool for the IOM. Trips to Blackpool, Southport and Morecambe were better patronised than they had been a year before.
August An announcement was made that the prototype body of a “super-speed” train, capable of travelling at 125mph and above was to be built at the English Electric Works in Clayton-le-Moors. It was revealed in London on Friday the 1st, that GEC had won the contract to build the single vehicle, and a spokesman for BR said this works had been chosen was because they had considerable experience in aircraft building techniques. It was said that when this vehicle was in service, it would be able to be brought to a stand from 150mph more quickly than a Midland Electric. Passengers would ride smoothly in air conditioned comfort and comparative silence, whilst eating their on-train meals.
A former special constable and councillor, William Hyland, of Cumberland Avenue, who had worked for 5 years as a porter at Rishton Station, admitted stealing £9 – 10s – 0d from the BR Board and of falsifying a ticket issue balance sheet. He asked for a further 100 similar offences to be taken into consideration.
September At a meeting of the General Purposes Committee, the Town Clerk submitted correspondence from the Area Manager of British Railways – London Midland Region, stating that work would soon begin on a modernisation of Accrington’s Railway Station. These would concentrate the facilities provided for passengers on just two platforms only. This would also include the closing of the Eagle Street entrance to the station, which would henceforth be used for parcels traffic only. The Paxton Street entrance would then be refurbished and reopened for passenger use. Following a lengthy discussion on these proposals, it was resolved that the Town Clerk should write to the British Railways Board, protesting in the strongest terms against the closing of the Eagle Street entrance and the reopening of the one on Paxton Street, which would involve passengers having to surmount a very steep incline. He should also request on behalf of the Council a detailed plan from British Railways of their plans. He next reported on being in receipt of another letter, this time from the Divisional Manager of British Railways, relating to the plans the BR Board had formulated following a review of passenger services in the Manchester, Blackpool and East Lancashire areas. These would take place if the Minister of Transport gave consent to the reorganisation of passenger services on the Fylde Coast and the East Lancashire areas, and these revisions would then come into effect during May, 1970.
Following another lengthy discussion, it was resolved the Town Clerk should protest to British Railways at the withdrawal of through services between Accrington and Manchester, and Accrington and Blackpool, whilst pointing out the increases in journey times which would ensue by having to change in Blackburn for Manchester, and Preston for Blackpool, this in addition to the curtailing of late evening trains.
October Platforms 2 & 1, the former Preston and Colne platforms at Accrington Station, had their waiting rooms removed during mid-month as part of the long-awaited refurbishment of the facilities. The Paxton Street entrance was to reopen as this would be where the new booking office would be located. However, the former main entrance on Eagle Street would remain open, but only for the handling of parcels traffic. The canopy over the footbridge was also being taken off as it was in an unsafe condition. Trains would operate as normal whilst the work was underway.
November Accrington Council had decided to write to BR about the condition of the refurbished Railway Station on several grounds. These included the derelict platforms with no waiting rooms, platforms with the only form of shelter being an open structure on each of the train platforms, only one entrance at the top of a very steep slope and no toilet facilities. These were just the main topics raised and Councillor Mrs E. Harrison, asked if it would be possible to reopen the Eagle Street entrance again to passengers, even though it was often blocked by parcels, luggage and parked vehicles. Councillor G. Smith, who was an employee of the railways, said that whilst the Eagle Street entrance was used exclusively for parcels traffic, there would be no other alternative place available to handle it. He added that the reason why there were no toilet facilities was that they were often the target of vandals. He did accept however, that the slope from Paxton Street was a nightmare for a mother pushing a pram. The fact that there were only two bus stop type shelters, one on either platform, was also deplored. But criticisms were not only confined to the facilities, as voices were also raised about the train services. Councillor Smith was of the opinion that the changes to the Manchester and Blackpool services were, “Not an improvement but done as an economy, as the journey time to Blackpool would go from 70 to 100 minutes”. Councillor Wallwork stated, “For years the rail fares have been well in excess of those on the buses, and nothing had been done to encourage people back onto the trains. I fear we will be left without a train service in Accrington, if we do not protest vociferously against this”. Councillors Bill Parkinson and Mary Mortimer felt this was just another move in the eventual closing of the East Lancs Line altogether!
Great Harwood Council were furious that BR had sent them notice of a new timetable, a full twelve years after the town’s station had closed, and five years after all the lines had been lifted. Councillor David Mercer said, “When the station closed down BR left us with the biggest possible eyesore with which we had to cope”.
December Arthur Davidson, the town’s Labour MP, waded into the debate in the House of Commons when in a statement he said, “Many of my constituents thought their train services deplorable before this revision, which had made the service even worse”. He was commenting on the alterations to train services to Preston and Blackpool South. Peter Baker, the Conservative MP for Blackpool South, added “It should be made a condition of giving approval to BR for Capital investment, that there should be an improvement to their services”. In reply, Mr Albert Murray, the Parliamentary Secretary to the Minister of Transport, said “The Board of BR had informed us that there was no Capital expenditure involved in these changes, so there was no need to approach the Minister before implementing them”. He added that any complaints on the state of Accrington Railway Station should be directed to the Transport Users Consultative Committee, based at Room 303, in the Royal Exchange, Cross Street, Manchester. In response to correspondence from Mr K. Yates, the Town Clerk of Accrington, Mr Murray had written –
“At present as I am sure you will know, we are currently paying grants for these services under Section 39 of the Transport Act 1968, and it is the Minister’s responsibility to ensure that they are providing value for money. The major timetable changes that will come into operation in May, 1970, arose out of a detailed review carried out by BR at the end of 1968, in conjunction with the Economic Planning Council for the North West, as it was felt that local knowledge would be of value. As a result the new pattern of travel has been designed to meet the travel needs of the area. I do not think it is fair to describe these as a ‘run down’ in rail services through Accrington.
Trains will run as frequently and in most instances only a few minutes will be added to journey times. In addition there will be two ‘limited stop’ trains through to Blackpool and four in the reverse direction. Changing trains in Blackburn for Manchester and Preston for Blackpool will cause a certain amount of inconvenience, but passengers will only have to cross a platform to make a connection.
On the subject of Accrington’s Station, since it only involved an insignificant amount of expenditure, it is primarily a matter for the BR Board, so we had not been asked to approve the changes”.
1970 (Whilst it was perceived that the train services and even the East Lancs Line itself was under threat, the preservation of trains in the area was gathering a momentum, which would prove fruitful and with the organisation using Accrington Station in order to run special trains to raise funds. Buildings which had been part of the townscape since 1846 were now gone. Another line closure would occur at the end of the year, which would in time prove to be as short-sighted as the Accrington to Bury one. In April a new type of excursion was operated for the first time. The destinations were not identified in advance and they were advertised as ‘mystery trips’. By the end of this chapter no less than 70 had operated.)
January With the demolition of the now redundant Eagle Street side of Accrington Railway Station, work was underway in transferring the booking hall facilities to the Paxton Street side. One part of the footbridge, over the former Manchester lines, was to be demolished whilst the remaining half was to be refurbished.
February The MP for Accrington, Mr Arthur Davidson, was successful in his campaign to have British Rail retain the cheap period return tickets to Blackpool on Saturdays, when it had been proposed to withdraw them.
March A special trip to London organised by the East Lancs Railway Preservation Society was this year’s annual excursion, run on the same lines as a previous trip.
April On Saturday the 18th, members of the East Lancs Railway Preservation Society were to have a car washing event on Broadway car park in Accrington, in order to raise funds for the reopening of the line between Grane Road in Haslingden and Stubbins Junction.
Without any great publicity on Saturday the 25th, BR ran a popular excursion that would become a custom, when they ran a ‘Mystery Trip’ by train. This would depart Blackburn at 09:50, Accrington at 10:00 and arrive at its destination at 12:45, returning at 18:35. The fares were 20/- for an adult and 12/6d for a child under 14. Light refreshments were available, as would be the case on all of this type of excursion, and because tickets were limited early booking was recommended.
May The first Mystery Trip must have been a great success for a second was on its way on Saturday the 9th. This time the tickets were 30/- for an adult and 20/- for a child, and the same on-train facilities and warnings about the limited number of tickets applied again. (This second one went to Weston-super-Mare.)
The first of two derailments occurred when a diesel locomotive came off the rails at Whitebirk Junction on Thursday the 21st, closing the line for four hours during which time passengers were ferried between Rishton and Blackburn by bus.
There was more disruption to services on Saturday the 23rd, when a van on the 05:55 parcels train to Colne came off the rails whilst crossing the points leading onto the viaduct at Accrington Station. Buses transferred passengers between Accrington and Huncoat, whilst a gang using jacks returned it to the rails. Services returned to normal just after midday.
Mystery Trip fever was in full swing as on Saturday the 23rd, another was departing Accrington at 08:45 with an arrival at the destination at 12:30. All the same requirements and facilities were included in the ticket price of 30/- for an adult and 20/- for a child, and the return train was at 17:30.
June The East Lancs Railway Preservation Society were the organisers of the special to Edinburgh on Saturday the 6th, no doubt to help raise more money for the group’s ambitious schemes. Adults would pay 57/6d for the ride whilst the fare for a child under 13 was 35/-. There were free buses from Helmshore and Haslingden to Accrington, and there were the options of a coach tour of the city at 2/6d extra and a meal on the train at 9/-. Tickets could not be obtained from BR, but direct from an address in Bolton.
Three weeks later on Saturday the 27th, there was another BR trip, departing at 07:44 and arriving at the ‘Mystery’ destination at midday. The fares seemed to have standardised at 30/- for an adult and 20/- for a child, and the return was at 18:34.
(One of the pastimes on these marvellous excursions was to try to guess as early as was possible on the journey where the ultimate destination would be. As various options came and went, the possible endpoints were whittled down until it became obvious where the free time would be spent. Although only made possible through diesel, or a combination of diesel and electric traction, much of the pleasure was gained from just riding on a train. They began to attract a core of regulars, not just train enthusiasts and often acquaintances became friendships due to their regularity.)
There was free travel for a child if accompanied by an adult on the specials to Morecambe on Saturdays, the 14th and 28th, the adult fare being 15/-. Departure was from Accrington at 10:56, with an arrival in Morecambe at 12:18. Return was from Euston Road at 18:35. A similar offer was available on the excursion to Blackpool on Sunday the 21st, departing at 10:58 arriving at Blackpool North at 12:10 and returning at 18:50. The adult fare was 12/6d.
July On Sunday the 5th, departing Accrington at 09:12 another Mystery Trip was off, with an arrival at the destination at 13:36 and the return time at 18:10. The fare was again 30/- for an adult and 20/- for a child, and booking early was now essential to ensure a ticket. The whole process was repeated again on July 20th, with a departure at 08:14, with an arrival at the destination at 12:45 and the return time at 18:10. July holidays were completed by a third Mystery Trip, departing at 09:08 with an arrival at the destination at 12:20 and a return at 18:00. The same fares applied and facilities were available.
August Modifications were to be made to the Paxton Street approaches to the entrance at the Railway Station, after BR conceded that the access was challenging for the elderly. MP Arthur Davidson had written to Mr R. L. E. Lawrence, Chair and General Manager of BR, to point out how difficult it was and how dangerous it could be in bad weather. So arrangements were made for Mr Davidson to meet with Mr Downes, the Preston District Manager on Saturday the 8th, in order to discuss this problem. Mr Downes was very helpful and had agreed for a flight of steps to be installed from the Paxton Street car park to the top of the slope. Although he had conceded that the Paxton Street side was less accessible to a large proportion of the population, he could not give assurances that the Eagle Street side would be opened up again, but at least agreed to look into the possibility at some time in the future on the grounds that the main car parking facilities were on the Eagle Street side. However, on the question of providing toilets, he said that this was “out of the question”, as toilet facilities were now provided on all trains, but agreed that a telephone could now be provided where now there was none.
A Mystery Trip was off again on Saturday the 22nd, at the now standard fares. Departure was at 07:45, arrival at 11:44, with the return at 18:00.
Over the August Bank Holiday weekend, enthusiasts were invited to visit Helmshore Station to see Black 5 #44806 in steam, courtesy of British Railways. Admission was 2/-.
September For a change, BR was operating an excursion to a named destination on Saturday the 12th, in this instance Aberystwyth. The train would depart at 07:45 with an arrival at the resort at 12:45, where there was an optional trip on the Vale of Rheidol narrow gauge railway to Devil’s Bridge. The inclusive fare was 37/6d for an adult and 19/6d for a child, but for those wishing to spend the whole time in Aberystwyth the fares were 30/- and 15/- respectively.
The East Lancs Railway Preservation Society was off again on Saturday the 19th, with a ‘luxury train’ to Hereford which would depart Accrington at 08:05. On arrival there was an optional coach tour to Monmouth and Symonds Yat, which would cost an additional 6/- on top of the 50/- adult fare and 5/- in addition to the 35/- children’s fare. Free buses would again ferry passengers from Helmshore and Haslingden. There was also an opportunity to see King Class 4-6-0 #6000 King George V in steam at the Bulmer’s Sidings in the town.
On the Bank Holiday Monday the 21st, there was a special train to London for just 50/- per adult. Departing Accrington at 07:39 with an arrival at Euston at approximately 11:40, there was the option of a ticket to include a coach tour to Hampton Court, sightseeing tour and a sail on the Thames at 55/- per adult and 45/- per child, before returning from Euston at 19:50.
October Another Mystery Trip ran on Saturday the 3rd, departing at 07:20 arriving at the unknown destination at 13:40 and returning at 17:40. The usual fares and booking arrangements applied.
A special for the Blackpool Illuminations ran on the 10th, departing at 16:33 arriving at North Station at 17:34 and returning at 22:45. Adult fare was 10/- with children half price.
November On Saturday the 14th, there were free buses from Helmshore and Haslingden as well as from Rishton, Great Harwood and Clayton-le-Moors to Accrington, for the East Lancs Railway Preservation Society’s special to London. On this trip there was the option of a coach tour, or the chance to see the Lord Mayor’s Show. The fares were 55/- for an adult and 30/- for a child.
Exactly a fortnight later BR was duplicating this excursion to the Capital, departing at 07:51 arriving Euston at 11:59 and returning at 19:25. The adult fare was the same, but children would only be charged half fare at 27/6d.
BR announced they were to reopen the Eagle Street access to the station and to put doors on the booking hall in order to cut down the draughts, as well as constructing a flight of steps on the Paxton Street side. Negotiations were at an advanced stage between BR and Accrington Corporation, for the removal of the redundant railway bridge at the junctions of Scaitcliffe Street, Eagle Street and Ormerod Street. Mr Downes said, “This area would be landscaped when removal was completed”.
December Despite the passenger services being dieselised in 1960 and not being named in the Beeching Report, the 11½ mile section of line between Colne and Skipton was closed on the 2nd. It would be true to say that it had been in decline for some time, as the intermediate station at Elslack had been closed as far back as March 1st, 1952. This had been followed by Foulridge on January 3rd, 1959, with both Thornton-in-Craven and Earby stations closing on January 31st. This ended the longstanding services through Accrington, between Skipton and Manchester and Skipton and Blackpool. In 1959 there had been seven trains each weekday with one to Liverpool, two to Manchester and three through to Blackpool with one terminating in Accrington. In its heyday there had been two engines sheds in Colne, one belonging to the Midland Railway and one to the Lancashire & Yorkshire Railway, the station itself being jointly operated. In the 19th Century there was even a through train to King’s Cross from Colne.
1971 (The demanning of stations and the introduction of trains with ticket conductors would continue apace.)
January BR was running a ‘Mini-holiday’ to London on Saturday the 30th, with a return on Sunday the 31st. The adult fare was £5 – 15s – 0d and a child up to the age of thirteen £2 – 17s – 6d. Included was one night’s bed and full English breakfast in one of Grand Met’s Hotels. The train would depart Accrington at 08:49 and return from Euston at 16:30. Tickets were again strictly limited.
February The retirement was announced of Mr J. Grimshaw, of College Street in Accrington, after 49 years’ service on the railway, the last 23 of which were at Accrington West signal box. Since his start in 1921 as a junior porter at Holytown, he had worked as a signal lampman at Mossend in Glasgow, a goods shunter at Hamilton, then as a porter at Huncoat and Hapton. During 1933 he became the signalman at Portsmouth Box near Todmorden, followed by spells at Cherry Tree Junction and Huncoat Level Crossing. A presentation was made at a get-together of his colleagues at the Railway Hotel, by the Area Movements Inspector, Mr E. Turner.
March The ‘Mini-holiday’ to London in January must have been a success, for it would be repeated again on Saturday the 20th. This time passengers would have to travel to Preston by service train to catch the 08:55. The fares, hotels and return time from Euston were the same as before.
It was announced that the next Mayor of Accrington would be Councillor George Gordon Smith, of Grant Street, who had 43 years’ service on the railways. His career had started in 1928 and in 1936 he became a signalman and had served in spells at boxes in Baxenden, Great Harwood, Lostock Hall and Helmshore. Towards the end of his working life he had worked at all three signal boxes in Accrington.
April At a meeting of the General Purposes Committee, the Town Clerk submitted correspondence from the Divisional Manager of British Railways – London Midland Region, stating that as of Monday, May 3rd, they would be introducing ‘Pay Trains’ on the Preston to Colne services. Also from that date certain smaller stations, including Huncoat, would become unmanned halts and their ticket offices would be closed. This course of action had been implemented as the Preston to Colne service was one which received a subsidy from the Government, and it was essential that the amount of financial assistance was kept to a ‘reasonable’ level in the hope that it would continue to qualify for grant-aid. It was resolved to note this correspondence, but to keep the situation under constant review.
Such had been the demand for the second running of the ‘Mini-holiday’ on March 20th, it had been fully booked, so it was decided to operate it yet again on Saturday the 3rd, departing Preston at 08:50, but this was the only difference.
(Note how for the first time fares were quoted in decimal currency.)
The first Mystery Trip of the year ran on Saturday the 10th, departing at 07:52, arriving at 12:45 and returning at 17:40. The fares were for an adult £1:75p and for a child under 14 £1. (It can now be revealed that the destination was Barry Island.)
The Mystery Trip on the 10th, had been fully booked, and many had been left disappointed, so one week later another, this time ‘long distance’ trip was arranged, departing Accrington at 07:00 and arriving at the mystery destination at 12:04. The fares were still £1:75p for an adult and £1 for a child, despite the promise of greater mileage. The return train would depart at 18:15. (Brighton was where the trippers enjoyed their day.)
Over Easter there were specials to Morecambe and Blackpool on Good Friday, to Blackpool on Easter Saturday. There was a special overnight train to Paignton on Friday the 23rd, departing Accrington at 23:45 and arriving at Torquay at 08:00, Paignton at 08:15. There was the option of a coach tour of the Paignton area at 14:00 for 13p extra on top of the £2 fare for an adult and £1 for a child. The overnight return would depart Paignton at 23:00 and there was the opportunity to secure a sleeping berth on the outward and return journeys at a supplement of £1 in each direction.
At the end of the month BR held an ‘East Lancs Rail Fair’ in Blackburn, in order to promote and give advice on rail travel. It would run from Saturday the 24th to May 1st, at the railway station and at the Windsor Hall between Tuesday the 27th and Sunday May 2nd.
May For the ‘usual’ fares the devotees of the Mystery excursions could enjoy yet another on May Day, Saturday the 1st. This one departed Accrington at 07:42, arrived at 12:47 and returned, (from Windsor & Eton), at 17:28.
On Saturday the 22nd, the East Lancs Railway Preservation Society ran a special to Aberystwyth calling at Welshpool en route. Tickets were for an adult £2:50p and for a child £1:50p, and there was the option of a ride on the Vale of Rheidol narrow gauge railway to Devil’s Bridge. Free buses were again provided to and from Accrington.
The demand for Mystery Trips had become so great that on Saturday the 29th, two would operate on the same day. They would call at Nelson, Burnley Central, Accrington, Blackburn, Bamber Bridge and Leyland on their outward journeys.
June Further to a previous minute at a meeting of the General Purposes Committee, the Town Clerk submitted further correspondence from the Passenger Manager of British Railways – London Midland Region, on the question of introducing earlier and later calls at Huncoat Station, along with the re-opening of the station’s facilities on Sundays. He next submitted a letter from the Sales Superintendent of Post Office Telephones, stating that British Railways were about to start work on developing the Railway Station site on Eagle Street, and that this would involve the removal of the telephone kiosk there. It was resolved that the Town Clerk would communicate with the Post Office and British Railways in order to still have a kiosk located on Eagle Street.
On Sundays the 13th, 20th & 27th, BR were operating ‘Super Half-day Excursions’ by train to Blackpool. The fare was only 30p for an adult and 15p for a child under 14. These would depart Accrington at 12:55 and arrive at North Station at 14:00, returning at 19:50.
July London and Hampton Court were the destinations for BR’s ‘Holiday Express Train’ on Thursday the 8th. Departure from Accrington was at 07:38, arrival at Euston at 11:40 where there was the option of a coach tour to Hampton Court Palace, with a cruise on the Thames to Runnymede and a picnic tea. The price of the all-inclusive day was £5:75p per adult and £3:95p per child, whilst the London-only option was £2:75p and £1:35p respectively. The return would depart Euston at 19:20.
There were two Mystery Trips from which to choose during the holidays. The first departed town on Thursday the 15th, at 07:58 arriving at the destination (Largs) at 12:54 and returning at 17:55. The second on Tuesday the 20th, left at 08:15 and arrived at 12:02, returning from (Whitby) at 18:02. The fares were the same on both these trains, £1:75p for an adult and £1 for a child under 13. Light refreshments were also provided.
The London/Hampton Court excursion was proving extremely popular as it was repeated again a fortnight later, the only differences being the timings, from Accrington departing at 06:57, in Euston at 11:01 and returning as before at 19:20. All these specials and the overnight holiday trains were fully booked, with the Isle of Man proving popular again, as were the six-day ‘Runabout Tickets’.
August BR introduced a ‘Super Saver Ticket’ to Southport on Sundays the 1st, 8th, 15th and 29th, for 30p an adult and 15p for a child. The specials on which these tickets were valid departed Accrington at 12:44, arriving at the resort at 14:09 and returning at 20:10.
At a meeting of the General Purposes Committee and further to a previous minute, the Town Clerk submitted more correspondence from the Divisional Manager of British Railways, stating that the telephone kiosk, which had been situated at the entrance to Accrington Railway Station, had been resited to a position immediately adjacent to the station entrance gates on Eagle Street.
Edinburgh for the Tattoo was the aim of the special which departed town on Saturday the 21st at 07:56, arriving at Waverley Station at 13:30. For those wishing to see the military spectacle the all-inclusive ticket was for an adult £2:75p and a child £2. For those just wanting to visit the Capital the tickets were £2 and £1:25p respectively. The return was overnight on Sunday at 01:30. Bookings for this trip would have to be made no later than Saturday the 14th, and patrons were reminded that should any of the performances not take place for any reason there could be no refund or transfers. There would be light refreshments available on both legs.
On Sunday the 29th, BR ran a day trip to the Isle of Man allowing 3½ hours on the island. The train left Accrington at 08:43 to go to Blackpool North, where passengers would transfer onto buses for the journey to Fleetwood*, at no extra cost. The fare was for an adult £2:95p and a child half-fare, and the return from Douglas was at 17:00. (*The passenger services on the Poulton-le-Fylde to Fleetwood section of line had closed on Saturday May 30th, 1970.)
September A ‘Super Saver’ half-day excursion ticket to Blackpool Illuminations was available on Sunday the 5th, at 30p for an adult and 15p for a child. The train departed town at 13:35, returning from Blackpool North at 21:20.
There was a repeat of the Isle of Man trip on Sunday the 12th, departing Accrington at 08:34 returning from Douglas at 17:00, whilst on the Saturday of the holiday weekend there was an extra train to Blackpool.
On Saturday the 18th, the Mystery Trip left town at 07:20 to arrive at the destination at 13:35. The fares were £2 per adult and £1:25p for a child. It must have gone a fair distance, as it would return overnight departing at 22:20.
The Super Saver to Blackpool was on again on Sundays, the 12th and 19th, this time departing at 13:15 and returning at 21:00.
On Tuesday the 21st, BR ran another trip to London with Windsor as the usual alternatives. The train booked up very quickly and left town at 07:33 arriving in Euston at 11:40. The cruise to Runnymede included tea and biscuits. For those wishing to stay in the city the fares were £2:75p for adults and £1:35p for a child. The Winsor trip was £1:30p extra per person and for lunch and high tea served on the train the supplement was £1:70p. The return train left Euston at 19:20.
With Blackpool Illuminations underway, specials were run on Sundays, the 19th and 26th, departing Accrington at 13:15 and returning at 21:00. The fares were for adults 30p and children under 13 half fare.
The East Lancs Railway Preservation Society again organised an excursion on Sunday, the 26th, this time to Great Yarmouth, Bressingham Gardens and the Railway Museum. Free buses were again provided to and from Accrington, and light refreshments were available on the train. The fares were, adults £2:75p and children under 14 £1:75p.
October A special was run to Manchester Victoria on Wednesday the 6th, for Burnley’s away game at Manchester United. It left Accrington at 17:34 arriving at 18:17 and returning at 22:10. The fare for all passengers was 40p.
On September 18th, a Mystery Trip had been rapidly fully booked up, so in order to placate those who had missed out another had been arranged for Saturday the 9th, again returning overnight. Timings were from Nelson 07:15, Burnley Central 07:25, Accrington 07:39, Blackburn 07:54 and Leyland 08:21. Return from the destination was at 22:10. Also on the 9th, Burnley were away at Carlisle United, and a special train left town at 10:33 arriving at Citadel Station at 13:09, and returning at 18:15. Fares were for an adult £1 and for a child 50p.
With two overnight journeys included, BR was pushing the boat out with a ‘Sleeper Excursion’ to Plymouth. The train would depart at eleven minutes past midnight on Saturday the 16th, arriving in Plymouth at 08:03 in time for breakfast and a full day out. It would return overnight at 23:30. The fares of £5 per adult and £4 per child included sleeping berths in both directions. For those who wanted to stay nearer to home there was a special to Blackpool for the Illuminations for just 30p for an adult and 15p for a child. This train would leave town at 16:24 and return from North Station at 22:35.
It is possible that Burnley Football Club was now chartering trains from BR to go to the away games, as there were now no reductions for children travelling on them. The first of these was to Hull on the 23rd, picking up at Nelson, Burnley Central and Accrington, for a fare of £1.
November The pick-up points were the same on the 6th, when Burnley’s away fixture was at Sheffield Wednesday. The only difference was the fare at 75p.
A ‘Mini-Weekend’ break in London was the last of BR’s excursions for the year, over Saturday and Sunday the 20th and 21st. There were however, no additional excursions to pay for in the £6:25p adult fare and the child’s at £4, with just one night’s bed & breakfast in a Grand Met Hotel.
At a meeting of the Planning Committee, the Town Clerk reported on the terms which had been settled upon by the District Valuer with British Railways, for the purchase of the redundant Scaitcliffe Street Railway Bridge along with an adjoining area of land immediately to the south. This was to facilitate some road improvements, so it was resolved this bridge and the land attached would be purchased at the price put on it by the District Valuer.
December The Planning Committee met when the Town Clerk reported upon the demolition of the Scaitcliffe Street Railway Bridge, which had been successfully completed at a cost of £250.
1972 (With the impending closure of the former steam sheds on Charter Street, it seemed as though the preservationists were looking seriously at obtaining the premises for their own purposes.)
January Ordinary service trains would be required to travel to Preston to catch the 09:01 to Euston to join the ‘Mini-Holiday’ weekend in London on Saturday the 29th. There would be light refreshments available on the trains and reserved seats. The Grand Met’s Hotels would again provide bed & breakfast accommodation, but there were no outings arranged. The return was from Euston at 16:15 on Sunday and the fares were £6:25p per adult and £4 per child.
February Now being promoted under the ‘Soccerail’ banner, a special charter was operating on Saturday the 19th, to Birmingham for Burnley’s away game at St Andrews. Again there was no reduction in the £1 flat fare. This train left Accrington at 10:50 arriving at New Street at 13:45 and returning at 18:00.
At a meeting of the Planning Committee the Town Clerk submitted correspondence from the East Lancashire Light Railway Company Ltd, who was acting on behalf of the East Lancs Railway Preservation Society, stating that they were hoping to purchase the British Railways Diesel Depot off Charter Street on its closure later this year. It enquired if the Council had any plans for the use of this site, or any objections to it being used to store preserved steam and diesel locomotives and rolling stock in this redundant structure. It was resolved the Town Clerk should reply that the Council had no plans for the future use of this building and site, whilst also informing British Railways of the decision that the Council did not wish to acquire it, and therefore would have no objections to it being put to the use outlined by this Society.
March On March 4th, the ELRPS were once again operating their trip to London. Those adults wishing to do their own thing would pay £3:25p for the privilege and their children £2:30p. The second option was a coach to the Ideal Homes Exhibition at £3:80p and £2:75p including entry, whilst the third was a tour of the city including HMS Belfast for the same ticket price. Again there would be free buses to Accrington and all seats reserved. The ‘Soccerail’ charter also ran again on the 4th, to the Middlesbrough v Burnley game, departing Accrington at 10:57 arriving at 13:47 and departing at 17:50. The fare was again a flat £1.
BR’s Mini-Holiday to London was repeated on the 11th, with the train picking up in Accrington on its journey from Nelson. It was a copy of the previous November excursion.
On Saturday the 18th, what was described in the advertisement as a ‘Seaview Special’ ran to Eastbourne. It departed Nelson just before midnight, picking up in Burnley, Accrington, Blackburn and Leyland, arriving in the resort in time for breakfast. The fares were adults £1:95p, children £1, and there were light refreshments available throughout.
April Saturday the 1st saw the first of the year’s Mystery Trips off at 06:50 with an arrival at the destination at midday, and a return at 17:55. Light refreshments were available and the fare for an adult was £1:95 and for a child £1.
Burnley Football Club was chartering a ‘Soccerail’ to Blackpool on the 1st, for 60p, and also on Monday the 3rd, to Sunderland for £1.
With the news that BR was intending to close the diesel maintenance depot on Charter Street in October, MP Arthur Davidson had got involved, and was attempting to save the jobs of the 130 workers who were based there. He had written to the Chairman to ask for BR to reconsider this decision, as there was already a shortage of jobs in the area and youngsters were drifting away to seek employment. He had received a reply stating that this move had come about as part of a drive to reduce expenditure by rationalising resources. He was also told that plans were not so sufficiently advanced that a number could be placed on the staff that would be displaced, but did say that every effort would be made to find alternative work on the railways for those who wished to remain. Some would be offered transfers to Newton Heath in Manchester, but some would be given redundancy notices. Unhappy with this response, Mr Davidson was planning to meet with representatives of the Unions involved.
Commencing on the 3rd, new ‘Off-Peak’ day return fares were being introduced to the Fylde Coast and Blackpool. Starting with the 10:09 and any train thereafter, with a return on any train on the same day, the fare of 60p would be valid from Accrington, Church & Oswaldtwistle and Rishton.
On April 8th, the popular Mini-Holiday to London operated again, with passengers using service trains to Preston to catch the 09:03 departure. The return from Euston was on Sunday at 16:15.
Moves were made by the Rishton Health Committee, backed by LCC and a 200-name petition, to have BR do something about the platforms at Rishton Station. The gap between the train and the platform edge in some places was about a foot wide, whilst the difference in height amounted to staggering two feet.
May Vandals had pushed heavy coping stones from the parapet of a bridge over the disused railway at Five Arches at the top end of Priestley Clough, now a nature beauty spot.
Booking early was essential to guarantee a seat on one of the Sunday afternoon ‘specials’ to Blackpool at 45p per adult and 23p per child.
| Date | Depart Accrington | Arrive North | Return North |
| May 7th | 12:48 | 13:52 | 20:10 |
| May 14th | 12:59 | 14:15 | 19:55 |
| May 21st | 12:57 | 14:08 | 19:50 |
On Bank Holiday, Saturday the 27th, due to the overwhelming demand two Mystery excursions departed to the same unknown destination, with the usual ticket prices and on-board facilities. The first departed town at 07:26 to arrive at the destination at 11:20, the duplicate departing at 07:56 and arriving at 12:28. These would return from the destination at 17:50 and 18:25 respectively. (These were operated by two Diesel Multiple Units and the destination turned out to be Aberystwyth).
Two days later, Monday the 29th, there was a special for York, leaving Accrington at 09:19 arriving at 11:18 and returning at 18:09. The fares were for an adult £1:20p and a child 60p.
Over a period covering late May and early June, the buildings at Church & Oswaldtwistle Station had been demolished and a modern style shelter constructed to replace them. The stone built structures were part of a complex which included a large warehouse and goods yard, whilst at one time the main building contained the dwelling house of the stationmaster. The station remained open for business whilst this work was underway.
June There was an overnight return on the Mystery Trip, which departed Accrington at 07:24 on Saturday the 10th, which did not arrive at its destination until 15:32. The journey back commenced at 22:00 and did not arrive home until 06:19 on the Sunday morning. The distance covered was reflected in the price of £2:25p for an adult and £1:50p for a child.
During the month there were regular special trains to Blackpool, the first of which on Sunday the 4th, left at 12:42 and arrived North Station at 13:56 and returned at 19:45. Those on the 11th and the 25th, departed at 12:52 arrived at 14:00 and returned at 20:25. The fares were the same on all these trips, 45p per adult and 23p per child.
July There were special offers to coastal resorts throughout the month. On Sunday the 2nd, the half day excursion to Blackpool was 40p return and half fare for children, and this would operate again on the 9th, with slightly different timings. On Monday the 3rd, it was Southport at 11:00, returning at 19:05 for 50p, whilst on the following day the destination was Morecambe for the same price. Both would require a change of train in Preston. There were also off-peak day returns on service trains for 60p from Monday the 3rd to Thursday the 6th, on the 10:00 which arrived at North Station at 11:04, or the 13:00 which arrived at 13:59. The return train would leave at 20:40. On Friday the 7th the outward timings were 10:53 from Accrington arriving at North Station at 11:46.
Once again there were trains operated especially for departing holidaymakers. Starting from Accrington at 22:59 on Friday the 14th, one would also pick up at Church & Oswaldtwistle at 23:03, and would go overnight to Bristol, Exeter, Dawlish, Teignmouth, and Newton Abbot, (for Plymouth, Newquay and Penzance). This was preceded by a 22:00, (Church & Oswaldtwistle 22:03), to Liverpool for the Isle-of-Man, followed by a 23:30 to London.
On Saturday the 15th, the trains were the 07:08, (Church & Oswaldtwistle 07:12), to Liverpool for the Isle of Man, then a 07:25, (Church & Oswaldtwistle 07:29), to London, a 07:40 (Church & Oswaldtwistle 07:44), to resorts along the North Wales coast, and a 09:00, (Church & Oswaldtwistle 09:03), to Morecambe. There was also a special to Scarborough, from Church & Oswaldtwistle at 10:15, Accrington at 10:20. In addition there were 5 extra Blackpool trains, 3 of which would call at Church & Oswaldtwistle.
Over the holiday fortnight and marketed at the ‘stay at home’ people, on Sunday the 9th, there was another day trip to the Isle of Man, leaving Accrington at 08:16 and returning from Douglas at 18:30, with buses shuttling passengers between Fleetwood and Blackpool North Station. Special trains would run to Blackpool every day from the 16th to the 28th, with the exception of the 22nd. There were specials to Windermere on the 20th, to Southport on the 17th and 25th and to Morecambe on the 18th. For those fancying a longer day out there were excursions to Bath on the 24th, and to Scarborough on the following day. The 6-day Holiday Runabout Ticket was also available.
There were also Mystery Trips arranged for Wednesday the 5th, leaving town at 07:41 and arriving at the destination at 12:20 before returning at 18:20, and on Tuesday the 11th, departing Accrington at 07:40 and arriving at 12:40 and coming back at 17:50. Two more would operate on Tuesday the 18th and Wednesday the 25th. The fares were the same on all these excursions, £1:95p for an adult and £1:25p for a child.
To top it all off there were specials on Thursdays the 20th and 27th, to London and Windsor, with a repeat on the trip to Windsor of the cruise to Runnymede and tea on board. On this trip there was also a repeat of the photographic competition with a free film thrown in. The train departed Accrington at 07:40 and the return was from Euston at 19:13. Fares for London only were adults £3 and children £2, and the excursions for an all-in price of £5:95p and £4:75p respectively.
A spokesman at the Railway Station said, “The bookings on the overnight trains had been “brisk”, with the boat trains to the Isle of Man as popular as ever”.
August The momentum continued with excursions to Blackpool on Sundays the 6th, 13th and 27th, then to Southport on the 20th, at 45p for adults and children 23p. There were connections to and from Accrington to a train departing from Blackburn at 07:31 on Saturday the 19th, to Edinburgh for the Military Tattoo. The fare of £3:25p for adults and £2:25p for children included seats at the spectacle. The return departed overnight from Waverley Station at 01:30 on Sunday the 20th.
On both Sundays the 13th and 20th, there was a ‘Fair’ special to Morecambe for the Illuminations or to visit the Rail Fair Exhibition being held at Morecambe Promenade Station, where amongst the attractions were steam, diesel and electric locomotives, an exhibition train, a model railway, model engineering display and a miniature railway. Admission to the show was 10p for grown-ups and 5p for kiddies. The trains would depart Accrington at 12:17, Blackburn at 12:32, returning from Euston Road at 22:00 on the 13th, and 21:39 on the 20th. The fares were adults 50p and children 25p. A voucher could be obtained on these trains for reduced admission to Happy Mount Park.
The first of the season’s Mini-Holidays to London ran over the weekend of the 26th/27th, at a fare of £6:95p for adults and £4:50p per child, this time with the option of an extra night in a Grand Met Hotel, but accommodation would be limited.
Another unusual excursion ran on Saturday the 26th, departing at 10:57 and arriving at Matlock Bath at 13:50, for its Illuminations, decorated boat parade and band concerts, before returning at 21:10. Fares were 75p and 50p respectively.
September Departing Accrington at 12:47 arriving at 13:45 and returning from North at 20:20, Blackpool was again the destination on Sunday the 10th. Another Mystery Trip ran on Saturday the 16th, leaving town at 07:39, arriving at the destination at 12:58 and returning at 17:48. Morecambe was visited on Sunday the 17th, fares were 50p and 25p, and the timings were Accrington depart 12:17, arriving at 14:18 and returning at 20:15.
Although the platform at Rishton Station was six inches below the standard height accepted as safe, BR refused to spend any money to rectify it. This message was contained in correspondence sent to Rishton District Council by the Divisional Manager, Mr J. B. Downes, who stated that receipts at the station did not justify the £2,500 it was cost to raise the platform to the proper height. Councillor D. J. McNeill suggested that steps with a handrail should be made available for people who were having difficulty boarding and alighting trains. It was resolved to convey Mr McNeill’s suggestion to BR in a letter. In contrast, Oswaldtwistle Council had written to BR in October to congratulate them on the refurbishment of Church & Oswaldtwistle Station, where the old buildings had been replaced by bus stop type shelters, new fencing erected and a general sprucing up had taken place.
By making their way to Preston on Saturday the 23rd, train enthusiasts could travel to Carnforth and have a run behind a steam locomotive to Barrow for £3. The timings were from Preston at midday, Carnforth 12:42 and Barrow 13:31, returning at 14:10. This would also allow time for a visit to the Steamtown Museum before returning to Preston at 19:00. There would be a second steam run at 16:05 arriving in Barrow at 16:54 and coming back at 17:45 in Carnforth at 18:34.
October Over the holiday weekend the normal service trains struggled to cope with the numbers travelling to Blackpool, especially on the first through train on Saturday at 09:55, for after this time people had to catch trains which required a change in Preston. A spokesperson at the Station explained, “Unfortunately we had no spare carriages to put on”. However, a special was operating to the resort on Sunday the 24th, leaving at 12:48, arriving at 13:46 and returning at 20:25 at the cheap return fare of 45p per adult and 23p per child.
On Saturday the 7th, there was yet another of the popular Mystery Trips at £1:25p per adult 90p for a child. This one would start in Nelson, calling at Burnley Central, Accrington and Blackburn, and would call in at Rose Grove on the return leg only.
For passengers intending to visit the Motor Show in London on Saturday the 21st, there was a special leaving at 07:40 and arriving in Euston at 11:40. The return was overnight at 23:30 arriving back in Accrington at 04:44 on Sunday morning. Tickets were £3:25p and £2 for a child.
On Saturday the 30th, the destinations were Newcastle-upon-Tyne or Whitley Bay, which although not a Mystery, tickets were at the normal Mystery train fares. Timings were Accrington 09:15, Newcastle at 12:27 and Whitley Bay at 12:50, returning at 18:40 and 19:05 respectively.
November On Saturday the 4th, departing at 07:39 and back in town at 22:24 was another train to a Mystery destination. Special excursions were also being marketed as ‘Showstopper Mini-Holidays’, which would operate on Thursdays, November the 9th, December the 14th, January 18th and February 15th, 1973. They were for ‘Showboat’ at the Adelphi Theatre, or ‘Gone With The Wind’ at Drury Lane. The package included one night’s B&B at a Grand Met Hotel, tickets for one of these shows and return rail fares, for the all-inclusive price of £7:75p for an adult and £5:50p for a child.
Over the 18th and 19th, there was a weekend in Torquay using a special train to Preston to connect with the train departing at midnight on Friday the 17th. The fares were for an adult £6:95p and for a child sharing a room £4:50p. There would be breakfast on arrival, then a coach tour visiting Paignton, Brixham and Babbacombe, one night’s stay in a three star hotel with evening meal and breakfast, and free membership to a Torquay nightspot. Light refreshments would be available on both long distance trains.
Light refreshments were also available on the Mystery excursion departing on Saturday the 25th. It was off at 07:33 and back for 20:15, and this time the fares were £1:50p for adults and £1 for a child.
At a meeting of the General Purposes Committee, the Town Clerk reported on correspondence from the North East Lancs Development Committee, relating to a scheme put forward by “Anti-Poll” for the provision of ‘fast’ rail services linking Blackburn with Manchester Victoria Station, via Accrington, Rose Grove, Burnley – Manchester Road, Todmorden, Rochdale and then continuing on to Salford, Bolton, Bromley Cross, and Darwen back to Blackburn. However, this would entail the withdrawal of the existing Blackburn to Manchester and return services via Darwen and Bolton, also the Preston to Colne services with the closing of some of the smaller stations. The Town Clerk reported he had written to the Secretary of the N.E. Lancs Development Committee, to seek clarification of these proposals.
Expressions of concern were voiced by members of the National Union of Railwaymen on their future after the proposed reorganisation. The local Branch Secretary, Mr Wilfred Bridges, met with Arthur Davidson MP to seek his support after another announcement was made that Accrington was to close as a parcels office, along with other towns along the line and these would be transferred to either Bolton or Oldham depots. Railwaymen had been informed that there would be redundancies but as of then no details of who, and how many would go. Mr Bridges said he expected to receive the news in December for the notices to be served in the New Year. Including the staff who maintained the delivery vehicles, he estimated that up to 60 people were involved locally. Arthur Davidson said, he had already spoken with Richard Marsh, the Chairman of BR, but had solicited no reply as yet. He felt that this was another move towards closing the line altogether, and pledged to give the railwaymen his full support in any way possible, including taking their case up with the Minister of Transport once he had received a response from BR.
December Mr Davidson did receive a reply, but stated he was far from satisfied with its contents with regard to the proposed closure of the parcels office. Mr Marsh had indicated that the reason for the closing of the parcels service in Accrington and Blackburn and to concentrate it at the two named depots was to cut costs and to make it more efficient. He said –
“The new arrangements would see parcels loaded after collection in Accrington, onto the ‘trunk’ trains, and in the opposite direction delivered on the day they arrive at the railhead. Full-load, freight facilities in the area would be rationalised by transferring the delivered and collected parcels at the Halliwell depot in Bolton. This would also release a valuable site in Blackburn for disposal, whilst substantial economies would be made by adopting this scheme. Consultation about the staff will follow the normal agreed procedures, and I cannot at this stage comment about the estimated number of redundancies. As you are aware National Carriers is a subsidiary of the National Freight Corporation, so I am not able to say how these proposals will affect their organisations, except to say that their drivers will be offered employment at either of the Oldham or Bolton depots.”
London would be well visited during the month starting with a ‘Mini-Holiday’ on Saturday the 2nd and Sunday the 3rd. Grand Met would again provide the accommodation and the return train would be back at 20:12. Adult tickets were £6:95p and children’s £4:50p. There was a ‘Christmas Shopping’ special on Saturday the 16th, leaving town at 07:40 arriving at 11:40 for £3:25p and £2 for a child. The return departed Euston was at 18:17 back in Accrington for 22:21.
For those who wished to spend Christmas in the Capital, there was a ‘Stardust’ mini-holiday departing on Saturday the 23rd, at 07:39 and returning on Boxing Day. Included were three nights’ bed & breakfast in the Kennedy Hotel close to Euston, Christmas lunch and dinner, at the 2nd Class return fare at £21 for an adult and £13:50p for a child. For a £2 supplement a passenger could upgrade to the 1st Class.
1973 (Closures would continue as part of a rationalisation of facilities none of which would go uncontested, but still the overall pattern was one of decline.)
January Between the 3rd and February the 3rd, every Wednesday, Thursday and Saturday there was a ‘Saver’ ticket to London at £3:50p per adult and £2 for a child. A normal service train would connect in Preston onto the 07:37 or the 07:53, with a return on the same day on the 16:05, 18:55 or 19:05 from Euston.
BR was holding its Travelsure Exhibition at the Guild Hall in Preston from the 18th, to the 27th, where the holder of the lucky 5p programme would receive 10,000 miles of free rail travel. There was another ‘Mini-Weekend’ in London over the weekend of the 27th and 28th, on much the same lines as previously.
It was announced that the closing of the Parcels Department at the Accrington Station had been postponed at the eleventh hour. Some of the 30 employees there and at the Freight Depot in Blackburn had already received redundancy notices, and the move to Bolton was to have taken place on February 5th. MP Arthur Davidson had met with the BR Chairman, Sir Richard Marsh, for an ‘informal’ discussion accompanied by representatives from the NUR late in the month, and a steering group was to negotiate with the Union. It had been made clear however, that the future of Accrington’s depot was “very uncertain”.
February Over the weekend the 3rd and 4th, there was a weekend in Torquay for those willing to catch a special to connect with the 00:15 from Preston, to travel overnight to the resort. The fares were for adults £6:95p with children sharing a room £4:50p, under three’s £2:70p. The itinerary was similar to a previous excursion, but this time the coach tour would visit Paignton, Kingswear, Dartmouth and Totnes.
March There was a ‘Look & Book’ excursion to Hastings on the 10th, departing Nelson and stations on the East Lancs Line at midnight on Friday the 9th. Fares were adults £2:25p and children £1:50p, whilst on the same weekend, there was a ‘Mini-Weekend’ in Edinburgh at £6:75p and £4:50p including one nights bed & breakfast in a British Transport Hotel.
The strike by members of ASLEF on Sunday the 11th, would affect any passengers travelling between Accrington and London, but had little effect on local trains. The dispute was set to continue however.
BR was putting its best train forward on Thursday the 15th, with an all-1st Class excursion to the Cheltenham Gold Cup at the premium fare of £10:25p. This would include a reserved seat, morning coffee and luncheon on the outward run, admission to Tattersall’s Enclosure, and dinner on the return journey. This train would depart from Preston at 09:12, arriving at Racecourse Station at 13:00 and returning at 18:35. Passengers could use connecting services to and from Preston.
Hopes of saving the Parcels Department at Accrington Station and that in Blackburn had finally disappeared. Following a long meeting with the General Manager of the London Midland Region, Mr Bonham Carter, Arthur Davidson MP expressed his great disappointment that no reprieve had been secured. He had only received assurances that redundancies would be kept to a minimum. It now seemed that those employees who would be retained would be transferred to the Oldham office.
There would be another ‘Mini-Weekend’ in London over Saturday and Sunday, the 17th/18th, and a repeat of the ‘Look & Book’ concept on Saturday, March 24th, with Weymouth this time the target. Again the train would leave Nelson at midnight, and there would be breakfast at the Weymouth Pavilion and a coach tour of the area on arrival. Fares were £2:95p and £2:30p respectively.
April There was a repeat of the Mini-Weekend in London over Saturday and Sunday the 7th and 8th, and yet another Mystery Trip on the 7th, from which to choose. On the 13th and 14th, another special would start out overnight for Plymouth. Fares were adults £2:50p and children £1:50p, with the option of sleeping berths at £5 and £4:25p respectively. On Wednesday the 18th, a special would run to London departing at 07:37 arriving in Euston at 11:42, returning at 18:15 and back for 22:36. Fares were £3:25p and £2 respectively.
In a three-pronged attack the Association of Municipal Corporations, the Town Clerk’s Office and MP Arthur Davidson, were to bring pressure to bear on BR who were using an Act of Parliament passed in 1845 to avoid remedying inadequate fencing on some railway lines. The Act stated that fencing must be “cattle-proof”, which it was contended did not form an obstacle sufficient enough to deter children. Whilst the Town Clerk, Nigel MacGregor, was encouraging BR to do something about the fencing at the Grant Street subway, on Crossland Street and near to Pollard Street, the MP along with the Association was seeking new and more rigorous legislation. The dispute in Accrington had been spearheaded by Deputy Town Clerk, Mr David Mahoney, who said BR had limited what work they were prepared to undertake in order only to stop cattle and sheep from straying onto the lines, although where there was electrification they had been obliged to improve the perimeter fencing. The decision to press BR had come after the House of Lords had in 1971 awarded damages to the parents of a child who had been electrocuted. When Arthur Davidson had requested the Minister of Transport, Mr John Peyton, to increase the liability on the Board of BR with regard to the fencing off of railway lines, the response was met with “an outright refusal”.
Over Easter there were specials to Blackpool on Good Friday the 20th, and again on Easter Monday, fares were 40p and 20p, on Easter Sunday the trip was for half a day. The Good Friday excursion to Morecambe cost 66p and 33p respectively, whilst on Easter Monday the destination was Windermere at 85p and 43p.
An unusual destination for a special on Saturday the 21st, was to Dumbarton for the Loch Lomond Bear Park, and the fare of £2:70p for an adult and £1:90p for a child included a coach and admission to the Park. Packed lunches, booked in advance, were available on this excursion at 75p each, even though light refreshments were also available on the train. The month’s excursions ended on Saturday the 28th, with a trip to Wolverhampton, Birmingham or Coventry, at £1:50p and £1 for a child. The timings were Accrington 07:39, arriving in Wolverhampton at 10:11, New Street at 10:24 and Coventry at 10:58. Return times were 18:30, 18:51 and 19:10 respectively, back in town for 21:42. A ‘Soccerail’ special took Burnley supporters to Preston on this same day for 35p return.
May The month began with another Mystery Trip on Saturday the 5th, at the usual fares, whilst the following day there was a half-day run to Blackpool.
There was a ‘Clyde Cruise’ on offer at £3:50p per adult, £2:50p per child on Saturday the 19th. On arrival at Gourock, it was all aboard the Caledonian Steamship to Dunoon, Rothesay and Tighnabruaich. Another Mystery Trip departed on Saturday the 26th, this time with an overnight return, the distance reflected in the fares at adults £2:25p, children £1:50p. On Monday the 28th, the excursion was for York at £1:20p and 60p respectively.
Arising out of a fatal accident which had occurred on April 29th, at a meeting of the General Purposes Committee, a Council member pointed out that various properties belonging to the railways were inadequately fenced throughout the Borough. Following a general discussion, it was resolved the British Railways would be requested to provide secure fencing around all the properties belonging to them.
June There was a half-day trip to Blackpool on the first day of the month. A special to Portsmouth left overnight on Friday the 1st, with fares at £2:25p per adult and £1:50p per child no doubt reflecting the distance covered, whereas the fares were only £1:95p and £1:25p respectively on the Mystery one week later, Saturday the 9th. There was a special to Stoke on Sunday the 10th, at £1:65p and £1:10p respectively and this included a coach to and admission into Trentham Gardens.
The General Purposes Committee met when the Town Clerk submitted correspondence from the Divisional Manager of British Railways, stating that with effect from July 2nd, the ‘express’ rail parcels service would be transferred away from Accrington also Blackburn, to both Bolton and Oldham. He further presented a letter from the NE Lancs Development Committee, expressing concerns about the gradual erosion of the railway in East Lancashire, along with a copy of BR’s reply thereon.
On Saturday the 16th, the destinations were Bletchley for Woburn Abbey Animal Kingdom, with a coach tour through the animal reserve and included entry into the Abbey at £2:25p and for a child £1:50p. For the more adventurous, there was another Mini-Weekend in London over the 16th and 17th, with much the same arrangements in place. Also London-bound on the 24th, was a ‘Sunday Saver’ at the knock-down price of £2 per adult and £1 for each accompanied child.
The month concluded with a special to Towyn and Barmouth on Saturday the 23rd, and a week later to Barrow and Ravenglass. Light refreshments were available on both these trips.
At the end of the month it was advertised that Preston would be integrated into the ‘Inter-City’ network of express trains from July the 23rd.
July Mystery excursions were to feature again on Tuesday the 10th and Thursday the 19th, with fares on both at £2:25p for adults and £1:50p for children. The London and Windsor trip was repeated again on Thursday the 12th, with those going on to Windsor cruising to Maidenhead with a packed tea on board.
On Tuesday the 17th, there was the choice of a day in Chester for £1/50p or going on either to Rhyl, Colwyn Bay or Llandudno for £1:25p an adult 75pfor a child. The train departed Accrington at 09:43 and was back in town at 21:31.
For those staying at home during the Wakes Weeks, there was plenty of railway choice and unusually all the excursion trains were 1st Class accommodation throughout. These began on Monday the 23rd, to Bristol with an optional coach tour to Wells and Cheddar. To Bristol the fares were £2:25p and £1:50p, with the tour at 50p for all classes. There was also the option of a tray meal on board at 75p per person. This train departed Accrington at 07:43 arrived at Temple Meads at 12:04, returned at 18:00 and was back for 22:47. Two days later the train went to Edinburgh, departing town at 08:12 arriving Waverley at 12:55, returning at 18:10 and back for 22:50. Fares were £3 and £2 for a child.
The excursion to London with the option of Windsor would be repeated twice on Thursdays the 26th and August 2nd. On Friday the 27th, a train departed at 07:25 and the destination was Ayr with an arrival at 11:52. The fares were £2:25p and £1:50p and the return departed at 17:50 to be back in Accrington at 22:30. Another Mystery Trip departed on Monday the 30th, and must have covered a considerable distance as having left at 07:37 it did not arrive at the destination until 13:12. It was a long day as returning at 17:50 it did not get back until 23:23. July ended on the 31st, with an excursion to Stirling for Blair Drummond Safari Park. Coaches were provided at Stirling for a tour including the Safari Park, Callander, the Trossachs, Aberfoyle and Lake Menteith.
August The holiday had extended into a new month and on Wednesday the 1st, there was a special to Gloucester with a coach tour to Berkeley Castle included in the fares of adults £2:80p and £1:95p for a child. On Friday the 3rd, the holidays culminated with a special for York at £1:40p for an adult 70p for a child, or Scarborough at £1:95p for an adult £1:25p per child.
Lincoln was the destination on Sunday the 12th, leaving at 08:32 and arriving at the Cathedral City at 13:22, returning at 16:15 and back for 22:24. The fares were £1:75p and £1 respectively. The ‘Mini-Weekend’ to London was repeated over Saturday and Sunday the 25th and 26th, from Preston at 09:30 returning from Euston at 17:30.
During the month there were day and half excursions to Blackpool, and to Morecambe for the Illuminations, whilst on August Bank Holiday Monday there was another special at 09:42 to Chester (11:47), Rhyl (12:23), Colwyn Bay (12:45) and Llandudno (13:05), returning at 18:05 and back in Accrington at 21:13. Fares to Chester were 75p and 40p whilst to all the other stations £1 and 60p.
September On Saturday the 1st, the Edinburgh Tattoo was the focus of the train departing Accrington at 08:35 arriving in ‘Auld Reekie’ at 12:54. Including in the fares of £3:95p and £2:75p were seats at the spectacular event, and the return was in the early hours of Sunday at 01:30 to be back in Accrington at 06:05. A now tattoo-less Edinburgh would be visited again for the day on Thursday the 20th.
There would be no less than four Mystery Trips during the month, on Saturday the 8th, Tuesday the 11th, Saturday the 15th and Wednesday the 19th, all at the same fare, £1:95p per adult and £1:25p per child. The popular Chester and North Wales excursion ran again on Thursday the 13th, as did an equally popular return to London and Windsor on Tuesday the 18th.
An advertisement in the Observer stated that on Saturday the 22nd, two “well known” steam engines would be operating a special service between Carnforth and Ravenglass, and there would be connections from East Lancs. The ride would cost £3:50p and interested parties had to apply for tickets to the LNER Society at an address in Barrow-in-Furness. Unfortunately the BR excursion to Barrow and Ravenglass did not operate until one week later, Saturday the 29th.
October The month began with another Mystery Trip on Saturday the 6th, leaving Accrington at 07:57, (Rishton 08:03), and arriving at the destination at 12:28. The return left at 18:00 arriving at Rishton at 21:31 and Accrington seven minutes later. After an absence the excursion on Saturday the 14th, made a return to Birmingham and Coventry.
London was the destination of a day trip on Saturday the 27th, and for those getting to Preston there was the opportunity of a Mini-Weekend break to visit the Motor Show for the inclusive price of adults £7:75p and children £5:50p, including one night’s B&B at the Penta Hotel.
November A Mystery was on offer again on Saturday the 3rd, and the times were Accrington 07:37, arrival 12:30, return at 18:05 back in town at 22:47.
Over Saturday and Sunday the 17th and 18th, the ‘Mini-Weekend’ to Torquay ran again, departing from Preston at midnight on Friday the 16th, with connecting trains from East Lancashire. The fares were £7:95p for adults, children £4:85p and £2:85p for under threes sharing. This time the coach tour included in the price visit to Teignmouth, Dawlish and Newton Abbot.
December On Saturday the 1st, and Sunday the 2nd, the popular Mini-Weekend in London was repeated, the fares being £7:50p and £4:50p for a child.
A ‘Christmas Shopping’ special to London operated on Saturday the 15th, from Accrington (07:57) and Rishton (08:07). It arrived in Euston at 11:49, returned at 17:55 and was home at 22:12 and 22:18 respectively.
The Policy & Resources Committee of Hyndburn Council were invited to be represented at a meeting held in Preston’s Guild Hall on Tuesday the 16th, in order to discuss the future of public passenger transport including that of the railways. This was thought prudent in order to prepare authorities for their new roles from 1974 onwards.
For those who fancied Christmas in the Capital there was a ‘Stardust Christmas’ on offer at £25 per adult and £18 per child. The price included outward by any train operating on the 23rd, and returning on any train on Boxing Day, three nights’ stay bed and breakfast in the Kennedy Hotel near Euston, Christmas lunch and dinner, with a £2 supplement for 1st Class travel.
BR offered the Accrington’s local authority the opportunity to purchase the disused railway trackbed between Accrington and Baxenden, which amounted to in excess of 30 acres of land. The snags as far as the Council was concerned were, apart from the asking price, afterwards it would be responsible for the maintenance of the viaducts, bridges, culverts, piers and fencing. The Borough was soon to be reorganised and the Chief Executive, Nigel MacGregor, who would be the Chief Executive of the ‘new’ Hyndburn Authority, pointed out that there it would entail large scale landscaping and planting in order to create a valuable amenity. But he was also cautious that if nothing was done it would become a magnet for fly-tipping unless, as had been the case in Great Harwood, the problems had been resolved by turning it into a beauty spot. (The girder bridge over Platt Mill Lodge had been removed, so was not included in this offer.)
1974 (Reclamation of land and buildings formerly owned by the British Railways Property Board, would now include the trackbed of the former Accrington to Bury line.)
January A train driver from Church, Albert Fletcher of France Street, was thrown through the window of his cab when the four-coach 18:35 commuter train from Manchester to Blackburn was derailed at 40mph on faulty points just after it passed through Lower Darwen. A train driver since 1966, he stated “I knew damn well this might happen, as all drivers are wary of this stretch of line”. Eighteen of the thirty-five passengers on board were treated for shock and bruising, but Mr Fletcher suffered two broken legs and was taken to the nearby Blackburn Royal Infirmary. Another train had passed safely through only half an hour before and even though a fault had been reported, Richard Hammill, for BR stated, “I did not think it necessary to put a pilot out onto these lines to warn drivers, as they had negotiated the single line without incident. Phillip Hogg, a technician, told an inquiry that a piece of grit had penetrated the detection box of the points, and it had caused a malfunction and this was what had directed driver Fletcher’s train into a goods siding, but he had not been told he should proceed with caution. Mr F. W. Smith, Signalling & Communications Engineer, said following the accident that evening the points relays had been checked, whilst at Preston Signal Box, no defects had been indicated. A report was being carried out by HM Inspector of Railways, Lt. Col. G. Townsend-Rose, and his findings would be published in about six months’ time.
In order to deter trespassers on the lines BR were to make repairs to boundary fences and walls near at Leyland Street, Lower Antley Street and the stone walls near to the underpass at the lower end of Buxton Street.
Rishton Council were in receipt of correspondence from BR, setting out their reasons for closing the footway crossing of the lines at the Railway Station. There had been a spate of fatalities at similar crossings between platforms on the system. BR accepted this would cause some inconvenience to elderly and disabled passengers. However, Councillor Robert Peel felt that the footbridge, which was slippery when wet, was more likely to be a source of accidents than a walkway, which had been in use for very many years.
February The Town Clerk submitted a letter from Messrs Houston & Houston, on behalf of an applicant requesting the support of Accrington Corporation in an appeal against the County Planning Committee’s refusal to allow the use of the former British Railways Goods Shed on Charter Street, to be turned over to the construction and rebuilding of textile machinery. It was resolved to support this appeal on condition that the proposed work was carried out in a new building. Further to this, the Town Clerk submitted correspondence from the Divisional Planning Officer, requesting the Council’s views as to what should be a suitable use of the land adjacent to Charter Street and also to that off Lower Antley Street, on which the British Railway sidings were formerly sited. It was resolved the Borough Engineer should reply to the Divisional Planning Officer, that the Council considered these areas would be suitable for commercial or light industry use.
March On Sunday the 21st, there was a ‘special’ excursion to London for the Ideal Homes Exhibition at £3 for adults and £2 children. Timings were Accrington depart 07:37, arrive in London 11:40, returning at 18:13 and back in town at 22:02. The exhibition could be visited by using ordinary services between the 5th and 30th, for £6:04p per adult and £3:02p for a child, including an underground ticket to and from Euston to Kensington Olympia, with an extra 40p each for admission.
Another option was to go for the weekend over the 23rd and 24th, including an overnight stay with breakfast in a Grand Met Hotel for £7:50p per adult and £4:50p per child sharing room. Yet another alternative was to go on a Mid-Week mini-break on Mondays, Tuesdays, Wednesdays or Thursdays, with the overnight stay in a Grand Met at £8:50p and £6:50p respectively, but this required a booking of at least two adults.
April On Saturday the 6th, what was described as a “Mystery Mixture” was operating with fares at £2:75p and £1:95p, but this would include both rail and coach journeys. Over Easter, on Good Friday another Mystery Trip ran, with fares at £2:15p and £1:35p for children, and on Monday the 15th, Barrow and Ravenglass were the intended destinations, whilst the alternative was a special for York.
Bletchley for Woburn Abbey was the destination for the special which ran on Wednesday the 24th. Passengers would have to make their way to Preston to catch the 08:40 and on arrival at 11:24, coaches would take them through the Animal Kingdom with free time at the Abbey at the all-in price of £2:50p and £1:75p. Return was from Bletchley at 18:11 and back in Preston for 20:55. There were extra trains to Blackpool on Good Friday and Easter Sunday and to Southport on Good Friday.
(All the special excursions over the Easter period were fully booked, which is not surprising since the recent Mystery Trips had visited Salisbury (for Stonehenge), Whitley Bay, Perth, Brighton, Windsor and Stirling.)
May BR was promoting a range of tickets and these included 17-Day Returns, Long-stay Economy Returns and Season Tickets. They were also promoting tickets from Accrington on any train/any day to Blackburn for 22p, Blackpool 90p, Bolton 60p, Burnley 25p, Colne 41p, Darwen 27p, Kirkham 75p, Manchester 84p, Nelson 37p and Preston 58p, with children 3 to 14 half fare. Between May 6th and the 25th, there was also a ‘Twosome’ ticket where two adults could ride for the price of one to Blackburn, Preston and Manchester from Accrington, Church & Oswaldtwistle, Huncoat and Rishton.
A special day return was available at £1:50p/75p from Accrington to Carlisle on Saturday the 11th, for a Railway Exhibition at Citadel Station and the open day at Kingmoor Traction Maintenance Depot. Exhibits would include electric diesel and steam locomotives and the Electrification Exhibition Train.
There must have been some shenanigans about the under 14s travelling unaccompanied on excursions, for it was specified that on the Mystery Trip scheduled for Saturday the 18th, children must be accompanied by an adult. Fares were £2:15p and £1:35p. The following day there was a Ramblers’ Excursion to Edale, departing town at 08:50 (Rishton 08:55), returning at 18:10 with an arrival back in Accrington at 20:08. There was a choice of easy, moderate or strenuous walks from Edale included in the 80p/40p fares. Another Mystery Trip ran on Saturday the 25th, with the same ticket prices.
Over the Spring Bank Holiday weekend, there would be two day trips to Blackpool on Saturday the 25th, (90p/50p) and Monday the 27th, (69p/33p), and a half-day excursion on Sunday the 26th, (50p/25p), whilst Southport was not forgotten as it too was visited on the Sunday (55p/28p).
The ‘special’ to Gourock on Monday, May 27th, included a cruise visiting Dunoon, Largs, Rothsay and Tighnabruaich, for the all-in price of £3:95p/£3:05p. For those wishing to stay nearer to home the alternative was a trip to York leaving Accrington at 10:37, arriving at 12:12, returning at 18:30 and home for 20:10, for £1:30p and 65p for a child.
June Barrow-in-Furness, Millom and Ravenglass were the destinations on Saturday the 1st, with light refreshments available on board. On the 9th, there was a ‘Sunday Saver’ to London at £2:10p and half fare for a child. At 23:42 on the evening of Friday the 14th, a special departed from Accrington to go overnight to Aviemore, arriving there at 08:00 for a day in the Highlands. The fare of £6:45p for adults and £5:15p for a child would include a coach tour of the Cairngorms, a ride on the lower section of the chairlift, unlimited use of the ice rink and the artificial ski slope. The return train would depart at 22:00 on Saturday to arrive back in Accrington at 05:41 on Sunday morning.
Even more ambitious was the day trip to Paris on Friday the 21st. Passengers could take a service train to Preston to connect with a London service after 09:30, and after crossing from Euston a departure from London’s Victoria Station at 22:02. This would arrive at Newhaven Harbour at 23:16 for the 23:45 sailing to Dieppe where it would dock at 03:30. A train for Paris, St. Lazare, would depart at 04:02 arriving in the French Capital at 06:25. This would allow a very full day before returning at 00:30 on Sunday morning to Dieppe at 03:40 for the 05:30 crossing docking at Newhaven at 09:15 which allowed half an hour to change onto the 09:45 for Victoria in at 11:00. Return from London was by any train. The fares were for adults £12:55p, juveniles 12 to 14 £7:50p, and under 12s £6:25p.
Specials operated to Blackpool on the 16th, 23rd and again on the 30th, whilst a Mystery Mixture ran on Saturday the 29th. The arrangements at their destination would be revealed to passengers on the journey, and the fares of £3:80p for an adult and £3 for a child, suggested they were going even further than the railhead.
July There was a special to Blackpool on Sunday the 7th, and trips to the resort on Mondays, Tuesdays, Wednesdays, Thursdays and Fridays, the 8th to the 12th, and again on the 15th to the 19th, to Southport on Mondays the 8th and 15th, and Morecambe on the 10th. On July the 14th, there was a repeat of the trip to Chester and the resorts along the North Wales Coast, another Mystery Trip on Tuesday the 16th, and Edinburgh was revisited on Thursday the 18th. For adults paying £2:15p and children £1:35p on arrival on an excursion to Stirling, there was a coach tour to the Trossachs, Blair Drummond, Aberfoyle, Loch Achray, Callander & Doune.
A Blackpool trip ran on the 18th, and yet another Mystery Trip with fares at £2:15p and £1:35p respectively. Ever popular, Blackpool was revisited by specials, two on Sunday the 21st, both starting in Nelson, whilst from Monday through to Friday the following week there was a special every day starting from Accrington.
Over the holiday weeks, besides the long distance specials there was a ‘Sunday Saver’ to London on the 21st, whereas on Wednesday the 25th, the London excursion included a coach trip to Syon Park for lunch, then on to Runnymede and a sail to Windsor with a picnic tea for the all-inclusive fare of £7:25p/£5:55p. On Sunday the 28th, the popular trip to Chester was repeated going on to the resorts along the North Wales Coast. It was possible to partake in the ‘Mini-Holiday’ to London up until August 22nd, on any day except Friday, but again the minimum booking was for two adults at £8:50p each and £5:50p per child sharing. Sunday the 28th, saw another run to Blackpool and between Monday and Friday the 29th and August 2nd, there was one every day. The Sunday trains were priced at £1:01p and 51p for a child, whilst the weekday runs were only 78p and 38p respectively. Southport was not left out and was the destination of specials on Monday the 24th, Friday the 26th, Tuesday the 30th and Friday August 2nd. The fares were 65p and 33p for a child, whilst on the specials to Morecambe on Tuesday the 23rd and Thursday, August 1st, despite the disparity in distance the same prices applied.
During the second of the Wakes Weeks there was another visit to Woburn via Bletchley on Monday the 29th, a Mystery Trip on the following day and on Wednesday the 31st, a train to Oxford for Blenheim Palace with a coach tour, entrance, a river cruise and high tea included for £4:25p and £3:25p per child.
August On Thursday the 1st, the ‘Holiday Express’ excursion to London with the option of an onward tour and cruise was off again. Fares were for London only £3:40p and £2, and with the extra tours £7:25p and £5:55p respectively. Aberystwyth was the destination of the special which ran on Sunday the 11th, with a fare of £1:75p and £1 for a child with a ‘limited’ number of tickets available for the Vale of Rheidol narrow gauge railway to Devil’s Bridge, at 50p and 25p extra. Also on the 11th, there was a special event at Carnforth called ‘Locomotion’, in conjunction with the Steam Museum there. A special was run departing at 10:50, arriving at 12:20 and then continuing on to Morecambe at 14:20, arriving in the resort at 14:32 and returning at 19:00 back for 20:18. This excursion would be repeated two weeks later. Mystery excursions were still proving ever popular with another off on Saturday the 17th, to be followed by a second on Bank Holiday Monday the 26th. Blackpool was revisited on Sunday the 18th. Bargain day returns at £3 for an adult £1:50p for a child, to both Glasgow and Edinburgh, were on offer on any Monday, Tuesday or Wednesday, between the 19th of August, and September 25th.
The Mini-Weekend in London was available again over the weekend of the 24th and 25th, at £8:50p and £5:50p for a child. Day trips to the Continent ran overnight on Fridays, to Paris until September 6th, with in addition Brussels as an alternative until September the 20th. Arriving at Brussels Midi at 07:05, the fare was £11:15p and tickets could also be obtained to Ostend, Bruges or Ghent. Passengers had to be in possession of valid passports and identity cards. Paris passengers could, for a supplement of £3:85p, enjoy a morning coach tour of the City with lunch included. Passengers on both these excursions were entitled to a ‘full’ duty free allowance. The month concluded and a half-day trip to Blackpool on Sunday the 25th, for 50p an adult and 25p a child, with another visit to York on Monday the 26th, departing at 09:12 arriving at 11:03 returning at 18:00 and back at 19:50. Fares were £1:30p and 65p for a child.
The Land Committee met and the Town Clerk reported that prior to the Local Government Re-organisation, an enquiry had been received from British Railways as to whether or not the local authority would be interested in obtaining the section of land consisting of the Accrington to Stubbins Junction Railway Line, which lay within the Borough of Hyndburn and which had formed part of the line connecting Accrington with Manchester, via Ramsbottom and Bury. He pointed out that the Borough Engineer, along with the Planning Officer, had done an examination of this land and whilst it would incur some responsibility for the bridges, it had been concluded that this land would be a useful acquisition and that it should be obtained for a nominal sum. It was resolved that the appropriate Officers of the Council would open negotiations with BR for the purchase of the redundant track-bed.
September On Sunday the 1st, a Ramblers’ Excursion ran to Grange-over-Sands and Ulverston at 75p an adult 38p for a child, then on to Barrow-in-Furness for £1 and 50p. Chester & North Wales was revisited on Tuesday the 10th, whilst other Mystery Trips ran on Monday the 9th and on Saturday the 14th.
Over the weekend of the 7th and 8th, a ‘Mini-Weekend’ was available in either Glasgow or Edinburgh. The options were one night’s bed & breakfast in a British Transport Hotel, with seats at the 20:00 performance of the Edinburgh Tattoo. Glasgow would feature again on excursions on Wednesdays, the 11th and 18th, and Saturdays, the 14th and 21st, which would include a coach tour to Aberfoyle, Loch Katrine, Callander, Doune and Stirling included in the fare of £5:25p and for a child £3:00p. The ‘Holiday Express’ to London and/or Windsor was repeated on Monday the 16th, with the customary option of the coach tour and cruise.
For those preferring the east coast to the west, there was the alternative of an excursion to York or Scarborough on Tuesday the 17th, fares were to York £1:30p and for a child 65p and to Scarborough £2:15p and £1:35p respectively. Advertised as ‘The Magic of the Minstrels’ on Thursday the 19th, a train departed at 12:20 (Rishton 12:27) arriving in Morecambe at 14:36, where for an extra £1:20p per adult and 60p for a child, they could have entry into Happy Mount Park, Marineland, and a first house performance of the Minstrels Show. Return was from Euston Road at 22:00, back in Rishton at 23:12 and Accrington at 23:20. The month ended with another Mystery Trip on Saturday the 28th.
The North West Branch of the Locomotive Club of Great Britain had arranged two specials calling at Bolton and Blackburn for local rail enthusiasts to visit Inverness, Wick and Thurso, with a coach tour to John O’Groats. This would start at 23:00 on Friday night the 27th and return on Sunday the 29th. The fares were £6 per adult and £4 per child. Later they would organise a similar trip to Fort William and Mallaig at £5:50p and £3:50p. A limited number of sleeping berths were available on these excursions at £4 extra.
October Details of the arrangements would be revealed at the destination of the ‘Mystery Mixture’ which ran on Saturday the 12th. A week later the destination was London for the Motor Show, at £3:50p & £2 for an accompanied child, with a return from Euston overnight.
For 78p for an adult and half price for a child, the Blackpool Illuminations could be visited on the 26th, departing at 13:20 arriving at North at 14:25, returning at 21:40 and back for 22:40.
November On Saturday the 2nd, another Mystery Mixture ran with the same arrangements, and the 2nd Class day returns to Glasgow and Edinburgh were again on offer every Saturday to December 14th, at £3, with the option of 1st Class upgrade for an extra 50p.
December There was a ‘Shopper’s Special’ to the Capital on Saturday the 7th, at £3:40p/£2, the alternative being a trip to Sheffield for shopping and their Illuminations, with a fare of £1:25p and 63p.
Hyndburn Council were contemplating placing a Compulsory Purchase Order on the 96 acres of land on the former Huncoat Colliery site and associated railway sidings, for which 75% of the cost could be recovered from Lancashire County Council.
1975 January The year was to have begun with a ‘Sunday Saver’ to London on the 5th, departing at 08:19 arriving at 13:22, returning at 18:30 and back for 22:02. Fares were adults £2:50p and children £1:25p. (Subsequently this trip was cancelled because not enough tickets were sold.)
Much anger and dismay was expressed when it was announced that from the 26th rail fares would be increased. Inter-City season tickets and local fares were set to rise by an average of 12½%, whilst single fares on longer distance journeys would go up by 15%. A one month season ticket to Manchester would go up from £14:60p to £16:40p, whilst the Preston – London Inter-City weekend return fare will rise to £12:45p from £11:05p and an ordinary day return to the Capital from £8:29p to £9:34p.
February Once again the ‘Mini-Weekend’ in Torquay was operating, departing overnight on Friday the 14th, at 23:38 to connect with the 00:29 from Preston. Arrival at the Devon resort would be at 06:30 with the return leaving Sunday at 16:40, which would give an arrival in Preston at 22:22. The package included breakfast on arrival, one night’s bed & breakfast and a coach tour to Paignton, Brixham, Kingswear and Dartmouth. The fares were for adults £10:55p, children 3 to 14 sharing £5:90p and under 3s £3:20p.
March The ‘Mini-Holiday’ in London was repeated over the weekend of the 22nd/23rd, at £8:50p and £5:50p, including one night’s bed and breakfast in a Grand Met Hotel. Another Mystery Trip operated on Saturday the 29th, with fares at £2:50p and £1:50p. From this point on most (if not all), Mystery excursions would only call at Rose Grove on their return journeys.
On Sunday the 30th, there was a Ramblers’ Excursion to Shrewsbury, calling at Chester for £1/50p, Ruabon and Chirk, £1:25p/60p. Timings were departing Accrington at 09:33, arriving in Chester at 11:05, Ruabon 11:31, Chirk 11:39 and Shrewsbury 12:05, returning at 17:50, 18:17, 18:25 and 18:50 respectively with an arrival back in Accrington at 20:23. A leaflet was distributed on the outward run, giving details of the walks available.
On Easter Monday the 31st, there was the option of a full day in Blackpool, from town at 10:40, arriving at 11:45, returning at 19:58, and back for 21:03. The fares were for 88p for an adult and 44p for a child. There was also a trip to Barrow or Ravenglass. This special would depart at 08:57 (Rishton 09:05), arrive in Barrow at 10:46 and Ravenglass at 11:30 to connect with a special run on the ‘Ratty’. The return would depart at 18:50 calling at Barrow at 19:31, back at 21:25 and 21:31 respectively. The fares to Barrow were £1 and 55p, to Ravenglass £1:20p/80p, with the ride on the narrow gauge not included. The third of the options was a day out to York for £1:50p and children at 75p, from Accrington at 09:44, arriving at 11:30, returning at 18:00 and back in town at 19:45.
April From April 1st, through to May 29th, there were ‘Awayday Specials’, which were bargain fares for ladies to London. For £6:50p two women, or one woman and up to two children, could have a day return on any Tuesday, Wednesday or Thursday. A similar ticket was available to either Glasgow or Edinburgh with the fare this time set at £5:50p. These were valid on any trains out and back.
A cheap half-day trip ran to Blackpool on Sunday the 4th, with fares at 60p and 30p. Every Thursday starting on the 8th, and continuing through to September 25th, there were special services to Birmingham New Street, where passengers would transfer to coaches for a seven hour tour. This would visit the Cotswolds via Warwick, Moreton-in-the-Marsh, Stow-in-the-Wold, Bourton-on-the-Water and Stratford-upon-Avon. This was all inclusive of a fare of £3 for adults and £1:75p for children.
Departing Accrington at 08:48 on Saturday the 8th, the excursion to Llandudno operated again, calling at Rishton at 08:56, Chester 10:24, Rhyl 10:56, Colwyn Bay 11:11 and arriving in Llandudno at 11:31. The return left at 18:15, calling at Colwyn Bay 18:33, Rhyl 18:48 and Chester at 19:22 and back home for 21:12 and 21:19 respectively. The fares to Chester were £1:25p/80p and for the other resorts £1:60p and £1. A football special ran to Manchester Victoria on Saturday the 19th, for the Manchester City v Burnley game, with no reductions on the 75p fare. There were conducted rambles off the special to Windermere on Sunday the 20th, departing 09:45, arriving 12:01, returning 18:15 and back at 19:57.
On Monday the 26th, there was an excursion to Gourock, where passengers would transfer to a vessel for a cruise along the Kyles of Bute. The fares were £4:75p and £3:75p respectively. On the final day of the month the excursion to Barrow and Ravenglass was repeated.
Although not widely advertised, a notice was published stating there were still some tickets left on a special excursion to Jersey.
May Admission was free by ticket to the ‘Rail Night’ held at the Golden Palms in Blackburn, on the evening of Thursday the 8th.
Over the Bank Holiday weekend Blackpool would be revisited on Saturday/Sunday/Monday the 24th/25th/26th, and Southport on the 25th and 26th. Barrow and Ravenglass were again the choices on the 31st.
June The Mystery excursion which ran on Saturday the 14th, would return from its destination overnight. The fares were £2:75p and £1:75p respectively. A ‘bargain’ fare on a special to Blackpool of 60p and 30p per child was rapidly booked up for Sunday the 22nd.
July The Policy & Resources Committee met when the Borough Treasurer reported, that British Railways had tabled proposals that they were to close their Divisional Headquarters in Preston and combine it with the Headquarters in Manchester. It was resolved that the Council would support the salaried staffs in their endeavours to keep the office in Preston open, on the grounds that it could cause a decline in the railway services in North East Lancashire and on the Fylde.
A Mystery Trip ran on Tuesday the 8th, as did the ‘Holiday Express’ to London with the optional tour to Runnymede and Windsor. Fares to London were £4:30p and £2:50pfor a child, and for the entire package £7:65p/£5:50p. Edinburgh was the destination of a special on Tuesday the 15th, with another Mystery Trip on Thursday the 17th, at adults £2:90p and children £1:80p.
After a relatively quiet month when other towns were having the benefit of any spare trains, the Accrington district holidays would be well catered for. These began on Sunday the 20th, with a special to Barmouth, departing at 08:06 and calling at Aberdovey at 12:48, Towyn 12:55, Fairbourne 13:15 and arriving in Barmouth at 13:22. Passengers wishing to ride on the Talyllyn Railway should alight at Towyn and at Fairbourne for its narrow gauge line. The fares were £2:30p/£1:40p respectively and the return departed Barmouth at 18:25, and the stations in reverse order at 18:33, 18:55 and 19:02 back in Accrington at 23:40. On the following day there was another Mystery Mixture, with an additional item added at the destination included in the £3:50p/£2:40p fares. It departed Accrington at 07:32, Rishton 07:40, arriving at 12:18, returning at 17:55 and back in Rishton at 22:46, Accrington at 22:52.
On Tuesday the 22nd, the destination was Dumbarton, with a coach tour to Balloch, then a steamer cruise on Loch Lomond to Inversnaid, fares were £4:95p and £3:85p respectively. Times were Accrington 07:32, Rishton 07:40, Dumbarton arrive mid-day, return at 18:45 and back at 22:35 and 22:52 respectively.
There were two choices on Thursday the 24th, London and the Windsor tour again or to Scarborough. The train for the Yorkshire resort departed at 08:32 from Rishton, Accrington at 08:39, arriving at the destination at 11:30. The return departed at 18:13 and was home for 20:55 in Accrington and 21:01 in Rishton. The fares were £2:50p and £1:25p for a child.
The inaugural meeting of the North West Region’s Liberal Party, was held in their Water Street offices. It was resolved at this conference to call for BR to halt the cuts to services with immediate effect, to improve the station environments along the East Lancs Line, to reopen the section between Colne and Skipton and to introduce passenger services between Rose Grove and Todmorden. There were also calls for a ‘radical’ improvement in the quality of the rolling stock used on all services.
The excursions continued with Chester and North Wales (as before) on Sunday the 13th, which would be repeated two weeks later on the 27th. The fares were £3:90p/£1:80p on the special to Weston-super-Mare on Monday the 28th, departing at 07:37, (Rishton at 07:45), the train arrived in Weston-super-Mare at 12:45, returning at 18:25 and arriving back at 23:17 and 23:24 respectively. Glasgow and an optional tour of the Trossachs were the options on Wednesday the 30th, with the Glasgow fare set at £3:25p/£1:90, and the full package including luncheon at £6/£4:25p. A repeat of the London and Windsor special rounded the month off on Thursday the 31st.
Those staying closer to home were well catered for, with day and half-day specials to Blackpool on Sunday the 20th, and trips every weekday from Monday the 21st, through to Friday, August 1st, for £1:02p for adults and 51p for children. Southport was the destination on Monday the 21st, Thursday the 24th and Tuesday the 29th, at the same fares. Even more generous were the 88p and 44p return fares on the excursions to Morecambe on the 22nd and 28th, departing town at 10:23 arriving at 11:40, and returning at 19:40 back for 20:50.
August Blackpool was again visited on Sundays the 3rd, 10th, 17th and 24th. London with the optional coach tour to Windsor ran again on Monday the 8th, and there was a visit scheduled to Aberystwyth for a ride on the Vale of Rheidol on Sunday the 10th. (However, passengers who had booked before this excursion was cancelled were entitled to a full refund.)
There was a Mystery Trip departing on Saturday the 16th, the fares of £3:20p for an adult and £2 for a child, reflecting the fact that it would be returning overnight. Every Wednesday up until September 24th, there were day excursions under the banner of ‘Discover Lovely Lakeland’, which entailed rail travel via Penrith, coach and steamer trips to Bowness and Windermere, for the all-inclusive fare of £2:95p and £1:50p.
On the Bank Holiday Monday the 25th, there were several choices available to York, another Mystery Trip and Blackpool or Southport, whilst the Ladies’ Day tickets to London for £7:50p would be available right up until September the 25th.
September ‘London Savers’ would be available every Monday, Tuesday, Wednesday and Thursday from the 1st to the 25th, at £5 per adult £2:50p per child, with a return on the same day. There was a Ramblers’ Excursion to Morecambe on Sunday the 7th, with organised walks from Giggleswick, Clapham and Bentham.
A Mystery excursion that had been advertised in BR’s ‘Explore Britain’ programme to run on Saturday the 13th, was cancelled and this was also the fate which befell the trip to Bletchley on Thursday the 18th, which was to include a coach tour through the Woburn Animal Kingdom in the fare of £3:50p and £2:35p for a child.
The Edinburgh Military Tattoo was the target on Saturday the 13th, and the fare of £5:75p and £3:75p for a child included entry into one of the performances. Scotland was visited again on Monday the 15th, but this time Stirling was the destination, where passengers could for an extra 70p enjoy a coach tour through the Trossachs. (These two trips over the border were however fully booked.)
Barrow & Ravenglass were revisited on Tuesday the 16th, with the ride on the ‘Ratty’ not included in the fare of £1:40p and 85p for a child. There was a repeat of the popular trip to Chester and the North Wales Coast on Sunday the 21st.
October The Hope Valley was the destinations of the Ramblers’ Excursion, which departed Accrington at 09:10 on Sunday the 5th, calling at Edale at 11:29, Hope 11:36, Bamford 11:40, Hathersage 11:35, Grindleford 11:50 and Sheffield at 12:05. There were organised walks from Edale and Hope. The return left Midland Station at 17:45 and was back in Accrington for 20:15 and the fares were £1 to all stations except Sheffield, which was £1:25p, with children half price. On Saturday the 18th, there was a special to London for the Motor Show, with adult fares at £4:30p and children £2:50p.
November Departing overnight on Friday the 21st, there was another ‘Mini-Weekend’ in Torquay on offer. It arrived at 06:00 on Saturday and returned at 16:00 on Sunday, having sampled the coach tour of the area as on previous visits. The fares were £12:60p, for a child 3 to 14 £7:20p, and for an under three £2:95p.
With Christmas on the horizon London became the focus of many of the trips, beginning on the 17th, and going through to December the 11th, every Monday, Tuesday, Wednesday and Thursday, leaving after 09:30 and returning on any train on the same day, there was a discount ticket available at £5:50p and £2:75p for a child. There was also the option of the ‘Mini-Weekend’ in the Capital on the weekend of the 29th/30th, at £10:40p and £6:65p respectively.
December Another special to London ran on Saturday the 6th, for £4:30p and £2:50p for a child. Available every Tuesday, Wednesday and Thursday up to Saturday the 18th, the Ladies’ Day shopper was on offer again, allowing two women or one woman and up to two children have a day out in London for £8:50p.
York was the destination of the excursion which operated on Saturday the 13th, and the timings were Rishton 08:17, Accrington 08:22, York 10:20, the return departed at 17:52, and was back in Accrington at 19:42 and Rishton 19:54. The fares were £1:75p for an adult and £1 for a child.
BR were keen to promote the tickets available on their services at reduced fares and bargain prices, and these included, Away-day Trips, Weekend Jaunts, 17-Day returns, Book Ahead ‘economy’ returns and Season Tickets. During December and on into the New Year, ‘Twosome Tickets’ were available to Blackburn, Bolton, Preston and Manchester. All these were available by any train after 09:30 on Mondays to Fridays and any train on Sundays.
1976 (Despite the continuing popularity of excursions and special trains, there was still the underlying threat of a full closure of the East Lancs Line. At least now the people in authority were aware of the possibilities and were monitoring the situation closely. Another section of the 1888 buildings at Accrington Station would soon disappear.)
January Because of the heavy traffic anticipated on January 3rd, an extra train was put on to Blackpool at 13:01 arriving at 14:05, and returning at 17:18 back at 18:14. The issuing of children’s tickets was limited on all trains up until 14:00 and normal fares applied on all trains.
The Mini-Weekends to London began early with one on Saturday the 3rd, and another just a week later. They would begin again on Saturdays from the 24th to February 28th, at £10:40p and £6:65p, returning on any train on Sundays. Bookings would have to be in by the Tuesday before the intended day of travel, to secure accommodation in a Grand Met Hotel.
The demolition of the original station booking hall on Eagle Street began. After it had ceased to be used by the parcels division it had remained in use until the end of the year by the engineers in the Permanent Way Department up to their relocation to Rose Grove in January.
Councillor Jimmy Dunne made a call for an ‘action group’ to be set up, in order to fight against any further reductions to train services on the East Lancs Line. This call came at a meeting of Hyndburn’s Development Services Committee. He pointed out that there had not been sufficient numbers of objectors in Great Harwood and this had been a contributory factor in the loss of that railway line. George Slynn felt that a public meeting should be held, whilst Chairman Herbert Taylor criticised BR for a “lack of transparency”. Town Clerk, Nigel MacGregor, had previously sent a ‘strongly worded’ communication to the Divisional Manager of BR after a train, which was timetabled to operate at peak times, had been withdrawn.
Meeting on Wednesday the 21st, Lancashire County Council’s Highways & Transportation Committee discussed the setting up of an ‘early warning system’, in order to block any further cuts by BR. Labour Leader James Watson pointed out that BR were planning a strategy six months in advance and therefore, if they were consulted there would be adequate time to make an appraisal of their plans and mount what opposition they thought necessary. Chairman Councillor Woods stated that the Divisional Manager had given him assurances that as soon as he knew what the plans were he would pass them on, but that he himself was not always in the full confidence of the Board. It was resolved to press the Department for the Environment for the early publication of the Government’s White Paper on Public Transport, as there was great concern it would contain proposals for the future of services on the Preston to Colne and Preston to Blackpool South services.
The Town Clerk reported to a meeting of the Development Services Committee, that he had seen in the press there were to be reductions in BR’s services in North East Lancashire. He had written to the Blackburn Area Manager to try to obtain authoritative information on any proposed service changes. Subsequently he had received a reply which indicated that as of January 5th, there had indeed been a reduction in the level of service on the Colne – Preston route. He went on to say that LCC and other of the area’s Authorities, had already voiced their protests at the further reduction of the services. He pointed out that there was always an underlying threat to the future of the service linking Preston with Colne. “These cuts had been made at peak times when there was a clear demand and would result not merely in these services becoming increasingly unattractive to the public, with a consequent reduction in the numbers of passengers, but would be a clear inducement to BR to introduce even more cuts, even the complete withdrawal of the service”, he added. In anticipation of this Committee’s support, he had, with the approval of the Chairman and Vice-Chair, forwarded a letter to the Divisional Manager of BR protesting in the strongest terms to these cuts. He had also informed LCC and the Transport Users Consultative Committee, of the objections voiced by this Authority. Following this he had received a reply from the Clerk to the County Council, which notified him that the proposals by BR for changes to the passenger rail services within Lancashire had been discussed at a meeting held on December 18th, last. This meeting had been attended by LCC’s Public Transport Sub-Committee and the Manager of the Preston Division of BR’s London Midland Region.
At the end of the month Accrington’s MP Mr Arthur Davidson, along with several others, was to meet with BR’s top officials in order to raise their concerns about the rundown of services on the East Lancs Line and the retiming of certain trains. The outcome of this meeting was that various assurances were given by BR, for the restoration of one service and the retiming of another to enable commuters to take advantage of peak-hour services. It was further reported that since this meeting, BR had announced that the amendments to the current service, which had been scheduled to take place on January 5th, had been put back to February 2nd, to allow negotiations to take place between the Board of British Railways and the Trade Unions on the implications for staff. It was resolved –
- To approve the actions of the Town Clerk in consultation with the Chairman and the Vice-Chair.
- That the North East Lancashire Development Association be asked to co-ordinate representations made to BR, with regard to any proposed changes to services in this region.
- That the Town Clerk should issue a comprehensive statement to the public on transport issues, setting out the actions which had been taken and would continue to be taken by this Authority, in order to safeguard rail services and also to secure a ‘rationalisation’ of bus services and fares within the area of Hyndburn.
The North East Lancashire Development Association called for top level talks with the Ministry of Transport, Dr John Gilbert and Sir Richard Marsh, the Chairman of BR, in order to press for a “substantial improvement to train services, with better connections to the Inter-City network.
On Saturday the 24th, there was a ‘Seaview Special’ to Brighton, departing town at 06:52, arriving in the Sussex resort at 12:52, returning at 16:58 and back at 00:03, with fares at £3:50p and £1:50 per child.
February The Town Clerk reported to a meeting of the Development Services Committee, held on the 12th, that notification had been received from the Divisional Manager of BR in Preston, that a further postponement of the proposed introduction of a reduction of services on the Preston to Colne line had been made. He further reported, that discussions had taken place between BR and the North East Lancashire Development Association, and it was now considering, in conjunction with the County Council, sending a deputation to meet with the Minister with responsibility for transport.
‘Seaview’ specials would dominate the month, with on the 7th Weston-super-Mare the destination. Timings were departing Accrington at 07:52, Rishton 07:59, arriving at 13:30, returning 18:05 and back at 23:22 and 23:29 respectively. Tickets were £3 and £1:75p respectively. The next ‘Seaview’ ran on Saturday the 21st, this time visiting Southend-on-Sea for the same fares.
Between February 9th and March 6th, 2nd Class London ‘Savers’ were available at £5:50p/£2:75p on Mondays, Tuesdays, Wednesdays, Thursdays and Saturdays, with a 1st Class saver available on Saturdays only at £6:50p/£3:25p. Travel was by the 10:04 from Preston or any later train, returning the same day.
Bulldozers moved in to demolish the remains of the buildings of the original 1888 Railway Station on Eagle Street during the month. These included the stone booking office and the brick-built permanent way office. The booking hall, which at one time had four windows where tickets were purchased and contained a refreshment room, had been in use up until 1969, when the facilities had been transferred to the Paxton Street side. It had been used as a parcels office up until these facilities had been transferred to Oldham. (The original low level East Lancs Platform had been used almost exclusively for the handling of parcels because of its awkward height. Even after the line to Bury had been lifted it retained a short spur for vans to be shunted. Amongst the wide range of goods and materials handled on this platform over the years were substantial numbers of mobility scooters and wheelchairs dispatched from the stores for the Social Services Department located in Accrington.)
Once again there was a ‘Mini-Weekend’ in Torquay, going overnight with connections to Preston. It followed roughly the same format as before, only the prices had changed. They were £14 for adults, £8:20p for children and £3:95p for juniors.
Speaking to the local Historical Society, Mr Douglas Townsend, Fellow of the Royal Institute of British Architects, stated –
“Accrington’s Railway Viaduct is the town’s most prominent and best feature, but the clutter of buildings around the arches should be cleared away to make its aspect more accessible. In their post-war consultation, Allen & Mattocks had been of the opinion that there should be no structures within 100 feet of these arches, and they were correct. There were fears that if the railway was to close then the viaduct might become the target of vandals, as had the smaller structure at Shoe Mill, which had ultimately led to its demolition. However, to take down this magnificent piece of Victorian engineering would be a painstaking and very costly enterprise, as it could not be done by using high explosives”, said Townsend. “The letters R. H. M. 1847. were set in one of the stones, which were the initials of Richard Hacking who was the Manager of the East Lancs Railway at the time of its construction in 1847.
March From the 9th, up until April 3rd, there was a ‘London Saver’ to visit the ‘Ideal Homes Exhibition’ on Mondays, Tuesdays, Wednesdays and Thursdays. The trains on which this ticket was valid were the 08:27 or the 09:00 out, returning on the 18:05, and the fares were £6:50p and £4 for a child. This included the underground travel to the Kensington Olympia.
Subsidence of the embankment, caused by an old mineshaft opening, resulted in one line between Church and Rishton to be closed on Friday the 12th, near to the former Aspen Colliery. A spokesman for BR said that one line remained operational and as trains could cross over at points in Whitebirk, there would only be a delay of ten minutes to services. The person sent by the National Coal Board to oversee the filling-in of the working, said he was not aware of any other shafts close to the line from the pit which had ceased production during 1947.
At another meeting of the Development Services Committee and further to two previous minutes, the Town Clerk reported that notification had been received from the Divisional Manager of BR, that the reduction in services on the East Lancs Line, which had been scheduled to come into operation on January 5th, had since been implemented as of March 1st. He further reported that following a meeting of this Committee in January, he had written to the North East Lancs Development Association, requesting that they should be the coordinators of all representations to the Board of BR with regard to any objections on any curtailment of services. In this connection, the Town Clerk then presented copies of a letter, in which the Hon. Sec. of the Association had corresponded with the Minister of Transport, asking that he meet with the Association and possibly representatives from LCC in order that this situation might be fully discussed.
There was another Rambler’s Excursion to Barrow-in-Furness on Sunday the 28th, calling at all stations from Grange-over-Sands. There were walks arranged from several stations and the fares were £1:30p and 75p respectively.
April On offer were ‘Mini-Breaks’ in London every day except Saturdays from April 17th until the 30th, with 1st Class tickets at £17:80p/£12 and 2nd Class at £12:75p and £8:25p. On Saturday the 17th, there was another Mystery Trip at £3:20p and £1:90p for a child, and on the following day a Ramblers’ Excursion to Buxton. This train departed Accrington at 09:37 and called at Disley, Whalley Bridge, and Chapel-en-le-Frith before arriving in Buxton at 12:25. There were organised walks at several stops and the train returned from Buxton at 18:25 and was back at 20:50. On Monday the destination of a special was York, with fares at £2/£1:25p.
BR was keen to point out that Kellogg’s Vouchers were not valid for excursion trains, but was pleased to announce that there was now a talking timetable service on the telephone.
Three local MPs including Accrington’s Member, met with the General Manager of British Railways – London Midland Region and the Divisional Director, Mr Downes, in talks about saving the East Lancashire Line. Following this, Arthur Davidson, Doug Hoyle (Colne & Nelson) and Dan Jones (Burnley), went on to meet with the Chairman of BR. In a joint statement they said –
“All we want is our fair share of any subsidies to invest in the East Lancs Line, in order to preserve services in the light of the opening of the M65 Motorway. A top class railway is what is required in order to promote investments being put into developing local industry.”
May A ‘Go As A Group’ initiative was introduced by BR, offering big discounts for parties of 10 or more to any destination. This included free seat reservations and visits, tours and meals could all be arranged to suit a group. Applications for this service had to be made direct to the Divisional Manager at Marsh Lane in Preston.
There was a half-day special to Blackpool on Sunday the 2nd. London ‘Savers’ were again on offer on Saturdays from May 3rd to June 12th, every Monday, Tuesday, Wednesday, Thursday and Saturday on specified trains outward and the 18:06 back from Euston. Fares were 2nd Class £6, and on Saturdays only £7 1st Class.
From the 8th, through to October 30th, the ‘Mini-Weekends’ to London would be available at £13:75p and £6:88p for children. Departing town at 07:13 on Saturday, May 15th, there was a ‘Rail Ramblers’ Excursion calling at Llandudno Junction at 09:46, Tal-y-Cafn (10:08), Llanwrst (10:25), Betws-y-Coed (10:32), Pont-y-Pant (10:44), Dolwyddelen (10:49), Roman Bridge (10:54) and Blaenau Ffestiniog (11:06). Walks were arranged from several of the stops, and the train returned at 17:50 and was back for 21:56. The fares were £1:90p and 90p respectively.
Hyndburn’s Department of Planning & Estates Management, had given BR’s Property Board permission for a change of use of the former coal sidings adjacent to Holland Street and Leyland Street, to a caravan centre and storage park.
There was a rail/coach special to Gloucester, for Slimbridge Wildfowl Trust and Berkeley Castle, on Saturday the 22nd. The fares were £1:75p and £1:30p which included the coach and all admission charges. There was a half-day trip to Blackpool on Sunday the 23rd, and over the Spring Bank weekend the resort would be revisited on Saturday the 29th, Sunday the 30th and Monday the 31st, the trips all charging different fares. Saturdays £1:79p/90p, Mondays £1:39p/70p, whilst the half-day trip was 90p/45p. On Sunday there was also an excursion to Morecambe departing Accrington at 11:00, arriving at 12:10, returning at 19:30 and back for 20:33, with fares at £1:39p/70p. On Monday the special was to Southport, departing town at 11:39, arriving at 13:03, returning at 20:25 and back for 21:47. The fares were £1:39p and 70p for a child.
The month ended on Sunday the 30th, with another trip to Chester and all stations to Llandudno, and on Monday the 31st, to Gourock, including a cruise on the Clyde for £5:80p and £4:40p for an accompanied child. There was also a special for York, with a seven hour stay as the alternative, at £2 and 1:25p. (The trips to Llandudno, Gourock and York were all booked up quickly.)
June the Highways & Transportation Committee met when concern was expressed about the method adopted by the former Rishton and Great Harwood UDCs to utilise a former railway cutting for the tipping of domestic refuse. This was causing parts of the area adjacent to Norden School to become waterlogged to a depth of between two and three feet for a length of some two to three hundred yards. This site had been sealed off by April, 1974, but the attention of the relevant Officers had now been brought to bear on this problem and it had been decided to construct a surface water drain in order to take this flood water away, also to fence around the perimeter of the most dangerous area.
It was announced that every Thursday, from June 3rd to September 30th, there would be a Rail/Road Tour of Derbyshire. This would depart from Accrington at 08:31 and would require changes of trains in Blackburn to arrive at Manchester Victoria at 10:02. Here passengers would transfer to coaches for a tour which would include luncheon in Buxton and admission to Haddon Hall. The return would depart Victoria at 19:55 and passengers would be back in Accrington at 21:06. The fares were £5 for an adult and £3:50p for a child.
On Sundays the 6th, 13th and 27th, there were trips to Blackpool for 90p and 45p whilst on Saturday the 26th, there was an excursion to Loch Lomond. This entailed a train to Balloch and a two hour sail on the ‘Maid of the Loch’ paddle steamer. The fares were £4:30p/£2:40p respectively and again Kellogg’s vouchers were not accepted as payment on this trip.
Late in June the Highways & Transportation Committee met again, when the Borough Engineer reported that BR had notified him that they intended to carry out repairs to the tracks at Huncoat Level Crossing. This would take place over the weekends of August 14th, September 4th and 11th, and would involve closing the road over the crossing. Publicity had been posted at the site and BR had agreed to reimburse the Council for any costs they incurred in their publicising these closures.
July There was the choice of a half-day or full day trip to Blackpool, on both Sundays the 4th and 11th, and daily runs on Mondays to Fridays on the 5th to the 9th, and again on the 12th to the 16th. There were trips to Southport on Monday the 5th and Wednesday the 14th, whilst Morecambe was visited on Wednesday the 7th and Monday the 12th. The first of three Mystery excursions ran on Wednesday the 7th, to be followed by others on Monday the 19th and Wednesday the 21st. The fares on all these were £3:20p/£1:90p.
It was announced that every Wednesday up to September 22nd, there would be a ‘Lovely Lakeland’ excursion, which would entail a train to Penrith, a coach to Keswick, a sail from Ambleside to Bowness with a transfer back to a train in Lancaster. The fares were £3:75p and £2:20p respectively.
The overnight specials for Torquay/Paignton, Llandudno and the one going through to Newquay were all fully booked before the start of the Wakes Weeks, although there were a few spare tickets available for Bournemouth and for the Scarborough/Filey trains. Two trains were off to Liverpool for the IOM Ferry on Friday night and Saturday morning, and there were additional trains to Blackpool and Morecambe.
Holiday specials continued with two destinations on offer for Thursday the 22nd, York or Scarborough, whilst on Sunday the 25th, to Chester or to one of the coastal resorts in North Wales. On Tuesday the 27th, there was a return to Oxford at £3:20p/£1:90p, with the option of a coach to Blenheim Palace at £1:55p extra for an adult and £1:25p for a child. The following day the destinations were either Bristol or Weston-super-Mare, at Mystery excursion fares, and on Thursday the 29th, to Westbury for Longleat, at £4:40p for an adult and £2:35p for a child including admission to the Safari Park and time at the stately home.
The special on Tuesday the 29th, also had two destinations. Passengers for the Severn Valley Railway would alight at Wolverhampton to join coaches for Bridgenorth, whilst those for the Safari Park would leave at New Street for the coach to Dudley. Admission to the animal reserve was included in the £3:60p/£2:80p fares, but the railway ride was in addition to the £3:05p/£2:35p ticket price.
August It was announced that the ‘day trips’ to Paris would be available daily up to September the 12th, following roughly the same format as before. On Sunday the 15th, there was an ‘Awayday’ special to Aberystwyth for the Vale of Rheidol Railway, the fares were £2:60p/£1:60p, with the ride to Devil’s Bridge an extra 80p/40p. Another Ramblers’ Excursion, also on the 15th, revisited the Hope Valley and tickets were £1:30p and 75p respectively.
BR stated, it would cost £1,100 to repair broken down fences where the railway passed by the Within Grove Estate, but this would be necessary on the grounds of safety. Accrington Viaduct would be the scene of a tragedy when a sixty-one year old man jumped 60 feet to his death. (This would be the scene of other suicides in the future.)
There was a special to Blackpool on Sunday the 29th, whilst on Bank Holiday Monday the 30th, the choices were York or Blackpool again and yet another Mystery excursion.
September On Saturday the 4th, there was an ‘open day’ at the Carlisle Kingmoor Traction Maintenance Depot, and BR was offering a reduced return fare of £2:50p for an adult and half price for a child from Accrington for those who wished to visit.
Blackpool was the destination for a special on Sunday the 5th, and again a week later, with another scheduled for Tuesday the 14th, whilst the day before the special train was for Morecambe.
Once again ‘London Savers’ were on offer from the 6th, through to October the 2nd, to be reintroduced from November the 8th to December 18th. These were available from Mondays to Thursdays and Saturdays, and the fares were £6 and £3 2nd Class on weekdays, and £7 and £3:50p 1st Class on Saturdays only.
Transport enthusiasts were also catered for on Saturday the 18th, with a train departing Accrington at 08:19 (Rishton 08:26), arriving in Matlock at 11:44, where coaches would transfer passengers to the National Tramway Museum at Crich. The fare of £2:75p and £1:90p for a child would entitle them to admission and one return journey on one of the Museum’s trams. The return train left at 19:40, arriving back in Rishton at 22:46 and Accrington seven minutes later. For those not wishing to include the tramway museum this excursion also called at Matlock Bath en route at a reduced fare.
On the same day there was a BR excursion to Berwick-upon-Tweed via Carlisle. En route this train also called at Haltwistle with fares at (£2:25p/£1:50p), Newcastle-upon-Tyne (£2:75p/£1:70p) and Berwick (£3:20p/£1:90p) respectively. There were organised rambles from Brampton, Bardon Mill, Haydon Bridge and Hexham, where the train also dropped off passengers. (This train was fully booked.)
On Monday the 20th, there was another trip to North Wales, departing town at 08:52 (Rishton 08:59), calling at Chester at 10:20, Rhyl 11:14, Colwyn Bay 11:31 and Llandudno at 11:52. Return times were 18:30, 18:47, 19:01, 19:38 and it was back in Rishton at 21:14, Accrington at 21:21. Fares to Chester were £1:60p/£1 and to all the other resorts £2:30p and £1:50p.
October With the Illuminations in full swing, there were ‘special’ returns available during the month to Blackpool at £2:08p/£1:04p, out on any train Monday, Tuesday, Wednesday or Thursday, back on any train Tuesday, Wednesday, Thursday or Friday of the same week.
There was a Settle/Carlisle Centenary Circular Tour on Saturday the 9th, going outward via Blackburn and Hellifield to Carlisle, then returning via Newcastle-upon-Tyne, with some time out in York. This train departed from Blackburn at 10:17 and was back for 20:10, with fares set at £3:75p for adults and £2:50p for children.
York was visited by a special again on Saturday the 16th, this time departing Accrington at 09:35 and arriving at 11:20, returning at 17:58 and back for 19:38, with tickets at £2/£1:35p. The Motor Show was being held at Olympia and there was a special excursion on Saturday the 23rd. The fares were £4:60p and £2:60p, and the timings were Accrington 07:47 and arriving at Euston at 11:28. The return departed at 22:55 and ran through the night to arrive back at 03:39. Starting on the 21st, the ‘London Saver’ ticket was again available, which was valid on specified services and cost £7:50p/£4:15p.
Built in 1903 and originally named ‘The Gotherburk’, a dock shunting engine had been obtained by the local Volvo dealership of Hindle &Walker in exchange for a Volvo car. It would be kept at the Bury Transport Museum and was in running order. Les Hindle, a Director, stated “We were interested in swopping the locomotive from its Blackburn owner for a car, as it is a wonderful piece of engineering and we wanted to preserve it for the common good”. During the Great War, stevedores demanded what was to them a German-sounding name be removed, or they would refuse to work with it!
November There was a choice of trips on the 6th, of a ‘Mystery Mixture’ or a Ramblers’ Circular. First off was the Mystery, which departed Rishton at 06:52, (Accrington 06:55) and arriving at the destination at 12:42. It was a long day for the fares of £3:95p and £2:60p, as the return did not depart until 18:00 and was back at 23:31 and in Rishton at 23:36. The Rambler left at the more civilized time of 08:55, calling at Cuddington (10:31), Delamere (10:38), Mouldsworth (10:44), arriving in Chester at 11:00. This trip returned by a different route after departing at 18:00, picking up in Helsby (18:13) and Frodsham (18:20), and was back at 19:51, the walkers having left the train at some stations would rejoin it at others. The fares were £1:30p/75p respectively. Burnley were away at Bolton on Tuesday the 9th, and the special cost £1:20p with no half fares.
One night ‘Tartan Breaks’ in Glasgow or Edinburgh were available between November the 12th and February 27th, 1977, (Christmas & New Year excepted), at £11:90p with a child sharing at half price. The fare included 2nd Class travel and one night’s bed and breakfast in a British Transport Hotel. Travel was by any train on Friday, Saturday or Sunday and returning on any train the following day.
(I myself sampled one of these breaks in February ’77, and stayed at the famous North British Hotel on Princess Street, directly overlooking Waverley Station.)
Over the weekend of the 27th and 28th, there was a stay in Llandrindod Wells, with the train leaving Preston at 11:39 on Saturday, arriving at the destination at 14:47. The return was on Sunday at 17:30 and was back in Preston at 20:46. The fares of £13:50p and £8:10p for a child sharing included one night’s dinner, bed and breakfast with ‘Welsh’ entertainment on Saturday evening and a coach tour on Sunday morning. There were connections to and from Accrington.
‘Winter East Lancs Awayday Returns’ were introduced from Accrington to Preston at £1:12p, Bolton at £1:21p and to Manchester at £1:68p, with children half price. There was also an ‘off-peak’ return to Manchester at £1:32p, on the 08:31 or any later train. A weekly season ticket to Preston cost £5:30p, to Bolton £5:75p and to Manchester £7:30p.
December ‘London Savers’ on Mondays to Thursdays and Saturdays, were back up to the 18th, out on the 10:01 from Preston and back on the 18:05 from Euston. The fares were £6 2nd Class and £7 1st Class on Saturdays only. Daily from the 4th, (excluding the 25th and 26th), one night Mini-Breaks in London were available, with a de luxe package at £18:25p which included 1st Class travel and one night’s B & B in a luxury Grand Met ‘Glass’ Hotel. The ‘standard’ class package included 2nd Class travel and accommodation in a typical Grand Met Hotel, with a fare of £12:75p. In both instances children were half price. Travel was by any train after the 09:30 from Preston, the 08:25 ex-Carlisle or the 08:45 ex-Barrow, and return on any train the following day.
Santa specials on the Keighley & Worth Valley Railway were the focus of diesel excursions on Saturdays the 11th and 18th. The fares of £3 and £2 for a child included a ride on the preserved railway.
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CHAPTER 13
1977 to 1981 MODERNISATION OF A KIND
1977 (Never at any time since the railway was constructed had the threat to closure been more acute and campaigners would be taking up the fight, before it was too late.)
January A ‘Capital Fare’ ticket to London was available from the 8th, through to February the 26th, on Mondays to Thursdays and Saturdays at £7 2nd Class, or £8 1st Class on Saturdays only. This ticket was valid outward on the 10:01 from Preston returning on the 18:05 during the week or any train on Saturdays. A ‘Winter Festival’ was being held in Edinburgh between the 14th and the 28th, and several tickets were available for those wishing to attend, these included a ‘Bargain Day Saver’, a ‘Tartan Break’ weekend return, a ‘Golden Rail Breather’ or a ‘Stardust Holiday Mini-Weekend’.
Unfortunately, the ‘Seaview’ excursion to Eastbourne scheduled to run on Saturday the 22nd, was cancelled and those who had booked tickets were advised to claim a refund.
February Unlike the previous Seaview excursion, the one to Bristol and Weston-super-Mare did run on Saturday the 5th. Included in the fares of £3:30p and £1:40p for a child, was a coach tour of the surrounding area. The popular Mini-Weekend in Torquay was repeated over Saturday and Sunday, the 19th and 20th, with the additional coach tour included in the fares of £16:50p and £9:30p. It was announced that the ‘Capital Fare’ ticket would continue beyond the 26th, with now a connection onto the 09:20 from Preston.
BR announced that their ‘Explore Britain by Train’ brochure had been published, copies of which could be obtained from Ladywell House in Preston.
Helmshore Railway Station, which had last seen a train depart some eleven years previously, was put up for sale by the British Railways Property Board. The package included, two platforms, the former stationmaster’s house, a signal box and 9½ acres of land either side of Helmshore Road. No price was quoted but BR was “open to all offers”.
At a meeting of the Environment & Health Committee, the Officer with responsibility for this department reported on the current position with regard to the flooding occurring at the former BR cutting in the Norden District of Rishton. He stated that the filling in of this cutting would commence as soon as weather conditions permitted, as part of the waste disposal functions. Unfortunately the final treatment for this site was affected by a moratorium, but it was not felt that this would adversely change the project.
March Between March 8th and April 2nd, the International Boat Show was on at Olympia, and there was an ‘off-peak’ day return package of £8 and £4 for a child when travelling by specified services. Another Mystery Trip left on Saturday the 26th, departing at 08:03, (Rishton 08:10), arriving at 13:15 and returning at 18:00. It arrived back in Rishton at 23:00 and Accrington eight minutes later. The fares were £3:50p and £2:10p for a child.
At a meeting of the Development Services Committee, the Borough Planning Officer reminded Members that in September, they had considered a proposal for the change of use of the former BR railway and coaling sidings at the top of Holland Street and Leyland Street for use as a caravan park, and they had recommended to the County Council that they approve this application. He stated that on January 18th, the County had approved this change of use, subject to the following conditions –
- That the use authorised in this permission would be terminated at the culmination of a five year period commencing from January 1st, 1977.
- That trees and shrubs would be planted to landscape the site and this would be completed on, or before, June 1st, 1977.
- That none of the caravans parked on this site would be used for residential purposes.
- That all loading or unloading of caravans would be carried out within the confines of the site.
(The go ahead was granted for the construction of the Haslingden Bypass, which would be along the alignment of the former railway from just beyond Rising Bridge towards Helmshore. This would put to an end any vague hopes of reopening the line between Accrington and Ramsbottom.)
April There were specials to Blackpool and to Morecambe on Good Friday the 8th, both at £1:60p and 80p for a child. Blackpool would again be visited on Easter Sunday for a half-day at £1:00 and 50p, and then on Easter Monday when Southport was the alternative, again at £1:60p and 80p. On Saturday the 9th, BR ran a special excursion to the Blackpool v Burnley game. The return fare was £1:50p with no half fares. The train departed Accrington at 13:04 with a return from Blackpool South at 17:15. The same Mystery excursion ticket prices applied to the one which ran on Saturday the 9th. The timings were Accrington 08:01, Rishton 08:09, arriving at 13:00, returning at 18:06 and back at 23:06 and 23:12 respectively. On Sunday the 10th, the ramblers were off to Chester for £1:50p and 90p and Shrewsbury at £1:75p and £1:00, with more organised walks.
On Monday the 11th, there was another special to York with fares at £2:25p and £1:40p. Timings were Rishton depart at 09:33, Accrington at 09:40, arriving at 11:30 and returning at 17:58, back in town for 19:41, Rishton at 19:48. On the same day there was a repeat of the excursion to Chester and the resorts along the North Wales coast. The fares to Chester were £1:70p and £1:10p and to Rhyl, Colwyn Bay and Llandudno £2:40p and £1:60p.
The campaign against further line closures was being spearheaded by the townsfolk of Hapton, when at a meeting held in their Methodist Hall on Wednesday evening the 13th, about 140 people attended to hear speeches from representatives from the pressure group Transport 2000 and the NUR. The President of the North West Area of Transport 2000 stated, “It was suspected that British Railways were in negotiations with the National Bus Company on the subject of replacing unprofitable train services with buses. In the past twenty years the number of route miles on the railways in this area had gone from 124 to 42, whilst fares had rocketed and rolling stock was a laughing stock. If these plans are brought to fruition then the East Lancs Line will be one of the first to go”.
Mr Paul Salveson, who was formerly a guard based in Blackburn and was now Secretary of the Manchester District of the National Union of Railwaymen, stated “We have seen what happened in Great Harwood and Padiham. The Preston to Colne Line has been gradually run down, and there is no joy for a railwayman who is under difficult circumstances, striving to provide a decent service on poorly maintained trains, with seats that are not fit to sit on. I accept that buses do have an important role to play, but not as an acceptable substitute for trains. This has been foisted upon us, firstly by Beeching and now by Marples, and now they are planning to take it a stage further”.
The meeting passed a resolution which read –
“This meeting considers that the proposal to replace local passenger rail services with buses is ill-conceived, divisive and likely to result in a further decline in the standard of public transport. Instead we are calling for greater investment in both bus and rail services, the integration of routes timetables and fares, along with immediate discussions between Managers, Unions, local authorities and transport users, for the achievement of these objectives.”
Transport 2000 had already submitted plans to BR that included several suggestions –
- A reinforcement of existing stopping trains.
- The introduction of an express operating hourly between the hours of 07:15 and 18:15, linking Preston with Colne whilst stopping only at manned stations.
- The operating of certain ‘Saturday only’ trains on every weekday.
- Introducing refurbished units to replace the existing rolling stock.
- Better integration of rail and road services.
- The introduction of integrated ticketing.
On Friday the 15th, a wagon in a coal train came off the rails between Church and Rishton. It ran over the sleepers for about a mile before striking the platform edge at Rishton Station blocking the line. The line to Colne remained operational, but Ribble buses were used to ferry passengers between Accrington and Blackburn. However, the wagon was so badly damaged a crane had to be brought in, which meant both lines were closed over the weekend, with Ribble again providing a shuttle this time in both directions. On Monday the line was reopened with a 5mph speed limit over the relaid section, this was raised to 10mph on Tuesday and 15mph on Wednesday. By Thursday normal running was restored and an investigation was underway as to the circumstances of the derailment.
A train conveying Notts Forest players, officials and supporters, was stoned as it passed between Accrington and Huncoat en route to Burnley. An official stated “That this was an act by children who could not have known it was a football supporters’ special”. Over Easter, Burnley were also away at Blackpool and there were no half fares on the price of £1:20p on the special train.
(The police were commended for saving a man who was hanging by his fingertips from the Viaduct over Blackburn Road. The Viaduct was a place from which suicides had been attempted over the years, and would continue to be so. Whilst these incidents were ongoing, train services would have to be suspended of course, causing inconvenience to very many people.)
On Saturday the 30th, BR ran a special excursion to Barrow-in-Furness and Ravenglass, departing Accrington at 08:53 and Rishton at 09:00, arriving Barrow at 10:50 and Ravenglass at 11:31. It returned from Ravenglass at 17:30, Barrow 18:11, arriving Rishton at 20:09 and Accrington at 20:14. The return fares were for an adult to Barrow £1:50p and a child 90p, and to Ravenglass for an adult £1:75p and a child £1:00.
The Secretary of the North East Lancs Development Association, (NELDA), had written to BR requesting an explanation of what were their intentions with regard to the large amount of derelict railway land, which was becoming something of an eyesore. Representatives from Hyndburn, Burnley and Calderdale had already met with representatives from BR to discuss this subject. In Accrington this problem would be overcome to a certain extent by the development of part of the Charter Street site for a housing estate. Although BR were sympathetic to this problem, they were under Government restrictions as to how much they could receive for any land put up for sale. Geoffrey Tattersall, the Secretary of the local Civic Society, wanted the erstwhile line between Accrington and Baxenden adjacent to Priestley Clough developed as a nature trail, as it had recently been the target for vandalism.
May On the 3rd, with rumours still rife about the closing of the East Lancs Line, MP Arthur Davidson was to contact the Divisional Manager of BR to discuss the future of the line even though he had received correspondence stating that there were no plans for closure. Much of the speculation had come from the local members of the National Union of Railwaymen, who were concerned about the future of their jobs.
On Monday the 6th, there was a return to Rothesay for £4:85p and £2:80p. Every Sunday from the 8th to the 25th of September, there would be half-day trips to Blackpool for £1:00 and 50p. These would depart at 12:53, arrive at North Station at 13:58 and return at 20:30. Every Thursday from the 12th to September the 29th, there was a special train to Birmingham New Street to join a coach for a tour through the Cotswold Hills, including Moreton-in-the-Marsh and Stratford-upon-Avon. Bookings had to be in by the Tuesday before the day of the trip and the fares were £4:25p and £2:85p respectively.
There were various road tours from which to choose connected to the specials to Glasgow and the Trossachs, which began operating on Saturdays the 7th to June 25th, and again from August 6th to October 1st. They must have been very popular as they also ran from Tuesday the 24th, and every Tuesday up to September the 20th, (except June 7th). The fares were £8:50p for adults and £6 for children.
On the 14th, stations from Llandudno Junction to Blaenau Ffestiniog were the destinations of a special, which departed at 07:04 (Rishton 07:11), arriving at 10:56. The return left at 17:55 arriving back in Rishton at 22:01 and Accrington at 22:08. Fares were £1:75p and £1:00 respectively.
At a meeting of the Policy & Resources Committee, Councillor Doris Grant made a call for the people of the area to come out in numbers to support any meetings, which were convened in order to protest against any further reductions in train services on the East Lancs Line. Even though it was accepted that the line was heavily subsidised, she said that when people who worked in the industry such as the members of the NUR were concerned about their futures, the matter had to be taken seriously. They were already experiencing job losses, which would explain why the trains were so dirty. It was her view that someone at the head of BR had made a decision to run the line down to a point where it could be closed, and the public ought to be made acutely aware of the situation. They should follow the example of the people of Hapton, who had demonstrated when their station was under threat that the railway was of vital importance to them. It was resolved that the Chairman, Donald McNeil, would write to BR expressing alarm at the possibility of the loss of the railway through East Lancashire. Hyndburn’s Town Clerk, Nigel McGregor, had raised this issue with the North Lancashire Development Association and the two MPs for the area. He was requested to write to BR expressing deep concern and alarm at these rumours of railway cut-backs, all of which would have a detrimental effect on the townships forming the Borough of Hyndburn. However, Councillor Bert Taylor said he understood that BR had no thoughts about closing the line and the threat which was also hanging over the Blackburn to Bolton section. Mrs Grant was simply reflecting the anxieties which were currently being expressed by the local railwaymen.
There was an ambitious ‘Mini-Cruise to Denmark’ during the month, which included rail to and from Harwich, a berth in a cabin for four and a coach tour including Esbjerg and Ribe, where afternoon tea would be taken. This would depart on a Friday and return on a Sunday and there would be no reductions for children in the £28 fare.
June The busy month began on Thursday the 2nd, with a ‘combined’ rail and road tour of Derbyshire, departing town at 08:31 and then transferring to a coach at Manchester Victoria. The road trip would include Buxton, Bakewell, Haddon Hall and Chatsworth, and would be back for a train to deposit passengers back in Accrington at 21:06. The fares were £4:00 and £2:50p. This excursion would be repeated every Thursday up until September 29th. Spring Bank Holiday ‘Seaside Specials’ ran to Blackpool on Saturday the 4th, Monday the 6th and Tuesday the 7th, with Morecambe the destination on Sunday the 5th. Fares were £1:60p, £1:55p from Rishton and children half price on all these trains.
The special 2nd Class ‘Jubilee Capital Fares’ were available at £7:00 per adult and half fare for a child, to go to London to join in with the Queen’s Silver Jubilee celebrations. These were available on weekdays between the 6th until the 18th, and valid on the 07:45, 08:31 or the 09:15 during the week, and on Saturdays on the 07:20, 08:31 or the 09:15. Return from Euston was on the 18:05 on the same day, with the exception of the 6th, 7th, 11th and 18th, when return was by any train. There was a strict limit to the number of tickets available at this price.
The Policy & Resources Committee met again, when the Town Clerk reported that having written to BR as instructed, he had subsequently received a reply from the Divisional Manager in Preston referring him to the imminent publication of a Government White Paper on the future role of the British Railways. Although he could not anticipate the contents of this document, it was giving rise to a general concern. Therefore, he could not make any speculative comment but still wished to draw the attention to the fact that BR had no plans to withdraw either of the Preston to Colne or the Blackburn to Manchester services, or indeed any other of the local services at this moment in time. The Town Clerk reported on consultations which he had held with the North East Lancs Development Association. He now submitted a copy of a letter from the Association to the Divisional Manager in Preston, also on additional facts obtained by Councillor Bert Taylor from the Transport User’s Consultative Committee, of which he was a member. It was resolved the Town Clerk would keep this matter under review, and to submit a report to this Committee following publication of the said White Paper.
The former locomotive shed yard and coaling sidings on Charter Street, was approved for a new housing development by the Housing Services Committee of the Council, despite strong opposition from Councillor Phyllis Hargreaves. She contended that the site was totally unsuitable as it was bounded on one side by the railway and on all others by heavy industry, that it was a good twenty minutes’ walk from town and not near to a post office or any essential facilities. Borough Engineer Mr Jack Hayden, was in agreement that this was not a good site, but as the Council was obliged to build 250 new homes every year, it did not have enough alternative land otherwise available to fill this quota. Borough Planning Officer, David Sutcliffe said, “With good design work and planning the site could be successfully developed”.
Tickets were also limited on the ‘Roman Wall’ rail/road excursion on Friday the 10th, with a fare of £4:10p and £2:20p respectively. This would include a train to Carlisle Citadel, transfer to a coach to visit Brampton and Gilsland, with various stops for sightseeing. As with several of this type of excursion, it would operate every Friday up to September the 9th. The rail/road/steamer trips to the Lake District began on Wednesday the 22nd, and would be repeated every Wednesday up to September the 21st, at £4:50p and £2:90p per child.
It was a Royal occasion when the Queen visited Preston on the 20th, and a special fare was introduced of £1:32p from Huncoat, £1:29p from Accrington and Church and £1:14p from Rishton for adults and only 40p for a child for the day. There were maximum places of two children per adult however.
Yet another rail/road excursion was the one to Snowdonia, which would operate each Wednesday starting on the 22nd, and continuing to September the 28th. The coach would call at Caernarfon for lunch and Betws-y-Coed for tea, but meals were not included in the £4:00 and £2:75p fares. By contrast on Saturday the 18th, there was a ‘Rail Rambler’ to Whitby, which would also call at Battersby and Grosmont for conducted walks. The fares were £3:50p and £2:10p per child.
July Half day ‘Sunday Specials’ to Blackpool would operate up until September the 25th, at a fare of £1:00 for adults and half fare for children. Blackpool would be a very regular destination with day trips operating on Sundays, the 3rd and the 10th, Mondays the 4th, Fridays the 8th and the 11th to the 15th, with Morecambe as an alternative on Tuesdays the 5th and the 12th, or Southport on Thursdays the 7th and 14th, all at £1:60p/80p fares. On Sunday the 17th, there was a repeat of the Chester/North Wales excursion.
The fares of £3:50p for adults and £2:10p for a child would pay for seats on the Mystery excursions which ran on Mondays the 18th, and the 25th, and Wednesday the 27th, whilst the tickets for the one which operated on Thursday the 21st, were £3:85p and £2:25p due to the fact that it would return overnight. Other alternatives were to Balloch, for a 3½ hour sail on Loch Lomond on Tuesday the 19th, at £5:50p and £3:10p, York £2:25p and £1:40p, or Scarborough £3:50p and £2:10p on Wednesday the 20th, or on Sunday the 24th, to Aberystwyth for the Vale of Rheidol for £2:90p and £1:80p with the ride to Devil’s Bridge at £1:20p and 60p extra.
The month came to its conclusion, with a repeat of the special to Bletchley for Woburn on Tuesday the 26th, at £5:00 and £3:45p and on Friday the 29th, to Largs for the Isle of Arran. Included in the fares of £6:50p and £3:60p was a sail on the T.S. Queen Mary at 13:45 to arrive at Brodick at 15:00 for a one hour stay on the Island. Finally, there was a Ramblers’ excursion to Carlisle on Saturday the 30th, calling at Settle, Horton-in-Ribblesdale, Dent, Garsdale and Kirkby Stephen all at £1:25p and 75p, with those continuing to Carlisle paying £1:50p and 90p. There were organised walks from several stops.
August The Anglo-Scottish Cup was a pre-season soccer tournament which on Saturday the 6th, saw Burnley away at Bolton Wanderers, and a special operated departing town at 13:41 arriving at 14:16, returning at 17:15 and back for 18:30. The fare was £1:35p with no concessions for children.
On Sunday the 21st, there was a ‘Rail Rambler’ to Windermere departing Accrington at 09:58 and calling at Oxenholme 11:40, Kendal 12:04, Burneside 12:08, Staveley 12:16 and Windermere 12:24. Organised walks had been arranged from various stations, before the return departed at 19:05 to arrive back in Accrington at 20:51. The fares were £1:50p and 90p for a child.
From Saturday the 27th to September the 3rd, the Motor Cycle Show was on at Earl’s Court, and the fares of £7 and £3:50p for a child, included a 2nd Class day return to London, underground tickets and admission. On August Bank Holiday Monday the 29th, there were specials to both Blackpool and Southport.
September Through the month the excursions to Derbyshire, the Cotswolds, Hadrian’s Wall, the Lake District, Glasgow and the Trossachs and Snowdonia would continue to operate, as would the ‘Capital Fares’ to London up until October the 1st, and then to be extended beyond.
On Monday and Tuesday the 12th and 13th, specials ran to Blackpool, and the timings were depart Accrington at 10:43, (Rishton 10:48), arriving North at 11:39, returning at 19:50 and back at 20:41 and 20:46 respectively.
On Saturday the 17th, there was a ‘Rail Rambler’ to Hereford, which also called in at Worcester, Great Malvern and Ledbury. On this train it was possible to alight at an intermediate station and then travel on to Hereford by timetabled trains at no additional payment on the £3:50p and £2:10p fares.
It was a sign of the changing times that within the advertisement for the specials to Blackpool, on Monday and Tuesday the 19th and 20th, which both called at Rishton, it stated that payment for tickets could now be made at Accrington Station using Access or Barclay cards.
October The month began on the very first day with another Mystery Trip departing at 07:54, (Rishton 08:02), arriving at 12:29, returning at 18:00 and back for 22:45 and 22:51 respectively.
On Sunday the 16th, there was another ‘Rambler’ calling at stations from Silverdale to Barrow with organised walks, and fares at £1:50p and 90p. Between the 20th and the 29th, the ‘Motor Show’ was on at Earl’s Court and (with the exception of Sunday the 23rd, and Wednesday the 26th), it could be visited for £8:30p and £4:05p day return, including underground transfers and admission, although a ‘special’ was operated on Saturday the 22nd, especially for this show. This departed Accrington at 07:51, arrived at Euston 11:29, returned overnight at 23:55 and was back at 05:36. (This was the night that the clocks went back.) The fares, which did not include underground or entry, were £5:00 and £3:00.
Bookings were to close on the 31st for a ‘Mini-Weekend’ in Aviemore and the Spey Valley, to be held over the weekend of November 26th and 27th. The fares would include the rail journeys, a dinner dance on the Saturday evening and after breakfast on Sunday a coach tour of the Spey Valley. There was a choice of accommodation, and for four having exclusive use of a Chalet the price was £16:90p per person, with three sharing £17:40p and for two £18:30p. However, if the Freedom Inn was preferred these prices went to £17:85p for four, £18:60p for three and £20:10p for two. There were no reductions for children.
November On Saturday the 5th, there was yet another Mystery Trip. People wishing to attend the ‘Caravan & Camping Show’ at Earls Court between the 10th and 20th, would have to change in Preston off the 07:44, 08:31 or the 09:15 from Accrington, on Mondays to Fridays, or from the 07:20 on Saturdays, returning on any train the same day. The fares were £8:15p and £4:30p for children.
The ‘Capital Fare’ to London was available on Tuesdays, Thursdays and Saturdays, between November 22nd and December 17th, at 2nd Class £7:00 and £8:00 1st Class on Saturdays.
December It was announced that the level crossing at Huncoat Station would be equipped with rising barriers to replace the gates operated by the signalman. Fears were somewhat allayed when it was explained that these barriers would be fitted with skirts.
1978 (The large swathe of land which contained the goods yards, buildings and the triangle of lines between Eagle Street and Scaitcliffe Street, was about to disappear under development for the first time. As a child on some nights from my home a good distance away, it was possible to hear the clanking of wagons and vans as they were shunted into and out of the warehouses, as goods were loaded and unloaded adding to the industry and commerce of the town.)
January A ‘Mini-Weekend’ to Bournemouth was on the cards on Saturday and Sunday the 18th/19th, at £18:00 for adults and £9:30p for children sharing. This included an evening dinner dance, breakfast and lunch and a coach tour of the area, including the model village in Tucktonia at an additional £1:25p per person.
The one night ‘Mini-Breaks’ were back on to London, on any day up until March 21st, (except for February 3rd and 4th). The de luxe package included 1st Class travel and hotel at £22:00 with a child at £11:00, whilst for a standard class hotel and 2nd Class travel the fares were £15:50p and £7:75p respectively.
The ‘Capital Fare’ offer available Tuesdays, Wednesdays and Saturdays was back between the 10th, and February 25th, 1st Class at £9:00 on Saturdays only and £8:00 2nd Class, with children at half fare. Travel outward by one of the 07:44, 08:31 or the 09:15 from Accrington, returning on the 18:05 from Euston changing in Preston in both directions. Return on Saturday was by any train on the same day.
On Saturday the 21st, there was a ‘Seaview’ excursion to Southend-on-Sea from Accrington, Rishton and Blackburn. The fares were £4:25p for an adult and £1:85p for an accompanied child.
February On Saturday the 4th, there was another ‘Seaview’ special this time to Brighton. The timings were departing Accrington at 07:49, (Rishton 07:55), arriving at 13:27, and returning at 17:58, back in Rishton at 23:50, Accrington at 23:55. Fares were £4:25p and £1:85p for a child.
On Weekdays from Monday the 6th, through to Saturday March 18th, there were fares of £1:50p and 75p for a day return to Manchester for shopping, valid on any train from the 08:31 during the week and any train on Saturdays. Return was by any train up to and including the 16:04 from Victoria. No break of journey was allowed on this ticket. The ‘Capital Fare’ ticket to London would also be available up to the 25th, of the month every Tuesday, Wednesday and Saturday, with fares of £9:00 1st Class on Saturdays only, and £8:00 2nd Class. Travel was by nominated services, and no break of journey was allowed.
There were still some tickets left unsold for the Bournemouth weekend, which ran over the weekend of the 18th/19th, at £18:00 per adult.
March As previously advertised on Thursday the 2nd, the first of the ‘Mini Breaks in Europe ‘78’ departed, operated in conjunction with Sealink and DFDS Lines. This included train to and from Harwich, a bunk in a 4-berth cabin, one night’s stay in Amsterdam with dinner, bed and breakfast and reduce rate vouchers for a canal trip and city tour. The fare was £43:00 with no reductions for children and the arrival home was on Sunday the 5th.
The Daily Mail ‘Ideal Homes Exhibition’ was on from Tuesday the 2nd to Saturday, April 1st, and besides a ‘special’ which ran on Saturday the 11th, excluding Wednesday and Thursday the 22nd/23rd, and Fridays the 10th/17th/31st, a day return from Accrington including underground ticket and entry, would cost £9:30p and £4:90p. However, on the ‘special’ the fares were £5:60p and £3:35p respectively. The timings of this train were from Accrington at 07:49, Rishton 07:55, arriving Euston at 11:35 returning at 18:15 and back at 21:36 and 21:42 in Accrington.
The Easter special trains included trips to Blackpool on Good Friday the 24th, departing town at 10:53, arriving at 11:54, returning North Station at 20:30 to be back at 21:25, on Easter Sunday the timings were Accrington 10:48, Blackpool 11:54, returning 20:30 and back for 21:26, and on Easter Monday, departing town at 10:28, Rishton 10:33, arriving 12:09, returning 20:15 back in Rishton at 21:06 and Accrington at 21:12. Morecambe was the destination on Monday, departing at 10:31 (Rishton 10:37), arriving at 11:30, returning at 19:20, Rishton 20:19 and back at 20:24. The adult fares to both destinations were £1:89p from Accrington, and £1:82p from Rishton, with children at half fare.
There was a ‘Rail Rambler’ to Windermere on Sunday the 26th, departing town at 10:34 and calling at Oxenholme at 11:26, Kendal 11:34, Burneside 11:39, Staveley 11:48 and Windermere at 11:55. The return departed at 18:30 and was back in Accrington at 20:52. The fares were £1:70p and £1:00 for children. On the following day there were repeats of the trips to Chester and the North Wales resorts and York from both Rishton and Accrington, with the same ticket prices £2:50p and £1:60p for children.
It was announced there were still some tickets available for the ‘Dutch Bulbfields’ tour which would take place over the weekend of April 21st to the 23rd, at £44:00 per person.
April The ‘London Savers’ were again on offer traveling out on a nominated service and any train back. They would be available between April 8th and May 6th, at £8:00 2nd Class and £9:00 1st Class on Saturdays only.
On Saturday the 15th, there was a ‘Rail Rambler’ departing Accrington at 07:44 (Rishton 07:50) and calling at Hathersage at 10:39 (return 18:30), Grindleford 10:44 (18:25), Ambergate 10:49 (18:20), Whatstandwell 11:55 (18:14), Cromford 12:00 (18:08), Matlock Bath 12:03 (18:05), arriving at Matlock 12:07 returning at 18:01. There was a choice of walks from selected stations and the trip was back in Rishton at 22:02 and Accrington at 22:07. The fares were £1:70p and £1:10p for a child.
At a meeting of the Land Committee, the Borough Planning Officer reported that planning permission had already been given for the construction of a Training Services Agency building, (a Skills Centre), on a triangle of land situated between Eagle Street, Scaitcliffe Street and the platform of the Colne to Preston Railway line. This land was owned by British Railways and in order to accommodate the buildings and car park with landscaping, a small area of Council-owned land would also be required. The Borough Planning Officer was authorised to dispose of this parcel of land by way of a lease concurrent to that to be granted by BR, on terms to be agreed by him.
There were no reductions for children from the £44:00 fare on another trip to Holland, this time for a tour of the Dutch Bulbfields. It roughly followed the same itinerary for travel as in March, with the exception of a coach tour which would visit The Hague, Scheveningen and the Keukenhof National Bulbfields. It departed on Friday the 21st, and following dinner on the return ferry crossing arrived home on Sunday the 23rd.
From April 22nd, to September 30th, the one night ‘Mini-Breaks’ in London were available again, on nominated train services. The 1st Class package included accommodation in a de luxe hotel at £26:50p, whereas the 2nd Class package was £19:00. Advanced booking was essential for these packages.
On the 30th, there was a ‘Sunday Circular’ special departing Accrington at 09:22, arriving in Grange-over-Sands at 11:10 and departing for Morecambe at 15:00. After a 15:26 arrival in Morecambe the return would leave at 19:00 to be back in town at 20:04.
Every Sunday between April 30th and September the 24th, there would be half-day excursions to Blackpool, departing at 12:53, arriving at 13:57, returning at 20:30 and back for 21:24, with fares at £1:10p and 55p.
May On Monday the 1st, there was a repeat of the excursion to Barrow and Ravenglass, or one to York. This departed Rishton at 09:05, Accrington 09:13, arriving at 10:57 returning at 18:10 and back for 19:55 and 20:02 respectively, and the fares were £2:50p and £1:60p. Between May 8th and the 27th, ‘Twosome Tickets’ were available, where two passengers could travel for the price of one on any train Monday to Friday after 09:30, to Blackburn, Burnley, Bolton, Preston or Manchester.
So popular was the ‘Mini Cruise to Denmark’ in 1977, that it would be repeated again on Friday the 5th to Sunday the 7th, and again on Friday, June 2nd to the 4th. The fare had gone up by £2:00 to £30:00 with no reductions for children.
On Saturday the 20th, there was a choice of yet another Mystery excursion from Accrington and Rishton, or a ‘Rail Rambler’ to Cheltenham for the Cotswolds. This left Accrington at 06:38 (06:42 Rishton), arriving Cheltenham at 11:20, returning at 19:17 and back for 22:17 and 22:25 respectively. Various walks had been arranged at the destination and the fares were £3:90p and £2:35p.
It was the Chelsea Flower Show in London and over the 24th and 25th, there was a special fare to London of £8:00 and £4:00p departing Accrington on either the 08:31 or the 09:15, and returning from Euston on the 18:05 or the 19:00, with a change in Preston in both directions.
Every Thursday, from May 25th to October 12th, there was a rail/road tour of the Cotswolds. This entailed trains to and from Birmingham New Street, and a coach tour which would include Moreton-in-the-Marsh and Stratford-upon-Avon. Spring Bank ‘Seaside Specials’ ran on Saturday the 28th and Monday the 30th, to Blackpool and on Sunday the 29th, to Southport. The fares were all at £1:82p and 91p and the Southport timings were departing Accrington at 10:48, arriving in the resort at 12:25, returning at 19:05 and back for 20:23. The fares were £4:75p and £3:20p for a child.
Largs for the Isle of Arran was the destination on Monday the 29th. For a fare of £7:40p and £4:10p this included a sail on Caledonian McBrayne’s vessel to Brodick and return.
June The month opened with a ‘Rail Rambler’ on Saturday the 3rd, to Blaenau Ffestiniog departing town at 07:12 (Rishton 07:18), and calling at Llandudno Junction 09:43 (18:52), Tal-y-Cafn 09:57 (18:38), Llanrwst 10:08 (18:27), Betws-y-Coed 10:23 (18:18), Pont-y-Pant 10:34 (18:08), Dolwyddelen 10:38 (18:05), Roman Bridge 10:42 (18:01) and Blaenau at 10:45 returning at 17:50. The fares were £2:00 and £1:15p and organised rambles had been arranged from several of these stations.
There was a special for Windermere on Sunday the 11th, departing at 09:45 and calling at Oxenholme at 11:11, and arriving in Windermere at 12:24. It returned at 17:55 (Oxenholme 18:25), and was back at 19:47. The fares were £1:70p and £1:00.
An advertisement was placed for a Mini-Trip to Scandinavia, which was in essence 2 nights on board ship and one full day in Sweden out of the four days. Bookings would have to be in multiples of two passengers for twin rooms and the fare was £38:00 per person. The itinerary was by train to and from Newcastle and then in a four berth cabin on the DFDS ‘Winston Churchill’ to Gothenburg, with one full day in Sweden in a hotel for bed and breakfast. A limited number of two berth cabins were available at a supplement of £6:00 per person. This excursion would depart on August 16th, and again on September 20th.
Every Wednesday from the 21st, until September the 20th, there would be a rail/road tour to Snowdonia at fares of £4:50p and £3:15p for a child. Participants would depart Accrington on the 07:44 with changes in both Preston and Crewe for an arrival at Llandudno Junction at 11:43. Coaches would then depart at 12:00 for a tour calling at Caernarfon, Betws-y-Coed and taking in the Swallow Falls en route, before returning at 17:45 for the 18:25 train. Arrival back in Accrington was at 22:42 after changes in Crewe and Preston again. The rail/road tours to the Cotswolds would also operate every Thursday to October the 12th, with fares at £4:75p and £3:20p. Trips to Blackpool would operate every Sunday until September the 24th, departing at 12:53, arriving North at 13:57 returning at 20:30 back for 21:24, for a fare of £1:10p and half for accompanied children.
Every Tuesday from the 27th, to August the 29th, rail-fans could travel on the ‘Cumbrian Coast Express’ between Carnforth and Ravenglass, behind the Flying Scotsman in one direction and A4 Pacific Sir Nigel Gresley in the other. The fare throughout from Accrington was £4:00 return.
July The holidays saw a plethora of specials, with Blackpool of course at the head of the list. On Sunday the 2nd, the first of these departures was 09:45, arriving at 10:52 and returning at 19:48 whilst on the 9th, the timings were 10:36, 11:50 and 19:53 respectively. The fares on this pair were £1:82p and 91p. There were ‘Sunday Afternoon Specials’ every Sunday to September 24th, departing at 12:53, arriving North at 13:57, returning at 20:30, back at 21:24, with fares at £1:10p and 55p. On Tuesday the 4th, departing at 10:48 there was a trip to Southport, arriving at 12:05 and returning at 19:25, which would be repeated on Thursday the 13th, with a departure at 10:32, arriving at 12:03 and returning at 19:13. Both had fares of £1:82p and 91p for a child. Morecambe was similarly treated with visits on Thursday the 6th, and again on Tuesday the 11th. The timings were departing Accrington at 10:48, arriving at 11:48 and returning at 19:20 on the 6th, and 10:32, 11:35 and 19:35 on the 11th. The fares were the same as those for Southport and Blackpool. On Mondays to Saturdays from July 3rd, up to September 2nd, it was possible to travel to either Morecambe or Grange-over-Sands for £2:08p return from Huncoat, £1:82p from Accrington and £1:76p from Church & Oswaldtwistle. Outward travel was by the 09:45 from Colne to Preston where a change of trains was necessary, but return was by any train.
A Mystery Trip was off on Saturday the 5th, to be followed by others on Thursday the 13th, Monday the 17th, and Tuesday the 25th. All had fares of £3:90p for adults and £2:35p for accompanied children, except the one on the 25th, where the fares were £4:30p and £2:50p respectively. On Sunday the 16th, there was a repeat of the Chester and North Wales excursion calling at Rhyl, Colwyn Bay and Llandudno.
Grange-over-Sands, Cark (for Holker Hall) and Barrow, were the destinations of the special which ran on the 10th. It departed at 11:02, calling in Grange at 12:36 (18:52), Cark 12:46 (18:45) and Barrow 13:15, returning at 18:20 and back for 20:14. The fares were £1:75p and £1:00 for a child. An added attraction was the Lakeland Rose Show, a short distance from Cark.
Hereford and the Wye Valley were the destinations of the excursion on Thursday the 20th, with the optional coach tour to Symonds Yat, Monmouth and Chepstow, at £1:65p extra with no concessions for children. The timings were departing Accrington at 07:34, Rishton 07:41, with an arrival in Hereford at 11:22. Return was at 18:00 to be back in Rishton at 21:19, Accrington 21:31. The following day the choices were York at £2:50p and £1:60p or Scarborough at £3:90p and £2:35p on the same train. On Monday the 24th, there was an opportunity to ride over the Settle and Carlisle on an excursion bound for Edinburgh. The fares were £4:30p and £2:50p respectively. Every Tuesday from the 4th to the 26th of September, there was a rail/road tour covering Central Wales. This left Accrington at 06:56 arrived at Birmingham New Street at 10:07, where coaches were waiting to take passengers at 10:30 to Llandrindod Wells, where there was time for lunch (not included), Rhayader and the Elan Valley. Changes were necessary in both Preston and Crewe and the fares were £5:75p and £4:20p for a child.
Each Tuesday, up to the 26th of September, there was a rail/road tour to Ayr and Burns’ Country. The train departed Accrington at 07:44 and arrived in Glasgow Central at 11:53, where coaches would take passengers on to Ayr for a lunch stop, then on the Burns tour. Return was from Central at 17:30 and back at 20:50. The inclusive fares were £6:75p for an adult and £5:00 for a child.
Every Wednesday to September 20th, there were runs to Snowdonia for £4:50p and £3:15p, also to the Cotswolds up to the 12th of October, at £4:75p and £3:20p. A coach tour from Penrith to visit Gowborrow Park, Aira Force Waterfalls and Windermere, for a visit to Sizergh Castle was included in the fares on the train which would operate from Preston on Thursdays, the 6th and 20th of July, the 10th and 24th, of August and the 7th, of September. To take part the train was the 09:55 from Accrington arriving in Penrith at 11:47, and returning from Oxenholme at 18:40 to be back home at 20:06.
Departing late in the evening of Thursday the 27th, there was a special train to Largs where there was an opportunity to sail on the Clyde. This would include Rothesay, the Kyles of Bute, Tarbert and Loch Fynne. The fare for accompanied children was £4:85p and for adults £8:90p. Most of these trains would call at Rishton Station, and wherever possible light refreshments would be available. The area ‘Runabout Ticket’ was again on offer at £7:70p and £3:00 for a child.
It was being advertised that there were still some places available on the Mini-Trip to Gothenburg on the August the 16th departure, also on the one leaving on September 20th, at fares from £38:00, whereas the excursion to Edinburgh Tattoo on September 8th, was now fully booked.
August Each Friday to September 8th, the rail/road tour to visit the Roman Wall would run at fares of £4:65p and £2:50p for a child. There was a ‘Rambler’ to Whitehaven on Saturday the 12th, with tickets at £2:00 and £1:15p. The timings were Accrington departing at 08:39, Rishton 08:45, calling at Green Road at 10:45 (19:14), Millom 10:50 (19:02), Silecroft 10:56 (19:00), Bootle 11:03 (18:55), Ravenglass 11:10 (18:49), Drigg 11:14 (18:42), St. Bees 11:30 (18:27) and Whitehaven at 11:40, returning at 18:15. There was a choice of rambles from several stations.
At a meeting of the Highways & Transportation Committee, the Borough Engineer reported that BR that they intended to carry out works to the barriers at Huncoat Level Crossing during September. This would involve the replacing of the gates with lifting barriers, and this would necessitate the closing of the road to all vehicular traffic for a period of three weeks. He also reported that BR would apply to the Minister of State under Section 66 of the British Transport Commission’s Act, 1957, for an Order permitting them to carry out this work, but that the Council could in accordance with this Act make representation to the Minister within two months of this date if they felt it necessary to stop this work. It was resolved to make an application to the Minister of State against this Order.
On the 19th, there was a special to Southport for the Flower Show, with fares at £1:75p and £1:00 for a child. It departed town at 09:34, Rishton at 09:40 and arriving at 11:00. Return timings were 18:15, 19:45 and 19:50. York was the destination on Bank Holiday Monday, the 28th, the fares were adults £2:50p and children £1:60p. It departed Rishton at 08:53, Accrington at 09:00 arriving in York at 10:45 and returning at 18:57 back at 19:57 and Rishton 20:04. The ‘circular’ trip to Morecambe via Grange-over-Sands operated again on Monday the 28th.
From the 26th up until September the 2nd, the Motor Cycle Show was on at Earl’s Court, and included in the £9:30p/£4:70p fares were underground tickets and reduced entry. The one night ‘Mini-Breaks’ to London were on offer until the 30th of September, with the 1st Class de luxe package priced at £26:50p and the 2nd Class at £19:00. Children were half price if sharing a room with an adult.
September The National Trust had arranged a tour of the Lake District on Thursday the 7th, which involved the train to Penrith and coaches to Gowborrow Park, Aira Force Waterfalls, Kirkstone Pass and Windermere for Sizergh Castle, with a return by train from Oxenholme. This special departed Accrington at 09:55 and was back at 20:06 with changes in Preston both ways. The fares were £5:35p and £4:35p for a child.
On the 10th, the destination was Windermere, departing town at 10:01 and arriving at 12:25, returning at 17:34 and back at 19:58. The fares were £1:70p and £1:00 respectively, whilst on Monday and Tuesday, the 11th/12th, there were runs to Blackpool at 10:48 arriving at 11:42, returning at 19:30 back at 20:27 with the fare at £1:82p with children half price. Every Sunday up to the 24th, Blackpool would be the destination of half-day trips, departing town at 12:53, arriving at 13:57, returning North at 20:30 and back for 21:25. The fares were £1:10p and 55p for a child.
The destination of the ‘Rambler’, which ran on Saturday the 16th, was Hexham. It departed Accrington at 07:45, Rishton 07:51, calling at Haltwhistle 10:51 (18:31), Bardon Mill 11:00 (18:22), Haydon Bridge 11:06 (18:13), arriving at 11:20 and returning at 18:00. It was back in Rishton at 21:52 and Accrington at 21:58. The ticket prices were £3:00 and £1:80p for a child.
A signalman who had worked at boxes in Burnley, Rose Grove and Accrington, Alfred Ellington, of Ribblesdale Crescent in Accrington, retired after fifty years’ service on the railway. He had started work when he was fifteen years of age in this capacity at Blackburn whilst working for the LMS, and had ended his career in the ticket office at Accrington Station.
Over the weekend of the September Holidays on Monday and Tuesday, the 18th and 19th, there were specials to Blackpool. They departed Accrington at 10:45, Rishton 10:51, arriving North at 11:47, returning at 19:30 and back at 20:22 and 20:27 respectively. The fares were £1:82p from Accrington and £1:70p from Rishton with children half price.
The Land Committee met when the Planning Officer reported that the Council had leased land from BR’s Property Board, for use as a car park on Eagle Street. The entrance to this car park was also over land owned by BR. It had been previously reported BR had agreed to lease the land adjoining Eagle Street and Scaitcliffe Street, for the construction of a Skill Centre, and in order to secure the most satisfactory planning objectives the Planning Officer had initially agreed in principle to the access by vehicles should be the same as that to the car park, and to construct a new entrance to the car park further down along Eagle Street at the expense of the Property Services Agency. He now requested the Committee’s approval to his actions, as already taken in order to formalise the matter between the Property Board, the Property Services Agency and Hyndburn Council. It was resolved to accept and approve the actions of the Planning Officer and to adopt this policy.
There were a whole list of rail/road tours available and these included each Wednesday to the 20th, either Snowdonia at £4:50p and £3:15p, or Lovely Lakeland at £5:50p and £3:60p. On every Tuesday to the 26th, Ayr & Burns’ Country at £6:75p and £5:00 or Central Wales at £5:75p and £4:20p and finally, the Cotswolds each Thursday to October 12th, at £4:75p and £3:20p.
The Great Autumn Show was on at the Westminster Hall in London, over the period of the 26th/27th/28th, and a day return to London for this event would cost £8:40p, half price for an accompanied child. The trains were either the 08:30 or 09:15 from Accrington returning at 19:00 from Euston with a change of train in Preston both ways.
October On Saturday the 7th, a Mystery excursion was off with fares at £3:90p and £2:35p for a child. For £1:70p and £1:00 each child, on Sunday the 15th walkers could enjoy a ‘Rambler’ excursion to Barrow, calling at Carnforth, Silverdale, Arnside, Grange-over-Sands, Kents Bank, Cark & Cartmel, Ulverston, Dalton, Roose and Barrow.
Between the 9th and the 28th, a ‘Twosome’ ticket was available, where two adults could travel for the price of one between Accrington, Blackburn, Bolton, Burnley, Preston and Manchester, (but not Bamber Bridge). Between the 20th, and the 29th, the Motor Show was on at Birmingham International (the NEC), and the return fares of £6:00 and £3:50p included discounted entry. Travel was by any train on Saturday and Sunday the 21st/22nd, or the 28th/29th, or by using a 2nd Class ‘Awayday’ special ticket on any day.
An advertisement appeared for a Mini-Weekend in Llandrindod Wells on the weekend of Saturday and Sunday the 2nd and 3rd of December. This would include return train fares, evening dinner with entertainment at the Metropole or the Glen Oak hotels, breakfast and lunch, with an afternoon coach tour ending in Shrewsbury for the return train. Passengers from East Lancs would be required to change in Preston both ways. The inclusive cost was £19:65p for an adult and £12:40p for a child sharing. Bookings were required well in advance.
November On Sunday the 5th, the new level crossing gates on Enfield Road in Huncoat came into operation. It incorporated the new ‘continental’ style of barriers instead of the gates which used to stop traffic and pedestrians encroaching on to the lines when trains were approaching. Concerns were being expressed because as these new barriers came down in sequence people, especially children, were nipping across rather than using the adjacent footbridge that connected the platforms at the station. There was also criticism that motorists were not being given sufficient signage to warn them they were approaching a level crossing which could be closing. The Public Relations Officer for BR in Preston had stated in reply, “The old gates were due to be replaced and the new crossing is perfectly safe if used correctly. I cannot agree that the old barriers were any safer”.
Between the 6th and the 28th, there was a special fare to attract shoppers to visit Manchester. This was £1:50p with children half price, and it was valid on any train after the 08:00 from Colne, (any train on Saturday), and return by any train before the 16:04.
The ‘Capital Fare’ to London was again on offer on Tuesdays, Wednesdays and Saturdays from the 24th, to December 16th, with the fare at £8:00 and £4:00 2nd Class, £9:00 and £4:50p 1st Class on Saturdays only. The one night Mini-Breaks in London were again available on Fridays, Saturdays and Sundays, the de luxe 1st Class package costing £27:00, 2nd Class £18:00, or on the other nights £28:50p and £20:00 respectively, with children sharing half price. There were no single rooms available.
December The residents of Huncoat were still deeply concerned about the new ‘continental-type’ barriers, which had been installed at the level crossing adjacent to the Railway Station. They stated they had seen people, especially children, cutting across as they come down as many “cannot be bothered to use the footbridge!” Jack Entwistle, the Public Relations Officer for BR in Preston had responded by again saying, he did not accept that the older crossing gates were any safer and it was the responsibility of adults to educate their children on the dangers of the railway, rather than setting a bad example.
At a meeting of the Development Services Committee, the Borough Planning Officer reported that the County Council’s Planning Committee had completed its annual review of a rolling programme of Derelict Land Reclamation for the period 1979 to 1984, and that this programme included the following ex-railway sites in Hyndburn –
- The Accrington to Baxenden disused railway track-bed.
- The site off Heys Lane in Great Harwood.
- The old Huncoat Colliery sidings.
These were all included on this list for 1979/80.
Also in December, the Recreation & Amenities Committee met, when the Town Clerk reported being in receipt of a letter from a Councillor, expressing concerns on the state of the disused railway cutting running through some areas of Great Harwood and suggesting a ‘public surgery’ in order to suggest some improvements. The Borough Engineer reported that under the Special Environmental Assistance Scheme, the former Great Harwood UDC had spent some £37,000 to reclaim the cutting and although the major part of this work had been carried out, several ‘minor’ matters still needed to be resolved. He would be preparing a report at an early time on this subject to present to this Committee. The Borough Treasurer then reminded the Committee, that the Policy & Resources Committee had recently approved the Capital Programme for 1979/80, and if this Committee intended to include a scheme for this ex-railway cutting next year, another project would have to be sacrificed. It was resolved, following consideration of the Borough Treasurer’s report, arrangements would be put in place for a meeting between residents, a Sub-Committee, the Officers of this Council and the Chairman and Vice-Chair to discuss this matter.
1979 January On every weekday between the 15th and April 7th, Day Rover tickets were available to all stations on the East Lancs Line after the 08:46 departure from Colne and the 09:30 from Preston, returning by any train on the same day. Another promotion was a ‘bargain’ day return at the single fare to Blackburn, Burnley, Nelson or Preston, which would also run from the 15th through to April 7th.
The ‘Capital Fare’ was again available on Tuesdays, Wednesdays and Saturdays from the 9th, up until December 15th, later in the year. The fares were now 2nd Class £8:80p and £9:80p 1st Class, on Saturdays only. The ‘Scottish Savers’ to Glasgow or Edinburgh were also available over the same period on every weekday, with a 1st Class fare of £8:15p and £7:15p 2nd Class.
On Saturday the 20th, there was a special to Leeds departing Rishton at 09:36, Accrington 09:42 and arriving at 10:49. The return was at 17:00 arriving back at 18:06 and 18:13 respectively. The fares were £2:10p and £1:10p.
February What was described as a “Semi-Express” service would operate to Manchester every Saturday in February and on March 3rd, 10th, 17th, and 24th. This would depart at 09:46 and run non-stop from Accrington via Blackburn and Bolton arriving at 10:36, returning at 17:15 and back for 18:11. The fare was £1:50p for an adult, half fare for a child.
There was a repeat of the ‘Mini-Weekend’ to Bournemouth on Saturday and Sunday the 24th/25th, at fares of £21:10p and £11:20p for a child sharing. This included one night’s dinner, bed and breakfast at either the Broughty Ferry, Fircroft, Durley Dean or Suncliffe hotels, followed on Sunday by a coach tour through the New Forest, and a return at 16:00 from Brockenhurst Station.
The one night ‘Mini-Break’ in London was back until further notice and available on Friday, Saturday and Sunday nights at £27:00 for the de luxe package and £18:00 for the 2nd Class version. It was also available on Tuesday, Wednesday or Thursday nights at £28:50p and £20:00 respectively. Single rooms were not available during the week but at weekends they could be booked at a supplement of £4:00 on the de luxe package only. The trains were outward by any train after the 07:02 and 08:03 from Preston or on Saturdays and Sundays only, by any train.
Bargain adult day return fares from Accrington on Mondays to Saturdays up until April 7th, were to Blackburn 43p, Burnley 52p, Nelson 70p and Preston £1:05p. These were valid on the 09:15 to Preston and the 10:08 to Colne, no earlier. Similar discounts were on offer from Church & Oswaldtwistle and Huncoat stations. Fares to Accrington were, from Huncoat 20p and Church & Oswaldtwistle 15p.
Notice was given that passports would be required for a ‘Mini-Cruise’ to Denmark, which would be departing on Friday, May the 11th, and returning on Sunday the 13th. The itinerary would be rail travel to and from Harwich, a bunk in a four berth cabin on either the Dana Regina or the Dana Anglia, for the overnight sail to Esbjerg with a coach tour to Ribe including afternoon tea. This tour would be repeated on Friday, June 8th, and the fare for these tours was £30:00, with no reductions for children. Early booking was essential.
March The month started with an excursion to London on Saturday the 3rd, at £6:20p and £3:70p for a child. The timings were Accrington departing at 07:51, Rishton 07:56 arriving Euston at 11:33, returning 18:45 and back at 22:10 and 22:15 respectively.
The Development Services Committee met, when further to a previous minute the Borough Engineer reported upon proposals for improvements in the area of the disused railway cutting in Great Harwood, together with estimates for the cost of this work. He pointed out that funds for this had not been included in the Capital Programme for 1979/80. However, if this Committee was of the opinion that this work could not be postponed until 1980/81, then they should refer this matter to be reconsidered for inclusion in the Vacant Site Treatment Programme for 1979/80. The Committee resolved to follow this course of action.
The Grand Hotel in Scarborough was the venue of an advertised weekend stay from Friday the 20th of April, to Sunday the 22nd. The cost was £25:50p for an adult and £10:50p for a child between the ages of 8 and 14. The train would depart late on Friday afternoon and return at approximately 15:00 on Sunday. Bookings were required before March 22nd.
There was a ‘Rambler’ to Ludlow on Saturday the 17th, departing Accrington at 08:21, Rishton 08:28, calling at Shrewsbury at 10:55 (18:51), Church Stretton 11:17 (18:34), Craven Arms 11:30 (18:16) arriving in Ludlow at 11:45 and returning at 18:00. The fares were £2:20p and £1:25p for children and conducted walks were organised from selected stations.
April At another meeting of the Development Services Committee, the Borough Engineer reported that at the last meeting of the Recreation & Amenities Committee, the Borough Treasurer had pointed out that finance had not been allocated in the 1979/80 Capital Programme for the implementation of the works involved at the Great Harwood railway cutting. The Borough Treasurer stated that the Locally Determined Schemes’ allocation for work to derelict sites was in 1979/80 £25,000, and if the scheme for the railway cutting was to be progressed, the programme previously agreed would have to be significantly reduced. It was resolved –
- That if any slippage occurred in the 1979/80 Vacant Site Treatment Programme and was reported to this Committee, they would then reconsider the Programme as a whole and not just the inclusion of this scheme involving the railway cutting.
- That the Railway Cutting Scheme which had already been included in the Vacant Site Treatment Programme, would be scheduled as one of the sites for treatment on 1980/81, subject to the availability of finances.
Over Easter there were specials to Blackpool on Good Friday the 13th, and again on Sunday the 15th. On Monday the 16th, the destination was Morecambe, departing Accrington at 10:49 and calling at Lancaster at 11:35 and Morecambe Euston Road at 11:46, returning at 19:15, Lancaster 19:28, and back for 20:25. On Easter Sunday there was another ‘Rambler’ this time to Windermere, departing town at 08:54, calling at Oxenholme at 10:50 (18:57), Kendal 10:56 (18:45), Burneside 11:01 (18:50), Staveley 11:10 and Windermere 11:17, returning at 19:15. The fares were £1:95p and £1:00 for a child and there were organised walks from several stations. Also on Easter Monday there was a special visiting York departing Rishton at 09:10, Accrington 09:15, arriving at 11:03, returning 18:10 and back for 19:50 and 19:56 respectively, with fares at £2:75p and £1:75p for a child.
At a time when the rowdyism of football fans was prevalent, BR were still prepared to put on a train to convey Burnley fans to Blackburn for their away game on Saturday the 14th. The fare was 60p from Accrington with no half fares. It departed at 14:01 arriving at Mill Hill at 14:13, returning at 17:15 and back for 17:28.
In order to promote travel by rail, BR was holding an ‘East Lancs Rail Night’ at the Cat’s Whiskers, on Centenary Way in Burnley, on Tuesday the 24th. Admission was by ticket only, although they were free to any applicants. Travel by train to this event was from Rishton on the 18:04, Church & Oswaldtwistle 18:07, Accrington 18:10, arriving at Burnley Central at 18:27. Return was either on the 21:59, 22:45 or the 23:29.
An excursion to three destinations ran on Saturday the 28th, at a bargain fare of £2:00 for an adult and just £1:00 for a child. The timings were Accrington 09:29, Rishton 09:35, arriving in Arnside at 10:48, going on to Grange-over-Sands at 10:55 where there would be time before the return at 14:55 picking up at Arnside at 15:01. The train would then proceed to Morecambe arriving at 15:26 and return from Euston Road at 19:00, back in Rishton at 20:07 and Accrington at 20:14.
The residents of Great Harwood were up in arms about the state of the railway cutting between John Street and Station Road in the town, which was an area proving to be a target for fly tipping and dumping of rubbish during the night. Councillor George Slynn was putting pressure on the Development Services Committee, to reverse their decision not to continue landscaping this redundant railway line until 1980/81, after only part of it was cleaned up and planted with trees.
There were half day trips to Blackpool on Sundays, the 22nd and 29th, departing at 12:53 arriving at 13:57, returning from North at 20:30 and back for 21:24. The fares were £1:20p for an adult and half price for children.
May Between Friday the 11th and Sunday the 13th, there was another trip to Oban for Mull and Iona. The fares were £9:20p and £6:10p for a child, which included rail fares and sailings on Caledonian McBrayne’s vessel to Craigmure, then coaches to Fionnphort with another crossing to Iona. The return would be overnight on Saturday and back in the early hours of Sunday.
Departing Accrington at 08:14, Rishton 08:23, there was a ‘Rambler’ to Lincoln on Saturday the 19th. It called at New Mills at 10:13 (19:23), Edale 10:33 (19:05), Hope 10:40 (18:56), Hathersage 10:50 (18:47), Grindleford 10:55 (18:42) arriving Lincoln Central at 12:34, returning at 17:00. Those leaving at stations to Grindleford would pay £1:85p and £1:10p, whilst for those traveling on to Lincoln the fares were £3:40p and £1:95p. Conditional rambles had been arranged. There was also an excursion to York on this same day, departing Rishton at 09:19, Accrington 09:26, arriving in York at 11:10, returning at 18:05 and back for 19:50 and 19:58. The fares were £2:75p and £1:75p for a child.
Every Saturday from May 19th, through to October 27th, including Monday, May 28th, there would be evening trips to Blackpool requiring a change in Preston off the 16:15 from Accrington. This would result in an arrival at North Station at 17:47. Return was at 21:20 back in Accrington at 22:49, and the fares were £1:20p and 60p.
Spring Bank Holiday specials included Southport on Sunday the 27th, departing Accrington at 10:58, Rishton 11:03, arriving at 12:20 and returning 18:56 to be back for 20:08 and 20:15. The fares from Rishton were £1:89p and 95p and Accrington £1:96p and 98p. There was also a special to Blackpool the following day and times were 09:44, 09:50, 10:45 out and return at 21:10, 22:02 and 22:10. The fares were the same as for the Southport trip. Monday also provided the opportunity to visit Rothesay via Wemyss Bay and a crossing on a Caledonian McBrayne’s vessel. The ticket prices were £6:00 per adult and £4:40p for an accompanied child.
June With the focus on other holiday towns this was a relatively quiet month for excursions. However, on Saturday the 10th, there was an excursion to Windermere departing town at 10:00, arriving at 12:25, returning 17:55 and back for 19:57 for a fare of £1:85p and £1:10p for a child. On Mondays to Saturdays between June 18th and September 22nd, there were bargain day returns to Lancaster, Morecambe and Grange-over-Sands from Accrington at £1:95p, Church & Oswaldtwistle and Rishton at £1:89p. The designated train departed at 10:15, 10:18 and 10:22 respectively arriving in Preston at 10:50, leaving at 11:02, arriving in Lancaster at 11:32 where passengers for Morecambe would change arriving in the resort at 12:35. The train would then continue arriving in Grange at 11:59. Return was by any train on the same day.
July Things began to busy-up as the holidays moved over to North East Lancashire towns of Burnley, Accrington and Blackburn. On Tuesday the 10th, a special train went to York via Harrogate for £2:70p and £1:70p, timings were leaving Rishton at 09:22, Accrington 09:30, arriving Harrogate 11:39 and York 12:20. Returns were from York 18:54, Harrogate 19:34 and back at 21:34 and 21:53 respectively. Also on the 10th, there was a special to Southport departing Accrington at 10:25, Rishton 10:32, arriving at 11:40, returning at 18:50 and back for 20:07 and 20:13. The fares were £1:95p and £1:00 from Accrington and £1:89p and 95p from Rishton. It was the same ticket price from Accrington two days later when the special was for Morecambe, departing at 10:25, arriving at 11:30, returning at 19:35 and back for 20:37.
Every Monday to Friday from the 9th to the 20th, departing at 09:45 there was a special to Blackpool, arriving at 10:45, returning at 18:55 and back for 19:51, with fares at £1:95p and 98p. On Sunday the 15th, Blackpool was the destination again for a day excursion, with a departure time of 10:32, arriving at midday, returning at 19:50, back for 20:43, and also a half-day trip departing at 12:53, arriving at 13:57, returning at 20:30 and back for 21:24. The fares for the half-day trip were £1:20p and 60p respectively. Two days later the destination was Morecambe, departing town at 10:48, Rishton 10:53, arriving at 10:48 and returning at 19:40. It was back at 20:34 and 20:39 respectively. On Thursday Southport was the choice, departing Accrington at 10:48, Rishton 10:53, arriving at 12:14, returning at 19:10 and back for 20:26 and 20:31. The fares on these two trips from Rishton were slightly cheaper at £1:89p and 95p.
The Open Golf Championship was being held on the Fylde Coast over the period Wednesday the 18th to Sunday the 21st, and a special ticket was on offer on Wednesday and Thursday at £6:50p and on Friday, Saturday and Sunday at £7:50p with no half fares. The package included 2nd Class fare to Kirkham, with a bus transfer to the course and admission, then a bus to Blackpool North for return on any train.
Grange and Barrow were visited on Sunday the 22nd, with the adult fare at £1:90p and for a child £1:10p. The special departed town at 09:36, calling at Arnside at 11:10 (18:56), Grange-over-Sands 11:17 (18:49), Cark 11:24 (18:40) and Barrow 11:56 with a return at 18:15 and back in town 20:10. On the following day the excursion departed at 08:01 picking up in Rishton 08:08, and calling at Rhyl at 10:05 (19:08), Colwyn Bay 10:20 (18:53) and Llandudno at 10:40. The return departed at 18:40 and was back at 21:34 and 21:45 respectively. The fares were £2:95p and £1:95p for a child. Knaresborough and York were visited by a special on Wednesday the 25th, with the train departing Rishton at 08:37, Accrington 08:47, arriving in Knaresborough at 11:20 and York at 11:52. The return times were 17:58, 18:29, 20:49 and 21:00 respectively, and the fares were £2:75p and £1:75p for a child. Another special visited Morecambe on Wednesday the 25th, and a return to Southport was operated on Thursday the 26th.
There would be an item of additional interest at the destination of the ‘Mystery Extra’ which operated on Sunday the 29th. The train left Accrington at 07:42, Rishton at 07:58, arriving at 11:43. The return times were 18:45 and back for 22:02 and 22:09. The fares, including the surprise, were £5:20p and £3:25p for a child.
Bookings were strictly limited and would close 30 days before the weekend trip to Ostend, to be operated from Friday the 21st of September to Sunday the 23rd. The fares were £39:95p for adults and £33:00 for accompanied children sharing a room. Included was 2nd Class rail travel to and from Dover, transfers to and from Ostend Quay to the hotel by coach and one night’s half board accommodation. Passengers would depart for the return journey after breakfast on Sunday.
August Every Sunday during the month there were half-day runs to Blackpool departing at 12:53 arriving North at 13:57, returning at 20:30 and back for 21:24. A change in Preston both ways was required for an evening in Blackpool for the Illuminations, which would operate every Saturday up to October the 27th. The timings were Accrington depart at 16:15, and arrive at 17:47, returning the same night at 21:20.
The closing date was August the 17th, for a place on the ‘Jersey Night Flyer’ which would operate on both Tuesdays, September the 11th and the 18th, and in order to participate the passengers had all to be 18 or over, as the itinerary explained. The £29:75p fare included scheduled rail travel to and from Weymouth connecting with the 23:55 sailing, which would arrive on the island at 06:00. A coach tour and lunch was included in the 14-hour stay, before returning on the 21:55 sailing, back in Weymouth at 06:00. Included in the package was a litre bottle of either whisky or gin and a voucher to the value of £2:50p to spend on the boat. No passports were required on this excursion.
The Motor Cycle Show was on at Earl’s Court between August 25th and September 1st, and special fares were in place from Monday the 27th to Friday the 31st, for those who wished to visit. Travel was by specified trains and the tickets at £10:23p and £5:26d included the underground and reduced admission.
Meeting again, the Development Services Committee received the Borough Planning Officer’s report, stating that the Planning Officer from Lancashire County Council was now reviewing the County’s Five-Year Derelict Land Reclamation Programme, and Hyndburn had been asked to forward its observations thereon. It was resolved to request that the County Planning Officer included the former BR Accrington to Baxenden Railway Line in the ‘rolling programme’ for the period 1979 to 1985. Also the County Council would be recommended to include “as a matter of the highest priority” those schemes scheduled for 1979/80 but not implemented in the schedule for 1980/81, which would include the former railway cutting in Great Harwood.
Bank Holiday Sunday saw a special to Blackpool departing Accrington at 10:48, arriving at 12:00, returning at 19:00 and back for 19:56. A Mystery excursion ran on the Monday the 27th, with fares at £4:25p and £2:55p for a child. Blackpool could also be revisited on Monday, with the train this time calling at Rishton at 11:29 after departing town at 11:21. It arrived at North Station at 12:20, returning at 20:14 and back at 21:07 in Rishton and 21:12 in Accrington. The third special on the day departed at 09:24, Rishton 09:30, calling at Lancaster at 10:29, Grange at 10:53 from where it would depart for Morecambe at 15:00 arriving at 15:28. The return from Euston Road Station was at 19:35 and it was back in Rishton at 20:50 and Accrington at 20:56. The fares were £1:95p and 98p from Accrington and £1:89p and 95p from Rishton.
September On Saturday and Sunday the 8th and 9th, there was the annual trip to the Military Tattoo in Edinburgh. The fares of £9:75p and £6:60p for a child included tickets for the 22:30 performance. Train times were departing Accrington at 08:18, Rishton 08:24 for an arrival at 12:22. The return was overnight on Sunday at 01:55, arriving back in Rishton at 06:45 and Accrington at 06:51.
On Sunday the 9th, there was an excursion to Windermere for £1:85p and £1:05p, and the timings were departing town at 09:55 arriving at 12:25, returning at 17:55 and back for 19:50. Illuminations special returns from Accrington, Church & Oswaldtwistle and Rishton would operate Mondays, Tuesdays, Wednesdays and Thursdays, returning Tuesdays, Wednesdays, Thursdays and Fridays in the same week, for £2:64p and half price for children. There were also bargain day returns to Lancaster, Morecambe and Grange-over-Sands on weekdays and Saturdays up to the 22nd, at £1:95p from Accrington and £1:89p, with timings of Accrington 10:18, Rishton 10:22, Preston arriving 10:50 leaving at 11:02, Lancaster 11:32 with a change for Morecambe arriving 12:35 and Grange 11:39.
There was another special to Blackpool on Monday the 10th, departing at 10:15, arriving at 11:47, returning North at 21:12 and back for 22:08. On Friday the 14th, the timings were 16:19, (Rishton 16:26) and arriving at 17:25, returning 22:00 and back at 23:02 and 23:07 respectively, whilst evening trips to the lights would continue to until October the 27th.
October Gloucester and Chepstow were the destinations of the ‘Rambler’, which ran from Accrington and Rishton on Saturday the 13th. The fares were £4:25p and £2:55p for a child. A week later there was a special excursion to London at £6:20p and £3:70p for a child.
A soccer excursion ran to take Burnley supporters to Preston on Saturday the 20th, departing at 13:10 and arriving in Preston at 13:40, returning at 17:20 back for 17:47 and Huncoat at 17:53.
On the 27th, there was yet another Mystery Trip with fares at £4:25p and £2:55p respectively. From the 29th to December 15th, there were ‘bargain’ weekday day return fares from all stations on the East Lancs Line on any trains after the 08:46 from Colne, or the 09:30 from Preston.
November A ‘Rambler’ ran on Saturday the 17th, departing Accrington at 08:14, Rishton 08:20, calling at Chester 09:59 (18:50), Wrexham General 10:20 (18:29), Gwersyllt 10:42 (18:15), Cefn-y-bedd 10:48 (18:10), Caergwrle 10:51 (18:07), Hope 10:54 (18:04), Penyffordd 10:59 (17:59) and Buckley at 11:04. Return from Buckley was at 17:55, and the fares were £1:85p and £1:10p to Chester and £2:20p and £1:25p to all the other stations where organised walks had been arranged. Arrival back in Rishton was at 20:37 and Accrington at 20:42.
The one night ‘Mini-Breaks’ in London were again available from November 17th, right through to March 29th, 1980, with the exception of December 24th/25th and February 15th/16th/17th. The de luxe package of 1st Class rail travel and one night’s bed and breakfast in a top class hotel was now £30:50p, whilst the 2nd Class journey with standard class hotel was £20:00. These prices were for a minimum of two people sharing a twin room, with no singles available. Travel outward on Mondays, Tuesdays, Wednesdays and Thursdays, was by any train after the 06:56 from Accrington and return by any train the following day.
For a fare of £6:20p and £3:70p for a child, passengers could travel to London on Saturday the 24th, departing at 08:18 and Rishton at 08:25. Arrival in Euston was at 12:12 and there was a late return at 22:00, back in Rishton at 02:09 and Accrington at 02:18.
Bookings were strictly limited on a special which was advertised to run on the weekend on January 26th and 27th, 1980. Entitled the ‘Shakespeare Experience’ in entailed travel from Accrington to connect with the 10:17 from Preston to Birmingham New Street, where passengers would transfer to coaches for a journey to their hotels. Following evening dinner they would then be taken to the Royal Shakespeare Theatre for a performance of Twelfth Night, with all seats booked. On Sunday there would be a tour by coach around Stratford-upon-Avon, before returning to New Street for the 17:05 departure for Preston. Again there were no single rooms and the fares were, for the de luxe package £36:00 and the standard package £29:00. Early booking was essential.
December On Saturday the 8th, there was a ‘Shopping Special’ to Leeds, departing at 09:39 from Rishton, 09:44 from Accrington, arriving in Leeds City at 11:05. The return was at 17:50 back for 18:38 and 18:44, with fares of £2:25p and £1:25p for a child.
There was another ‘Shopping Special’ on Saturday the 15th, on this occasion to Birmingham. Included in the adult fare of £4:25p, (£2:25p for a child), was a £1 voucher which could be exchanged for goods at the store of F. W. Woolworth in the city.
1980 January On Saturday the 5th, there was a special to Liverpool for £2:20p/£1:20p, departing at 08:34, arriving in Lime Street at 09:52, returning at 16:40 and back at 18:06. There was a special to London on the 26th, with fares of £9:00 for an adult and £5:50p for a child. Timings were departing Accrington at 08:18, Rishton 08:24, arriving Euston at 12:10, with a return at 17:50 and back for 21:36 and 21:42 respectively.
Every weekday from the 14th to May 10th, there were special ‘midday savers’ from all stations on the East Lancs Line by specified services on Monday to Friday and any train on Saturday, returning on the same day.
February ‘Capital Fare’ tickets to London were strictly rationed on a service which would operate to the end of the month, so it was advisable to book early. There were no half fares and travel was by nominated services on Tuesdays, Wednesdays and Saturdays. The fares were 1st Class £12:00 and 2nd Class £11:00. One night ‘Mini-Breaks’ in the capital were on offer again, with 1st Class travel and a de luxe hotel at £30:50p and the 2nd Class option at £20:00. This offer would be available up to March 27th.
On Saturday the 9th, what was described as a ‘Mystery Bonus Shopper’ ran with fares at £5:10p and £3:00 for a child, including a £1 shopping voucher to be spent in Woolworth’s. The timings were departing at 08:19, Rishton at 08:26, arriving at 11:38, returning at 16:30 and back for 19:35 and 19:40 respectively. A service of light refreshments was provided on this train.
A ‘semi-fast’ train would run non-stop from Blackburn to Manchester on Saturdays, February the 9th, 16th and 23rd and again on March 1st, 8th, 15th, 23rd and 30th. It would depart Accrington at 09:44, arrive at Victoria at 10:36 and return at 17:15 to be back at 18:11. The return fares were £1:80p and 90p for a child.
March The first ‘Rambler’ of the year ran on Saturday the 15th, to Chesterfield and stations to Matlock, with walks arranged from intermediate stations. The fares were £2:70p and £1:35p for a child.
On Saturday the 29th, the excursion was for London with the added attraction of the Ideal Homes Exhibition. The fares of £9:00 and £5:50p included underground tickets and discounted entry, and timings were Accrington 08:19, Rishton 08:26, Euston 12:07, returning at 18:33 and back at 22:19 and 22:25.
Booking were open for the Shetland Islands Cruise, which would operate from Friday, May 2nd, to Monday the 5th. The fares of £67:00 and £50:00 for a child included travel by scheduled trains to Aberdeen for a sailing on the MV St Clair to Lerwick, where there would be an optional coach tour on Sunday. All meals were on board the boat, including dinner on Friday and breakfast on Monday, for an arrival back in Aberdeen at 08:00. Accommodation was a bunk in a two berth cabin.
April Easter trips included to Blackpool on Good Friday the 4th, departing town at 11:00, Rishton 11:06, arriving at 12:05, returning at 18:30 and back for 19:29 and 19:35, with a ticket price of £2:32p for an adult, half price for a child. The same fares applied on Saturday the 5th on the special to Southport. Timings on this trip were departing Accrington 10:49, arriving at 12:10 and returning at 19:00 back for 20:28. Another ‘Mystery’ was off again on Saturday the 5th with fares set at £6:60p and £3:30p for children. From Sunday the 6th and every Sunday right through to September the 21st, there would be runs to Blackpool North departing at 12:52, arriving at 13:57, returning at 20:30 and back for 21:24, for £1:40p and 70p for a child.
On Monday the 7th, there was a quadruple choice, with a special for York at £2:70p and £1:60p, going on to Scarborough at £4:00 and £2:40. Timings were leaving Rishton at 08:18, Accrington 08:24, arriving in York at 10:50 (18:00) and Scarborough at 11:42, returning at 17:07 and back for 20:24 and 20:30 respectively. There was a ‘Rambler’ to Whitehaven departing at 07:50, Rishton 07:56, and calling at Green Road 09:56 (19:06), Millom 10:03 (18:59), Silecroft 10:10 (18:52), Bootle 10:20 (18:43), Ravenglass 10:28 (18:34), St. Bees 10:48 (18:14) and Whitehaven at 10:57, returning at 18:05. The fares were £2:70p and £1:60p for a child. There was also a special to Morecambe departing Accrington at 10:25, Rishton 10:33 and calling at Lancaster at 11:38 arriving in the resort at 11:50. The return train would depart Euston Road at 18:50 (Lancaster 19:11), and be back at 20:08 and 20:14. The fares were £2:24p to Lancaster and £2:52 to Morecambe with children half fare.
To May 10th, the ‘Midday Savers’ were again on offer on any train after the 09:30, returning on the same day up until and excluding the 16:30 and the 19:00. Sample return fares were to Blackburn 51p, Burnley 62p, Nelson 83p and Preston £1:25p, whilst fares to Accrington from Church & Oswaldtwistle were 18p, Huncoat 24p and Hapton 38p. In all instances the child fare was half price.
On Saturday the 26th, an open day was held at the Lancaster at the University, with special buses ferrying interested parties between Lancaster Railway Station and the Campus. The inclusive fares were £2:50p and £1:25p for children, and the train departed at 09:41, Rishton 09:47 arriving in Lancaster at 10:35, returning at 16:32 and back for 17:25 and 17:32.
Notice was given that bookings had opened for a ‘Town & Country Weekend’, scheduled for Saturday and Sunday, June 7th and 8th. For an all-inclusive fare of £21:00 for an adult and £16:00 for a child there was return travel to New Street, staying at the Royal Angus Hotel in Birmingham for one night’s full board, and a coach tour through the Cotswold including Stratford-upon-Avon, then returning to New Street for the 16:45 return to Preston. Bookings would close on May 7th.
Work was now underway on the Haslingden Bypass which was being constructed on the line of the disused railway from Rising Bridge through to Helmshore. This entailed the removal of the short tunnel through the hillside just to the south of the Station platforms.
May On Saturday the 3rd, there was a special to Edinburgh at £5:10p and £3:30p for a child. Whist on Monday the 5th, another Mystery Trip was on offer, departing Accrington at 07:36, Rishton 07:43, arriving at 13:24, returning at 18:10 and back in Rishton for 23:52 and one minute before midnight in Accrington. The current Mystery Trip fares applied. There was a half-day run to Arnside and Grange-over-Sands on Monday the 5th, departing at 13:26, Rishton 13:33, arriving Arnside at 14:53 (20:06), Grange at 15:01 returning at 20:00 and back for 21:24 and 21:29 respectively.
Advanced notice was given of a ‘Mini-Weekend’ in St Malo in Brittany, which would take place over the weekend of September 26th and 28th. The fares of £34:00 and £28:00 for a child would include 2nd Class return rail travel to Portsmouth, the ferry to St Malo in a 4-berth cabin, a coach tour to St Michel on Saturday with lunch at Mont St Michel. The ferry would leave Portsmouth at 22:00 on Friday and arrive back at 08:00 on Sunday. Advanced booking was necessary as tickets were strictly limited.
Under the heading ‘Look What You Gain When You Travel By Train’, there was a whole list of possible rail/road destinations to renown beauty spots across the summer and these included –
The Severn Valley & RAF Cosford Aerospace Museum every Tuesday from May 20th, to September 2nd. By train to and from Birmingham and then by coach through the Severn Valley, with fares of £7:05p and £4:75p for a child.
To Snowdonia every Wednesday from May 28th to September 17th, to and from Llandudno Junction then by coach on a tour including the Swallow Falls, with fares of £6:00 and £4:00 for a child.
To the Cotswolds and Stratford-upon-Avon every Thursday from May 22nd to October 9th. By train to and from Birmingham and then by coach through the villages, with fares of £6:50p and £4:50p for a child.
To visit Hadrian’s Wall every Friday from July 4th to September 5th. By train to and from Carlisle and then by coach, with fares of £6:40p and £4:35p for a child.
There were ‘Bargain Day Returns’ to Morecambe and Grange from Accrington at 09:03, Church & Oswaldtwistle 09:06, Rishton 09:10 with a change required in Preston. Fares were £2:32p from Accrington, £2:24p from Church and Rishton, with children half fare. There was a new bus link in Lancaster which would enable a visit to be made to Hornsea Pottery.
There were trains to Southport on Mondays to Saturdays from May 24th to September 27th, from Accrington at 09:08, Rishton at 09:10, arriving at 11:07 (11:44 on Saturdays), with changes required at both Blackburn and Bolton. (Two changes for the first time indicating that the ‘direct’ line from Preston to Southport via Banks was no longer in use with the route now via Wigan Wallgate and Burscough Bridge. This was a longer journey not only by mileage but also in time.) Adult fares were from Accrington £2:32p and £2:24p from Rishton.
There were also ‘Midday Savers’ from Accrington to Blackburn at 51p, Burnley Central at 62p, Nelson at 83p and Preston at £1:25p. These were also available from Church and Rishton stations.
June On Sunday the 15th, there was a ‘Rambler’ to Llandudno Junction, departing town at 10:04, Rishton 10:11, calling at Colwyn Bay at 12:57 and Llandudno Junction at 13:06. Following organised walks the return train started at Bangor at 19:10, picking up at Llanfairfechan at 19:22, Penmaenmawr 19:30, Llandudno Junction 19:46 and Colwyn Bay at 19:56. The fares were £3:50p and £2:10p for a child and it was back for 22:18 and 22:23 respectively.
July The holiday month began with a trip to Blackpool on Sunday the 6th, and the timings were departing Accrington at 09:56, arriving at 11:04, returning at 20:10 and back at 21:11. On Thursday the 10th, the destination was Morecambe, leaving Accrington at 10:53, Rishton 11:00, arriving at 12:00, returning at 18:40 and back for 19:36 and 19:41. The following day the special was for Southport, departing at 10:54, Rishton 11:00, arriving at 12:13, returning at 19:50, back for 21:13 and 21:19. Blackpool was revisited on Sunday the 13th, departing at 11:24, Rishton 11:30, arriving at 12:30, returning at 19:50, back for 20:40 and 20:46, with Southport on the next day departing at 10:24, Rishton 10:30, arriving at 11:53, returning at 19:55, back for 21:03 and 21:09. The fares on all of these trips were from Accrington £2:32p and £1:16p for a child, and from Rishton £2:24p and £1:12p.
For a change on Wednesday the 16th, the destination was Chester, departing Accrington at 08:25, Rishton 08:31, arriving at 09:53, returning at 18:04 and back for 19:17 and 19:23, and the fares from both stations were £2:75p and £1:75p for a child. Morecambe was the destination on Friday the 18th, with the same fares as the Blackpool trips. The train departed Accrington at 10:24, Rishton 10:30, calling at Lancaster at 11:24 and arriving at 11:36. The return train left at 19:35, Lancaster at 19:47, and was back for 20:38 and 20:43. Two days later Grange-over-Sands was visited, departing town at 09:45 and calling at Arnside at 11:10 arriving at 11:17. The return from Grange was at 18:00, Arnside at 18:07 and back in Accrington at 19:28. The fares this time were £2:10p and £1:05p for a child. On the same day Blackpool was again on the specials board, leaving town at 10:50, Rishton at 10:56 and arriving at North Station at 11:56. The return departed at 19:51 and was back in Rishton at 20:43 and Accrington six minutes later.
For the next two days it was a case of ‘let’s go east’ as on Monday the 21st, York was the destination at £2:70p and £1:60p for a child. The train left Rishton at 09:51, Accrington 09:57 arriving at 12:05. Having returned from York at 17:58, the train called in at Rose Grove, before depositing its passengers in Accrington at 19:47 and Rishton at 19:53. The following day Scarborough was the objective with a departure from Rishton at 08:41 and Accrington at 09:48 arriving at 12:21. The fares were £4:00 and £2:40p and the return left at 17:58 and was back for 20:45 and 20:52 respectively. Also on the 22nd, Morecambe was revisited and the timings were departing town at 10:00, Rishton 10:06, arriving at 11:13, returning at 18:50, and back at 19:52 and 19:57. On Wednesday the 23rd, Southport was on the menu again at fares identical to those for Blackpool. The special departed Accrington at 10:00, Rishton 10:06, arriving at 11:19, returning at 18:05 and back for 19:20 and 19:26. To round things off on Thursday the 24th, the special train was for Llandudno departing town at 08:55, Rishton 09:01, and calling at Rhyl at 11:00 (19:28) and Colwyn Bay at 11:16 (19:13). Having arrived at 11:32 it returned at 18:58, and was back at 21:43 and 21:48. The fares were £4:00 for an adult and children were half price.
Rovers were away at Blackpool on Wednesday the 30th, departing at 18:02, Rishton 18:07 and arriving at Blackpool South at 19:00. The return left at 21:45 and was back at 22:48 and 22:53.
August The month started off on Friday the 1st, with another Mystery excursion, with fares at £6:60p and £3:30p for a child. Rovers were again away on Saturday the 2nd, this time to Preston North End and the timings were Accrington 13:00, Rishton 13:06, Preston 13:34, returning at 17:27, and back for 17:51 and 17:57 respectively. Both these games were in the Anglo-Scottish Cup.
Mr Leonard Coultard, the Assistant Supervisor at Accrington Station, retired after 37 years’ service on the railways. Carlisle born, Mr Coultard, a resident of Countess Street, was honoured in a meal held in Goosnargh where the Divisional Civil Engineer of BR, Mr Alan King, presented Leonard with a cheque. During his career he had also worked at Whalley, Lango, Wilpshire and Padiham stations.
On Sunday the 10th, there was a Rambler excursion to Barrow, departing at 09:45, Rishton 09:51, calling at Carnforth 10:59 (19:16), Silverdale 11:07 (19:06), Arnside 11:13 (18:54), Grange 11:24 (19:05), Kents Bank 11:28 (18:50), Cark 11:34 (18:54), Ulverston 11:42 (18:45), Dalton 11:53 (18:36), Roose 11:58 (18:29), arriving Barrow 12:04 from where it returned at 18:25. There were organised walks from several stations.
Having previously threatened to cancel the last train of the day between Colne and Blackburn in June, BR was again proposing to axe this service. The decision was brought on due to an assault on a train conductor by youths who had boarded a train in Nelson. Further incidents had escalated and with insufficient resources it had been decided to withdraw the last train from Colne, leaving the 21:46 the final one to Accrington where it arrived at 22:15.
Southport Flower Show was the magnet for a special on Friday the 22nd, with fares at £2:10p/£1:05p. It departed at 13:24, Rishton at 13:30, arriving at 14:52, returning at 19:50 and back for 21:17 and 21:23. On Monday the 25th, there was a special to Morecambe, and the timings were departing Accrington at 10:55, Rishton 11:01, calling at Lancaster 11:54 and Morecambe at 12:04. The return left Euston Road at 20:06, Lancaster at 20:18, and was back for 21:14 and 21:20 respectively. The fares were £2:32p and £1:16p from Accrington, £2:24p and £1:12p from Rishton, which were the same fares on the special to Blackpool on the same day. The timings on this one were departing at 11:21, Rishton 11:28, arriving at North 12:36, returning at 20:02 back for 20:54 and 20:59.
Over the weekend of the 30th and 31st, it was the annual Edinburgh Military Tattoo and for £10:50p for an adult and £7:00 for a child, spectators could travel out on a train which left Nelson at 08:00 on Saturday, see the 22:30 performance before returning on the 01:00 from Waverley. The fares included admission. There were bargain day returns to Morecambe and Grange on Mondays to Saturdays until September the 20th. These allowed for a break of journey in Lancaster on the outward journey, with a bus to make the transfer for a visit to Hornsea Pottery. However, senior citizens bus passes were not valid on this promotion. Fares from Accrington were £2:32p, from Church & Oswaldtwistle £2:24p with children half price. The timings were departing town at 09:03, Church & Oswaldtwistle 09:05 and Rishton 09:10.
September From the 1st to October the 24th, there were mid-week special returns to Blackpool for the Illuminations from Accrington, Church & Oswaldtwistle and Rishton, with prices at £3:13p and £1:57p for each child. Travel outward was by any train on Mondays, Tuesdays, Wednesdays or Thursdays, returning by any train on Tuesdays, Wednesdays, Thursdays or Fridays. On Saturday the 13th, there was a Rambler to Llandrindod Wells. Fares were for adults £3:50p and children £2:10p.
Work was now well underway in the construction of a Skills Centre on the land between Scaitcliffe Street and Eagle Street, which had formed the avoiding curve to the south of the platforms at the railway station, along with many of the goods handling facilities.
The Illuminations were attracting special trips and the first ran on Friday the 26th, departing town at 16:23, Rishton 16:29, arriving at North at 17:21 and returning at 21:38 to be back for 22:32 and 22:37. A second train, operating on Monday the 29th, departed Accrington at 17:35, Rishton 17:40, to be in at North at 18:31 returning at 22:00 and back for 23:06 and 23:12 respectively. The fares on both of these trips were £1:50p and 75p.
Bargain ‘Midday Savers’ were again on offer to all stations on the East Lancs Line, which allowed a day return for the single fare. Outward travel had to be after 09:30, and back on any train except those operating between 16:30 and 18:00.
October Another Illuminations special ran on Friday the 3rd, and the timings were Accrington departing at 17:48, Rishton 17:55, arriving at North at 18:51, returning at 22:00 back at 22:53 and 22:59. Departing at 08:45, Rishton 08:56, the Mystery Trip on Saturday the 4th, had a choice of two destinations for a fare of £6:60p and £3:30p for a child. Arrival at destination one was at 12:45 and at destination two at 13:20. Return from two was at 18:20, from one at 18:57, and it was back at 22:49 in Rishton and 22:59 in Accrington.
Once again there was advanced notice of the ‘Two-Night Break in Aviemore’ in chalet accommodation. The dates were Saturday the 22nd, to Monday the 24th, and the prices included return rail fares. For 4 people sharing the cost was £35:00/£26:00, for 3 people £37:00/£28:00 and for 2 people £40:00/£31:00. Travel was on the 08:52 from Preston with a change in Glasgow onto the 11:45. The return from Aviemore was on the 11:26 on Monday. Available once more were the ‘Scottish Savers’, on Mondays to Saturdays from October 20th to December the 13th, then from January 5th, 1981 up until May the 9th. The nominated service outwards was by the 07:44 from Accrington changing at Preston, and returning on the 17:50 or the 18:23 from Glasgow Central and the 17:35 or the 18:08 from Edinburgh Waverley. Fares were £9:50p 1st Class and £8:50p 2nd Class.
The Motor Show was on at the NEC in Birmingham between Saturday the 18th and Sunday the 26th, and a 2nd Class day return with admission on Mondays to Fridays was priced at £11:52p and £6:76p for a child. On Saturdays and Sundays the fares were £8:50p and £5:00 respectively. On Mondays to Saturdays departure was from Accrington at 09:02, to connect with the 09:55 from Preston, on Sundays from Preston at 08:10. Through return trains to Preston departed from Birmingham International at 16:10, 17:34 and 18:54.
A toddler was cut by flying glass after hooligans stoned an excursion from Hull to Blackpool, as it was passing under the bridge connecting Whitewell Road with Highams Playing Fields. Police were investigating the incident.
November Walking tours of the city were arranged from the ‘Rambler’ to Edinburgh on Saturday the 1st. The fares were £5:10p and £3:00 for a child. The ‘Capital Fare’ was again available from the 1st on Mondays, Tuesdays, Wednesdays and Thursdays until December 13th, and again from December the 27th to May 30th, 1981. The fares were £14:00 1st Class and £13:00 2nd Class, and travel was on nominated services.
There was a ‘Rambler’ to Lincoln on Saturday the 8th, for £3:50p and £2:10p, and one week later to York at £2:70p and £1:60p. This would depart at 09:00 from Rishton, Accrington at 09:06, calling at Weeton at 10:49 (19:56), Pannal 10:56 (19:50), Harrogate 11:07 (19:43), Knaresborough 11:20 (19:33) before arriving in York at 11:50, returning at 19:05, and back for 21:39 and 21:45. It was Mystery excursion time again on Saturday the 22nd, with fares of £6:60p and £3:30p.
Available any day from November 15th to April 11th, 1981 (with the exception of December 24th/25th/26th/31st and January 1st), there were ‘Mini-Breaks’ in London. Travel was by any train on Mondays to Thursdays after the 06:56 returning on any train the following day. The de luxe package of 1st Class travel and one night’s stay in Grand Met’s top hotel with breakfast was £34:00 and the 2nd Class package was £24:00. Advanced booking was essential. Also available was the ‘Capital Fare’ deals at £14:00 1st Class, £13:00 2nd Class. These were available on Tuesdays to Thursdays and Saturdays to December the 13th and then again from December the 27th to May 30th, 1981 (January 1st, excepted).
December Over the weekend the 5th to the 7th, there was a ‘Mini-Weekend’ in Torquay for £28:00 and for a child 5 to 15 sharing £19:00. Accommodation was at the Derwent Hotel, including full board on Saturday, breakfast and lunch on Sunday. Outward the train would run overnight on Friday and the return would depart at 15:00 on Sunday.
At a meeting of the Land Committee, the Borough Planning Officer drew the attention of the Members to the preparation of a reclamation scheme for the Accrington to Baxenden redundant railway line. He stated that in liaison with Lancashire County Council, Hyndburn had been requested to carry out soil surveys. He reported that a number of these surveys would be required, and that following consultations with the Chairman and Vice-Chair, he had given permission for these surveys to be carried out. It was resolved to accept and approve the actions of the Planning Officer in this matter.
There was a special excursion to Sheffield on Saturday the 6th, with fares at £3:00 and £1:80p for a child. Timings were departing Accrington at 09:03, arriving Midland at 10:48, returning at 17:01 and back for 19:01. The month ended with a special to London on Saturday the 20th. The train departed town at 07:51, Rishton at 07:57, arriving in Euston at 11:29, returning at 18:45 and back at 22:09 and 22:14. There were light refreshments on this excursion and the fares were £9:00 and £5:50p for a child.
1981 (With an ageing fleet of first generation diesel multiple units now coming to a useful and reasonably reliable end, an extensive replacement programme was about to begin and the East Lancs Line would be one of the areas on which this new concept in lightweight railcars would be tried out. BR’s top man would visit early in the year, and pressure would be put on him not to sanction any further reductions in services or lines. After some protracted negotiations the redundant trackbed of the Baxenden incline was to be landscaped and brought back into recreational use. To be fair BR was trying hard to promote greater use of the trains by introducing Railcards, which was specifically designed to encourage retired and disabled people to travel more, even though it was marketed under the veiled threat that it might stave off further line closures.)
January From the 10th to the 18th, the International Boat Show was held at Earl’s Court, and a 2nd Class day return of £15:35p and £7:56p for a child included the underground ticket and reduced admission. A ‘Wanderer Ticket’ was introduced which would allow unlimited travel for seven days, after 18:00 on Mondays to Fridays and all day Saturdays and Sundays. The price was £3:00 for an adult, and it would be valid in an area bounded by Colne to the east, Blackpool North and South to the west, Entwistle and Adlington to the south, whilst to the north Morecambe, Grange, Oxenholme and Windermere would all be accessible. It was available up to March the 27th.
The Policy & Resources Committee met, when the Town Clerk brought to their attention a copy of a letter, from the Honorary Secretary of the Oswaldtwistle Civic Society to the Divisional Manager of British Railways in Preston, regarding the lack of facilities for the public at Church & Oswaldtwistle Station for special excursion trains. He requested that passengers should not be left ‘stranded’ at Accrington’s Railway Station on their return journeys. He then presented a second letter which contained the Civic Society’s rejection of BR’s proposals in answer to the original correspondence. It set out the Civic Society’s suggestions for solving this problem, and this involved setting up an agency in newly-opened Travel Agents in Oswaldtwistle called Rishton Travel. The Town Clerk stated that the Civic Society now sought the support of Hyndburn Council for this proposal, and it was resolved to give whatever support they could to the Civic Society’s initiative.
On Saturday the 17th, another of the popular Mystery excursions was off, with fares at £6:60p and £3:30p for a child.
The Highways & Transportation Committee also met in January, when the Town Clerk reported he had presented correspondence from the Divisional Manager of British Railways, to a meeting of Leaders and their Deputies held on November 27th last, when he also drew the attention of the Members to the fact that BR had decided to make a special offer to the Council with regard to their Senior Citizens Rail Card Scheme. He had also requested a meeting with Hyndburn Council to discuss this new development in greater detail. This special offer referred to a discount on the bulk purchase of these Railcards, which would be negotiated on the basis of the numbers required and the special circumstances pertaining to each district. The Town Clerk explained that on several occasions during the past three years BR had asked local authorities to consider the benefits of offering to Senior Citizens one of the two Railcards available either in lieu of, or as part of a concessionary arrangement, but that there had been minimal response to this initiative. The inhibiting factors were the option that the elderly already had with the Councils for the issue of tokens, which were inter-changeable for bus or rail travel, the abstraction of revenue from bus services operated by the Council, the lack of railway facilities in the immediate area and the administrative changes required to a system which was operating satisfactorily. British Railways had acknowledged that all these were valid points, but felt that they should be weighed against the need to sustain a healthy rail network, which would widen the scope of travel to older citizens. The Town Clerk stated he had consulted with the PTM in order to solicit his views on this matter. He had been of the opinion that any concession for travelling on the railways should not replace the issue of tokens, but might complement it. The railway network within Hyndburn provided a “very limited” scope for local travel, and the system of using tokens was the only completely flexible one, enabling the elderly to choose between the various options including on which mode of travel to use them to a multiplicity of destinations. As a consequence of this, the Leaders and their Deputies had determined not to take any action on this offer, so the request from the Divisional Manager would be refused. It was resolved to accept the decision of the Leaders and their Deputies.
February Advanced notice was given that bookings on the ‘Mini-Cruise’ to Shetland scheduled for Friday, May 22nd, would have to be in by April the 21st, when they would close. The itinerary was out on the 08:45 from Preston, changing in Glasgow from Central to Queen Street arriving in Aberdeen at 16:30. The Motor Vessel St Clair would sail at 18:00 and would return at 08:00 on Monday the 25th. The fares of £76:00 for an adult and £55:00 for a child would also include dinner on Friday and all meals to breakfast on Monday with 2nd Class return fares. Accommodation was a bunk in a two berth cabin.
It was announced that Accrington Brick & Tile (Nori), was to close its Whinney Hill Works, thus rendering the industrial branch line railway which connected it to the system redundant.
March From March 10th up until April 4th, The Ideal Homes Exhibition was on at Earls Court, and there was an inclusive package on the train at £15:35p and £7:86p on Mondays to Saturdays, including underground transfers and reduced admission. An alternative was one of the ‘One Night Mini-Breaks’ in the capital. The 1st Class package was now £35:50p and £18:00 on Saturdays, the 2nd Class £25:50p and £13:00 on Mondays to Thursdays. There had to be a minimum of two people travelling together and sharing a room.
At a meeting of the Land Committee the Borough Planning Officer reported that the Joint Reclamation Team were now required to carry out a similar soil survey on a stretch of embankment contained within the area of the Accrington to Baxenden redundant railway line. It had been intended that the team conducting this survey would gain access from some adjacent land, but had been prevented from doing so by the tenant. The Borough Planning Officer reported that an application had now been received from the Team, requesting vehicular access to the former trackbed through a disused allotment off Rothwell Avenue owned by the Council. Permission had been given subject to satisfactory reinstatement of this land. Having requested the Committee’s permission it was duly granted.
There was a ‘Rambler’ to Holyhead on Saturday the 14th, departing Accrington at 07:49, Rishton 07:56. It called at Llanfairfechan at 10:38 (19:14), Bangor 10:52 (19:04), Llanfair P.G. 11:10 (18:55), Bodorgan 11:26 (18:43), Ty Croes 11:32 (18:37), Rhosneiger 11:37 (18:32), arriving in Holyhead at 11:48 and returning at 18:20. There were light refreshments available, plus organised walks and the fares were £4:20p and £2:10p for a child.
On Monday the 16th, Sir Peter Parker, the Chairman of British Railways, made a short visit to the area to see first-hand the conditions on the Preston to Colne line. (However, he only managed to get as far as Blackburn!) The line was chosen as a ‘testbed’ for a new type of Diesel Multiple Unit’, known as a Railbus, (a Class 140.) It was hoped that this type of vehicle would transform services on the East Lancs Line, although pressure was put on him to extend the electrification of the lines out from Preston. Concerns were also expressed by representatives from STELLA (Support The East Lancashire Line Association), on proposals to lift one line from the double track section between Gannow Junction in Burnley to Colne. They also asked for a halt to any further developments on the erstwhile trackbed between Colne and Skipton.
The Highways & Transportation Committee met again, when the Public Transport Manager (PTM), reported that the decisions contained in a previous minute relating to the offer made by BR with regard to the Senior Citizen’s Rail Card scheme, had been referred back to this Committee for further consideration. Members were reminded that BR had originally requested a meeting with Hyndburn Council to discuss this new initiative in detail, but this had been refused. This was mainly due to the fact that little interest had been shown by other authorities in this offer, also that the railway network offered little scope for local travel and that tokens were the only completely flexible system, which enabled the elderly to choose between the various options available. It was resolved to invite representatives from BR to address the next meeting of this Committee about their ‘new’ Senior Citizen’s Rail Card scheme.
A special train organised by the Keighley & Worth Valley Railway Preservation Society operated on Saturday the 21st. Starting in Adlington, it picked up in Rishton, Church & Oswaldtwistle and Accrington before heading for York where there was a 7½ hour stay. Tickets could be obtained in advance, from an address in Leyland, and the prices were £6:50p and £4:00 for a child. A similar train would operate on May 9th, this time commencing in Chorley to visit Spalding for the Flower Parade, with the tickets priced at £9:00 and £6:00 respectively.
The Policy & Resources Committee met, when the Town Clerk submitted correspondence from the Divisional Manager of BR, regarding the travel facilities at Church & Oswaldtwistle Railway Station, and a general discussion took place thereon. It was resolved that the Town Clerk would respond to the Divisional Manager, by requesting him to extend the trial period for excursion trains stopping at this station beyond the three dates he had offered. He was also requested to ensure that adequate publicity would be given to promote this concession. Then the Town Clerk submitted the following correspondence relating to BR’s proposals which, if put into effect would have consequences for the East Lancs Line –
- A letter from the Chief Executive/Clerk of Lancashire County Council, enclosing a letter from the Divisional Manager of BR drawing attention to these plans.
- A letter from the Town Clerk to the Hon Secretary of NELDA (North East Lancs Development Association), in which he expressed concerns at the possible implications of these proposals.
- A letter from NELDA in response to the Town Clerk’s letter.
- A copy of a report that would be considered by NELDA.
Following a general report on all these, the Town Clerk recommended that the opposition to BR’s proposals should be channelled through the North East Lancs Development Association. It was resolved to accept and approve the Town Clerk’s actions and to adopt this recommended course of action.
A special to London operated on Saturday the 28th, departing at 07:19 arriving Euston at 11:40, returning at 18:20 and back for 21:59, with fares of £11:00p and £5:50p for a child.
April On Saturday the 4th, there was a ‘DalesRail’ special to Carlisle, departing Accrington at 09:03 with a change in Blackburn for a run up the Ribble Valley to Hellifield to access the Settle and Carlisle line. There were bus links to take walkers on various rambles, and the fares were £4:50p and £2:25p. Commencing on Sunday the 4th, and going through every Sunday to May 31st, there was a trip to Blackpool departing at 12:48 arriving North at 13:54, returning 20:30 and back for 21:23, with the fares of £1:70p and 85p.
On Friday the 10th to Sunday the 12th, there was a weekend at the Grand Hotel in Scarborough. The fares were £35:50p for an adult, £27:70p for a child sharing, (no under 8s), which included all rail fares, dinner on the day of arrival, full board on Saturday and breakfast on Sunday, before a return at 14:30. (Bookings for this trip had actually closed on March 10th.)
There were regular runs to the coastal resorts over Easter, starting on Good Friday the 17th, to Southport, departing 10:25, Rishton 10:33 arriving at 11:55, returning at 19:06 and back for 20:21 and 20:26 respectively. Fares were £2:60p and £1:30p from Rishton and £2:70p and £1:35p from Accrington. The following day the special was for Blackpool, with fares of £2:62p and £1:31p from Rishton and £2:72p and £1:36p from Accrington. The train left town at 10:49, Rishton at 10:57, arriving in North at 11:47, returning at 18:55 and back for 19:49 and 19:56 respectively. However, the excursion to Blackpool on Easter Sunday did not call at Rishton, departing Accrington at 12:48 arriving at 13:54 returning at 20:30 and back for 21:23. The fares were £1:70p and 85p for a child. On Easter Monday, Blackpool was again on the menu and this time including Rishton, whilst as an alternative there was a trip to Morecambe. The timings were departing Accrington at 10:25, Rishton 10:33, arriving at 11:48, returning from Euston Road at 19:15 and back for 20:26 and 20:31, with fares of £2:70p and £1:35p from Accrington and £2:60p and £1:30p from Rishton.
Buxton was the ultimate destination for the ‘Rambler’ on Monday the 19th. It departed Accrington at 08:00, calling at Disley at 10:36 (18:44), New Mills 10:40 (18:39), Whaley Bridge 10:45 (18:34), Chapel-en-le-Frith 10:54 (18:27), Dove Holes 11:00 (18:23) and Buxton 11:07. The fares were £3:20p and £1:60p and the train returned at 18:15, after the walkers had finished their rambles to deposit them back at 20:46.
It was confirmed that a full Government Grant of £355,000 would be made available for the landscaping of the 62 acres of land, associated with the Accrington to Baxenden redundant railway line. Once the line had been purchased from BR all lineside buildings would be demolished and landscaping would begin. LCC had also given their approval for this scheme to commence.
There was a special excursion to Rhyl and Llandudno on Sunday the 19th, with fares at £4:60p and £2:30p for a child. The timings were departing town at 08:49, Rishton 08:55, Rhyl 11:10 arriving in Llandudno at 11:34. The return left at 18:17, calling at Rhyl at 18:41, and back in Rishton at 20:49, additionally stopping in Church & Oswaldtwistle at 20:53 and Accrington at 20:57. The following day there was a special to York and Scarborough, with the fares to the former £4:20p and £2:10p for a child, and to the latter £4:60p and £2:30p. The timings were departing Accrington at 09:07, arriving York 11:08, Scarborough 11:59 from where the return left at 17:48, York at 18:39 and back for 20:28.
The ‘Mini-Breaks’ to London would be available up to October 31st, with the exception of May 1st/2nd/22nd/23rd, and July 27th/28th/29th. Fares were £36:00 1st Class and £28:00 2nd Class, whilst the same travel restrictions would apply. Notice was also given that the current timetable had been extended to May 31st, and passengers were asked to check before travelling as some train times would not have changed.
Rovers were away at Preston North End on Tuesday the 21st, and there was a complete ban on alcohol on the train which departed Accrington at 17:45, Rishton 17:53 to arrive in Preston at 18:23. It returned 22:20 and was back for 22:46 and 22:52 respectively.
From this point all advertisements were under the heading of – ‘THIS IS THE AGE OF THE TRAIN’.
May A Mystery excursion was off on Monday the 4th, with fares at £6:60p and half fare for a child, which was in competition on the same day with a ‘Rambler’ to Beverley. The fares on this were £4:20p and £2:10p for a child. It departed at 09:10 from Rishton, 09:15 Accrington, and called at Brough at 11:20 (18:50), Ferriby 11:35 (18:44), Hull 11:28 (18:30), Cottingham 12:30 (18:14) and arrived in Beverley at 12:10, from whence it returned at 18:05. It was back in Accrington at 21:06 and Rishton 21:13.
The Development Services Committee met when the Borough Planning Officer reported on Lancashire County Council’s scheme, for the proposed reclamation of the disused BR line between Accrington and Baxenden, which had been scheduled for implementation during the current financial year had now reached the advanced design stage. One area of particular significance was that where the railway crossed over Broad Oak Mill Lodge at the northern end of this site and on which the County Council had requested the views of Hyndburn Council. He now presented another report, detailing LCC’s proposals with regard to improvements to this stretch of water. The Borough Surveyor along with the Borough Engineer stressed that this report was concerned solely with the development of this lodge and the surrounding area, and that a further report would be submitted which would contain proposals for the entire scheme. This would include all future liability with regard to maintenance, and when this occurred they would brief the Authority in order to assess whether they would be able to assume those responsibilities. It was resolved to inform the County Council that Hyndburn would support their plans for the Lodge area, but that further consideration would be made of this whole scheme once the full maintenance implications had been evaluated.
Perth was the destination of the ‘Rambler’ on Saturday the 16th, with fares of £6:60p and half fare for a child for a long day out. Organised walks were available from several stations en route after a 06:43 departure from Accrington, 06:51 in Rishton, calling at Stirling at 10:55 (18:57), Dunblane 11:04 (18:48), Gleneagles 11:25 (18:33) and Perth at 12:11. The return train left at 18:11 and was back for 23:15 and 23:23 respectively.
Advanced notice was given of the ‘Heart of England Weekend’, which would take place over Saturday and Sunday, July 4th and 5th. The package would cost £25:00 per adult and £14:50p for a child sharing. It included bed, breakfast and evening meal at the Royal Angus Hotel in Birmingham, a coach tour on Sunday to visit Lichfield Cathedral, with a buffet lunch in the town. Travel times were out on the 10:10 from Preston returning at 16:50 from New Street. Bookings had to be in early for this trip.
On Monday the 25th, there was an excursion to Weston-super-Mare, departing town at 07:34 and arriving in Weston at 12:25 before returning at 18:49. Such was the lateness that it called at Church & Oswaldtwistle at 23:38 before arriving back in Accrington at 23:42. The fares were adults £6:60p and children were half fare.
June Every Sunday from the 7th, there was a half-day run to Blackpool departing town at 12:53, Rishton 12:58, arriving at 13:58 and returning from North Station at 20:25 to be back in Accrington for 21:19. There were bargain day returns on Mondays to Saturdays, to both Southport and Morecambe up until September 26th. The train was the 09:03 from Accrington, 09:10 from Rishton arriving in Southport at 11:07 (11:33 on Saturdays), with changes in both Blackburn and Bolton. The train for Morecambe departed Huncoat at 08:59, Accrington 09:03 and Church & Oswaldtwistle at 09:06 or by any other later service, with changes in Preston and Lancaster. The same trains could be used to access Lancaster for a special bus to transfer passengers to Hornsea Pottery & Leisure Park, with a fare payable on the bus. The rail fares on all these promotions was £2:70p (£2:40p from Rishton), with children half price. The Hornsea Pottery service would end on September the 19th.
Stoke and Cheddleton were the destinations of the ‘Rambler’ on Sunday the 14th, which departed Accrington at 08:52 picking up in Rishton at 08:59, and calling at Stockport at 11:17 (19:14), Macclesfield 11:30 (18:59), Congleton 11:43 (18:46), Stoke 12:01 (18:29) and arriving at Cheddleton at 12:59 before returning at 17:30. It was emphasised the fares of £3:20p and £1:60p did not include admission to the North Staffs Preserved Railway. The train arrived back in Rishton at 21:06 and Accrington seven minutes later.
At a meeting of the Highways & Transportation Committee and further to a previous minute, Mr D. R. Harrison, the Divisional Manager of British Railways, attended to explain in greater detail the ‘special’ offer being made to Hyndburn Council with regard to the Senior Citizen’s Rail Card scheme. He stated that concessions had been made available for several years, which in the Preston Division had proved to be “extremely popular” in that 37,000 had been issued during the past twelve months and this was a considerable increase over the previous years. In order to encourage local authorities to acquire these cards for the benefit of the residents in their areas, BR had made arrangements for them to purchase cards at a discount details of these were now set out –
- This scheme would allow District Councils to issue one of the following types of Senior Citizen’s Railcards to eligible persons.
- A ‘£10 Railcard’, would entitle the holder to purchase either ordinary single, ordinary return or day return ticket at half-fare.
- A ‘£5 Railcard’ would entitle the holder to purchase one day return ticket only at half fare.
- District Councils could purchase these Railcards in one of two ways –
- On the basis of an issue equal to the total number of senior citizens resident in the Borough.
- On the basis of the estimated take-up by senior citizens resident in the Borough.
- BR would allow a discount on the public fares (£10 or £5) for either bulk purchases or by the exchanged vouchers system as follows –
Option 2 (a) Full Take-Up. Option 2 (b) Expected Take-Up.
Bulk purchase @ 50% Bulk purchase @ 25%
Exchange vouchers @ 45% Exchange vouchers @ 20%
- Payment to BR would be made in one of two ways, either by cheque for the bulk purchase of Railcards under (a) or (b), or by an Exchange Order whereby the District Councils would obtain from BR a supply of vouchers for distributing to senior citizens, who would then exchange them for Railcards at manned stations. BR would then invoice the District Council for all the orders passed through the stations.
- In each case the Borough would be required to inform BR on whether or not they were prepared to accept either option (a) or (b) for adoption. In either case the number of cards provided would be the number the District Council would have contracted to issue and that once the initial contractual obligations had been met, appropriate provision for renewals would be made.
- British Railways would provide Councils with all the materials necessary – Railcards, wallets, condition cards, season ticket date stamps, and promotional literature and/or appreciation forms.
- Senior citizens who were issued with £5 Railcards could, if they so wished, trade up to a £10 Railcard at either a station or an agency outlet upon payment of a further £5.
Mr Harrison concluded by saying that already one authority had taken up BR’s offer, whilst a number of others had shown considerable interest in this scheme. He hoped that Hyndburn would give favourable consideration, as it would not only be appreciated by the Borough’s senior citizens, but would also assist in the “preservation of the existing railway network in East Lancashire”. After Members had been given the opportunity to ask questions on the operational aspects of his initiative, it was resolved the Borough Treasurer along with the PTM would prepare a report for submission at a future meeting, and a supplemental report upon the financial ramifications of introducing this Railcard scheme.
Advanced notice was given that the ‘Mini-Cruise’ to the Shetlands, which had been a success in April, would be repeated between Friday, September 18th and the 21st. The itinerary would be the same and the tickets would be as before £76:00 and £55:00 for a child.
Other ‘regular’ rail/road outings would operate over the summer to the Severn Valley & Cosford Aerospace Museum every Tuesday, from June 16th to September 8th, with fares of £8:30p and £5:60p. Every Wednesday until September 16th, (with the exception of July the 29th), there would be trips to Snowdonia with fares of £7:00 and £4:75p for a child. Every Thursday the Cotswolds and Stratford-upon-Avon were the destinations with tickets at £7:50p and £5:00, and these would operate up to October the 1st. The fares were £7:50p and £5:25p on the excursions to Hadrian’s Wall which would run every Friday, from July the 3rd to September the 4th.
At a meeting of the Development Services Committee, further to a minute of 1980/81, a letter had been received from the Divisional Manager of BR, regarding the special excursion trains stopping at Church & Oswaldtwistle Station. In order to bring the public’s attention to this he had written to the Civic Society and to all the Councillors representing Wards in the area asking them to inform local residents of the extended trial period. It was resolved to accept and approve these actions. Arising out of this, the Town Clerk reported that he was in receipt of a letter from the Oswaldtwistle Civic Society, thanking the Council for it to be designated as an outlet for the sale of excursion tickets. Copies of this letter had also been forwarded to LCC, the local MP and NELDA. Following consideration of this matter, it was resolved to make note of its contents. It was further resolved –
- To thank Oswaldtwistle Civic Society for the work they had undertaken to follow up after the Council’s initial support.
- That the Town Clerk would write to the Divisional Manager of BR, informing him of this Council’s support for some form of ticket outlet to be established in Oswaldtwistle.
The Town Clerk next submitted copies of correspondence he had entered into with the Divisional Manager of BR, regarding a reduction in the staffing level at Accrington’s Railway Station. Due to the delays caused by the recent council elections, he was of the opinion that council members would wish this matter to be pursued with some urgency without first obtaining their instructions. In this and with other connections, he drew the Committee’s attention to a supplementary agenda which set out a self-explanatory letter from David Waddington MP, stating that along with the Town Clerk they would have regular meetings with the Divisional Manager, to try to keep up the pressure against such changes. It was resolved to accept and approve the Town Clerk’s actions in this matter.
Again, and further to a previous minute passed during 1980/81, the Town Clerk submitted for the information of the Committee copies of the following reports –
- One which contained details of a meeting held between representatives from BR and from the North-East Lancashire Development Association.
- One which comprised of a letter from the Hon Secretary of NELDA, together with extracts from the proceedings of a meeting of that organisation.
The Town Clerk drew specific attention to the resolution passed by NELDA as set out in this report. It also referred to a letter received from Oswaldtwistle Civic Society, which contained its concerns about what they termed “the intolerable conditions of travel on the East Lancs Line” together with the poor condition of the rolling stock. Both points having been considered by NELDA it was resolved –
- That Hyndburn Council would endorse the resolutions passed by NELDA and support any actions connected with them.
- That the Town Clerk would be authorised to write to the Minister of Transport before these minutes were confirmed.
- That specific reference would be made to the fact that Hyndburn Council would not support a proposal to single the track between Gannow Junction in Burnley and Chaffer’s Sidings east of Nelson Station.
- That Hyndburn Council would support major improvements to the East Lancs Line, in order to facilitate a better service.
Further to another minute of 1980/81, the Town Clerk reported that a Notice of Motion relating to railway accidents had been drawn to the attention of the Minister of Transport and to the Chairman of the British Railways Board, and in this connection submitted papers which were copies of the replies he had received, together with an extract from the Department of Transport’s own report on the Safety Record of the railways in Great Britain during 1979. In connection with this a member of the Committee drew their attention to the conditions which existed at Rishton Railway Station, where the east-bound platform was “far lower than the step entrance exit from the trains,” and that this was “causing difficulties for elderly passengers when alighting from the trains”. A ‘boarding ladder’ had been made available at the station, but this did not appear to be readily accessible for use when the trains arrived on the platform. Following lengthy discussions, it was resolved to note the contents of these reports and to authorise the Town Clerk to write to the Divisional Manager of BR, to draw his attention to this anomaly that existed at Rishton Station, with a request to rectify the problems that were being experienced.
July It was announced that the 1st and 2nd Class one night ‘Mini-Breaks’ in London would continue to be available until October 31st. The fares were now £36:00 and £28:00 respectively. The Scottish Savers would also continue up to October 3rd, at £9:50 1st Class and £8:50p 2nd Class.
BR had received a good deal of criticism after they had decided to lock the door to the waiting room at 15:00 on Saturday afternoons. Following a letter from the Council, after Town Clerk Nigel McGregor had complained about the plight of some elderly ladies who he found huddled on the footbridge steps, they had now relented and chosen to leave the waiting room open at weekends. Not only this, but LCC’s Chief Executive, Brian Hill, had written to Transport Secretary Norman Fowler, to ask for improved rolling stock for the East Lancs Line as he stated, “It is extremely difficult to retain passengers when the rolling stock is so obsolete, and the resulting decline in ridership is threatening the whole future of the line. The current proposal to single the line between Gannow Junction and Colne had people believing that this is the beginning of the end”. BR had however, promised trials of an ‘experimental’ new lightweight Class 140 DMU on the line.
Over the town’s holidays there were a whole host of excursions and trips from which to choose, and these included on Sunday the 5th, a sail to the Isle of Man. The fares were £9:95p and £4:00 for a child, and this included a free bottle of wine to each adult, and for the 15 to 17 year olds a £2 gift voucher to spend in the vessel’s shop. The train departed Accrington at 09:59, 10:05 from Rishton, and arrived at Heysham Harbour Station at 11:46. There were only 1½ hours in Douglas before the return, which connected with the 22:40 train from Heysham arriving back in Rishton at three minutes past midnight on Monday and Accrington five minutes later. Also on the same day there were two runs to Blackpool North at 10:49 and 12:54, arriving at 11:53 and 13:56 respectively. The returning trains left at 19:00 and 20:50 and were back for 19:57 and 21:45. Fares on each were £1:70p with children half price.
On Tuesday the 7th, departing at 10:25 and Rishton 10:32, there was a special to Southport arriving at 11:47. It returned at 18:59 and was back at 20:26 and 20:32. The fare from Accrington was £2:70p and from Rishton ten pence less. Morecambe was the destination on Wednesday the 8th, departing town at 10:26, Rishton 10:32, and calling at Lancaster at 11:30 before arriving at 11:38. The fares were the same as those on the Southport trip and the return left at 19:10, Lancaster at 19:25 and was back for 20:15 and 20:21.
The festivities continued on Thursday the 9th, with the ever popular excursion along the North Wales coast to Llandudno with fares of £4:60p (£4:50p from Rishton). The timings were Accrington departing at 08:50, Rishton 08:57 (back at 20:59), and calling at Chester 10:08 (19:42), Rhyl 10:47 (19:07), Colwyn Bay 11:10 (18:53), arriving in Llandudno at 11:34 and returning at 18:35. On Friday the 10th, there was a choice between a special to Scarborough at £4:60p and £2:30p, or a ‘Mystery’ excursion at £6:60p and £3:30p.
Organised walks were arranged from the Rambler which ran on Sunday the 12th, with fares at £3:20p and £1:60p. On the following day, the 13th, the Morecambe trip was repeated as was the Southport excursion on Wednesday the 15th. However, sandwiched in between was a special to Windsor at the same fares as the Mystery Trip. There were repeat excursions to Blackpool and Llandudno on Sunday the 19th, and another Mystery Trip on Monday the 20th. It departed at 08:03 arrived at the destination at 12:45, returned at 18:00 and was back at 22:27, the fares were the same as before.
The week’s trips continued on the 21st, with a return to Southport, to Blackpool on the 22nd, with a special to Balloch for Loch Lomond on the same day. The fares on this Scottish special were £10:50p, children half fare. Departing Accrington at 09:19, Rishton 09:25, there was a trip to Buxton on Thursday the 23rd, calling at Dove Holes at 11:36 and arriving at 11:43. The fares were £3:20p and £1:60p and the return left at 18:40, Dove Holes 18:48 and it was back for 20:53 and 20:59 respectively. Morecambe and Lancaster were again on the itinerary on Friday the 24th. Also on the 24th, there was a special to the Capital for the Royal Tournament at Earl’s Court. The fares were £11:00 and £5:50p (including discounted entry at 80p per person), and the times were departing town at 08:39, Rishton 08:45, arriving Euston at 12:26 returning at 18:44 and back for 22:13 and 22:21.
There was a ‘Steam Gathering’ at Kendal on Sunday the 26th, and a special departed at 10:01 arriving in Kendal at 12:04 before going on to Windermere for 12:25. The return was at 19:11 calling at Kendal at 19:28 and back for 20:53, with fares at £3:20p and £1:60p. The other option on the day was another run to Blackpool. On Tuesday the 28th, the excursion was for Arnside and/or Grange-over-Sands, with fares from both Accrington and Rishton were £2:40p and £1:20p. The timings were Accrington 09:19, Rishton 09:25 arriving in Arnside at 10:36, Grange 10:43, before returning at 19:05 and 19:11 respectively and back for 20:16 and 20:20. Morecambe was revisited on Thursday the 30th, departing Accrington at 09:19, Rishton 09:25, and calling at Lancaster at 10:29 before arriving at 10:47. The adult fares were £2:70 and £2:40p from Rishton with children half fare. The return times were 19:15, 19:27 and back at 20:22 and 20:27 respectively.
It was hoped to provide a service of light refreshments on the Mystery excursion which ran on Friday the 31st, with fares at £6:60p and £3:30p. A 2nd Class period return to London by Inter-City was also available at £11:00, which would allow up to one month’s stay and was also valid from Watford Junction. Children were half fare on this promotion.
In one of those ‘one-off’ situations a special DMU would depart Accrington “very early” on the morning of Wednesday the 29th, to connect onto a train in Preston for London Euston, for the Royal Wedding of HRH the Prince of Wales to Lady Diana Spencer. Details would be released to ticket holders who would pay £11:00 and £5:50p for each child. (This excursion was cancelled due to lack of sufficient bookings.)
A new ‘Cumbria Runabout Ticket’ was advertised giving 7 days unlimited travel on both trains and buses for £16:50p and £8:25p for a child. This would permit travel on trains, Ribble and Cumberland Motor Services buses, sailings on the Sealink boats on Windermere and reduced admission to some attractions.
August BR announced they were to introduce a Disabled Person’s Railcard, which would allow the visually impaired and physically handicapped to travel half price for all ordinary single, return and day trip fares. This was an effort to make train travel more accessible to the handicapped, it included improvements at certain selected stations and the provision of wheelchairs at the larger ones.
After months of lobbying, BR had agreed to have excursion trains stop at Church & Oswaldtwistle Station. They had also agreed that a local travel agent would be authorised to book tickets for the trains, but stressed that this was an experiment which would be withdrawn if it was not justified by sufficient patronage. Special trains would now stop at the station during October and November. Chair of the Oswaldtwistle Civic Society, Winnie Hogan, thanked Hyndburn Council and MP Arthur Davidson for their support during the campaign, whilst calling on the people to support these excursions in numbers.
Advanced notice was given of a ‘Mini-Weekend’ in Folkestone on October 9th/10th. The fares of £47:50p with children half-price included travel on scheduled services on the 9th, 2 nights including dinner, bed & breakfast in the Burlington Hotel, before returning on Sunday the 11th. Another ‘Mini-Weekend’ was also touted for the weekend of December the 4th to the 6th, this time in Plymouth. The train would leave late on Friday night and accommodation was either in the ‘Continental’, The Duke of Wellington or the Strathmore hotels. The fares of £35:50 and £19:00 for a child sharing included all train travel, breakfast, lunch and dinner on Saturday and breakfast and lunch on Sunday before returning at 15:00. Private bathrooms were available at a supplement of £1 extra per person. Over the weekend of Saturday to Monday, November 21st to the 23rd the Aviemore trip would be repeated. Early booking was advised for all these outings.
There were two football specials on which Burnley fans could travel to see away games. The first ran on Tuesday the 18th to Preston, departing at 17:49, arriving at 18:16, returning at 22:00 and back for 22:28. On Saturday the 22nd, Blackpool was the destination. This time the departure was at 12:44 arriving at South Station at 13:47, returning at 17:40 and back for 18:34.
For £8:50p and children £4:25p it was possible to ride on the ‘White Rose’, a steam hauled excursion between Preston and York which would start from Carnforth. This excursion would operate on Sundays the 2nd, 16th and 30th. Travel to and from Preston by suitable trains, was included in the fare and it would depart at 11:15, arriving in York at 14:50. The return left at 17:25 and was back in Preston by 21:00. There was a limit imposed of no more than 2 children per adult, whilst unaccompanied children would have to pay the full fare. Also on the 2nd, there was another trip to Blackpool.
At a meeting of the Land Committee, the Borough Planning Officer drew the attention of the members to the fact that LCC’s Accrington to Baxenden Disused Railway Line Reclamation Scheme would be commencing in the near future. However, although the scheme primarily involved landscaping and regrading work to the embankments, LCC intended to include certain areas of adjoining land which served no useful purpose, were overgrown and untidy. The inclusion of these areas of land in this scheme would prove to be beneficial in terms of the aesthetic appeal. He pointed out that several areas of this land were owned by the Council, and the County Council had requested licences for entry onto this land in order to carry out this work. He added that he had recently written to the County Council, pointing out that as yet no agreement had been reached with regard to the final scheme and no mention had been made of maintenance costs. He concluded by stating that unless this Council was consulted on the final scheme, Hyndburn Council would not be in a position to assume any responsibility for the cost of its maintenance. The Borough Planning Officer however, recommended that as these areas of land had no practical use to the Council, a licence would be granted to LCC on terms and conditions agreed by him. It was resolved that the actions of the Borough Planning Officer would be accepted and approved.
The Policy & Resources Committee also met during August, when further to a previous minute the Town Clerk reported that the attention of the Divisional Manager of BR at Preston, had been drawn to the problems encountered when boarding or alighting from eastbound trains at Rishton Station and he now submitted the Divisional Manager’s reply, together with a copy of his letter dated July 8th. He stated that it was the role of the County Council to co-ordinate transport, as a result of which in the near future they were to examine all rail services in the County’s area, and at that time consideration would be given to the problems arising at Rishton Railway Station. This report was noted.
Further to another minute the Town Clerk submitted a report containing the following correspondences –
- A letter to the Secretary of State for Transport.
- The Secretary of State’s response.
- Letters from Arthur Davidson MP to the Town Clerk and the Minister of Transport.
- Letters from David Waddington, former MP.
- A letter from the Hon Sec of NELDA.
These were accompanied by a report setting out copies of the Town Clerk’s letters to the Chairman of the British Railways Board, Sir Peter Parker, in the light of the Secretary of State’s comments. It was resolved that the actions taken by the Town Clerk would be accepted and approved.
The Town Clerk next submitted for the information of the Members three reports –
- A letter from the Chief Executive/Clerk to Lancashire County Council.
- A letter from the Chief Executive/Clerk to the Minister of Transport.
- A draft statement from LCC on future rail services in Lancashire.
It was resolved to make note of these correspondences. The Town Clerk then reported that the Divisional Manager of BR had granted a licence to the Rishton Travel Agency in Oswaldtwistle, to enable them to sell tickets at both their Oswaldtwistle and Rishton branches. The Divisional Manager had requested that Hyndburn Council do everything in their power to ensure that these were a successful enterprise, as the licences had been granted on condition that certain levels of business were achieved. He also acknowledged that a letter of thanks had been received from Oswaldtwistle Civic Society for the Council’s support in improving rail services for Oswaldtwistle (and Church). It was also resolved to ask if BR was willing to grant permission for the same facility to be provided in Great Harwood. It was further resolved that Rishton Travel Agency would be urged to publicise as widely as possible the facility now available to the public in Oswaldtwistle as well as in Rishton.
There was a choice of destinations on Sunday the 23rd, to either Blackpool or Morecambe, with fares at £1:70p and 85p and £2:70p and £1:35p respectively. Another, this time half-day excursion went to Blackpool on Sunday the 30th, with a full day trip on Monday the 31st, when Morecambe was also revisited.
At the end of the month and despite the claims by BR that they were to make stations more ‘user-friendly’, they again had refused to raise the platforms at Rishton Station by the two feet required to bring them up to the level, where mothers with prams and the elderly could easily board trains. Councillor Donald McNeil pointed out that in days gone by in order to overcome the difficulties in the differing heights between the platform and the carriages ‘mounting blocks’ had been provided. There was a 24 inch difference on the east-bound platform and he thought that guards should be provided with something to aid the elderly, also mothers with young children to get on and off. The Clerk to Hyndburn Council, Nigel McGregor, said this matter had been raised with BR, but nothing had been done. The Policy & Resources Committee were constantly being fobbed off by BR whose spokesman, Mr T. Bradshaw, the Divisional Manager, said “There is insufficient revenue generated at Rishton, to justify the £21,000 it would cost to raise these platforms”. Councillor Donald McNeil had hoped that LCC would throw its weight behind a campaign, but he too was pleased to hear that as in Oswaldtwistle, passengers could now purchase tickets to travel from a travel agent in the town, instead of having to travel to Accrington or Blackburn.
September Scheduled for the 4th, the day excursion to London had been cancelled. The Rambler on Saturday the 12th, to Blaenau Ffestiniog had fares of £4:20p and £2:10p. It would depart Accrington at 06:41, calling at Church & Oswaldtwistle at 06:45 and Rishton at 06:49. It would then call at Llandudno Junction at 09:26 (18:50), Taly Cafn 10:10 (18:37), Llanrwst 10:20 (18:27), Betws-y-Coed 10:33 (18:18), Dolwyddelen 10:47 (18:05) arriving at Blaenau at 11:02. The return would depart at 17:50 and make additional calls at Roman Bridge at 18:01 and Pont-y-Pant at 18:09. It would be back for 21:23, 21:27 and 21:31 respectively.
On Saturday the 19th, there was a special to Morecambe from Accrington and Rishton, and on the following day to Southport. The timings on this excursion were departing town at 09:44 arriving in Southport at 11:30, returning at 19:00 and back for 20:23. The fares from Accrington on both these runs were £2:70p and £1:35p. On Tuesday the 22nd, Chester or the North Wales resorts were again the choices. The special departed Accrington at 09:49, Rishton 09:56, arriving in Chester at 10:06 (19:40), and calling at Rhyl at 10:47 (19:05), Colwyn Bay 11:00 (18:48) and arriving in Llandudno at 11:34. The return departed at 18:35, and was back at 20:59 and 21:04. The fares to Chester were £4:20p and £2:10p and to all the other destinations £4:60p/£2:30p.
Blackpool Illuminations would attract trips on Saturday the 12th and Sunday the 13th, and again on Saturday, Sunday and Monday the 19th, 20th and 21st. The ‘Mid-Week’ returns to Blackpool would also be available right up until October the 30th, on weekdays excepting Fridays, returning on any day in the same week. They were priced at £3:66p for adults and valid on any trains.
At a meeting of the Highways & Transportation Committee as authorised in a previous minute, the Borough Treasurer submitted his report on the financial implications of introducing a scheme for concessionary rail travel for the elderly. It was resolved not to take up the offer of the scheme proposed by BR.
On Saturday the 26th, the ‘Rambler’ excursion was for Newark-upon-Trent, departing Rishton at 08:37, Accrington 08:44, and calling at Nottingham at 11:42, Burton Joyce 11:52, Lowdham 11:57, Thurgarten 12:01, Bleasby 12:04, Fiskerton 12:08 and arriving in Newark at 12:14. The return departed at 18:30 calling only at Fiskerton at 18:37 and Nottingham at 18:55. It was back in Accrington at 21:39 and Rishton 7 minutes later. The fares were £4:20p and half price for a child. Another alternative on the day was a special to Blackpool departing town at 13:06, Rishton 13:13 and arriving North Station at 14:17. The return was at 21:30, and it was back for 22:26 and 22:31 respectively. The fares from both stations were £1:80p and 95p for a child. The following day there was an afternoon trip to Blackpool and the timings were depart Accrington only 13:02, arriving North at 14:02, returning at 21:30 and back for 22:22.
September The Disabled Person’s Railcard was now introduced, allowing half price travel for the handicapped. The card initially cost £10 and BR was running it as an experiment up until the end of 1982, during which time its success would be monitored. If users who qualified obtained the card with some immediacy, they could obtain the concessionary fares for sixteen months for their initial outlay.
SECOND GENERATION DIESEL MULTIPLE UNITS (DMUs).
It had become patently obvious that the first generation of DMUs were coming towards the end of their lives, and the necessity of replacing them was based on two criteria. They had to be capable of running economically on all lines and were flexible enough, to do both short and long distance work. They were seen as a saviour to many of the uneconomical branch lines whilst being able to run at up to 75 miles per hour on main lines.
The lightweight ‘railbus’ was aptly named as it was a rigid railway frame built at Derby’s Litchurch Lane works with a body based on the Leyland National omnibus, which was at that time being produced at their plant in Workington. It was two similar modules coupled back-to-back to make a two-car lightweight railcar on ridged frames. Ironically when it was turned out, it was painted blue with grey window sections, the blue being the colour used by Barrow Corporation’s buses, because it was the one colour of which Leyland had a surplus stock!
During late September 1981, the East Lancs Line hosted the prototype of the second generation of Diesel Multiple Units numbered Class 140:001. The new DMU was operating on the East Lancs Line up until the 25th. With a top speed of 75mph, it seated 102 passengers and contained no first class accommodation.
It only operated on a reduced and fixed schedule as follows –
The Preston to Colne service at 12:35 and 15:33.
The Colne to Preston service at 13:46 and 16:46.
During October it would only operate on –
The Preston to Colne at 09:30 and the Colne to Preston at 10:46.
Number 140:001 was just a one-off, but from it was developed the 142 class of DMU’s, albeit with many modifications including remodelled cab ends. These were to provide the staple diet for ‘local’ services having undergone several refurbishments for many years. They were rather disparagingly nicknamed ‘Nodding Donkeys’ due to the way they often rocked whilst braking and accelerating.
In the two years from May, 1985 to May, 1987, ninety-six 142 units were introduced, more than half of which were allocated to Newton Heath depot in Manchester, they were numbered between 142:001 and 142:014, and 142:028 to 142:065 and it was these which were often found working the local services through Accrington.
Through the period leading up to the end of the century and well into the 21st the local services had remained in the hands of the 142xxx units, with supplementary help from the British Railways 150xxx class ‘Sprinter’ units dating from 1984, the majority working out of Newton Heath’s allocation.
(It is the writer’s opinion that these units came at a time when the future of the East Lancs Line was in serious jeopardy, and could have been a determining factor in the retention of services.)
Trans-Pennine services between at first Scarborough and then York to Blackpool North have almost exclusively been in the hands of 158xxx units built in 1989, supplemented on a few occasions by the ‘Super Sprinter’ 156xxx units built by Metro-Cammell during 1987/88.
Hyndburn Council were now opposing BR’s plans to single the East Lancs Line from just beyond Gannow Junction to Chaffer’s Sidings in Nelson, which it claimed would save them £98,000. Councillor Len Dickenson had criticised BR for not explaining how this saving would be achieved, whilst Doris Grant thought that the Board were totally ignoring the ‘social’ ramifications of such a move. MP Arthur Davidson was to meet with officials from BR on Friday the 23rd, in order to discuss this development.
October On Saturday the 3rd, there was another of the ubiquitous Mystery excursions with fares of £6:60p and £3:30p. Blackpool was visited yet again on Sunday the 4th. Departure from Accrington was at 13:49 arriving at 15:00. The return times were those of Sunday the 27th, as were the fares of £1:70p and 85p. On the weekend of the 10th and 11th, there were two more trips to Blackpool for the Illuminations.
The Development Services Committee met and the Borough Planning Officer reminded members of the report placed before the Committee in May, regarding the proposed reclamation of the Accrington to Baxenden railway line. As a result the Planning Officer from LCC had been informed of the ‘considerable reservations’ which had been expressed about the long term upkeep of the area north from Nuttall Street, which included Higham’s Lodge and it had been pointed out that in view of the effect these could have on the final proposals, Hyndburn Council could not properly consider the planning application on which it had been consulted on March 11th, last. Consequently LCC had deleted this particular section from their application and granted themselves planning permission under the Town & Country Planning Act 1976, for this portion of the disused railway line to the south of Nuttall Street. However, this Committee had not been given the opportunity to consider this amended application, and the Borough Planning Officer therefore recommended that the Chief Executive/Clerk of the County Council should be informed of this Committee’s concerns, that this permission had been granted, without first ascertaining Hyndburn Council’s views. However, he did not recommend that any objections should be raised to this amended proposal. It was resolved to accept and adopt the Planning Officer’s recommendations.
Further to two previous minutes, the Town Clerk submitted to a meeting of the Policy & Resources Committee the following correspondence –
- A letter from the Chief Executive/Clerk of the County Council on BR’s proposals to single the railway track from Gannow Junction in Burnley, to Chaffer’s Sidings in Nelson.
- A copy of a letter from Sir Peter Parker to MP Arthur Davidson, regarding the East Lancs Line in general and more specifically the rolling stock currently in use on the line, (a similar letter had previously come via Mr David Waddington).
- A letter from the Board of BR on behalf of Sir Peter Parker, in response to the Town Clerk’s letter of July 24th, inviting the Town Clerk, local Members of Parliament and representatives from NELDA to attend a meeting to be held in London on Friday, October 23rd.
The Town Clerk drew the attention of the members to the comments of the Chief Executive/Clerk contained in the last two paragraphs of this correspondence, and sought their views thereon. He then informed the Committee that he had been requested by BR to appoint another representative to accompany him to this meeting. It was resolved –
- To inform the Chief Executive/Clerk that Hyndburn Council was strongly opposed to singling the stretch of line as identified by them, requesting him in the most robust terms to ask BR to reconsider this proposal.
- At this same time to request that there would be no reductions in the levels of service on the East Lancs Line.
- That the Chairman of the Highways & Transportation Committee, would accompany the Town Clerk to this meeting with BR and the Vice-Chair would be appointed as his substitute.
There was a ‘Rambler’ to Penistone and Sheffield on Saturday the 24th, departing Rishton at 08:59, Accrington at 09:05 and calling at Huddersfield at 10:08 (17:36), Shipley 10:29 (17:16), Denby Dale 10:36 (17:09), Penistone 10:45 (17:00) and arriving in Sheffield at 11:12. The return departed at 16:33 arriving back at 18:40 and 18:46 respectively. The fares were £3:20p and £1:60p for a child.
On Sunday the 18th, Blackpool Illuminations were the draw for passengers departing town at 13:53, arriving in North Station at 14:56, returning at 21:30 and back for 22:24.
The ‘Motorfair Show’ was on at Earl’s Court between the 21st and the 31st, and there was a discounted entry of £1:75p with every BR ticket booked to London from Accrington.
Alcohol was strictly forbidden on any football specials, such as the one which departed Accrington at 17:48 and took Burnley fans to Preston for the game with North End. It returned at 21:55 arriving back at 22:24
Rishton Travel Agency, with offices at 16, High Street in Rishton, and at 311, Union Road in Oswaldtwistle, was now an agent where tickets for BR’s trains could be booked.
November There was a special to London on Saturday the 4th, departing Accrington at 07:52, Rishton at 08:02, arriving in Euston at 11:37. The return train left at 23:55 to run overnight to arrive back in Rishton at 04:37 and in Accrington at 04:44. The fares were £11:00 for an adult and £5:50p for a child.
At a meeting of the Policy & Resources Committee and further to the minutes of an October meeting, a copy of a note prepared by the North-East Lancs Development Association (although not sanctioned by BR), commented on the outcome of their discussions at a meeting held on October 23rd, between the General Manager of British Railways, the Town Clerk and the Chairman, along with Councillor Slynn, (who was also a NELDA representative). Arising out of these talks the Town Clerk drew their attention to the 7 points set out in the NELDA note, along with the two issues raised by the Honorary Secretary, namely their views on the future of the East Lancs Line, which was to be incorporated into a Rail Strategy. It also included whether or not Hyndburn were prepared to make a contribution towards the cost of BR undertaking a marketing exercise in respect of the services. It was resolved that the proposals 1 to 5 as set out in this report would be welcomed but, with regard to proposal number 6, Hyndburn could not at this stage for reasons stated, consider making a contribution towards the £40,000 that it would cost to ‘market’ the East Lancs Line.
Edinburgh was the destination of a ‘Rambler’ excursion which ran on Saturday the 21st. The fares were £6:60p with children half fare. The one night ‘Mini-Breaks’ to London would continue up to April 30th, 1982 (with exception of December the 24th/25th/26th/27th/30th/31st, March 6th, and April 9th/10th/11th). The fare for the 1st Class package was £33:50p and the ‘standard’ package was £24:00.
December A ‘Rambler’ went to Durham on Saturday the 5th, departing at 08:37, calling at Thirsk at 10:48 (18:19), Northallerton 10:59 (18:08), Darlington 11:14 (17:54) and arriving in Durham at 11:39. The return left at 17:30 and was back for 20:37 with the fares at £4:20p and £2:10p for a child.
There was a choice on Saturday the 12th, of a ‘Christmas Shopper’ special to Sheffield, with timings of 09:20 from Accrington, arriving at Midland Station at 11:11 returning at 17:18 and back for 19:03. The fares were £3:20p and £1:60p for a child. Whilst on the same day there was yet another popular Mystery excursion.
(The 33 Mystery excursions identified in this chapter took the total number operated to over 100.)
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CHAPTER 14
1982 to 1990 THE WIND OF CHANGE
1982 (It was already obvious, that a disproportionate amount of investment in new trains and infrastructure would be directed to London and the South East. Over half a century after electrification of the local lines and been proposed it was again being suggested, but this was pure speculation and as time would show would not take place This was also the year in which the Serpell Report was published. This was commissioned to examine the finances of British Railways and the manner in which it was funded. If Beeching was the axe-man then Serpell would have been the undertaker, as one of its proposals was to close up to 84% of the network, which if implemented, would have certainly seen the loss of all of the East Lancs Line.)
January The year did not start well as there were strikes by Members of ASLEF on Wednesday and Thursday, the 13th and 14th, to be repeated on the 20th and 21st. The Union said they were because BR had refused to honour a 3% pay increase, which BR said was to be linked to an increase in productivity.
On Monday, the 18th, the rear of a tanker train consisting of seventeen fully loaded wagons of 1,300 tons came off the rails in the Antley district of Accrington. The train was in the process of accelerating away from a signal stop when the last two bogie tanks, each containing 80 tons of black pitch, came off the rails before running on the wooden sleepers, where they ripped up about a hundred yards of track before tipping over and spilling their contents onto the embankment near Pearl Street. The driver, Herbert Scholey, feeling a jerk and increasing drag halted his train, whilst his guard John Wraithmill went to raise the alarm so that drivers of other trains were aware of the situation. Council workers dammed the tar using sandbags to stop it from flowing into Star Street. Fire Brigade Officer, Roger Savage, said they would have to wait for the pitch to cool before trying to remove it, as it was held in a liquid state in the heated tanks. Having been detached, the locomotive and the remaining tankers which had commenced the journey in Ossett, was allowed to continue on to Preston Docks for unloading. Although investigators were examining the permanent way, it was believed the tracks had spread due to the sheer weight of the train. A spokesman for BR said there would be little disruption to services as trains were able to pass slowly in safety on the adjacent line. When the site had been secured, a crane was summoned from Wigan to lift the tankers upright, and normal running resumed on Tuesday. Since this length of line known as the Church Loop was rarely used, it was likely it would not be repaired and lifted altogether, said a spokesman for BR.
The Policy & Resources Committee met and further to a previous minute of 1980/81, the Town Clerk submitted correspondence from the Division Manager of BR’s London Midland Region. This related to the ‘minimal’ used by the public of the experiment of having excursion trains stopping at Church & Oswaldtwistle Station. It was resolved to thank BR for extending this facility and to request that they extended it even further into the summer months, whilst ensuring that this concession was given maximum publicity.
The Highways & Transportation Committee also met in January, when the Town Clerk reminded Members that the ‘Rail Strategy Document’, currently being prepared by Lancashire County Council, was now close to completion and that a meeting would be held at County Hall on Thursday, February 4th, to enable Members to discuss a draft prior to its being finalised and forwarded to the Secretary of State for Transport. It was resolved that each group would be invited to nominate one member to represent Hyndburn at this conference.
The Borough’s Planning Officer submitted a report, setting out the proposals and cost implications for the section of the derelict BR railway line between Church Bridge and Lidget Bridge in Great Harwood, as this scheme represented a long term scheme to reclaim the entire stretch of line between Great Harwood and Whitebirk. Following an examination of a plan displayed for the benefit of the meeting, it was resolved to accept and approve the scheme subject to the provision that the Department for the Environment contributed financially to its costs.
February Now branded as a ‘Go Merrymaker Mystery’, a train departed Accrington at 07:22, Church & Oswaldtwistle at 07:26, arriving at its destination at 10:48 on Saturday, the 6th. It returned at 17:50 and was back at 21:52 and 21:57 respectively. The fares were £7:00 and £3:50p for a child.
March The details of the Wakes Week’s trains were advertised at the beginning of the month as follows –
Overnight from Accrington & Rishton on Friday, July 16th.
Period returns to Exeter, Paignton, & Torquay @ £27:00.
Period returns to Bristol, Taunton & Weston-super-Mare @ £22:00.
Period returns to Newquay, Par, Penzance, Plymouth & St. Ives @ £33:00.
Period returns to the Isle of Man @ £24:00.
From Accrington & Rishton on Saturday, July 17th.
Period returns to Bridlington, Filey & Scarborough @ £14:00.
Period returns to Bournemouth, Poole, Southampton & Weymouth @ £27:00.
Period returns to Bangor, Chester, Colwyn Bay, Llandudno, Prestatyn & Rhyl @ £12:00.
Period returns to Butlin’s Pwllheli (including bus transfer to Pen-y-Chain) @ £16:50p.
Fares included seat reservations on overnight trains to the West of England, children 5 and under 16 years at half fare. Railcard holders could travel on these special trains at half the ordinary return fare, subject to the restrictions contained in the Railcard. There was a free bottle of wine for every adult passenger travelling to the Isle of Man via Heysham.
April At a meeting of the Development Services Committee, it was resolved that in the Proposed Demolition & Vacant Site Treatment Programme for 1982/83 subject to the finance being available, the work on the former BR railway cutting in Great Harwood would be put on a list of ‘low priority’ projects.
The Policy & Resources Committee met when further to a previous minute, the Town Clerk presented a letter from the Divisional Manager of BR, setting out details of three more excursion trains which would call at Church & Oswaldtwistle Railway Station on their return journeys. He pointed out that these would be the “final barometer” of whether or not the residents of the area were prepared to support the facilities on offer. It was resolved that the Information & Public Relations Officer should issue a press release publicising this situation.
Beside the Mystery Trips the Rambler Excursions were now being marketed under the ‘GO MERRYMAKER’ banner.
May On Monday, the 3rd, there was a special excursion departing Accrington at 08:40, Rishton 08:47, calling at Rhyl at 10:43 (18:37), Colwyn Bay 11:05 (18:20) and arriving in Llandudno at 11:30. The fares were £4:50p and £2:25p for a child, and the return departed at 18:05 dropping off in Rishton at 21:15, Church & Oswaldtwistle 21:20 and back in Accrington at 21:25. Passengers from Church were advised to board the outward train in Accrington. The same advice was given for the Blackpool train which also ran on Monday. There was the alternative of a Rambler to Sherwood Forest and the Dukeries also on the same day. This departed at 09:10 from Rishton, Accrington at 09:16, calling at Rose Grove 09:24, Kiveton Park 11:26 (18:13), Shireoaks 11:32 (18:06) and arriving in Worksop at 11:37. The return left at 18:00 and was back in Rose Grove at 20:23, Accrington at 20:30 and Rishton at 20:36. The fares were £3:80p and £1:90p for a child.
An excursion departed Accrington on Saturday, the 13th, at 07:22, Rishton 07:29, calling at Dorridge at 10:38 (18:46), Lapworth 10:43 (18:40), Hatton 10:50 (18:33), Warwick 10:57 (18:25), arriving at Leamington Spa at 11:02. The return left at 18:20 and was back for 21:59 and 22:08 respectively. The fares were £4:70p and £2:35p for a child.
The ‘Day-Stretcher’ ticket was back with a trip to the Isle of Man via Heysham, on Saturday and Sunday the 15th and 16th, with fares of £16:00 for an adult and £11:50p for a child under sixteen. It departed town on Friday evening at 21:23, Rishton at 21:29, arriving at Heysham Harbour at 22:50 for the 23:45 sailing. Arrival was in Douglas at 06:00, and details of returns would be given on the day. Also on the 15th, there was a special to Great Malvern. It departed town at 07:31, Rishton 07:39, and called at Worcester Foregate Street at 11:08 (18:55), Malvern Link 11:20 (18:42) and arrived in Great Malvern at 11:25. The fares were £4:20p and £2:10p for a child and the return left at 18:32 and was back at 22:53 and 22:59 respectively.
On Saturday, the 29th, there was another special from Accrington to Morecambe for £2:90p and £1:45p, and from Rishton £2:60p and £1:30p. The timings were departing town at 09:21, Rishton at 09:28, and arriving at 10:37, returning from Euston Road at 18:30 and back for 09:41 and 19:46 respectively.
June The ramblers were off again on Saturday, the 12th, this time to Shrewsbury and Wellington for the Ironbridge Gorge. The fares were £3:80p and £1:90p for a child. The train departed Accrington at 07:45, Rishton 08:00, calling at Shrewsbury at 10:26 (18:16), and arriving at 10:47. The return left at 18:00 and was back for 20:37 and 20:42, going on to Rose Grove to drop off at 20:51.
There was an advertisement in the local press for ‘Steam Hauled Excursions’ aimed at enthusiasts. On alternate Wednesdays from June 30th, to August 25th, it was possible to ride on the ‘Cumbrian Coast Express’ to Maryport for £8:00. It was also possible to ride over a section of the Settle – Carlisle line with a short sojourn in Appleby on the ‘Cumbrian Mountain Express’ every Tuesday, from June 29th to September 7th, for £9:50p. On alternate Wednesdays between July 7th and September 1st, fans could ride over the Pennines to York on the ‘White Rose Express’ for a short stay for a fare of £8:00. All these trains would be steam hauled “on most days on part of these journeys”, with all passengers having to travel to Preston in order to join them. Children up to the age of 16 were half fare with a limit of two per adult.
On the 19th, the special excursion was to Stratford-upon-Avon, and the fares were £6:00 and £3:00. The train departed Accrington at 08:41, Rishton 08:47, and called at Birmingham New Street at 11:36, before going on to Stratford and arriving at 12:16. It returned at 18:00, New Street at 18:46 and was back for 21:05 and 21:12 respectively. Matlock was the destination on Saturday, the 26th, departing Rishton at 08:40, Accrington at 08:46, Rose Grove at 08:56 then calling at Chesterfield 10:56 (19:13), Ambergate 11:13 (18:21), Whatstandwell 11:18 (18:16), Cromford 11:24 (18:10), Matlock Bath 11:26 (18:08) and arriving at Matlock at 11:30, from where it would start its return journey at 18:05. It was back at 21:12 in Rose Grove, 21:22 in Accrington and in Rishton at 21:28. The fares were £3:80p and half fare for a child.
July The fares were £7:00 for an adult and £3:50p for a child on the special excursion to Bath or Weston-super-Mare, which ran on Monday, July the 5th.
August The Borough Planning Officer submitted a report to a meeting of the Development Services Committee, which outlined the current situation with regard to the unauthorised extension of residential curtilages at the development on Kingsway in Great Harwood and set out Enforcement Action in pursuance of the Town & Country Planning Act 1971. As amended he, in collaboration with the Borough Solicitor, were recommended to serve an Enforcement Notice on the owners and occupiers of land at numbers 11, 19, 21, 23 & 25 Kingsway, requiring them to remedy breaches of the Planning Control relating to the permitted depths of the garden extensions and fencing over the land that as part of the former BR railway embankment.
At a meeting of the Policy & Resources Committee, the Town Clerk reported upon his exchange of correspondence with the Divisional Manager of BR on the subject of the future of Accrington’s Railway Station, and his report was noted with the thanks of the Committee.
The Alyn Valley was the target of the ‘Rambler’, which departed town at 07:51, Rishton 07:58, and called at Wrexham at 09:50 (19:05), Cefn-y-bedd 10:14 (18:51), Caergwrle 10:19 (18:46), Hope 10:24 (18:43), Penyffordd 10:28 (18:39), Buckley 10:32 (18:35) and arriving in Harwarden at 10:36. The return left at 18:30 and was back for 21:13 and 21:19 respectively. The fares were £3:80p and £1:90p.
The two night weekend in Aviemore was again being advertised for Saturday, November 20th to the 22nd. Passengers would have to change in Preston onto either the 08:52 or the 09:53 and again in Edinburgh. The return from Aviemore would depart at 11:21 on Monday. As on previous occasions the price for sharing a chalet varied according to numbers, with 4 paying £42:00 and £32:00, 3 paying £44:00 and £34:00 and the minimum booking of 2 paying £48:00 and £38:50p. Booking would close six weeks prior to departure.
(Extracts from.) ‘A RAIL STRATEGY FOR LANCASHIRE’
August 16th 1982. Brian Hill, DL LLB
(Solicitor, Chief Executive/Clerk).
G. A. Johnson, BA
(Solicitor & Deputy Clerk).
P.O. Box 78, County Hall,
PRESTON.
To the Rt. Hon. David HOWELLS, MP.
Secretary of state for Transport.
2, Marshall Street,
LONDON.
SW1P 3EB.
Dear Mr Howell,
Over the past few months the County Council, in consultation with the District Councils have been working on a Rail Strategy for Lancashire. I now enclose with this letter a copy of this Strategy, which sets out the main priorities for urgently needed investment in the County’s rail network. This document was prepared with the support of British Railways, who provided much of the information.
The catalyst for this document was the proposal last year by British Railways to single, or truncate various of the branch lines in Lancashire. The Local Authorities were extremely concerned that these steps might be the preliminary to closure of certain lines, with consequential damage to the economy of the County. Additionally it appeared to that some doubts were being cast on the previously high priority being given to the electrification of the Manchester to Blackpool route, via Preston.
Perhaps the fundamental point which underlines this Rail Strategy in the North West and in Lancashire in particular, is that it is not receiving its fair share of the Government’s investment on railways. At present 40% of the Public Service Obligation Grant is directed to the Greater London area, which seems to be an unreasonable proportion.
Following the electrification of the West Coast Mainline some five years ago, there has been no capital injection of any note in the infrastructure or the network of the County. Indeed the existing rolling stock of DMU’s is now well over twenty years of age and in an ‘appalling’ condition. Yet, new rolling stock is several years away, because BR cannot make plans to build new equipment until the External Financing Limit is raised to meet these needs.
You will be aware that there is wide concern about the lack of investment in the North West, which is being expressed to the Government in a number of differing ways. For example your colleague, Mr Patrick Jenkin, met a deputation from the North East Lancs Development Association along with the County Council in June, to hear the case for granting Development Area Status to an area which is suffering from a decline in its traditional industries, textiles and footwear.
This Rail Strategy has the full support of the 14 District Councils of Lancashire, whilst the Fylde Development Association and the North East Lancs Development Association, would like to join in requesting a meeting with you on the major issues, which in summary are –
- A fairer share of the PSO Grant.
- A £45 million investment in the Manchester – Blackpool electrification.
- A ‘substantial’ investment in new DMU rolling stock.
Yours Sincerely, Brian Hill.
PREFACE
In its 1981 Report the Central Transport User’s Consultative Committee, expressed fears for the future of the British Railways network. The shortage of funds for even the basic levels of maintenance of the existing network was of great concern to all Transportation Authorities and Rail-User Groups. It was recognised that BR has maintained their excellent record on safety, but this has been part as a consequence of enforcing more speed restrictions and a generally poorer level of service in terms of timekeeping and the condition of the rolling stock. The TUC predicts that if this trend continues, the enforced closure of many route miles of track will become inevitable. The County Council fully endorses this view, and it appears that the process of retrenchment is already underway as in part at least, some lines have been singled from double track in order to reduce maintenance costs.
There is an agreement with BR that the critical point has already been reached and that the Government’s financial policy will, in the next couple of years, have a profound effect on the maintenance of services provided by BR, not only in the next decade but probably for all time. In view of these long-term repercussions LCC deplores any further cutbacks in the rail network, not only on the grounds of its current role in transportation within the County, but more because of the threat to the County’s industrial competitiveness and prosperity.
INTRODUCTION
1·1 The purpose of this ‘Rail Strategy for Lancashire’ is to set down the views of LCC and the District Councils within Lancashire, on the future of the railway network and services within the County.
1·2 This has been prepared due to the Local Authorities’ and BR’s concerns, that there has been a complete absence of any investment over the past several years in the infrastructure and rolling stock. Unless something is done and soon, these branch line services will cease to exist. We are anxious to expose this threat and hope that the publication of this strategy will encourage the Government to accept both the need for urgent investment in electrification and new rolling stock, and the importance of retaining the current level of passenger services.
1·3 In the summer of 1981 it was obvious that the financial situation of BR was becoming very serious, and that a reduction in service levels in order to secure economies was apparently inevitable. Indeed, BR came forward with proposals for the singling of parts of the East Lancs and Preston to Ormskirk lines, which were widely considered to be the first steps in the run-down and eventual closure of those lines. The County Council was also concerned at certain of the proposals which, following a meeting in London held on October 23rd 1981, between LCC’s representatives and the North East Lancashire Development Association (NELDA) when, with the General Manager of BR’s London Midland Region, it was agreed to prepare this document.
1·4 In considering the certain proposals or courses of action in this document, LCC has been realistic in that they recognised the financial restraints currently placed on BR and local authorities by Central Government. It follows that it might take some time for several of these suggestions to be implemented. Never the less, the main objective of this Strategy is to alert Central Government to the views of the Authorities in Lancashire, that any further deterioration of the rail services in the County is unacceptable.
1·5 By preparing this Strategy, the Local Authorities in Lancashire are conscious of a complete absence of any overall plans for public transport. Such a situation is deplored and in addition to putting forward the points contained in this Strategy for investment in the rail network for its protection and development, the Local Authorities call upon the Government to prepare, as a matter of urgency, a ‘National Transport Plan’. Such a Plan should set out how a combined road/rail public transport network can be maintained and advise on priority areas for future investment.
LANCASHIRE COUNTY COUNCIL’S ATTITUDE TO BRITISH RAILWAYS
2·1 Lancashire derives great benefit from the fact that much of the local railway network is based on Preston and Lancaster, both of which are served by the Inter-City electrified route. The services radiating out of Preston contribute to the financial improvements to the local network, which in turn provides support for these Inter-City services. In other words the local services not only provide local transport links, but they also act as feeders to the Inter-City, regional and national network.
2·2 For the most part the local network’s timetables are geared to maintaining connections to these Inter-City services. This tends to restrict the flexibility required to cater for the local needs, and this leads to separate routes for trains and buses, which renders complete integration and co-ordination difficult. Consideration has also to be given to the local requirements all along these lines.
2·3 LCC, in structural planning terms, recognises that local rail services have an important role to play in meeting the transport needs of the areas concerned. Never the less, it is a positive structural plan to seek retention, and where appropriate the improvement of the existing rail network, with key links to the Inter-City system as well as to provide for local movements.
2·4 Following implementation of the 1978 Transport Act, it has been open to LCC, by agreement with BR and at the County Council’s own expense, to improve railway services to meet the local community’s needs, or to arrange for lines to be reopened to passenger traffic. In short, to secure a better level and quality of service than BR are able or willing to supply. The County Council however, has never felt able to enter into this course. In the first instant they consider that it is the responsibility of BR to maintain the existing network in a safe and satisfactory condition, whilst providing rolling stock of an acceptable quality. In the second place, resources made available to the County Council are limited, and judgements have been made that the priority must be directed towards maintaining a County wide network of bus services. (Local passengers carried by BR each year are estimated to be no more than 5% of the number of those transported by bus.) Such a policy by LCC is liable to continue. Despite this however, LCC in co-operation with BR, has provided ‘Park & Ride’ facilities at a number of local stations, but put in terms of expenditure this has been a very minor investment.
FINANCIAL & OPERATIONAL CONSTRAINTS ON BR’s SERVICES IN LANCASHIRE
3·1 The Public Service Obligation Grant (PSOG).
3·1·1 Since 1975, BR’s services have operated under an annual agreement between BR and the Government.
3·1·2 This operation of the PSOG has had certain effects, some of which are of concern as highlighted below.
- BR no longer produces line-by-line deficits for local services in the shire counties, although they do have this information for monitoring purposes, which they are not prepared to divulge. LCC is therefore, unable to determine how cost effective any given service is or the extent of any deficit, or a proportionate reduction of any deficit that may result from an economy proposed by them.
- It would appear that BR does not intend to introduce any additional or improved services unless, in its own opinion, the change would be self-financing or profitable. If, to BR this does not appear to be probable, a Local Authority, i.e. the Shire Council, would be expected to give financial support to meet the additional cost in order that there is no increase to the PSOG.
- The County Council has in the past considered and rejected in principle, the contribution of Revenue Support to BR over and above that provided for in the PSOG. The net effect of these conditions has been a slow but perceptible reduction in local services, and a reluctance by both parties to embark on any new or improved levels of service and for the County Council to in effect ‘buy off’ any proposed reductions in services.
ADJACENT METROPOLITAN COUNTIES, SECTION 20 AGREEMENTS
3·2·1 Several services in the southern area of Lancashire cross the boundary into adjacent metropolitan counties, Merseyside, Greater Manchester and West Yorkshire. These Counties, as designated Passenger Transport Authorities under the Local Government Act 1972, have entered into Section 20 agreements with BR. This therefore, creates the anomaly that certain services traversing the West Lancashire District are sub-vented by three separate authorities, i.e. by Central Government via the PSOG for the parts within Lancashire and by each of the two PTAs in the Metropolitan Counties of Greater Manchester and Merseyside by Section 20 Agreements.
3·2·2. Since 1974 there have been cases where unilateral action by one Metropolitan County in announcing the withdrawal of Section 20 funding for its own section of route, has resulted in BR proposing economies which have had an effect on the area of the County in question. It is the view of LCC, that the service in the shire county should be maintained if necessary, by adjusting the level of the PSOG and that it is also unreasonable to expect a county to make good the loss of a Section 20 Agreement in another authority’s area of jurisdiction.
THE MANAGEMENT STRUCTURES OF BRITISH RAILWAYS
3·3·1 Although the rail services in Lancashire fall within the jurisdiction of BR’s London Midland Region, the Divisional Structure does not coincide with the administrative boundaries of the County. As a result the rail services in West Lancs District lie in the area administered by the Liverpool Division of BR, whilst the line to Manchester comes under the control of both the Preston and Manchester Divisions. The County Council has since 1974, maintained a close and regular working relationship with the Preston Division’s Officers, their association with the Officers of the other two Divisions has been irregular and dictated by circumstances.
3·3·2 The relationship with these Divisions will change in the future, if the proposed transfer of administration from Preston to Manchester is allowed to take place. Whilst LCC accepts the need for the close involvement of BR and Manchester’s and Liverpool’s PTAs, they would wish to point out that the rail network in Lancashire is of equal importance to both those conurbations. It is hoped therefore, that this Strategy will lead to closer co-ordination and consultation between the County Council and their respective Divisions. That BR will confirm that the same well established relationship with BR in Preston will be maintained along with the Merseyside and Manchester Divisions.
CAPITAL INVESTMENT
3·4·1 Since 1974 LCC has, within its Transport Policy & Programme (TPP) and more recently in its Public Transport Plan (PTP), supported BR’s pleas for greater capital investment in the North West. The priority attached to the programme of electrification of the local services, together with a refurbishment of local railway stations, will be dealt with separately.
3·4·2 One aspect above all others is considered to be the constraint on the short-term improvements to rail services and the condition of the Diesel Multiple Units (DMUs). The County is given to understand that BR has its own concerns about their condition, the problems of maintenance and the lack of availability of additional stock. Without reserves of the most basic units, it is obvious that BR has difficulties in keeping to the current levels of service, let alone making provision for an improvement in frequencies, levels of service and overloading. DMUs will be discussed again, but at the outset Local Authorities in Lancashire emphasise that investments should be made as a matter of urgency by BR in the electrification of the Manchester – Preston – Blackpool line and in replacement of the obsolete rolling stock, the need for which cannot be overstated.
GENERAL FINANCIAL CONSTRAINTS
3·5·1 It is apparent that BR is facing a period of great financial difficulty, due to a combination of inflation and a loss of revenue due to an economic recession.
3·5·2 similarly, local authorities are becoming increasingly constrained by Central Government in the level of revenue expenditure they can give whether by grant, or rate-borne and in capital expenditure by allocation for County services as a whole.
3·5·3 It is necessary therefore in this Strategy, to be restrained in both the proposals and their timing and to be realistic in the proposals for funding. In general LCC will be looking to Central Government to maintain BR’s network of local services, but in the areas defined later, the County Council may be able to offer some financial assistance.
3·5·4 One area in which practical reality and financial restraint combines, is that of reinstating services where the tracks have been lifted. The County Council has not supported any extension or restitution of tracks from the past railway network, but it does support the best use of the existing infrastructure, and is opposed to any further reductions.
EXISTING PASSENGER SERVICE RECORD
4·1 This section examines BR’s record on past services in Lancashire in terms of trends and past loadings.
4·2 Details of cancellations over a 9 week period in late 1981 to early 1982 are in Table (1). The main cancellations have been due to mechanical failures which emphasises the poor condition of the rolling stock, particularly DMUs and the urgent need for them to be replaced as soon as possible. As regards local services, punctuality is subject to the necessity for these trains to provide connections to the Inter-City services.
4·3 Although in the early months of 1980, the trend in loading on local services was upward, from May to the end of the year and onwards into 1981 this situation was reversed. A major factor in this decline in rider-ship has been the economic recession but no doubt the deteriorating standard of the DMUs has also had a negative effect. The following illustrates the fall in passenger journeys in 1980 in comparison with 1979, whilst the second clearly demonstrates that on the Preston – Colne Section, it failed to increase at the same extent as the national average of + 7%.
Blackpool South Preston Colne = 1,213,000 journeys in 1979.
Blackpool South Preston Colne = 1,152,350 journeys in 1980 (- 5%).
FUTURE DEVELOPMENT
5·1 Deals with any future electrification of the West Coast Mainline, beyond Preston to Carlisle and Glasgow.
5·2·1 Deals with additional projects from electrification including, Preston Blackpool North, via Kirkham and Poulton-le-Fylde and Preston Euxton Junction Manchester Victoria via Chorley and Bolton.
5·2·2 Deals with the removal of the necessity to have to change locomotives in Preston from electric traction to diesel and vice-versa.
5·2·3 Although it had been rumoured that the Bolton Blackburn section had been included in an electrification programme, BR has no plans for its inclusion.
5·2·4 It was stated that the Authorities would at some stage in the near future wish to see the East Lancs Line (Preston Blackburn Colne) added to the list of lines radiating out of Preston to be electrified.
PASSENGER ROLLING STOCK – LOCAL SERVICES
5·3·1 Much has been said by User Groups and Authorities about the condition of the Diesel Multiple Unit rolling stock operating on local services. These trains are virtually life-expired, many at 20 plus years old and therefore beyond their expected design life. There is a programme of refurbishment of this fleet, but for various reasons this has progressed slowly and the North West Region has seen few of these modernised carriages. In any event this does not overcome the inherent problems of age. Previously reliance has been made of the ‘cascade’ effect of modernisation, whereby as DMUs were replaced by EMUs (Electric Multiple Units) they were released. It was intended that this at least would permit withdrawal of the older rolling stock. But delays in progressing electrification have slowed this process and replacement of these life-expired DMUs has not yet commenced. This Rail Strategy places the substitution of this rolling stock as the first priority for capital investment, along with the electrification of the Manchester Preston Blackpool line. The latter would ease the problems of DMUs by releasing the more modern stock for use on other branch lines, but it is stressed that this would not be an acceptable alternative to the replacement with new rolling stock.
5·3·2 BR’s greatest potential for attracting customers is in providing a reliable, speedy and comfortable service that can compete with other forms of public or private forms of transport. The age of the DMUs is such that there is more increased unreliability and discomfort for passengers due to fumes and vibrations. Whereas buses have undoubtedly got a role whether publicly or privately operated, BR’s potential is being under-utilised and hampered by the rolling stock situation. LCC along with the district councils served by the East Lancs Line, are currently considering proposals for how to promote and encourage greater use of this line. They consider however, that the strength and results of any campaign of promotion will be nullified by the state of the rolling stock. Investment in rolling stock is urgently required before increased patronage can realistically be encouraged.
5·3·3 It has already been stated how the electrification of the branch lines would have a positive effect in the North West. It was hoped that the stock used on local services would be no less in standard than the Class 313 EMUs on the London – Great Northern electrification programme.
5·3·4 A possible replacement for the two-car DMU is a new light-weight vehicle the Class 140, which has been developed from the ‘Railbus’ concept. In the autumn of 1981 a prototype of this type ran on the East Lancs Line for nearly a month. Accepting that this vehicle was a test vehicle, it did exhibit some shortcomings on the longer Preston Ormskirk and Preston Blackpool routes on which it was used, all of which are feeder lines to the Inter-City network. Comfort of seating, luggage space and a need to modify the suspension were the main criticisms on these longer runs. Never the less, this vehicle can have a useful function on urban or very rural services given some modifications. Again a production programme should be initiated.
PASSENGER STATIONS
5·4·1 The modernisation of stations – as with essential track maintenance, shortage of funds has led to a deterioration of the appearance of many railway stations. Most stations are now between 80 and 100 years old, and some are very run down. However LCC and BR are not advocating that every station needs rebuilding. Differing strategies are required at each individual location, depending upon the service required and in many cases ‘Park & Ride’ facilities and public address systems are appropriate additions. In one or two cases a more fundamental refurbishment is needed, and Blackburn and Chorley are two recent welcome examples, with Preston being the most high profile.
5·4·2 Park & Ride facilities are recognised as a valuable asset to the railway, but can only be delivered if the land is still in the ownership of BR, as one of the problems is that some of the lands adjacent to the stations had previously been sold off by BR for development.
5·4·3 Park & Ride facilities are available at Accrington, where parking is free, and similar facilities are to be provided at Rishton.
PUBLICITY & MARKETING
5·5·1 Results of local campaigns have been encouraging, particularly in the light of the current downturn. It is accepted however, that some of the reduced fare offers have been confusing to the public and it is hoped a rationalisation in the future will help to resolve these problems.
5·5·2 It is possible that closer integration between bus and train services can be encouraged, by offering interchangeable passes and LCC is hoping to progress talks on these lines with BR and the bus operators. A County wide ‘Day Rover Ticket’ and a ‘Weekly Ticket’ will be introduced in April, 1982, for use on all the buses throughout Lancashire and the possibility of extending this to the railways will be considered by the County Council.
5·5·3 Both LCC and BR recognises that there is a need for better information for the public, and are to consider the setting up of Information Offices at the main stations and in the town centres to publicise both bus and rail travel.
5·5·4 LCC encourages the use by commercial interests of Section 8 Grants, (Railways Act 1974), to support companies to obtain rolling stock for the movement of goods and freight. It is noted that BR has reversed its policy on the use of ‘private owner’ wagons and vans for use on its lines.
IMPORTANT DEVELOPMENTS FOR LANCASHIRE
6·1 The Windsor Link which will connect Manchester Victoria with Manchester Piccadilly via Pendleton.
6·1·2 A direct rail link to Manchester Airport.
6·1·3 The retention of the Settle to Carlisle Railway route, despite concerns about the condition of Ribblehead Viaduct.
TIMETABLE AND THE COST OF IMPLEMENTING THIS STRATEGY
7·1 The modernisation of all the stations on the East Lancs Line, (subject to acceptance of LCC’s capital programme of £110,000), with no date set for the commencement of this work.
CONCLUSION
8·1 This Strategy has described the effects of a continual lack of investment. There is recognition for the need for a continuation of the good practices by BR, to endeavour to improve the net revenue of each service. Equally there is an urgent need to inject some substantial revenue and capital not just to prevent a gradual but accelerating decline leading to the eventual loss of some services, but also to assist in the regeneration of Lancashire.
8·1·2 There is no doubt that the implementation of this Strategy, would have a significant impact on the future economy and the County Council wished to assist in any appropriate way with this Rail Strategy. The Secretary of State for Transport is therefore asked by the local authorities in Lancashire to give his immediate attention to the proposals contained in this Strategy, with particular regard to replacing entirely the fleet of DMUs and the electrification of the lines so identified. In addition the County Council believes –
- There is an urgent need for substantial financial input by the Government into the railway network as a whole, to ensure that the level of subsidy and investment enjoyed by British Railways is at least on a par with that enjoyed by railway operators in other European countries.
- The pressing need for the Government to prepare and publish a National Transport Plan.
Admission tickets to the Edinburgh Tattoo would be distributed during the journey on the 1st Class Pullman Car train which operated on Saturday the 28th of August. The fares, including admission, were £14:00 and £10:85p for children. Arrival in the Scottish Capital was at midday and the overnight return departed Waverley at 01:00. This train would also pick up in Rishton.
The Pullman Train was in operation again on Monday the 30th, this time to the Cumbrian Coast, where it would be hauled by a steam locomotive beyond Carnforth. The fares were £8:00 and £4:00 for a child.
September A Mystery Trip from Accrington and Rishton was off on Saturday the 11th, with fares at £7:00 and £3:50p. There was an Illuminations special on Saturday the 18th, at £2:20p and £1:00. This departed town at 13:39, Rishton 13:35, arriving at North Station at 14:49, returning at 21:00 and back for 21:55 and 22:01.
The Full Council met, when the Town Clerk referred the meeting to a minute of the Development Services Committee, relating to the former BR Railway Embankment Proposed Enforcement Action in Great Harwood, which the Borough Planning Officer had submitted. An amendment was moved and seconded that this resolution should be deleted and the following inserted in its place –
“That an enforcement action should be deferred and that it should be referred back to the Development Services Committee for further consideration.” On being put to a vote, this amendment was carried.
At a meeting of the Development Services Committee, it was reported that at their September meeting, the Full Council did not confirm the minute referring to the Enforcement Action on the land that had formed part of the former BR railway embankment in Great Harwood. The Borough Planning Officer drew attention to the reports which had been circulated to Members at that particular meeting. The situation was carefully explained, that in order to reserve the possibility of a continuous footpath between Heys Lane to that beyond Mill Lane in Great Harwood, there was a need for this to be obtained. Having illustrated this with the use of a map this decision was reaffirmed.
Whitby was the destination of the ‘Rambler’ which ran on Saturday the 25th, with fares of £7:20p and £3:60p. The timings were 07:49 from Accrington, calling at Battersby at 11:00 (18:23), Castleton Moor 11:24 (18:00), Glaisdale 11:40 (17:46), Grosmont 11:48 (17:35) and arriving in the resort at 12:05. The return left at 17:18.
The ‘Capital Mini-Break’ would again be available on Mondays to Thursdays and Saturdays through to April 30th, 1983, and was subject to the usual restrictions around Christmas and the New Year. The 1st Class fare was now £38:00 and the ‘Standard’ Class £30:00. The ‘London Saver’ advertised as being in “Fast Inter-City Comfort” was also available at £15:00 with a £5:00 supplement for adults travelling between December 20th and the 24th. There was a £2:00 discount for Railcard holders and children between 5 and 16 were half fare. Return could be anything up to a month from the day of travel.
October There was an Illuminations special on Saturday the 2nd, at £2:20p and £1:00, identical to the one which had operated in September.
The Policy & Resources Committee met when the Town Clerk submitted correspondence from the County Council, together with the details of amendments to the train timetables. It was noted that a deputation from County Hall were to meet with the General Manager of British Railways – London Midland Region on November 16th, so the views of Hyndburn Council should be sent to them by October 12th. It was resolved that Hyndburn Council would support LCC in their representations to BR, and the Town Clerk was requested to obtain statistics on the numbers of passengers using the East Lancs Line, if this was at all possible.
Notice was given that bookings would close one month before the Bournemouth Weekend was due to operate on Saturday and Sunday, December 4th and 5th. The fares inclusive of train travel and accommodation were £36:00 for an adult and £18:00 each for children sharing.
The bridge which would take the railway over the new bypass, some three-quarters of a mile east of Huncoat Station was due to be lifted into place. Weighing in at 1,500 tons and costing £750,000, the steel reinforced concrete structure would be moved a short distance from where it was constructed by Fairclough Civil Engineering, by sliding it sideways along tracks which had been laid through the existing railway embankment. During the 52 hours it would take to complete the move to its final position, the line would be closed from midnight on Friday the 29th, until the following Monday at 04:00. During this time engineers would have to remove about 3,700 cubic metres of earth and replace it with 1,300 cubic metres of stone, before relaying the rails and restoring the signalling cables. When completed the bridge would have a single span 30 metres long and 9½ metres wide. Buses would ferry passengers between Huncoat and Rose Grove via Hapton Station whilst the work was underway.
November On Saturday the 6th, there was a ‘Rambler’ to Shrewsbury with fares at £3:80p and £1:95p. The timings were departing Accrington at 07:21, Rishton 07:28, and calling at Frodsham at 09:04 (19:01), Chester 09:23 (18:47), Wrexham 09:42 (18:28), Ruabon 09:53 (18:19), Chirk 10:00 (18:12), Gobowen 10:07 (18:06), and arriving in Shrewsbury at 10:28 from where it would return at 17:45. It was back for 20:35 and 20:42 respectively.
The winter timetable came into operation on the 7th, which would remain in force through to Spring Bank weekend in 1983. It showed two of the Sunday morning trains from Preston to Colne at 09:10 and 11:25 were to be cut from the service. The Colne to Preston trains at 07:45 and 13:10 were also withdrawn, whilst the 22:40 from Preston would now terminate in Blackburn. The reasons for these cuts were explained by BR’s Divisional Manager Trevor Anderson, by saying that “Lightly used services were one of the reasons why BR’s costs were ‘running away’. It was therefore prudent for us to make these revisions whilst at the same time endeavouring to minimise the inconvenience to our passengers”.
Members of Hyndburn Council were also concerned about the reductions to the levels of staffing at Accrington Station, as there were to close the booking hall at 13:00 on Mondays to Saturdays and not open it at all on Sundays. This they felt was just another indication that BR was trying to close down the East Lancs Line. The Town Clerk, Nigel McGregor, had written to BR seeking assurances that this was not their intention and he was given guarantees that these moves were designed to safeguard the future of the line by increasing its profitability, at a time when BR was under severe financial strain.
Anyone travelling by train to the Caravan & Camping Show on at Earl’s Court between the 11th and the 21st, could claim a discount on entry of £2:00 per adult and £1:00 per child on production of the train tickets.
At a meeting of the Land Committee, the Borough Planning Officer reported that there would have to be an exchange of land between British Railways’ Property Board and Hyndburn Borough Council at the former Blackburn Power Station site in Rishton. He stated that each party would be responsible for their individual legal costs incurred as a result of this action, but the Property Board would still be responsible for the fencing off of the line and its maintenance.
The Aviemore Weekend took place over the 20th to the 22nd, the fares being £42:00 and £32:00 for 4 people sharing a chalet, £44:00 and £34:00 for 3 sharing and for 2 sharing £48:50p and £38:50p. These included all train fares and changes of trains in Preston and in Glasgow between Central and Queen Street Stations.
The Highways & Transportation Committee met and resolved that Lancashire County Council along with British Railways should be informed that Hyndburn Borough Council appreciated their concerns at the apparent constraints on the short term improvements to rail services in the North West. Also that it considered the replacement of Diesel Multiple Units and improvements to the infrastructure along the length of the Preston to Colne Line were urgently required.
December At a meeting of the Development Services Committee, planning permission was deemed to have been granted under the Town & Country Planning Act 1976, for the Derelict Land Reclamation Scheme to landscape the former BR sidings adjacent to Charter Street in Accrington. These had been where the engine sheds, carriage sheds, coaling tower and ancillary infrastructure had been located.
Claims were made that due to BR’s policy on cascading stock, the trains which eventually arrived on the East Lancs Line had previously operated in as many as five, or even six, regions on the network.
Replying to complaints made by LCC’s Highways & Transport Committee, the Deputy County Surveyor Mr John Whitely pointed out that at the time no new rolling stock was under construction in the country, so even if the County Council were in a position to subsidise some new trains they were just not available. He stated there had been a meeting with the General Manager of BR’s London Midland Region, Mr J. O’Brien, at which Councillor Slynn was in attendance and at which they had received assurances that there was no agenda to include the closing of the East Lancs Line. He had also said that any electrification of the line between Preston and Blackpool did not meet with BR’s ‘profit for investment criteria’. In a meeting with Lynda Chalker, the Transport Minister, they had stressed just how much had been invested in providing park-and-ride facilities at some stations including at Accrington.
The Pullman stock was out again for a Christmas special to London on Saturday the 18th, picking up in Accrington and Rishton the rake of carriages that would include the ‘Hadrian’s Bar’ coach. The fares were adults £12:00 and children half fare. The timings were departing Accrington at 07:29, Rishton 07:34, arriving in Euston at 11:15, returning at 18:30 and back for 22:08 and 22:13 respectively. For those who were less ambitious, or prosperous, on this same day there was a special to Sheffield, with fares at £4:00 and £2:00. This departed at 09:28, arriving at 11:21, returning from Midland Station at 18:00 and was back for 19:46.
1983 (Not only was the singling of the East Lancs Line causing concern, but also the possibility of the one between Gannow Junction over Copy Pit and Hall Royd Junction in Todmorden, if not a total withdrawal.)
January On the morning of Tuesday the 11th, it was noticed there had been some displacement of the permanent way close to the viaduct adjacent to Blythe’s Chemical Works in Church. The lines had buckled and sunk by about 6 inches across both tracks. Train services were suspended whilst engineers made an inspection of the lines. Having assessed that the problem could be rectified by the addition of extra ballast, by 17:00 the train service was restored with a 5mph speed restriction so that the track could settle until a further inspection could be made. Whilst the repairs were underway, a bus service ferried passengers between Accrington and Blackburn.
The Policy & Resources Committee met and further to a minute of 1981/82, the Town Clerk reported that the Chief Executive/Clerk to Lancashire County Council had been notified by British Railways of their intentions to single the railway line between Gannow Junction in Burnley, and Colne early in 1984, and that Members would remember the strong opposition to this proposal during 1981 by LCC and the District Councils, that this move would affect the viability of the line. However, BR had contended that this would not be the first step towards a complete closure, but a necessary measure in order to reduce overheads designed to close the gap between revenue generated and operational costs, and this would result in the East Lancs Line becoming more sustainable. BR contended that this work was essential if passenger services were to be retained. It was resolved to reiterate the strong opposition voiced by Hyndburn Borough Council to this development. It was further resolved that the other part of the agenda concerned with the line between Gannow Junction and Hebden Bridge, would be deferred for further consideration until the next meeting of this Committee.
The Land Committee also met in the month, when the Borough Planning Officer reported that the Property Services Agency had acquired an interest in the land bordered by Eagle Street and Scaitcliffe Street, on behalf of the Manpower Services Commission, in order to construct a Skill Centre and that the Commission had been granted a 99 year lease on this area. At the same time the Commission had negotiated with Hyndburn Council to obtain the lease on an area of land 2922 metres in area at the junction of these two streets. He reported that in addition the Manpower Services Commission were in negotiations with the British Railways Property Board for the purchase of BR’s freehold interest on this site, and if successful would wish to talk to Hyndburn to acquire the freehold of the land owned by the Council. It was resolved that following recommendations of the Borough Planning Officer, if the Commission was successful in obtaining BR’s freehold, they would sell this land to them at a nominal sum plus all the legal costs incurred by this transaction.
The Development Services Committee again met when the DES&T submitted a confidential report, of tenders received for the Reclamation Programme for the derelict BR land in Great Harwood. In accordance with Standing Orders, these had been opened and the lowest received from J. Kimberley (Contractors) Ltd in the sum of £39,340 had been accepted following approval from the Department of the Environment.
February The first leg of the semi-final of the Milk Cup on Tuesday, the 8th, saw Burnley away to Liverpool, and a special departed Nelson calling at Accrington before going on to Lime Street. The fares were £3:20p all classes with no reduction for juniors, although this included bus transfers to Anfield. No alcohol was permitted on this train.
At a meeting of the Policy & Resources Committee and further to a previous minute, the Town Clerk reported on enquiries made with BR concerning the future of the railway between Gannow Junction and Hebden Bridge, which had proved to be inconclusive. As a result of this he had raised the issue with NELDA. They had elicited a more positive response from BR, in the light of which the Association had been requested to pursue the matter further in conjunction with Lancashire County Council. The Town Clerk stated that he had also raised this matter with the town’s Member of Parliament due to the rumours of closure, because of the effects this would have on the future of the East Lancs Line. It was resolved that the actions of the Town Clerk would be approved, and he was authorised to take whatever additional actions he thought necessary in pursuit of this matter.
March On Saturday the 5th, a Rambler was off to Stratford-upon-Avon, departing Accrington at 07:25, Rishton 07:32, and calling at Henley-in-Arden at 11:06 (18:42), Wootten Wawen 11:11 (18:37), Wilmcote 11:23 (18:31) and arriving in Stratford at 18:30. The return left at 18:25 and was back for 22:19 and 22:26 respectively. The fares were £5:00 and £2:50p for a child. Another Rambler was off on Saturday the 19th, this time to Lincoln, calling at Gainsborough, Kirton Lindsey, Brigg, Barnetby and Market Rasen.
In a letter to the Divisional Manager of BR, Mr T. J. Anderson, MP Arthur Davidson declared he was sponsoring a petition to reverse the decision by BR to withdraw the Sunday morning services and to have these services restored. These had come into force during November 1982, with the winter timetable. He had expressed the view that this could be the first stage in having all Sunday services removed from the timetable.
By producing a valid return ticket on the train to London, passengers could have discounted entry into the Ideal Homes Exhibition at Earl’s Court, which opened on March 8th, and would run through to April the 4th.
April On Saturday the 2nd, one of the most ambitious of Rambler excursions departed from Accrington at 06:20, Rishton 06:27, for Cardiff 11:10 and Swansea at 12:15. The fares of £8:00 for an adult and £4:00 for a child reflected the distances to be covered. The return left Swansea at 18:20, Cardiff at 19:20 and was back for 8 minutes past midnight in Rishton and 00:14 in Accrington.
Additional services to Blackpool were run on Monday the 4th, from Accrington at 09:49, Church & Oswaldtwistle 09:52 and Rishton 09:56, calling at Preston at 10:34 and arriving in North Station at 11:04. Or departing at 11:04, Church & Oswaldtwistle 11:07 and Rishton 11:11, calling at Preston at 11:49 and arriving in North Station at 12:21. There would be an extra service returning from North at 20:00. There was also a special to Llandudno on Monday the 4th, departing Accrington at 08:49, calling at Chester 10:27, Rhyl 11:00, Colwyn Bay11:16 en route and arriving at 11:32. The return departed at 18:20 picking up at 18:30, 18:43, 18:57, 19:35 and back for 21:17.
The Highways & Transportation Committee met, when the DES&T reminded Members that during the consideration given to the TP&P document for 1983/84 by this Committee in November of 1982, it had been resolved to inform BR of Hyndburn Council’s concerns on constraints on the short-term improvements to railway services in the North West, and of the ‘urgent’ need to replace the first generation of Diesel Multiple Units. The DES&T next submitted the January 12th, response from BR. This indicated that for the foreseeable future at least there would be no improvements to the rolling stock, but that if an opportunity was to arise it would be taken. It did point out however, that improvements were now underway at Blackburn’s Railway Station along with other enhancements, which were actively being considered in consultation with the County Council. The DES&T then submitted a report, containing details of the conference convened by LCC on Saturday, February 26th, which involved interested parties including the general public who had an interest in the development of public transport within the County. At the conclusion of this meeting, the Director drew the attention of the Members to the fact that the Chairman of this conference had requested them, to confirm a six-part resolution to be forwarded to the Secretary of State for Transport, as well as to MPs representing constituencies in Lancashire. The resolution to be placed before and approved by this conference was as follows –
- To request the Government to order an immediate enquiry into the existing public transport system with terms of reference, as this would enable a National Public Transport Strategy to be determined.
- To request the Government to invest more resources into both the road and railway industries.
- To object to the Serpell Report on railways, this concentrated upon the financial aspects and not the social and economic benefits to the country.
- To support the rail strategy for Lancashire, especially the demands for the retention of the existing network and for immediate capital investment in new rolling stock and electrification.
- To remind the Government of the high levels of subsidy devoted to railway systems in the majority of European countries, especially the United Kingdom’s partners in the EEC.
- To request the Government to publish its conclusions on the findings of the Serpell Report.
It was resolved to inform the Chief Executive/Clerk of Lancashire County Council that Hyndburn Borough Council would support the six parts of the resolution passed at this conference.
At a meeting of the Policy & Resources Committee the Town Clerk, referred to the comments which were set out in an ‘agenda note’ from BR received by both MP Arthur Davidson and NELDA, on the rumours of the closure of the line between Gannow Junction in Burnley and Hall Royd Junction in Todmorden. It was understood that a normal passenger service would be operating during the summer of 1983 and that the Divisional Manager of BR, would meet with representatives from NELDA and LCC if any proposals for the closure of this line were to be circulated in the future. The Town Clerk stated that it appeared that no further actions were planned at this particular time, except that the line might be singled to the Todmorden Curve as a means of retention. He suggested that in addition, the Member of Parliament, the North East Lancs Development Association and Councillor Taylor, as a member of the Transport User’s consultative Committee, be asked to pursue this through NELDA should any question of closure arise. It was resolved that the course of action suggested by the Town Clerk would be adopted if and when it was thought necessary. The Town Clerk also reported that Councillor Henry and the Chairman had agreed that the concerns expressed by the residents of Rishton about the future of the local BR services should be brought to the attention of this Committee, and the letter in question was submitted. The apparent run-down of the railway in East Lancashire was a cause for concern and therefore required constant vigilance. The Town Clerk stated that each reduction of service ought perhaps to be the subject of representation by Hyndburn Borough Council, individually as well as jointly with NELDA and LCC. It was resolved that in addition to the recommendations of the Town Clerk –
- They should demand a meeting with BR, to try to discover the future prospects of the East Lancs Line and of the stations within the Borough, in order to ascertain the levels of manning and to enquire into the condition of the rolling stock.
- To liaise with the other authorities who would be affected by the severing of the connection into Yorkshire.
- If a closure was proposed, to demand that these authorities are included in discussions with BR, NELDA and LCC.
The Town Clerk then presented a copy of the report in question, which had been sent to NELDA’s Chief Executive Committee entitled ‘The Serpell Committee’s Report on the Finances of the Railway’ and also the response of the British Railway Board to this report. He noted that at this stage the Association had reaffirmed their policy to press for the retention of the East Lancs Line in its present form between Preston and Colne, together with the need for improvements to be carried out including the replacement of the rolling stock and electrification of the line. In addition the area’s MP’s would be lobbied for their support for the Association’s goals. The Town Clerk referred to the Highways & Transportation Committee’s endorsement of the six-part resolution, passed at the County’s Conference on Public Transport, whilst suggesting the Members should support the actions taken by NELDA they should also pursue an independent course. His opinion of the Serpell Report was “it appeared to be a series of financial options rather than a public transport strategy”. It was resolved to accept and approve the actions suggested by the Town Clerk, and that it might be possible for the Assistant County Surveyor, Mr Whitely, to address an informal meeting of Hyndburn Council on transport strategy with a particular emphasis on the railways.
Another ‘Rambler’ was off to Sherwood Forest and The Dukeries on Saturday the 16th, and this would call at Kiveton Park, Shireoaks and Worksop. This train would also pick up in Rishton, and the fares were £4:20p and £2:10p for a child.
The one night ‘London Mini-Breaks’ would again be available, initially up until April 30th, with the 1st Class package now priced at £38:00 and the 2nd Class package at £30:00.
The month culminated on Saturday the 30th with another ‘Rambler’, this time to the Northumberland coast via Hexham where a stop was made. The fares were £6:00 and £3:00 for a child and the train would pick up in Rishton but not set down there on its return.
May Ramblers were again the order of the day during the month, starting on Saturday the 14th, with a run to Blaenau Ffestiniog calling at the stations along the Conway Valley, with fares at £5:00 and £2:50p, whilst on Bank Holiday Monday, the 30th, the trip was to Beverley with the same fares. This also picked up in Rishton and Accrington.
June At a meeting of the Highways & Transportation Committee the Town Clerk reminded Members that at a recent meeting of the Policy & Resources Committee, its Members had expressed concerned at the apparent progressive running down of BR’s services on the East Lancs Line. Consequently he had been asked to arrange a meeting between representatives from BR and Hyndburn Borough Council, which it was hoped would – “Allow Members to discover the future of this line and of the stations within the Borough, to ascertain the manning levels and to enquire into the condition of the rolling stock.”
Subsequently a letter had been received from BR, which indicated that Mr I. J. McCubbin, the Divisional Passenger Manager, was prepared to meet with Members on the afternoon of June 27th next. It was resolved that Councillors Taylor and Miss Hall, plus three more representatives to be nominated by the Labour Group, would represent Hyndburn at this meeting.
Grantham was the ultimate destination of the ‘Rambler’ which operated on Saturday the 25th. This would call at Nottingham, Bingham, Aslockton, Elton & Orston, and Bottesford. This would only stop at Rishton on the return journey, and the fares were £5:00 and £2:50p.
July There was a repeat of the regular ‘Rambler’ along the North Wales Coast to Llandudno on Sunday the 10th, from Accrington and Rishton with fares at £4:20p and £2:10p for a child. There was another ‘Mystery Trip’ on Monday the 12th. This departed at 07:21 and arrived at 13:10, returned at 18:00 and was back in Rishton at 23:37 and Accrington at 23:44. It must have covered a lot of ground for the fares were £7:50p and £3:75p for a child.
There were several ‘special’ trains for the Wakes Weeks and these included to Edinburgh on Tuesday the 19th, for £9:50p, and to Morecambe for £3:50p. On Thursday the 21st to Windsor for £10:00 or to Southport for £3:50p. Another ‘Mystery Trip’ went on Tuesday the 26th, at £7:50p, and on Thursday the 28th, there was a special to York or Scarborough for £4:20p. In all instances children were charged half fare.
August The Highways & Transportation Committee met when the DES&T reported, that Lancashire County Council were to introduce a bus/rail ticket to allow cut price travel on both modes of transport. The ‘Red Rose Rambler Ticket’ would come into use from October 1st, 1983, on the following basis –
- Only weekly tickets would be available.
- The conditions would be those already covering the ‘Leisure Weekly Ticket’.
- The ticket would be priced at £12:50p for an adult and £6:25p for a child.
- Revenue would be apportioned as follows –
- Tickets sold by bus operators – in relation to adult and child tickets £5:50p and £2:75p respectively would be retained by the issuing operator, with the balance forwarded to BR at the end of the financial year.
- While agents were to be utilised, commission would be based on the bus element only, but if the agent was also a certified British Railways agent, commission would be negotiated between them and BR.
- Tickets sold by BR – in relation to adult and child tickets, £7:00 and £3:50p would be retained by BR, with the balance paid to the County Council who would then apportion this revenue between the bus operators.
- Where a British Railways agent was the outlet, commission would be based on the railway element only.
- Where a joint agent was involved this commission would be negotiable.
It was resolved that the sale of ‘Red Rose Rambler Tickets’ by Hyndburn Borough Council would be approved from October 1st, 1983, on the criteria outlined to this meeting by the Director of Engineering Services & Transport (DES&T). Further to a previous minute, the Town Clerk submitted a report on the proceedings of a meeting held between BR and representatives from Hyndburn Borough Council. In addition he reminded Members that at a meeting of the Policy & Resources Committee held in March, it had been resolved that Hyndburn would liaise with other local authorities likely to be affected by the severing of the line through to Yorkshire, as a result of which he now set out those replies he had received.
On Saturday the 16th, Burnley was away to Preston North End, and a football special left Accrington at 13:31 arriving in Preston at 13:59. It returned at 17:25 and was back for 17:54. The fares were £2:90p and £1:45p and there was an alcohol ban in force on this train. On Monday the 29th, there was yet another ‘Mystery Trip’ with the same fares as previously charged.
September There was a repeat of the popular ‘Rambler’ to the Cumbrian Coast and Ravenglass on Saturday the 10th. The fares were £4:20p and £2:10p and it only called at Rishton on the return leg. The following Saturday there was a soccer special to Manchester for Rovers away fixture at City, departing at 12:42 and arriving in Victoria Station at 13:36 and returning at 17:50, to be back for 18:45. The fare was £3:00 for everyone.
For the holidays there were special trains to Blackpool on Saturday the 17th, at £3:20p and £1:60p, on Tuesday the 20th, to Morecambe for £3:50p and £1:75p, and the following day to Southport at the same fares. On Saturday the 24th, the ‘Rambler’ was for Pickering also calling at York, with fares of £4:20p and £2:10p for a child. There was a ban on alcohol on the football special taking Burnley fans to Bolton on Tuesday the 27th, departing at 17:58, arriving at 18:30 giving spectators ample time to walk to Burnden Park. The return left Trinity Street Station at 21:50 and was back in Accrington for 22:24. The fare for all classes was £2:00.
October On the 8th, the ‘Rambler’ was to Machynlleth with the option of going on to Aberystwyth for the same £6:00 and £3:00 fares. There were of course organised walks from the former. Another Mystery excursion ran on Saturday the 29th, from Accrington and Rishton, with fares at £7:50p and £3:75p.
On Saturday the 29th, the special excursion of nine carriages was to Cambridge, and the motive power from Accrington was 45:120 which was then allocated to Toton Sheds, whilst the return was behind 47:589 of Bescot.
November The Wye Valley, the Forest of Dean, Gloucester and Chepstow were the destinations on the ‘Rambler’ which operated on Saturday the 12th. Unusually the train was composed of a loco and carriages with 47:589 again in charge. The fares were £6:00 and £3:00 for a child, but there was the added complication that on the return journey passengers would be conveyed by bus between Blackburn, Rishton and Accrington, due to engineering work on the line.
A fortnight later the final Rambler of the year was to Barnsley and Sheffield for walks in the Don Valley. This train would only call at Rishton on the return leg, and the fares were £4:20p and £2:10p for a child. The diesel units used on this train were 53519-53467-53634-59390-53733.
1984 (It was the closing of their Burnley Office by the Burnley Building Society, subsequent to their merger with the Provincial Building Society to create the newly formed National & Provincial Building Society, which saw a transfer of jobs to the Bradford Office which ultimately saved the line between Hall Royd Junction in Todmorden and Gannow Junction in Burnley from being closed during the 1980s. The process of reclaiming former railway land for conversion to recreational uses was now in full swing.)
January The year began with a special to Hereford on the 21st, and again the train was made up of nine carriages pulled by 47:453 from Crewe Diesel Sheds.
A substantial fall of snow came down on overnight on Friday the 27th, causing considerable disruption to transport services in the area, so a snowplough was active on the railway lines during the following few days.
February On Saturday the 11th, a Mystery Trip was off from Rishton and Accrington, but not calling at Rishton on the return leg. The fares were £7:90p and £3:95p for a child. The destination turned out to be Leicester and the seven coach train was pulled by 47:489 from Bescot’s (Birmingham) allocation. (As far as I can ascertain this was the final excursion of this type to be organised by BR, and it brought to an end a longstanding series of Mystery excursions which had operated since April 1970 and had run to about 120 trips.)
A full scale alert causing ambulances to rush to Huncoat was sparked off, when the driver of a train thought he had struck a child on the lines close to the railway station. Following a search lasting over an hour during which nothing was found, it was called off. It was thought that the children playing there had jumped clear at the last moment. Commenting, Peter Halsall, Public Relations Officer of BR, explained that the driver had rounded a curve at speed, when he saw two children on the tracks. He had braked immediately, but was beyond the place where he had spotted them before he could bring his train to a halt. He warned that it was not only dangerous to use the lines as a footpath or to take a short cut, but also illegal. He asked parents to warn their offspring that trains cannot stop quickly, and they were risking their lives by trespassing on the lines. He added, that workers on the railway wore brightly coloured clothing in order to make them conspicuous, whereas other were not so obvious and could blend into the background making them difficult to see. Drivers were currently doing the rounds of schools to impress upon youngsters the dangers of playing on the lines.
March The Highways & Transportation Committee met when the Town Clerk submitted a copy of Lancashire County Council’s objections to British Railways’ proposal, to close the Settle to Carlisle line to passenger services. He drew attention to the fact that the County Council wanted all districts to support it in these representations. It was resolved to give Hyndburn’s full support to LCC and the Transport Users’ Consultative Committee, in their campaign against this move as a prelude to closing this important route altogether.
Martholme Viaduct was granted Grade II Listed Building status on Friday, March the 9th, which meant it would be saved from demolition despite having been out of use for two decades.
On Saturday March 10th, the special excursion was to Lincoln with 47:501 in charge of the nine carriages. This was an engine allocated to Old Oak Common Sheds in London.
April Advanced notice was given of a ‘New Train Service’ which would operate in association with the National Provincial Building Society in May. The timetable of this train was as follows –
| Monday to
Friday |
Returns Mondays,
Tuesdays & Wednesdays |
Returns Thursday
& Friday |
|
| Preston | 07:18 | 19:04 | 18:07 |
| Blackburn | 07:36 | 18:41 | 17:43 |
| Accrington | 07:47 | 18:28 | 17:30 |
| Rose Grove | 07:55 | 18:21 | 17:23 |
| Hebden Bridge | 08:16 | 17:50 | 16:59 |
| Halifax | 08:29 | 17:47 | 16:48 |
| arriving Bradford | 08:46 | 17:34 | 16:35 |
| departing Bradford | 09:14 | 17:30 | 16:30 |
| arriving Leeds | 09:35 | 17:05 | 16:05 |
Passengers for Leeds change in Bradford Interchange and passengers must use the services as listed, as tickets were not valid on other services. This service would not operate on Bank Holidays or weekends. Railcards were valid and special ‘Awayday’ tickets from Accrington would cost £2:50p to Hebden Bridge, £2:75p to Halifax, £3:00 to Bradford Interchange and £3:50p to Leeds. Children would be charged at half fare.
Dundee was the destination of the special excursion on Saturday the 21st, with 47:479 at the head of eight carriages. Again this was a Bescot locomotive.
May The initial train to Bradford ran in the morning of May 14th, with just one return service in the afternoon, which were both timetabled for the use of the public and a stop in Accrington Station was included. Due to this collaboration between the National & Provincial Building Society and BR, it would operate on weekdays to carry staff and internal mail of the Society which had recently merged with the Burnley Building Society between the head offices of the two organisations. It would be open to ‘ordinary’ passengers and would call in at Rose Grove, Hebden Bridge and Halifax, before terminating at Bradford Interchange where passengers for Leeds would have to change, and it was also hoped that Burnley Manchester Road Station would be re-opened in order to afford staff an improved journey.
BR and Lancashire Police were issuing warnings to parents to tell their children not to trespass on the railway during the approaching summer holidays, as incidents of this type were on the increase.
MP Ken Hargreaves had criticised BR for only allowing four minutes to make the connection in Preston onto the Inter-City London train. Any delays on the East Lancs Line could see a missed connection and a journey of 3½ hours increased to over 6 hours. However, in June following his protests BR had made a concession to the town’s MP, by starting the 10:22 from Colne one minute earlier so as to give a full five minutes in Preston to change onto the Royal Scot, which departed Preston for Euston at 11:34. He had also managed to persuade BR to give better connections off the Blackburn to Manchester trains.
June The Highways & Transportation Committee met again when the DES&T was requested to express to Lancashire County Council, about Hyndburn’s extreme concerns and dismay at the amount of finance being allocated by British Railways towards their proposal for electrification of the line linking Manchester and Blackpool. Particularly as the BR Board had its own source for funding and the cost effectiveness of this scheme had been called into question, added to which there was a shortfall in the amount of funds allocated to the associated infrastructure.
The Town Clerk then referred to reports in the local press that the MP had raised a number of issues with BR, prominent amongst them being the ‘tightness’ of the connections to other trains in Preston, and that he was pressing for a meeting with senior managers in order to discuss these issues. He himself had also been pursuing these issues and circulated copies of correspondence dated May 17th, to Mr McCubbin of BR and the responses from Mr McCubbin, dated May 28th and June 5th, respectively. It was resolved that the town Clerk should request a meeting with the town’s MP and British Railways in order to discuss the services and rolling stock on the East Lancs Line.
July At a meeting of the Development Services Committee, the Borough Planning Officer submitted a report setting out the second phase of the Great Harwood to Whitebirk ‘Disused Railway Scheme’. It was resolved that the after-use proposals for this section would be approved, but subject to allocation of 100% of the Land Reclamation Grant. It was also decided to grant permission for the acquisition of the following land, either by agreement or by Compulsory Purchase Orders, pursuant to the regulations contained in Section 89 of the National Parks & Access to the Countryside Act 1949 –
- The disused railway at Lower Cunliffe in Rishton.
- The disused railway at Tottleworth.
- The former Spring Tip and dismantler’s yard in Rishton.
August At a meeting of the Development Services Committee it was resolved, that the following developments would be carried out for the purposes of Regulation 4, (Paragraph 5) of the Town & Country Planning Act – General Regulations 1976 –
- Reclamation of the site of the former Spring Tip and disused railway line in Rishton, for the formation of a playing field, with car park and access.
- Reclamation of the site of the dismantled railway line at Lower Cunliffe in Rishton, for use as a public open space.
- Reclamation of the site of the dismantled railway between the former Lee Bridge in Tottleworth and the former Lidget Bridge in Rishton, for use as a public open space.
- A change of use for the former railway sidings on Charter Street, in Accrington, for the short-term recreational use as an events park, including a space for car parking.
September On Saturday the 30th, Middlesbrough was the destination of a special excursion, this time with a Class 40 number 181 from Crewe Sheds on the nine coach train.
October On Saturday the 13th, 45:137 was at the head of the ten carriage excursion to Oxford. A Toton engine, it carried the name of the ‘Bedfordshire and Hertfordshire Regiment (TA)’.
November On Saturday the 3rd, 47:490 was at the head of the special excursion to Salisbury, with ten carriages in tow, another Crewe shedded engine. However the return was behind 47:032.
The Full Council met when in pursuant to a minute from the Development Services Committee it was resolved – “That this Authority is determined to proceed in securing the site of the disused railway land at Tottleworth in Rishton and to undertake itself, or otherwise, to secure the reclamation of this land in pursuance of Sections 89 and 103 of the National Parks & Countryside Act 1949, as amended by Section 3 of the Derelict Land Act 1982”.
It was further resolved to make a Compulsory Purchase Order to secure the acquisition of this site, and the Town Clerk was authorised to submit this Order to the Secretary of State for the Environment for approval, whilst the Borough Solicitor was authorised to make all legal representations and steps prescribed within the Law, in connection with this move. Similar moves were also authorised in connection with the acquisition of the land at Lower Cunliffe in Rishton.
A ten coach special ran on Saturday the 10th, this time to Stafford with 47:438 of Crewe on the front, whilst the loco for the return journey was 47:408.
It seemed like better news for the East Lancs Line as Lostock Hall Station was reopened, but Mr Derrick Harrison from Support The East Lancashire Line Association (STELLA), pointed out that the singling of the line east of Gannow Junction would henceforth mean the end of excursion trains travelling beyond Rose Grove.
The General Manager of British Railways – London Midland Region, Malcolm Southgate, had told a meeting of LCC’s Highways & Transportation Committee held in September, which included Councillor George Slynn, they were proposing to introduce some of the new Class 142 diesel multiple units onto the East Lancs Line. Based on the body of the Leyland National bus, they were due to come into service during early 1986.
December At the very end of the year it was announced that Huncoat Power Station was to close, which meant the complex of sidings associated with the handling of fuel would become redundant. Eventually some of the area they covered would be on the line of the M65 Motorway. (There was a rather over-ambitious plan to construct a ‘theme park’ on the site of the power station. Called Zeri World that would create a “Venice of the North”, which it was claimed would boost rail travel on the East Lancs Line to previously unprecedented levels. This of course was a pipe-dream of the businessman Eddie Quiligotti, who ran a tile manufacturing business in Stockport. However, when the land was put up for sale in 1991, he refused to pay the asking price, so Zeri World never cast off its moorings. Demolition of the main buildings would not take place until much later.)
1985 (The concept of trains being used for recreational excursions was now becoming an issue, with BR trying to thwart any other than those where the operator was prepared to take all the financial risks and also do most of the associated organising. Throughout the post-war period the railways had been the major outlet for those seeking a break from their work-a-day existences, but it was now becoming obvious that the hierarchy of BR were trying to discourage any extensions to this type of release from the humdrum lives of the local population. It was suspected that this was due to shortages of available rolling stock, and the necessity to find paths on which these trips could run.)
January At a meeting of the Highways & Transportation Committee, the Town Clerk reported on being the recipient of correspondence from the Town Clerk and Chief Executive of Pendle Borough Council, which sought the views of Hyndburn with regard to the suggestion raised by some of its Members, that British Railways should consider operating trains hauled by steam locomotives on the Preston to Colne line. It was resolved to inform Pendle Council that Hyndburn would support this proposal. The Town Clerk reported that he was also in receipt of a letter from the Chief Executive/Clerk to Lancashire County Council, which drew attention to the fact that LCC had commissioned Liverpool Polytechnic to undertake an independent study into the Preston to Colne line, and arrangements had been made to hold a meeting at the Library in Accrington on January 29th. The purpose of this meeting was to discuss an interim report prepared by the Polytechnic with the District and Parish Councils and any member of the Council who might have an interest in their research would be invited to attend.
BR had confirmed that in May, 1986, the first generation of DMUs would be replaced by the new 142 trains. Although not exactly the same as the DMU which was trialled on the local service two before ago they were of the same basic design.
The Development Services Committee met when the DES&T reported, that improved terms for a grant for the reclamation of the British Railways land on Charter Street had now been negotiated with the Department for the Environment to a revised total of £46,440, with regard to access road surfacing, planting, landscaping and establishment charges. In accordance with Standing Orders the lowest quotation received was from Blakedown Landscaping Ltd, of Rochdale, in the sum of £49,578:15p and this had been accepted.
February Saturday the 16th, saw the first special of the year off to Peterborough, with ten coaches behind 47:421 from Gateshead Sheds. This excursion was notable as the engine on the return was 47:612 named ‘Titan’ from Old Oak Common Sheds. This excursion had originated at Blackpool North.
Hopes were being raised in that BR was at last to do something to resolve the problem of the low platforms at Rishton Station. The Area Manager, John Norman, said an estimate of the cost had been submitted to LCC, and it would go onto a list of possible projects although no funds had as yet been allocated for this work. He did point out that due to a constant stream of complaints steps had been provided, but these had been regularly vandalised and were no longer fit for use. However, if a disabled person informed them prior to making a journey they would go out of their way to make sure there was someone available to give assistance.
Following decades of pollution, Accrington’s railway viaduct was to be sand-blasted to remove the grime which had blackened it. Funded on a 50/50 agreement between the Council and BR, Hyndburn would be able to claim 75% of their share from the Government in the form of a grant.
March On Saturday the 9th, a Rail Rambler travelled to Worksop, and on this occasion the six-car train was made up of units 53733-59054-53694-51576-59582-51590.
The Development Services Committee met when the Borough Planning Officer, referred Members to a minute of 1984/85, which had approved a scheme in the Urban Programme with regard to the cleaning of Accrington’s Railway Viaduct. With this in mind he reported that British Railways had invited tenders for this work, and that the contract had been awarded to the lowest bidder. This was Cleanwalls Ltd, of Manchester, in the sum of £53,875 for the work to be completed within eight weeks. A dozen workmen would be scaling scaffolding to repair brickwork as well as cleaning the masonry and replacing downspouts. Members were reminded that it had been agreed that the Council had stated they would fund this scheme up to £30,000 or 50% of the cost for cleaning and repointing, and this would come from the Urban Programme’s Budget. However, prior to the last payment the Council would be required to feel satisfied that this contract reasonably represented the agreed works. He added that BR had accepted an additional contract with regard to the cleaning of the section of railway arch spanning Whalley Road, at an additional cost of £3,500.
Another Rambler set off from Accrington for Kidderminster on Saturday the 23rd, this time strengthened to nine, 51577-59532-51586-53655-59263-53697-53702-59206-53664.
April At a meeting of the Highways & Transportation Committee, the Town Clerk submitted a report that briefly outlined the position on the current talks with British Railways, and this included the minutes of a meeting held in January with representatives of BR’s management team in Preston. He pointed out that following protracted correspondence with them, BR had now confirmed that a shelter was to be constructed on the Burnley-bound Platform on Accrington Station, for use by passengers after the main station booking hall and waiting room had closed each day.
Berwick-upon-Tweed was the destination of the special charter on Saturday the 20th, with 47:450 on ten carriages. This was another Crewe-based engine.
May Engine 47:471 of Crewe was on the end of the ten-carriage special to Clacton-on-Sea on Saturday the 6th, with 47:478 of Stratford Shed in East London powering the return.
Six days later the destination of the Rambler was Scarborough, with an eight-coach train made up of 51584-59581-51575-51585-59587-51581-51919-54503.
June At a meeting of the Recreation & Amenities Committee, Councillor Slynn reported that horse riders were causing some damage by churning up the footway and damaging trees by tethering grazing horses in the former British Railways cutting in Great Harwood. There was also a potential danger to walkers from riders galloping along in the cutting. He advised that these could be interpreted as ‘criminal damage’ and therefore liable to prosecution. He then outlined proposals for a horse riding area in the town. It was resolved to bring these points to the attention of the horse riding clubs in the town, and pending this the introduction of new Bye-Law Notices which would be put up at the railway cutting reading – “Borough of Hyndburn Council – NO HORSES”.
The Highways & Transportation Committee of LCC had allocated the sum of £12,000 towards the cost of improving the platforms at Rishton Station, and this work would be done in the ensuing twelve months.
Meanwhile the Rail Ramblers Association had been successful in their talks with BR to keep their popular excursions running. It was announced that they would now operate on a ‘charter’ basis and not be ended completely as BR had previously intended. Henceforth, the Ramblers’ Association would charter these trains themselves rather than BR organising them, but BR had agreed to sponsor and advertise the first three trips, but thereafter the next six would be on the new arrangements. However, tickets would no longer be sold from BR’s stations, but would be available from various other outlets. (Foster’s newsagents on Abbey Street and the Fell & Mountain Shop on Water Street were two of these in Accrington.)
Having now chartered the DMU sets the Ramblers’ Association were off to Cardiff on Saturday the 14th. This nine-coach set was made up of 51904-54487-52058-59388-51943-53431-53496-59137-53474.
The DES&T next submitted a letter from the Chief Executive/Clerk to Lancashire County Council, which asked for the views of Hyndburn of the possibility of the Council making a financial contribution to the Railway User Groups in Lancashire, and for the Members to decide if they were prepared in principle to giving aid to one of these bodies. It was resolved to make a donation of £50:00 specifically for the use of the East Lancashire Line Association.
July It was during this month that the buildings surrounding the Viaduct on Bull Bridge were removed to make way for the Hyndburn ‘Link’ Road. These included the St John Ambulance Drill Hall, which stood beneath the central arches and had occupied that site since 1902. (Amongst very many other events, it was also the annual venue for the Observer Cup, the snooker tournament sponsored by the local paper.)
August The Ramblers’ excursion this month was on Saturday the 17th, to Shrewsbury. This time the set was made up of six cars numbered 53634-59387-51934-53487-59148-53421.
September The DES&T explained to a meeting of the Highways & Transportation Committee that the sales of the weekly version of the ‘travel pass’ introduced in November, 1983, had been quite encouraging. It was therefore now proposed to introduce a daily pass. This basically would be an ‘off peak pass’, and it was hoped to introduce more customers to this bus/rail facility. LCC had recommended the acceptance of this as an attractive extension to the facilities for travel in Lancashire. The cost of this pass would be £4:30p for an adult and £2:15p for a child, with the extra concession that one child could travel for free with an adult ticket. The revenue generated would be apportioned between British Railways and the operator in the area where the pass was purchased. It was resolved that in view of the concerns expressed by Members regarding the future on transportation in general, and on the North East Lancashire Line in particular, the extension of the Bus/Rail facility would be approved.
Two days later, the Director of Planning & Economic Development reported to a meeting of the Development Services Committee, that an application would now be considered for the formation of a ‘Groundwork Trust’ during 1985/86. The local MP had stated that an application would be “looked upon favourably”, but that there had been 45 applications and of these only 4 would be assigned to authorities. However, having seen the criteria, it was decided not to make an application but to instead continue with the application for a Derelict Land Grant. Following discussions it was resolved that the proposed programme for 1986/87 would include co-operation with LCC for the reclamation of the disused Accrington to Baxenden section of British Railways line.
October On Thursday, the 17th, at 19:30, a Public Meeting was called by the Support The East Lancashire Line Association (STELLA), to discuss improvements to the services and rolling stock. Speakers included representatives from BR, Lancashire County Council, Hyndburn Borough Council and the Train Users’ Consultative Committee.
Durham was the destination of the Ramblers’ excursion which ran on Saturday the 26th, this time with a five car set made up of 59152-53424-51927-59390-52049.
1986 (After years of lobbying for new rolling stock this was the year which saw the new ‘Pacer’ trains introduced into service on the local lines. Little did we know then that these would still be in service over thirty years on!)
January Accrington was to receive a grant of £20,000 from LCC for improvements to the Railway Station, £4,000 of which would be allocated to resurfacing the car park and £1,500 on improving the access ramps. These improvements were the result of a survey carried out by Liverpool Polytechnic on the facilities along the East Lancs Line and proof positive, according to George Slynn, that the County Council was fully supportive of the railways in the County.
February The new ‘Pacer’ trains, although not in revenue earning service, had been noted passing through Accrington on driver familiarisation turns. In a two-tone blue and white livery these units had a space for wheelchairs and automatic passenger activated doors which passengers could open after the conductor had released them. They could accommodate up to 121 seated passengers and could be reconfigured to accommodate bicycles and mail. Although only two carriages in length and based upon the railbus which was trialled on the line in 1983, they could be coupled in multiples of up to four units making an eight carriage train, but had no through connections from one to another.
At a meeting of the Policy & Resources Committee, the Town Clerk submitted correspondence from the Secretary of the Transport Users’ Consultative Committee for North West England, about public hearings of objections in Appleby and Carlisle affecting British Railways proposals to discontinue passenger services between Settle Junction and Carlisle and those between Blackburn and Hellifield. It was resolved that Councillor Slynn would represent the interests of Hyndburn Borough Council, in addition to those from Lancashire County Council and he would be accompanied by Councillor Curtiss. A formal written submission would also be made.
March On Saturday the 1st, Lincoln was where the train made up of units 51794-59297-53709-51585-51581 visited on another Rambler excursion.
At a meeting of the Highways & Transportation Committee, the Town Clerk presented correspondence from the Support The East Lancs Line Association (STELLA), concerning BR’s proposals to single the line from Gannow Junction to Colne. It was restated that Lancashire County Council and all the District Councils concerned had, in the strongest terms, expressed their opposition to this move when it was first suggested during 1981. For their part, BR had confirmed that this was not the first stage of total closure, but that it was a move to make the line economically viable and to reduce overheads. Hyndburn had however, expressed the view that this represented a downgrading of the East Lancs Line and therefore not given its support to this move by BR. It was resolved that Hyndburn Borough Council would continue to support STELLA in their opposition to this proposal.
A Rambler was off again on the 15th, to Leamington Spa, with the train made up of 51587-59580-51578-51586-59107-53733-51567-53926.
It was announced that BR was to increase the fares in order, they claimed, to help pay for the new Pacer trains. MP Ken Hargreaves had written to BR’s Passenger Service Manager Mike Anderson, to protest that the fare from Accrington to Blackpool had gone up by 70p whilst from Blackburn it had only risen by 30p. In reply he was told that the new fare structure reflected more accurately BR’s market position, but they would be reviewing the situation in the near future.
On Friday, the 21st, Councillor George Slynn, Chairman of LCC’s Highways & Transportation Committee, was chosen to unveil the naming of the new ‘Pacer’ trains in a ceremony at Preston Station. Following this the official party were taken out on a run to Blackburn.
Rail Ramblers returned at the end of the month, with an excursion via Settle to Carlisle, the route currently under serious threat of closure.
April On Saturday, the 9th, the Rail Rambler was to Barmouth and Harlech. Finally, work began on raising the platform at Rishton Station by the two feet required to bring it up to carriage level, ten years after a campaign for this work to be done had been initiated. A grant of £12,000 from LCC had enabled the work to begin. Rishton Councillor Donald McNeil, a leading voice in the campaign, had pointed out that Rishton was a growing area and was sure that BR would reap benefits from this improvement, which would take over a week to complete. On the 12th he first sighting of a new Class 142 ‘Pacer’ was when #038 (55629-55579) worked through from Preston, followed by 142:047 (55588-55638) going west. The following Saturday 142:045 (55586-55636) was noted.
On May Day Monday the 5th, Bridlington was visited by another Rambler excursion, with the train made up of 54484-51914-53499-53470.
June The Development Services Committee met and Members were reminded that in July, 1984, authorisation was given for the compulsory purchase of derelict British Railways land, the former track-bed of the North Lancs Avoiding Line (the Harwood Loop), between Great Harwood and Whitebirk. The results of the Compulsory Purchase Order inquiry were still awaited. However, in order to have the project included in the Derelict Land Programme, designs for the project were still ongoing. The DES&T reported that in order to provide pedestrian access beneath Harwood Road Bridge which was still under the ownership of BR, the Council was required to construct a fence on either side of this structure. However, BR would allow passage under this bridge if –
- Hyndburn Borough Council was prepared to indemnify the BR Board against any claim arising from such access.
- They would fund any repairs necessary in order to make this structure safe for access.
- That liability for this bridge as a support to the highway was transferred to Lancashire County Council as the Highways Authority.
The County Council had confirmed that their Surveyor’s Department was of the opinion that this bridge was no longer serving a useful purpose, and had recommended that it should be filled in. If this was to be the case it was possible that an underpass could be incorporated. LCC were unable however to consider the adoption of the structure until the status of the pathway beneath it had been satisfactorily resolved, and for this the pathway had to be designated as a public right of way. The first phase of this reclamation had provided a footpath which it was thought could be developed as a ‘cycleway’ linking Great Harwood and Rishton and then extended to the Hyndburn – Blackburn boundary at Whitebirk, on completion of all the reclamation work. It was suggested that a pathway of the same standard as in Phase 1 could be constructed through the Norden Valley section. This would provide a footpath and cycleway but would not be for equestrian purposes. It was resolved –
- That the principle of establishing a public cycleway from Railway Terrace in Great Harwood, along the track-bed of the former railway line to a point 90 metres west of Harwood Road Bridge, with a public footpath along the remaining section of the route, would be approved.
- That investigation of footpaths connecting the railway further to the west of Harwood Road Bridge, in order to ascertain that a change of status was possible to provide cycle access to the far end of the reclamation scheme, would also be approved.
- To pursue Lancashire County Council to adopt Harwood Road Bridge as the Highway Authority.
July It was announced that the ‘Roses Rail Link’ between East Lancs and Hebden Bridge would reopen in September following closure due to structural problems found in February. This was when it was discovered that the hillside through which Holme Tunnel was bored had moved about 6 inches. It had cost £½ million to rectify this fault by lining the tunnel with a steel framework. In addition to this it was announced that Burnley Manchester Road Station was to be reopened to passenger traffic, having been closed since November 6th, 1961. On Saturday, the 19th, there was a Rail Rambler to Llandudno, and the fares were £5:50p and just £1:00 for an accompanied child.
August The Transport Police were out and about on their ‘Q Train’ on the East Lancs Line trying to apprehend trespassers on the line. This was a special train, which to all intents and purposes to everyone but those in the know looked no different than an ordinary service train, but was peopled by police officers who would jump out to arrest anyone found walking on railway land. It had resulted in success as three local youths had each been fined £20:00 each having been caught trespassing.
Church Stretton was the destination of the Rail Rambler on Saturday, the 16th, with the option of alighting in Shrewsbury for the annual flower show.
October The Development Services Committee met, when the Directorate of Economic Development was allowed to remain in the meeting, despite having declared an interest when discussions were underway involving the Compulsory Purchase Orders for obtaining the following items – The disused BR track-bed at Tottleworth in Rishton and the disused BR track-bed at Lower Cunliffe in Rishton.
On Saturday, the 11th, the Rail Rambler was off to Scarborough for walks on the North York Moors, with fares at £6:50p and £3:25p for a child. Later in the month on the 25th, there were walks from the Rambler to Malvern, Great Malvern, Ledbury and Worcester. The adult fare was £7:25p and there was a special children’s fare of £2:00 on this occasion.
Further to a minute of 1984/85 the Borough Solicitor reported that a Public Inquiry had been held into these Compulsory Purchase Orders on September 11th, 1985, and reported that the Secretary of State for the Environment had passed these Orders without any modifications on August 5th last, so that the appropriate actions would now be taken in order to implement them.
November Chester for walks in the sandstone hills was the destination of the Rail Rambler on Saturday, the 8th, with fares of £5:00 and £2:50p.
The Recreation & Amenities Committee met and the Town Clerk presented an application from Wallis’s Amusements to use part of the Brown Street Park & Ride site to accommodate the autumn travelling fairground. It was resolved to refuse this request and as a consequence this bi-annual event would not take place this year, but would be accommodated on the yet to be completed site of the dis-used British Railways land adjacent to Charter Street. This in future would be designated as an official events park.
At a meeting of the Highways & Transportation Committee the DES&T presented correspondence received from the Chief Executive/Clerk to LCC, which contained request from British Railways to treat their annual proposals for timetable changes as strictly confidential. BR explained that this was essential following deregulation, for them to be sensitive about the speed at which bus operators could easily change their operations in order to compete with railway operations and it was resolved that –
- That a report on significant aspects of the timetable proposals, if any, be presented to this Committee in the section of the agenda and considered only after the exclusion of the public, on the basis that it would contain exempt information, by virtue of Paragraph 7 of Part 1 of Schedule 12A of the Local Government Act 1972.
- That Lancashire County Council would be notified of this decision.
- That this item would be considered under Section 100A (4) of the Local Government Act 1972, and the relevant ‘special’ circumstances, required the need to reply by November 14th.
December The Highways & Transportation Committee met when the DES&T commented upon the decisions taken by bus operators and British Railways regarding Christmas and New Year transport. The Town Clerk then reminded Members, that at the previous meeting they had accepted that the confidential report on the timetable changes by British Railways would be treated in the strictest confidence. A letter had subsequently been received from Lancashire County Council containing a summary prepared by the County’s Surveyor of the timetable proposals for the Inter-City services from May 1987, and the local services on the East Lancashire Line. This was circulated to all the Members, and the Town Clerk was asked to forward any observations by them to the County Council.
1987 January Rail Ramblers opened up with a trip to Ravenglass and Greenod on Saturday, the 21st, and this was followed a week later with one to Buxton.
February More Rail Ramblers followed with on the 7th, to Nantwich, then to Windermere on the 21st.
March Durham was the destination of the Rail Rambler on March 7th, and over Easter there was another going via the Settle & Carlisle line to end up in Whitehaven. Plans for further excursions to Aberystwyth and the Yorkshire Dales were being formulated, but BR was casting doubt over their continuation. (It was rumoured that they had been unco-operative to say the least!)
On Saturday the 25th, the first of a series of specially chartered trains by the St James’s Church in Blackburn operated to ‘mystery’ destinations. These turned out to be Canterbury and Dover, with the option of visiting both. The locos on the outward run were 47:608 to Preston and 86:141 south to Willesden Junction, where 33:033 took over for the journey south of the Thames. On its return to Willesden 85:023 was in charge of the train north to Preston where 47:559 named ‘Sir Joshua Reynolds’ took over.
April After several months of uncertainty, it was announced that the programme of Rail Ramblers’ excursions could continue. The Secretary of the Ramblers’ Association, Peter Walker, had been in long negotiations with BR on the future of these popular trips. However, the first one which was due to visit Aberystwyth on May 9th, had needed to be changed. Much of the difficulties lay in the availability of suitable rolling stock, but now BR had given a guarantee that a 5-car unit would be allocated for the remainder of the season. This was great news for the people who travelled in numbers on them twice monthly, to destinations in order to join one of the organised rambles, or just to visit places of historical and social interest.
May Councillors from East Lancashire congregated at Rishton Station to inspect first-hand the new platforms, which at last corresponded in height with the level of the diesel unit train doors. It had cost £12,000 to facilitate these improvements and amongst those accompanying BR’s Passenger Manager Frank Jones, were Councillors George Slynn and Stuart Mercer, both from Hyndburn.
Under the heading ‘QUICKER OFF THE MARK’, an advertisement appeared for BR’s new Sprinters. It stated, “Our bright new Sprinters can outrun all their predecessors with faster acceleration, they can reach a top speed of 75mph more quickly and are able to trim valuable minutes off your journey. Thanks to the air conditioned and fresh interiors, and smoother air suspension, you not only arrive in shorter time but in better shape too. They will operate on a very frequent service throughout every weekday, so if you want a faster getaway, a comfortable journey and an earlier end, then hop on a Sprinter today. They will operate between Preston, Blackburn and Leeds”.
On Monday, the 25th, there was a Rail Rambler to Malton and Scarborough with fares at £6:50p and £3:35p for a child.
June Whereas up to this point the capacity on the Rambler trains had been 360 seats, BR had now decreed that the maximum number would be halved to 180. On Saturday, the 10th, Evesham was the destination of a Rail Rambler for walks in the Cotswolds, and the fares were £7:50p with children half price. Later in the month there would be a Rambler to Alnmouth, via the West Coast mainline and Carlisle, for walks around Alnick and a visit to Bamburgh Castle.
September The ‘Q Train’ was again operating along the East Lancs Line and this time it caught two more youths taking a short cut along the lines near Huncoat Station.
On Saturday, the 9th, the Rambler destinations were Grange-over-Sands and Ulverston, with the added attraction of a guided walk across Morecambe Bay and Leven Sands.
Hyndburn Council were to keep up the pressure on BR to provide a second ramp at Church & Oswaldtwistle Station. Plans had already been confirmed for the construction of one ramp, and the Church Councillor, Bessie Sandiford, said they should keep on pressurising BR until something was done.
October Plans were unveiled for the closing off to all but pedestrians the bridge over the railway on Arago Street. Protests from those seeking vehicular access to St Joseph’s RC Church meant LCC was postponing a final decision on this move.
On Saturday, the 10th, Hyndburn Conservative Association had organised an ‘executive’ trip over the Settle to Carlisle line. This departed Accrington at 09:30, picking up in Blackburn and Clitheroe. The fares were adults £9:50p and children £5:00, and tickets were available from Joyce, at the Conservative Offices on Cannon Street, in Accrington. (This came at the time when there was a serious threat to the future of the line from the Thatcher Government.)
December On Tuesday, the 9th, a twenty year old man was killed as he lay across the lines 300 yards from Church & Oswaldtwistle Station, as the 06:05 Colne to Preston train was approaching at speed. The driver seeing the man immediately applied the emergency brake, but it was too late to avoid going over him. The driver stated he had felt the bump as this had happened, and was in such a state of distress he had to be relieved from duty, as was the guard who took it upon himself to walk back along the line to find the body. It was thought the deceased, who was partially deaf, had been taking a short cut when he slipped and fell.
1988 March On Saturday the 5th, the opening Rail Rambler was to Bath and then along the Avon Valley, with fares at £10:00 for adults and half fare for children, and this was followed a fortnight later by one to Ludlow and Church Stretton at £6:00 and £3:00.
At a cost of £11,000 the platforms at Church & Oswaldtwistle Station were to be raised to a level compatible with the new train’s doors, whilst not as severe as those in Rishton had been they were still causing difficulty when boarding and alighting trains.
April On Easter Saturday, the 2nd, there was another popular Rambler to Ravenglass and Whitehaven with a fare of £6:50p for adults and £3:25p for children. On Easter Monday the trip was to Bangor for walks in Snowdonia at the same fares.
Having been saved by a building society’s merger in 1984, the number of trains running through Accrington on the now Blackpool North to Leeds service had risen to 8 per day, with 4 going through to York. Later the service would be extended again to Scarborough.
May On Saturday the 2nd, the second St James Day Tripper was off to Exeter and Dawlish in Devon. The locomotive in charge throughout was 47:596 named ‘Aldeborough Festival’.
It was stated that BR would not be able to repair a ‘gaping hole’ in a fence to the rear of Station Road in Huncoat, due to not having sufficient workmen available to do the work. Officials had come immediately as they had been summoned by Councillor Feeley, but had told him it could be two months before this work could be done. In the meantime local residents themselves had tried to patch up this fence on several occasions.
July Rail Ramblers would continue with one to Llandudno and Blaenau Ffestiniog on Saturday, the 16th, at £6:75p for adults and a special £2:00 fare for children, whilst on the 30th, the Rambler was to Buxton for walks in the Peak District at £5:00 for adults, and again a special £1:00 flat fare for children.
August Hyndburn Councillor Cathleen Thom, was highly critical of BR following what she described as a “nightmare journey” home from Blackpool. She described the outward journey as being packed in like sardines, but things were about to get worse. Two trains failed to turn up and when one eventually did there were so many people crammed in that she felt trapped, with many people also complaining that they had also missed their connections in Preston. She said there should be a limit to how many people were allowed to stand as indeed there was on buses, as even those who had seats had been overwhelmed by standing passengers. Having written a complaint to BR an official wrote back to say, “The suspension and brakes on any of these trains would be sufficient to cope safely with any number of people, as they all have a hefty margin of tolerance”.
The Flower Show was on in Shrewsbury and on Saturday the 13th, and the Rambler would drop off people there, before going on to Ironbridge via Wellington and Telford, all at the same fares of £6:50p and £3:25p per child.
September On Saturday, the 24th, the Rambler was to Stanhope in Weardale or to Durham. A visit on the freight only line beyond Bishop Auckland would require ‘special’ permission. There was a bus link to Durham and the fares were £9:00 and £4:50p. Stanhope had previously been visited during 1984.
October Cockermouth and Buttermere were the destinations of the Rambler on Saturday, the 8th, to take on some previously unexplored walks. The fares were £7:00 and £3:50p. On the 22nd, Worcester was the destination of the Rambler, for walks in the Clent and Lickey Hills. This time the fares were £7:50p and £3:75p.
On Saturday the 19th of November the third of the St James’ Day Trippers went via the scenic route to Gateshead Metro and on to Newcastle. The loco selected as motive power was another named Class 47, on this occasion #575 ‘City of Hereford’.
1989 January So popular had been the Day Tripper to Gateshead and Newcastle the previous November, that St James decided to repeat it on Saturday the 14th. This time 47:401 was the engine on the outward leg, with 47:534 in charge of the return.
February On Saturday the 3rd, the Rambler excursion was to Stratford-upon-Avon, with fares at £9:00 for adults and £4:50p for children. A fortnight later the destinations were York via Harrogate and Knaresborough for £7:00 and £3:50p.
Once again MP Ken Hargreaves had persuaded BR to change the timetable of the trains on the East Lancs Line, in order to give better connections in Preston onto the Inter-City network, for if a connection was missed then passengers were waiting up to 57 minutes for the next available train going north or south.
March There were two more Ramblers during the month. On Saturday, the 3rd, to Bath and Bradford-upon-Avon at £12:50p, and two weeks later to Hereford for walks on the Malvern Hills, with a fare of £10:00. Children as usual were half price on both these trips.
April Having been successful in February, Ken Hargreaves was on the campaign trail again, this time on the subject of the fare between Accrington and Blackpool. He had discovered that the fare from Halifax to Blackpool was £5:60p for the 63-mile journey, whilst passengers from Accrington were coughing up £6:30p for a 35-mile return trip. Meeting in London with BR’s General Manager, along with Alex Green the Area Manager, he was told they would review this anomaly, but could do nothing to alter the fares immediately as it was designed to encourage more people from West Yorkshire to patronise the Trans-Pennine services.
On Saturday the 29th 47:439 was the locomotive on the St James’ Day Tripper to Edinburgh and Perth.
May A youth believed to be from Nelson was struck and killed by a train as he sat on the lines inside the tunnel in Rishton. The driver of the train from Blackpool to Leeds sounded his horn on several occasions having seen him on the permanent way, but received no response and even though he applied the emergency brake could not stop the train until it was too late. When interviewed back at Leeds Station by the Transport Police, he was described as being in a “very distressed state”. Police Officer Dave Thomas stated that the driver, “Was in no way responsible for this tragedy, as a train travelling at 50mph would take between a quarter and a half of a mile to come to a halt, even after an emergency brake application had been made”. (The body was later identified as a 14-year-old, and at the Inquest held in August a verdict of ‘Misadventure’ was recorded, as the Coroner’s report showed he had taken substances which would have rendered him confused, drowsy and disorientated.)
June At a meeting of the Transport Sub-Committee the Director of Technical Development Services, submitted a report for the information of the Members which had been prepared by Lancashire County Council, entitled “A Review of Potential New Railway Stations in Lancashire”. It was resolved –
- To inform the County Council that Hyndburn Council welcomed this report.
- In particular it supported the County Council’s suggestion that they might consider that British Railways was able to take the initiative in opening stations which might prove to be commercially viable and then, subject to the availability of resources, to make contributions to other stations in order to reduce costs to BR in order to make them cost effective.
- To support the proposal to approach BR in order to establish its position on the funding of Railway Stations.
July As had been the case with the two previous excursions run by St James, this was a repeat of the one operated in April to the same Scottish destinations. The only difference on this occasion was the motive power was 47:583 named ‘County of Herefordshire’.
November On Wednesday, the 1st, the driver of a Preston to Colne train spotted the headless body of a forty-eight-year-old Accrington electrician on the lines, and radioed to Preston Signal Box to alert the authorities. The body was then recovered about half a mile from Accrington Station. British Transport Police stated, that they could not identify which train had gone over the deceased, but it was strongly suspected that this was a suicide.
Bath was the destination for the next St James, Day Tripper, when on Saturday the 11th, 47:426 was the out and back locomotive.
December The Development Services Committee met when the Director of Marketing & Property Services, reported on BR’s Environmental Improvement Programme along the route of the East Lancs Railway Line in partnership with Lancashire County Council. Members were requested to give their support to the recommendations contained in this report and it was resolved that Hyndburn Borough Council would co-operate fully. It was resolved –
- That the sum of £7,500 would be allocated from the Demolition & Vacant Sites Treatment Programme, towards the cost of stone cleaning and repainting the bridge over Blackburn Road in the West End of Oswaldtwistle in the current financial year.
- That consideration would be given to the inclusion of a sum of £10,000 to the 1990/91 Capital Programme of works.
- That a scheme would be prepared for the illumination of the Viaduct in Accrington town centre, and the landscaping of the adjacent railway embankment.
- That the list of addition schemes contained in this report would also be supported.
- To recommend to the Policy & Resources Committee, that a high profile would be given to the environmental works and suitable finances should be made out of the current year’s financial budget.
1990 January Commencing on Saturday, the 20th, at 23:00, a section of Market Street in Church would be closed between Wood Street and Sadler Street for twelve hours, in order for work to be carried out on the railway bridge adjacent to the station. The work entailed some welding and then repainting. To minimise disruption, this work would be carried out during the night and would be staged over three months. The Director of Technical Services for Hyndburn Council said diversions would be signposted during the closures. The work was part of a scheme to upgrade facilities on the East Lancs Line and was being funded by Lancashire County Council.
February At a meeting of the Development Services Committee the DES&T reported that on November 2nd, 1989, the Development Services Committee approved a programme drawn up in partnership with BR and Lancashire County Council, for environmental improvements to be made along the course of the East Lancashire Railway Line. A ‘Strategy Document’ had been prepared and this was circulated. Although a number of pilot schemes were already underway, the major proposal entitled the ‘East Lancs Railway Revival’ was due to be officially launched in the spring of this year. Each of the partners was supposed to contribute £500 towards the cost of this launch, its promotion and publicity, as this was an important element in this scheme in order to attract the necessary private and voluntary sector involvements. It was resolved that Hyndburn Borough Council would contribute £500 from the Revenue Budget for the coming year.
March The first advertisement appeared in the local paper for the preserved East Lancs Railway. It stated, “Over Easter ride behind a steam locomotive”. They were operating on all four days and the return fares between Ramsbottom and Bury were £2:00 for adults and £1:00 for children.
July Planning permission was granted for the erection of 12 houses with garages to be constructed on the former goods yard at Rishton Railway Station, thus erasing traces of the infrastructure which had been there for a hundred and forty years.
There was a promotional day return fare of £6:70p for an adult and £3:30p for a child from Accrington to Blackpool. It was valid on any trains both out and back, and the journey time was approximately 55 minutes. There was a list of recommended trains as follows –
| Outward | *07:32 | 09:33 | 10:36 | 11:33 |
| Return | 17:48 | 19:37 | 21:37 | 22:10 |
*Saturdays only, all others Mondays to Saturdays.
August The Development Services Committee met again when the Director reported upon the progress made on the current and proposed programmes for environmental improvements in connection with the East Lancs Line – Railside Revival Initiative. It was resolved to accept and approve these initiatives en-bloc, but in view of the financial implications involved in supplying power for the illumination of the Viaduct along with any maintenance charges, it would be referred to the Budget Review Sub-Committee for further consideration.
There was scathing criticism for BR from a local scout leader, when the train on which they had made a group booking went through Church & Oswaldtwistle Railway Station and failed to stop. The next train one hour later was packed out and so was the one between Preston and Lancaster. After spending a week on the Isle of Man, the group had to wait for two hours on Heysham Station and then were obliged to ride in the guard’s compartment, as this train was also full. They had not been allowed access to the first train as they were informed, “it was only dropping off passengers” and were only told they should have boarded after the train had left. On the return leg once again the train missed out Church & Oswaldtwistle Station, where some parents were waiting to collect some of the 55 boys on the holiday. The scout leader had been the brunt of complaints from other passengers, saying he should have reserved a carriage for his group, even though he had made the booking some four months in advance of the trip. BR in response stated, he should have been informed that the train on which they intended to travel to and from Preston could only be boarded in Accrington, and was assured that when group bookings of this size were made BR always endeavoured to put on extra carriages in order to avoid overcrowding!
September A meeting of the Budget Review Sub-Committee the DES&T reported that at a meeting held earlier, the Development Services Committee had considered a report dealing with the progress made in connection with the East Lancs Railside Revival Initiative. The recommendations contained in this report had been accepted, but in view of the financial implications involved in the floodlighting of the Railway Viaduct in Accrington, with particular regard to the cost of electricity put at £2,000 per year and a maintenance cost still to be determined, it had been agreed to refer this to the Sub-Committee for further consideration. However, it was resolved to go ahead with the lighting of the Viaduct and to keep the cost within the budget of the Development Services Committee.
November Having put pressure on BR in high places, after they withdrew the possibility of the Rail Ramblers’ Association being able to hire a DMU to convey them around the country, Press Officer Richard Gilbert stated, “It made money for BR without them having to assist us to any great extent. All we needed was a driver and a guard, whilst we arranged all the publicity and the ticket sales. The final trips this year will be to York and on December the 22nd, to Lancaster”.
December The Development Services Committee met and when reporting on the Accrington to Baxenden disused BR Railway Line, the Director stated that Lancashire County Council’s Countryside Management Unit had approached Hyndburn Borough Council as this land was in the Council’s ownership in order to include it in their Urban Forestry Programme for 1993/94. It was resolved to support the County in this quest to plant trees and landscape this area, and the Director was authorised to enter into an agreement with the County Council on a lease/licence basis to enable tree planting to be carried out during 1990/91. It was further resolved to include this site in the Accrington/Baxenden Disused Railway Reclamation Scheme, which upon completion was due to be leased to, and maintained by Hyndburn Borough Council.
CHAPTER 15
1991 TO 2004 – PRIVATISATION MAKES ITS MARK
1991 (All good things would have to come to an end and the Ramblers’ excursions were the latest to come under pressure from a uncooperative BR, who were reluctant to do anything other than provide scheduled services. Perhaps they had got wind of what was to come under the Tory Government, who were looking to follow what they had done with the buses and privatise the railway operations.)
January The Rail Ramblers’ Association announced they were planning several excursions during the year, starting on Saturday, January the 12th, to Hebden Bridge, with another later in the month to Whitchurch and Nantwich. However, the tickets for scheduled timetable services which would now have to be used in order to take part in the walks could only be obtained from BR’s manned stations. These were in the form of North West Ranger Tickets and Day Savers for the shorter journeys.
February Rail Rambles planned for the month included Buxton and Ulverston, whilst in March it was intended to visit Styal and Alderley Edge, then Grange-over-Sands.
March At a meeting of the Technical Services Committee, the Director presented a report on the results of a survey carried out by Lancashire County Council on the accessibility of railway stations, the problems and the costs of rectifying them. It was resolved to forward the views of this Council to the Secretary of State for Transport. The results of the Trans-Pennine Rail Study being undertaken on behalf of local authorities on both sides of the Pennines was also reported on.
May In order to brighten up the town’s most imposing structure, it was confirmed that the railway viaduct would be illuminated. It would be part of a £30,000 scheme funded jointly by British Railways, Hyndburn Borough Council and Lancashire County Council.
June There were protests from a resident of Rishton about the changes to the timetable which saw the 07:10 ‘all stations train’ between Preston and Colne, changed to an ‘express’ which only called at Bamber Bridge, Blackburn, Accrington and Burnley Central, then all stops to Colne. It was claimed that BR would lose between 50 and 60 passengers each day by this change, which seemed perverse as they had only reopened Lostock Hall Station four years previously and spent money on improving the facilities at Rishton, Church & Oswaldtwistle and Hapton. Overcrowding on trains was yet another source of complaints. The explanation proffered by Steve Cornish, BR’s Resources Manager was, “It was in order to keep time on a tight schedule on the East Lancs Line and to reflect the needs of the majority of passengers. Whilst a shortage of Diesel Multiple Units had exacerbated the situation”. However, soon afterwards it was announced that an additional DMU had been found and this had enabled BR to put these three station stops back into the timetable. Mr Cornish did add, that this would only allow the crew four minutes in both Colne and Preston to turn the train around for the return journey. Although he was not entirely happy with this situation, it would be kept on until the end of the current timetable in October. He stated that in October another spare DMU would become available and this would alleviate the problem to a certain extent. Councillor Slynn however, put the problems down to a serious underfunding of BR by the Government.
On Saturday, the 31st, passengers on a train travelling from Blackpool South had to be evacuated when it arrived at Rishton Station, after an engine beneath one of the carriages caught fire. The fault was a leak of diesel fuel which had ignited when it came into contact with the hot engine. Two fire appliances were summoned from Great Harwood put out the flames, and the unit left empty to go back to Preston for attention, whilst the passengers were put onto the next scheduled service.
July BR announced they were to repaint the Scaitcliffe Street Railway Bridge in grey with red highlights. During the work which would take up most of August, diversions would be in place along Brown Street, Richmond Street and Willows Lane.
August Hyndburn’s prospective Labour candidate, Greg Pope, promised rail passengers that if Labour won the next General Election they would ensure they got a “fair deal”. They would introduce a Railways Act, which would establish a framework for quality standards. This would include a ‘hot line’ and desks at most stations for suggestions and complaints, improved accessibility for the disabled and set up a Rail Safety Inspectorate. They would also appoint a member to the Board of BR to represent the interests of passengers, and bring in regular surveys to ascertain just what the public wanted from their railways.
September Vandalism to stations along the East Lancs Line was costing £20,000 annually for repairs, as was the case when top officials visited Church & Oswaldtwistle Station in November, to find the glass in the shelter shattered. Amongst the party was Joe French, the Chair of LCC’s Public Transport Sub-Committee and Nick Briggs, the Customer Services Manager of Regional Railways. He stated that they were investing £2∙6 million in improving facilities on the nation’s railway stations, but appealed to the public to be vigilant and report any vandalism or anti-social behaviour they may see.
October The Development Services Committee met and the Director of Development Services (DofDS) reported that work on the Railside Revival Scheme to landscape the embankment adjoining the Railway Viaduct in Accrington had recently commenced. Members had approved this work at a June meeting subject to the cost not exceeding £7,535. But due to some unforeseen work entailing the reconstruction of some stone walling, the cost would now be in excess of the original sum by approximately £2,000. This scheme was being jointly funded by BR, LCC and Hyndburn Borough Council, and that the addition contribution by the Council would come out of the Capital Programme’s allocation. It was resolved to authorise an additional £700 towards the implementation of this scheme within the current financial year.
The Technical Services Committee met, when the DofTS presented a report detailing BR’s timetabled services as of May 1992, and it was resolved to forward this committee’s comments on this report to the County Surveyor.
The travelling autumn fair was now consigned to using the former railway yard off Charter Street in order to set up this twice yearly event.
November At a meeting of the Policy & Resources Committee, the DofTS reported that LCC had prepared a report, on the need for greater investment in public transport in order to help relieve congestion across the County. It stressed the urgency of obtaining Government funding in order to assist LCC along with BR in attracting new investment in public transport. It was resolved that the DofTS should inform the Secretary of State of Hyndburn Borough Council’s support for the County Council’s submission, and to further press for consideration to be given to transport schemes, with special regard to women and other vulnerable elements of the community, also to give regard to the removal of the current cap on the borrowing powers of British Railways.
The St James Day Tripper on Saturday the 19th was to Ely and/or Cambridge, and was topped-and-tailed throughout by 47:522 and 47:628.
The Full Council also met when the DofDS reported that the projects undertaken this year in the Railside Revival Programme for 1991/92 were expected to cost Hyndburn Borough Council £33,000, and the capital money allocated to this scheme was £30,000. The members were reminded that this was a jointly funded venture with Lancashire County Council and British Railways, with the actual value to Hyndburn being £86,000. This increased expenditure was due to the repainting of the railway bridge spanning Bolton Avenue, and even though it was not included in the original budget, it was for both financial and practical reasons it had been included at the same time as the brick abutments were being cleaned. It was then resolved that the bridge painting scheme would be included in the 1991/92 programme, and that this additional £3,000 would come out of the Demolition & Vacant Sites Treatment Programme, as this would enable all the approved Railside Revival Schemes to be completed during 1991/92.
1992 October On Saturday the 3rd, operating from Preston, Cheshire Railtours ran a twelve coach special, ‘The Green Dragon’, picking up in Accrington at 08:00, and running over the Settle & Carlisle Line. Time was allowed for a visit to Steamtown at Carnforth on the return journey, and tickets were priced at £19:50p and £14:50p for a child.
November A second excursion ‘The Roses Fellsman’, also operated by the same Company ran to Settle via Leeds and Skipton with 450 passengers on board.
December At a meeting of the Development Services Committee, the Director presented a report which reviewed the progress being made on the Railside Revival Programme, whilst identifying schemes which were due for implementation during 1992/93. It was resolved to support the list of schemes contained in this report and that the expenditure on these schemes would be authorised, in order that they might be implemented up to the Capital Programme Allocation of £30,000, also that a letter would be sent to British Railways welcoming their continued commitment to this scheme.
Local businesses and community groups were being encouraged to join forces in the ‘Railside Revival’, which had already been set up and had achieved some improvements to facilities on the East Lancs Line. One had been the cleaning of the floodlights which illuminated Accrington’s Viaduct, whilst others included the painting of seventeen bridges, the planting of 10,000 trees and 4,700 flower bulbs. It had also identified thirteen sites of special wildlife interest. This would run alongside the joint station modernisation scheme operated by BR and LCC.
1993 (Under the stewardship of Conservative Minister John MacGregor the White Paper on Railways was published in January, and this would become the Railways Bill which saw the piecemeal privatisation of British Railways starting in 1996.)
February Early in the month it was announced that £60,000 was to be spent on the station approaches in Accrington. Hyndburn Council, having agreed with LCC that this was one of the priorities included in the Railside Revival Scheme, had offered to pay up to one third of the cost of this work which would begin shortly and take several weeks to complete. The car park would be resurfaced along with the main pedestrian access off Blackburn Road, with the cobbled banking set with plants. However, this meant that several other projects would have to be postponed, including the cleaning and repainting of the railway bridge over Bolton Avenue in Within Grove, which would have to wait another year as it would cost another £6,000 to complete.
The Development Services Committee met in when the Director submitted a report on the improvements to the approaches to Accrington Railway Station as contained within the Railside Revival Scheme, and it was resolved –
- That the details of the improvements to Accrington’s Railway Station would be approved and that the other elements of BR’s scheme should be implemented during 1993.
- That the element containing the cleaning and repainting of the bridge over Bolton Avenue should be held over until the programme for 1993/94.
- That an expenditure of up to £30,000 would be authorised in order to implement these schemes.
May The APEX return fare from Accrington to London was £28 if booked a full 7 days in advance. This fare was also valid from five other railway stations along the East Lancs Line.
June In another meeting of the Development Services Committee, an appeal against a decision not to allow one space beneath one of the Viaduct’s arches on Whalley Road to be used as a works to manufacture and the sale of window units was dismissed. Meeting again the Development Services Committee heard the DofDS present a progress report on the Railside Revival Programme, which identified schemes for implementation during 1993/94. Members were asked to support the recommendations contained in this report together with an addendum concerning the stone bridge over Whalley Road in Accrington, and it was resolved to accept and approve the list of works included in this report. In addition, the scheme to include the Whalley Road Bridge would be urgently progressed, and finally that the work on Church & Oswaldtwistle Railway Station should also be included as a ‘top priority’.
July To mark the completion of the first phase of the Railside Revival scheme on the 14th, a plaque was unveiled at Accrington Railway Station by the Mayor, Sonja Bramley-Haworth. She was accompanied by Robert Clark, the Chairman of the County Council’s Public Transport Sub-Committee, and Mr David Brown, from Regional Railways. Since 1989 in excess of £600,000 had been spent on improvements to the Preston to Colne line, with a further £180,000 earmarked for further improvements under Phase 2 of the scheme.
On Monday the 18th, passengers on board the 08:15 Preston to Colne train were alarmed when the train was bombarded with stones as it went through Rishton Station. This resulted in one of the glass panels in the door being smashed. On this occasion the train carried on to Accrington where it was taken out of service. This incident would see the ‘Q Train’ make further visits to the East Lancs Line, as on other occasions a concrete slab had been placed across the tracks and an iron bar had been suspended from an overbridge.
A similar incident happened on Tuesday the 28th, when 16:30 Blackpool South to Colne train was approaching Accrington Station a brick was hurled through a window and even though none of the passengers or the driver was hurt, the train had to be taken out of service. The passengers were taken onward by a later train and police were hopeful they would arrest the culprit as one of the passengers was able to give them an accurate description.
August At a meeting of the Policy & Resources Committee, the DofTS submitted a report containing a summary of the recent discussions between LCC and the six East Lancashire District Councils with the Director of Regional Railways, regarding the railway services in the area. It was resolved that a proposed study by consultants would be supported in principle, subject to further consideration when it was known what Hyndburn’s contribution would be.
September The Technical Services Committee met and the DofTS submitted a report in which BR detailed service information and this was noted and endorsed.
October The Policy & Resources Committee met when the DofTS presented a report on the proposed East Lancashire Line Study. It was reported that the European Development Fund Grant would now not be available and this would increase Hyndburn’s share up to £6,000, but that this would be spread over two years. It was resolved –
- That Hyndburn Borough would agree to participate in this scheme at a cost of £6,000, half of which would be met from contingencies during the current financial year, with the balance from the financial year 1994/95.
- The use of emergency powers would be evoked in order to confirm the Council’s willingness to take part before the January 1st deadline.
Note (As a result of the Railway Act 1993, the conditions and statutory obligations required that the Train Operating Companies [TOCs], had to deposit intending train timetables with Network Rail who were the licensing authority, at least 84 days before they were published. These had also to be agreed before they were allowed to come into force.)
November MP Greg Pope was campaigning for adequate lighting at all of the Borough’s Stations, as it was a factor in why so few females were prepared to travel unaccompanied after dark. Most of the stations in Hyndburn were at relatively isolated locations, but he was unhappy to learn that BR had no funds to carry out this work. It was a situation aggravated by the fact that only one of the stations was staffed and even Accrington’s was unmanned during the evenings. Regional Railways Director for the North West Region, Robert Goudry, had made a written reply to Mr Pope explaining that extra security measures had been planned for Accrington, but until funding was made available nothing would be done. Dissatisfied by this response, Greg Pope was to take the matter up with the Secretary of State for Transport, Mr Ian McGregor.
December At a meeting of the Development Services Committee, the Director submitted a report which summarised the progress being made on this year’s programme for the East Lancs Line – Railside Revival Project, and seeking approval of financial aid for the following arrangements, and it was resolved –
- That the ERDF Grants of £5,333 and £9,333 to be offered to Hyndburn Borough Council would be utilised to enhance this year’s capital programme allocated to this scheme.
- That the Director of Development Services would be authorised to implement these schemes as set out in the appendix, subject to the total cost not exceeding the enhanced capital programme total of £36,666.
(It should be noted that this item was considered in accordance with the Local Government Act 1972, and the ‘special’ circumstances which had enabled Hyndburn Council to take up the ERDF Grant in order to implement this programme of schemes.)
1994 February At a meeting of the Policy & Resources Committee, £3,000 was allocated to the East Lancashire Railway Consultant’s Report, as Hyndburn’s capital contribution.
March The Full Council met when during the debate on the budget strategy for 1994/95, it was resolved that an extra £15,000 would be found to increase the fund for the East Lancashire Lineside Revival Programme, taking it to £35,000. At a meeting of the Development Services Committee the ‘acting’ Director of Development Services, presented a report on the current implementation and funding of the East Lancashire Line Railside Revival Programme and it was resolved –
- That the ‘acting’ Director should implement the programme of works included in this scheme, subject to the cost not exceeding £34,666.
- The Officers were requested to draw the attention of Lancashire County Council and British Railways to further improvements with particular reference to the facilities at Accrington’s Railway Station.
A computer expert from Helmshore, Tom Hanson, had purchased the last Pullman train built for BR for £200,000, and was now administering the ‘Statesman Pullman Executive Train Tours’ from an office above the Yorkshire Bank on St James Street, in Accrington. The train was made up of 8 parlour cars, 2 kitchen cars and a staff car. One of these ‘specials’ had operated around the Cumbrian Coast Line to Carlisle, and after a two hour stay, had returned via the scenic Settle & Carlisle route. Tickets were priced at £69:00, which included a full English breakfast and silver service dinner, served by one of the 28 stewards on board. There was also the option of travelling in the ex-Great Western Railway Company’s saloon carriage at a fare of £109:00. Places on the ‘West Highland Special’ in September had already been sold out. Other trips would be made to top race meetings and to the Edinburgh Tattoo.
April Speaking at a meeting of the East Lancashire Line – Railside Revival Project, Councillor Jean Battle stated that Accrington’s Railway Station required, “A major facelift and not just minor cosmetic surgery”. Councillor Ken Curtiss was in broad agreement, suggesting that the footbridge required a thorough steam clean to remove bird droppings, painting and then netting to avoid a reoccurrence of the problem. Councillor Battle suggested something should also be done to stop it from flooding, which turned it into a skating rink in cold weather. Philip Barwood, Head of Planning, told the meeting that pressure had been put on BR to net the footbridge, but as yet nothing had been done. Hyndburn Council were contributing £34,000 to this scheme, but Barwood told them that it had been necessary to revise some plans due to a shortfall in funding from BR.
October The DofTS presented to a meeting of the Technical Services Committee a copy of the West Coast Mainline Study, which was currently underway, and this was duly noted. The Development Services Committee met, and the Director of Development Services (DofDS), submitted a report reviewing the progress of the East Lancashire Line – Railside Revival Programme for 1994/95. Members were asked to approve the recommendations contained within this document and it was resolved –
- That the year’s capital sum of £46,333 would be directed towards the continuation of the West Accrington Corridor during 1994/95 as follows –
- Section 3. From the eastern edge of Charter Street to Crossland Street, the estimated cost of the cycle path/footpath at £15,500.
- Section 4. From Crossland Street to the start of Platform 1 of Accrington Railway Station, the combined paths and fencing estimated at £29,577. Not to include Hyndburn Borough Council in any maintenance liability for the Willows Lane Railway Bridge.
- The estimated total cost equalling £45,077 out of a capital allocation of £46,333.
- That another report, setting out the detailed costings should be submitted to the next meeting of this Committee for approval and that this should include details of the cost of ‘netting’ the bridges.
- It was further resolved that copies of this report should be forwarded to the six County Councillors, drawing their attention to the importance that Hyndburn Borough Council attaches to this programme.
November George Slynn was extremely critical of the Tory Government’s transport policies. He said “Accrington’s Railway Station is a disgrace to the town, a costly shambles and part of a policy to make the railways unattractive to passengers and freight, in order to drive more onto the already overcrowded roads. This was in direct contradiction to what was happening with our European partners”. Both Ian Ormerod and Bill Pinder were supportive of Councillor Slynn in describing the station as, “uninviting to visitors”.
1995 February At a meeting of the Technical Services Committee, the DofTS submitted a report on the results of the study undertaken by Consultants Oscar & Faber, on developments on the Preston to Colne railway line, also the Bolton to Clitheroe line. He stated that this study had been initiated by Regional Railways – North West, in conjunction with Lancashire County Council and the District Councils of North East Lancashire, to consider the improvements that could be made to the rail services in East Lancashire. The findings of this study were contained in this report and it was resolved to endorse the details as outlined, and the Director of Technical Services was authorised to represent Hyndburn Council on any working parties set up to consider improvements to railway stations and to their approaches.
The Development Services Committee also met, when the DofTS presented a report on the progress of the East Lancashire Railside Revival Scheme’s programme for 1994/95, and following consideration it was resolved, that subject to the funds being made available through the Railway Authorities, from British Gas and LCC, the following partnership schemes would be approved –
- The cleaning and repainting of the ‘Iron Bridge’ No33 at the foot of Marlborough Road in Accrington.
- The lowering of the road surface under the BR Bridge No21 over the Coach Road in Oswaldtwistle, to add weight to its being classed as a ‘listed structure’, at an estimated cost of £13,000 including a contribution of £2,000 from Hyndburn Borough Council.
- That the anticipated under-spend of the 1994/95 Facelift Programme should be directed to the East Lancs Railside Revival Programme, in order to fund these two schemes.
- Also for this Council’s sole financing of the cleaning and netting of the BR Bridge over Scaitcliffe Street in Accrington, this being listed within the Revival Programme at a total cost of £3,810.
March A 35-year-old Oswaldtwistle man had to have part the lower part of his right leg amputated after he was hit by a train whilst taking a shortcut near to Church & Oswaldtwistle Station. As the train approached he slipped and fell and was unable to move away in time. A driver of another train discovered him at 23:40 and called the emergency services, after he had lain on the line for over half an hour. Police were waiting to interview him about the criminal offence of trespassing on the railway. It was stated he was lucky to be alive as most people hit by a train are killed outright.
On Saturday the 18th, there was some excitement amongst the railway enthusiast fraternity when the ‘Norseman’ steam special came through Accrington en route from Newcastle-upon-Tyne to Manchester. It was the first time a steam train had passed along the East Lancs Line since the visit of Britannia Pacific 70013 Oliver Cromwell some twenty-three years previously. Mr Melvyn Chamberlain, head of the tour company who had arranged this excursion carrying 300 enthusiasts, said they were planning a repeat of the trip on May 6th, which would on that occasion pick up passengers in Blackburn.
April At the beginning of the month a project costing £¼ million would commence to make improvements to Accrington’s Railway Station. These would include improved lighting, platform resurfacing, new waiting shelters, repairs to the fencing and better facilities in the booking office. This work was to take place after midnight and before 06:00 during the week, and between midnight and 08:00 at the weekends, so as to minimise inconvenience to passengers. Nearby residents were given a guarantee that noise would be kept to a minimum during these works. This was a joint initiative between Hyndburn Council, LCC and BR.
A 40-year-old man who fell under the Colne to Blackpool train received fatal injuries one Saturday morning. He had been spotted walking along the tracks where they pass over the Leeds & Liverpool Canal to the west of Church & Oswaldtwistle Station. Acting Inspector Pickering said the train had been travelling at between 30 and 40 miles per hour when the incident occurred and the police were not treating the death as suspicious. The worst part was that a small group who witnessed what had happened included two children who it was said, “were extremely upset”.
June Plans were announced for improvements to Accrington’s railways costing £24,000 as part of the ‘Railside Revival’ project, now in its seventh year. Included in the scheme was to have the disused part of the railway bridge over Willows Lane converted into a cycleway. This was part of another initiative in the partnership between Hyndburn Council, LCC and BR.
A copy of the Railside Revival Programme for 1995/96 was presented to a meeting of the Development Services Committee, and it was resolved that following commitments on this year’s Capital Programme, the left-over amount of £26,903 would be directed towards the following schemes –
- Environmental improvements to Accrington Railway Station with an estimated contribution of £2,500 and £3,500.
- A footpath and cycleway behind Platform 1 of Accrington Railway Station at an estimated cost of £15,000.
- A footpath and cycleway over the Willows Lane Bridge as part of the West Accrington Corridor, at an estimated cost of £20,000.
- That these schemes would be given priority in terms of implementation during the financial year, and pending the availability of resources the following additional projects would be undertaken.
- Improvements to the Coach Road in Oswaldtwistle.
- A fence separating Platform 1 of Accrington Railway Station from the ‘recreational corridor’ at a cost of £5,130.
- The installation of twin-headed lighting over Platform 1 of Accrington Railway Station.
September At a meeting of the Technical Services Committee, the DofTS submitted a report on the East Lancs Line Regional Challenge Bid, and it was resolved to give this initiative the Committee’s full support.
Police were called to Accrington Railway Station, when a man who had stated he had no intention of paying his rail fare had pulled a knife on the train conductor. The man had thrown the weapon out of the window of the carriage after he had told the official, “I am your worst nightmare”. Following his arrest the 35 year old man from Burnley was fined £100 for carrying a knife, £25 for travelling without a ticket and £40 for obstructing a police officer whislt discharging his duties.
October British Transport Police were obliged to slow trains to a walking pace as they passed the Bridge Street Industrial Estate on the West End of Oswaldtwistle, whilst the body of a woman was recovered from the bottom of the railway embankment. Lifting equipment was used by the fire brigade, as the 53-year-old’s body had been thrown some distance by the impact from a fast moving train. It had been necessary to use the police helicopter and dogs in order to locate the corpse, after they had been alerted by the train driver who had spotted her on the line seconds before the tragedy. An ambulance had been required to come down a fairway of Accrington Golf Club in order to take the body away. The police had informed the Coroner, Andre Rebello, that there were no other suspicious circumstances.
November A train driver relived the horror of striking a man when he was travelling at 45 miles per hour after he saw him start to do press-ups on the line. He was giving evidence at the inquest of a man who had died as a result of injuries sustained on April 1st last, to the west of Church & Oswaldtwistle Railway Station. The driver had seen him start to cross the line and thought he would easily get clear. Since it was a regular occurrence to see people walking over the tracks, he had hesitated before applying the emergency brakes until the man suddenly turned back, and began doing press-ups. The Home Office Pathologist, Dr. William Lawler, stated the deceased had over three times the legal driving limit of alcohol in his blood at the time he died. The jury ruled that this was a suicide whilst the balance of his mind was disturbed.
December Meeting again the Technical Services Committee heard the DofTS’s report, which contained the details of Regional Railways timetable proposals from May 1996.
THE PRIVATISED RAILWAY ERA
(As they had done with the buses a decade earlier, the Conservative Government now set about dividing up the railways for sale to the private sector, and this would change the way railways were operated and maintained. Many of these changes passed the East Lancashire Line by, and what changes there were came slowly.)
1996 January On Friday, the 19th, a train travelling at speed from Blackpool North to Scarborough, hit a pile of concrete which had been placed on the lines about 200 yards to the west of Accrington Station. There were about fifty passengers on the Class 158 DMU at the time, and the unit suffered a damaged front guard rail which was designed to protect the wheels. The obstruction was made up of a pile of the lids which are made to cover the troughs in which the signalling cables are housed. The train was taken back to Blackburn where it was taken out of service and the passengers were transferred to a later train. On the following day close to this location and using the same type of slabs, another train this time travelling from York to Blackpool North, was also attacked in this way. Unfortunately, the CCTV close circuit surveillance cameras which cover the station’s platforms could not pick up any images further down the line. However, the police did have a description of a person seen lurking around at the times in which these incidents had occurred.
April When the Blackpool to Colne train failed due to a fault with the brakes just short of Huncoat Station on the 9th, paramedics had to be called to remove two children a boy and a girl who had been taken ill on the stranded train. Traffic was held up for over an hour at Huncoat level crossing, until engineers were able to rectify the fault and by this time other trains were also running an hour late.
May MP Greg Pope had expressed his disgust at the Government’s plans to privatise the railways. Figures released by the Labour Party, suggested that this policy would cost every taxpayer £89:76p, which would be a direct result of a £2·5 billion sum by the end of the first year, and this equated to £1 billion more than cutting 1 penny of the Income Tax rate announced in the Chancellor’s October budget. The Government was also prepared to write off the £900 million debt prior to Railtrack’s privatisation.
June The DofTS submitted a report outlining the East Lancs Railside Revival Programme, its progress to date, and its proposals for 1996/97. It was resolved to continue to support this programme and to authorise the implementation of Phase 6, which included the West Accrington Recreational Corridor, which would utilise part of the land covered by the former BR carriage sidings and the locomotive coaling tower. It was decided that members would make a site visit to this area in the near future. Also on the 4th, at a meeting of the Policy & Resources Committee, the Chief Executive informed members of the proposed sale of the railway franchise to Cross Country Trains Ltd, and the possible implications for the Borough. It was resolved to note his report and to support the response of the North West Region’s Transport Association.
July A train driver, Nigel Barker, described the moment last October, when a 53-year-old woman stepped in front of his train as he was travelling at between 65 and 70 miles per hour on the line approaching Church & Oswaldtwistle Station and had immediately applied the emergency brake. He related that she had her back to the approaching train and was walking in the centre of the rails. “She did not even bother to look around, so I never even saw her face”, he added. She was killed instantly when she was hurled some 70 yards down the embankment. The jury heard that she had attempted to take her own life previously and then returned an ‘open’ verdict.
August A dispute as to who was responsible for the maintenance of the underpass connecting Crossland Street with Grant Street had rumbled on for over two years. Continual flooding had caused Railtrack to seal off the entrances when Hyndburn Council had complained it was in a dangerous state. But people used to using the underpass had resorted to breaking down the fences and crossing the lines on foot, despite the fact that there was a £1,000 fine for trespassing on the railway. The Council were insisting that since it ran under the land owned by the railway, Railtrack were the ones responsible for all the necessary repairs.
October A man was fined £100 with £70 costs for trespassing on the railway near Grimshaw Street.
November The Forestry Commission was to join forces with Hyndburn Council to plant trees and shrubs along the trackbed of the disused railway between Great Harwood and Whitebirk. At a cost of £7,000 two acres would be planted with Alder, Ash, Oak, Hazel and Cherry to enhance the line which was popular with walkers, horse riders and cyclists. A private contractor would be hired to do this work.
In the chronicles of railways in East Lancashire, Saturday the 11th, was a red letter day as it marked the twenty-fifth running of the St James Day Tripper.
December A new and highly dangerous practise of ‘train surfing’ had been witnessed at Huncoat Station, with youngsters grabbing on to handrails of the trains as they moved off, and then dismounting as the train reached the far end of the platforms at increasing speed. The Transport Police, having been alerted to this practise, had started patrols to deter any further incidents. Acting Sergeant Mark Bowman said “one slip and they could be under a train and this would result in fatal injuries. The shelters at Huncoat Station had also been badly vandalised in recent days.
1997 January Huncoat Councillor, Dave Parkins, had first brought the state of the bridge over the railway at Meadow Top in Huncoat, to the attention of Railtrack in 1994. He had pointed out that when they had sandblasted it they had made a good job, but had removed the guard rails from the coping stones and these had not been replaced on one side. Therefore, it would not have been too difficult for anyone to lean over and fall onto the lines. He had been reassured that these railings would be replaced as part of the East Lancashire Railside Revival Project, but up until today this had not been done.
February The Development Services Committee met when the DofDS submitted a report on the changes to the Railside Revival Programme, in order to ensure full use of the financial assistance available in the year’s budget and it was resolved to approve the schemes as set down in the programme for 1996/97. Meeting again in June the Development Services Committee, then approved the schemes in the Railside Revival Programme for the financial year 1997/98.
March On the 2nd, under the Conservative Government’s Railways Bill, the railways in the North West passed into the ownership of Great Western Holdings, a privatised company.
November Mr John Moorhouse, of the Rail Users’ Consultative Committee, gave a short presentation to the Development Services Committee before answering any questions on the subjects raised in it. It was resolved – To thank Mr Moorhouse for the presentation and that Hyndburn Borough Council would liaise with the Consultative Committee, in order to find the best method of lending its support for better railway services on the East Lancs Line.
1998 January After a long-running dispute between Railtrack and Huncoat Councillor Dave Parkins, the repairs to Bridge 41 near to Highbrake House had been completed. Parkins had even contacted the Health & Safety Executive in his campaign to have the hole in the masonry repaired so that access to the embankment above the tracks was blocked. He expressed his satisfaction in the manner in which the work had been completed, but only after the H&SE’s Inspector had made a visit. The Councillor was told that the excessive delay was due to a lack of communication between Railtrack and their contractors.
February The Development Services Committee met, when the Director of Regeneration reported on the costs of the Railside Revival – West Accrington Recreational Corridor, asking members to transfer funding from the Leeds & Liverpool Canal budget in order to complete this scheme. It was resolved to transfer the sum of £20,700 as requested, with the proviso that it had the approval of the Policy & Resources Committee and the Rishton Ward members.
MP Greg Pope expressed anger, that North Western Trains who had announced they would be introducing extra trains through the region, had not included any on the East Lancs Line.
March Despite the announcement by North Western Trains that they were to introduce extra train services across the region, Greg Pope was angry that the East Lancs Line would not be a beneficiary of any.
August the Development Services Committee met again when the Director of Regeneration reported on the progress of the East Lancs Railside Revival Programme during 1998/99. It was resolved to pledge continued support to this scheme, and to authorise the lighting of the section of the Corridor between Crossland Street to Accrington Railway Station’s Platform 1. It was further resolved that the scheme should also focus its attention on improving the appearance of the railway environment between Accrington and Church & Oswaldtwistle Stations.
The Policy & Resources Committee met, when the Chief Executive asked the Committee to consider setting up a ‘Transport Panel’ to consider the Transport White Paper as recommended by the Environmental Services Committee. This Panel would be made up of 7 Labour and 3 Conservative representatives, and it was to accept this recommendation and set up this Transport Panel.
September On Tuesday the 8th, en route to Carnforth, Black 5 number 45407 passed through Accrington. On Sunday the 13th, it was due to haul a steam special over the Settle to Carlisle Line, and a small number of railway enthusiasts had gathered at the Railway Station to witness this rare event.
1999 June Thomas Rogan, the driver of the 09:25 Colne to Blackpool South train, said he had reported the remains of a headless corpse next to the line between Church and Rishton at about 10:00 on the morning of Monday, June 21st. Officers investigating the death of a 33-year-old man, said he had scooped up ballast with which to rest his head onto the line. His distraught wife said he had a penchant for using the railway lines as a short cut. The pathologist, Mr John Rutherford, stated he had ruled out the theory that the deceased had been hit by a train, as all the fatal injuries were to his neck.
September A 39-year-old man who had a habit of crossing the tracks after he had got off a train, was killed by the Colne to Preston train at about 23:30 one Friday night. Witnesses said he was about to climb up onto the platform at Church & Oswaldtwistle Station when he was struck. British Transport Police were satisfied that there were no suspicious circumstances and that this was yet another avoidable accident.
2000 February On the 18th, a man wielding a large spanner began causing alarm by swearing and threatening passengers on the early Colne to Blackpool South train, just after it left Huncoat Station. The guard phoned ahead and when the train arrived in Accrington police were waiting to apprehend the man who had already been disarmed by a group of passengers. He was obviously under the influence of alcohol and when he tried to escape CS gas was used to restrain him. A 22-year-old man was later bailed to appear at Preston Police Station in March.
August On Bank Holiday Monday at 11:40, a teenager from Great Harwood was struck by the York to Blackpool train as he was walking along the lines to the west of Church & Oswaldtwistle Station. The driver spotted him as the train, travelling at about 40mph, was coming round the bend, and despite sounding the horn and making an emergency brake application it was unable to stop before hitting the youngster. BR’s Transport Police were investigating the circumstances of this tragedy, but Inspector Ingham could not give an explanation as to why it had occurred, except to say there were no suspicious circumstances. A spokesman for Railtrack added, “When something of this nature occurs we examine the fencing in the area to find out where access had been gained, but if people are determined enough they will still get onto the lines. This was the fourth fatality on this stretch of line in the past twelve months, illustrating just how dangerous it is to trespass on the railway”.
A seat at Church & Oswaldtwistle Station, which had only been replaced due to vandalism two weeks previously collapsed, causing a young mother with two children to fall and hit her head. She suffered concussion and cuts and bruises to her arms and legs, requiring her to be taken to Blackburn Royal Infirmary suffering from dizziness and headaches. A spokesman for Northern Rail explained, “It appears that someone had taken the nuts and bolts which secured the middle section out, resulting in it giving way and this was the cause of this unfortunate accident. We will now be looking towards replacing it with a welded seat”.
October A survey of 1,000 people using the rail services has shown that a large proportion are unhappy with travelling from Accrington’s Station, let alone from the other three stations within the Borough. Some 37% said they did not feel safe waiting for trains, whilst 39% felt insecure travelling on them. As many as 22% said they were put off travelling by unsocial behaviour.
Only Accrington Station was actually staffed and then only between 06:30 to 15:30 during the week, and between 06:30 and 13:30 on Sundays. Church & Oswaldtwistle, Huncoat and Rishton stations were totally unstaffed. There were CCTV cameras overlooking the platforms at Accrington, but at the other stations they were somewhat isolated from public view which added to the potential insecurity, especially for female passengers. The current operators First North Western Trains admitted they already were employing private security guards to patrol the trains, whilst British Transport Police were also aware of the situation, so were working with the local force to increase surveillance of these stations.
Fraser Eagle had expanded their empire by entering into the travel shop business, to supplement the holiday tours. The railways have had a horrific year, with a major catastrophe at Hatfield, and a series of incidents and derailments causing all manner of cancellations, resulting in what must have been in the rail replacement businesses, (now more politically correctly termed rail support services), a boom year. Since Fraser Eagle are responsible for co-ordinating the provision of suitable vehicles for over 50% of the TOCs (Train Operating Companies) nationwide, it would be surprising if 2000 had not been a bonanza year for the company. The big names that have them signed up include Virgin, GNER, and ScotRail.
November On Saturday the 18th, the St James Tripper started in Rose Grove and visited of Oxford. With their ‘Dreaming Spires Express’. Motive power was provided by 31:468 with 31:602.
2001 (With light rail now re-establishing itself as a viable alternative to heavy rail, [trams against trains], the possibility of developing a system to serve East Lancashire was being seriously considered. Tram-trains capable of operating on the railways and also at street level were already operating on the continent and due to their flexibility, were another avenue which would also have beneficial environmental implications for already traffic polluted areas.)
January At a meeting of the Policy & Resources Committee, the Chief Executive sought the support of Hyndburn Borough Council for the reinstatement of the railway service between Blackpool North and Yorkshire, following the refranchising of the Trans-Pennine Express services. A draft of a letter it was proposed to send to the Portfolio Holder for Transport was read out, and it was resolved that a copy of this correspondence would be forwarded to Sir Alastair Morton.
Saturday the 13th, would provide an opportunity to observe Fraser Eagle’s Rail Support Services close up. A section of the East Lancashire line between Accrington and Burnley was closed due to engineering works. This of course meant a total suspension of train services, and the provision of a replacement bus/coach service. Northern Spirit’s Blackpool – York – Scarborough services were also suspended. Further to this the local all stations, Blackpool South – Preston – Colne services, operated by First North Western, were terminating at Accrington. Although still on hand to issue tickets and dispense information, the staff at Accrington were directing passengers to either side of Blackburn Road, in front of the Imperial Public House in order to board the vehicles bound for Colne. Similarly passengers alighting from the replacement transport from the Colne direction were being escorted up to Platform 2 of the railway station to board the train, which was then turning back in the Blackburn direction. The same rather unfortunate location, due to its close proximity to the traffic lights, was also the stopping off place for the coaches working the Trans-Pennine cross-country services of Northern Spirit.
On Sunday the booking office at Accrington Station was open, which in itself is a most unusual event, but no doubt for the dispensing of information on the alternative travel arrangements, rather than for the issuing of tickets so full marks to the railway operators for providing that service, but no marks for advanced publicity of the line closures. The only good indication that came out of the weekend’s disruption was the feeling that with engineering work on this scale being undertaken, it was highly unlikely that the line has been shortlisted for closure, which was a rumour that has been going around for years, especially concerning the single track section from Gannow Junction, just beyond Rose Grove, through to Colne.
In what had now become a regular event, the top managers from First North Western visited Blackburn Station on Tuesday the 16th, to meet the customers. The visit was timed between 16:00 and 18:00 to coincide with the afternoon peak, so as to give regular passengers an opportunity to air their views on the local services that the Company operates between Preston and Colne, (and between Bolton and Clitheroe). The team of five managers, headed by Mr Paul Bunting, were able to reassure passengers, at least those who were not rushing to get home for tea on a bitterly cold evening, that weaknesses in the standard of service were being addressed and that the overall news was good, in that extra investment was on the way. (It was not known whether Northern Spirit’s performance had changed over the same period, and if they had taken any trade away from First North Western.)
This visit came on the heels of the news that passenger numbers on the line had fallen by approximately 20% in recent months. This compared to a drop of 50% on Virgin Trains over the same period, a time that had witnessed major upheaval all across the rail network. The East Lancashire line had not suffered to the same extent as many other lines from speed restrictions, but First North Western services did connect with Virgin’s West Coast InterCity trains at Preston, so the two were not entirely unconnected and many would have switched from the railways to other forms of transport as a result. (Over the Christmas and New Year holidays, National Express reported substantial increases in passenger numbers all across their coaching network.)
February On the evening of the 26th, a potentially dangerous incident occurred, when a Northern Spirit Diesel Multiple Unit operating a Trans-Pennine Express, was struck by Molotov cocktails. The train was passing over Lonsdale Street Bridge, when the device hit the front of the driver’s cab causing some minor damage. A search revealed that two more bottles with tapers that hit the train at the same time, had fortunately failed to explode.
March If the Liberal Democrat Euro MP for Lancashire, Mr Chris Davies, had his way, then both Huncoat and Church & Oswaldtwistle stations might get their very own stationmasters. The job of manning the station, selling tickets, dispensing information, and keeping the stations clean and tidy, could be offered out as a franchise, with the occupant of the job taking 9% of the takings as an income. Apparently this scheme had been piloted with some success at Ledbury in Herefordshire. The local train operators First North Western and Northern Spirit, had both expressed an interest in the scheme. Having made certain observations about the state of the local railway stations, the suggested choice of Church & Oswaldtwistle, and Huncoat stations was somewhat perplexing. The only facilities the two stations had, were basic bus stand type shelters on both platforms, although there was an adjacent signal box, which supervised the level crossing at Huncoat. But the number of passengers that actually commenced their journeys at these two stations was negligible. Although the First North Western services between Blackpool South, Preston and Colne stopped at Huncoat and Church & Oswaldtwistle, Northern Spirit on their Trans-Pennine Blackpool to Scarborough services, did not call at these two stations anyway! The same could also be said of Rishton, which was the only other unmanned station in Hyndburn. At least in the case of Rishton, there seemed to be more passengers joining or leaving the trains, especially to and from the Blackburn direction.
(The siting of Ledbury as an example of the scheme’s success was something of a misleading one. The town was in a largely agricultural area with much greater distances between its neighbours, on a trunk route with a higher frequency and grade of service than that operated by First North Western. These services probably offered the travellers a much more acceptable alternative to the area’s rural bus services. With only on average two trains per hour,[Winter 2000 – 2001 timetable], roughly 25 minutes apart at Church & Oswaldtwistle, and only 10 minutes apart at Huncoat, the rest of the hour for anyone accepting the task, would only be described as less than fully occupied. A very good idea in principle, but with the alternative of reasonably frequent bus services passing close by both of the stations, this was not a practical solution with the current level of service. However, if the principles were applied to Rishton, then there was the possibility of some limited success. But as with all things, the likelihood of generating a decent income seemed minimal, for what was 9% of next to nothing?)
April There would be no new trains on the local services that serve East Lancashire according to Mr Paul Bunting, Commercial Director of First North Western Trains, this despite that company’s £70 million investment in new rolling stock. The only improvements likely to take place were the introduction of trains that would run direct from Colne through Accrington to Manchester, and vice-versa, (without having to change at Blackburn). The reason given was that passenger numbers were not sufficient, and he pointed out that his Company received a government subsidy of £190 million just to maintain the present levels of service. At the time being the East Lancashire line would have to make do with its present stock and units that are cascaded down from other routes. The state-of- the-art new units were already in service between Barrow-in-Furness, Preston, and Manchester Airport.
The local members of Parliament, (all Labour), had stated their condemnation of First North Western’s decision, and expressed the implausibility of a claim for greater subsidies, without first improving standards of service. “The Government is not there to bail train operating companies out”, the Hyndburn MP had been quoted as saying.
May Starting in Preston and running via the Settle & Carlisle Line to Carlisle, the St James Tripper went to Edinburgh on the 5th. This required passengers to the east to travel to Blackburn in order to board as it would run via Hellifield. It returned via the West Coast Mainline to Preston with the motive power throughout provided by 33:021 and 31:459 in tandem.
Following on from the announcement from First North Western Trains, they would not be introducing new rolling stock on the East Lancashire Line, came the unveiling of a scheme to bring a Rapid Transit system to the area. The East Lancashire Partnership envisaged articulated units running every ten minutes from Preston through to North East Lancashire. “The plans should be ready by the end of the year,” said Mr John Tilley, Director of the ELP, following extensive consultation, research, and costing. Any Rapid Transit System of course, depended upon government matching local private funding in order to finance the scheme. But if this were forthcoming, then the system could be up and running in a relatively short space of time. There would be 4 main interchanges, situated in Accrington, Blackburn, Burnley and Rawtenstall, which would be at the hub of the network, with further extensions to Bacup, Clitheroe, Darwen, Nelson and Colne, and intermediate communities.
June The railways were severely disrupted when at a point approximately 200 yards on the Church & Oswaldtwistle side of Rishton Station, concrete was placed on the track. The slab, which normally covers the signal cables, damaged the oil and air apparatus of a Diesel Multiple Unit that was operating on the Blackpool South to Colne service. Neither the driver, nor any of the thirty passengers were injured, but signal cables, which had also been dragged across the rails, were also severed. From 18:45 services passing through the area were subject to delays, and three youths who were stranded on the train, having been informed that it would go no further than Rose Grove, then proceeded to smash up the driver’s cab.
A new action group had been formed, the Skipton – East Lancashire Rail Action Group (SELRAP), which aimed to have the eleven mile stretch of former Midland railway line between Colne and Skipton brought back into use for the first time since it was closed during the post-Beeching era. A spokesperson had stated, that it was hoped to halt any further developments on the trackbed much of which was still extant. This alignment had been touted as the route of a possible extension to the M65 motorway into Yorkshire.
Last ditch talks between ASLEF and First North Western Trains saw the industrial action due to start on the 25th avoided. The Union claimed that the Company was reneging on an agreement to reduce the working week to 35 hours. All 600 drivers had agreed to support this strike which would have seen all the East Lancashire Line’s services suspended.
July There was some concern amongst local rail-user groups that the Trans-Pennine Express service, linking the Fylde Coast with Yorkshire was under threat of withdrawal. The service, marketed by operator the Arriva Group under the ‘Roses Rail Link’ banner was, to quote them, “a secondary aspiration”. This route had not been included in the portfolio of bid contender First Group whilst another bidder Connex, had so far not declared its hand. Connex was the first operator to have one of its franchises taken away due to poor standards of service.
An Oswaldtwistle man, who it was alleged had been drinking and had stumbled and fallen down on the railway line close to Blythe’s Bridge, lost four fingers when a Colne to Preston train ran over his hand. The driver thought he had hit the 38-year old and immediately stopped the train. He and the guard took the man to Rishton Station where an ambulance was waiting to take him to Blackburn Royal Hospital from where he was transferred to Withington Hospital in Manchester, where he would undergo pioneering surgery. His sister stated, “You can’t blame people for taking short cuts”, and denied he was inebriated. Police Sergeant Moore confirmed they would be interviewing this man with a view to prosecuting him for trespass. The man himself later issued a statement warning others not to take short cuts or to trespass upon the railway.
August The Chief Executive of Connex, the French owned Train Operating Company (TOC), had admitted that the method by which they ran trains in the South East was flawed, especially in their relationship with the driver’s Union ASLEF. However, he had promised that if they were to be successful in their bid to win the Trans-Pennine franchise, they would invest in “new state-of-the-art” diesel multiple units. Their network of services would also enable a passenger to travel between all the larger towns in the north, including Accrington, with no more than one change of train.
September The SRA, (Strategic Rail Authority), had launched a public consultation in order to hear the views of the population on what they felt the future of the East Lancs Line should be. There had been an outcry from user groups when the future of the cross-Pennine service was under threat, as it was estimated to carry in the region of two million passengers each year. Current operators Arriva Plc had promised to stop at more stations on the Lancashire side if they were successful in retaining this franchise. Connex and First Group, who was the current holders of the franchise for the Colne Blackpool South all-stations services, still had not yet declared their hands. The busiest stations at which the Scarborough to Blackpool service did not currently stop had been identified as Rishton, Mill Hill and Bamber Bridge, and if they were to include these stations in the limited stop service Arriva would be taking passengers from the First North Western trains, so it was in the best interests of First to make a robust bid. The Trade & Industry Secretary no less, had directed that the SRA must identify passenger requirements in order to secure the best possible benefits to the region. In addition to this came the news that not one of the nineteen stations managed by First North Western on the East Lancs Line had been given a certificate of security and these included Blackburn’s new station. In fact not one of the 308 stations across the country for which First was responsible had been given a secure award. In answer to this damming report First had stated, “We are working with British Transport Police, Railtrack, local councils and other TOCs to improve this situation. However, the upgrading of each station alone is costing in the region of £25,000 just to install CCTV surveillance.”
December Winter was the time of the year when the local railway lines were closed for essential engineering work, usually on Sundays but on occasions over the whole weekend. Fraser Eagle had been co-ordinating the Rail Support Services for the ones this year to replace local stopping and Trans-Pennine trains. Besides vehicles being sourced from local operators Blackburn Transport and Rossendale’s Ellen Smith operations, coaches were coming from Pioneer of Rochdale and Hoggies from Barnsley.
2002 January The Baxenden Area Council met and was informed that the footpath leading from Hill Street down to the disused railway line, had been washed away due to heavy rain. It had been requested that work to repair this damage and to divert water away, should be undertaken without delay.
May On Saturday the 4th, the St James Tripper was to Spalding and/or Peterborough, the locomotives being the double-headed combination of 31:106 with 33:108.
June For the first time for many years First North Western were to introduce a summer timetable, which included a through Sunday service between Colne and Manchester via Accrington and Blackburn. There were seven trains in each direction at two-hourly intervals, missing out the stations at Hall’ I’ Th’ Wood and Entwistle, and running non-stop between Bolton and Salford Crescent, then Salford Crescent to Manchester Victoria. Commencing on the 2nd, they would operate up until Sunday, September 22nd.
August A feasibility study had been announced for the East Lancashire Line, to be undertaken by two companies Posford Rail along with VST of York. Commissioned by the East Lancashire Partnership, it would examine the possibility of quadrupling the number of train service through Hyndburn and also the Ribble Valley also the improvements which would have to be implemented to the signalling to allow a train to run at the frequency of every 15 minutes instead of just one per hour, as was currently the case. The study was intended to form part of a ‘Rapid Transit Network’ through East Lancashire.
November The most heavily penalised of all the Train Operating Companies, Arriva Trains North, had been excluded from bidding for the Trans-Pennine operating franchise. But this did not necessarily mean that the two remaining bidders First Group/Keolis or Connex Transport UK Ltd, would battle it out between them. The current service between Scarborough and Blackpool North was not included in the initial bid, but would form a separate project. This meant that Arriva could still be successful if they chose to make a bid. Negotiations were still ongoing between Arriva and the Strategic Rail Authority for Arriva to continue operating the East Lancs Section during the interim period between 2003 and the allocation of the new franchise during 2004. However, it was confirmed that if they wished to include this section in their bids, both First Group/Keolis and Connex Transport UK Ltd, could do so if they wished. Arriva was currently in dispute with its train conductors and had been fined £2 million for cancellation of services.
December Due to yet another strike by First North Western staff, coupled with the long running dispute between Arriva and their conductor/guards, there were to be no trains at all through Accrington on the weekend before Christmas.
2003 February At a meeting of the Great Harwood Area Council, a resident requested work on the Railway Walk to Rishton, to include the pruning and tidying up of the track bed of this former East Lancs Avoiding Line, which had now been devoted to recreational uses.
March Baxenden Area Council met again, when the meeting was informed that this disused railway line between Accrington and Baxenden Station was due to be ‘tarmacked’ as part of the National Cycleway Network. A request was made that a narrow strip would be left alongside this surface for the purpose of horse riding. It was pointed out that the initial funding would be spent on improving the verges and embankments, along with the bridge structures, and then a detailed decision would be made. Several people pointed out that black tarmac would not be in keeping with the environment and this observation they were assured, would be passed on.
Born and bred in Darwen, inventor and ‘engineering guru’ Robin Wolfendale, had come up with an idea which if proved successful could be the biggest breakthrough in railway technology for well over a century. ‘Embedded Rail Technology’ had the tracks set into a flexible material that provided a ride where noise and vibration was much reduced, the whole assembly being encased into concrete for durability. It was claimed to be more efficient and environmentally friendly than the current system of track laying, allowing vehicles to travel faster by absorbing less of the tractive effort, plus reducing by a significant amount noise levels and wear and tear. Currently being tested on Blackpool’s tramway, if the experiment proved successful it could be developed to upgrade the nation’s railway infrastructure to accommodate truly high speed trains. The inventor was now working along with the East Lancashire Partnership, with a view to installing the new trackbed on the Rapid Transit Project, which was earmarked for the area at some point in the future. He has already received £37,000 of Government ‘Smart’ money, to assist him in developing his invention. This cash was available only to those who had come forward with the brightest of workable ideas, said a spokesperson for the Small Businesses Service.
Due to start this summer, the rebuilding of Burnley’s Central Railway Station, (formerly Bank Top), was just the first in a whole series of projects designed to take transport in East Lancashire into the 21st Century. Having commissioned ‘specialist railway consultants’ to examine the feasibility of their plans, the East Lancashire Partnership was now four years down the line in producing a blueprint for transport, and this was due to be unveiled in December, 2003, following the publication of a similar study into public transport on the area’s roads, which was due out in October.
This blueprint was expected to contain details of a Rapid Transit system. It was predicted that local rail services would be quadrupled to a frequency of four per hour. The scheme not only envisaged the upgrading of existing railway stations to make them more user friendly, but also the construction of up to eleven more. The potential sites for these new facilities had already been selected. The estimated cost of the project, which would embrace a fully integrated transport package, was estimated to be in the region of £100 million (153.9 million Euros). It was stressed that all these measures were part of a much larger strategy, to bring investment and jobs into the area and to convince businesses that it was a good place in which to work and live.
May On Saturday the 10th, the St James Tripper was to Scarborough, with steam haulage behind ‘Big 8’ 48151 as a special incentive to ride.
June Possibly the longest dispute in the history of railways had finally been resolved. For fourteen months conductors on Arriva Trains had been staging a series of 24 and 48-hour stoppages, which had left the public of both Lancashire and Yorkshire without their cross-Pennine services. On the debit side it was estimated that beside the loss of a considerable amount of goodwill, the dispute had cost the Train Operating Company between £3 million and £4 million in lost revenue. Despite these setbacks the Arriva Group, which included the Northern Rail operations, had increased its profits by 11% to over £102 million in the last financial year.
July Industrial action and the ‘wrong’ kind of weather were two of the main reasons given by the companies who operated trains through East Lancashire for the big rise in complaints. Others included the state of some of the stations and an absence of accurate information. These conclusions were the result of a ‘national passenger survey’ conducted by the Strategic Rail Authority during 2002, (and in which I participated). The train operators First North Western and Arriva, pointed out that in a ‘local’ survey 81% of the passengers canvassed said they were satisfied with their journey. This should not obscure the fact that on average four out of five trains arrived at their destinations over five minutes late.
Even more surprising was the news that Accrington might still be in line for a bus/rail interchange. In what would be one of the greatest ironies, the site that is being examined was the land at present occupied by the Eagle Street Station car park. When the debate on where a bus station might go in Accrington had started in 1938, it ended with the opening of the market side of Peel Street in 1963. During this period several sites were put forward and then eliminated for one reason or another, whilst this piece of land was one of the less well favoured of the bunch. Of course this was at a time when tramways had fallen out of favour and light rapid transit systems, (LRT’s), were unheard of. The main advantage of this site was its close proximity to the railway, but it was not so convenient for the town centre shops and was not easily accessible to buses under the present traffic conditions. Never the less it could be part of an overall transport strategy for the East Lancashire area.
This wasn’t a good month for the trains either, as an Arriva Trans-Pennine Express hit a boulder near Portsmouth on the section of track between Burnley and Todmorden. The problem was due to a landslide that caused the obstruction to roll onto the track. The Diesel Multiple Unit was unable to continue through to Hebden Bridge, so passengers were transferred to a westbound train, and brought back to Blackburn. The train was not derailed, and none of the fifty or so passengers suffered injuries that necessitated hospital treatment. Network Rail had launched an investigation.
First North Western Trains had rekindled its ‘Revenue Protection Plan’ to catch fare dodgers, and in the first twelve months had brought successful convictions at an average rate of five per week. Commercial Director Denise Lennox, who was pleased at the success of the initiative, stated that it was illegal not to purchase a ticket at the first available opportunity. “Nobody likes to think that they are subsidising people who have no intention of paying, and so the scheme has had the full support of honest passengers”.
Brought in to coincide with the commencement of the school holidays, a helicopter would be used by British Transport Police and local forces to patrol East Lancashire’s railway network from the air. The chopper would carry a BTP Spotter who would stay in radio contact with motorcycle rapid response units, in order to run the culprits to ground. The national figures made for appalling reading with 53% of all train delays due to vandalism, amounting to a staggering 775,000 minutes of time, at an estimated cost of £150 million. East Lancs had one of the worst records for vandalism on the line, and in the year 2000 to 2001 there were more than 200 hours of delays, caused by 437 reports of trespass and deliberate damage. Last year alone there were nearly 500 reports of obstructions on the line, 30 cases of arson, 1,000 of missile throwing, 400 of deliberately endangering safety, and 350 of criminal damage. Apparently the vast majority of incidents occurred between four in the afternoon and eight in the evening.
August The Strategic Railway Authority had given Accrington Station a ‘secondary’ classification, one which had made it less likely to receive funding for improvements. This in real terms translated into a cut in any funding of 50% for any schemes. The whole of the route between Gannow Junction and Todmorden was given a ‘rural’ classification which meant it was very unlikely that anything other than basic maintenance would be invested on it. The result of this, according to the pressure group Rail Future, meant that it was more likely that the services on these lines would deteriorate. Sir Richard Bowker, Chairman of the SRA, explained, “This is so more investment could be targeted at the Inter-City network and commuter services in and out of London and the south east, where it was best spent. It would not be a loss of all investment, just a reduction in what could be spent”.
The Baxenden Area Council met and the Chairman pointed out that work by LCC was being carried out to the bridges, embankments and verges on the disused railway between Accrington and Baxenden Station, and work on the paths for horse riders would commence later in the year.
If the East Lancashire Partnership’s plans came to fruition, then the area could see a Tram-Bus out on service. This was an ambitious scheme to blend the better features of a guided busway, with those of a light rapid transit system. Although details of how the cars would be powered were as yet sketchy, it was thought that they could be either diesel engined, pick up current from a third rail, or both. A consortium of six councils with that of Lancashire County Council had commissioned studies to examine all forms of transport in the county, including the ‘heavy rail’ option. Two studies, one by Preston based TAS, and the other by Halcrow whose headquarters were in Leeds, were preparing reports that would be published towards the end of the year. Put at a cost of £150 million the project funding would come partly from the private sector and Europe, with the Strategic Rail Authority overseeing the franchising process. When completed the vehicles would travel in purpose built lanes to connect directly with Manchester’s Metrolink. This would enable the residents of North East Lancashire to access city centre Manchester in half an hour.
A double blow had hit East Lancashire’s railways recently, as the Strategic Rail Authority had classified the Blackpool North to York and Scarborough Trans-Pennine service as a “minor secondary” route. The implications were that spending could be halved due to this grading, and that timings could increase as track replacement and improvements to infrastructure was cut. This was doubly difficult to accept when one considered that the overall average speed of this cross-country ‘express’ was at present a meagre 41mph. The Chairman of the SRA, himself educated at Queen Elizabeth’s Grammar School in Blackburn, has stated that they were, “Not interested in plans that can only result in a net deficit, but particularly ones which have the best potential for a return on the investment”.
In its endeavours to prove or disprove certain theories, Hyndburn Council had commissioned surveys at various times, and some of these were of interest to the transport watcher, as they showed current trends and how they had altered over a fixed period of time. One such exercise, undertaken during 2003, was a repeat performance of one taken at the turn of the century. It was not clear how many people were sampled in 2000, but the figure for this latest survey was 584. It covered many other aspects of the social spectrum, but the figures directly relating to public transport, were worthy of recording in isolation from the rest of the data. (A similar survey for buses appears in the book Accrington/Hyndburn On Wheels.)
| Category | 2000 | 2003 | Shift |
| Feeling safe travelling on trains during the day | 78% | 76% | down 2% |
| Feeling safe travelling on trains during the evening | 41% | 37% | down 4% |
| Feeling safe waiting for trains during the day | 64% | 72% | up 4% |
| Feeling safe waiting for trains during the evening | 25% | 22% | down 3% |
The findings (with one exception) show that the public perception of travel during the day was that it is much safer than during the evening, or as one might conclude, after dark. Overall however, there had been a slight decrease in public confidence in the safety of using public transport in the Borough of Hyndburn.
Although passenger numbers had increased by 1%, according to the Strategic Rail Authorities figures for 2002, passenger/Kilometres went up by 2%. Of the seventeen Train Operating Companies who had improved performances, two operated through East Lancashire. Both First North Western and Arriva Trains Northern had experienced better years with regard to punctuality. The Arriva Trans-Pennine ‘Express’ between Blackpool North, York and Scarborough went up from 83.8% of trains on time to 87%. First North Western services on the Blackpool South to Colne, and Bolton to Clitheroe services, showed an increase in punctuality from 83% to 85.7%. These figures, although a step in the right direction, still fell well short of the charter mark of 91%.
The SRA Chairman, Richard Bowker, has said, “The schedules for the soon to be introduced winter timetable have been designed to assist in this current trend”. Did this mean that timings have been eased in order to promote attainability? The current definition of a train being ‘on time’, meant that it was no more than the (once accepted) ten minutes down on its booked schedule. All this was not yet clear, but one thing was for certain, the amount of complaints about rail travel had risen by 6% over the same period.
September At a meeting of Rishton Area Council a resident reported that the steps up to the old railway line in Tottleworth were overgrown and strewn with loose gravel thereby constituting a danger to walkers. The Chairman reported that as this in essence was a ‘County Walk’, so it would be difficult and also expensive to improve this trail. But he agreed that the steps and handrail both required attention, whilst the Council stated that this did not fall within their normal schedule of maintenance.
On the 6th, commencing its journey in Preston, the St James Tripper, was to Norwich via Peterborough. The motive power on the section to and from Ely was provided by 31:129 and 31:459 in tandem, with 31:128 between Ely and Norwich.
It was announced that Church & Oswaldtwistle Station was to receive help from nearby Ossy Mills, to help keeping up appearances by investing in a scheme to make it more attractive to visitors. These would include a thrice daily inspection of the platforms to pick up litter and tend to the planting. There would also be a closed circuit link to the system already in operation within the retail complex, and special promotions available to those customers who travelled there by train. An escort would be provided to the retail outlet for those coming off certain trains. They were currently working with the East Lancs Railway Partnership in a refurbishment of the station.
October Church Area Council met when a resident complained that the pathway along the railway line from Church Station was overgrown by bushes, and it was resolved that these would indeed be attended to. The popularity of Ossy Mills as a tourist attraction had benefited the local railway station. With visitor numbers having already passed the total achieved in 2002, the retail outlet had spent £5,000 on improvements to Church & Oswaldtwistle Railway Station. This had seen CCTV cameras installed to cover the platforms, which were only five minutes’ walk away from the complex entrance. Daily inspections and litter patrols were also part of the package. Since it opened in 1991 the arts, crafts and history site had expanded to the point where it was expected that one and a half million visitors would pass through the doors by the end of 2003.
November A ground-breaking initiative had been launched in the Chorley area to try to make railway stations trouble free. The ‘Rail Watch’ project involved the British Transport Police, rail operating companies, local community police and members of adjacent neighbourhood watch schemes. First North Western had even issued free rail passes for bona fide watch wardens to travel between Chorley, Adlington and Euxton, in order to check for trespass and vandalism on the line. Just as in Hyndburn local yobs tended to use unmanned stations for congregating in the evenings and it was hoped that by having a regular patrols they would reduce any potential intimidation of passengers.
Although £630,000 has been allocated by Arriva Trains Northern to improve facilities at stations in the north, rail user groups were critical of the plans. With fifty stations on the list, it meant that the average amount each facility would receive was less than £13,000. This, in the case of Burnley Manchester Road, which was one of the stations selected, would only cover the cost of repainting.
With a meagre 22% of people happy to wait for a train after dark, it was no wonder that complaints had been received about the standard of lighting at Accrington Station. It had taken the council three days to fix two of the lights that illuminate the walkway between platform 1 and the Eagle Street car park. It may not sound a lot, but this represented half of the available lighting. Back on daylight saving ‘winter’ time, it was now dark from mid-afternoon and this is causing some anxiety especially among female passengers.
Sunday the 23rd was the first of two, when track maintenance would close the line between Blackburn and Colne on the ‘local’ line and between Blackburn and Hebden Bridge on the Trans-Pennine route. This of course meant that Fraser Eagle’s ‘Rail Support Services’ were in action on the streets of their hometown. The situation was being complicated by a series of road works on the A666 between Darwen and Blackburn, and on Accrington Road over the Leeds & Liverpool Canal at Eanam. Two temporary bus stops were situated close to the Railway Station on Blackburn Road, the eastbound one right at the main door of the Imperial Public House, and the westbound rather ironically at the lamppost outside Pilkington’s registered office. In their high-visibility jackets, two of Fraser Eagle’s co-ordinators were on duty, and there was much use of the mobile phone. With several people waiting, the Trans-Pennine service was obviously running late.
December Baxenden Area Council met once more and Alisdair Simpson gave a presentation of the outlined proposals for a cycleway on the disused Accrington to Baxenden Railway line. He stated that one of the problems to be overcome was drainage, which had caused deterioration in the trackbed surface. He stated that this path would when completed be suitable for all users. In reply to questions, Mr Simpson stated that the surface would not necessarily be tarmac, and that the vegetation would be cut away to a width of 2 metres on either side to help accommodate horse riders, also that barriers would be put in place to deter motorcycles and quad bikers.
It had come again to that time of the year when Train Operating Companies reviewed their fares structure. Arriva Trains Northern who (as yet) ran the Trans-Pennine service through Accrington had just announced their latest increases. As from Monday, January 4th, all ‘regulated’ fares would go up by on average 4.1%, and all ‘unregulated’ fares by 5.1%. The Managing Director of the Company had said that these increases were very much in line with those of the other TOC’s. Some of the hoped for increased revenue would go to the Strategic Rail Authority in order to help fund its modernisation plan. The current (December, 2003) ‘standard’ return fare between Accrington and Blackpool, either North or South, stood at £8:40p.
2004 January On Thursday the 8th, I was invited to attend a presentation given at the East Lancashire Partnership’s suite of offices located within the Globe Centre in Accrington. This was to members of the Institute of Transport, and was made on behalf of the Partnership by their Director of Transport Mr Nick Briggs. The subject of this talk was the Partnership’s vision for the future of transport in East Lancashire, and I was invited along because of my specific interest in the implications for Hyndburn. Founded in 1999 the background of the Partnership was explained, and also its objectives. It has concluded that all the social, economic, health, housing, and employment issues can be positively influenced by improvements to the transport system. This is a well-known and universally accepted theory, which is usually put forward as an incentive to attract new investment. A question concerned itself with the findings of the survey commissioned by Hyndburn Council during 2003.
This was a repeat of a similar poll taken in 2000, to gauge the public’s perception of how safe it was to travel on public transport. The categories ranged from how safe did the public feel travelling on trains during the day right down to how safe did they feel waiting for a train in the evening, (after dark). In every category barring two that showed no change, and one which showed a slight increase, the public’s perception of how safe it was using public transport had diminished. In the category entitled how safe did the public feel waiting for a train in the evening, the response was an alarmingly low 22% down 3% from 2000. There are four railway stations in Hyndburn, three of which are unmanned and one, Accrington, which was attended during the week up until 15:30. I put forward the theory that increasing services and the quality of the vehicles on both rail and road would have only a minimal affect whilst the public’s perception of how safe it is to travel on public transport was in decline. So what was the Partnership doing to restore confidence? I was told that the initiative at Church & Oswaldtwistle Station funded by the nearby Ossy Mills and patrolled by local residents in a neighbourhood watch style operation, had met with some success. But on the whole these were “social issues” and again not within the scope of the Partnership.
It seems obtaining finance is a piece of cake in Chorley. Having recently opened a brand new bus station, a further £450,000 is to be spent on bringing facilities on the nearby railway station up to scratch. The upgrading will include a new booking hall, a spruced up facade and platform furniture. Besides CCTV surveillance there will be better heating and lighting. All this is the result of a partnership between Chorley Borough Council, Lancashire County Council, the Strategic Rail Authority and the company with responsibility for carrying out the work, First North Western. No disrespect to Chorley, but what has it got that Accrington hasn’t? Perhaps a council with a vision of the future and a determination to make things happen for their town.
It would also seem that funding for future developments will be coming from Public/Private Partnerships (PPP’s), and certain of the interested parties have already been consulted with regard to holding stakes in those projects. March 2004, would see the commencement of regeneration plans when two more studies will be launched, the East Lancashire Railway Feasibility Study and the Street Transit Feasibility Study. Hopefully data from both will be utilised to improve public transport throughout the region. On the railway several options had already been discussed. These including increasing the frequency of trains on both the north to south Bolton – Clitheroe corridor and the Preston – Colne east west corridor to four per hour, Although it was accepted that it would not be possible to carry this level of service beyond Bolton and into Manchester. Between Pleasington and Colne it had already been established that 80% of all passengers boarded at just four stations, but despite this no fewer than eleven new sites for stations had been identified! No mention was made of the Trans-Pennine rail services in this presentation, so one must assume that they were outside the remit of this study.
February The local campaign group The Skipton – East Lancashire Rail Action Group, have had a huge boost towards getting the Colne to Skipton line reinstated. This line closed to all traffic on February 2nd, 1970, leaving Colne Station out on a limb as the eastern terminus of the East Lancashire Line’s local Blackpool South services. Colne was in railway terms a frontier station as before the grouping of 1923, it was where the Midland Railways tracks met end on with those of the Lancashire & Yorkshire Railway Company. In the early years of ‘nationalisation’ (and my youth) when Accrington was a busy junction, a substantial number of services ran from Preston and Manchester Victoria through Colne to Skipton. Now a report by the Rail Passenger Committee – North West, recommending that the section of line be reinstated had gone before the Transport Secretary and the Deputy Prime Minister. The report claimed that a reopening of this route would ease the burden on other Trans-Pennine routes, and provide an alternative route over which freight could be diverted. The Action Group would continue to direct its attention to protecting the trackbed from further development, until such time a decision was made on the link. Other of the region’s rail pressure groups, have had considerable success in achieving what at first sight seem unlikely objectives in the past.
It was reported that from February 1st, the new Trans-Pennine franchise holder would take over the services that First North Western operated from East Lancashire through to Manchester International Airport. The first sign of any changes on the railway operation scene had been unveiled in a ceremony at Manchester Airport, by combining some of the services previously operated by First North Western and Arriva Trains Northern, to create a new Trans-Pennine Express franchise. Most of the nine hundred strong workforce were expected to join the new TOC, which was a joint undertaking between First North Western and Keolis. One of the services included was the link between York/Scarborough and Blackpool North, which of course ran through Accrington. This consortium had made a commitment to invest in excess of £250 million on improvements to the services and infrastructure. This included a fleet of more than fifty new trains, which will be introduced in stages starting in 2006. However, the existing timetable arrangements would remain in place until December, when the first of the revisions would then take place.
Local MP’s had petitioned the Strategic Rail Authority to ask that when the West Coast Main Line upgrading was completed, feeder services would receive due consideration. They were keen to ensure that the ‘local’ line services interchanged realistically with the main line, when they arrived and departed the interface at Preston Station. On the railway front, the work on Church & Oswaldtwistle Station was described as “progressing well”. A new ‘green’ shelter was being developed which would use solar and wind power to light and heat it. This was described as “providing warm seats for the local youths”. (No, my eyes haven’t deceived me).
March At a meeting of Great Harwood Area Council, a spokesperson for the Prospects Panel presented proposals for a Railway Walk Project, to commence later in 2004 on the erstwhile trackbed of the East Lancs Avoiding Line (the Harwood Loop Line), and stated that it included benches, litter bins and dog waste bins all at a cost of £25,000. Residents felt that this was a waste of money by providing targets for vandalism, but were reassured that these would be as vandal-proof as was possible.
April At another meeting of Great Harwood Area Council the sum of £4,000 was allocated from the Area Council’s budget, towards the Railway Walk Project during 2004/05.
If it were April 1st you might have passed the next passage off as some sort of a joke, but it wasn’t. After spending what seems a very great deal of money on the refurbishment of Blackburn Railway Station, trains heading for Preston and Manchester were not using the main platform, but instead running into Platform 4. This particular platform had two bus-like shelters, to accommodate the travelling public and protect them from the elements. Why were trains not using the platform with the canopy and the rest of the ‘comfort’ paraphernalia? Answer, “Because it slows them down too much”. On their approach to the platform primarily designed for their use, the trains had to negotiate a set of points, and to do so in complete safety the driver is required to slow to a walking pace. This cuts valuable running time out of the schedule, which it was alleged was difficult to recover! By coming through on Platform 4 the approach could be made at speed, thus enabling the timetable to be kept. I couldn’t believe that the schedule was so tight that some time could not be regained between Colne and Preston. But once again the poor old ‘customer’ was having to endure the often cold and damp end of the stick. (As a footnote to the controversy surrounding the use of the uncovered Platform 4 on Blackburn Station, Network Rail had stated that it had no further plans to spend more money on the facilities. TOC First North Western Trains were to continue using Platform 4 for their services, even though it was only intended for situations where all of the other platforms were out of action. The only work to be done would be the retiling of some areas of the underpass, where already some of the ceramics had come adrift. Another criticism of the £6 million railway station was the passengers sometimes have to cross platforms in order to access the booking hall and purchase their tickets. The authority of Blackburn with Darwen was to investigate the planning conditions to see if there was a way to coerce Network Rail, who own the station, to make the necessary improvements.
I was also reliably informed that some initial funding had been pledged towards upgrading the basic facilities that at present exist at Accrington’s Railway Station. I know that it was the intention of the powers that be, to have a much more co-ordinated transport policy between road and rail, and that upgraded facilities for rail passengers was seen as an important part of the strategy to link the new bus station with the railway network.
Although it has received hardly any attention with regard to present day transport needs, the old trackbed of the Accrington to Stubbins section of railway had now come under the spotlight. Lancashire County Council had £220,000 to spare to upgrade the section between Accrington and Baxenden into a cycle route. The Baxenden incline as it was better known, was closed to passenger traffic in 1964 as part of the Beeching recommendations, and the rails lifted during 1970/1. Although it was popular with walkers, it had received little attention in recent years. The intention was to reinstate a section at the Accrington end, which would lead right into the town ending at St James Square. This would form part of a ‘national’ cycle route running all the way between Preston and Bury. (I was in favour of such schemes when they were in rural and picturesque areas that are thinly populated, and have an economy partly reliant on tourism. However, this was not the case in urban East Lancashire, where space was at a premium and congestion was becoming an increasing problem. This was a difficult route for the operation of trains with in places an incline of 1 in 38 with which to contend, but it was well engineered by the builders of the Victorian era. Such slopes provided little or no challenge to modern forms of traction, i.e. ‘light rapid transit’ systems. I feared that once this scheme became a reality yet another potential asset would be lost.)
It had come to light that anyone booking a first class ticket on a Virgin ‘Voyager’ from stations in East Lancashire were victims of an anomalous scam. The part of their journey to Preston to connect onto their main line train was being charged at the premium rate, but on most of the trains no first class accommodation was available. This meant that anyone travelling from Blackburn to Preston as part of a 1st Class return journey to Carlisle was paying over £50 for a second class seat, whereas the normal fare for this section would be just over £4:00! Rail users groups and the Office of Fair Trading were both looking into the way Virgin are advertising and selling these tickets, to see if there was any misrepresentation of the facts. Meanwhile Virgin Trains themselves were looking into what they describe as “a rare anomaly brought about by unforeseen circumstances”. (Oh Mr Branson, what shall I do?)
On Thursday the 22nd, the third meeting of the Town Centre Regeneration Board in 2004 was placed solely in the hands of the John Thompson Agency, and for once they allowed the audience to set the agenda and not as was usually the case, the Chair. I am pleased to say that the subject of a bus station was high, if not at the top of the list, and by no means just at my insistence as several others were concerned with the present situation. At the conclusion of the ensuing discussions we were invited to join any one of four groups for a walk around the areas of the town with which we were most concerned. I of course, chose the party that would include both the railway station and also the site of the proposed new bus station. I noted that Nigel Rix, a Director of Hyndburn First, also chose to be in this group. Amongst other places the walk took us over the two platforms that now masquerade as Accrington Railway Station, and down onto the triangle of Union Street, Edgar Street and Blackburn Road, where the current plans for the bus station have it sited. Whilst on our tour there were several impromptu conversations, many of which were centred upon the subject of public transport and the possibilities of promoting both road and rail travel in the Borough. Upon our return to the Saturn Suite in the Globe Centre, four large scale maps of the central area of Accrington had been prepared. Each group was invited to mark out their ideas on these plans, and coloured pens were used to code the various concepts. Green was used for areas of relaxation, recreation and landscaping, black for eyesore properties and red for the priority areas and so on. A member from each of the four groups, which by this time had shrunk to three, was invited to give a short resume of the main issues highlighted by their own group. This proved to be an illuminating experience as each group had several diverse ideas for each section of the town, those for the Grange Lane/Black Abbey areas being particularly ambitious!
My main concerns however, were centred on aspects relating to public transport and several ideas emerged during this session. One was for an extensive refurbishment of the railway station. In this scheme the entrance would be at street level off Blackburn Road, on a stairway or lift from an entrance hall/booking office immediately adjacent to the viaduct itself. Some thought that this structure should be on the Paxton Street side of the stonework, where indeed an open space already existed. I suggested that it might be better on the Eagle Street side, on the grounds that the platforms of the original East Lancashire Railway extended further towards Blackburn Road on that side of the tracks, than they did on the Paxton Street side. There was a general consensus that the present arrangements of having to cross the bridge from Eagle Street, or having to tackle a very steep approach off Paxton Street in order to access the booking hall and waiting room, was most unsatisfactory.
Earlier in the meeting we were each asked to offer up a wish for Accrington. In mine I hoped for transport infrastructure fit for the twenty-first century, so that our town could be a part of an integrated transport system running right through our region and not to be left behind, whilst towns nearby were moving forward. I was most impressed with the John Thompson outfit. Their approach at this meeting was as even-handed and as stimulating as it was refreshing. So I would be more than interested to see what they made of it all and what, if anything came out of it. Accrington like Rome could not be rebuilt in a day or even a decade, but I remained optimistic on those matters that primarily concerned me.
May On May the 8th, the St James Day Tripper was quite an ambitious affair. It involved 47:854 from Preston to Hellifield with passengers from Accrington boarding in Blackburn, then haulage behind ‘Black 5’ #45407 over the scenic Settle & Carlisle route to the Border City. The ‘47’ was in charge on the return journey to Preston. Originally the steam engine was to have been 48151 which was unavailable, the second choice being ‘B1’ 61264, but this ran with a hot box so was also failed so the ‘Mickey’ was actually the third choice loco.
Now the predictions for Accrington’s new transport infrastructure were taking on new and more extravagant dimensions, and the latest was for a ‘brand new’ railway station, with connections to an ‘indoor’ bus station situated on Union Street. Work on the combined schemes was expected to cost £4 million and be completed by 2007.
At a meeting of Baxenden Area Council, issues were raised that the work on the former railway line in Baxenden at the erstwhile Shoe Mill Viaduct was spoiling the access to horse riders. Matthew Hargreaves, an Engineer, stated that the trackbed was 8 metres wide, and should be able to accommodate two paths side by side. He stated that drainage issues had required more work in the area of Shoe Mill Bridge. Continuing, he stated that from Nuttall Street to end of the cycleway/pathway was 3 kilometres in length, of which only 210 metres would be ‘shared’ space, but the surface would have to be of a specification required by the National Cycleway.
Arriva Trains Northern had been eliminated from the short list of bidders for the soon to be created Northern Franchise and the current Trans-Pennine Express service. The Scarborough/York Blackpool North service would be incorporated into one of the two franchises, but just which one was not yet clear. So next autumn another TOC will be running these trains through Accrington. First Group plc, and Connex Transport Ltd, were the final two in the running for the Trans-Pennine Express routes, and Serco/New Railways and First Group plc (again), were the last two bidders for the Northern Franchise. Despite their obvious disappointment, the Chief Executive of Arriva had pledged to co-operate with the strategic rail Authority and the new operator, to “ensure a smooth transition”.
First Group plc, who operated the Colne Blackpool South ‘all stations’ shuttle service, were taking measures to counter anti-social behaviour on their First North Western trains. This involved issuing panic alarms and DNA swabbing kits to their front line staff. Their Safety Manager had said that they are now pursuing a policy of zero tolerance towards individuals who caused trouble. Through a poster campaign, they were hoping to raise public awareness, to the Company’s commitment towards the safety of both customers and staff alike.
June Good news for Hyndburn’s rail travellers was, having had it pointed out to them that there are no first class facilities on local trains to and from Preston, Virgin had amended their fare structure accordingly. A ‘spokesperson’ for the company stated that “The complex fares structure across the country was bound to throw up some anomalies, and when these are brought to our attention action is taken to redress the balance without necessarily involving the Trading Standards Office”. The bad news began with the withdrawal of the eight trains, which ran each way between Colne and Manchester on Sundays. The trains alternated every two hours with those going to and from Clitheroe, and had been running for the past two years. Due to ‘poor patronage’ it had now been decided that henceforth all trains will run through to Clitheroe instead. The East Lancs service allowed passengers to reach Manchester Victoria via Bolton without the necessity of having to change trains in Blackburn. The service had been subsidised by both Lancashire County Council and the Strategic Rail Authority, but this funding had come to the end with the commencement of the ‘summer’ timetable and a case for an extension had not be made. (The success of the upgrading of both the X43 and X2 bus services by Blazefield must have been a contributory factor in the lack of usage of this more roundabout rail service.)
Meanwhile despite pressure from the local council, a solution to the Blackburn Railway Station platform fiasco had still not been put forward. The original plans for the redevelopment that were submitted for planning permission, were being re-examined to see if all the conditions have been met. Both Network Rail and First North Western had said that they had no plans to change the arrangements on Platform 4, despite the inconvenience to the travelling public!
July The unkempt state of Rishton Railway Station had prompted two groups to come up with a project to give it a facelift. Prospects, an environmental charity, and the Rotary Club of Great Harwood with Rishton, had met with representatives of First North Western to formulate a strategy. They hoped to repaint the sign that welcomes people to the station, and to spruce up overgrown flowerbeds, (insurance cover permitting!). It was hoped the work would be completed in time for the centenary anniversary of the Rotary Club on February 23rd, 2005. The spokesperson for First North Western had said they are keen to work with any groups who wanted to take a pride in their local stations.
Already several stations had ‘adopt a station’ and ‘friends’ schemes. In this revolutionary scheme called ‘Friends Of The Stations’, local people were being recruited to tend to the upkeep of these railway facilities. Most interested parties seemed to agree that if they were trying to do this in the current climate without volunteers, it would be unachievable.
Sixth worst in the region was how Accrington’s Railway Station came out in a poll to identify the safest stations in the region. Acts of trespass, obstructions placed on the lines, vandalism and incidents of missile throwing put Accrington down near the foot of the table of a survey taken between 2002 and this year. It was little wonder that people didn’t want to use the railways when it was dark and the platforms had no one keeping an eye on them. The Transport Police were again visiting local schools to push the message, that playing around on the railway could have serious consequences. School holidays were the peak times for incidents of this nature.
As part of a much grander scheme to get the overweight out and about exercising, yet another local section of disused railway could become a cycleway. Starting at Rose Grove Junction, the old North Lancashire Avoiding Line could be transformed into a leisure trail through Padiham and into Hyndburn at Altham, continuing over Martholme viaduct and into Great Harwood. The line would still require decommissioning between Rose Grove and Padiham, as the track was still in place, although it hadn’t been used since 1993, when the last oil tanker trains went down it to Padiham Power Station. The project involved Lancashire County Council with that of Burnley Borough and yet another ‘charity’ transport organisation, Sustrans. The line was closed to scheduled passenger traffic in 1957, but remained in regular use for holiday excursions until 1964. Up until then it had provided an alternative route between Rose Grove and the Whitebirk Junction Blackburn, thus avoiding the then busy junction at Accrington.
(I spent many hours observing excursions from the Eastern Region passing along the ‘Harwood Loop’ as we knew it, with B1s, some of them named, en-route to the coastal resorts. The last occasion that I walked this line from Simonstone to Harwood Bar was in August, 1974, and it was almost impassable in places even then, although the impressive Martholme viaduct was still open to walkers.)
First North Western Trains had lost in their bid to retain the ‘local’ services that ran through Hyndburn on their way between Colne, Preston and Blackpool South. In the autumn a joint company, Serco Group with NedRailways would operate this service along with the Ribble Valley services. The latter is the Dutch State-owned Railway Company, who along with Serco already operated Britain’s best performing railway company, Merseyrail Electrics. This was only the second rail franchise to be awarded using the Strategic Railway Authorities ‘new’ style contract system. This sets out the specific standards that must be attained in order for the operator to earn maximum rewards. Serco itself was responsible for operating the Docklands Light Railway and Manchester MetroLink, so was no stranger to the North West. The partnership would take over these services along with 475 stations, some 4,000 staff and a large fleet of diesel and electric multiple units. A spokesman for First North Western expressed disappointment at losing out, but they still would remain in charge of the Trans-Pennine Express services that run through Accrington, on their way between Blackpool North, Preston, Leeds, York and Scarborough.
August The last rail maintenance contract on the entire network to be taken back from private contractors was the Preston area, which included the lines through East Lancashire. Network Rail, the in-house company now in control, was seen as the solution to the chaos of the privatisation of the upkeep of the railway’s infrastructure. When the first area came under Network Rail’s supervision, the performance had improved by an impressive 32% in the first six months. The Route Director for this area, one Robbie Burns, stated that, “Unifying maintenance and railway operation under one roof will bring many benefits, and help to deliver a better service to the passenger”. (Which was poetry to all our ears, pun intended.)
September The annual Accrington town centre stroll took place on Thursday the 9th, when several groups, each under the stewardship of a team leader walked on a prearranged route. Following the same route at intervals, they processed around the town stopping at strategically selected spots to discuss any observations that any of the group members wished to make. Very many of these were not transport associated of course, but did touch on two subjects.
One was the Crawshaw Street site of the proposed Bus/Rail Interchange, the other the state of Accrington Railway Station. To say they went over the same ground again would be something of an understatement, but something positive did come out of it. The document to accompany the town tour also stated, “That the transformation of Accrington Railway Station is a key objective in an emerging town centre strategy”. The feasibility study goes on, “Takes into account the need for strong physical and visual links between the railway station and the new bus station”. The logical interpretation of this was that since the railway station is the immovable object, the bus station of necessity will have to be in close proximity to it. Having passed over the proposals contained in the Halcrow Report, which placed the interchange immediately adjacent to the station on Eagle Street, it appeared that the Crawshaw Street site was now the odds-on favourite. The one cautionary note seemed to be the assertion that it couldn’t progress beyond the planning stage until the Eagle Street site was released for redevelopment. It had lain dormant since 2002, and its owners had, up until now, not shown any urgency in bringing forward proposals for the reuse of the 7 acre site.
Despite continuing protestations of concern from rail-user groups and Members of Parliament, the situation on the railway through East Lancashire had continued to deteriorate. Although they were coming to the end of their tenure as franchise operator of the Blackpool South Colne service, First North Western had dealt the line yet another blow. In the ‘autumn’ timetable due to come into effect on Sunday, October 3rd, and run up until Saturday, December the 11th, they were cutting the number of trains that stop at ‘certain’ stations. One of these was Huncoat, the others Cherry Tree, Pleasington and Hapton were outside the Borough, but similarly affected. The reason given for these omissions was “leaves on the line”. The theory behind this measure was that a mulch of fallen leaves and damp combined to set up a condition that requires trains to run more cautiously. The lack of adhesion between the wheels and track minimised the effective use of both brakes and regulators. These stations were particularly vulnerable during the ‘fall’, and so during off-peak periods, trains would only call at these stations on a two-hourly frequency rather than hourly. One major concern was that having reduced the service to these stations on the grounds of seasonal problems, the summer timetable will not see them reinstated.
The expanding Business Park, which lies on each side of the Hyndburn /Blackburn boundary, might have its own brand new railway station. European funding had been secured to build a facility somewhere in close proximity to Whitebirk Drive, at an estimated cost of £2 million. The work was to begin in early 2005 and take up to three years to complete, before the ‘local’ stopping trains between Colne and Preston were able to serve this facility. Various spokespeople concerned with regeneration, had described this development as of enormous importance the future of the area. Hyndburn’s Executive Member for Employment did however sound a slightly sour note when he said, “I hope they don’t make the same mess of it, as they did with Blackburn’s remodelled main station. I don’t want to pour cold water on this development either, but it does raise a couple of questions. If, as they claim, trains cannot keep to schedule just because they have to negotiate a set of points on the approach to Blackburn’s covered platforms, how will they go on when there is an additional stop inserted into the timetable in both directions? Will we get better and faster units, or will the timetable be rewritten to give us even more pedestrian journey times than the ones at present in operation? It may also be described as the politics of envy, but I can see there is a good argument against spending so much money on a new facility to serve a business park, especially when some of the stations in the Borough especially the ones at Rishton and Accrington are crying out for refurbishment. There was even talk of a ‘shuttle’ bus connecting with arrivals and departures from the new station to ferry customers, and more likely employees, around the expanding commercial and retail complex”.
October There were ‘contractual problems’ holding up the transfer of services to the new Northern Franchise’, which was due to take place on Sunday, the 17th. The Strategic Rail Authority had said that due to problems in the negotiations with the preferred bidder, UK Rail/Serco Ned Rail, the date would have to be put back. In the meantime the two operators working services through East Lancashire, First North Western & Arriva Trains Northern would continue to work them. The details of the hold-up had not been made public, but the bad news was that the new operators were not contemplating introducing any new rolling stock onto the services. (I wondered if this is the sticking point?)
There can’t be many occasions when our area’s railways came first, and when they did it was for less than the best reasons. On this occasion it was leaf-fall. The East Lancs Line had the worst record in the North West for delays to trains caused by leaves on the line. Not surprising really when you considered that between Bamber Bridge and Mill Hill the line cuts through expanses of woodland. In Hyndburn stations designated as ‘hot-spots’ were Rishton and Church & Oswaldtwistle, whereas Huncoat had achieved ‘double hot-spot’ status. A spokesperson for First North Western said, “It is a very serious matter, as it affects how we can run trains”. Apparently drivers were put through rigorous training to learn just how to deal with these situations. This involved them braking much earlier to avoid overshooting platforms, and accelerating with extra care. Some stations as previously reported, were being cut out of the timetables at certain times in order for trains to keep to their booked times. Even though it was in the centre of town, Accrington Station had also been listed as ‘potentially hazardous’, as trains had over-run there in recent times. Whereas in autumn there was undoubtedly a problem, it was not helped by the type of Diesel Multiple Units used on the East Lancashire Line. The 142’s were no more than rail-buses, lightweight in construction and with only two of the four axles transmitting power to the track, although the occasional use of class 150’s did help to overcome the problem. If units were heavier and have four powered wheels on each of two motorised bogies, then the problem was reduced and might be eliminated altogether. This observation was based on the observation that Arriva Trains, who ran the Trans-Pennine (so called) Express services over a considerable proportion of the same track using mainly 158 Units, did not make the same protestations!
The date when the new train operating company (TOC), took over the ‘local’ East Lancashire Line services had now been set for Sunday, December 12th. It had been postponed until the negotiations between First North Western and the latest operator Serco/Ned Rail had been completed.
The new TOC would run the service for up to nine years, and would receive the substantial subsidy from the public purse of £2.4 billion. Despite this, the undertaking thrashed out between Serco/Ned Rail and the Strategic Rail Authority in order to secure the franchise, did not include any plans to replace the ‘Pacer’ units, or introduce new or cascaded rolling stock. The only commitments made were, to improve punctuality, reliability and the overall performance of the services. At least one Member of Parliament, the Ribble Valley representative, had said this would leave us with what he describes as, “A third world railway service, when the lease expires”. He based this on the fact that the 142 or ‘Pacer’ units will be almost thirty years old in 2013. The facts were, these units had already undergone at least one internal refurbishment, but had still been criticised by independent scrutineers “for poor ride quality and lack of comfort”. Worse than this, to use a popular buzzword, they were not ‘disabled friendly’ as they fell short of the standards expected for accommodating the disabled. No matter how well they were maintained they were bound, as with all things mechanical and electrical, to deteriorate with age therefore exacerbating the problem of reliability. Faced with these arguments even before they had commenced operations, a spokesperson for Serco/Ned Rail had said, “We will be speaking to our suppliers to see if there is a business case for any improvements”. In other words the accountants would have the final say! This news came as a double blow to the East Lancashire Line, as the downgrading of the Blackpool North York/Scarborough service from the Trans-Pennine Express franchise, meant it too would miss out on the £100 millions set aside to upgrade the cross country services with some brand new units.
Hyndburn Cabinet met when the Portfolio Holder for Asset Management presented a report, which recommended the sale of 700 square metres of former railway land off Charter Street to the existing tenant, and it was resolved that the sale of the Council’s freehold on this land would be agreed on the terms and conditions of this sale.
Having already announced that European funding had been secured for the construction of a new railway station somewhere in close proximity to the Whitebirk/Greenbank Estates, council officers were being told to ‘hang on’! Apparently they had made no approaches to the Strategic Rail Authority for the requisite permission to have trains stop there. The SRA in turn had stated that this had not been included in the terms of the contract signed recently with the operator Serco/Ned Rail, who were due to take over the operations on the East Lancashire line in early December. In a statement the SRA said, “It was not as simple as just requiring trains to stop at a station. In any case we would have to establish that there is a sound business case, for proof that it was both practical and economical to have it included in the timetable would be required before we sanctioned it”. The officer in charge of regeneration for Blackburn had defended the case for establishing the new facility, stating it to be “a vital piece in the strategy to regenerate the area, by attracting in new businesses and industry”. It was hoped to have the station built and operational during 2008.
At a meeting held on Tuesday the 30th, at Oswaldtwistle Mills hosted by the Association of Community Rail Partnerships, an organisation concerned with as its name suggests, promoting involvement between the public and civic groups and the railway operators, in attendance were officials from First North Western Trains, Lancashire County Council and of course ACRP itself, and was the third and final meeting of its kind to take place. The first two had been held in West Lancashire and Colne respectively. The object of these meetings was explained in the opening remarks, was to listen to any ideas that might be put forward on how to promote and improve rail services and stations through East Lancashire. For this purpose the attendees would be split into two discussion groups, those with a specific interest in a particular project, and those with a more general interest. But first the floor was open to any comments. This was an opportunity to state the case for a holistic approach to transport. Letting the buses do what they do best, and the trains do what they do best, but running complementary to one another rather than in competition. It was also pointed out that by linking the proposed bus station for Accrington with improvements to the Railway Station was more likely to attract the necessary investment. This again would be most beneficial to both modes of transport, and my attendance at this meeting was primarily to promote this issue. These comments met with general approval, as some of the officers had already been involved in integrated schemes of this nature, Carnforth Connect being the one cited in the Chairman’s response.
A group in the audience had attended solely for the purpose of discussing improvements to Rishton’s Railway Station, and when split up they left a smaller group to look at more general issues. Several points were raised. One lady was concerned with the difficulty of arranging and accompanying groups of disabled people on train journeys. One gentleman suggested that the North Lancashire Avoiding Line, (better known as the Harwood Loop Line) should be reinstated, but this was dismissed as totally impractical. It did however, allow the suggestion to be made that in future even if the lines were closed the trackbed should be left intact and not built upon. This would allow their reuse should at some time another form of transport be substituted. This brought the discussion onto ‘Light Rapid Transits’, or to give them their more usual name of trams.
The poor state of Accrington Railway Station and the limited access to the facilities such as they are, were accepted by all sides of the meeting. Some of the improvements suggested during the town centre walk that took place at the invitation of the John Thompson Agency on Thursday, April 22nd, last were passed on to ACRP. These included having access from a foyer and ticket office at street level on Blackburn Road. The issue of the public’s perception of safety when travelling and waiting for trains was also discussed. A copy of the 2003 voice-box survey carried out by Hyndburn Council, as a follow up to a similar exercise during 2000 was handed over. This aroused quite a good deal of interest, they requested permission to take this sheet away with them for future reference.
At a presentation by the East Lancashire Partnership’s Nick Briggs, to the Institute of Transport & Logistics in January last, there was disappointment that the LRT had been watered down to nothing more than a guided busway. This despite the fact that all the blurb and talk had been about what was quite clearly an articulated light rail tramway. I told the group, that a few years ago I had envisaged vehicles using the existing railway lines and then coming down onto the streets at strategic locations was the way forward for East Lancashire, pretty much in the same way that Manchester’s Metrolink operated. I also expressed some disappointment that the new train operating company, Serco/Ned Rail had been awarded the franchise for the East Lancashire Line, without any commitment to investing in any new rolling stock. In answer I was told that in actual fact it was the Government who had ruled against allocating any more money for investment on the line. Which meant that for the next eight and three quarter years, all we could hope for in the way of improvements was if any cascaded stock became available, hence probably the reason for meetings of this type.
When the two parties were reunited at the end of these sessions, both groups’ findings and suggestions were summarised by their respective spokesmen, and then a debate was opened to the floor for the final time. Questions were raised as to how a successful business case had been made for the establishment of a brand new railway station for the Greenbank/Whitebirk estate, when it wouldn’t serve a community but a business and retail park? We were told, (off the record), by someone who had been involved in formulating this case that even though £2 million of European money had been pledged for this purpose, it was by no means finalised. Because Blackburn with Darwen had since gone to a ‘unitary authority’, he himself was no longer involved with the project, but he went on to say it would be at least two years before any construction could begin even if the scheme was brought to a successful conclusion.
There were several points clarified by the organisers of the meeting, which are worthy of mention. Assurances were given that even though the Department of Transport had instituted a review of ‘rural’ railways in this region, there were no threats of any further closures. Reports that this review would culminate in a second Beeching-type cull had been grossly exaggerated in the press. It was also revealed that the plans for a new bus/rail interchange for Nelson were well underway. The theme of the meeting seemed to be, that nothing has been ruled out or for that matter in, as far as changes to the local railway network were concerned. This could see the establishment of new stations, as was the case on the Blackburn Clitheroe section, or even the closing of unviable stations, although none were identified. At the winding up of a very interesting and productive meeting, we were told that there would be a follow up get-together early in the New Year. In the meantime we would each receive a copy of a report compiled from the combined findings of this and the other two meetings.
November The first day of November had seen the reopening of the refurbished railway station in Chorley. The facility, which complemented the new bus station just across the way, incorporated new entrance, booking hall, ticket office and waiting rooms on both platforms. The information screen display included bus departures as well as train information. In relation to the actual focal point of the respected town centres, Accrington was much better placed than Chorley, so what has been achieved there was a commendable example of what could be done if a council put its mind to it. (As I had always suspected, it was the attitude of Hyndburn Council that was the major obstacle to progress.)
Meanwhile an East Lancashire Peer had hit out at what was no more than a transfer of engagements between Train Operating Companies, due to take place in December. He had urged the Government to put pressure on Serco/Ned Rail to invest in replacement trains for the 142 ‘Pacer’ units. He described them as, “Unsuitable for journeys of more than one hour’s duration”, which since he resided in Colne virtually meant beyond Preston.
The beginning of the ‘full’ winter timetables on the Colne Blackpool South, and the Trans-Pennine Express services had again been the cue for the commencement of engineering works on the East Lancs Line. Commencing on November 7th, (with the exception of the 14th), all the Sundays from this date through November and into December will see a replacement bus operation between Hebden Bridge and Colne to Preston. These were due to end after Sunday, December 5th. One minor difference from previous occasion was that because the booking office is open for a period of time on Sundays, there was no need for the yellow jacketed co-ordinators whilst the clerk was on duty.
The St James Tripper ran again on Saturday the 13th, from Rose Grove to Edinburgh and/or Dundee. On this occasion the train was topped-and-tailed by 47:854 leading out and 57:601 leading on the return.
On the first Sunday of the occupation by engineers, there was the rather anomalous situation of Fraser Eagle providing the replacement for the 10:41 Arriva departure from Accrington to Preston in the shape of Tyrer Tours Dennis Javelin/ Plaxton ‘Paramount 3200’ (C 8 TYR), whilst First North Western Trains were using a vehicle from a company based in East Sussex, (P 9 YRE)* from Silver Grey Coaches for the stopping service from Colne. *This vehicle has been parked on an industrial estate on the West End of Oswaldtwistle for several months.
(Mention of the last vehicle leads rather conveniently to another piece of news. Maurice Duckworth, who departed from the Fraser Eagle organisation, had now established a new base for operations. Ironically this is just across the A678 from Fraser’s Shuttleworth Mead headquarters on what was known as the Phillips Industrial Estate. He has also recruited at least one former employee from his days at Fraser Eagle, (his PA), to assist him in the co-ordination of ‘Rail Support Services’ on behalf of First Group Train Operating Companies.)
December The big changes in the second week of the month were not upon the roads but the rails. From Sunday the 12th, Serco/Ned Rail would be operating all of the passenger services passing through Hyndburn as part of the new ‘Northern’ franchise. They were also the Company responsible for the ‘Roses Rail Link’ across the Pennines into Yorkshire. Although there were no promises of new or even more modern trains, there were a lot of pledges all couched in phrases overloaded with corporate speak and buzzwords, to quote. “Our priority is to improve levels of operational performance and measurable quality outcomes, for both our trains and stations. We will work hard to deliver a total service commitment to ensure that we achieve operational efficiency, which will focus on the characterised travel requirements of commuters and business and leisure travellers throughout our region”.
It would be more advantageous to have had cleaner and more reliable trains and plain speaking! Some of the more understandable pledges were. “That services will be integrated with other modes of transport, offer value for money and continue to provide a safe and efficient service. There would also be a modernisation of ticket purchasing mechanisms, with measures designed to encourage greater use of trains by bicycle riders”.
The most extravagant boast came last when the Managing Director of Northern Trains, one Heidi Mottram, had been quoted as saying. “We see Northern Trains running today as the first steps on a journey towards a world class service”.
The timetable from December 12th, the day when Serco/Ned Rail assumed control of the ‘local’ services, would see those railway stations left out of the autumn schedules given back their trains. The week previous to this, the considerable amount of engineering work on the East Lancashire Line, much of it centred on and around Accrington would come to an end. Although this wasn’t the best news for passengers, especially since it came on top of an average rise of 4% on all ticket prices, it was good news for Fraser Eagle. Having had the contract for ‘Rail Support Services’ on behalf of Virgin Rail for the past three years, Fraser Eagle were hoping to renew the contract in April of 2005. Kevin Dean had said, “That it is not just a matter of providing replacement coaches, but also managing the transfer of passengers and providing them with travel information”. He added that the organisation had a team working on the new bid, and was optimistic of their retaining the work.
On the railways, trains would terminate early or be curtailed short of their ultimate destinations on Christmas Eve. There would be no trains on Christmas Day or Boxing Day and some early morning services were cancelled on Monday the 27th. But from mid-morning up to the early evening of Friday the 31st, services would run ‘as normal’. Quite surprisingly following some early cancellations, there would be a ‘normal’ service on New Year’s Day, which will continue on into 2005.
The Minister of Transport, Tony McNulty, had made a visit to Hyndburn at the invitation of MP Greg Pope. During his stay he had taken a look at Church & Oswaldtwistle Station after he had visited Ossy Mills. He was suitably impressed by the co-operation between the retail outlet and North Western Trains, which had a CCTV link to the Mills’ four screens to monitor the platforms at the nearby station. He said, “It is collaborations of this kind which will help to secure the future of the East Lancashire Line”.
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CHAPTER 16
2005 TO 2010 – LOOKING FORWARDS
2005 January It wasn’t the silly season, and certainly not April 1st, so what follows should be taken quite seriously, although it is almost farcical. In what was the first of what one might hope as many tangible improvements to the rail services to Manchester Airport, they have managed to find possibly the silliest imaginable. The Company have introduced scented headrest covers to help cheer the ‘customers’ with a bit of aromatherapy! They are confined to the Trans-Pennine Express services for the moment at least, and were the first trains in the country to have this added luxury. The subtle fragrance was designed to make the carriages smell “fresh and clean”. It was also predicted that the moods and concentration levels of passengers will improve by inhaling the citrus smells, which would include orange and grapefruit. There has been a mixed reaction to this innovative move. An aroma therapist was quoted as being all in favour of the change, stating that “citrus oils are good for keeping you alert”. But she also warned that some people were allergic to these oils. The Chairman of Ribble Valley Rail, Mr Peter Moore, had taken a more down to earth approach to this gimmick. “If they run clean trains, which keep to time, and give people correct information, there would be no need for aromatherapy,” he said. Adding, “If it makes peoples journeys more pleasant, then so be it”.
One lady had asked what had happened to the initiative to improve the lighting on Accrington Railway Station. At the meeting with the Association of Community Rail Projects, their stated aims and objectives had included better lighting. A Transport Working Group was to be set up to look at transport related issues relevant to Accrington town centre, and it was recommended that someone from ACRP should be involved in that group, as they seemed to have some expertise in these matters. As no-one from the Board or any of the Council’s own officers were present at that December meeting, reports would be forwarded to them, so that they would know exactly what had transpired in relation to improvements to railway facilities in Hyndburn.
It seemed as though another new body was to be formed to oversee the railways in our area. An amalgamation of Blackburn (with) Darwen unitary Council, Lancashire County Council and the elusive East Lancashire Partnership was to form the East Lancashire Railway Partnership. They would work alongside and with the Association of Community Rail Partnerships, to set up groups who would have a role in overseeing the services and infrastructure on behalf of their local communities.
February The public/private initiative at Church & Oswaldtwistle Railway Station had been so successful that the ‘Railways Officer’ for Lancashire County Council, was looking to repeat the formula at three other stations on the East Lancashire Line. Colne and Rose Grove were two, and the other was Rishton Station in Hyndburn. Since the installation of CCTV cameras at the ‘Ossy’ Mills sponsored station, incidents of antisocial behaviour and vandalism had declined and passenger numbers were up by 5%. These improvements had been linked to the Association of Community Rail Partnerships who would bid for government money to fund further initiatives. The copy of the report on the proceedings of the meeting held in December, would take another two months to prepare.
Not all the news on the railway front was good however. Up until now when a train’s automatic door control or its passenger alarm system fails, the train had been taken out of service at the next station stop. From now on the train would be allowed to continue in service for the rest of the day, or until it was taken off service for attention. It was felt more advantageous to keep the train in service rather than to dump its passengers in remote locations. The Train Operating Company, Northern, said that passenger safety would not be compromised, but the Rail, Maritime & Transport Union thought otherwise. The Union believed that the rules on whether or not a train is unfit to remain in service had been changed to allow TOCs to avoid paying delayed travellers any compensation.
With 80 physical assaults and 60 verbal assaults reported on staff during 2004, the Northern franchise was now wiring their train conductors for sound. The microphones would be disguised as badges and could be activated by staff if and when they felt threatened. It was a device, which had been used by Northern’s parent company in Holland with some success. This move pleased the RMT, who were growing increasingly concerned by the amount of abuse their members were facing. Darwen Railway Station apparently had the worst record for acts of vandalism and antisocial behaviour in the North West region.
April At a meeting of Hyndburn Cabinet, the Portfolio Holder for Culture & Leisure reported that work on the three missing links of the National Cycleway in Hyndburn had now been completed, including the section of former Railway from Platt’s Lodge to Baxenden, and from Star Street in Church to Accrington Railway Station.
Although it is some twenty miles distant by rail, work on upgrading the West Coast Main Line around Preston would have a knock-on effect on train services through East Lancashire. On three Saturdays in April, the 16th, 23rd and 30th, and every Sunday up until June 5th, all ‘local’ services between Colne and Blackpool South, and Trans-Pennine services to and from Blackpool North would be affected. All trains travelling in a westerly direction would terminate at Blackburn, with buses conveying passengers on to intermediate stations between there and the coast and vice-versa.
May The Association of Community Rail Partnerships had just published the report it promised after the series of meetings held late in 2004. There were no revelations contained within it, nor were there any promises of extra funding. What it said was all perfectly predictable. That all interested parties should come together to form a “steering group”, which would then formulate an action plan. The interested parties so far named were Lancashire County Council, The East Lancashire Partnership and Blackburn (with) Darwen unitary Council, along of course with the Northern Rail franchise, which now operated all the passenger services through East Lancashire. It was noted that Hyndburn Council was not included on this list, and this was a matter to be raised at the next town centre regeneration board meeting, which due to the general election has been postponed until Thursday, June 16th, next. It did seem however, that the stewardship of Rishton Railway Station would be placed in the hands of the Rishton Prospects Panel, who petitioned for this at the December meeting. There were reservations about moves such as the ones highlighted in this report. The first was that if the so-called professionals needed the assistance of community groups and members of the public to tell them what was required, then they were failing to do their jobs satisfactorily. The second was that there prevailed a tremendous amount of indifference and apathy on behalf of communities and individuals to matters such as transport. That is of course until it was usually too late!
Having been returned to Westminster as the Member of Parliament for Hyndburn, we waited to hear the viewpoint from further up the political scale so to speak, even though Mr Greg Pope had not yet reached the dizzy heights of Cabinet. In a recent interview on several topics of political intention, the subject of ‘local’ transport although not at the top of the agenda, was never the less covered. On the services available to train travellers, he felt that there should be more investment in rolling stock, and more destinations served ‘directly’ by trains which passed through Accrington. On the subject of the rapid transit system he had no comment to make, but this just confirmed the prospect of one was now a non-starter.
On Saturday the 21st, Fraser Eagle was called in to transport St James’ day trippers on from Blackburn Railway Station to Bamber Bridge and Preston. This was due to the late running of the 40th Day Tripper special excursion returning from Peterborough and Lincoln, which left them without an onward connection. Fortunately the train, topped-and-tailed by 47:851 and 47:826 had made it as far as Accrington albeit over an hour late!
There was more good news on the Fraser Eagle front, as the Company had just won the contract to provide services to the Association of Train Operating Companies. This would require them to make the sometimes complicated arrangements on behalf of their client, (ATOC.) This included rail and air ticket purchasing and hotel accommodation. This was one of the fastest growing sectors in Fraser Eagle’s portfolio, and is handled by a team of highly trained staff. The department was open twenty-four hours each day, to instantly react to the immediate needs of a train operating customer.
June It was now possible that Northern Trains would reverse their decision not to use Platform 1 on the refurbished Blackburn Railway Station after all! They had stuck to using the uncovered Platform 4 on the premise that the crossovers on the approaches to the covered platforms slowed trains too much. Now due to a concerted effort over a six month period by the ‘revenue protection officers’ (ticket inspectors), it has been noticed that ticket sales have increased by a significant 13.2%. The reason for this upturn has been put down not to more people travelling, but less fare dodging. At busy times people have been boarding trains on Platform 4, and alighting before the guard/conductor has been able to reach them with his ticket machine. Platform 4, which handled all trains travelling west from Accrington, had no ticket facilities, the new ticket office being situated on the main platforms. This entailed honest passengers coming up from the subway to purchase a ticket, going back down the ramp along the subway again and back up to platform level to catch a train. As a result of this design flaw and sometimes due to lack of adequate time, many just weren’t bothering to pre-purchase their tickets. Soon a large new car park would be opened on the reclaimed sidings on the far side of the station with direct access to Platform 4, encouraging even more ‘customers’ to risk avoiding purchasing a ticket. This could increase the possibility of ‘bilking’, the legal term for deliberate fare dodging. Blackburn (with) Darwen Unitary Council had already tried to use the planning conditions to force the train operating company to use the covered platforms, but with no success. A spokesman for the Rail Passengers’ Council had said that he hopes the experience gained from this exercise would convince the train operator to “see sense and use Platforms 1 and 2 as they were meant to be used. This would allow passengers greater comfort, and give them more incentive to buy tickets”. No doubt the proven loss of revenue would be the most significant factor in persuading Northern Trains to think again.
Mr Bill Huntley was asked, if he had contacted the Association of Community Rail Partnerships who had produced their report following the series of meetings held towards the end of 2004. This had been suggested at the January meeting of the Town Centre Regeneration Board Meeting. He said he had, but no response had been forthcoming. There was extreme disappointment with this organisation. At the conclusion of the December 4th meeting, they had taken the names of anyone who wished to receive a draft of the report. They also said that they would arrange for a follow-up meeting to be held early in the New Year, and as yet no further meeting had taken place.
There was much-a-do in the local press at the moment about the state of the local train services. Someone with too much time on his hands had discovered that it takes 39 minutes to travel between Blackburn and Colne in today’s timetable, exactly the same time that it took in 1955 during the steam era. We still have a train service, which was more than a lot of communities could say, even though it hadn’t progressed in quite the way we might have hoped. The reasons why the times have not improved are quite obvious. Fifty years ago all the stations on the line had booking offices, so people could purchase their tickets before they got onto the train. Only the stations in Accrington, Blackburn and at Burnley Central were now staffed, and the one in Accrington not all of the time. The compartment stock, which is what most local services were made up of, had a guard who had no responsibility for issuing tickets. Just what the mindless brigade would have got up to unsupervised in this type of stock, heaven only knows. Very often the delays experienced at particularly busy times now, were because the beleaguered conductor/guard was at the wrong end of his train collecting fares when it arrives at a station platform. There was then an enforced wait whilst he made his way through the carriages to operate the doors. With just as many stations on the line, many within a couple of miles of each other, there never will be any possibility of speeding up the service to any significant degree, unless of course some are missed out or closed. It was unrealistic to expect anything more than just the amount of investment necessary to keep the local service ticking over. Where it might be improved was by cascading newer stock to replace the refurbished but never the less ageing stock. But this of course would depend on substantial investment by the Train Operating Companies on another part of the system.
Where the East Lancashire Line had a value was as an alternative mode of transport to the car and to a lesser extent the bus. It also provided a direct link to the much-improved timings of the trains passing through Preston and a one-train link to the coastal resorts on the Fylde. This was not to overlook the service that runs across the Pennines, to give further main line connections in Leeds and York. Therefore the utmost should be done to retain the infrastructure of the line and hope for better things in the future. The needless knocking of the service didn’t do this cause any real good. Although the ‘Pacer’ Class 142 units, dubbed ‘Nodding Donkeys’, were much maligned, it is my honest opinion that they were partly instrumental in preserving a train service when they were first introduced, as it was at a critical time when the future of the East Lancs Line was very much under speculation.
July The plans drawn up by the ‘experts’ for the revitalisation of the East Lancashire Line, did not contain any revelations or even surprising suggestions. Most of the points under consideration had been mulled over time and time again. One such was that, “The quality of the trains should be improved, ditching the old rail buses”. Another rather bland statement was, “The line should primarily provide an inter-town service with connections to the West Coast Main Line”. Well it had done that for a century-and-a-half and still does today, so much for stating the obvious. Two suggestions were just repeats of theories put forward some time ago. “Trains should miss out some of the less well used stations at off-peak times”. I can’t imagine that this suggestion would go down well with the schedulers and compilers of timetables, never mind the communities whose stations are singled out. The savings in time would be marginal, as the trains that suffer most from delays are those which ran at peak times anyway. Another suggestion was that, “Trans-Pennine Trains should stop at Rose Grove, to provide a connection with the Colne branch”. Which of course they once did until the stop was deleted from the timetable, probably on the grounds that it was poorly patronised and slowed the service down unnecessarily. Another thought was that, “Park and ride facilities should be improved at the bigger stations”. In Accrington, where parking is free and relatively unsupervised, there was a possibility the majority of cars parked on the Eagle Street car park belong to people who are not using the trains. The CCTV cameras monitoring this car park had not appeared to be in use for some time. (I suspected that Railtrack had no jurisdiction over this land anyway!)
Was there anything new in these proposals? One thing which might be helpful if implemented was that –
- “The line should be given a name under which it can be branded, a properly marketed throughout the North West.”
- “Specialist tourist services should be set up to link in with some of the areas events, like canal barge tours.” (I didn’t think there were enough events held here in East Lancashire to make sufficient inroads into the tourist business. The biggest event in recent years had been the Royal Lancashire Show, which was staged several miles from the nearest railway station.)
- “A not for profit organisation should be set up to promote the line through better ticket sales, and smaller stations should be staffed.” (If the staffing of smaller stations were viable, the staff would need to be reimbursed for their efforts, and would by necessity have to carry some cash on their persons as well as a ticket dispensing machine. They would only have the basic shelters provided for use of the ‘customers’ in which to seek refuge in bad weather. Very few people are willing to give up their time as volunteers on a regular basis, especially when no payments are involved. It is a far different matter when a group of people with time on their hands, turn up once a fortnight for a couple of hours on a fine afternoon, to tidy up the platforms.)
It was also suggested that –
- “Non-profit making organisations could charter special trains.” (I would remind the people who thought this one up, of the heady days prior to 1991, when the local Rail Ramblers chartered Diesel Multiple Units on a monthly basis from February to December, and almost filled them on every occasion, only to be told they could no longer continue due to a shortage of suitable stock. I would also advise the proposers to get in touch with the organisers of the St James’ Day Tripper charter trains. They would then have an understanding of just how difficult it is to successfully overcome the many obstacles in order to achieve a result, notwithstanding the substantial financial risks involved.)
The only suggestion that might have had a significant impact on the future of the line was the setting up of a better organised pressure group. Although disparate groups have and still might exist, STELLA (the Save The East Lancashire Line Association) for instance. This suggestion also seemed to infer that the ‘official’ rail watchdog was not on its own up to the job! The new organisation might then be used to exert pressure that is not so easily brushed aside or ignored by the powers that be. The whole concept of community participation smacks of an attempt to partially abdicate responsibility for the welfare of the line. It also provided the official guardians with the get out, “Well we told you so, but you didn’t respond in the enthusiastic manner expected”, if cuts and curtailments were made in the future.
September It was reported that a business plan had been put forward for the doubling of single track sections of the railway between Blackburn and Bolton at an estimated cost of £5.5 millions. This would allow the frequency of trains on the Clitheroe Manchester service to increase from hourly in each direction, to half hourly (four trains per hour). There could also be the possibility of extending the service at its southern end through to Manchester International Airport. Only days later it was announced that the subsidy required in order to run trains over this route on Sundays had run out last June! The Sunday service had been in operation since 2002, with one train running hourly through Blackburn to Clitheroe, and on the alternate hour running through to Colne giving Accrington a ‘direct’ link to Manchester for the first time for many years. However, due to poor patronage the Colne section was cut in 2004, with all trains working through to Clitheroe. Only a deal thrashed out between Northern Rail and council officers has saved the Sunday service, albeit temporarily. The commitment to continue operating the service would expire in June, 2006. How could it be that even a relatively modest investment is being contemplated on a route which cannot support a seven days a week service, when the East Lancashire Line required funding to improve the passenger facilities at so many of its stations, Accrington being a prime example?
October Rishton Station was to receive a much needed facelift made possible by the injection of £30,000 cash from Lancashire County Council. Transport chiefs believed that there was potential growth of an extra 4,000 people who could be persuaded to use a facelifted facility each year. The improvements would come in the shape of new glazed platform shelters, fresh landscaping to open up views around the platforms to discourage vandals and criminals, and improved signage including directions to the nearest buses. It was expected that a group would then adopt the station, as had been the case with several stations on the Blackburn Clitheroe line in a ‘friends of’ scheme. Statistics had shown that about 35,000 people currently used the trains stopping at Rishton each year. Although it was welcomed, any moves to improve the transport infrastructure in Hyndburn by enlisting local residents in such schemes, the authorities were to an extent opting out of a great deal of their responsibility for policing and maintaining these facilities.
The train operators stated, “We regret to announce that the train now arriving is not wheelchair accessible, and isn’t likely to be for some time to come”! Whereas all new buses had had to comply with the Disability Discrimination Act from January of this year, the same would not apply to trains until 2017. Northern Rail who runs the services through East Lancashire admitted that some of its 20-year-old rolling stock working on the ‘locals’ could not cater for wheelchair users. They advised that if a disabled passenger was intending to make a journey, they should phone a helpline set up to deal with these and other inquiries before they wanted to travel. As a spokesperson for Northern Rail quite rightly pointed out, this is a nationwide problem. Many of the units running through Accrington were built long before disability access became a fashionable political football, so one could sympathise with Train Operating Companies to a certain extent. However, with franchises being granted on leases, which did not guarantee an operator a long term return on any large investments, it was unlikely that the existing stock would be replaced in the foreseeable future. Not only the trains would require modifications, but also in many places the stations and associated infrastructure would require improvements. In Accrington the booking office and waiting room were on the eastbound platforms. For an unaccompanied wheelchair bound passenger wishing to travel towards Preston and beyond, they would have to buy a ticket and then go via Paxton Street, Blackburn Road and Eagle Street to get onto the correct platform. Or alternatively buy a ticket on the train from the conductor/guard. Even if they were intending to travel east, getting up the slope to the booking office would be something of an ordeal. In Rishton, where the station was unmanned the westbound platform was accessible by footbridge only.
November As was becoming the annual custom at the end of Blackpool’s Illuminations, engineering work had recommenced on the East Lancashire Line. For five consecutive weekends starting in the late afternoon of Saturday the 12th, and staying in force until the first trains on Monday the 14th, maintenance gangs occupied the line. This meant of course that rail replacement services, or to give them the title currently in vogue ‘rail support services’ were in operation through Accrington.
On Saturday the 19th the 39th St James Day Tripper operated their ‘Fenlander’ excursion to East Anglia.
Whilst other stations on the East Lancashire Line seemed to be able to attract money to improve them, the one in Accrington appeared unable to get in on the act. It was appreciated how the Victorian edifice in Blackburn in desperate need of modernisation had managed to attract substantial finance, although whether or not the improvements were worth the £3 millions spent was a matter of debate. After Blackburn and Burnley Central, Accrington was the next most important station on the route between Colne and Preston. But it hadn’t benefited one iota since it was rationalised in the 1970’s.
The news was that Bamber Bridge would be the latest station to be earmarked for improvements, even though a study of just what needed to be done had been authorised at a cost of £12,500. Groups were in favour of any improvements to the infrastructure, rolling stock and services, for these should be moves to secure the future of the line. The proposed facelift at Bamber Bridge was expected to include better shelters, a public address system, better signing, cutting back the encroaching shrubbery and of course the installation of CCTV surveillance. Church & Oswaldtwistle had received £50,000 for similar improvements, and a similar amount has been allocated to the station at the end of the line, in Colne. Rishton Station will also benefit from a cash injection of £30,000, but alas Accrington remained up against the buffer stops. This is one reason why continual to lobbying for a new bus/rail interchange was needed, so that both modes of transport could be promoted by jointly improved facilities.
It seemed as though the Labour Group in Hyndburn favoured the idea of establishing a new bus station in the Abbey Street and/or Whalley Road corridor. This would be on the inside of the Eastgate inner ring road, and adjacent to the main retail area. Of course they weren’t yet in power, so could do nothing to further these ideas, whether they would pursue them when, as it can only be a matter of time, they got back into power was a different matter. If this turned out to be the case, then perhaps there was a good argument for building a brand new railway station on the eastern, (Huncoat) side of the viaduct, with access on both sides of the line. The area, back Owen Street and Railway View, was again a dilapidated and forgotten area of the town. This could have been developed with the removal of a minimum amount of property. One of the advantages of establishing a new site, would be the old railway station could have remained functional until the new one was operational.
December Lancashire County Council had made an award of £30,000 to Rishton Prospects Panel in order to fund a much-needed facelift to the town’s railway station. The station would benefit from some new flowerbeds, a cleaned and repainted shelter and the refurbishment of the old station sign set in cobbles on the westbound platform. The Panel would also be expected to report every two weeks on their progress, but with other amenities to look after in the town they were desperately short of helpers to do the work and maintain it to the specified standards.
On the railways, trains will terminate early or be curtailed short of their ultimate destinations on Christmas Eve. There would be no trains on Christmas Day or Boxing Day. Some early morning services were cancelled on Tuesday the 27th. But from mid-morning up to the early evening of Saturday the 31st, services would run ‘as normal’. Quite surprisingly following some early cancellations, there would be a ‘normal’ service on New Year’s Day, which would continue on into 2006.
The Transport Secretary, Alistair Darling, has assured concerned rail users in East Lancashire that their railway line was safe. There had even been a hint that the service could be improved, although much of the £87 millions that the Government poured into the railways every week was invested in the south. Hailed as the saviour of the branch line network when they were introduced some twenty-five years ago, the ‘142’ Pacers were now well past their sell-by date according to the MP for Blackburn and Foreign Secretary Mr Jack Straw. Some of the units had even had the toilets removed as an economy measure, and despite refurbishment were now showing their age. This was revealed in the stark fact that the journey from Colne to Blackpool was slower now than it was fifty years ago! Although passenger numbers continued to grow on the network overall, it was thought that the condition of these particular units put people off using the railway. Along with Friends Of The Earth, who saw an expanded rail network as a step in the right direction towards improving the environment, Mr Straw has called for the units to be replaced with something more comfortable and modern. Nigel Barber, of Northern Rail, stated that his company, whilst always looking for ways to improve the service on the East Lancashire Line, had no plans to replace the 142s at this moment in time.
2006 January It had been calculated that since the rebuilding of Blackburn Railway Station passenger numbers had grown by 8% and this was mainly attributed to the modern facilities now available there. Now Blackburn (with) Darwen Unitary Council had joined forces with Greater Manchester to try to attract more money to spend on upgrading the line between Bolton and Blackburn. The services had been dogged by permanent speed restrictions and single line sections, which cause both delays and frustration to passengers whilst restricting the service to a one train per hour frequency in each direction. It was estimated that as many as 9% of people in work, travel from East Lancashire into Greater Manchester every weekday and if a further £6 millions was spent on upgrading the line to remove some of the restrictions the frequency of the service, could be doubled to half-hourly. It was estimated that the line could be doubled throughout as it used to be, with an investment of £30 millions and allow three trains per hour to operate.
All in favour of spending money on improvements to the services in the region, it was felt that an investment of this magnitude could be put to better use on the East Lancs Line. Here it could improve the facilities at more stations and iron out some of the obstacles that slow trains down whilst shortening the journey time to Preston, where it was now possible to change onto trains that reach London in just over two hours.
Hardly had comments ended about the possible misdirection of investment in the area’s railways, when the evidence to substantiate this theory became apparent. A fault in a cable caused a power failure, the consequence of which was a massive points failure. For two days the Colne Accrington Preston Blackpool South local service had to be replaced by coaches on the sections east of Blackburn. The situation was made worse, when demand exceeded capacity on some of these coaches, and because drivers would not allow standing passengers some customers were left stranded. The journey time between Colne and Blackburn increased from its usual 45 minutes to almost 2 hours, as the coaches were obliged to call in at all the stations en route. The Trans-Pennine services did however fare a little better, with delays of around half-an-hour in each direction. The fault had become apparent on the night of Monday the 16th, and was repaired by early afternoon on Wednesday the 18th, having been traced to a 100 meter long section of cable in Accrington. A spokesman for the train operating company Northern Rail said they had found difficulty in finding enough spare road vehicles to cover for the loss of trains. “Most of the local operators run schools and scheduled services” he said.
At last a Government Minister has spoken out about the state of East Lancashire’s railways. Lord Davies has had to agree that rail travel in our region is “not up to standard”. Railway watchdogs had told him that the line through East Lancashire was one of fifty under threat of closure unless more investment was made in rolling stock and infrastructure. Having praised the work done to upgrade the main line running through Preston, the Minister has said that it is time that this success was extended to other lines. He also acknowledged that he was awaiting the review of the Northern franchise with “baited breath”, as it was possible that it could recommend cuts to services between Preston and Colne.
According to the Department of Transport the numbers of passengers using trains had reached their highest level for forty years, and Government investment in the railways was currently £87 millions per week, of which £260 millions had, or would be, invested in the North West on the Trans-Pennine Expresses. Yet the Blackpool Colne ‘local’ service was one of the poorest performing routes in the entire country according to Network Rail. Even if there were to be large sums of money made available to invest in improving the infrastructure, there was little scope for straightening out track to allow even a modest improvement in times by increasing speeds. Take the problems of a fortnight ago for instance. Keith Lumley, of Network Rail, explained that they had upgraded the power supply to the signalling system in the Rose Grove area, but when they had switched power back on it had caused a faulty switch to overload. Special working had to be introduced whilst repairs were made to this equipment, which had resulted in delays and cancellations. Now that this had been rectified there should be no more problems, with this particular apparatus. Okay as the cynics might say, but that was not the end of it, as journey times between the two termini on the locals were slower now than they were fifty years ago!
A recent survey by the Rail Passengers’ Committee, showed that 59% of ‘customers’ using these services were dissatisfied. The portfolio holder for Lancashire County Council, Tony Martin, said he couldn’t understand why train operators didn’t respond to increased demand by putting more ‘coaches’ on. (Note he does not use the term carriages.) The chairman of Railfuture North West England, (yet another pro-transport body), had acknowledged that there was little scope for running faster trains on the East Lancs Line. The plausible explanation for the ageing units employed on the service was, “Operators are squeezing every last bit of use out of their stock”. Sadly it was the Trans-Pennine Express services based on Manchester Airport that was receiving the bulk of the investment. This included a fleet of no less than 51 new trains, and £12 millions to improve the stations served by them.
It seems that all can ever be aspired to on the East Lancashire Line, was that when the brand new stock is introduced, it will cascade something a little better onto the local services.
In a survey of 25,000 passengers, the independent consumer body Passenger Focus had found that 81% of those asked, said they were completely or reasonably satisfied with their travelling experience. But half of those surveyed did not think their journeys were good value for money. Northern Rail who now operated all the services through East Lancashire, had announced that they were to introduce a fleet of 51 new trains capable of running at 100mph on their Trans-Pennine services during 2006. They were also committed to a programme of station improvements, which would cost £12 millions. Whether this would mean fresh trains on the East Lancs Line and new facilities at Accrington Station or any of the other three stations in Hyndburn, remained to be seen.
February Some of the vegetation on the section of the East Lancashire Line in the vicinity of Rishton Station was to be cleared, in an attempt to avoid recurrences of trains slipping and sliding. During the autumn there were several reported instances of Diesel Multiple Units being unable to start away after stopping, or sliding beyond their intended stopping place due to a mulch of damp foliage. Healthy oak trees would be spared as would laurel and privet hedges. But all unnecessary and unhealthy growth would be either turned into chippings or left to break down by natural decay. “Although it has become something of a joke, decaying leaves can actually become something of a safety issue for the trains”, said Gary Openshaw, the General Manager of Network Rail.
March Plans had already been announced to fund much needed improvements to Rishton, Rose Grove, and Colne Railway Stations, when the next list of stations to be given facelifts was announced. These included Brierfield, Burnley’s Central and Manchester Road Stations, Hapton, Lostock Hall and more importantly for Hyndburn, Huncoat and Church & Oswaldtwistle Station again, because Church & Oswaldtwistle had previously benefited from a £100,000 refurbishment. All the stations, Burnley Manchester Road apart, were on the East Lancashire ‘local’ line. It was thought that improvements on this scale to the majority of the stations on the route would make it more difficult for a train operating company to cut services, by encouraging more people to use the trains that call at them. Following on from the investment at the ‘community patrolled’ station at Church and Oswaldtwistle a further £12,000 of enhancements were planned for the facility in close proximity to the retail outlet at ‘Ossy Mills’. Noticeable by its absence from this list was of course Accrington’s Station. Was this because it will feature in a grander scheme to include the bus/rail interchange at some point in the future?
Having spent a year examining the railway services through East Lancashire to see if there was a way to reduce subsidies, the Government’s consultants had decided against any cuts. Despite rumours which always start to circulate when services come under scrutiny, a report suggested that closing stations, reducing the frequency of services and increasing fares, would have minimal impact on the amount of money invested by the Ministry of Transport. Both County Hall and Blackburn (with) Darwen Council had come out in praise of the findings, and said that they would be a springboard to increasing the number of passengers using these services. They also felt there was now justification for directing more investment into modernising the infrastructure and looking towards enhancing the existing timetables.
April Having provided vehicles in order to replace trains for so long; Fraser Eagle was now major shareholders in a Train Operating Company itself. It now held a major interest in the York-based Grand Central Railway Company. This franchise would operate between Sunderland and King’s Cross using 125 miles per hour (HSTs) high speed trains, and had gained clearance from the Office of Rail Regulation for three daily services each way commencing in early 2007.
Although there were no suspicious circumstances, train services through Accrington Station were suspended one early morning to early evening, when a train driver reported finding the body of a dead man on the floor of the shelter on platform 1. Police closed the station whilst a forensic team investigated the scene. Although trains were allowed to pass through, they were not allowed to stop in either direction. As a result buses were summoned to ferry passengers from Accrington to Blackburn and to Burnley.
July Fraser Eagle’s proposed entry into the train operating market in the form of Grand Central Trains had met with a hostile response from GNER. They had operated the services between the North East and London virtually unopposed, and had been hoping to fill the ‘spare’ line capacity on the East Coast Main Line by running extra services themselves. When Grand Central commenced their operations in early 2007 they would take up the available paths thus nullifying GNER’s plans. In retaliation GNER were threatening to sack Fraser Eagle as their supplier of vehicles for ‘rail support services’ whenever the need arose.
August Despite a challenge in the High Court by GNER, Fraser Eagle had won the right to operate a thrice-daily service between Sunderland and London starting in December. Trading as Grand Central Railway the service would be only the second ‘open access’ railway to operate in the country, the other being Hull Trains. This meant they would receive no Government subsidy unlike the other rail franchises. This was the railway equivalent of running a commercial service as opposed to a tendered one. In order to be granted permission Fraser Eagle had to convince the Office for Rail Regulation that there was a demand for a service and that there would be sufficient capacity to make it viable. The service would run daily except Saturdays.
In response to a letter in the local paper criticising the state of the present facilities at Accrington Railway Station, Keith Lumley had revealed some encouraging news. The Media Relations Manager had stated that the landlords of the station, namely Network Rail, were working with Lancashire County Council to provide a much improved facility for the town. This would include a ‘new’ booking office on the opposite side from the one in use at the present time, with improved facilities and an upgrade to all aspects of the station. This would place it on the town centre side on the Preston bound platform, as opposed to the Leeds/Colne platform. It would thus avoid the hassle of having to cross the footbridge and back for west bound services and also the steep slope up from Paxton Street. The plans were included in the Council’s Local Transport Plan and also in Northern Rail’s own Partnership Development Plan. He ended his letter with the proposal, “That it would link into a projected new bus station for the town, which could be located nearer to the station”.
September The transport lobbying group Transport 2000 had come to the conclusion that the rail network in North East Lancashire needed expanding, to counteract the increasing problems of road traffic gridlock. They stated that enhanced rail links to Manchester, the Peak District and beyond were essential if the region was to prosper. They were the keys to greater social inclusion, commerce, infrastructure and industry. The Government were to announce their thirty-year plan for the rail network during 2007.
THE ST JAMES’ DAY TRIPPER
It was with a great deal of regret it was announced that September, 2006 would see the final running of the St James’ Day Tripper railway excursions. Starting in 1987 with a mystery charter train which visited Canterbury and Dover, the Blackburn-based organisation had run no less than forty-two specials over a nineteen year period. But of recent times arranging paths for non-scheduled runs had become increasingly more and more difficult. This had been part due to weekend engineering works and part due to an increasingly intensive use of the rail network. (I myself had taken advantage of these ‘specials’ on numerous occasions, accompanied by my son on some of the earlier ones, so I would be sorry to see them go. Unfortunately due to other commitments I would be unable to take part in the final one to York and back, even though it would be steam hauled.)
Inaugurated initially to raise funds for the repair of their Church’s roof, the team had run its first charter on March 25th, 1987 which unfortunately operated at a “considerable loss”. But undeterred they carried on and a year later broke even, before eventually showing a profit for their cause. Perhaps it was the threatened closing of the Settle – Carlisle line which helped to turn things around as during 1988 and 1989 two excursions were operated over this scenic route which attracted over 500 passengers each. With all the proceeds going to other various charities, there had been about £200,000 raised for good causes, including £10,000 for the Chorley Children’s Hospice, Derian House. It had been calculated that over 21,000 passenger journeys were made, and that the total mileage clocked up behind electric, diesel and steam traction was in excess of 19,500 miles. Some of the destinations reached included the cities of London, Newcastle and Edinburgh, and the resorts at Bournemouth, Torquay and Great Yarmouth.
There were of course glitches on some of the outings with signal failures, track maintenance, and even locomotive failures, but all in all they were extremely pleasurable outings which will be sadly missed. The headboard carried by the locomotives on these occasions, would be mounted on the wall in St James’ Church as a fitting reminder of this marvellous achievement.
The way the organiser Ian Stocks explained it –
“Since the privatisation of British Rail we have experienced considerable difficulty in running these trains. The breaking up of BR into twenty-five Train Operating Companies (TOCs) has presented particular problems for people such as us. Whilst we can hire the coaching stock from the West Coast Railway Company in Carnforth, the locomotives and train crews are provided by one of the TOCs. They have at times proved very difficult to deal with, especially when trying to obtain any information. However, in mitigation they have had to deal with Railtrack, who I believe to be the real source of our difficulties. It was hard to believe that this Company, which owns the rails and controls the signalling, had any interest in allowing Charter Trains to operate at all! Certainly they had been keen to place every possible barrier in the way. Train pathing, timings and ever increasing costs were the main problems they claimed to be necessary, but we had yet to be convinced were justified. In addition to this, we were never given the opportunity to negotiate with them and as a consequence were left with a ‘take it or leave it’ situation. I am so sorry to have to inform you of this, when things had been going so well and we enjoyed so much the satisfaction of providing enjoyment for so many people. I would like to express my sincerest thanks to all the marvellous team who have supported me, especially my wife Jean, along with Ken, Merle, George, Eric and Pauline, as well as Jake, Lisa, Duncan, Alison, Janine, Julian and Graham. Special thanks must also be expressed to you our passengers, some of whom have travelled with us on many occasions. God bless you all.”
A list of the first 25 trains operated from Rose Grove, Accrington, Rishton, Blackburn, Cherry Tree and Bamber Bridge to Preston (later from Leyland) follows –
| Date | Destination(s) | Passengers | Miles run |
| March 25th 1987 | Canterbury and/or Dover (mystery) | 307 | 618 |
| May 2nd 1988 | Exeter and/or Dawlish | 358 | 610 |
| November 19th 1988 | Gateshead Metro and/or Newcastle-upon-Tyne* | 520 | 344 |
| January 14th 1989 | Gateshead Metro and/or Newcastle-upon-Tyne* | 528 | 344 |
| April 29th 1989 | Edinburgh and/or Perth | 513 | 540 |
| July 1st 1989 | Edinburgh and/or Perth | 428 | 540 |
| November 11th 1989 | Bath | 519 | 458 |
| May 5th 1990 | Norwich and/or Great Yarmouth (mystery) | 462 | 496 |
| September 8th 1990 | Kensington Olympia and/or Windsor | 465 | 514 |
| November 17th 1990 | Gateshead Metro and/or Durham | 598 | 350 |
| May 4th 1991 | Southampton and/or Bournemouth | 470 | 608 |
| June 29th 1991 | Oban | 423 | 630 |
| November 16th 1991 | Ely and /or Cambridge | 536 | 390 |
| May 2nd 1992 | Gatwick Airport and/or Eastbourne | 353 | 594 |
| June 20th 1992 | Cardiff and/or Tenby | 394 | 640 |
| November 14th 1992 | Edinburgh | 602 | 426 |
| April 24th 1993 | Oxford and/or Reading | 662 | 454 |
| November 13th 1993 | Bath and/or Salisbury | 625 | 540 |
| April 30th 1994 | Grosmont and/or Whitby | 550 | 348 |
| July 2nd 1994 | Fort William and Mallaig (overnight) | 429 | 756 |
| November 19th 1994 | Gateshead Metro and/or Durham | 544 | 350 |
| April 22nd 1995 | Kensington Olympia and/or Windsor | 476 | 514 |
| November 11th 1995 | Edinburgh and/or Dundee | 653 | 546 |
| June 8th 1996 | Torquay and/or Paignton | 380 | 645 |
| November 11th 1996 | Peterborough and/or Cambridge | 551 | 390 |
| Total 25 | – | Total 12,046 | Total 12,645 |
* Via the Settle and Carlisle route
(Ian had described the biggest disasters as the two trips to Windsor, with the highlight the excursion to Fort William and Mallaig. It had been the practice for trains going to the south to use a platform on Preston Station for the changing of ends for locomotives, but latterly these excursions ran south from Lostock Hall Junction into Leyland. The reason for this minor inconvenience to passengers who normally would have joined the trains in Preston, was the extortionate cost of having the locomotive uncoupled, run around and recoupled, or substituted by an electric locomotive. One sum quoted I had been told was an astonishing £1,800. Latterly some trains were topped and tailed with a loco each end to avoid having to run around when the excursion reached a destination which was also a railhead. This was also advantageous if one of the locomotives should happen to fail. There was a very good atmosphere on these trains, where refreshments were available as well as other items to help pass the time en route, and because they had a loyal clientele it was an opportunity to make and renew friendships. Before the advent of rail privatisation and in the early days of the St James’ Day Tripper excursions were quite popular with people who enjoyed a day out on the train. Privatisation not only helped to put a stop to that, but also the long running series of Rail Rambler excursions, but these were always to known destinations. The management of the St James’ Trippers, who hired the stock and locomotives at considerable expense, told me that those to mystery destinations were not as popular as those to named destinations. They therefore did not book up as well, and were more liable to make a loss. I travelled on the majority of these excursions and was surprised by the fact that mystery trips were the least popular, as in the days of British Railways they had always seemed very well patronised.)
November Not before time it had been announced that Huncoat Railway Station was to be granted £40,000 of cash in order to give it a much needed facelift. It was one of five similarly unmanned stations in the County to be awarded cash for improvements that would include improved lighting, seating, signage, shelters and cutting back any overgrown foliage. The Chairman of the East Lancashire Railway Partnership who was also the Rail Project Manager for Lancashire County Council, Mr. Richard Watts, said, “This is just one piece of a much bigger programme to improve every station on the Preston to Colne line.” As always there was a snag, and in this instance it was that work was not due to begin until sometime in 2008. What would start on November 12th, for six consecutive Sundays was engineering work on the line. This would necessitate the use of rail replacement services whilst the work was underway. Work started on the first Sunday when Enfield Road was closed, whilst engineers carried out maintenance work on the level crossing gates at the end of the platforms of Huncoat Station.
Train conductors and station staff of Northern Rail, the franchise holders of the services which use the East Lancashire Line, had signed a petition asking for more train managers to be on hand during the late evenings and at weekends. The rise on assaults on staff had risen by 106% in the past five years, this year alone there have been 109 instances of physical assault and 230 reports of threats and verbal abuse. The RMT Union was also pushing for manned stations to remain open until after the last scheduled trains had departed as another means of curbing the antisocial behaviour. In response to this Northern Rail had said that they would not tolerate any violence aimed at their employees, but claimed that in the last year and a half the instances of assault and intimidation had actually been falling.
Over the next ten years the number of passengers using the trains in the North West was predicted to increase by 13%. In order to accommodate the demand for extra capacity it was expected that there would have to be longer trains as well as more of them. This would mean that platforms at some stations could have to be brought back into use and lengthened, and line speeds increased wherever possible. Already announced were addition trains for the Manchester Blackpool route and a third platform at the terminus in Manchester Airport.
Having just recorded the end of St James’ Day Tripper excursions, on Saturday, November 25th, another operator stepped into the breach to run a railway excursion from East Lancashire to London. Picking up in Blackburn, Accrington and Burnley, the train then proceeded via the East Coast mainline to arrive in King’s Cross at five to midday. It gave travellers a full six and half-hours to enjoy in the Capitol before returning home. It was several years since St. James had last operated an excursion to London, on that occasion going via the West Coast Mainline to Euston. This special train had incensed local traders, who voiced their concern that it was taking trade away from them at their most important time of the year, on the run up to Christmas. They seemed to blame everyone but themselves for this exodus.
December The Government had classified the East Lancashire Line as a ‘Community Rail Link’, which meant it would now come under the umbrella of the Community Rail Development Strategy. This was a body whose task it was to promote the railways by improving services, increasing frequencies and investing in better stations and infrastructure. The Secretary of the East Lancashire Community Rail Partnership, Richard Watts said, “This was the culmination of two years of hard work, and should ensure the development of the railway through East Lancashire through consultations with local councils and other interest groups”.
Week four of the Sunday engineering works saw Accrington as the centre of the track improvements with English, Welsh & Scottish Railways, (EWS) Class 66:067 in charge of the ballast train working to the east of the viaduct’s Whalley Road Bridge. The new ballast was being unloaded by a Hydrex excavator under the watchful eye of two engineers. The cross Pennine rail replacement service was again in the hands of Atlantic Executive Coaches, but on this occasion it was supplemented by another vehicle from the same source. As we got closer and closer to Christmas the possibility of increased numbers of passengers would become a reality, so full marks to First for anticipating this trend. However, having doubled up as a comfortable waiting room until the arrival of its larger stablemate, a minicoach then transferred a handful of passengers onto a Neoplan ‘Transliner’ before going out of service. The vehicle handling the Preston Colne route on behalf of Fraser Eagle was a Volvo/Van Hool of Walton Transport of Freckleton. The timetable would change again on Sunday, December the 10th, and the trains would be running on Christmas Eve, Sunday the 24th, with a timetable that ended in the early evening.
Up until the penultimate weekend of engineering works the coaches replacing trains had run all the way between Hebden Bridge and Preston. On the next to last Sunday however, the engineering work to the west of Blackburn had been completed, so the substitute coaches were only running between Blackburn and Hebden Bridge on the Trans-Pennine service, and Colne and Blackburn on the locals. The ‘local’ trains substitute was being worked by Fraser Eagle whilst the First Trans-Pennine vehicle was again from a locally based operator Rigby’s of Lancashire consortium.
On the final weekend of the engineering work, which has seen replacement coaches substituting for trains on the East Lancashire Line for six consecutive weekends, all the vehicles operating were from ‘local’ sources.
2007 February Although no definite plans had yet been made as to if and when Accrington would have a dedicated bus facility, it had emerged that plans were afoot for a bus/rail interchange. In conjunction with Northern Rail, Network Rail and Hyndburn Borough Council, Lancashire County Council had purchased from British Railways Board the land between the present railway station and Eagle Street which was currently being leased to Hyndburn Council for use as a car park at an annual rent of £4,200 per annum. The British Railways Board intended to dispose of this piece of land, so it was decided that it should be obtained by the County Council to preserve it for future development, rather than let it be sold off into private ownership. The purchase price was £135,000 with additional associated fees of £10,850, making the total cost £145,850, this sum to be split between two financial years, with £139,350 coming in 2006/2007 and the remaining £6,500 in 2007/2008. This development superseded the issues relating to the establishment of an ‘Interchange’, as defined by the Cabinet Member for Highways & Transportation during 2004. The purchase had been completed at the earliest opportunity so that design work could be commissioned, the cost of which was estimated at £35,000. This expense would also be divided between two financial years, with £12,000 in 2006/2007 and £23,000 during 2007/2008. The whole project was subject to the County Council being granted planning permission, although it was thought that the establishment of such a facility would have “little impact on the current neighbourhood”. A certain degree of urgency had been given to forwarding this project, as the sale of a larger tract of land adjacent to the car park for development into a supermarket could have had an adverse impact on the cost and timing of establishing an interchange. In order to accelerate the process, an approach had already been made to the firm of SBS Architects who were included in the Environment Directorate Transport’s Framework Agreement, and who had previously undertaken a range of similar projects on behalf of the County Council.
Plans had already been drawn up and they confirmed that the new booking office would be on the Eagle Street approaches to the station, replacing the existing building situated at the top of the slope from Paxton Street. Hyndburn Council would be seeking a contribution from the developers of the supermarket towards the cost of the interchange should they decide to proceed with their development. There were no alternative sites available for the development of a bus/rail interchange. It was Eagle Street or nothing! Members of the East Lancashire Community Rail Partnership were to be kept informed on the project’s progress. It was somewhat ironic that the site of this interchange was exactly where the Halcrow report had identified as the optimum site for the main bus station. But it must be emphasised that the establishment of a bus/rail interchange in this location in no way altered the County Council’s intentions to develop a dedicated bus facility somewhere else in the town centre, although the two might not be too far apart. Since Hyndburn Council could demand six months’ notice to terminate their lease, this might be a stumbling block to the rapid advancement of this project, which quite frankly under the present administration would not be a surprise at all.
March On the railway front the Skipton – East Lancashire Rail Action Partnership (SELRAP), was planning to run a train between Colne and Skipton on April 2nd. Of course it wouldn’t be possible to go by the direct eleven and a half mile route, but would set off in the opposite direction and by reversing in Blackburn and again in Hellifield, finally arrive in Skipton after a journey of fifty miles taking two and a half hours. It would be the first time for 37 years that a train had linked the two towns, and following a three hour stay the 300 passengers would be conveyed back along the same route. SELRAP had commissioned this train to raise public and political awareness in their campaign to have this stretch of line reopened, in order to provide a ‘direct’ link from East Lancashire to the Yorkshire town as it was when the Leeds & Bradford Extension Railway first laid the tracks in 1848. This company was later incorporated into the Midland Railway during 1851. The train would call at Accrington en route, and then drop passengers off on the return leg.
After only a few weeks of operation Fraser Eagle had sold its share of York based Grand Central Trains for a reported £3 millions, three times the amount they invested in the fledgling train company in 2004. Kevin Dean, the Group Managing Director, had said that this cash will fund “exciting new areas of the business”. One of the three investors who had purchased the Fraser Eagle stake was Giles Fearnley, former boss of Blazefield Holdings, who was at one time the head of the train operating company Prism Rail.
April Plans had been submitted to Hyndburn Council for the new railway station. It would be an environmentally friendly building powered by solar panels, and would provide much improved facilities for the travelling public. Built partly of natural stone with timber framed glazing, the interior would include vending machines and pre-purchase ticket machines plus an enclosed waiting room. Possibly the best news was that instead of just one member of staff being on duty there would be two with a further member working on a shift basis. On the downside there would be a loss of eight car parking spaces, as the booking hall would be back on the Eagle Street side where it was during the Lancashire & Yorkshire Railway era. No estimates of the cost had yet been made public, but it was expected that work would commence in 2008 and take between twelve and eighteen months to complete. It was also expected that there would be facilities for buses to stop adjacent to the booking hall for a smooth interchange of passengers.
July The good news for rail commuters in Accrington was that Lancashire County Council had now approved planning permission for the new facilities to replace the old station buildings. The development would be similar to one already in use at Liverpool South Parkway, and would use locally sourced materials, will be eco-friendly using solar panels and a wind turbine to generate its power, including lighting the new car park. There will be an extra employee based in the booking office when the project was completed during 2009. The cost of constructing the new booking hall/waiting room was estimated to be in the region of £400,000. But by the time the old footbridge has been replaced by a new one and the car park completed, the cost would have gone up to over two and a half million pounds!
At a meeting of Hyndburn Cabinet, the Deputy Leader informed members that they had been required to support a campaign by the Skipton – East Lancashire Rail Action Partnership (SELRAP), to reopen the lines between Colne and Skipton, an 11½ mile stretch of former Midland railway track, thus providing an alternative route across the Pennines benefiting both communities. It was resolved to inform SELRAP of the Council’s support for its campaign, subject to their proposals not adversely affecting the quality of services on the existing Trans-Pennine routes.
August Burnley Borough Council had been lobbying for the reinstatement of the curve at Hall Royd Junction in Todmorden, in order to reintroduce a ‘direct’ service of trains from the Manchester Road Station to Rochdale and on to Manchester. In this they had the support of two other groups, the Burnley Action Partnership and Burnley Vision Board. Currently the quickest journey by rail was with a change at Hebden Bridge at 1 hour 10 minutes, and by putting back this link it could cut the journey time down to 45 minutes. The embankment at Hall Royd, although overgrown, was still extant and it was estimated that the cost of relaying the line would be in the region of £1 million, with an extra £2 millions for new signalling. Other options were dividing the Manchester Clitheroe trains at Blackburn with the front portion going forward to Colne whilst the rear carriages continued on to Clitheroe. But this suggestion had been dismissed by the incumbent rail operator as ‘not feasible’. Also mooted was the idea of alternating trains, with every other train working as far as Burnley Central only. This would have reduced the journey time between Burnley and Manchester to just 1 hour and 14 minutes, beating by a couple of minutes the time taken by the X43 bus, but not on fares. Also unlikely was the idea of reversing trains that had worked through Burnley Manchester Road at Rose Grove, so that they could then serve all stations to Burnley Central Nelson and Colne. However, a suggestion had also been put forward that trains could work through to Accrington, with its new eco-friendly railway station, where they would terminate and then change tracks for the journey back through Burnley Manchester Road, to Todmorden, Rochdale and Manchester Victoria. This option would not incur any extra signalling expense.
September At a meeting of the Full Council, Councillor Graham Jones proposed a motion seeking support for a high speed rail link from East Lancs to Manchester. Following a debate the vote taken was unanimously in favour and the strategy was set out as follows –
- To thank LCC and Burnley Council for the investment and work they have put into promoting this scheme.
- To set up a working group consisting of members from East Lancashire’s Local Authorities, to oversee this project in the light of the findings of the Faber Maunsell report.
- That Hyndburn Borough Council identifies this project as a matter of strategic importance.
- That given the breakdown in relations between Hyndburn Borough Council and Lancashire County Council, to secure the success of this Working Group, that its membership from Hyndburn shall be no more than one member cross-party and proportional.
October Hyndburn Cabinet met when the leader circulated a response from SELRAP, thanking the Council for its support in their campaign to reopen the Colne to Skipton railway line.
A source of information at Accrington Railway Station had informed me that starting on Sunday, the 11th of November, coaches would replace trains whilst essential maintenance work was carried out on the East Lancashire Line. This work would continue for five consecutive Sundays.
It wasn’t good news for travellers who use Huncoat railway station in the autumn, as instead of having one train every hour through the week, the service would now only call there once every two hours, whilst the alternate train will miss out Hapton and some trains would stop short at Burnley Central instead of going through to Colne. The problem was leaves on the line, (again). Apparently they were causing so many delays and late running that the only way to maintain the timetable was to miss out selected stations and to curtail it short of Colne. The whole thing was passed off as “a health and safety issue”, whereas the belief was that it is about meeting punctuality targets at the expense of a full service.
December A scheme entitled Remade was to further enhance the redundant railway line through Great Harwood. Part of the line between Great Harwood and the ten arches of Martholme Viaduct had already been turned into cycleways and footpaths, but subsequent developments had created several gaps. The line last saw regular passenger trains in 1957, but both Great Harwood and Padiham Stations had reopened for holiday traffic for two weeks each year up until 1963. Excursion traffic continued to use the line until the following year, and then only the section between Padiham Power Station and Rose Grove remained in use, it too succumbing during 1993. Eventually it was hoped that the entire 9 miles of former trackbed will be open for recreational use. It was said that due to unforeseen earthworks, mile for mile it was the most expensive length of line constructed by the Lancashire & Yorkshire Railway when it eventually opened in 1877.
2008 January Councillor Graham Jones submitted a question to the leader at a meeting of the Full Council, asking if he would give an update on the progress being made on securing a ‘high speed’ rail link between East Lancashire and Manchester. He stated that Burnley Borough Council would advise Hyndburn and other East Lancs districts how they could best support these proposals. Lancashire County Council and Burnley Borough Council had been thanked for their work on this project, and had been informed of Hyndburn’s support.
February For the most part the presentation at the first Lancashire Local Meeting of the year concerned itself with the new railway station and interchange. A feasibility study had been completed and the County had commissioned detailed design work at a cost of £150,000, which seemed an exorbitant amount. Further avenues for the funding of the eco-friendly buildings were still being explored. These include the Department for Transport for an ‘Access For All Grant’ and money from the European Union.
March Despite the fact that all politicians and business people in East Lancashire believed that good transport links were essential to the prosperity of the region, the proposed improvements to the rail link with the Greater Manchester conurbation had been turned down. The bid to secure £8 millions of funding for improvements to the line connecting Blackburn and Bolton, including doubling of the single line sections had been rejected by both Network Rail and the Government. No less a luminary than Dermot Finch, who was the director of Centre for Cities, had stated that poor communication links were making it harder for towns like Blackburn, Burnley and Accrington to have a share in the increasing prosperity of cities like Manchester, which according to all reports was on the up. Meanwhile, in Burnley a campaign was gathering momentum to have the curve at Hall Royd Junction in Todmorden replaced. Not only would this provide a direct rail link with Todmorden and Rochdale, but open up the possibility of a 38 -minute journey time between Burnley and central Manchester.
April Since it was opened in 2001 the refurbished station in Blackburn had been without a roof on its busiest platform, the one which handled over half of the one million passengers who used the station each year. Platform 4 was not supposed to be the one where west-bound trains came in from the Accrington direction, but because of operational difficulties that involved the trains running over points, Railtrack insisted that it remain in regular use. Now, at a cost of £1.5 millions, including a ten percent contribution from Blackburn (with) Darwen unitary Council, the work had been given the go-ahead and should be completed within one year. The new canopy would match those already covering platforms 1, 2 & 3, and the work would include a lift as up until then the platform access did not comply with the disability access legislation, as the ramp was too steep.
May More than the usual track maintenance, work would continue through the year to improve the running of trains between Colne and Pleasington. This would entail work on removing some of the various speed restrictions currently in force, to speed up the timetable of services through Accrington to Preston and beyond to Blackpool South and North. Work had already started in the vicinity of Rosegrove Station and would continue at Huncoat where the work was expected to be completed by Christmas. At the beginning of 2009 Church & Oswaldtwistle Station would then be the beneficiary of improvements.
June At a meeting of the Hyndburn Cabinet, they were informed of correspondence from SELRAP thanking Hyndburn Council for their support on the proposal to reinstate the Colne to Skipton line as part of the National Railway Network, whilst at the same time expressing regret at the Government’s decision to reject a proposal for a ‘direct’ rail link from North East Lancashire to Manchester, via Blackburn.
July Whereas all these proposals were as yet in the planning stage, planning permission had been given and initial funding secured for Accrington’s new railway station. The plans for the building itself stated that it would be self-sufficient and eco-friendly. Heating and energy efficient lighting would be provided by solar panels, and toilets would use rainfall water stored in a tank below ground level. Building materials would be sourced from recycled stocks and sustainable forests. Facilities that were to be incorporated into the new station included a fully enclosed booking office, new ‘Maceman’ anti-vandal shelters with perch seating, as well as new platform seats, new perimeter fencing and improved signage, a refurbished footbridge and upgrading of the ramp to the Colne/Yorkshire platform. The site would be comprehensively covered by CCTV and there would be a taxi bay, both bike lockers and bicycle hoops, a car park with forty spaces and easy access to the new Tesco Supermarket to be constructed on an adjacent site. In the basement of the main booking hall there would be a ‘community learning centre’ for the use of schools and colleges. Accessible from outside the booking hall, this facility would be stewarded initially by the East Lancashire Community Rail Partnership.
Talks were to take place with Northern Rail with regard to how the new facility would be staffed and managed with longer opening hours. Hyndburn Council had already ended its tenancy of the car park on June 15th, to allow enabling work to begin in order for the main construction to start in November of the year. Funding would come from a number of sources including contributions from Network Rail £350,000, the European Union up to £1 million, and £180,000 from the Transport Capital Programme. The Department for Transport would contribute £150,000 in recognition of the station being one for the mobility impaired and be disabled friendly, by having a disabled toilet facility, automatic doors and improved information technology. This left about a fifth of the estimated £2 millions capital cost of the project still outstanding. Having obtained planning permission for a ‘superstore’ on the land adjacent to the railway, Tesco had also pledged £450,000 towards schemes such as the new bus and rail ‘interchange’, which was a modest amount compared to the £32 millions the store will cost to construct. They had also agreed to give £412,000 towards landscaping the area between the store and the railway station. As yet a contribution from Hyndburn Borough Council had yet to be determined, if indeed one would be forthcoming.
August The first stages in the construction of the new eco-friendly railway station for Accrington had finally got underway. The two storey building, the basement of which would be below ground level, required that a deep hole would be necessary and in the final days of the month the car park had been closed for excavations to commence. Although unrecognisable, some of the masonry being exhumed no doubt formed a part of the original East Lancashire Railway structure, which had occupied the site from 1846.
At a meeting of the Highways & Transportation Committee, the Borough Engineer reported that Network Rail intended to carry out works to the barriers at Huncoat level crossing during September. This would involve the replacing of the gates with lifting barriers, and this would necessitate the closing of the road to all vehicular traffic for a period of three weeks. He also reported that NR would apply to the Minister of State under Section 66 of the British Transport Commission’s Act 1957 for an Order permitting them to carry out this work, but that the Council could in accordance with this Act make representation to the Minister within two months of this date if they felt it necessary to stop this work. It was resolved to make an application to the Minister of State against this Order.
September It wasn’t all good news for rail travellers in North East Lancashire however. Improvements on the Ribble Valley Manchester line due to funding being targeted elsewhere had not been included in Networks Rail’s Utilisation Strategy for the period 2009 to 2014. Also deferred was the plan to reinstate the connection between Todmorden and the Burnley line at Hall Royd Junction, (the Todmorden Curve), which would give commuters a direct route to Manchester. Again no progress was anticipated prior to 2014.
At a meeting of the Full Council, the leader reported he was in receipt of correspondence from the head of Rossendale Borough Council, seeking support from Hyndburn for a ‘commuter’ railway service from Rossendale through to Manchester. It was resolved this matter would be considered by the Cabinet when it would be recommended that some support would be forthcoming, on the grounds of the economic advantages that this could offer to the area of North East Lancashire. The following day, Hyndburn Cabinet met and the deputy leader presented a report on the proposals to develop a commuter services on the railway line between Manchester and Rossendale. This report also contained details of progress being made in respect of improvements to the link by rail between North East Lancashire and Manchester.
A report on these proposals informed the Cabinet that ‘Rail Utilisation Strategy’ (RUS), for Lancashire and Cumbria had set out Network Rail’s plans for investment during the next decade. It did not consider that a railway service linking Accrington with Manchester via Burnley and Todmorden would justify the infrastructure and operating costs. It was resolved that Hyndburn Cabinet would support the proposals for a rail commuter service linking Rawtenstall with Manchester, and a letter was sent to the leader of Rossendale Borough Council informing them accordingly.
The Land Committee met when the Planning Officer reported, that the Council had leased land from BR’s Property Board for use as a car park on Eagle Street, and the entrance to this car park was also over land owned by the Railway Property Board. As had been previously reported, BR had previously agreed to lease the land adjoining Eagle Street and Scaitcliffe Street for the construction of a Skill Centre, and in order to secure the most satisfactory planning objectives, the Planning Officer had initially agreed in principle to the access by vehicles should be the same as that to the car park, and then to construct a new entrance to the car park further down along Eagle Street at the expense of the Property Services Agency. He now requested the Committee’s approval to his actions as already taken, in order to formalise the matter between the Property Board, the Property Services Agency and Hyndburn Council. It was resolved to accept and approve the actions of the Planning Officer and to adopt this policy.
October There was not much joy for East Lancs rail users in Northern Rail’s 2008 – 2014 Route Utilisation Strategy. It appeared unlikely that the junction at Hall Royd would be reinstated to give passengers from Burnley a faster and more convenient journey to Manchester than was now possible with changes at either Blackburn or Hebden Bridge. There also appeared little hope that the frequencies on the Bolton Clitheroe service would be increased from the present levels. Since most trains loaded at less than 50% capacity apart from at peak and holiday times, extra stock would not be made available to lengthen trains.
On a more positive note the trackbed of the Colne to Skipton line was to be protected against any further developments, and some improvements would be made to ease speed restrictions on the Rose Grove to Colne branch and the Blackburn to Bolton section. The most encouraging prospect was that the York Blackpool North service could be doubled to a half-hourly frequency so long as the ‘local’ train, (Colne Blackpool South service), could be overtaken en route, the most likely place for this to occur being at Blackburn Station. This move was more dependent on the Route Utilisation Strategy on the other side of the Pennines, where it would be of greater benefit in alleviating overcrowding on the section between Halifax, Bradford and Leeds. Those proposals not included in the RUS for the period up to 2014, might be reconsidered in the next round of proposals for the period 2014 to 2019!
Leaves on the East Lancashire Line causing delays during the autumn, meant that trains would miss out two stations in order to keep up to time. As a result the stops at either Cherry Tree or Pleasington and at Huncoat or Hapton would be alternatively omitted.
December At a meeting of the Development Services Committee, the Borough Planning Officer reported that the County Council’s Planning Committee had completed its annual review of a rolling programme of Derelict Land Reclamation for the period 1979 to 2010, and that this programme included the following ex-railway sites in Hyndburn –
- The Accrington to Baxenden disused railway trackbed.
- The site off Heys Lane in Great Harwood.
- The old Huncoat Colliery sidings.
- These had all been included on this list for 1979/80.
Also in December, the Recreation & Amenities met, when the Town Clerk reported being in receipt of a letter from a Councillor expressing concerns on the state of the disused railway cutting, running through the wards in Great Harwood and suggesting a ‘public surgery’ in order to suggest some improvements. The Borough Engineer reported that under the Special Environmental Assistance Scheme the former Great Harwood UDC had spent some £37,000 to reclaim the cutting, and although the major part of this work had been carried out, several ‘minor’ matters still needed to be resolved. He would be preparing a report at an early time on this subject to present to this Committee. The Borough Treasurer then reminded the Committee that the Policy & Resources Committee had recently approved the Capital Programme for 1979/80, and if this Committee intended to include a scheme for this ex-railway cutting next year, another project would have to be sacrificed. It was resolved following consideration of the Borough Treasurer’s report, arrangements would be put in place for a meeting between residents, a Sub-Committee, the Officers of this Council and the Chairman and Vice-Chair of this Committee, to discuss this matter.
On Monday, December 15th, building work started on the new eco-friendly railway station on Eagle Street. The first excavations, noted earlier in the year, were to assess the substrata and to clear the site of persistent weeds.
2009 The Todmorden Curve, an Overview of the Buchanan Report
January Travelling quite frequently by rail and bus I read with great interest all the reports and information passed on to me on the subject of the reinstatement of the curve at Hall Royd Junction, Todmorden. Two factors which only recently came into play have caused a re-evaluation of the circumstances that could occur, should the Todmorden curve be put back in.
The first of these chronologically would be the introduction of free bus travel for the over sixties. Concessions had already been in place prior to April 1st, 2008 for the disabled and aging people of course. The second, and possibly the most significant, in terms of commuting to Manchester was the indisputable rejection of congestion charging in Greater Manchester, no matter how shortsighted some judged it to be. This would at some stage in the near future place an even greater burden on the Train Operating Companies, (TOCs), in coping with increased capacity.
Even before these changes I had voiced the opinion at a meeting held at Oswaldtwistle Mills in November 30th, 2004, hosted by the Association of Community Rail Partnerships, that the railway could not compete with the quality bus services from the Burnley and Pendle areas (X43), and also from Accrington (X41) on either price or timings. Obviously the new concession had reinforced this view. But should the ‘curve’ be installed the question of timings would become a more important factor, especially if congestion increased beyond the present levels to a critical point.
The proposition was put forward at one stage that with the ‘curve’ back in place, a rail service could be inaugurated between Manchester Victoria and North East Lancashire coming via Rochdale. Littleborough and Todmorden, with trains turning back at Rose Grove, Blackburn, or what seemed to be the favoured place Accrington. This prompted me to ask, why when there was the possibility of a complete loop? Might it be feasible to have two circular services? Manchester Victoria Salford Crescent Bolton Darwen Blackburn Accrington Rose Grove Burnley Manchester Road Todmorden Rochdale Manchester Victoria in the clockwise direction, and of course an anticlockwise counterbalancing service calling at the same stations in reverse order? There would of course be some advantages and some disadvantages. The advantages which sprung to mind were, that apart from the estimated £4 millions cost of the work at Hall Royd Junction, there would be little or no additional signalling or track work required along the remainder of the route.
Using the term ‘direct’ to indicate no change of train, from the point of view of Accringtonians there would be direct access to Rochdale and two options per hour for going into and out of Manchester. Changing at Todmorden would give travellers the option of changing onto trains going along the Calderdale Line without having to go on to Hebden Bridge. This service would complement the Trans-Pennine express services and at an hourly frequency double the alternatives presently available, giving an alternative route into Leeds without having to travel through Halifax and endure the time consuming reversal at Bradford Interchange. It would also increase the frequency of trains to Blackburn from two, which are closely timed to run together, to three with perhaps an improved space between the trains, and double the frequency of those calling at Church & Oswaldtwistle and Rishton in both directions.
From Blackburn it would provide commuters with a direct line to Rochdale which they do not at present have, as by bus they had to make at least one change in Accrington (464), Rawtenstall (483) or even in Bolton. There had been discussion about the upgrading of the single line sections of the track between Blackburn and Bromley Cross on the Clitheroe Manchester line which, now that the pledged funding for the extensions to the light rail network (MetroLink), and better bus infrastructure in Greater Manchester had become available for other projects, could and should be channelled into improvements in the heavy rail network. (“There was no plan B”.)
Whereas those passengers from the Colne, Nelson and Brierfield areas going to Manchester are required to change trains in Blackburn, should they attempt this rather long winded route, they could change at Rose Grove for trains into West Yorkshire or Rochdale and Manchester. Those wishing to go into Yorkshire currently do have the option of alighting from their trains or buses at Burnley train or bus stations and walking across the town to Manchester Road Railway Station, but this is hardly a satisfactory situation. There were links into the West Yorkshire conurbation from the Pendle area, (then) by Pennine Bus to Skipton (215) and by Transdev to Keighley (25) but none to the more heavily populated areas such as Halifax, Bradford and Leeds.
One of the potential disadvantages which were usually cited for not increasing the frequency of services on the line between Blackburn and Bolton were the single line sections. With a will these could be overcome, as they would still only be handling two trains per hour in each direction. It would relieve overcrowding on the Bolton to Manchester section and also provide the option of two trains at intervals from Blackburn, one originating at Manchester Victoria the other from the Clitheroe direction.
If the problem that a doubling of frequency could not be overcome had the possibility of operating the Blackburn Clitheroe section as a ‘shuttle’ service not been explored? With booked connections in Blackburn could time expired but refurbished 142 units be used to serve all stations from the Clitheroe direction? Clitheroe and Whalley already had a bus service which passed through Blackburn Boulevard (then the 225), and those residing in the suburbs of Blackburn from Wilpshire inwards had other frequent buses to supplement this half-hourly Transdev service. So there would be little or no inconvenience to passengers going through to Manchester from the Ribble Valley direction. There could even have been a case for extending the operation of a ‘shuttle’ service as far as Hellifield giving better access to the Yorkshire Dales and beyond to Morecambe and Carlisle, as indeed there once was. This line only saw regular passenger services when the DalesRail service ran on Sundays. With a reversal in Hellifield Station it could also have provided a connection with Skipton and Leeds, and could be a more realistic and viable option than reopening the line between Colne and Skipton, some of which had been built upon. It also provided a diversionary route for trains when the West Coast Main Line was closed, as well as an alternative freight route, but these apart this line was very under used. At some point in the future there might even be the prospect of reopening the stations at Chatburn and Gisburn to boost patronage. This would also be in keeping with the current trends of encouraging people to get out into the country to spend their leisure time.
Asked at the 2004 meeting, “What were the views on the closing of the branch line from Gannow Junction, Burnley to Colne?” I said then it would be a disaster for the people who looked upon it as a lifeline to the system, as it provided a direct link to the main line at Preston and beyond to the stations on the Fylde Coast. Because this service was the only one to serve the single line section beyond Kirkham and Wesham it had a vital part to play in relieving the pressure on the line to Blackpool North via Poulton-le-Fylde, and similarly provided a lifeline to the populations in Lytham, St Annes and South Blackpool. It also had a good link at Squires Gate to Blackpool Airport. I could not imagine that there was not enough line capacity for three trains per hour in each direction, on the section of line between Gannow Junction and Bolton Junction in Blackburn instead as was the current case of only two.
Mistakes were made in the past, and when referring specifically to the Beeching era, decisions were made without consideration to what might come to pass in the future. A prime example being the closure of the direct line between Accrington and Bury via the Baxenden incline, Haslingden and Ramsbottom. Had it been left undeveloped it would have given a much faster journey time and it even would have been possible for MetroLink to have come through to East Lancashire.
With the benefit of hindsight it is easy to criticise. But I am convinced that if those who made the decision to shrink the rail network had correctly anticipated the future needs of the population, much of the rail network of East Lancashire would have survived intact. If not in an operational condition, one which would have enabled them to open it up again. This, more by chance than by design was the case with the Todmorden Curve. Let it be reinstated, not just in isolation but as a significant part of a holistic plan to substantially enhance the region’s railway alternative to ever increasingly congested highways.
August The first signs of construction had appeared on the Eagle Street site where the new railway station would be constructed. This only amounted to the appearance of some containers, but it was a start, some three months later than the originally projected date. The new facilities would be on the Eagle Street side of the station and would have solar panels on the roof for the heating of water, a means of collecting rain water for washing and the flushing of toilets, and the lighting would be generated by using photo-voltaic cells.
September Work had got underway on the refurbishment of the facilities on Accrington Railway Station. The improvements so far had only been to the waiting shelters on the platforms, which were now of a more robust and enclosed nature.
The station footbridge was closed at the beginning of the month and was now shrouded in scaffolding and plastic sheeting. It would be out of use for some time, and whilst there were signs to say you could not cross the lines, several people had been noted not going around by Blackburn Road to gain access to the platforms opposite, but crossing the rails on the ramps risking injury or worse.
October More details had emerged on the design and build of the new eco-friendly railway station due to be completed by May of 2010. As self-sufficient as was possible the structure, which will also contain a learning centre, will take its power from a combination of wind turbine, solar panelling and what was described as water-harnessing technology. Finance for the project had come from a number of sources. Tesco, who were constructing a ‘superstore’ on the land adjacent to the station site, would contribute £300,000. The County Council had put in £400,000 on condition of the inclusion of the learning centre. The Department of Transport’s contribution amounted to £150,000 of the total cost of £2 millions, most of which would come from a European Development Grant approved in September.
Facilities would include a bus, cycle and guided walkway, integrated ticketing system as well as the usual facilities. There would also be improved signage to direct passengers between it and the new bus station, which (hopefully) would be just across Blackburn Road on the Crawshaw Street site.
It was boasted that the new station would be an example to the rest of the country, as it would be one of twenty-four that are participating in a nationwide pilot scheme known as the National Station Travel Plan. Sources at the existing railway station in Accrington, had told me the inconvenience of having to book a ticket at the office on the Paxton Street side, then walk down the steep slope, along Blackburn Road under the bridge, up Eagle Street and round to the west-bound platforms was likely to continue for another fortnight at least. The footbridge which crossed the lines was due to be closed for four weeks from October 1st, but the work would overrun. It didn’t bode well for the predicted opening of the completed new eco-friendly booking hall and associated facilities, which were supposed to be ready for use in the late spring of 2010.
November MP Greg Pope said, “I cannot understand why when the finance was in place, for the new railway station it had taken so long for the plans to be translated into action”. He was also in full agreement about the reinstatement of the Todmorden curve. He indicated that not only should it be put back in, also the singled sections of track between Darwen and Bromley Cross should also be doubled, thus allowing both clockwise and anti-clockwise services to operate from Manchester Victoria through the East Lancashire towns, something which was advocated to him 2008. Unfortunately Mr. Pope was stepping down as our MP after eighteen years, (for family reasons), so would not be the Labour Party candidate at the 2010 general election.
It was encouraging to see that the area surrounding what will be Accrington’s eco-friendly railway station has been boarded off from view to the general public, and excavations had begun within the site itself. Sources told me that the bridge connecting the two platforms of Accrington’s Railway Station was still two weeks away from being reopened for use. Closed at the beginning of October, the refurbishment of it should have taken no more than four weeks. It now seemed likely that we would be fortunate if it was back in use for Christmas!
December Sunday the 13th saw engineering work on the East Lancashire Line, the result of which buses and coaches replaced the local and Trans-Pennine services. The work, which at midday was centred to the west of Huncoat Station, included a long train of ballast wagons behind Class 5 loco 66:177 still in EWS livery, despite now being in the ownership of DB, the German-based operator. The engineering work was due to be repeated on Sunday the 20th, when incidentally the refurbished bridge at Accrington’s new station should be back in use. One of my sources had told me that the original intention was to demolish this structure, the only bit of the old Lancashire & Yorkshire Railway Station still in existence, and replace it with a brand new bridge further along the platforms, but this had been rejected on the grounds of cost!
During the run up to the weekend before Christmas, the refurbished railway bridge connecting the two platforms at Accrington Railway Station was brought back into use. Despite a repaint and the application of some new anti-slip treads on the steps, it was pretty much the same bridge which had been closed for ten weeks. It was still roofless and wide open to the elements, which made people wonder what all the fuss was about. But at least tangible progress was being made on the new eco-friendly station, with the foundations being excavated ready for the new structure.
2010 January The final day of January saw extensive engineering works on all the lines through East Lancashire with buses and coaches replacing trains on the Preston Colne, Blackpool North York and Bolton Clitheroe sections.
February It had already been announced that each Sunday during the month there would be replacement bus or coach services, whilst engineering work was underway on the railway. On Sunday the 7th, services on the Colne Accrington Preston section of the Blackpool South service was running as per normal on the winter timetable, but coaches were replacing trains on the Rose Grove Halifax section of the Blackpool North York service.
On Saturday the 13th, there was an opportunity to see what progress had been made to the new eco-station. The platforms had now been completed with the addition of some metal mesh bench seats on platforms 1 and 2. These were of an excellent all-weather, vandal proof, quick draining type possibly not built for comfort. But then again they were mainly for people who were just waiting for a train. Early in the year the foundations had been excavated, but due to the severe weather they had been flooded out. By the middle of the month however, the foundations had been laid and the site was beginning to take shape, although not at the same rate as on the adjacent site of the former Skill Centre which will be the new Tesco superstore. It was expected that the railway station would be up and running by the end of May, but sources said that this had been put back by a month due mainly to the adverse spell of weather.
March Whilst on the bus station front things remained in limbo as far as improvements to the infrastructure were concerned, progress on Accrington’s new eco-friendly railway station had moved on apace. By the beginning of the fourth week of the month at least one floor of the main structure was in place, and the drainage was being laid. Despite delays caused mainly by the prolonged spell of extremely cold weather, it was possible the project would be completed on time if the work continued at this rate.
April The framework of the lower storey of the Booking Hall for the new railway station was now in place and the surface of the car park was being rolled ready for marking out. Progress had now reached the stage where parts of the superstructure were now in place, along with some of the fascia stonework. So it might still be possible for the new rail facilities to be up and open for business on schedule.
Perhaps this was just as well, for if the Task Group at Lancashire County Council got their wish, then Accrington would be coping with more trains. The chair of the Task Group, County Councillor Sarah Fishwick, had reported the findings of the Group had concluded they were in favour of several projects which would enhance rail services not only in East Lancashire, but in other parts of the County. Top of the list was the reinstatement of the Todmorden Curve. This would enable trains to run from Manchester Victoria through Rochdale and Todmorden to Burnley Manchester Road, Accrington and Blackburn, where they would return from whence they came. The estimated cost of putting back the 500 metres of track with its associated signalling has been put at between £7 millions and £9 millions. It was estimated this would halve the journey time between Burnley and Manchester. It was also revealed the Blackburn, Darwen, Bolton, Salford and Manchester line was another section of track which the Task Group was in favour of upgrading.
Further schemes which have the backing of the Group included reinstating the Burscough Junction curve to enable trains to run direct between Preston to Southport, and improving capacity and frequency on the section of line between Kirkham and Blackpool South. What failed to receive approval was the idea of running commuter trains during the week between Rawtenstall and Bury, on what are the tracks of the preserved East Lancashire Railway. The next stage is for the Task Group to put together what was described as a “robust and coherent case” for funding for each of these projects.
August Observations on the progress on Accrington’s new, eco-friendly railway station, had revealed work was drawing to a conclusion. The walkways had now been surfaced, the landscaping was well underway and the interior fittings of the booking hall itself were taking form. Not only would there be steps for the able-bodied but ramps for those less mobile to access the platforms, and these were much less severe in gradient than the ones on the Paxton Street side which they were to supplement.
The plans for the development over the next fifteen years of Accrington town centre were made available for public scrutiny at both the Carnegie Library and the Town Hall. On the railways it showed that the Trans-Pennine links to Yorkshire and to the west to Preston and beyond were good, but connections to Manchester and the south were “indirect and slow”. It repeated what had now become an old chestnut about reinstating the Todmorden Link, to facilitate faster and more frequent links. Another alternative was to improve the service from Clitheroe to Manchester via Blackburn, Darwen and Bolton. With the borough councils of Hyndburn, Blackburn (with) Darwen and Burnley along with Lancashire County Council and the other pro-area groups, they would stand a fair chance of success in part, if not for all of these proposals. In Accrington of course we would shortly have a new railway station, but it had been recognised that Huncoat Station was in urgent need of refurbishment, and whilst Rishton Station had already seen some minor improvements more were required.
It was some fourteen years since a plan to develop a retail site close to the Hyndburn boundary at Whitebirk was first mooted. For various reasons it was thrown out, but now we were informed the rekindled scheme was at an advanced stage. At a meeting of the Community Rail Partnership held in Ossy Mills some time ago, the idea was put forward for a new railway station in the vicinity of the existing retail park. The £2 millions price tag was challenged on the grounds that an amount of money so great would be better spent on Accrington’s then rather inadequate facilities, or on one of the other stations in the Borough, Church & Oswaldtwistle, Huncoat or Rishton. (Later I was informed, off the record, that this was a “pie in the sky” suggestion which would never see the light of day!)
September What goes on along our stretch of the East Lancashire Line normally is restricted to Northern Rail’s stopping services between Colne and Blackpool South, or the Trans-Pennine Express services between York and Blackpool North, but recently it had been noted some freight movements were operating on the line. They were a far cry from the freight which used to use this Trans-Pennine route, even during the tired last days of steam in 1967 and later during the diesel era. By using the facilities of a private railway museum on Preston Docks, now it had been possible for a train of VTG tanker wagons to load tar for bulk distribution, and this train comes at intervals through Accrington on its way west, with later returning east. On the first Monday of the month it was hauled by a DB class 66:061 still in EWS livery, whilst on Friday it was ‘Mainline’ liveried class 60:011 in charge as it roared through Huncoat Station at speed. It was sounding its whistle as it approached from the direction of Accrington to warn Network Rail’s men in their orange hi-vis overalls of its rapid approach. They seemed to be doing some work on Huncoat Station itself, which had been the subject of a plan to tidy it up for some time now.
October Notification had just been received from our Member of Parliament, Graham Jones, that the campaign to have the ‘Todmorden Curve’ reinstated had taken a positive step forward. The project would involve relaying 200 yards of single track, and funding of £300,000 for the final assessment stage has been agreed by Network Rail, who had been ‘very proactive’ in supporting plans. It was estimated the journey time between Burnley and Manchester would be cut to 40 minutes and between Accrington and Manchester to 49 minutes. The projected timetable envisaged an hourly service in both directions up until 22:00, with trains turning back at Blackburn. Originally the total funding of between £7 millions and £9 millions, had been sourced from the North West Development Agency, but now that the Coalition Government had abolished Regional Development Agencies, this money would no longer be available. It would be replaced by the new Local Economic Partnership who would adopt the ‘curve’ as a top priority, whilst alternative sources for funding were being explored. The project was due to be completed during 2013 which was the target date at the time of writing.
Although it had not yet been ‘officially’ opened, the new eco-friendly railway station in Accrington was doing business. Rather ironically it occupied the site of the station buildings built when the Lancashire & Yorkshire remodelled the station in 1888, and where the low level platforms were situated. It certainly provided a vast improvement on the premises it replaced, not only for car passengers but also for foot passenger access.
November In a low key ceremony Accrington’s eco-friendly railway station was ‘officially’ opened by a party including the County Councillor responsible for transport, Tim Ashton, who in his speech said, “Future developments will link the station into other transport networks, including the proposed new bus station interchange”. The facilities had actually been in use for almost two months prior to this. Jointly funded by Lancashire County Council, Network Rail, Hyndburn Council and the Interreg IVB European Fund, the new station contained a whole range of environmentally friendly innovations. These included solar panels to heat the water in the toilets that are flushed with collected rain water.
(Following correspondence passed on to the Secretary of State for Transport, The Rt. Hon. Theresa Villiers, by Graham Jones MP, the following response dated November 9th, was received.)
Your constituent suggests operating the proposed Manchester – Burnley – Blackburn (via Todmorden) service as a circular route returning to Manchester from Blackburn via Bolton. He is correct in suggesting that this would require the provision of a longer section of double track in the vicinity of Darwen to enable a half-hourly service to be provided between Manchester and Blackburn. This is being investigated by Blackburn with Darwen Borough Council as a separate scheme to the Burnley – Manchester scheme being promoted by Burnley Borough Council.
The linking of these two services has been investigated by Northern Rail and Network Rail. Unfortunately the timetables of the two services would not quite fit together, assuming all other services remain unchanged. It is prudent, therefore to plan the two services as operating independently of one another but with a long term view to linking them together should this prove possible at a later date.
I hope this fully explains the position.
Regards, Theresa Villiers.
(Following the same correspondence passed on to the Executive Director for the Environment at County Hall in Preston by Graham Jones MP, the following response dated November 17th was received.)
I fully understand your constituent’s suggestion of a fully clockwise and anti-clockwise circular train service. In an ideal world this would be the service pattern to aim for.
I do believe however, that the railway industry would be unreceptive to this idea and would wish to keep the services into Pennine Lancashire from Manchester via Todmorden and via Bolton separate. Whilst this is work in progress, the current thinking was to extend the existing hourly Wigan to Rochdale via Manchester Victoria service to Blackburn via the reinstated Todmorden Curve. This would allow for the most efficient use of the presently available capacity through Manchester Victoria, as well as mitigating timetable performance risks through allowing sufficient layover at Blackburn before each train returns via Todmorden.
We will, however keep in mind this suggestion. Should any of the plans to increase the capacity in the central Manchester area come to fruition, then it may be possible for this idea to be considered. Yours sincerely, Jo Turton.
December On Tuesday the 14th, DB Schenker Type 5 Diesel 60:074 named the ‘Teenage Spirit’ was noted heading east up the incline from Accrington viaduct at the head of a rake of brand new VTG tank wagons. This locomotive is in the unique pale blue livery of the Teenage Cancer Trust.
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CHAPTER 17
THE NEW BEGINNINGS
2011 January As per usual the winter months heralded the start of necessary engineering work on the East Lancs Line every Sunday for five weeks from the start of the month, buses and coaches would replace trains on the Colne Blackpool South and York Blackpool North Trans-Pennine services.
May Accrington’s eco-friendly railway station was one of the four reasons why Lancashire County Council had been short-listed in a poll of achievements in the category of ‘sustainable infrastructure’. In a statement a spokesperson for LCC said, “The new railway station opened during 2010 and has achieved a high level of sustainability, providing an example for future designs of stations in the UK and also across Europe.” The winners were to be announced at a ceremony to be held on Thursday, June 28th.
June The new railway station in Accrington had already illustrated that good facilities would justify the expense. The Community Rail partnership in East Lancashire had recently completed a survey of the numbers of people using the trains showing there had been an increase of 15% in March, 2011 when compared to the same month in 2010. The actual figures were quoted as 273,000 last year, compared to 314,000 this year. The original surge just after the facilities were opened was actually nearer to a 30% increase according to an insider source.
There was, according to Network Rail, no reason why the 500 metres of line known colloquially as the ‘Todmorden Curve’ could not be reinstated. It was then on top of a list of seven schemes for the North West Region, which would be submitted for funding later on in the year, and if successful trains could be running through from Manchester to Blackburn via Burnley Manchester Road and Accrington within two years. It was now estimated this project would cost in the region of £8 millions.
July Freight through Accrington was something of a rarity with the exception of the VTG tanker train, but on the 21st Freightliner liveried 66:510 was noted travelling east to west with a long rake of empty Heavy-Haul hopper wagons.
August At the inaugural meeting of the Cabinet Public Transport Group, the reconnecting of the Burnley to Hebden Bridge line with that through Todmorden was on the agenda. Having corresponded with Network Rail it seemed as though a fully clockwise and anticlockwise train service to and from Manchester Victoria Station via Bolton, Darwen, Blackburn, Accrington, Burnley (Manchester Road), Todmorden and Rochdale would be a distant objective. For these fully circular services to operate again, as they had done in the era of the Lancashire & Yorkshire Railway pre-1923, then the section of single track between Bromley Cross and Darwen would have to be doubled and this was unlikely in the foreseeable future.
Even though Accrington now had a railway station it could be proud of, this was not reflected in the standard of the rolling stock which Northern Rail was using to provide the services. The 142:xxx units, despite extensive refurbishment were well past their best even though they were still relatively reliable. (When they were first introduced based on the design of the Leyland National bus, they were possibly the saviours of the East Lancashire Line which was under serious economic threat of closure, contributing to improve the viability of the service.) The 150:xxx units which often replaced them in service were roomier, but lacked sufficient seating at peak times. Even the Trans-Pennine 158:xxx sets were quite long in the tooth and sometimes restricted to two-cars, whereas at times even three-car sets were pushed to cope. It was obvious that pressure needed to be put on the Train Operating Companies to invest in new rolling stock.
September What was of great concern was the prospect of closing the ticket office at Accrington’s new eco-friendly railway station was being suggested. Having spent £2 millions on its construction, increasing passenger use by between 15% & 30% whichever figures one choses to believe, and providing a much safer environment in which people could travel, this prospect bordered on the insane. The idea that leaving the only station in the borough at which one can purchase a ticket and information unmanned, beggared belief. How long would it be before the vandals and graffiti artists turn it into a urine-stinking eyesore and yet blight an already dowdy area of the town centre? This craziness needed to be stopped in its tracks before it went any further and undid all the positives that had occurred since it was opened only a few short months ago. (Was this another case of one step forwards, two steps back?)
October Following on from observations on the reinstatement of the Todmorden Curve, which would allow access by rail from North East Lancashire to Manchester Victoria in the clockwise direction, reasons why it will take so long in the planning and cost so much were contained in the following correspondence to Graham Jones MP.
Dear Sir,
We noted the suggestions put forward that we should consult historical documents which map out the way the original junction was laid, as a template on which we could base our work.. The feasibility study did examine the possibility of restoring the curve on its previous alignment. However, this was rejected, primarily on the grounds that it would require the curve to be far tighter than the current standards permit. In addition, the smaller radius would require trains to run more slowly over the curve, which would have timetable implications and would result in higher maintenance costs. However, in order to minimise reworking and design, we are proposing to use the original connection at the Stansfield Hall end of the curve.
Yours sincerely, Patrick Butcher,
Group Finance Director, Network Rail.
By the end of the month we would know whether Accrington’s eco-friendly railway station had won a prestigious award. It had been nominated along with ten other projects in a competition run by the Royal Institute of Chartered Surveyors in the ‘sustainability’ category.
Once again we had entered the season of engineering work on the railway. For six Sundays commencing on the 30th, buses would replace trains on the section between Preston and Colne and on the Trans-Pennine Express, between Preston and Burnley – Manchester Road. Now that Accrington Station had its own forecourt, this was much more convenient for passengers and also meant the duty staff were on hand to supervise them without as before, having to leave the premises. The only problem on this occasion seemed to be the vans of the Babcock Engineers, who had taken over a substantial part of the area was making manoeuvrability difficult for the other vehicles. The work of the engineers seemed to be concentrated on the structure of the viaduct.
On the subject of Accrington’s new eco-friendly railway station, it was confirmed that along with money from Europe, Tesco, whose new store is next to the station, had provided £200,000 towards the scheme. Again County Councillor Pritchard expressed his dissatisfaction at the inaccessibility of the platforms to severely disabled users. It was suggested that some improvements might be possible to improve the facilities for the disabled, if Accrington was to be the terminus for services to and from Manchester Victoria, if and when the Todmorden Curve project was completed. (My understanding was it would go through to Blackburn before turning back.) Northern Rail had already been made aware of the difficulties for the disabled, not only at Accrington, but also at Rishton Station. (They were certainly no worse for the disabled than they had been previously.)
November Having secured the funding the Todmorden Curve project would go ahead, cutting the journey time from Accrington to Manchester to 45 minutes, hopefully encouraging growth in the jobs market for people seeking employment in the city, whilst people commuting from Manchester might look to buy property in North East Lancs. Touted as the ‘first direct route to Manchester since 1966’, it was somewhat a roundabout journey for residents of Accrington. The actual direct route was via Baxenden, Haslingden, Ramsbottom, Bury and Clifton Junction, to Manchester Victoria, when the journey time was, (you’ve guessed it) – 45 minutes!
On the third Sunday of the month the track maintenance gangs were working on the section of track between the end of the viaduct and Queens Road Bridge. There were two locomotives which had topped-and-tailed the ballast wagons and lifting gear, before it had divided into two sections. The one doing the slow speed manoeuvring was 66:013, whilst the one anchoring the second section was 66:149. Both locomotives were in the original English, Welsh and Scottish Railways (EWS) livery, having not yet been given the bright red livery of their new operators DB Schenker.
December Via Member of Parliament, Graham Jones, reassuring news had come from the Managing Director of Northern Rail in the following correspondence.
Dear Sir,
Following the publication of Sir Roy McNulty’s – Rail Value For Money Study, I appreciate that there is a great deal of speculation over potential cost saving measures across the industry. One of the areas referenced in this study were ticket offices at stations and the questions were posed as to whether their opening hours matched demand and whether the industry was making use of the best available technologies. I suspect that this may have been the stimulus behind press reports about the closure of Accrington’s ticket office.
We have no plans to close the ticket office, however, we recognise that passengers have differing preferences for how they buy their tickets, and we will continue to expand our retail options through additional ticket vending machines at stations and the recent launch of our online ticket sales facility.
All of those involved in the creation of this state of the art facility are extremely proud of what we were able to achieve for our passengers, and we hope that they will continue to enjoy these improved facilities for years to come. Yours sincerely, Ian Bevan.
2012 January In order to speed up the service on the Blackpool South ↔ Colne service, Northern Rail was proposing to change the status of Huncoat Station to a request stop. It was one of four on this particular route which had been identified as having insufficient ‘footfall’ to merit every train stopping there, the others being named were Hapton, Pleasington and Burnley Barracks. Trains would still stop at these stations if the driver identified passengers waiting on the platforms as he approached, or if the passengers on board had informed the guard of their intentions to alight. Defending the proposal, which could come into force with the summer timetable on May 14th, a Northern Rail spokesperson said, “Very often there are occasions when these trains stop at the stations named and no one either boards or alights, so slowing the journey unnecessarily”. As one could imagine local councillors and members of the local rail watchdogs were unhappy about this development.
March The representative from Northern Rail revealed that the franchise for running the services which serves the area was up for grabs during 2014, and they were hopeful they would again be the successful bidder. It was determined from this that there would be no changes to the services and rolling stock until then. He had agreed that the biggest stumbling block to investment in new stock was the relatively short time for which the franchises had previously been granted. This time it was hoped that the new franchise would be for at least twenty years, if not longer. He did say in private, that they would probably receive cascaded DMUs following them being displaced after the electrification of the Liverpool to Manchester and Bolton to Preston sections by a number of 319 EMU units from the south. Cllr Pritchard had taken Northern Rail’s representative to task about the difficulties that severely disabled people and their minders encounter at Accrington’s new railway station, which he said he would take back to his superiors. It was however Huncoat Station which had now come under the spotlight, with the news that it was the next in line of the Borough’s railway stations to receive a facelift. The officer from Hyndburn Borough Council suggesting that a ‘friends of Huncoat Station’ might be formed, as had been the case with Rishton and, with assistance from Ossy Mills at Church & Oswaldtwistle. No doubt the Association of Community Rail Partnerships would be involved at some stage, as they had a track record of successfully involving members of the local population in the upkeep of unmanned stations.
Locomotives seen passing through Accrington during March on the VTG train of tanker wagons included DB Schenker 66:156 and 66:003, the latter on two separate occasions. Both were still in the livery of EWS Railways.
May Wednesday the 16th, was a real red letter day for Accrington, as to celebrate Her Diamond Jubilee, Her Majesty Queen Elizabeth II and His Royal Highness Prince Phillip visited East Lancashire as part of their nationwide tour. First inkling of activity came at about 11:00, when the Royal Train passed through town en route to Burnley, conveying their Majesties to Turf Moor, where they were to take lunch at the football club. (Armed with information on its itinerary, I was on the Iron Bridge when it returned without the Royal party at about 13:30. Topped and tailed by two locomotives, leading was EWS #67:006 in its usual royal livery of dark maroon. Bringing up the rear of the eight coach rake was DB #67:026 in light metallic grey with the Union flag adorning the side panels. For the occasion 67:026 had been named Diamond Jubilee.)
Request stops had become a reality on the East Lancashire Line. Although it only affected one of Hyndburn’s four stations, Huncoat, Northern Rail had decided to demote three other stations to ‘request stops’. The only one in the area prior to this was Entwistle on the Blackburn – Bolton line. It would now be joined by Hapton, Pleasington and Burnley Barracks. The reason given by the train operating company for this change was to make the service between Colne and Blackpool South “more reliable”. The omission of stops would also cut down on the amount of carbon emissions which were at their peak when units restarted from a dead stand. Trains would slow down approaching the said stations in anticipation of having to stop, but ‘customers’ were advised to give a clear signal to the driver that they wish to board the train, “without standing too near to the platform edge”! If you were already on board and wished to alight at one of these stations, you were advised to inform the conductor in advance of your intentions. Local pressure groups feared that on crowded trains there might be problems.
June At Accrington’s eco-friendly railway station on Saturday the 23rd, notices had been posted to the affect that Northern Rail’s Trans-Pennine service had been suspended for an indefinite period due to flooding along the Calder Valley over the county border in Yorkshire. The townships of Todmorden, Hebden Bridge and Mytholmroyd had suffered particularly from the storms of Thursday and Friday on the 21st and 22nd. Over this period strong winds combined with heavy and incessant rain had deposited a month’s rainfall in just about twenty-four hours. The local Colne to Blackpool South services were unaffected. By Monday the 25th, all services had returned to normal.
Another titbit of information to come from a reliable source was that the ‘original’ plans for Accrington’s eco-friendly railway station, included a lift and walkway between both platforms and the Tesco store. These were never implemented of course. It seemed as though at one time or another in the past, the possibility of an underpass between the two sides has been mooted but never followed through.
July The ‘direct’ rail link to Manchester from Accrington, via Burnley and Todmorden would not now commence until mid-2014 due to problems in Holme Tunnel on the section between Burnley and Todmorden. The reinstatement of the curve was due to be completed by the end of 2013, but defects in the tunnel which had already been reinforced some years ago with a lining of steel rings, would now need to be completed before the service starts. A spokesman for Network Rail had said it made sense to delay the start of the service until all the repairs were completed, rather than commence running trains and then have to suspend the service not long afterwards. The whole project is estimated to be costing £8·8 millions.
September The Friends of Huncoat Railway Station had followed in the footsteps of Church & Oswaldtwistle and Rishton stations by sprucing up the platforms and general ambience of the facilities, despite the fact that Northern’s trains now only called when requested to do so!
December As has become an annual event, Network Rail had embarked upon some engineering work on the East Lancashire Line. On Sunday the 2nd, the work was affecting all trains passing through Accrington, with buses/coaches replacing the trains on the Colne – Blackpool South and York – Blackpool North routes. Once again First was the co-ordinating agency. There would be buses replacing trains again on December 9th, but this time only on the Blackpool South – Colne services, the Blackpool North – York route would be back to train operation.
2013 January Sunday the 13th, saw just one more train service replaced by buses, when the first services to Colne and back were covered. By the time of the second weekend trains were running all the way through. Services across the Pennines were unaffected.
February On Saturday the 9th, Accrington witnessed a special coming through. Topped and tailed by two class 47s, it apparently had started the day on the East Coast in Skegness. It was en route to Preston where the leading 47, (237) would be replaced by steam locomotive 48151. It would then proceed to Carlisle returning down the Settle and Carlisle line via Hellifield to Blackburn, where the 47 which was on the rear of the train (760) would take it back over the Pennines. This was one of the excursions operated by West Coast Trains based at Carnforth, and it would operate again on Saturday the 16th. (I was fortunate to see the returning empty stock of this second excursion returning through Accrington on Sunday the 17th.)
April For several weeks, since February in fact, contractors had been working on repointing and generally titivating up the arches of Accrington’s iconic railway viaduct. It had towered over the middle of the town since 1846 and despite some of the arches spanning the river Hyndburn having to be rebuilt in its early years, it had stood resolutely carrying large amounts of goods and passenger trains, both steam hauled and latterly diesel hauled for 167 years. Although it has been governed by a 10mph speed limit for many years in order not to disturb the fabric too greatly, it was expected it would continue to fulfil its role for at least another 150 years.
Although it is a regular working the Preston Docks bitumen tanker train it is more often than not hauled by EWS liveried Class 66 locomotive, on Monday the 15th, it was in the hands of a DB Schenker liveried 60:054.
May By the beginning of the month work had finally been complete on the railway viaduct which had dominated the skyline of the town centre since it became a burgeoning township during the Industrial Revolution. The repairs, which cost a half a million pounds, included installing bars and plates to stabilise the arches, a new drainage system and repointing of the brickwork. Network Rail had stated the work was completed on schedule and within budget.
June At a meeting of Travelwatch North West held at the County Hall in Preston, on the railway front, it was announced, work on the reinstatement of the Todmorden Curve was due to start at the end of this year. This would entail closing the line for twelve weeks with ‘rail replacement’ services operating it was thought between Hebden Bridge and Rose grove for the duration. Work would include relining Holme Tunnel, which has had a twenty mile per hour speed limit imposed through it since it was reinforced several years ago. It also appeared that the line between Darwen and Blackburn would be doubled during 2015, from the single line sections which now prevent a more frequent and reliable service from operating on the Manchester to Clitheroe service.
August Having designated Huncoat Station as one of those on the East Lancashire Line which was a ‘request’ stop, Northern Rail had now decided it will become a compulsory stopping place once again on the Colne Blackpool South service. On the other hand due to a scheme to concentrate signalling in a few major centres, Huncoat Level Crossing Box was due to be closed and then demolished. It did not appear it would be one of those listed as worthy of preserving as a non-operational landmark.
So powerful were the locomotives hauling freight trains that they made light of climbing up the incline from the end of Accrington’s viaduct with its 10mph speed limit to the cemetery where the line levels off, even with a rake of double bogie tank wagons. As had been the case twice in one week, when EWS liveried DB Schenker locomotives 66:250 and the following day 66:051 were noted pounding up from town, the roar of the engines giving notice they were working at full power when approaching the bridge from Whitewell Road. However, there was a distinct difference to the sound made by the two Direct Rail Services class 37’s as they topped and tailed the 3-coach, yellow liveried track inspection train as it hurried by. Both locos 37:405 and 37:419, were previously on EWS stock-lists, but now carried the dark blue based DRS livery. Number 37:405 was previously numbered 37:282, whilst 37:419 was 37:291. When new in May and June, 1965 these engines were numbered 6982 and 6991 and were both allocated to Cardiff Canton shed. For the record 37:405 had been named Strathclyde Region, but was not currently named. On Friday the 23rd, the locomotive hauling the VTG tanker train was EWS liveried 66:057. This was followed on Thursday the 29th, by similarly liveried 66:114.
October Network Rail had announced that it was looking to reinstate double track on the section of line between Darwen and Bromley Cross in order to increase capacity on the Clitheroe to Manchester services. This would however, not include the track through Sough Tunnel or the bridge over the M65. Along with the opening of the Todmorden Loop this would pave the way for two circular services from Manchester Victoria via Bolton, Darwen, Blackburn, Accrington, Burnley Manchester Road, Todmorden and Rochdale in both the clockwise and anti-clockwise directions as indeed had been the case in the days of the Lancashire & Yorkshire Railway.
Even though the work on the Todmorden Curve would be completed on time, the service connecting Manchester Victoria with Blackburn via Rochdale, Todmorden, Burnley and Accrington would not commence until six months after the work has been finished. This was due to a lack of suitable diesel multiple units. Recent sightings on the VTG tanker train include DB Schenker #60:091 in DB red livery.
The portents were not good for better rolling-stock when it had been announced that Northern Rail had confirmed that it was to ‘refit’ its trains to the tune of £800,000. Operated by the consortium Serco/Abellio, a spokesperson had stated that the refurbishment of stock should be completed at their Merseyside depots by March, 2014.
November For a period of 20 weeks commencing on the 9th, coaches would replace trains on the section of line between Burnley Manchester Road Station and Hebden Bridge whilst work to ‘strengthen’ Holme Tunnel was carried out. This was due to be finished by March 28th, 2014, and would affect services operating the Blackpool North York route, plus any freight which previously went over the Pennines by this route.
December When the Manchester Victoria to Blackburn, via Burnley Manchester Road and Accrington train service begins in 2014, it was likely that the stock would be that cascaded away from the electrified Manchester – Liverpool line. The service which cost £8·8 millions to inaugurate had already been delayed by six months due to lack of suitable DMUs.
2014 January (On Saturday the 11th, I made my annual pilgrimage to New Pudsey Civic Centre for a Transport Fair, but this year my journey was complicated by the closing of Holme Tunnel. So instead of being able to travel from Accrington on one train, the journey would entail two trains and a journey on a coach between Burnley – Manchester Road Station, which itself was shortly to be rebuilt, and Hebden Bridge, where we would have to board a second train. Ever since the work commenced in early November, the Trans-Pennine services 158 DMUs have been shuttling between Blackpool North and Burnley, so my first ride on the 08:19 service covers just the one stop, with a pause at Rose Grove to pick up a Network Rail pilot. At Manchester Road Station we are detrained and taken across the car park to board a coach from Atlantic Travel, although there are two other coaches awaiting transfers one each from B & N of Burnley and Arrow Coaches, which I assume are there in case numbers increase later on in the day. However, there is more than enough room for the dozen or so which are going through to Yorkshire just now. Having been requested to use our seatbelts and been checked to make sure we are all for Hebden Bridge we moved off. It is a picturesque run through Portsmouth, Cornholme and Todmorden to Hebden Bridge where we disembark in the bus interchange by the station, having been informed by the Co-ordinator that we have twelve minutes to wait for the Manchester to Selby service to arrive to take us on to destinations as far as Leeds, which fortunately includes mine. First are the firm which is in charge of this long-running rail replacement operation, which means that as I have time to chat with the team at Hebden Bridge to discover that in total six coaches are involved on weekdays going down to two on Sundays, all overseen by Maurice Duckworth and his staff at their offices in Simonstone. Bang on time the Selby-bound train arrives and my journey continues via Halifax and Bradford to my destination. The return journey is of course via the same rigmarole but in the reverse direction. I had intended to board the 14:19 service from York, but arrive in time to catch the 14:02 which is also terminating at Hebden Bridge. The only difference is, when I alight at that station I have longer to wait until the coach departs, as it is scheduled to connect with the later service, which would have gone through to Blackpool North had the tunnel not been closed. This gives me the opportunity to photograph the aforementioned Arrow Coach Travel’s on which I eventually travel, and Godsons which is the ‘spare’ at this end. As we arrive back in Burnley I don’t have time to catch up with a departing Mercedes Coach which is also on the service connecting Burnley with Hebden Bridge before it leaves, which is a pity because despite its age it is in immaculate condition. The train with which the Mercedes has connected is standing on the nearside platform, which is the only one in use it appears whilst the replacement work is ongoing, and as soon as we are shepherded on board we set off, first stop Rose Grove where again the pilot leaves, and then on to Accrington. I have to say despite the extra inconvenience to ordinary passengers, I have found the experience quite interesting and very well handled so congratulations to First on that one. Although my source in the booking office at Accrington tells me that whilst this slight inconvenience has been underway numbers using the cross Pennine services had fallen off quite significantly. I noted a large amount of plant in a compound between the road and the railway close to Holme Tunnel on my return leg, which suggests that they are doing a very comprehensive job. It was lined with steel rings many years ago when problems of slippage were first noticed, but this looks like a much more permanent job, which is great as far of the future of this line and its services are concerned.)
For some reason a wooden shelter had appeared on Platform 1 of Accrington’s Railway Station to supplement the newish metal one. It is further away from the booking office and was not matched by one on Platform 2 (as yet)! Perhaps this is because those travelling west from the town consistently outnumber those going east and into Yorkshire.
News from MP Graham Jones was that once the train service to Manchester Victoria has been firmly established, he had received assurances that the possibility of extending some of the journeys through to Manchester Airport would be seriously considered. The Railhead at the Airport had recently been increased to incorporate an extra platform, which suggests that this was a distinct possibility.
Another of the consequences of the closure of the line through Holme Tunnel was the rerouting of the Preston Docks – Immingham bitumen tanker train. This was now using an alternative route through Greater Manchester until the work would be completed in April.
February The former leader of the Council had said that the trains which will be provided for the delayed Blackburn Manchester Victoria service, via Accrington, Burnley Manchester Road and the Todmorden Curve will be no better than “those running in the third world”. He wanted new stock rather than any hand-me-downs! There was no doubt that the rolling stock we were obliged to endure over the past twenty years on the local line was by no means first rate and it did require replacement, but you do not need to ride on the roof, hanging out of the doors or on the couplings as they do in some third world countries. It appeared that the best we could possibly hope for, is the stock released when the Manchester – Liverpool lines are fully electrified.
March Good news for railway passengers travelling across the Pennines was that the work on Holme Tunnel had been completed a week before schedule and that services would be returning to normal from Sunday the 23rd, instead of Saturday the 29th. So bus replacement services would no longer be required between Burnley Manchester Road Station and Hebden Bridge. However, they would be required between Rose Grove and Colne from Sunday the 31st and Sunday, April 6th, when the line was being re-laid with new track. This was probably good news for commuters on this single line section as it more or less guaranteed that the service between Colne and Blackpool South would continue to operate for years to come. Accrington Station was also witnessing some rail replacement services on Sunday the 16th, but for one day only, due to engineering work on the East Lancs line east of Blackburn.
April Although the work to reinstate the Todmorden Curve was due to be completed during May, the new service of trains would not commence until the very end of the year due to a lack of rolling stock. The Parliamentary Under-Secretary of State for Transport, Stephen Hammond, under pressure from Hyndburn’s MP Graham Jones, had said he is working with Northern Rail who would operate the service, to try to find a solution to this problem, and a number of possible solutions were being explored. It seemed at that moment however, until the conversion of the Manchester – Liverpool line to electric traction was completed sufficient diesel units would not be available to operate the service. The journey time between Burnley Manchester Road, via Todmorden and Rochdale was expected to be in the order of 45 minutes, but Graham Jones was pressing for the service to ultimately be extended beyond Victoria Station, to serve Manchester International Airport.
It appeared from correspondence between MP Graham Jones and Porterbrook, the train leasing company, that the stock which would be drafted in to operate the service of trains between Blackburn and Manchester via the Todmorden Curve would not come until new stock has been introduced on lines operating into London. These would liberate fourteen of the 319 electric units for the Manchester/Liverpool services, which in turn would cascade diesels onto the East Lancashire services. Porterbrook has stated that currently all their leasing stock was out in operation, but would be able to free up more units over the next twelve months as the new trains went into service in the south. They also said that it would not be economical sense to put new diesel stock into this service as “there would be a surplus within the next few years”, presumably as more electrification took place. It has also stated that the first of these electric units would arrive in the north shortly, with a second coming during August, a third in September and the fourth in October.
May On the last day of the month an enthusiast’s ‘special’ passed through Accrington double-headed by two of Direct Rail’s Class 20 Bo-Bo diesels and appropriately called the ‘Chopper Topper’. It was en route from Crewe via the Todmorden Curve to Blackburn. Later it would travel up the Ribble Valley Line to Horrocksford Junction, to visit the freight only branch to the Castle Cement Works.
June In the past twenty years since privatisation, the number of railway journeys had more than doubled to 1·27 billion, with an increase of 3·3% in the year from 2012/13. Increases were recorded of 2·9% in Scotland, 4·2% in the East of England, 3·1% in the South-West, 1% in Wales and of course 6·3% in London. As if to emphasise the disparity in the way that the North West was treated railway-wise, the recent figures published by the Office of Rail Regulation, showed that despite increases across the nation as a whole, in our region the journey numbers had fallen by 1·1%. Was this the reason why we were being starved of investment particularly in new rolling stock, or was it the cause?
July On Sunday the 6th, in the mid-afternoon 47:803 was observed heading east with a mixed rake of passenger carriages, which was possibly empty stock returning to base in Carnforth.
Because our local railways were apparently dependent on what happens in another place, it is good news to learn that the first of the ex-Thameslink Class 319 EMUs has recently moved north to Allerton depot for driver and fitter maintenance training to begin. These units would be used to operate the upgraded Liverpool Manchester services, thus releasing the DMU stock currently used on these services for use on amongst other routes, the Manchester Victoria Blackburn services via the newly installed Todmorden Loop.
Currently running was a public consultation on the way Northern Rail and Trans-Pennine might invest some of the £1 billion to be invested over the next five years. Those who wished to operate these franchises in future, would have to include in their bids the investment required to comply with the legislation due to come in during 2020, which would probably require that all Pacer Units in Classes 142 and 143 will have to be withdrawn. Northern currently operated a fleet containing a number of these units which made up one third of their operational fleet and were the source of most of the complaints. They were also the main reason for the age profile of the Company’s fleet standing at over 24 years. Interested bids would be entertained up until October, 2015, and would run for the duration of between 7 and 9 years for Trans-Pennine, and the Northern Rail franchise for 8 to 10 years. Abelio and Serco, who currently jointly ran the Northern Rail franchise, were ending their partnership in February, 2016 when the new franchise operators would be identified. Both companies also were involved in bus operators.
In the very last days of the month BD Schenker 60:024 was noted heading east on the VTG tanker train.
Launched at Westminster, a policy entitled ‘Delivering a Railway the North Can Be Proud Of’ was presented to an All-Party Parliamentary Group of Northern-based MPs, and various other interested parties, including representatives from the counties, cities and local authorities. In it a strategy was outlined for providing a railway fit for the twenty-first century and not for the continuation of a “make do and mend railway”. It highlighted the potential of developing the ‘Northern Hub’, and contained a list of aspirations which included being prepared for the arrival of HS2, new trains with greater capacity, a faster link between the two sides of the Pennines, better travel information and a greater range of tickets with improved availability.
August Once again Graham Jones MP had taken up the cause of the lack of decent trains for the proposed Manchester service, this time with the latest Secretary of State for Rail Transport, Clare Perry. She had promised to look into the matter “with some expediency”.
September Having explained the delay until the end of 2014 in commencing operation of the line through the Todmorden Curve to allow direct access to Manchester via Burnley, we had now been told that even though there should be enough rolling stock in order to operate this service, it would not begin until next May, 2015 at the earliest. The reason behind this latest delay was that the signalling required for the safe passage of trains onto the Calder Valley line would not even be in place until February, without causing major delays to the active lines linked to the new track-work. This meant the service would be postponed until the summer timetable came into operation. Shadow Rail Minister, Lillian Greenwood, had visited Accrington Railway Station earlier, in order to obtain signatures to a petition calling for a speeding up of the work, but all to no avail. It appeared that the signalling when installed would only allow trains to run in one direction only on the single loop, which wasn’t much cop on a service which operates in two directions. A spokesperson for Network Rail had stated that they were working with Northern Rail on a schedule for this work to be done.
October The West Coast Railway Company was a regular operator of privately operated rail tours, and on Friday the 10th, the empty carriage stock consisting mainly of Pullman cream and brown stock, passed through Accrington heading east for the weekend run over the Settle and Carlisle line. The train was topped-and-tailed by two class 47s, #804 (formerly 47:792) with #854 (formerly 47:674) bringing up the rear.
Although the movement of freight is spasmodic the tanker train still makes regular appearances on route east from Preston Docks. On Tuesday the 21st, this train was headed by DB Schenker 60:092 in DB red livery.
November Huncoat level crossing was to be automated and the signal box taken away towards the end of November. The work would take three weeks starting at 23:00 on Saturday 22nd, and the highway connecting Station Road with Enfield Road would be closed to all traffic until 06:00 on Saturday, December 13th.
December The tanker trains which regularly pass through Accrington on route from Preston Docks to Immingham, which were operated by DB Schenker until recently, were now being operated by Colas Rail, which is why I took note of Class 47 in the orange/yellow/black livery heading east, light engine on the afternoon of the 4th.
2015 February It had been announced that the new train service from East Lancashire to Manchester Victoria via the £8·8 millions Todmorden Curve, would start running on May 17th. Driver training would commence on February 9th, for the service which will cut the rail journey time from Accrington to Manchester from 90 minutes to 45. An adult day return would cost £9:80p. Member of Parliament, Graham Jones, had also pushed for the service to call at Church & Oswaldtwistle during the off-peak periods, as well as going via the Ordsall Chord to reach Manchester Airport at some point in the future. He had received Government assurances that this extension would indeed be possible.
If the ‘Pacers’ seemed antiquated, then a scheme to replace them with refurbished redundant London Underground trains for suburban services in our region might raise a few eyebrows, since the stock in question was even older! However, it had been reported that a condition for the refranchising of both the Northern Rail and the Trans-Pennine operations would be that by 2020 the Class 142 ‘Pacers’ would have to be withdrawn and replaced by something else, although not necessarily new rolling stock.
MP Graham Jones had hoped that when the new Manchester Victoria to Blackburn train service started with the summer timetable on May 17th, the train would go forward via the Ordsall Cord to reach Manchester Airport. An official from Northern Rail, who will operate this service, hinted that in fact some of these trains would continue on to Southport via Wigan Wallgate. It was therefore likely that the ones coming through Accrington would have originated at the coastal resort on their return journey back east.
March At a meeting of TravelWatch North-West, a speaker was Kathryn O’Brien, Customer Service Director of First Trans-Pennine Express, (who had sponsored this meeting). Despite having won awards for being Investors in People and the North of England Business Award, her Company had found it necessary to set up, along with Network Rail a “war room” in order to formulate a co-ordinated plan of action to meet the immediate challenges faced by them. It was also adopting a system which had begun in Belgium of a ‘hidden’ disability card, the ‘Blue Assist Card’, which discreetly identified any passenger to their staff as one who required extra assistance when travelling by train. One issue, which was of over-riding importance, was the refranchising of the Trans-Pennine Express operations due in April, 2015. Kathryn was confident that there would be an extension granted until February, 2016, and if the franchise was retained it might be the springboard to an investment in new rolling stock, as at the moment there wasn’t a surplus of DMUs available to lease, and the inertia to convert lines and services to electrification had resulted in no new diesel multiple units being built.
Hugh Chaplain, of Franchise Lead – Rail North, was another speaker. Along with a small team of experienced managers his job, amongst others, was to broker deals with the bidders for both the Trans-Pennine Express and Northern Rail franchises. The long term strategy for the North West would encompass the railway he acknowledged that the Passenger Transport Executives would have some substantial influence on the development of transport and railways throughout our region. He stressed that part of Rail North’s remit would be to tackle the obvious issues, overcrowding, improvements to journey times, connectivity, faster end to end journey times and estimating how to cope with the additional demands made on the system. He envisaged a more “user-friendly” network, a simplification of a complicated fares structure, a more cost effective network and less disruption whilst improvements were being made. He also made reference to the great work being done by volunteer groups, who maintained their local stations under the headings of ‘Friends Of’, such as the ones who maintained the stations in Hyndburn.
The point had been raised that the term ‘friends of’ or the word ‘volunteer’, conjured up a picture of people doing something for nothing. This, in the terms of railways, suggested that they are involved in doing something for which Network Rail should have the responsibility thus saving them expense. It was suggested that if these commendable groups did not carry out the tasks they do, they would just not get done and the facilities as they were, would be allowed to deteriorate. It was also pointed out that the majority of people who engaged in these tasks tended to be the older generations, and that there was scepticism that when they were no longer capable of doing the splendid work that they do, there might not be anyone prepared to carry on. It seemed from the answer, that there are small amounts of money made available for materials with which to carry out the work, but none of the people involved actually got anything more than satisfaction out of it.
Ironically, so soon after the meeting at which the forgoing reports were made, news had come in of how the Rotarians had been doing work for the past eight weeks to clean up Church & Oswaldtwistle Railway Station. They were hoping to make this station the “best kept on the East Lancs Line”, and had been de-weeding the platforms, cutting back overgrown hedges, repairing the planters constructed from old railway sleepers and treating the platforms with moss killer. Network Rail’s staff would also assist in painting the shelters. Previously thousands of crocus bulbs had been planted, and in the spring begonias would be planted out in the existing and some new raised beds. New signs of welcome would be put up, whilst the dingy, dirty subway would be cleaned out to make it less intimidating. The Manager with responsibility for Church & Oswaldtwistle Railway Station, Mr Chris Ingham, had acknowledged the work that the Rotary Club had done whilst working in concert with The East Lancashire Community Rail Partnership, Oswaldtwistle (Ossy) Mills and Northern Rail, to make this station more attractive to the passengers.
April When the timetable of the new rail service to Manchester had been announced, the fact that it would not be stopping at either Rishton or Huncoat stations had angered both residents and some councillors alike, to the point where Hyndburn Council would be despatching a motion to Patrick McLoughlin, the Secretary of State for Transport, protesting about the omission of these two stations. They were also keen to see the service extended to Manchester Airport, not Wigan Wallgate as would be the case when some services went beyond Victoria Station, but this would not be possible until at least 2018, when the Ordsall Chord was completed.
May When the new timetable came in on the 17th, we would know how the new railway service would operate. Turning in Blackburn with the first train departing Accrington at 06:23 it would run approximately hourly up until 21:44. The first outward journey from Manchester Victoria will be at 05:56, the last at 21:00. The journey time to and from Accrington would be 63 minutes without a change of trains, which meant it would be the first direct service between Accrington and Manchester for 49 years. Tickets had now been priced at £10:10p for an off-peak return, £12:70p for an ordinary return, with a duo for two adults at £15:10p and a weekly ticket at £44:50p. It had come as a surprise to find that the service would not call at Rishton, but would instead call at Church & Oswaldtwistle, which seemed to indicate that Northern Rail do not want it attracting passengers away from the Colne Blackpool South service, which was popular with local commuters, whereas few used that service from Church & Oswaldtwistle. It would also miss out Huncoat and Hapton stations but would stop at all stations between Todmorden and the City. The stops were as follows – Blackburn Church & Oswaldtwistle Accrington Huncoat Hapton Rose Grove Burnley – Manchester Road Todmorden Walsden Littleborough Smithy Bridge Rochdale Castleton Mills Hill Moston Manchester Victoria. Although universally welcomed the local MP, Graham Jones, and the Hyndburn Council Leader, Miles Parkinson, had both expressed the view that they would have preferred to see the tickets priced “more competitively”. But it was the quality of the rolling stock to be utilised on this service which was the greater bone of contention.
On Thursday the 21st, the VTG tanker train was noted heading east with Colas Rail 60:085 as the locomotive.
June At the TravelWatch North West Conference to be held in the Hornby Theatre, Blackburn on Thursday the 4th, in his introduction, the Chairman reported he had been invited to examine the refurbished stock from London Underground, which it was hoped to introduce on some branch-line services in the region, and stated that he was satisfied that this stock would be better than the trains it was designed to replace.
July Sunday the 27th, a Bank Holiday Weekend, saw a blockade of several local railway lines for essential engineering work to take place. On the Blackpool North – York, the Blackpool South – Colne and the Blackburn – Salford Crescent lines were operating, with the usual ‘Rail Support Services’ being substituted by coaches. For the first time it was not First which were providing the Customer Service Agents, but Northern Rail’s Abelio/Serco staff. The two guys who were in charge of looking after the passengers at Accrington’s eco-friendly Railway Station were very forthcoming about the task. They were of course not full time but on zero-hours contracts, which meant of course they had to be available when called upon from the co-ordinating centre based in York. They would be looking after Trans-Pennine Express’s passengers also. On this morning three coaches were required at Blackpool North Station as there were over 80 people waiting of the first train of the day to East Lancashire, which had caused a knock-on effect as even after two in the afternoon the service from Blackpool was operating some 25 minutes down. I was reliably informed that the same would rigmarole happen again on Sunday, August 23rd.
August As predicted rail replacement coach services were out on duty on Sunday the 23rd, with the same operators providing vehicles as before, including local firm Rigby. Also that week the bitumen tankers train had as traction Colas Rail’s 60:076 returning from Preston Docks, whilst on Friday the 28th the VTG train was note returning east from Preston Docks with Colas Rail’s 60:047 in charge.
September On Tuesday the 1st, the VTG tanker train was noted returning east from Preston Docks with Colas Rail’s 60:095 on the front, whilst twice during the final week of the month Colas Rail’s 60:047 was again in charge.
October At the beginning of the month Colas Rail’s 60:002 was the locomotive on the VTG tanker train and was noted returning east from Preston Docks.
On the 15th, at the meeting of the Hyndburn Cabinet Public Transport Group, one of the attendees, a Councillor and spokesperson for Oswaldtwistle Civic Society, informed the group they were continuing to do work to improve Church & Oswaldtwistle Railway Station, and one of the more onerous jobs would be to pressure-wash the subway between platforms 1 & 2, which had always been dark, but was now also dank and dirty. Because of the doubling of much of the track between Darwen and Bromley Cross it would now be possible to increase the frequency of trains between Blackburn and Manchester from every hour to every 30-minutes, which would make it more possible to have the Manchester to Blackburn service via Rochdale, Burnley Manchester Road and Accrington to continue through Darwen to Bolton and Manchester Victoria, with a service going around the full circle in the opposite direction. Mentioned on several occasions at various meetings, Network Rail had stated that this was a long-term objective, but could not be progressed until the line had been ‘extensively’ doubled.
On Wednesday the 21st, the VTG tanker train was note returning east from Preston Docks with Colas Rail’s 60:021 at the head, whereas on Monday the 26th, the tanker train was noted returning east from Preston Docks with Colas Rail’s 60:056 in charge.
November The line adjacent to Huncoat Railway Station was closed from 23:45 on Saturday the 21st, for two days, in order that the signal box which used to control the level crossing was demolished. It had been earmarked to go from the time when the crossing was modified to be controlled by the Preston Panel. It was a three-storey building, and on Sunday morning the 22nd, all the roof and the wooded top deck had been taken down and loaded into skips for disposal, leaving just the bulk of the brickwork in place.
Meanwhile the old track-work running through the platforms at Accrington Railway Station had been lifted, new ballast filled in and new rails put down. The permanent way over the Viaduct had also been similarly replaced. It was all part of Network Rail’s upgrading of the East Lancashire Line, as a part of a £25 billions investment programme in the infrastructure of the railways over the next five years. On this occasion Freightliner were providing a Class 66 to shunt the ballast hoppers. The old track-work was looking extremely tired with the check rails on the curves still held in place by wooden blocks on the curved sections, and the whole of the sleepers black with oil. Although it once again meant that Rail Replacement was being provided by coaches, the work was done to time despite the absolutely shocking weather, with high winds and torrential rain during the entire process.
December Sunday the 8th saw more Rail Replacements on the East Lancashire Line, this time with work ongoing between Accrington and Blackburn. Northern Rail’s staff was on duty to co-ordinate the transfer of passengers off the trains terminating in Accrington Station onto coaches for stations to the west including Preston, and Blackpool North and South. This would be the final weekend of stoppages for this year, with the winter timetable due to start on the 13th, just one week away.
It was announced that Arriva had been awarded the train operating franchise currently held by Northern Rail. This means that the foreign consortium of Serco/Abellio would no longer be operating the trains on the East Lancashire Line in 2016, and instead another foreign owner company will be taking them over. However, Trans-Pennine Express, who operated the cross-Pennine services which were ‘limited stop’ in Lancashire, but all stations in Yorkshire, had retained their right to operate these franchised services.
2016 January With a new operator taking over the services passing through Accrington as of April 1st, next, details of just how they were going to invest in their new franchises had been revealed. Arriva were to rebrand their services as ‘Northern Connect’, and have made commitments to invest in 281 brand new carriages. German-owned by Deutsche Bahn it was promising £1 billion of new investment, including withdrawal of all the 142 ‘Pacers’ within three years. This franchise would run until March 31st, 2025. Arriva was also to strengthen the Manchester – Blackburn service to two trains per hour, which would bring it a step nearer to implementing the suggestion that the services linking North East Lancashire with Greater Manchester could eventually operate in a full circle in both the clockwise, and the anti-clockwise directions.
First Trans-Pennine Express which operated the Blackpool – Preston – Blackburn – Accrington – Burnley – York (via Halifax, Bradford & Leeds) services, were promising 220 brand new carriages. This franchise would operate until March 31st, 2023.
February From reports in the railway press it seemed that Arriva Northern Rail had placed orders for 55 Diesel Multiple Units for its new franchise, which includes the East Lancashire Line’s services. Of these 25 will be 2-car construction and 30 will be 3-car. A Northern Rail contact revealed that when Arriva Northern Rail takes charge the only noticeable change that will take place is that he will receive a new uniform, shirt and tie, the umpteenth he has had whilst he has been employed on the railways. He has confided that it is the intention of Arriva to have the Booking Hall open until 22:00, but didn’t hold up a great deal of hope that the East Lancashire Line would actually receive any of the promised new rolling stock, but instead will receive hand-me-downs from other lines, as has been the case on all the previous occasions.
The Policy Director of the new Arriva Rail North franchise, Roger Cobbe, was a speaker at a meeting of TravelWatch North-West which took place at the Mechanics Institute on Princess Street in Manchester, on Thursday, February 18th. He eulogised about the amount of investment his Company was committed to making after April 1st, which included 55 Diesel Multiple Units. Of these 25 would be 2-car construction and 30 3-car. These DMU’s would be built by CAF (Construcciones y Auxciliar de Ferrocarriles) in Valencia, Spain, and would be similar in design and construction to the Class 4000 ones delivered in 2011/12 to the Northern Ireland Railways. They would have a top speed of 100 mph, and were part of a £490 millions order, which will include 31 3-car Electric Multiple Units and 12 4-car sets for the electrified routes. He stated that all the 142 ‘Pacers’ would be withdrawn by 2019, and the 153 units by 2020, with all the other cascaded stock being fully refurbished before being released back into service. He went on to promise 2,000 extra trains each week, with enhanced Sunday and off-peak time-tables, that 45 currently unmanned stations would be staffed and 57 will have longer opening times. All stations with an average of 3,000 passengers per year would also have some kind of ticketing facilities. One of his projected improvements would be a direct service from Blackburn, Burnley and Accrington through to Manchester Airport. However, when questioned about the fact that during 2015 no less than 588 trains were cancelled due to lack of staff, and that trains are running with two carriages locked off out of use, he was evasive and stated that at some stations the platforms were not long enough to accommodate loading for more than two-car sets! (Which on the Colne – Blackpool South service probably only applies to Moss Side, if that.)
The second presentation was by Trans-Pennine Express’s Chris Nutton, who was the Company’s Programme Director. Here again we were informed of plans for new trains and services. He explained that the Class 185 EMUs would remain in service following refurbishment, even though there would be 220 new carriages added to the fleet. In 2019 there would be 12 services each day to Edinburgh from the North West, in addition to some direct services from Liverpool to Glasgow, with connections from East Lancs. He hoped that it would be possible to have an integrated ticketing system compatible with MetroLink. As part of their successful bid £18 millions had been pledged for improvements to stations, and a ‘reserve’ fund had been established of £39 millions for investment in other ideas which might be adopted as a result of a consultation process.
The final speaker was the Interim Stakeholder Manager of Rail North, Pete Brunskill. He explained that his role was to co-ordinate and oversee all projects involving public and freight transport in our region, and was the equivalent of a ‘watchdog, acting in the best interests of public transport users of railways in general whilst encompassing all forms of transport.
May The West Coast Railway Touring Company had recently been in trouble with the Office of Rail Regulation for violations of the code of safety for privately operated railway excursions, and had their operating licence suspended for a period. However, on regaining the right to operate tours they were noted passing through Accrington on Saturday the 7th, with a Pullman excursion. It was observed respecting the 10mph speed restriction over the Viaduct, and 47:815 was topping the train with 47:813 tailing it at the rear. Using locomotives in this way provides some security should one of the train engines fail, and also the necessity of having to run around the train at a railhead destination.
July With regularity the VTG tanker train is still in the hands of Colas Rail and the locomotive heading east on the morning of the 15th was 60:076.
September Having paid a visit to Church & Oswaldtwistle’s Railway Station on Monday the 5th, I was fortunate in that it coincided with the passing of the VTG tanker train with 60:047 in charge, the friendly driver giving me a wave as he went through at reduced speed.
October It had been put forward as a serious intention that Arriva Northern Rail was to reopen the long disused coal concentration sidings to the west of Darwen Street Road Bridge in Blackburn, as a stabling and refuelling point for the new fleet of CAF Diesel Multiple Units amongst others, due to come into the fleet during the period leading up to 2020. It once used to house a Class ‘03’ shunter on a semi-permanent basis to handle the coal wagons which came in.
Due to engineering works a ‘Rail Support service’ was replacing trains on the morning of the last Sunday in October.
November In a continuation of the work started on the previous weekend, trains were being replaced by coaches throughout the first Sunday of the month. As is the norm coaches were replacing trains on the East Lancashire Line on Sunday the 13th, which also happened to be this year’s Remembrance Sunday.
On Tuesday the 15th the locomotive hauling the VTG tanker train east was Colas Rail’s 60:087 which was again on this duty on Thursday the 17th. It appears that this was the locomotive of choice throughout the entire week as it was noted again on two more days.
More rail support services were in operation on the 20th when services on the Colne to Blackpool South line, the Blackpool North to York line and the Blackburn to Wigan Wallgate services were all being replaced by coaches, as the section of line to the east of Accrington was closed undergoing more essential engineering work. Most of the longer routes were being operated between Preston and Hebden Bridge, whilst the Colne service was being operated throughout by coaches. It was interesting to note that the staff co-ordinating these coaches were now wearing Abelio badges. I was informed that even though they are on zero hours contracts, now at least they are given several weeks’ notice of duties. The pay for this was on an enhanced pay scale.
The final stoppage for engineering works of the year came on the last Sunday of the month when as on the previous Sunday, coaches were replacing trains between Colne, Hebden Bridge, Todmorden and Preston.
Conversations with the Co-ordinators revealed that even though they are working for a Train Operating Company, in this case the hi-vis jackets suggested ‘Arriva in conjunction with Northern’ they do not receive free travel passes. Instead they are given a fuel allowance of 40 pence per mile to and from duties which can be as far away as South Yorkshire.
On the 28th the locomotive in charge of the VTG tanker train was Colas Rail’s 60:002. It has been predicted by Network Rail that they have an aspiration to increase the number of trains between Blackburn and Manchester over the next five years as part of a general upgrade of services in the North West.
2017 January On the financial front the Integrated Public Transport Budget was £42∙1 millions, whereas the Cabinet forecast was £42∙694 millions, and a public over-spend of £879,000 on public and integrated transport was predicted during 2016/17. Some of this could be attributed to lower than predicted ticket sales on the Blackburn to Manchester train service, even though numbers were in line with predictions. This was due to discounted and student fares instead of full priced fares for the bulk of the sales. Forecasts on the current levels of fare revenue reflected the fact that franchise payments to Northern Rail, were mainly fixed in the period under review.
February It appears as though the prospect of at least the doubling of the line from Gannow Junction in Burnley to Colne has not only the backing of the local borough councils, but also that of Lancashire County Council. The problem is, that even though this is seen by Skipton East Lancs Railway Action Partnership (SELRAP), as a major step towards the reinstatement of the ‘missing link’ between Colne and Skipton, no funding was as yet available. Before the line closed in February, 1970 the area beyond Colne to Skipton was sparsely populated and had small stations at Foulridge, Earby, Thornton-in-Craven and Elslack, of which only Earby remained open until the closure, Elslack and Thornton-in-Craven both closed in 1952, and Foulridge in 1959. SELRAP envisages just one new station would open on the entire stretch.
Not only was reopening an ambition of the group, but also its electrification from the Skipton end through to Rose Grove some twenty miles distant. On the reinstated twelve mile section, there would be just one new station at Earby (for Barnoldswick Parkway), in order to serve that community and the Rolls-Royce aerospace factory there, the only one in the north of England. It states that no new level crossings would be necessary as the ones originally on the route could be bypassed by building short sections of new roadway. The estimated cost of this work had been put in the region of £100 millions. It appears as though the new management of Arriva Trains North were enthusiastic about this prospect, as it recognised the advantages it would bring when feeding into the investments they were now making in East Lancashire.
It also seemed according to SELRAP, that this would be a very much cheaper option than building a new line through the Pennines, which would be far more expensive having to go through hard rock to bore the tunnels that would be necessary. With more power stations abandoning coal and turning to biomass in order to generate power such as the one at Drax, along with the new deep water dock in Liverpool generating more container and intermodal traffic, more paths for freight will be required in the future, and a fully reopened section between Colne and Skipton when doubled would provide an alternative solution to the ones already close to capacity, the gradients over this section being less severe than on any of the other existing trans-Pennine routes.
March It would be hard lines for anyone hoping for a smooth journey on Monday the 13th, as Arriva – Northern Rail’s guards were to stake a one day strike against the proposed introduction of driver only trains. This would probably mean that only a reduced service which the operator claims will be about a third of the trains will be running. It is part of a larger movement against the removal of guards which is happening over on Merseyrail and has been an issue on Southern Rail for almost a year. The Union stated that it makes trains less safe to passengers to have the driver operate the doors, which on some stations with curved platforms means they cannot see all the way along the train. What makes it more difficult to understand is that some operators are replacing guards with what are called ‘Customer Service Operatives’. At Northern Rail with so many unmanned stations I could see how this system would work without a degree of lost revenue, as guards also check and dispense fares along the routes. I assumed that this strike is an opening shot at Arriva, before the new CAF stock is introduced.
As usual buses were replacing services through Accrington, as indeed they were required to do on two occasions in the previous week, when first a signal problem at Bamber Bridge on Monday the 6th, and again with a problem at Rose Grove later on Thursday.
April Since the Todmorden Curve re-opened in 2015 it has been revealed that passenger numbers using the East Lancs Line has grown by 14%, which had fuelled another move to have the 11∙5 miles of trackbed between Colne and Skipton relaid and reopened to traffic. At a meeting of Hyndburn Council it was resolved to write to Lancashire County Council, Transport For The North and the Department of Transport to have them examine the scheme, which would provide a diversionary link between Lancashire and Yorkshire to relieve some of the pressure on the already congested cross-Pennine routes. Miles Parkinson Council Leader said, “This would cost only a fraction of the investment made in CrossRail in London and the Home Counties, and it would be a significant cog in the Northern Powerhouse development”. Even the former leader of the Conservative Group, who are not known for supporting transport schemes, thought it would benefit the area.
The publication of a study by the ‘Central Trans-Pennine Corridor, East/West Connectivity’ which was commissioned by the Lancashire Local Enterprise Partnership prepared by Wakefield consultants Systra & Cushman, had given more power to the Skipton – East Lancs Rail Action Partnership more ammunition in its campaign to have the line reopened between Colne and Skipton. It stated that the economic and social benefits would justify the expenditure of having the line reinstated. It would give better access to high quality jobs for residents in East Lancashire which are based in West Yorkshire via the Airedale Line into Leeds.
The campaign to reopen the Martholme Viaduct on the disused North Lancs Loop has taken a huge step forward, as the Martholme Greenway Group has been successful in obtaining a grant of £33,900 to improve the pathways along the route to Simonstone. The listed structure opened in 1877, is part of a plan to join up with the Padiham Greenway to enable walkers to ramble from the west of Rishton all the way to Rose Grove. However, one stumbling block could be the caravan part which now straddled part of the old trackbed near Read.
On Friday the 28th, members of the RMT Union were out on strike in their dispute over driver only operated doors on trains. Observations showed that a service was being operated on the Manchester line by a couple of single 150xxx units, whilst all the other services were being replaced by coaches. The usual suspects were on duty all of which were ‘local’ to the Borough.
With the season of special excursions underway and the Settle to Carlisle line opened throughout for the first time in eighteen months after a major landslip, the West Coast Railway Company were again on the move. On the first of the month the empty stock for the following day’s trip, which could be behind the Flying Scotsman, was being moved east through Accrington in the early afternoon. The rake of coaches was topped-and-tailed by 47:318 and 47:313 in the maroon and gold livery of the private company based in Carnforth.
Another strike by members of the RMT took place on Saturday the 8th, in the ongoing dispute over driver-only operated doors on trains. Rail replacement coaches were again on duty, but one problem that the co-ordinators were having in Accrington, was that some coach drivers were turning up at Paxton Street side of the railway station, as they did before the new facilities were opened several years ago. I’m told that the signage on the station itself was by no means clear, and that one co-ordinator was having to visit the platforms regularly to shepherd passengers down to the waiting coaches on Eagle Street, whilst one member of the station staff was just looking on.
June On Sunday the 25th Accrington Station was the point where trains coming in from the east were terminating and turning back, with coaches taking over passengers going west to Blackpool, Blackburn and Preston. Trains were then awaiting coaches coming in from the west to take passengers back to Colne, York and Manchester.
July The dispute about driver only trains to be introduced by Arriva Northern Rail, provoked two more days of industrial action, on Saturday the 8th, and again on Monday the 10th. So rail replacement coaches were out once again covering for services which were having to be cancelled. Usually on Sundays these stoppages take place, but it appears that the RMT felt that this time they would have more impact by coming out on two days when traffic is heavier than just the one. On Monday the 10th, some services were operating, but coaches from B & N, Coastal of Wharton, GPD, Mayfair and Swans of Chadderton. Coastal was on the service to Burnley Manchester Road and Todmorden.
After what seems like a long period of absence the VTG Tanker Train has made a re-appearance towards the end of the month with Colas Rail’s 60:087 in charge.
August My contact on the Rail Replacement Services front told me that she has had a change of management, and no longer works for Serco/Abelio, as they have all been transferred to the Arriva management. This has probably come as a consequence of the franchise changing hands from Northern Rail to Arriva Trains North. She of course was one of the original Fraser Eagle passenger assistants, and has also worked for First when they were in charge of the ‘rail support services’.
October Members of the RMT Union were out on strike again on Thursday the 5th, in the ongoing dispute over driver-only trains, even though Arriva Trains North doesn’t yet have any which can be operated by this method. As before some services ran whilst others did not. I can understand that there are areas where driver-only trains could be operated in safety, but on the East Lancs Line there were so many un-staffed stations unless there are ticket dispensing machines and/or guard conductors on the trains a lot of revenue would be lost to the more unscrupulous passengers. One aspect of this issue which seemingly had not entered the debate was that of safety within the trains, as we now live in an age where there are dangers which did not formerly exist. I amongst others, would prefer to have someone other than a driver, who has many other details with which to attend, to be on a train in order to keep an eye on things, and is there to open the doors should anything untoward occur.
November On Wednesday the 8th, in the on-going dispute, there was another one day stoppage by members of the RMT. It had been announced that Arriva was not to bid for the Wales & Valleys franchise when it came up for tender during 2018, which is the first occasion in the history of franchising that the incumbent had decided not to make an attempt to retain the franchise. This could mean that all the new stock currently under contract for construction in Spain might be coming to their north-west operations. News is that the maintenance facility which was under construction at the old coal concentration depot in Blackburn was now finished a year before schedule, although not yet operational.
Saturday the 11th, marked the beginning of major works which would affect the railway services passing through Accrington/Hyndburn. No longer would trains be travelling any further than Preston towards Blackpool, as the electrification of the line at last got underway. Blackpool South would become accessible after the 28th, of January 2018, but it would not be until March the 25th, ‘till trains would be able to reach Blackpool North. Before this however, there would be some disruption to the East Lancs Line, and this began on Saturday the 11th, with the engineers in possession of the section from Gannow Junction to Colne. Services along the entire line would be off on the following day, Sunday, again for essential work. The steward co-ordinating things at the Accrington end told me, that even though there were coaches going through to Preston passengers would still have to change coaches in Preston for destinations on the Fylde coast.
December Very many years ago I walked between the former Simonstone Railway Station and Harwood Bar, because even though some of it was overgrown, it was possible. But for the past sixteen years Martholme Viaduct had been fenced off. This has been a shame, for long sections of the former North Lancs Loop have been turned into pleasant walking and cycling paths, to the west between Martholme and Norden in Rishton, and to the east from Simonstone to Rose Grove. But now the fenced off bit had temporarily reopened, and it was hoped that if land now covered by a caravan park could be obtained the two sections would be joined. The reason given for the closing off of the Grade II listed structure was the outbreak of foot and mouth decease in 2001. The Borough’s MP Graham Jones along with local Councillor, Noordad Aziz, performed the reopening ceremony, before walkers took advantage of the views from above the River Calder.
On the railway front the only sign of change is the change of livery on a few of the units which are to be retained, but with the completion of the new depot it would be hoped that we would see some of the new CAF-built units on the East Lancashire Line by the end of the decade.
2018 January On Monday the 8th, Wednesday the 10th and Friday the 12th, Arriva Northern Rail was again striking in the dispute about having no guards on trains. Once again the local coach firms were enjoying a bonanza at the time of year when their businesses are usually slack. The duty coordinator did not have a hi-vis jacket on, which is the usual garb for the job and I was told now the railway operator was using agency staff, rather than those from regular sources. However, he was doing an efficient job and there seemed to be no delays to the schedules, although I thought that fewer people were using the trains in the light of their previous experiences. This meant there was always plenty of room on the vehicles supplied by the two operators I witnessed running the section between Colne to Preston, and Preston to Hebden Bridge. However, one railway service which seemed to continue to operate during the strike days was the one between Blackburn and Wigan Wallgate, which runs via Todmorden and Manchester Victoria.
Following an enquiry by our Member of Parliament asking for details on the Colne to Skipton line, which the Skipton East Lancs Rail Action Partnership (SELRAP) were pushing for, I wrote the following letter to him which I had handed over to the Constituency Office on March 28th, 2012.
Dear Graham,
On the subject of the reopening of the Colne to Skipton railway line, I had reservations as to the viability of the scheme. Before the line closed in February, 1970, the core services were between Skipton and Manchester via Accrington and Bury, and between Skipton and Blackpool again via Accrington, then Blackburn and Preston. This despite the relatively early introduction of diesel multiple units which replaced steam in the early 1960s to cut the operational running costs. It received another setback when the more direct route from Accrington through Bury to Manchester was closed in 1966, but before this the Manchester service had been cut back to terminate and begin in Colne. (There were 13 trains each weekday between Colne and Manchester in 1959.) This seemed to indicate that even in the days before mass car ownership that section of the former Midland Railway was not considered cost effective.
Next, on to the obstacles that would have to be overcome in order to reinstate the line. It is true that much of the track-bed was still in situation in the more rural areas through which the line was constructed, although it would have deteriorated in the forty or so years since the lines were lifted. There were points at which the embankment had been breached by farmers, it had been overgrown with areas prone to flooding, some of the bridge infrastructure had also disappeared, but the main obstacles seemed to be the industrial units which now occupied the area which was the station and the goods yard in Earby. There were other points at which the alignment has been developed for other use in the Colne area. Another major source of inconvenience lay just beyond Earby where the line crossed the A56 on a level crossing, these not the most popular features of a modern railway.
There would also be the extensive relaying and re-signalling at the junction with the line to Carlisle on the outskirts of Skipton to consider, which if the estimate for the work to put back the Todmorden Curve at Hall Royd Junction alone is anything to go by, would be astronomical. SELRAP stated they had produced a ‘business case’ for the reopening of this line, which would in fairness provide another route into West and North Yorkshire, but there were reservations. The area beyond Colne to Skipton was sparsely populated and had small stations at Foulridge, Earby, Thornton-in-Craven and Elslack, of which only Earby remained open until the closure, Elslack and Thornton-in-Craven closed in 1952, Foulridge in 1959.
One long shot alternative was simply to run trains into Hellifield and reverse them out south towards Skipton. This would require no track laying but scheduling trains to run beyond Clitheroe from the Manchester service to terminate at Hellifield and at least connect to trains from Morecambe, Lancaster and Carnforth which run through Skipton to Leeds and Bradford. There would then be the possibility of reopening stations at Chatburn and Gisburn, both of which serve more populated centres than those between Colne and Skipton. What would be money better spent was the doubling of the section from Darwen to Bromley Cross on the Blackburn to Bolton section of the Clitheroe/Manchester service. This would allow two services to run clockwise and anti-clockwise from Manchester Victoria through Bolton, Blackburn, Accrington, Burnley, Todmorden and Rochdale as previously outlined.
Things had radically changed and now we were told this Government had committed to opening some of the many lines which were closed after Beeching, so I felt it was time to contact my MP again with my views as follows –
Dear Graham,
Some time ago you asked for my opinion on the reinstatement of the eleven or so miles of railway between Colne and Skipton, on which I provided you with some facts. These were mainly in the negative, on the grounds of cost and previous passenger usage. However, things change and it appears with them the attitude of the Tory Government.
It was always my belief that the cuts suggested by Beeching were somewhat premature, and that even if the tracks were removed the embankments, cuttings and tunnels should remain undeveloped, so that if circumstances dictated, there was the possibility of putting the lines back in.
Without changing my opinion on passenger services on this section, it seems as though this link between Lancashire and Yorkshire could prove to be a very useful alternative route for freight. For one thing it had the least severe gradients of any existing route across the Pennines, and there was an increasing amount of biomass traffic moving between ports and power stations west to east and vice versa, which could travel over on this route were it to be reinstated. There are less and less paths on the existing routes via Todmorden, Standedge or the Hope Valley and with the increasing growth of passengers and the pressure for a faster cross Pennine service, it could well be that the Colne – Skipton section could provide a major factor in the answer. I also note that with the opening of the Ordsall Chord, it would now be possible to connect East Lancs directly with Manchester Airport, which was one of your aspirations when the Todmorden Curve was reinstated, instead of as now these trains going through to Wigan Wallgate.
A few days later I received his response, which stated that SELRAP’s own estimate for the work to reinstate the full 11½ miles of line from Colne to Skipton with double track was £100 millions. This sounded like an enormous amount, but to put it into perspective the new Elizabeth Line in London was costing £14·5 billions*, or for every one pound on the Colne Skipton £145 on this southern project (*This figure was later revised up £16·9 billions.) He was also taking up the case for the service to run through to Manchester Airport.
In December Paul Maynard, Minister with responsibility for railways, had suggested that the ‘business case’ for the reopening of this stretch was not sufficiently convincing and it was therefore not on the Government’s Strategic Vision List. However, it was intimated that the Government would take into consideration any advice put forward by Transport for the North, presumably a subsidiary of the illusive Northern Powerhouse, if they felt it was worthy of inclusion. One reoccurring problem with all projects was, the longer the delay the more costs would spiral, and those who delay proceedings with endless objections were costing taxpayers huge sums of money for which they were not accountable.
February Here is the text of a letter I forwarded to MP Graham Jones following the recent meeting of Travelwatch North West –
Dear Graham, February 8th, 2018.
I was able to attend the meeting of Travelwatch North West in Lancaster today and placed before the meeting the statistics concerning the Colne to Skipton line in comparison with those of the Elizabeth Line. There was as you might imagine an overwhelming consensus that the disparity in what is invested in the South compared to the North is unfair, and the apparent lack of initiative by the so-called Northern Powerhouse to make a case for more investment in our transport infrastructure. However, the Travelwatch organisation is nothing more than a talking shop, which neither puts forward motions to vote upon, or resolutions to take forward and not much else seems to come of it.
But the real reason for my attending was to hear a presentation from Craig Harrop, the Community & Sustainability Manager for Arriva-Rail North. He was there to report upon the developments on their franchise, and it was a pretty mixed bag as far as the East Lancs Line was concerned. The new trains currently in build at the CAF factory in Zaragoza, Spain, will have extra leg room, 2 + 2 seating, so be more comfortable. They will also be capable of running at 100mph where the track permits it. They will have CCTV cameras covering the interiors and even the exteriors, be fully air conditioned and have digital information screens. It would also be possible to book a seat reservation up to 15 minutes before travelling, but this it was admitted could be a source of much aggravation to passengers, who take an unreserved seat and then part-way through the journey are expected to move because someone has reserved it later. However, they will be introduced from a proposed date of December 10th, this year, and all the 198, 2, 3 and 4 car sets will be in service by 2020. This means the Pacers will all be withdrawn from service. But here is the downside. They will only be operating on services through Merseyside and Greater Manchester to the North East and Scotland, between Chester and Scarborough, and from Manchester to Carlisle via the Cumbrian Coast.
With a new maintenance depot recently constructed and ready to maintain up to 30 diesel multiple units in what was the old coal concentration depot in Blackburn, I asked if this meant some of these new units would be operating on the Colne to Blackpool South services? But it appears the answer to this is no. This is what we can expect. We will be treated to refurbished class 158 units, which themselves are over twenty-five years old, some strengthened to four carriages.
There will be a programme of improvements to the stations with short platforms, to accommodate these longer trains. Another positive move was a proposal to install a passing loop on the single line section between Kirkham and Blackpool South, to allow trains to pass. This could result in a doubling of the frequency from every hour to every 30 minutes on this section of line. Providing a suitable arrangement can be made at the Colne to Gannow Junction end, this could see a more frequent service throughout the line.
In another retrograde step the ticket booking office at Nelson Station is to close, making the Interchange an unstaffed halt.
I shall keep you in touch with any significant developments as they come my way, and hope sincerely that this information might be of some use to you in your campaign for better transport in our area.
On both the 8th, and the 9th, the VTG tanker train was double-headed by two of Colas Rail’s Class 56 locomotives, numbers 56:094 and 56:105. This is unusual as the regular performer has of recent times been a single Class 60, – 60:085. The two 56s made an impressive sight and sound as they roared at speed up the incline from town and past the cricket ground.
Following a visit to Colne Station, Transport Secretary Chris Grayling stated, “The historic link between Colne and Skipton could deliver a vital link across the Pennines to boost business and to move goods between the west and east much more quickly. I want this study to look clearly at the business case and value that the line could provide”. The Department for Transport along with Transport for the North was commissioning this study, which would report by the end of this year. The Skipton, East Lancs Rail Action Partnership has welcomed this study, in the hope it would prove the case for the reopening of the 11½ miles of line.
It has been reported in the Clitheroe Examiner that the stations at Chatburn and Gisburn on the line between Clitheroe and Hellifield were to be reopened. The lines were of course still in situ, so it would just be a case of providing the necessary infrastructure. It was highly unlikely that the former stations at Rimington and Newsholme would be included. These areas had rapidly become a dormitory for commuters with quite a bit of new development, which might be the spur for presenting a business case for these station reinstatements.
March More and more 150xxx units are now appearing through Accrington in the livery adopted by Arriva Northern Rail. Latest additions are 124, 140, 204, 211 & 276.
Rail replacement coaches were once again substituting for trains on Thursday the 29th, in the ongoing dispute over driver only operated trains.
April On Tuesday the 3rd, the VTG tanker train was double-headed by 56:078 and 56:113 of Colas Rail, which were proceeding at caution not being far behind the Manchester service.
It had been announced that due to several delays in the modernisation programme, the through York to Blackpool North services would not be introduced until Monday, April 16th. Only one train per hour would be going through to Blackpool North from the 16th, but the line had reopened, so passengers off the York service would still have to change in Preston. I was told it would at least be another month before the service would be, as before, between Blackpool and York, but I suspected that it would not resume until the summer timetable was issued, which would be about the 18th of May. The reasons given for the postponement from the intended March 26th, were the strong winds which would not allow power lines to be fixed, the bout of extremely cold weather in March, which affected most of the country and a road accident responsible for damaging plant which is used for the installation of the overhead catenary. Electric trains would commence operating between Preston and Blackpool North on the introduction of the new summer timetable in May, meanwhile the cross-Pennine services would continue to operate between Preston and York only.
Thanks in part to the local Rotary Club, Church & Oswaldtwistle Railway Station had received a welcome facelift. The old ‘barrel-type’ shelters had been replaced by a more accommodating style with two types of seating inside. Other improvements included the painting of the subway connecting the two platforms, which had also been netted to deter pigeons from roosting within. The Club was also preparing two large planters of flowers to replace the undergrowth which has also been cleared and replaced with four tonnes of chippings. A spokesman for the Club has said they are working with Network Rail in order to keep the facilities in the best possible condition. Similar improvements to the shelters on Huncoat Railway Station had also been undertaken.
Once again on Monday the 16th, the VTG tanker train was double-headed by two of Colas Rail’s Class 56 locomotives, this time by numbers 56:096 and 56:302. This pairing seemed to be the motive power throughout the week. However, by chance I noted Freightliner 66:514 heading a rake of wagons west on the morning of Thursday the 19th. I suspect that this was in conjunction with the ongoing engineering work on the Preston to Bolton or the Preston to Blackpool North lines.
Only a day after I had photographed the double-headed Class 56s on the VTG tankers, I happened to be able to photograph it again speeding up out of Accrington, this time with Colas Rail’s 56:078 at the head of a brace of locomotives piloting 56:113.
May On Wednesday the 9th, the seventeenth day of industrial action by members of the RMT, the majority of train services were cancelled. This was in the long-running dispute over driver-only operated trains. Other strikes were due to be called, this time during the first week of the ‘summer’ timetable if once again talks to end the series of stoppages was not to be resolved. ‘Rail Support Services’ were again being provided by road transport. A spokeswoman for Arriva Northern Rail was adamant that the dispute was due to a lack of co-operation by the Union, but the Company has had its back to the wall recently due to an unprecedented number of train cancellations, due to not having sufficient drivers trained up on the Blackpool Section. In fact there were already calls for Arriva to be stripped of the franchise, only just over a year since they won it and before any of their planned improvements could be implemented.
Freight had not been affected and on Tuesday the 8th, 60:056 was in charge of the VTG tanker train, whilst on the following day the locomotive was 60:086, both in Colas Rail’s livery. The next day the locomotive in charge was 60:087. Most of the active Class 60 engines were now operating for Colas.
On Sunday the 20th, during the afternoon, a West Coast ‘mainline’ electric Bo-Bo was seen travelling west through Accrington being hauled dead by a West Coast Class 37:516. Obviously this was a positioning movement for the locomotive, which had, or was about to be, scheduled for a special train or a display. It was one of the operational Class 86:xxxs, number 259, formerly E3137 and then 86:045. It had carried several names and these were ‘Peter Pan’, between 10/1979 and 10/1995, ‘Greater Manchester – The Life & Soul of Britain’ between 10/1995 and 02/2002 and latterly ‘Lee Ross’ to date. It carries the electric blue livery with white roof cab domes. The 37 was formerly D6786 and then 37:086 and is named ‘Loch Laidon’.
Due to the delay in opening the electrified lines to Blackpool, and the many cancellations to services by Arriva Rail North caused by a backlog in driver training, the new timetables due to come into force at midnight on Saturday the 19th, had not been available. It was rumoured that the proofs had not been released to the printers in time. However, when they did eventually appear, supposedly by the end of the month, they would show substantial changes to the previous services and this had once again brought the operator into criticism from several quarters. The ratings for this operator were some of the most shocking as far as performance was concerned, with only 32% of trains operating to schedule, 35% outside of the expected running times, with 33% cancelled and not operating at all. Those services running were subject to serious overcrowding and passengers were to say the very least disgruntled to the point of anger. Again there had been calls for the Secretary of State for Transport, Chris Grayling, to intervene and even to suspend the franchise as a result of this situation. Another excuse offered by the operator was the protracted opening of the electrified line between Bolton and Preston, which we were now told would not be completed until the end of this year. (The line was handed back by the engineers on November the 4th.)
To compound the inconvenience to passengers, on Thursday the 24th, the RMT held another one- day stoppage in support of their opposition to driver only operated trains. As a result there were ‘Rail Support Services’ operating on the East Lancs Line. Arriva was now utilising agency staff as their co-ordinators, and I had to feel some sympathy for the beleaguered fellow who was doing his best to keep things moving on Eagle Street. Passengers who should have been on the 07:30 train to Todmorden were still waiting at 09:30, and by 10:00 he had organised a taxi to take them on their way. Other services were running late but at least were turning up. The great problem was that only two days later, there would be a similar strike, and he was to his credit advising those who had chosen to travel of this fact.
Saturday the 26th was the start of the Spring Bank Weekend, which was possibly why the RMT had chosen it for the second 24-hour stoppage, to gain maximum impact. This was a day when rail support services were co-ordinating transport between Blackburn and Colne as well as Todmorden. The two co-ordinators were not equipped with the usual running boards which were normally issued to people who were overseeing the transfer of passengers onto coaches, and were not all that clued up as to who was providing the vehicles. However, when the first coach turned up it came in already well loaded and after some toing and froing departed leaving 16 passengers still at the pick-up point. Fortunately only five minutes later a second coach came in to load the remaining passengers. It appeared that the policy of employing agency staff through an intermediary, did not quite inspire the same confidence that this procedure was working as smoothly as it had done in the past.
It seemed more likely that the line linking Lancashire with Yorkshire between Colne and Skipton would be restored according to Bill Bryson, the Chairman of the pressure group. With the support of several local politicians and authorities, Transport for the North, Arriva Rail North, Network Rail, Peels Ports, Drax Group, GB Railfreight, the Rail Freight Group, Skipton Building Society and a Private Finance Company, Chris Grayling had granted the funding to finance a study into the feasibility of reopening the 11½ miles of track. This study should report by the end of the 2018. It was proposed that the plans would include the reinstatement of a double track between Gannow Junction in Burnley and Colne. On the section further east there was only one building on the land, but up to 30 dwellings would be affected by these proposals, whilst a bridge would need replacing and two highways would have to be crossed. There had also been ambitious suggestions that, if and when construction did take place, the line should be engineered to allow possible electrification beyond Skipton to Rose Grove and even beyond to Blackburn or Preston. There was even speculation that bi-modal units might be used to travel under the wires to Skipton and then by diesel power further west. But Mr Bryson had stated the primary objective was first to have the link between Colne and Skipton in place, before expanding it. Although he felt that once completed there would be a possibility of seeing it extended for other purposes.
June Northern Fail is the name by which Arriva Rail North has been dubbed, since its abject failure to provide a decent service. It had cancelled hundreds of scheduled services, and from Monday the 4th, had introduced what it described as an ‘emergency’ timetable, which meant cancellations and alterations right across the network. The chaotic situation on the trains had reached unprecedented proportions with no less than 118 train cancellations since the ‘new’ timetable was put into operation on May 20th. What had exacerbated the situation even more was the fact that an additional 120 trains which were supposed to stop at Accrington’s Railway Station had failed to do so for whatever as yet, unexplained reasons. On only one day, Saturday May 26th, did the trains run as expected. An ‘emergency timetable’ was put into force on Monday, the 4th, with the express purpose of running trains to it, but by lunchtime on the first morning two trains due to stop at the stations in Hyndburn had already failed to turn up. What trains operating were subject to high levels of overcrowding, with many commuters being delayed from getting to work on time. It was stated that the worst affected service was that between Blackpool South and Colne, compared to a lesser number of services on the Blackburn to Wigan Wallgate via Manchester Victoria services.
Graham Jones MP, along with a whole list of local councillors, had signed a letter for him to present to the Transport Secretary Chris Grayling, highlighting the misery being caused by Arriva Rail North’s lack of ability to correct things, even though these had included hiring in some additional rolling stock to strengthen those trains which were running. They were even calling for an investigation into whether or not the franchise holder was in breach of its agreement. The MD of Arriva Rail North, David Brown, had stated he that wished to sincerely apologise for this situation and had promised to get things back on track “as soon as is possible”. The main reason for the problems had been put down to a lack of drivers who had yet to learn the recently revamped electrified route between Preston and Blackpool North, along with a shortage of drivers right across the board. Network Rail had also been criticised for the delay in the work to electrify the section connecting Manchester with Preston via Bolton and Chorley. This had caused a furore amongst many, as the boss of Network Rail had just been given an award in the Queen’s Birthday Honours list.
If as predicted the new rolling stock was introduced from the beginning of next year, which meant more frequent and numerous services all across the northern network, did come to fruition and Arriva Rail North does survive its detractors, then it was going to have to learn lessons from this debacle. What made matters even more difficult for passengers unless the long-running dispute with the RMT can be resolved, was the treat of three more days of industrial action predicted to take place in the coming weeks.
There was more inconvenience for the commuters as yet another round of strikes by the RMT saw a reduced service on most lines with some trains operating, but to an emergency timetable and more cancellations. The days affected were Tuesday the 19th, Thursday the 21st and Saturday the 23rd, although according to one of my sources, Saturday was extremely quiet despite the continuing spell of hot weather. This could have been because the World Cup was currently underway in Russia.
July There were complex reasons for the shambles which had blighted Northern Rail’s timetable plans, these involving the failure to in order complete the electrification of the Bolton to Preston section of the line between Manchester and Blackpool North. However, circumstances further distant also had an adverse affect on their ambitious plans. They had expected to draught in redundant rolling stock from several sources and these had failed to come up to expectations. This had resulted in part to 436 cancellations, 450 part-cancelled trains and 563 station stops being omitted, including on the East Lancs Line between June 4th and the 12th.
Details of the ‘missing’ sets which might have been used on the East Lancs Line were as follows –
| Source | Type | Expected | Received | Shortfall | Carriages |
| West Midlands Trains | 150/1 2-car DMUs | 3 | 0 | 3 | 6 |
| Great Western Railway | 150/1 2-car DMUs | 15 | 13 | 2 | 4 |
| Great Western Railway | 153 1-car DMUs | 6 | 3 | 3 | 3 |
| ScotRail | 158 2-car DMUs | 8 | 2 | 6 | 12 |
| ScotRail | 170/4 3-car DMUs | 17 | 4 | 13 | 39 |
| TOTALS | 49 | 22 | 27 | 64 |
These figures do not include the figures for Electric Multiple Units, which of course could not operate over the non-electrified East Lancs Line.
It had been announced that by way of compensation, Arriva Northern Rail were to give all holders of period travel tickets and season tickets a month’s free travel, but only after the intervention of the Government’s Rail Minister, Jo Johnson, who had been put onto the case.
It had also been announced that the ‘new’ timetable, which had initially been put back to the end of this year, might now not come into operation until the summer timetable for 2019.
Another threatened strike by members of the RMT, which was due to take place on Saturday the 21st, had been put on hold. This suspension of industrial action had come about because talks were taking place between the Union and Northern Rail on the contentious issue of keeping guards on trains as opposed to driver-only operation. In what appeared to be a ridiculous state of affairs on Sunday the 15th, the company stated, that due to driver shortages and a deluge of requests for leave, they would be unable to run anything other than a skeleton service. Over 170 trains did not run as due to Sundays being recognised as non-compulsory overtime, they could not compel drivers to sign on. This of course just happened to coincide with the playing of the World Cup Final in Moscow, between France and Croatia, even though England had played on the Saturday, eventually finishing in fourth place behind Belgium. One could only hope that some resolution to this long running dispute could be arrived at, as the train services over the past year and a half have been below the standard set before the franchise was awarded to Arriva.
On Tuesday the 24th, the two locomotives on the VTG tanker train were Colas Rail’s 56:096 with 56:094 leading. It appears the pairing would remain as later in the week the same combination was in charge again.
Correspondence from MP Graham Jones, suggested that the Department of Transport now sees all matters involving transport as the responsibility of Transport for the North (TfM). He however, has become somewhat frustrated by this attitude with regard to direct access from North East Lancashire to Manchester International Airport via the Ordsall Curve. Northern Rail stated that it was not included in their franchise bid’s service requirements, siting the difficulties of finding pathways between North and South Manchester, where at Piccadilly Railway Station priority was being given to the east west corridor as part of the problem. They felt that access from the area to the airport would be improved when the electrification of the Preston to Manchester line was completed. For their part when he contacted TfN on this subject, they indicated that it could be included in their Strategic Development Corridor plan for the Central Pennines for 2050. What did please him however was the news from TfN that the feasibility study on the possible reopening of the Colne to Skipton section of line, will be completed by the end of the year. The Government had also given its backing to this study.
On the penultimate day of the month, Northern Rail had introduced a timetable which shows 75% of the trains were scheduled to be operated on the 18th of May. However, according to reports there were even some cancellations on this latest version of their service. Again there had been calls for the Minister of Transport to intervene, the general consensus being that if this situation was afflicting the south east of the country, actions would have been forthcoming before now.
August Both Northern Rail and Trans-Pennine Express have announced compensation packages for those passengers who had purchased season tickets prior to the chaos. TPE will give one week’s complimentary travel to those whose journeys were disrupted between May the 20th and June the 30th. However, Northern Fail, as they had been dubbed, was offering up to four weeks’ complimentary travel to passengers who experienced problems between April the 1st and June 30th. It might have been better news for the Arriva franchise, in that talks with the RMT had averted the proposed stoppage on July 21st, as talks had come to what could be the basis for a solution to their long-running dispute. Proposals had been put forward for a second person to be on each train, not acting as a guard, but as a “safety-critical” member of staff. A working party had been set up to investigate the redeployment of staff in this capacity, and this was the reason why, according to General Secretary Mick Cash further industrial action had been suspended. However, on Sunday, the 5th of the month, the East Lancs Line was badly affected when 18 trains did not run due to drivers not signing up to work at the weekend.
The usually raucous roar of the Class 56 locomotives as they began the climb from the viaduct out of Accrington hauling the VTG tanker train was replaced on Monday the 6th, by a distinctly lower level thrum that attracted my attention. Sure enough the locomotive on this occasion was Colas Rail’s Class 70:811. It was the first time I had seen one of this particular class of locomotives in charge of this working, and it appeared to be handling its train with consummate ease, being a more powerful engine.
Having noted a Class 70 on the VTG tanker train, I decided to chance my luck and headed for Accrington Railway Station on Wednesday the 8th, to see if I could capture it on film. However, when it did appear, after being held in Blackburn for almost an hour, it was back to being double-headed by Class 56s. On this occasion the pairing was 56:090 leading with 56:094 behind.
It was ancillary to this that some of the disruption to local services became apparent. The TPE York to Blackpool North was behind schedule and held for a considerable period on the platform before getting a green and being able to go forwards. The complimentary service from Blackpool to York was 37 minutes late, and it was announced, that due to problems over in Yorkshire, it would not be calling at several stations there. The eastbound Northern Rail Colne train was so late that it was only going as far as Burnley Central, and then would be terminating. This meant that passengers for Brierfield, Nelson and Colne would have to find an alternative way to get to their destinations. One of the features of this was that no alternative rail replacement buses would be provided, as indeed they had not been on Sunday the 5th. It was also noticeable that no timetables were on display on the stations noticeboards. It was also the case that no trains on the Blackburn – Manchester service passed through during a prolonged stay. It had been announced that talks between Northern Rail and the RMT once again had broken down. The Union then announced there would be three more one-day stoppages. These were due to take place on Saturdays the 25th, and September the 1st and 8th.
With all the adverse publicity surrounding Northern Rail’s inability to provide the service they had predicted in May, and the subsequent substitution of an ‘emergency’ timetable, I decided to see what was on offer on Saturday the 11th, with a trip to Blackpool. This used to be the easiest of choices with the option of travelling by one train to either South or North stations, and returning from the other as the tickets were valid to and from both. Not so now however, as I was to discover.
The Iron Bridge at the foot of Marlborough Road has been closed off “until further notice”, for improvements that include the installation of higher spiked metal grills to thwart the possibility of anyone climbing over the side rails and onto the tracks.
Having been tipped off I was down at Accrington Railway Station at 08:30 on the morning of Thursday the 16th, to see the West Coast Railways ‘special’ pass through. It was en route from Carnforth to Scarborough, and at the specified time of 08:45 sure enough through it came. Unusually it had only one of West Coast Railway’s Class 47s in the makeup, as usually they top-and-tail these excursions. This was to guard against the possibility of an engine failure, or to ensure that at a railhead destination they could bring the train back out. One must assume from this that Scarborough has run-around facilities, so that the locomotive can be detached and recoupled at the tail end of the train to bring it home. The rake was all in West Coast Railway’s maroon, and contained a dining car, where breakfast was being served as it coasted through the platforms before observing the speed restriction over the Viaduct. The locomotive carried a headboard identifying it as THE SCARBOROUGH SPA EXPRESS.
Having postponed the stoppage scheduled for Saturday, July 21st, in order to enter into further talks with Northern Rail, after these discussions had broken down the Union had called for three further strikes on consecutive Saturdays starting on September 1st. Now both sides have been invited to the Arbitration & Conciliation Service’s offices (ACAS), to try to find a solution to this now very long running dispute. However the Department for Transport has a vested interest in that, having granted the franchise to Arriva Northern, it was on the understanding that by 2020, at least 50% of the company’s trains had to be operated as (DCO’s), Driver Controlled Operations, with no guard on the train.
Whereas on Monday the 20th, the combination of locomotives on the VTG tanker train were Colas Rail’s 56:094 and 56:096, on Wednesday the 22nd, the pairing was 56:078 leading and 56:113 on the bogie tank wagons.
It had been announced that the RMT would now be striking on six consecutive Saturdays starting on the 25th, and going all the way through to October. On the first there were coaches providing cover on the East Lancs Line, and it was noted over a period of two hours that no trains were running at all, including those of Trans-Pennine Express.
It was conversations with the co-ordinator which provided the most interesting information however. I had noted that all his instructions were being relayed to him on his mobile device, and he was not equipped with any running board, giving him details of operators, timings etc. He couldn’t even tell me whose vehicles were being used. He said he was in contact with other co-ordinators at stations along the routes they were covering, and this was how the system was now supposedly working. They would pass on details of any late running or no shows, (which happened apparently with alarming regularity), so that he could keep waiting passengers informed and he would do likewise for the others. He could also be in contact with what he described as ‘control’, if the need arose.
September Even though the RMT had come to an agreement with MerseyRail in the dispute over driver-only trains, Arriva Northern Rail’s had still to find a way forward in the dispute over taking guards off their trains. The first day of the month was the second continuous stoppage and the twenty-fifth since the industrial action began over a year ago.
Once again coaches were replacing trains on the East Lancs Line between Blackburn and Colne and Blackburn and Todmorden, with no trains at all on this section and only 30% running overall. The co-ordinator on this occasion was English and quite willing to talk about his experiences doing the job, although he was just in for a job close to home in Great Harwood. He divulged that these operatives are only granted travel expenses if they are required to go over 21 miles to their assignments. He also said that one coach would be going straight from Accrington to Blackburn (ex-Todmorden) whilst the ex-Colne would be calling at Church & Oswaldtwistle and Rishton en-route.
On Monday the 10th, the combination of locomotives on the VTG Tanker Train was Colas Rail’s 56:094 piloting 56:087 and two days later it was Class 70:811, making a second appearance. On Thursday the 13th, a lone 56, #096 was in charge, but the main point of discussion was the late running Preston to Leeds service. It was so down on time that it crawled through Accrington’s Railway Station without stopping. One could only assume that the driver was going so slowly that if he had seen anyone on the platform he would have halted, and that the guard had gone through the train to see if anyone was going to alight there. Not only this but the train would be terminating at Bradford Interchange, and turning back to Preston with those wishing to journey beyond having to change trains there for stations to Leeds.
On Friday the 14th, the West Coast Train’s Pullman stock was noted going east through Accrington topped by 47:845 and tailed by 47:832. The tables were set out for dining and the table lights were all on, but there was no trace of any passengers. Presumably this was a positioning run for Saturday excursion.
The Rail Support Services were in operation again on Saturday the 15th, and this time the person co-ordinating the movement of passengers was extremely forthcoming and co-operative. The fact that minibuses could now be used to cope it seemed quite adequately with the numbers travelling between Blackburn and Colne and Blackburn and Todmorden and also Bradford, (two normal rail services), illustrated the fact that these on-going strikes were having a serious effect on the numbers of people prepared to travel on Saturdays. It was quite noticeable that with every succeeding one the numbers of people departing and arriving from Accrington was diminishing week on week. In fact during my stay I did not see one person alight from any of these vehicles, and the sum total of those boarding was less than a dozen. It was quite obvious that very many potential passengers had been lost due to advanced notice of the continuing industrial action, with Blackpool being hit very hard within twenty-four hours of the switch on of the Illuminations.
On Wednesday the 19th, Colas Rail had deployed another Class 70 locomotive #802 on the VTG tanker train. As a result I had taken myself off to the Railway Station the following day, to see if I might get a photograph of this unusual event. But on this occasion I was out of luck. However, it did give me the opportunity to observe some of the other goings-on for an hour or so.
It wasn’t good news for those heading for stations in the Colne direction, as an announcement over the speaker system informed prospective passengers that the 10:08 train from Preston had been cancelled, and a bus replacement was being provided, although I saw no evidence of this. The only thing that was happening on the Eagle Street side of the booking hall was contractors laying concrete for a new pathway leading around the rear of the building to the picnic tables on the landscaped land at the back. This however was the only cancellation I witnessed, but what was striking was the number of liveries on the units passing through. First through was 158:905 in the old Northern Rail livery with the vinyls promoting destinations on the network that their trains serve, this was working the Leeds to Preston service, the truncated version of the York to Blackpool North as it was before electrification of the Preston to Blackpool section. Next was unit 150:129 on the Blackburn to Southport service. This is a service which having gone around by Todmorden, Rochdale and Manchester Victoria has now been extended to operate beyond Wigan Wallgate to serve Burscough Junction en route to Southport. This unit was in the old Great Western livery minus any vinyls, and I couldn’t help noticing that on arrival there was not a single passenger to be seen, although a few did board in Accrington. To keep the theme going the next train trough was the Preston to Bradford Interchange in the hands of 158:871, which was in the distinct colours of ScotRail, again minus any wording. This was followed by the Southport to Blackburn a four car set with 142:038 leading in First Northern Rail colours, with the two car 150:149 behind (and locked off), in Arriva Northern Rail’s bland and uninspiring livery. Some of these units have vinyls claiming that they are a part of the great Northern Powerhouse initiative, something of which we have seen absolutely no evidence of in Accrington or along the East Lancashire Line as yet!
The figures coming out from official sources state that the strikes during May, June and July had cost the northern economy £38 millions in lost revenue and wages, and the number of trains cancelled had reached almost unbelievable numbers, not to mention those which were being classed as late and very late.
Finally, the Iron Bridge at the foot of Marlborough Road has now reopened to pedestrians. The only alterations appeared to be higher metal fences on the approaches to the steps, and new guards to the sides of the lower stairways, but nothing extra above that. This was the bridge which replaced the level crossing at Meadow Top in October 1896.
The last Saturday of the month, the 29th, was the final day of strikes in the current round. Whether it would be the last was still not known, although it appeared that no settlement had yet been reached over the issue of Driver Only Operated Trains (DOOs). Once again my enthusiast friendly co-ordinator was on duty at Accrington Railway Station, and there appeared to be more people travelling during the morning than had previously been the case. The three services being covered were those between Colne and Preston, and between Blackburn and Todmorden or Hebden Bridge. Some of the coaches were going all stations between Blackburn and Preston, whilst an alternative of a direct service between the two was also available.
October On the first day of the month the locomotive on the VTG tanks was again 70:802, and in an attempt to catch a picture of this freight passing through Accrington Railway Station, on Tuesday the 2nd, I visited at what was approximately the time it normally passed through going east. My stay did enable me to witness just what else was going on, and I have to say it was hardly encouraging. A bus replacement was still deputising for a cancelled train to Colne and the return to Blackburn. The 10:12 to Preston, ex-Leeds was on time, but the 10:01 Southport to Blackburn was running a full 18 minutes down. There was also a delay to the 10:36 Preston to Leeds as there was no crew available for an on-time departure and the Blackburn to Southport return was late as a result of the lateness of the west-bound service. I was able to obtain a picture of the 142:049 on this service, and the one now operating the east-bound Colne 142:020. It is difficult to ascertain if these changes, delays, cancellations and late running, are shared all across the network for which Northern Rail now holds the franchise, or whether the East Lancs Line is taking the brunt of these as one of the less important lines in their portfolio in their judgement. But on this occasion it was a minibus that was supplying the replacement bus service, but with no co-ordinator on duty, it was the Ticket Collector who was overseeing the service.
Only two days after Arriva Northern Rail publicly put on display its new CAF-built 195 multiple units the RMT, who argue that these are the real reason for their dispute about driver only operated trains (DOOs), has again announced yet another one day strike on Saturday the 6th, and this would be repeated on the 13th. On Sunday the 14th, there were also coaches replacing trains on the line but this was due to engineering work.
Recently out-shopped from Arriva TrainCare’s works in Crewe had emerged the first fully refurbished two-car 158 unit, #845. It seems as though this two-car set had incorporated into it many of the features which would be standard in the brand new 195xxx units being built by CAF for Arriva Northern Rail. Already there had been an upgrading of many of these sets with seating to match the new stock and it was stated about 100 had already received this improvement. In total it was the company’s intention to treat 243 trains with this comprehensive upgrade which would include digital seat reservations, WiFi and USB sockets. With the new units destined for other services across the Pennines, it appears as though the best we could hope for on the East Lancs Line would be these refurbished sets which are themselves thirty-odd years old having been introduced from 1989 onwards. As they were passing through this renovation these units were also receiving the new operating livery.
It was also during this month that Arriva were relinquishing their Trains Wales franchise.
Observations made at Accrington Railway Station on Tuesday, the 16th, showed that the problems were still persisting. The 10:26 Colne to Preston was again being replaced by a minibus, whilst the 10:36 to Colne was being terminated at Nelson due to late running and to make up time. The problems were not all due to staff shortages however, as over the weekend on Saturday the 20th, through to Monday the 22nd, buses would be replacing trains on the service between Accrington and Halifax, Bradford and Leeds. This was to allow work to upgrade the signalling in the West Yorkshire conurbation. The local service to Colne would not be affected by this scheme, part of the Great Northern Rail Project, but would have coaches replacing trains due to yet more industrial action on the Saturday. More and more units were now turning up in the livery adopted for the Arriva Northern Rail trains. The latest to be recorded are 150:116 and 156:491. The VTG tanker train had run only intermittently during the week, but on Friday the 19th, it was noted being hauled by Colas Rail’s 70:801. However, on this occasion the train was lightly loaded being made up of only four bogie tank wagons, as easy task for the powerful Class 5 locomotive.
It had been announced that the new maintenance depot on King Street in Blackburn had been highly commended in the ATKINS Infrastructure Achievement Awards of the Year. It took less than a year after the design work was completed that the depot had been finished. This was a notable achievement since the old coal concentration sidings in Blackburn were found to be badly contaminated. This required the removal of no less than 32,000 tonnes of material, but still the project was ready on time. These facilities, also part of the Great North Rail Project, would be capable of stabling and servicing up to 30 DMUs and providing some light maintenance.
Once again on Saturday the 20th, the RMT were staging another one day stoppage, with the usual suspects providing the vehicles to replace trains between Colne and Blackburn and Bradford and Blackburn. On Wednesday the 24th, Colas Rail’s 70:801 was back in charge of a full length VTG tanker train, VTG being an independent company, which owns fleets of heavy duty railway wagons and tanks. These were designed to carry all manner of bulk cargos including aggregates, cement, chemicals, solid fuels, petroleum products, steel and intermodal freight (containers). On the following day Arriva Northern Rail’s woes were again in evidence. The 10:21 Blackburn to Southport train was running 13 minutes behind schedule, whilst the 10:36 Preston to Colne train was 16 minutes down and terminating at Burnley Central, missing out Brierfield, Nelson and Colne in order to get back on time. The 10:59 to Southport having been late heading for Blackburn, was still 11 minutes down when returning east. The explanation given over the Tannoy was “congestion”.
On Friday the explanation was “animals on the line”, which meant the 10:36 Preston to Colne train was 18 minutes late, and once again terminating in Burnley. Notices at the station indicated that the strikes on Saturdays would continue on the 27th and the 3rd and 10th of November, the weekend when Blackpool’s Illuminations are switched off. Since this information had been imparted I was told that these Saturday strikes would continue up until Christmas.
On Monday the 29th, 70:802 was again in charge of the VTG tanks. It would be the locomotive in charge throughout the week, whilst the 10:26 to Colne was 8 minutes down, but at least on this occasion going all the way and not terminating short of the end of the line. A minibus was again substituting for the Colne to Blackburn leg. The trains on the Blackburn to Southport service seemed to be double-manned, which suggested that there was some driver familiarisation taking place on this service.
November There was to be no end as yet to the misery of weekend train travel on the East Lancs Line, as coaches and buses were replacing trains in the now ‘normal’ manner on Saturday the 10th, due to industrial action, and on Sunday the 11th, due to engineering work. The usual operators were on the services with Cranberry Coaches well to the fore on Sunday.
On Wednesday the 14th, the locomotive in charge of the VTG tanker train was 70:805, which replaced 70:802 the engine in charge on Monday the 12th.
MP Graham Jones was campaigning for better facilities at both Accrington and Church & Oswaldtwistle Railway Stations for disabled people. These would include a lift transfer across the lines between the platforms, which were modifications which are quite achievable and had been done at stations such as Radyr. However, I doubt whether there is sufficient patronage at even Accrington’s Station to justify this extra expense let alone at Church. He also wants a connection off trains from Lancashire to Leeds-Bradford Airport and is of course giving his full backing to the reinstatement of the Skipton – Colne link.
Monday the 19th, proved to be the worst day in the operations of Arriva Northern Rail, with over 50% of services either cancelled or running late. To compound their woes leaves on the line had caused operational problems in that an unusual number of units were out of service due to wheel flats which rendered them non-operational. The Ormskirk-Preston line had no trains at all, whilst even the Trans-Pennine services were also affected.
Over the course of the past few weeks more Class 150 DMUs have been given the Arriva Northern Rail livery and these include 147, 206, 214, 275 all from Northern’s colours, plus 101 and 123 out of First Group blue along with 156:423. This latter set was refurbished at the Knorr-Bremse works in Wolverton at the end of October. It will be followed by others of this class owned by Porterbrook Leasing to be operated by Arriva Northern Rail. More 156s will be cascaded down from ScotRail to strengthen the operators stock and these are numbers 447, 449, 465, 485 and 496. What does this mean for the East Lancs Line? Probably that the best we could hope for are refurbished units rather than the new CAF-built Class 195s, currently being delivered to the company’s depot at Edge Hill in Liverpool, on acceptance tests in the region and on the test track in the Czech Republic in Velim. Three of these ‘Civity’ units were due to be in service by the end of 2018.
It wasn’t good news for Trans-Pennine Express either, as the Mk5 loco-hauled carriages have experienced over-responsive braking at slow speeds when being topped-and-tailed by Class 68 engines on the Velim Test Track. So they will now not be appearing until 2019, instead as before the end of this year. The RMT has announced that the one day strikes on Saturdays will now go on to the end of 2018, and problems for travellers on the East Lancs Line at weekends are being compounded by Sunday engineering works.
There are several rumours on the street about the fate of Arriva Northern Rail. First I had been told that they were not pleased with the standard of workmanship of the CAF-built Class 195s, and had no plans to meet with the RMT in order to resolve the issue of Driver Only Operated (DOO) trains. This meant that there would be no Saturday services on the East Lancs Line, to name just one, up until 2019 at the earliest. I was informed that they were on the verge of throwing in the towel on their franchise, even before the new trains had come into service.
Then, right out of the blue on Thursday, the 28th, the Government had announced that they were waving the stipulation contained in the franchise agreement that 50% of all trains should be run as DOO by Northern Rail, with a guarantee that there would always be a second person on the train. It had been a long-running and acrimonious dispute and the puzzling thing was that when MerseyRail had this similar divergence of opinion with the Union on their new trains, an agreement was negotiated. Why the criteria of this settlement could not have been used as a basis for Northern Rail’s new stock is something of a conundrum? Whether unconnected or not, my regular co-ordinator had told me that her regular task on strike weekends has been changed at the last moment, to one she is not prepared to undertake as it involves a very early start (05:50) and does not end until late (21:50) with a five hour hiatus in the middle, whereas before she started at 09:30 and finished at 17:50.
Although I was informed that Northern Rail’s Blackburn Train Maintenance Depot was open and operational, on Friday the 29th, I decided to investigate this theory, only to find it was no more than just a stabling point for units not required for service. Very few of the roads were occupied and those which were contained only the much maligned 142 sets, identified as 089 and 140.
December According to the spokesman for the RMT they were prepared to call off the industrial action scheduled for Saturday the 1st, the thirty-eighth, on the grounds of what the Government was conceding to them about Driver Only Operated trains. However, having made this offer to Northern Rail, it appears that it was too late to put measures into place for trains to run, or they were digging their heels in to prove a senseless point. So yet again coaches/buses were replacing trains on the majority of Northern Rail’s services.
Despite the developments on the Driver Only Operated trains front, Saturday, the 8th was still a day bedevilled by industrial action, which witnessed only about 30% of Northern Rail’s trains operating, and the usual bus and coach replacement services appearing. Perhaps the fact that another new timetable was scheduled to come into operation from Sunday, the 9th, was the reason for the delay in trying to get a ‘normal’ service back on the rails, or maybe the German run management of Arriva had decided there was to be no surrender? The strikes would continue on the 15th, 22nd and 29th.
Regardless of the turmoil that Arriva Northern Rail was experiencing, they were still progressing plans for their new services, when the much-maligned 142 units were finally withdrawn. Latest repaints into the company livery were Class 150s #120 and #143, and Class 156:423. Their ‘digital’ refurbishment of Class 158s has continued with 2-car 158:849 following 158:845 out of the works. These now had interiors to the same standards and seating arrangements of the new CAF units, and it was Northern Rail’s intention to have all its DMUs still in service upgraded to this specification by 2020.
Having had a diet of Class 70s on the VTG tanker train on Wednesday, the 12th, it was back in the hands of double-headed Class 56s. By Friday the 14th, a Class 70 was again in charge.
The Transport Secretary, Chris Grayling, had at last admitted that his department was in part responsible for the chaos which had pertained throughout the year, and he stated that in future more money would be invested in transport for the north than will be spent in London and the South East. Of course this gives no indication of what will be available to invest in the north’s infrastructure, only that it will exceed that of the other areas of the country. An insider had told me that this mythical institution, The Northern Powerhouse, had grand ideas but alas little or no funding with which to embark on even the most modest of projects. However, yet again CrossRail was to receive another £1·5 billions to complete that project. It had started at £14·6 billions, then had gone up to £15·4 billions and with this latest infusion would now reach £16·9 billions.
With all the turmoil and confusion over Brexit, it appears as though the promised feasibility study on the Colne to Skipton reinstatement promised before the end of the year would now not appear.
For the first time in several weeks I ventured down to Accrington Railway Station in order to pick up a couple of the ‘new’ timetables and see what the situation was. There was a surprise in that no co-ordinators were on duty, and the reason was soon clear. There was only one service per hour between Colne and Blackburn and absolutely no service at all across the Pennines, which meant that it was unnecessary to have anyone to instruct passengers. The anonymous coach, with no legal lettering apparent, arrived and the driver waited to the appointed time having dropped off a couple and loaded one, before closing the door and moving off.
The reason why the dispute was continuing was then explained. Yes, the Government had suggested that trains might not be single manned and there would be a second person on them, but that he/she would not be acting as a guard. It should be explained that even though the driver actually is in charge of driving a train, he/she is not normally responsible for the safety of the passengers or the train itself. This is one function of the guard/ticket dispenser, and this second person would not be responsible for the safety of the train itself or its passengers, therefore is not a ‘safety critical’ task, which is the role the Union demands. So the dispute carries on, although I personally feel that it has become futile to hold out when it is only the duties of the second person on the train which is the sticking point. Surely if a second person is on the train he/she could be as before a guard with the responsibilities that the post requires.
Despite efforts at some conciliation the RMT had announced that the Saturday strikes would continue to the end of January if some agreement could not be reached. By the end of December there would have been forty-three days without trains.
The misery of Saturdays without trains, continued with on the 29th, with no services going over the Pennines and no trains venturing east of Blackburn. However, the arrangements for those wishing to go to the west were coach from Accrington to Blackburn, where some selected trains were going through to Blackpool without a change in Preston, whilst some still required this inconvenience. By now it was possible that regular or even irregular travellers will have found alternatives to train travel, and may never return. It appears as though this Government was compensating the franchise holder for losses during this dispute, which seemed to indicate it was being politically motivated with still no end in sight.
All the investment promised by the franchise holder gave the impression that by the end of 2018 we would be seeing these changes come into being but as yet there was little sign of any improvements, with interim timetables being introduced and even then failing to give a solution. Prices of tickets had gone up, whilst the quality of service has gone down, and it seemed as though it would be towards the middle of the New Year before we could expect to see an upturn.
Finally the feasibility study on the re-opening of the Skipton to Colne section, promised by Chris Grayling for the end of the year had failed, not unexpectedly, to materialise. The Northern Powerhouse, once again has plenty of good ideas as far as improved transport links are concerned, but has no money with which to carry them out.
The situation on the railways which now seemed to have settled down to a six-day operation is a miserable one. This year had been blighted by the dispute over keeping guards with responsibility for safety on trains. Arriva Northern Rail’s inability to provide a regular service has only made the situation worse. By the end of 2018 there had been no less than 43 days without any services at all, a situation which would continue well into 2019.
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2019 (This was possibly the worst year in the modern era of train operation on the East Lancashire Line).
January Arriva Northern Rail had announced a range of compensation payments for those who trains were 15 minutes or more late, rather than as before, over 30 minutes behind time. The amount repayable was up to 25% of the single fare. Since the summer more than 12,000 season ticket and ordinary passengers had been reimbursed through that scheme, to be superceeded by the ‘Delay Repay’ one, costing in excess of £1 million. The Director of Transport Focus wants announcements to be made on Northern’s trains to remind passengers that they were entitled to claim money back for delayed journeys.
On the rolling stock front, another five Class 156 2-car DMUs have been cascaded down from ScotRail to Arriva Northern. They are numbers 447, 449, 465, 485 and 496. Meanwhile Class 150 DMUs numbers 150:101 and 150:147 have received Arriva Northern Rail’s livery, ex-First Group blue and Northern’s standard scheme respectively. All will probably work on the East Lancs Line at some point, hopefully in refurbished condition. However, the promised debut of the new CAF Class 195 units will now not take place until the spring of 2019, and a spokesperson has said this will “hopefully” happen in time for the introduction of the summer timetable in May as they ‘had planned’. Six more Class 158 DMUs have also been cascaded down from ScotRail and are numbers 782/6/9 and 867/8/9.
The New Year has seen a return to Class 56 haulage of the VTG tanker train, with on Thursday the 10th, with Colas Rail’s numbers 090 piloting 086. The following day it was back to Class 70 haulage with #802 in charge.
On the railway front, Saturday the 19th, would see the 45th stoppage in the long-running dispute between the RMT and Arriva Rail North. The union was now contemplating continuing strikes on every Saturday during February. Although the VTG tanker train did not appear to operate in the earlier part of the week on Thursday, the 17th, 56:094 was piloting 56:113 going east.
February During the early part of the month Network Rail’s gangs were out doing light maintenance on the East Lancs Line. On Saturday, the 2nd, they were working on the section adjacent to the cemetery wall. On Monday it was further east in the vicinity of Huncoat Railway Station. They were also making their biennial inspection of the embankments in the vicinity of Highams Playing Fields to check for any signs of slippage.
After 47 days of industrial action, much of it on continuous Saturdays in 2018, it had been announced that Arriva Rail North had agreed that all its trains would carry a conductor/guard, although this was not envisaged in their franchise bid. This has come after the company and the RMT Union had attended talks with the Arbitration and Conciliation Service. However, the Company has said it was too short a notice to rearrange their timetables, schedules and rosters, to revert to a full service by Saturday, the 9th, so it will be at least another week before Saturday running returns to normal, although this does not translate into the fully improved service that was expected in the spring of 2018 and may not materialise until the middle of 2019.
During the second week of the month there has been a new pairing of locomotives on the VTG tanker train. This time it was Colas Rail’s 56:078, piloting 56:049, which is also named ‘Robin of Templecombe’. This engine was only recently returned to traffic.
For the first time for months what Arriva Rail North calls a ‘normal’ Saturday service has operated on the East Lancs Line. There had been a total of 48 days of stoppages, but now the Rail Minister, Andrew Jones, had written to the Rail Northern Partnership expressing the Government’s support for a second safety critical member of staff to be on every train, this despite the fact that the Government was not empowered to intervene in any industrial disputes.
It has been announced that included in the Northern Powerhouse’s Rail Strategy is the reopening of the twelve mile section connecting Skipton and Colne. A study into the possible reinstatement of the line has shown that it is technically feasible, but much will depend upon its viability as an alternative route for freight. If this proves positive then the line could be in use in 2025.
Colas Rail had been ringing the changes in their use of traction on the VTG tanker train. On Tuesday, the 26th, it was another pairing of 56:078 with on this occasion 56:049 the lead engine. On the following day, Wednesday the 27th, it was back to Class 70 haulage, with #805 in charge.
March The Campaign for Better Transport, (CBT), had identified the twelve miles Colne to Skipton line as one of thirty-one candidates for reopening. Meanwhile, Transport for the North, (TfN), has identified the Skipton to Colne line as being included in its ‘Strategic Transport Plan for the period 2020 to 2050’. A sum of £70 billions was what the full programme would be estimated to cost.
It has been suggested that if the line is put back, a station at Earby would be reopened with a brand new station at West Craven Parkway. But much would depend upon the line’s ability to handle freight as a viable diversionary route. A great deal would depend upon the Northern Powerhouse being able to obtain some funding, which had tended to be disproportionately invested in rail projects in the south.
The Labour Mayor of Greater Manchester, Andy Burnham and Steve Rotherham his counterpart for the Liverpool City Region, were credited as being relevant voices in the resolution of the long-running dispute between Arriva Rail North and the RMT. The company had agreed to keep guards on all its trains up until the end of its franchise.
Network Rail had again been active in the area of track to the east of Accrington, with gangs making some improvements to the permanent way, without causing any disruption to the services. The bad news was that passengers travelling to Blackpool North will have to change onto the electric service in Preston, as Trans-Pennine services are still terminating in Preston and this will be the case until the introduction of the summer timetable in May. More discouraging news is that the ‘new’ stock to be introduced by Arriva Rail North cannot use the designated platforms in Leeds Central Station, as they are too short for the longer sets to fit entirely upon them. This we are told will be the case until 2021 at the earliest.
Another DMU, this time 158:849, was the latest to receive the livery of Arriva Rail North. The third week of the month had seen Colas Rail alternating motive power on the VTG tanker train. On Monday, the 18th, the locomotive was 70:802 to be followed on Wednesday by 70:805. On Tuesday it was double-headed Class 56s and on Friday the pairing was 56:094 with 56:090 in tandem.
April The feasibility study on the possible reopening of the Skipton to Colne section of the East Lancashire Line, as part of a review of cross-Pennine services was completed in December, 2018. The result was the Government felt that further studies would be needed into the possibilities for freight handling and the overall commercial viability of the scheme. Meanwhile, the Northern Powerhouse has been criticised for concentrating its efforts into projects which are biased toward the major city conurbations at the expense of those further away from Greater Manchester, Merseyside, South and West Yorkshire.
From a total of 143 trains in their ownership, Arriva Rail North had now completed the refurbishment of just over half. Of these the following DMUs are –
| Class | Total |
| 150 | 37 |
| 155 | 5 |
| 156 | 30 |
| 158 | 10 |
| 170 | 8 |
This was described as “great news” by Ben Ackroyd, the company’s Engineering Director, but problems with the coupling system on the new CAF Class 195 units, has caused a delay in their testing until it is properly resolved. So far 14 of these three-car sets had been delivered to Edge Hill depot, Liverpool by the beginning of April.
However, the company is still maintaining that all of the Class 142 Pacers will be retired by the end of 2019. Not one of these sets had been withdrawn by the end of the first month of this year, when it was predicted as many as 46 would be out of traffic.
Colas Rail keep alternating the motive power on the VTG tanker train, with regular performer 70:809 on Monday, the 8th, whilst on Wednesday, the 10th, it was the combination of 56:078 and 56:113 in tandem.
One of the reasons why there had been no through service to Blackpool South in early March was the necessity to replace a road bridge over the line at Lytham. There had been two weekend blockages whilst twenty-seven concrete girders were lifted into place to form the deck of this structure, although the roadway had still to be surfaced after the utilities had completed their work on the new bridge. Changes in Preston would still be required up until the commencement of the summer timetable in May on all trains to and from Hyndburn’s stations to the Fylde Coast.
If Arriva Rail North’s refurbishment of DMUs goes hand in hand with re-liverying, then the following units have been returned to service in their new layouts – 150:102, 150:108, 150:126 ex-First Group and 156:424 ex-Northern.
Despite support from Hyndburn’s MP Graham Jones, a bid for improvements for the disabled, people with prams and the elderly at Accrington Railway Station had failed. It was envisaged that the old footbridge would be replaced with a new one incorporating lifts on each platform. The bid, initiated by Community Rail Lancashire along with Arriva Rail Northern for funding to make these improvements was knocked back, the reason given being that the ‘Access For All’ scheme, was heavily oversubscribed and the amount of footfall and the statistics of disability for the area were less than those of other bidders. It was pledged that when further funding became available the bid for Accrington would be submitted once more. Graham Jones said, “I am highly disappointed that this worthy bid was knocked back”.
More DMUs have been refurbished by Arriva Rail Northern and received the franchise’s livery, the ones in question being 150:125 and 150:133, the former ex-First blue, the latter from Northern. Progress will have to continue apace as by January 1st, 2020, all units which do not comply with the latest disabled access will no longer be allowed in service. No Class 142 ‘Pacer’ units are scheduled for refurbishment, which means of course that they will not be seen on the network again. (It is my contention that despite all the adverse publicity the ‘Nodding Donkeys’ attracted, it was their introduction which was a significant factor in the saving of the East Lancs Line.)
There could be more industrial unrest which would have an adverse effect on train services in our area, if the Transport Salaried Staff Association does not get a satisfactory outcome to yet another dispute with Arriva Rail North. This time the union contends that its members are being compelled to do additional tasks for which they are not being reimbursed and facing excessive workloads. Station Managers had already given their full permission for there to be a series of short strikes and stoppages.
The pairing on the VTG tanker train throughout the week was 56:113 piloting 56:090.
May On Saturday, the 11th, totally without any forewarning, replica A1 Pacific #60163 ‘Tornado’ came through on a special from the North East bound for Chester. It was at the head of a rake of thirteen blood & custard coaches without any diesel assistance and it was thought it had be rerouted via the East Lancs Line due to a diversion as it returned via a different route. I was informed by an eyewitness that it tackled Copy Pit incline with consummate ease. It was built in Darlington and completed in 2008, and is one of a few replica locomotives to be built or under construction.
More of Arriva Rail North’s DMUs have received fleet livery, which possibly means they have also had a refurbishment. Those identified are 150s 108 and 125 ex-First blue, 115 and 133 ex-Northern along with 155:344 and 156:440 both also ex-Northern.
On Sunday, the 19th, the ‘Summer Timetable’ of Arriva Rail North came into force, and would remain so up until the 14th, of December. This is was an extension of previous practice as the ‘Winter Timetable’ generally came into operation with the ending of the Illuminations in Blackpool, at the first or second weekend in November, depending on just how the calendar fell.
However, those whose task it is to keep records of these matters have released figures showing that since the introduction of the summer timetable in 2018, there were an astonishing number of train cancellations 15,860 in total across the network. In addition to this almost 19,000 trains were over the stipulated margin for lateness and/or were turned early, for which Arriva Rail North was a not an insignificant contributor.
When in April 2015 they were awarded the franchise, Arriva Rail Northern gave an undertaking that all of the ‘Pacer’ 142 ‘Nodding Donkeys’ would be withdrawn by the end of December 2019, which was when their leasing agreement from Angel Trains expired, to date none of the 57 have gone, this despite a further undertaking that they would be out by the commencement of the summer timetable. One problem appeared to be the difficulty in finding places at which to put them into store, whilst they await their fate.
More Class 150s have been obtained from West Midlands Railway, numbers 105/7/9, which means Arriva Rail Northern now has the entire stock of this class, amounting to 50 in total, whilst 150:145 has gone through the paint shops to lose its Northern Rail livery in favour of Arriva’s scheme.
Although it will not have a direct impact on the East Lancs Line or that along the Ribble Valley, it has been revealed that no less than 150 drivers were still needed to be trained up to drive the new CAF 195 units, along with a similar number of train conductors. At the beginning of May of the 25 195s in the country, 12 had been accepted by Arriva Rail Northern and a further 13 were on driver instruction duties. Even after the introduction of these new trains three-quarters of the fleet that were taken over in 2015 will still remain in service, including class 150s, 155s and 156s.
June The West Coast Railways Pullman train passed through on Sunday, the 9th, on another of the company’s specials. On the following day the VTG tanks were again double-headed by Colas Rail Class 56s, this time with #096 piloting #078.
Although Arriva Rail Northern was due to begin withdrawing its 142 ‘Pacers’ in 2018, at the beginning of June all 79 were still in service. However, Angel Trains, who owned and leased these 30-odd year old units, has agreed to a competition by which community groups can bid for their redundant body shells for use in a range of ways. The idea has been given the blessing of Rail Minister Andrew Jones, from the DfT, and Porterbrook the other leasing company has also agreed to donate its 142s and 144s. The Managing Director of Arriva Rail Northern, David Brown, has stated that this will be possible due to the introduction of 101 new trains, which will commence during the summer of this year.
The latest re-liverying of a unit is confined to 158:782, which was formerly in ScotRail colours. Meanwhile the new 195:xxx units are still on driver training and mileage accumulation runs, although they are not likely to appear on the East Lancs Line services for some considerable time.
It had been reported that Arriva Rail Northern had hit financial difficulties. An ‘insider’ had told the media that they are running out of money and were facing insolvency. When approached by the BBC’s reporter a spokesperson neither denied or confirmed this story, which has possibly been fuelled by the news that the German-based parent company, is known to be looking to divest its bus operations in this country.
One cannot be so shocked if this turned out to be the case, as from the beginning this franchise has been dogged by a series of events which must have put a question mark over its viability. First there was the insistence that the new trains would only be single manned, without guards or ticket conductors. This of course had sparked a series of strikes which had gone on for almost eighteen months. Then there was the timetable fiasco of May, 2018 causing a whole raft of cancellations, missed stops and late running. The new trains were not available for service as promised (and still aren’t), but the lateness of the electrification of the Manchester Blackpool North via Bolton and Preston service could not be attributed to them. However, it certainly did not help. Both the Mayors of Greater Manchester and Merseyside, several MPs and other bodies have been calling for months for franchise to be taken back into public hands, and it was even stated by some that the Government were bank-rolling Arriva to stick it out against the industrial action.
It would seem a catastrophe if the franchise was to fail or be stripped away at this late stage, when at long last there seems to be light at the end of the tunnel (pun intended).
July Monday, July 1st, saw the first introduction of Arriva Rail North’s new DMUs, as the first 195:xxx units came into service on a handful of services, none of which would immediately serve the East Lancs Line. However, only 9 of the expected 100 to be delivered would be in operation, with delays in production from CAF being quoted as the reason why.
It was expected that the Class 142 ‘Pacers’ which commenced withdrawal beginning in August. But there were to be other implications, as it had been revealed that there may not be sufficient of the new units available by the end of the year to see all of the 142:xxx units withdrawn from service. Although it had been stated that there would have to be a special dispensation granted, as of the 1st of January, they would no longer comply with the legislation on disability access.
Despite all the trumpeting about the new 195:xxx units, the seating capacities in them would actually go down in all cases with the exception of the 142:xxx Pacers, where there is a modest increase of just 2. These are set out in the table below.
| Class | Seats | 195:0xx (2 Car) | 195:1xx (3 car) | Difference |
| 142 (2 car) | 121 | 123 | – | Plus 2 |
| 150 (2 car) | 148 | 123 | – | Minus 25 |
| 150 (3 car) | 222 | – | 203 | Minus 19 |
| 156 (2 car) | 146 | 123 | – | Minus 23 |
| 158 (2 car) | 146 | 123 | – | Minus 23 |
| 158 (3 car) | 210 | – | 203 | Minus 7 |
Although they are being introduced on what are judged to be the more important routes radiating out of Manchester Airport to Barrow, Liverpool Lime Street and Windermere, as well as between Doncaster and Leeds, it is predicted by Richard Allan, Deputy Managing Director of Arriva Rail North, that they will operate on the service connecting Blackpool North and York, which means of course they will pass through Accrington.
The full £500 millions investment will see twenty-five Class 195:xxx units numbered 195:001 to 195:025 and thirty-three Class 195:1xx units numbered 195:101 to 195:133. All of these have a maximum speed of 100 mph and electrically operated double leaf, plug doors. There is no connectivity between these units. Due to the delays in production the construction of the 195:xxx units had been transferred to a new factory in Newport, South Wales. The fleet has been funded by Eversholt Rail.
More units have been reliveried including 150:104 and 150:121 from First blue, 150:114 and 158:905 from Northern and 158:782 and 158:867 from ScotRail.
Having appeared not to have run during the first week of the month, the VTG tanker train was operating on Monday, the 8th, with 56:087 piloting 56:078.
On Thursday, the 18th, noted passing from east to west high upon the Viaduct was the first sighting of one of Arriva Rail North’s new 195:1xx 3-car units, possibly 105 which had been based in Huddersfield for driver training on the York – Blackpool North services. It wasn’t carrying any passengers and I can only assume it was on driver familiarisation or more likely clearance trials, to make sure the carriages did not foul any of the infrastructures on the lines between Hall Royd Junction, Todmorden and Farington Junction, Preston. It had been postulated that these new trains would be introduced on the service connecting York with Blackpool North in the not too distant future, although it could be towards the end of the year. Meanwhile more cascaded and refurbished units are receiving Arriva Rail North’s corporate livery. The latest batch included 150:104 and 150:130 from First Group (blue), 155:344 from Northern’s blue/purple and 158:867 and 158:868 from ScotRail.
There was plenty of activity on the East Lancashire Line on Thursday, the 25th. Just before 09:00 a special headed by two Class 37s headed east on a mixed-rake special operated by West Coast Railways. It would return again in the early evening. The majority of DMUs on service are now in Arriva Rail North’s livery with of course the exception of the doomed 142s and 158:853, which carried some display vinyls. Unit 142:042 was the rear of two heading for Blackburn from the Southport service and this returned on its own for the Southport leg. It is still necessary to change in Preston for the Blackpool South Line beyond Kirkham. The Class 56 locomotives on the VTG tanks were named 049 piloting 087.
Despite the poor publicity which accompanied their franchise debut, it has now been suggested that Arriva Rail North will be ordering more new trains to follow on from the Class 195 diesels and the 331 electric multiple units. These it is said will be constructed at the new CAF factory in Newport, South Wales. They estimate that the new generation of trains will generate enough new passengers to cause overcrowding and will therefore be necessary to cope with these increasing numbers.
August Having maintained the combination of 56s 049 and 087 for several days, on Thursday the 2nd, it was back to haulage by 70:819. More powerful and less noisy than the older locomotives the Class 70s seem to make the climb out of town not only quieter but also faster.
It seemed as though driver instruction on the new Class 195:xxx units had become a regular occurrence, as on Saturday, the 3rd, at approximately 09:25, one was noted passing passenger-less west over the Viaduct.
On Monday the 5th, a visit to Accrington Railway Station revealed that although we had been assured that things have improved the 10:11 service to Blackpool North, had been cancelled due to another train having failed further east. It did however appear almost half-an-hour down and did not stop to pick up passengers, even though quite a few were waiting on Platform 2. This begged the question, was no-one wanting to alight in Accrington? If, as usually is the case this service would probably turn short in Preston, in order to get back on schedule for the eastbound return to York. Passengers were being informed that their best bet was to catch the stopping train to Preston and change trains there, as indeed they still would have to do if their destination was Blackpool South.
The Southport to Blackburn service had 150:109 as the leading set in a four-car formation still in Midland Trains livery. This would turn in Blackburn and return as a two-car set. Class 142 units were still active on the Colne – Preston locals, despite the fact that they are supposedly being gradually withdrawn. Others of the new Class 195 units have been noted through Accrington on driver training duties including 195:110 and 111. They are not due to take over the service between York and Blackpool North until the end of the year. The VTG tanker train was in the capable hands of Colas Rails 70:816 on this occasion.
With more disabled people in the area taking up the option of a Disabled Person’s Railcard, 5,711 in 2018, the facilities for access to one of the platforms at Church & Oswaldtwistle Station remain less than adequate according to MP Graham Jones and other campaigners, who met with Northern’s Regional Director, Chris Jackson, recently to examine this issue. The prospect of having to negotiate a long flight of steps to Platform 1 puts those with mobility problems off, having paid £20 for the card which gives them a discount of one third on standard fares. Similar problems exist at Rishton where the footbridge is the only way to reach the westbound platform. In Accrington there is a means of reaching the platform for eastbound trains, but this involves going around by Eagle Street, Blackburn Road and Paxton Street, almost ten minutes for anyone pushing a wheelchair, and even this still requires some effort up long ramps. Church & Oswaldtwistle Station benefits from the efforts of a dedicated group which enterprisingly provides floral displays and other eye-catching features to brighten up the travelling environment, as well as new shelters and a ticket dispensing machine. Having seen what is being done at other stations, Radyr in South Wales being an excellent example, to give lift access to all its platforms I have to hope that at some time in the future stations on the East Lancs Line might also benefit from similar improvements.
Correspondence from Graham Jones MP has brought tidings of great disappointment. The much touted feasibility study on the reopening of the Colne to Skipton section of railway, has not been made public. The Department for Transport has declined to release it, but even if it did, I am told it has been adulterated with costings for other schemes rather than as a stand-alone project. This renders it useless as far as what was supposed to be the main objective is concerned. A change of Prime Minister has also meant a change of Transport Minister, which means Graham will have to attempt to reincarnate this venture with a successor, who may be more sympathetic and certainly cannot be more incompetent. Perhaps he would be better to liaise with the people attempting to promote this type of project in the name of the Northern Powerhouse.
The second and third Sundays saw coaches replacing train services on the East Lancs Line, presumably because of engineering works as there were no trains operating. With weekend working for drivers voluntary and not compulsory it was possible that trains might not run due to a shortage of staff, but surely not all!
During the third week 70:816 was again the engine in charge of the VTG tanker train. Just by chance I happened to be on the Whitewell Road Bridge over the railway on Thursday the 22nd, when I saw Arriva Rail North’s 195:111 on a driver instruction working. Although not the first occasion I had seen the new units through the town, it was the first occasion I had been able to identify and photograph one. Not being in service meant of course they could appear at virtually any time during the day, so it was pot luck that I was in the right place at the right time. It was making good speed up the incline from town, was quieter and I had hardly time to grab my camera as it went east towards Huncoat Station.
More repaints out of Northern’s livery into Arriva Rail North’s colours were 156:428 and 156:455. Seven of the much maligned ‘Nodding Donkey’ Pacer 142 units, had been taken out of service in mid-August and stored by Angel Trains, the leasing company, they were 142:005/016/022/025/046/066. This left 72 of this class still available for service at the end of the month.
At just about 14:40 on Saturday, the 24th, the distinctive chime of a steam locomotive’s whistle gave notice that something very special was about to happen. Soon the thunderous pounding of the exhaust as it began the climb from the end of the Viaduct built to a crescendo as it began to accelerate its heavy rake of carriages up the incline from town. Soon the very impressive sight of Standard ‘Britannia’ Pacific 70000 was speeding under the bridge by the cricket ground ahead of a special charter, which had started earlier in the day at Euston Station. It had travelled to Crewe where the steam engine had been attached for a round trip via the Farington Curve, Blackburn, Accrington, Copy Pit, Todmorden, Manchester and Warrington back to Crewe, where it would come off to be replaced with other motive power for the return to London. The tour was named ‘The Palatine’ in homage to a named express which was inaugurated in 1938 and connected St Pancras with Manchester Central via the Midland Main Line. The named train was revived again after the War in 1946. Britannia was fitted with a red headboard bearing this inscription, and pulling a set of coaches in crimson and cream, which included dining cars. Introduced in 1951 this was the first of a class of 7P 4 – 6 – 2 tender locomotives designed at Derby Works, and was first allocated to Stratford Shed in East London to work the expresses from Liverpool Street Station to Norwich and through East Anglia. After she was withdrawn ‘Britannia’ was saved for preservation on the Severn Valley Railway, and was chosen out of a possible three steam engines that could have been rostered for this excursion, the others being a Southern Railway Bullied ‘light’ Pacific and #46100 ‘Royal Scot’. The standard flat rate ticket for this trip was £109, whereas for the First Class dining experience the price was £239 per head. It was somewhat ironic that in the same week the East Lancs Line had witnessed the new generation of trains being tested, and a locomotive almost seventy years old was passing through.
September More reliveried units had emerged into service with Arriva Rail North they were – Class 150:114, 150:118 & 150:133 all ex-Northern and 150:131 ex-First Group blue. They were accompanied by Class 158:868, 158:869 & 158:908 all ex-ScotRail.
It was reported that ‘Pacer’ 142:005 was the first of the class to be withdrawn from service on August 12th. It was followed shortly afterwards by 142:046. In its 32 year operational life it was stated that #005 had run over 3 million miles in revenue earning service, and at the time of writing just 7 out of the 79-strong fleet had been withdrawn. Unit 142:001, the first of the class, is expected to go to the National Railway Collection for continued display.
On the second weekend West Coast Railways were operating another of their specials over the East Lancs Line, topped and tailed by a couple of Class 47 diesels. The second week saw the VTG tanks haulage reverting back to a pair of Colas Rail’s Class 56s, numbers 078 piloting 096, replacing the usual Class 70:816 which had been in charge during the first week. More ex-Northern Class 158 unit had received Arriva Rail North’s livery, numbers 902 and 908 were the latest.
It hadn’t been good news for the franchise holders who operated trains along the East Lancs Line, with both turning in worse performances over the summer of 2019 than in 2018. Punctuality and cancellations were up on the previous year for both Arriva Rail North and Trans Pennine Express. The reasons offered were spells of unusually hot weather and unseasonal rainfall causing flooding, and this before the leaves began to fall in autumn. What happened on Sunday, September 2nd would not have helped, when damage to the road bridge on Altham Lane in Huncoat required remedial work whilst the road was closed to all traffic.
It was announced that Graham Jones, MP for Accrington and Haslingden, had been appointed to the Chair of a new Parliamentary pressure group, called Transport Across The North. This body was lobbying for a budget of some £39 billions in order to fund rail-based projects in our region. These would no doubt include the reinstatement of the Colne to Skipton length of line, as well as improved passenger and freight connections across the Pennines.
October On Thursday the 3rd, after a period of operation by double-headed Class 56 engines, it was back to Class 70 haulage, with #809 in charge of the bitumen tanks.
In the pursuit of achieving standardisation of their fleet of DMUs, Arriva Rail North had continued to re-livery them, the latest conversions from First blue to the new scheme were 150:106 and 150:127. The company had now refurbished two out of every three of the units it intended to keep in service up until 2020. This upgrading included the installation of internal customer information, Wi-Fi and USB ports, as well as better seating and LED lighting. Of the units which it was likely would appear at some time on the East Lancs Line, and were currently being refurbished were 150s 106/114/139/148 and 158s 870/871. The list of units still to go through this process is –
150:104/105/107/109/111/113/115/117/118/122/131/135.
150:201/209/210/218/224/225/226/268/269.
156:421/425/426/428/429/447/449/455/459/460/461/464/465/485/496.
158:815/817/842/843/844/850/851/853/855/859/860/861/872.
158:901/903/906/907/ 910.
A total of 54, which with less than three months before the end of the year and the proposed withdrawal of all the Class 142 units, seemed a tall order, as it also included a list of other electric units still to go through the works. There were several locations at which this refurbishment was being carried out and these were at Crewe, Wolverton, Kilmarnock, Doncaster and Loughborough at a cost of in the region of £80 millions. The new seating would match that which is inside the new Class 195 units and these will also have real-time information screens and CCTV coverage.
Almost unbelievably the latest Transport Minister Grant Chapps, who succeeded ‘Failing’ Grayling, had threatened to divest Arriva Rail North of its franchise and bring it back into public ownership. They had recently announced that due to delays in the delivery of the new multiple units, the much maligned 142 ‘Pacer’ sets would not all be withdrawn by the end of 2019 instead up to 15 would still be required for service into the New Year. Quite surprisingly the railway press had come to the defence of the company by suggesting that they were not the architects of this situation but victims of the late delivery of these units from CAF. It seems ironic that this came as there was increasing evidence that things were about to improve even on the East Lancs Line. On Thursday the 17th, unit 195:128 was noted on a driver familiarisation operation through Accrington, in preparation for the upgrading of the York to Blackpool North service due in December.
Quite unusually the recent ‘Scarborough Spa Express’ operated by West Coast Railways had at its head the usual Class 47 number 804 as the train loco, but was piloted by Colas Rail’s Class 70:811 which is no stranger to the East Lancs Line, but normally employed on the bitumen tanks in its capacity as a freight engine.
November It was now some time since Class 56 locomotives were deployed on the VTG bitumen tanker train, and this first week the engine noted was Colas Rail’s 70:814.
The latest Secretary of State for Transport, Grant Chapps, had announced that the feasibility study on the reopening of the Skipton to Colne section was still “work in progress”. He had stated, “In principle I support the reopening of lines closed by the Beeching cuts of the 1960s, (although the 11½ miles was not one included in Beeching’s report, The Reshaping of Britain’s Railways). He continued, “We are investigating whether the proposed scheme is affordable, would attract enough traffic and is a long-term solution to ease the Trans-Penning congestion”. He has also hinted that Northern could be stripped of its franchise by passing it to an Operator Of Last Resort (OLR), another phrase to conceal what would be re-nationalisation.
In reply Northern’s Managing Director, David Brown, had said “It matters not who operates this franchise, for they would still be confronted by the same underlying problems”. Many of these problems he blamed on ‘pinch points’, where the infrastructure had not been upgraded to accommodate extra services and enhanced frequencies. A spokesperson for Transport for the North (TfN) commented, “Whilst we recognise that Northern and Trans-Pennine Express have faced a number of delays and challenges in delivery and enhancement, we would expect some changes if an Operator Of Last Resort were to be appointed, but it would be inappropriate to make any comment at this stage as Arriva, (the parent company), is currently up for sale”.
It was stated that Northern were to withdraw the last Class 142 ‘Pacers’ by February the 17th, 2020. However, this had prompted several politicians to demand that discounted tickets should be made available to passengers consigned to using them on any services.
The latest figures painted a disappointing picture for trains recorded at less than five minutes late.
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- In April 2016 when Arriva took over 93·8% of trains were recorded as ‘on time’.
- In April 2019 this figure had fallen to 88·9%.
- In October 2019 this figure was 76·5%.
The latest unit to receive Arriva Rail North’s livery was 150:133 which was formerly in First Northern’s colours. On Monday the 11th, the locomotive in change of the VTG bitumen tankers was 70:817.
Just when it was thought that things could only get better, the figures for punctuality on Arriva Rail North from mid-October to mid-November had slumped to an all-time low of 45%, whilst Trans-Pennine Express had fared little better at 65%, All this had come before the extensive flooding had been taken fully into consideration, with cancellations due to track damage in Yorkshire. Arriva had given the reason, that having introduced hundreds of new services, there was insufficient capacity on the network with which to operate them, the Ordsall Curve being one particular bottleneck. For whatever reasons coaches were again operating rail replacement services on Sunday the 17th.
Despite speculation as to its future, Arriva Rail North had continued to re-livery incoming units. The latest to receive the scheme were 150:106 and 150:228 ex-Northern Rail and 150:109 ex-Central Trains and from Scotland’s Railways 158:789 and 158:871. Colas Rail’s 70:802 was on duty on the VTG tanker train on Thursday the 21st.
Despite the fact that earlier in the day another of the new 195:xxx diesel multiple units was noted passing over the Viaduct, they were still not operating on the York ↔ Blackpool North services. In fact apologies were being broadcast over the speakers to say that the cross-Pennine services which passed in Accrington Station not long after 11am, were both made up of two-car units instead of the expected three, once again exacerbating capacity problems for passengers. To add to this the westbound service was running 10 minutes late due to problems with a preceding DMU in the Halifax area. The winter timetable was due to come into force on Sunday the 15th, of December, which was when the new units were due to be introduced into service on this route.
In the afternoon of Friday the 22nd, a high vehicle struck the railway bridge at Church & Oswaldtwistle Railway Station on its approach from the Market Street side. The resulting chaos meant Arriva Rail North cancelled or delayed some of its services, whilst engineers accessed the damage.
December Following an absence of a few weeks Class 56s were back in charge of the VTG bitumen tanks again on Thursday the 5th, the combination on this occasion being Colas Rail’s 56:094 piloting 56:087. The latest unit to be given the Arriva Rail North treatment was 158:870 out of Scotland’s Railways livery.
On Saturday the 8th, the ‘Pennine Moors Christmas Explorer’ steam special passed through Accrington, on its circular tour from Crewe to Crewe. Headed by 46100 ‘Royal Scot’ and tailed by a green Class 47 diesel, it ran via Warrington, Wigan, Farington Junction, Blackburn, Burnley, Copy Pit, Todmorden, Rochdale and Manchester Victoria back to Crewe. Once again the 4-6-0 built by Fowler in Derby in July 1930 and rebuilt by Stanier was in immaculate condition. It was not the first occasion that this particular engine had been through Accrington, as it was one of the three chosen to haul trains to London for Burnley’s appearance in the FA Cup Final, in May, 1962.
Sunday the 15th, was the first day of the winter timetable, which would be in operation up until May 16th, 2020. For several weeks now engineering work between Burnley and Hebden Bridge had facilitated the substitution of coaches for trains across the Pennines. This day was no exception with coaches on duty for a 10:43 departure replacing the Blackpool North to York. It would be the same in the opposite direction with the earliest coach going west at 11:50 instead of (as in the timetable), the 11:15 train. One service which was operating was the 10:51 to Colne to Blackpool South. This was formed of 150:109 still in as obtained London Midland livery followed by 150:103 with as usual the back two carriages locked off. To compound the misery all the information screens on the platforms were displaying ‘faults’.
The first normal day of operation for the Arriva Rail North timetable was not a success. To begin the 10:01 to Blackburn, where it terminates, was 18 minutes down. Then there was an announcement that the 10:11 Blackpool North to York had been cancelled, due to “the unavailability of a conductor” and the next service would be one hour later at 11:11. Going in the other direction the 10:12 from York to Blackpool North was also running 12 minutes late, although when it did arrive it was being operated by one of the new three-car 195 units #107. It would be the only one through in two hours, as 158:853 was working the 11:11. The Colne services were to all intense and purpose running to time but passengers for Blackpool South were still being obliged to change at Preston. The services between Wigan Wallgate and Blackburn were being worked by a mix of 150s and 158s coupled in multiple although the return from Blackburn instead of having four carriages was using 158:787 on its own for the opposite run. The Colne services were in the hands of 150:210 going west and 150:141 as the lead of a four-car set going east. The monotony of railcars was broken by the appearance of 56:087 piloting 56:094 on the VTG bitumen tanks.
Even though it was promised that the cross-Pennine services would see the introduction of the new diesel multiple units in December, only one was noted over a two hour period. What was noticeable however was the absence of not a single Class 142 ‘Nodding Donkey’ unit on service, so perhaps they have had their last hurrah!
The reasons for the cancellation of 70 services across the network on this particular day were a loss of drivers through sickness, signalling problems and mechanical faults with some units. On the following day, Tuesday the 17th, a derailment in one of the depots meant several units were unable to access the network so more problems would ensue as a result. The 13:12 to Blackpool North was in the hands of 2-car 158:850 and by 13:30 the 11:11 to York had not shown. On Wednesday the 18th, yet again the 10:11 was announced as cancelled, due to driver shortages this time, whilst the 11:12 was in the hands of 158:859 another as yet unrefurbished 2 car. Just one unit, ex-Scotland’s Railways 158:871 had been reported as going through the programme of refurbishment and re-liverying.
What was different was the returning Southport to Blackburn service had a rear two carriages made up of 142:058. It had been reported that the first of this class of unit, 142:005, was being broken up at Booth’s in Rotherham in early December, to be followed by 142:044. Perhaps predictions of their imminent demise had been overestimated, as Arriva Rail North would retain 11 of these units with a service requirement of 9 on each full operating day. It was conceded however, that they would be coupled to fully accessible 150:xxx unit’s on three routes in the north. A further 13 would be retained ‘in warm store’ to serve as parts replacements should there be any failures, so it was likely that we might see them again into the New Year through Accrington.
The situation was apparently so confused that the platform displays on Accrington Station, were showing “WELCOME TO ACCRINGTON” until only a couple of minutes before the next train was due, instead of the rolling display giving advanced notice of not only the next departure, but the one after that.
It had been announced that Arriva Rail North was to operate trains on Boxing Day for the first time for several years on three of their routes. But unsurprisingly the East Lancs Line would not be one to benefit. Just as well when you consider that statistics reveal that in 2019 to the end of the year only 55·6% of trains arrived on time. Monday the 23rd, wouldn’t help as the 09:11 Blackpool North to York did not operate due to “driver shortages”. The 09:12 York to Blackpool North was in the hands of 2-car 158:787 and was only a few minutes down, so probably wouldn’t show up in the statistical analysis.
Things would not be all that much better in the New Year, as advanced notice had already been given that there will be disruption to train services after Saturday, the 15th of February and Sunday, the 23rd, when a bridge over the Leeds & Liverpool Canal between Church and Rishton is replaced. This closure, when coaches will be replacing trains, will affect all services travelling between Colne and Preston, Blackburn and Manchester, Blackpool North and York. The bridge in question dates from the Victorian era has to be replaced in order to protect its structural integrity. It will also mean the area adjacent to Accrington’s golf course will be out of bounds for a period as well as the towpath. However, some of the new structure will be delivered to the site from a compound at Foxhill Bank, on barges using the canal for access.
The replacing of the bridge over the Leeds & Liverpool Canal during February, was only a part of the £3·95 millions to be spent on upgrading the lines through North East Lancashire. There would be further works at Gannow Junction, in Townley Tunnel and to strengthen the railway bridge over the canal at Rose Grove. This will see trains cancelled between January 27th and March 6th, for the work at Rose Grove, and between February 15th and the 23rd for the section between Church and Rishton. Coaches will replace trains between Blackburn to Colne and Todmorden and Blackburn for the duration of these works.
Although less than the retail price index, rail fares went up by on average 2·7% at the beginning of the year, which has brought protests from several quarters due to the overall poor standard of efficiency of the network as a whole and more specifically on those groups concerned with the performance of Arriva.
The parent company, Deutsche Bahn, has said it will not sell Arriva but instead in May will float a ‘minority stake’ in the company. Having previously put it on the market it did not receive offers which went near to matching its £3·4 billions valuation (€4 billions). The only confirmed bid was of £2·1 billions from a United States based equity group Carlyle, which was less than the book value of the company. It was reported that Carlyle did not want to include the Northern Rail franchise in the deal.
This comes as no surprise as the latest Transport Minister, Grant Chapps, has categorically said he will strip Arriva of their franchise back from the company unless things improve rapidly and substantially. He may have to act quickly, as discontent is apparent all across the land as only 65% of all trains ran on time last year.
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CHAPTER 18
THE BAD, THE GOOD AND THE UGLY
2020 (This was the year in which the franchise failed, a replacement was appointed, new and refurbished rolling stock was introduced, but the global pandemic raised its head, causing all manner of problems for the industry).
January On New Year’s Day trains were operating a service to a reduced timetable. Noted on a York to Blackpool North service was 195:109. Other workings on this trans-Pennine route were in the hands of Class 158 units. The local service was being operated by 156:485 in ‘as obtained’ livery.
Although less than the retail price index, rail fares went up by on average 2·7% at the beginning of the year, which has brought protests from several quarters due to the overall poor standard of efficiency of the network as a whole, and more specifically on those groups concerned with the performance of Arriva Northern Rail.
The parent company, Deutsche Bahn, had said it would not sell Arriva but instead, in May would float a ‘minority stake’ in the company. Having put it on the market it did not receive offers which went near to matching its £3·4 billions valuation (€4 billions). The only confirmed bid was of £2·1 billions from the United States based equity group Carlyle, which was less than the book value of the company. It was reported that Carlyle did not want to include the Northern Rail franchise in the deal. This comes as no surprise as the latest Transport Minister, Grant Chapps, had categorically stated he will strip Arriva of their franchise taking it back from the company unless things improve rapidly and substantially. He would have to act quickly as discontent was apparent all across the land as only 65% of all trains ran on time last year.
However, the replacing of the bridge over the Leeds & Liverpool Canal during February was only a part of the £3·95 millions, to be spent on upgrading the lines through North East Lancashire. There would be further works at Gannow Junction, in Townley Tunnel and to strengthen the railway bridge over the canal at Rose Grove. This would see all trains cancelled between January 27th and March 6th, for the work at Rose Grove and between February 15th and the 23rd, for the section between Church and Rishton. Coaches replaced trains between Blackburn and Colne and Todmorden and Blackburn for the duration of these works.
During Prime Minister’s Question Time in the House of Commons, when questioned about what the Government was intending to do about the performance of the Arriva Rail North, the strongest hint yet was made, that it could be stripped of its franchise within a short space of time. It had also been reported that the franchise holder was facing financial difficulties. The Prime Minister also stated, that the whole system of rail franchising was under review and was awaiting the publication of a report, before making a firm decision on this and other operators, including Trans-Pennine Express.
I have to say that I was not surprised to hear of the financial problems, as on Saturday the 4th, I travelled from Accrington to New Pudsey which is between Bradford and Leeds, and my tickets were not examined on either the outward or return journeys. They must be losing large sums of revenue through unpaid fares.
It had been reported that five 195:xxx and three 1951xx units were still to be delivered to Arriva Rail North from CAF. The operator had successful applied for a dispensation to keep a large number of diesel multiple units (186 carriages in total),) in service beyond the 1st of January, despite the fact they did not comply with the latest accessibility legislation. This was regardless of the fact that notice had been given some four years previously that this was to come into force at the end of 2019. Of the ones still available for service, there were 24 – Class 142:xxx, 3 – Class 150:1xx, 4 – Class 150:2xx and 6 – 156:4xx. The 2020 deadlines for the 142s to be out of service was now May 30th, for the 150s it was September 30th, and for the 156s December 31st. There was also a stay of execution for 20 – 153:xxx units until the end of 2020, but these were not normally seen working on the East Lancs Line and are tagged on to other units only in exceptional circumstances.
It had been revealed by the Secretary of State for Transport, Grant Chapps, had been working on a plan to strip Arriva Rail North of their franchise since October, 2019. This plan would see the terms of the franchise revised to allow them to continue to operate the trains by what was described as a “Direct Award” or an ‘Operator of Last Resort’ being appointed in its place. If past events were anything to go by the Direct Award would see the majority of the current management retained in post. These moves were made known after scathing criticism was voiced by Henri Murison, Director of the Northern Powerhouse.
The VTG tanks were behind a couple of 56s on Monday the 27th, 097 piloting 049.
After months of speculation about the future of the Arriva Rail North franchise, on Wednesday, January 29th, Grant Chapps announced that from March the 1st, 2020, the Department for Transport would take control of the operations from this troubled operator. No doubt the rumour of financial problems was reinforced, when Companies House revealed that their accounts for the year to March, 2019, had not been submitted by the December 31st deadline.
This announcement may have fuelled speculation that things were to imminently improve, but of course the same rolling stock, staff, managers and infrastructure will still be in place for some time to come. Solutions to problems of this magnitude would not come easily, and Arriva had stated on many occasions that they could not be held responsible for things which were outside their control. These included delays to improvements to the permanent way, electrification and holdups in the delivery of replacement rolling stock. However, what could be laid at the door of the company was the insufficient numbers of trained drivers when the new units began to be delivered, and a totally misjudged industrial dispute about the role of a second person on trains.
There can be no doubt that many problems had been caused by underfunding of the network in the North for decades, it did appear now that this particular administration sees the reopening of some routes closed during the cuts made in the 60s and 70s, as a distinct possibility. Grant Chapps was at Poulton-le-Fylde to hear the arguments put forward for reinstating the line to Fleetwood, and the feasibility study on the Colne to Skipton section could still be a factor in seeing it put back on the agenda. But, as usual, all the media attention seemed to be concentrating on the city regions of the north and little or nothing was reported on the shire towns.
February On Sunday the 2nd, Network Rail’s Track Inspection Train was noted on the East Lancs Line, with its yellow track recording coaches topped and tailed with similarly liveried Class 37 locomotives.
The work on the two bridges over the Leeds & Liverpool Canal near to Accrington Golf Club and at the approach to Rose Grove had caused cancellations of trains on the East Lancs Line when it was closed between the 15th, and the 23rd. No trains could operate over this section between Blackburn and Colne on these dates. In addition there were additional cancelations on Saturdays the 15th and 22nd, and Sundays the 16th and 23rd, on the section between Blackburn and Hebden Bridge. There were no trains between Accrington and Blackburn for four days, commencing on February the 17th. This work was estimated to cost £3·95millions and, according to Network Rail, would improve journey times for several years to come. It was assumed that there would be replacement rail support services during these closures.
An Operator of Last Resort (OLR), had been given the task of running the former Arriva Rail North franchise from the first day of March, with the deal predicted to last until March, 2022. (Although when an OLR was appointed to run the LNER in 2018, it might still be the operator in 2025.) It had been announced that all the staff of the defunct operator would transfer to the OLR, with a ‘possible’ change of management. Arriva had taken charge in April 2016, but within the space of just 18 months concerns had already been raised about its financial viability and it was stated that by 2020, it could only have continued for ‘a few more months’ before failing. The figures are astounding as in the first year of operation the subsidy was £275millions, which reduced to £262millions in 2017/2018 and again in 2018/2019 to £260millions. Despite this by the beginning of 2020 it was estimated the franchise holder had a deficit of approximately £300millions. The annual subsidy was due to be reduced further to £221millions in 2019/2020, and this reduction was set to continue year on year to the end of the term of the franchise in 2025/2026, when they would have received £39millions. So it was obvious that problems were on the horizon.
In the final year of the Serco/Abelio consortium’s franchise it had received £235millions in subsidy, and the increase to £275millions was consequent on the undertaking that Arriva was to introduce large numbers of new carriages and rolling stock. Arriva had also failed on its commitment to improve productivity by introducing Driver Controlled Operation (DCO), which was one of its contractual obligations. It was expected that the OLR would accept the Union’s terms on the role of guards on trains, as they had only 100 days grace with which to turn the franchise round and restore what was described as a ‘normal’ service.
The Minister for Transport had asked the men who will lead the OLR, Richard George and Robin Gisby, to set out a one-hundred day plan to examine how trains are rostered, operations and customer experiences. They had already met with the former managers to discuss these issues. Grant Chapps had also requested they liaise with Network Rail in order to find a way round some of the issues related to congestion on the lines. The deal with ASLEF to improve the Sunday services was signed before the OLR took over. However, it has been unanimously recognised that there will be no quick fix or easy solutions, no matter who was placed in charge.
Although the franchise had now been taken off the hands of Arriva, there were still units going through the process of being reliveried into the Rail North colours. The latest to be recorded were 156:496 ex-FirstGroup and 158:907 ex-Northern, which would have been started before the fate of the incumbent was sealed. It could be of course that the OLR will retain the branding and continue with the programme of refurbishment, despite the negative connotations that go with this identity.
Saturday the 15th, was the first day of the closure of the East Lancs Line between Blackburn and Accrington, for the replacement of a bridge over the Leeds & Liverpool Canal, on the section between Rishton and Church & Oswaldtwistle and for work to be carried out on strengthening a similar bridge at Rose Grove. This would add to the disruption which the storm on the previous weekend had caused in the Calder Valley in Yorkshire, and would begin when a second storm was hitting the area.
Murphy, the contractor employed to carry out the bridge renewal over the Leeds & Liverpool Canal, had sealed off the towpath from each of the accesses on either side of the bridge, so it was not possible to get close to the work whilst it was being carried out. Two cranes were being employed to lift the bridge out once the ballast and tracks had been removed. Both the machines to extract the permanent way were rail mounted, with one also able to operate off the rails. The whole immediate area was being illuminated so it was possible that the engineers would be working through the night if necessary. If everything went to plan, and the weather did not intervene to any greater extent, the work would be completed by Sunday the 23rd, and train services would recommence on Monday the 24th.
On Tuesday the 18th, double-deck buses were on the Hebden Bridge ↔ Preston section with Transdev again operating the Colne Blackburn run. However, trains were still operating on the service through Manchester Victoria to Wigan Wallgate, but only as far as Accrington, where they were terminating and changing tracks to return whence they came. For this they were using Class 158 units with 901 in Northern livery.
The work on replacing the bridge over the Leeds & Liverpool Canal was completed on time, and as intended train services recommenced on Monday the 24th. However, observations on Thursday, the 27th, showed that there were still Class 142s in service, with one providing the lead two carriages of the Preston to Colne service coupled to a 150. This only days before the OLR was due to take over the franchise.
Saturday the 29th, of February was the final day of the Arriva Rail North franchise. Observations showed that more of the new CAF 195:xxx units were in service than usual. No 142s were noted on this occasion, and remarkably during a short stay everything was operating to time. If this had been the case then I’m sure an Operator Of Last Resort would not have been appointed, but it had come too late for a reprieve.
The list of trains passing through during the period around 10:00 was as follows, –
150:144 on the 09:34 to Colne.
150:109 on the 09:41 to Preston, (in as obtained livery).
150:225 + 150:127 on the 10:01 to Blackburn, (ex-Wigan Wallgate).
195:117 on the 10:12 to Blackpool North, (a 3-car unit).
195:121 on the 10:11 to York, (a 3-car unit).
Not long after the Colne train had departed there was a West Coast Railways ‘special’ passing from east to west, topped and tailed by two Class 47s, 787 leading and one named CHRIS FUDGE 29.7.70 – 22.6.10 on the rear. This had commenced its journey in Peterborough picking up at Grantham, Newark, Retford and Doncaster and run via Wakefield over Copy Pit to Burnley, Accrington, Blackburn and Preston. Called the ‘CUMBRIAN MOUNTAIN SPECIAL’ in Preston it would have steam haulage to Carlisle, and would return behind diesels over the Tyne Valley route to Newcastle-upon-Tyne and then south on the East Coast Mainline.
Following closely behind the Preston service yet another of the new CAF units, 195:129 also passed through east to west, but without any passengers and showing ‘NOT IN SERVICE’ on the destination display. Presumably this was a driver training/familiarisation run.
One of my insider contacts who had worked for First, the Northern and latterly Arriva Rail North highlighted the source of some of the self-inflicted problems which had contributed to the demise of Arriva. When in a First mess room he said that there would sometimes be up to five guards and three drivers on ‘standby’ to cover for any staff shortages and to maintain the timetable. By the time Northern were in charge, these figures had gone down to three guards and one driver on average, but under Arriva there were no spare staff on ‘standby’, therefore if for any reason a driver or guard missed turning up, there was no alternative but to cancel the service. He also said the staff had received instructions to cover the Rail North logos on their uniforms from Sunday the first.
The ‘special’ excursion traffic did not end there however, for at 13:45 ‘Jubilee’ 4-6-0 45562 ‘Alberta’ headed west on the ‘COTTON MILL EXPRESS’. This had started its journey in Lancaster, picking up at Preston and Wigan en route to Manchester Victoria. From there it ran via Stalybridge, Huddersfield to Brighouse, where it took on water, before continuing over Copy Pit to Burnley, Accrington and Blackburn before proceeding onward to partially go round the same route again, but this time returning to Manchester via Todmorden and Rochdale. The engine was seen coasting at speed from Huncoat in its green livery and displaying the 55A shed-plate for the former Holbeck Sheds in Leeds. Fares on both these excursions ranged from £259 for the full experience including breakfasts and silver service dinner, to £159 First Class and £99 Standard class on West Coast to £88 on the steam hauled Railway Touring Company train.
March Conversations with our former MP did not make encouraging listening. The feasibility Study on the reopening of the Colne to Skipton section, suggested that the estimates for the work were in the region of £360millions. He felt there were less expensive options that could be explored including the use of local contractors to re-establish the track bed, whilst bringing in Railtrack to lay the lines and install the signalling. He stated that the people of Earby would prefer a new section of line going around the town centre, rather than through it on the course of the original line, which of course would also be a more expensive option.
He, in answer to my question, “Why when Transport For the North is a topic on the media, only the respective leaders or mayors of the Metropolitan Counties are interviewed and never a spokesperson for Lancashire County Council”? He replied that the County don’t bother to attend any of the meetings of the groups lobbying for improvements to transport in the region, such as SELRAP and STELLA.
It had been announced that Accrington Railway Station was on a list of 124 stations which were to receive funding in order to improve disabled access. The figure of £20millions in the ‘Access For All’ programme, has been suggested by the Minister, although just what this will amount to when divided up between such a large number of facilities was not yet clear, as it equated to £161,290 per project if divided up equally. It had been intimated that lifts between the two platforms might be a possibility. It is likely however, that all the improvements are likely to be making the Paxton Street side more easily accessible, which would still require a detour via Eagle Street and Blackburn Road to get to the down Platform 1. Neither Rishton nor Church & Oswaldtwistle were included on this list, whereas Huncoat does not have quite the same obstacles with which disabled people have to contend.
At a recent County Council candidate selection meeting, I tabled the following written question – Whenever the Northern Powerhouse or Transport for the North is mentioned with regard to extra Government funding, either Andy Burnham or Steve Rotherham, or both, are interviewed by the media, whilst the Shire County is hardly, if ever, mentioned. What will you do to promote the interests of North East Lancashire, with specific regard to transport and its infrastructure?
One candidate was quite positive in answering that it was imperative that this area should have a voice in determining what was required to be done and this included reinstating the Colne to Skipton line and extending the M65 into Yorkshire. However, the other candidate gave what I considered to be a very negative response. He gave the apparent lack of funding allocated to the north and the fact that the Northern Powerhouse so far had a succession of leaders to spearhead the cause as mitigating factors. He also hinted that any future funding would be on condition that Hyndburn became a ‘unitary’ authority, possibly with some others in the region.
On Wednesday the 11th, the VTG tanker train was behind double-headed Class 56s, with 096 piloting 078.
Although no longer the Member of Parliament for Hyndburn and Haslingden, Graham Jones has continued to promote the constituency in several important ways. One was to get Network Rail interested in the former sidings on the northern side of the running lines in Huncoat, to develop as an ‘intermodal freight terminal’, (a container handling facility in layperson’s terms). This extensive area of land was once the handling sidings for the power station on the south side of the tracks, as well as associated with the former Huncoat Colliery. Although it has been replanted and has become overgrown it is a substantial area of level ground, which could accommodate all the paraphernalia necessary to handle containerised traffic. It would take some of the freight away from the nearest terminal at Trafford Park, which was now running to capacity. It would be in an optimum location to access to east, west, north and south. Graham had arranged for officials from Network Rail and the Ministry of Transport to visit the site, but despite being aware that this was to take place no members of the local council took part. He stated he would still continue to promote this and other causes which would be of benefit to the area.
It also appears that the campaign to have the passenger service between Manchester and Clitheroe extended through to Hellifield was still alive. It could see the reopening of the stations at Gisburn and Chatburn. Multiple Units being as they are could even reverse in Hellifield and run the ten miles or so south to Skipton. At Hellifield it would also be possible to connect with trains to Carlisle over the Settle & Carlisle Section, also onto trains operating on the Leeds to Morecambe services.
Over the weekend yet another of West Coast Railways’ specials came through Hyndburn, this time with Class 37s in charge. During the week the combination of 56:302 piloting 56:087 was the combination on the VTG tanker train.
Although only covering the period to March 4th, 2019, Arriva Rail North had finally presented its accounts. These showed that turnover during the twelve month period had gone up by £110millions to £739millions. Profits had risen to £103millions from £85millions. However, devaluation of assets at £71millions and contractual costs at £180millions, had contributed to an operating loss of almost £222millions. By the time of the take-over by the Operator of Last Resort, two out of every three of the trains to be retained had been fully refurbished to the new standard. This included CCTV coverage, real time customer information displays, new seating, LED lighting, new accessible toilets, USB ports and Wi-Fi connections. Northern had also appointed the former MD of Trans-Pennine Express, Nick Donovan, as its new head. He had also been involved in the promotion of Northern Powerhouse Rail.
There were two options for the future running of the Northern franchise, a two-year ‘direct award’ or a franchise of seven years duration. The RMT Union, along with several other like-minded organisations, had launched a concerted campaign on the first day after the franchise changed hands to keep it in public ownership. Rumours that the franchise was to be split into smaller operating units had been strenuously denied, and the OLR was exploring the possibility of ordering more new trains as well as rewriting the existing time-tables.
Due to the increasing fears over the pandemic as of Monday, the 23rd of March, Northern Rail was introducing a revised and reduced timetable of services, to reflect the fall in the number of passengers using the trains. It seemed as this, in a perverse way, might assist the managers of the company to achieve some of the goals they had been set in the 100-day period beginning on March 1st.
April Observations of trains suggested that even though Northern were running a severely reduced service, there were very few if any passengers using their trains. This franchise was now in the hands of the Government, so it would not have to compensate itself when all this was over, but it had been stated all businesses will be compensated for loss of revenue when the time came. On Tuesday the 14th, signs were that at least one train was operating again when the VTG train came up the incline heading east at about the normal time. It was the first occasion that it had been noted for three weeks. On the following day the combination was Colas Rail’s 56:049 ‘Robin of Templecombe’, piloting 56:094. On the following day it was a surprise to see two two-car 195:0xx units running in multiple as a four car set, but with no connectivity between the two units. Amongst those noted on the Leeds to Blackpool North service on Sunday the 19th, was 195:122, a tree-car set.
The final four of Northern’s Class 142 ‘Pacer’ units left in service had been withdrawn and were parked on Newton Heath Depot this week. Plans for a farewell tour using these ‘Nodding Donkeys’, has had to be shelved because of the lockdown. It was reported that twelve have already been secured by various private railways for use on preserved lines. This was not surprising as they were relatively cheap to buy and economical to run.
On Monday the 27th, the VTG tanker train was back behind Class 70 haulage, on this occasion #813. It hadn’t operated on every weekday since it returned after a period of several weeks.
May Although not running every day, the VTG train between Preston Docks and Immingham had recommenced operating and on Tuesday the 5th, was behind 70:810. The standard rake seems to be twelve bogie tank wagons. The same engine seems to be allocated to this task for the whole week, and one week later the loco was 70:806.
The Blackpool to Leeds service now seemed to be predominantly operated by the new 195 units, and on Thursday the 7th, the combination was 195:017 and 195:010 operating in tandem. Whether both were open to passengers remains a mystery as there is no connectivity between the two, two-car units, although passenger numbers suggest that it was hardly necessary.
It came as quite a surprise under the present circumstances, to hear it announced that ‘officials’ from the Ministry of Transport were seriously appraising the viability of reopening the Colne to Skipton route. They were looking at the costings of reinstating the eleven-and-a-half mile line and its economic viability in terms of passenger usage, its potential for attracting new businesses and increasing employment. The decommissioning of Fiddlers Ferry Power Station possibly meant there would be less freight traffic crossing the Pennines, but this route could provide an alternative in order to relieve some of the pressure on the existing lines between east and west. In a letter to the current MP, Rail Minister Chris Heaton-Harris had confirmed that he was requesting specific proposals be brought forward to make an assessment of the viability of the line. He hoped that capital costs could be “substantially reduced” from the £100millions that was previously the estimate given by the Skipton – East Lancs Rail Action Partnership. Once again the possibility of establishing a freight terminal at the former Huncoat Power Station had been included in these proposals, which would also serve trains crossing the Pennines on the Todmorden to Burnley route over Copy Pit. Of course it was Graham Jones, the previous MP, who championed the reopening of the Colne to Skipton section whilst he was Chair of the Transport Across The North Parliamentary Group. He was also successful in having the Todmorden Curve reinstated. This move has been welcomed by the Communications Officer for SELRAP, Andy Shackleton, who said, “This is what the group has been aiming to achieve for many years now”. With its usual penchant for inaccuracy, the local paper has reported that the line was one closed under the Beeching proposals in 1970, which it was not. Only the line between Accrington and Bury fell under his axe.
The locomotive on the VTG tanker train on Monday the 18th, was 70:809, with 195:124 and 195:117 the units on the cross Pennine services. In an unusual move, as the same engine(s) are normally the one rostered throughout the entire week, on Wednesday the 20th, the motive power had changed to 70:805. In addition to this, whereas the VTG train usually comes through going east at 10:45, it did not appear until after mid-day. In another different move Northern were supplementing the Blackburn Manchester service with a Class 153 unit coupled to the usual 150, in this instance 153:304. Later in the same week 70:809 was back on the tanks, with 195:111 on the Leeds Blackpool run. In a very unusual move 56:094 was noted going west light engine on the morning of Friday the 22nd. The unit operating the local Preston to Colne service was 150:145, with very few passengers visible on the offside.
On Monday the 25th, which was the Spring Bank Holiday, there was an unusual working in that Colas Rail’s 56:078 was noted piloting 56:094 on a train of high capacity ballast wagons going east at mid-day. On Thursday the 28th, it was back to Class 70 haulage on the VTG tanks, with 70:814 in charge. Unit 153:307 was supplementing the Blackburn Manchester, 195:111 was on the Leeds Blackpool North service and 150:122 was operating the Preston Colne service.
Former MP Graham Jones had written to the local paper expressing doubts about this government’s intentions, with regard to the reopening of the Colne to Skipton railway line. Whilst praising the efforts of SELRAP for keeping this project in the public eye, he feared that it would be side-lined in favour of investments on improving infrastructure on the routes between Manchester and Leeds. He also complained that too few of the ‘local’ Members of Parliament, were supporting Kate Hollern and Lord Greaves in keeping this issue on the spotlight in Westminster. The latest consultancies from ARUP and Michael Byng had persuaded the DfT to progress this scheme to the ‘development stage’. He felt that the choice of contractor might be one of the means by which a project such as this could be abandoned by exaggerating the estimated costs, as was highlighted by the Steers Report some years ago. He also claimed that overestimating the numbers of passengers that could use the service might be another method by which the project could be stifled, whilst ignoring the possibilities for the movement of freight. It was some time now since Chris Grayling announced a feasibility study of reinstating the line, but since then there had been changes at the Ministry of Transport, which have also delayed the possible progress on this scheme.
On Wednesday the 17th, the VTG tanker train was hauled by 70:807 whilst 153:378 was supplementing a two-car unit on the Blackburn Manchester service and 195:122 was operating the Leeds Blackpool North.
During the finals days of the month, noted on the VTG tanker train was Colas Rail’s 70:807. The Class 153’s supplementing the two-cars on the Blackburn Manchester service were numbers 352 and 354. The Blackpool North York has also been operating in a 3 + 2 configuration the combinations noted were 195:102 and 195:002 and 195:105 with 195:004. No doubt these additions were to allow the required social distancing for passengers during the pandemic.
July Councillors in Rishton were disappointed, that their campaign to have their station included as a ‘request stop’ on the service connecting Blackburn and Manchester via Accrington, Burnley Manchester Road, Todmorden and Rochdale, had been turned down. At the moment they had to travel to either Accrington, or Blackburn where at least they had the alternative of using the Clitheroe Manchester service via Darwen and Bolton. They stated that it would cut the journey time to just under the hour, but the management at Northern said under the present circumstances this was not possible. They stated they would keep this suggestion on the back-burner, but gave the complications it would cause to the scheduling of services as the usual reason for not implementing any changes. There appeared to have been little movement to have the Clitheroe service extended beyond the town to include Gisburn and Chatburn and even to go through as far as Hellifield, where it would open up access to parts of West Yorkshire and the lower Pennines and Yorkshire Dales.
The locomotive power on the VTG tanks during the first few days of the month was Colas Rail’s 70:812.
At Church & Oswaldtwistle Railway Station the local Rotary Club had been busy tidying up the planters, de-weeding the platforms and planting wild flowers and other bedding plants. This group is now in the fifth year of maintaining the facilities at the station, which it adopted in 2015.
Despite the fact that they were non-compliant with the latest accessibility legislation, Northern had retained thirteen of the 142 ‘Pacers’ for contingency use on services until the end of the year. This came about as plans to operate the new bi-modal trains, (trains that operate from two power sources), have yet again been delayed. However, it was unlikely that they would be used on the East Lancs Line, as so far at least they have only operated on the services between Manchester/Alderley Edge and Southport.
During the third week the VTG train was back behind double-headed Class 56s, on this occasion 090 and 078. Noted on the Blackpool Leeds were 195:121 and 195 104 with 158:909. Units 150:130 with 150:124 were operating the Blackburn Manchester runs on Friday the 17th.
Towards the end of the month the haulage on the VTG tanks was with Colas Rail’s 56:078 and 56:090. Of recent times this train seems to have settled to a pattern of operating on Mondays, Wednesdays and Fridays only.
There has recently been a lot of discussion about reversing some of the Beeching closures, and apparently one of the fifty schemes suggested, is to create a passing loop on the section of line between Kirkham and Blackpool South, on the Fylde Coast Line. This would allow two trains to enter this section instead of the one, which was now the case. If the full service between Colne and Blackpool South was ever to be reinstated it would mean there could be a possibility of increasing the frequency on this service. This line was not closed by Beeching but singled. The Colne to Skipton section was not mentioned in this report.
Following the take-over by the Operator of Last Resort in April, the repainting and refurbishing of former Arriva Rail North rolling stock seemed to have ended. However, recently this has resumed and the ones recorded are both ex-FirstGroup stock, 156:465 and 156:496 with 158:817 which was formerly in Northern Rail’s colours.
August On Saturday the 15th, the Blackburn Manchester service had a mixture of two 150 units, one in the old Northern and one in the latest Northern liveries, whilst the 10:14 two-hourly Blackpool North Leeds was being operated by 195:122.
Although the combination of 56:113 piloting 56:090 was not unusual on Colas Rail’s VTG tanker train, the pattern in the second week was different. It had been running every Monday, Wednesday and Friday, but for some reason missed the normal Wednesday slot at approximately 10:45, and instead ran at this same time on Thursday. It did not run again on Friday.
September The beginning of the month saw the same pairing of Colas Rail’s Class 56s which had operated on the VTG tanker train for the last fortnight of August, numbers 113 piloting 090. They did not operate on Bank Holiday Monday, but were back on duty by the middle of the week.
The Operator of Last Resort, in this case the Government, has resumed re-liverying and refurbishing its stock of diesel multiple units, with 150:122 the latest making the transition from FirstGroup blue to Northern Rail silver/blue. Presumably this is in expectation that at some stage it will be taken back into private ownership.
Despite the North West being the most severely affected by Covid 19 infections, (Hyndburn being the 3rd on the list), Northern Rail had chosen the week commencing Monday the 14th, to enhance their services by introducing a new timetable.
Almost like Morecambe and Wise the partnership between 56:113 and 56:090 seems to be a permanent one as for several weeks now this pair had been the chosen motive power for the VTG tanker train. More jottings have revealed that 195:124 and 195:107 have been operating the Leeds Blackpool North services.
Network Rail had unveiled plans, which would include the electrification of the East Lancs Line from Preston into West Yorkshire. It would be a ‘core’ part of an ambitious scheme to add over 8,000 miles of electrified lines across the nation. However, better not hold our breaths as the target date was 2050!
Even before Network Rail, Travel North West or the feasibility study on the reinstating of the section of line between Colne and Skipton has been fully appraised, protesting voices had been raised that to carry out this project would increase congestion on the approaches to Leeds.
Since it was a Conservative Government who split up British Railways for it to be privatised, all too frequently franchise holders had failed to make a success of their acquisitions and they have had to step in to rescue their operations, as was the case with Arriva Rail North to in our region. Despite increasing calls for the network to be re-nationalised, the Government has refused to reverse this policy, but now were contemplating a sort of half-way house. This would involve them taking all the assets, rolling stock, infrastructure etcetera under control and then issuing licences to interested parties for them to operate for fixed periods of time whilst paying the government for the privilege. Will this find favour was another question?
October On Monday the 6th, the VTG tanker train was back after an absence of a week, with no less than fourteen bogie wagons behind 70:817. Other observations were 195:110 on the York Blackpool North, 156:436 operating the Blackburn Manchester Victoria and 150:104 on the Preston Colne local.
It appears after almost quarter of a century of inconsistency and in some cases failure, the Conservative Government had decided to end franchising. It would be replaced by Emergency Recovery Measure Agreements, for those franchises that were not already under Operator Of Last Resort control. They are designed to “bring Britain’s fragmented network back together in a simpler, more effective structure”, stated Secretary of State for Transport, Grant Chapps. “It has been proved that the existing model of franchising does not work, with managements unable to operate trains to time and still able to earn profits”, he continued. RailTrack, responsible for the infrastructure and permanent way would not be affected by this reversal of policy. The Shadow Rail Minister had stated, “Taxpayers will still be paying hundreds of millions of pounds in fees to managers of private companies, which is totally unacceptable”. This is of course falls short of a complete renationalisation of the railway network, when it was possible to buy one ticket between any two stations without the many complexities which currently exist.
Unusually, on Monday the 20th, the VTG tanks, which had not operated during the previous week, was single-headed by Class 56:302 sporting its nameplates. However, by the middle of the week it was back behind a Class 70, on this occasion 805. Recent Northern Rail re-liveries of Class 150:xxx diesel multiple units included 001 and 002 from Great Western Railway colours, both of which had been noted working through Accrington.
Although not running every day, the VTG tanker train was back behind double-headed 56s on Monday, the 25th. The pairing on this occasion was 56:302 piloting 56:094. However, by Wednesday the haulage had reverted to Class 70 traction, #816 being the locomotive in question.
November From the very first day of the month, which just happened to be a Sunday, engineering work was being carried out on the line, with a couple of trains and a track testing moving on the East Lancs Line, and a subsequent reduction of services going east over the Pennines.
As of Thursday the 9th, the Government instituted a further lockdown expected to last until December the 2nd. From observations the numbers of people using public transport were drastically reduced from those using both the buses and railways during normal times, despite the statistics that only about 3% of infections could be directly attributed to using public transport. Unless there were sound underlying health reasons for not wearing face coverings, all passengers were required to cover their mouths and noses with appropriate masks when using both modes of transport.
Almost to prove a point, the overwhelming numbers of trains were operating exactly to time through Accrington, which suggests that it was the public who were responsible for the vast number of delays experienced during normal times.
During the days in the middle of the month the following had been noted on the Blackpool North York cross-Pennine services 158:816, 158:905 with 158:784 in tandem, and 195s 131, 107, 104, 113, 126, 121, 119 and 109, plus 195:005. Also on other more local services were 156:457 and 156:456. The frequencies on several services had also been reduced to reflect the introduction of the ‘winter timetable’.
On Saturday the 22nd and Sunday the 23rd, there were no trains operating west of Preston as far as Hebden Bridge due to the usual seasonal engineering works.
Noted in service between Blackpool North and York were, – 195:127 on Monday the 23rd, 195:114 on Wednesday the 25th, and on Friday the 27th two-car 195:016.
It had been reported that the final Class 142:xxx ‘Pacer’ was withdrawn from service on Thursday the 26th. Based on the Leyland National bus body and developed in conjunction with British Railways Engineering in Derby, they were much derided in the press and by many travellers. They underwent more than one refurbishment during their thirty or so years of service. However, I am still convinced that if it were not for their introduction on the East Lancs Line services from 1985, this line would have been under grave threat of closure. They originally had 62 second class seats in each car, and were capable of a maximum speed of 75mph from their Leyland motors. They were light on the tracks and economical to operate, which is why several have been snapped up by preserved railway operators. Originally they were allocated to Newton Heath Sheds in Manchester, for services throughout our area.
December What difference it will make to the area’s transport is by no means certain, as the national lockdown comes to an end during the first week of the month, only to be replaced by the even more punitive restrictions of Tier 3.
Unusually the VTG tanker train was a short rake on Monday the 14th, with a Class 66 in DB Schenker red on six tanks, but by Thursday, which was the second time the train had operated during the week, it was back to double-headed Class 56s, 087 piloting 113.
However, Thursday the 17th, proved to be a more significant day on the East Lancs Line. There was quite a significant amount of unusual activity just before three in the afternoon. The first movement was one where Freightliner Class 66:590 came west with two electric locomotives, 90:049 and 86:632 in tow. They were heading for Crewe Basford Halt Depot where they were to be stored. All were in Freightliner’s Green and yellow livery.
The main feature however, was the appearance of the ‘PENNINE MOORS XMAS EXPLORER’ a special which had originated at Birmingham International earlier in the day. It had been diesel hauled to Crewe, where West County Pacific, 34046 ‘Braunton’ had been put on as motive power. Coming up the West Coast Main Line it had branched off at Leyland and run by Lostock Hall Junction to Blackburn, where it had halted for an hour. Moving on, it continued through Accrington, to return via Copy Pit and Greater Manchester to Birmingham. It was tailed on this occasion by named Cass 47, D1935 in British Railways two-tone green. I was told that Braunton had been chosen as a substitute for 46100 ‘The Royal Scot’, and this substitution had some significance for Accrington, as the Chief Mechanical Engineer of the Southern Railway under whose tenure this locomotive was constructed, was Oliver Bullied, a former pupil of the town’s Grammar School. It was of course in its rebuilt form and not in the style of the original ‘Spam Can’. It made for a magnificent sight as it roared at speed through Huncoat Station ahead of a mixed rake including some Pullman carriages. It carried the 71B shed plate for Bournemouth Sheds.
The locomotive interest did not end there, for a few minutes before midnight the Track Testing Train passed through returning from Blackburn to Doncaster. It had been scheduled to work through to Wigan North Western, but had only got as far as Blackburn before halting with a failure. The engines on the return journey were 37:612 and 37:610.
The excitement did not end there however, for on Tuesday the 22nd, yet another ‘special’ passed through town. This time the operator was West Coast Railways with a diesel-hauled Pullman that originated in York, running via the Calder Valley Line, Todmorden, Copy Pit, Gannow Junction came through Accrington at 12:45, as it turned to return to York via Farington Junction and the West Coast Main Line. After a brief stop in Carnforth, from where it had originated much earlier in the day, it returned to York via Settle Junction, Hellifield, Skipton, Keighley and Leeds. On this occasion the consist was headed by 47:601 named ‘Windsor Castle’ in a chocolate and cream livery, and tailed by ex-Thunderbird 47:316 in full chocolate, both with yellow warning ends. The long rake of carriages included Pullman cars, MkIII carriages, dining cars and sleeping cars, which are sometimes used for the on-train staff, when an overnight stay is required for positioning purposes. I suppose we were fortunate on this occasion that this special ran, for on the previous Saturday the 19th, another enthusiast’s special from Liverpool Lime Street through Accrington, did not operate and was cancelled late in the day.
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2021 January Locomotives were again on the move early in the New Year, as on Monday the 4th, a Freightliner came through with more Class 90 electrics moving from storage in Crewe to the Freightliner Maintenance Sheds, at Balm Road in Leeds. Mid-morning number 66:610 was leading 90:012, 90:048 and 90:016 with 66:620 on the rear. Of these 90:012 had received a new paint job and was named Royal Anglian Regiment, 90:048 was in two shades of grey with Freightliner lettering, whilst 90:016 was in the Freightliner yellow and green livery, as were the two 66s. On Thursday the 7th, these same Class 90s returned west topped and tailed by two Class 66s. Of these the leading loco 66:587 was of most interest, as it was in the livery of ONE (aka Ocean Network Express) pink and off white, also named ‘As One We Can’. The engine bringing up the rear was 66:546 in Freightliner livery. These movements are in conjunction with the imminent withdrawal of all the Class 86:2xx locomotives. On the same day 158:796 was on the Blackburn Manchester Victoria, which continues on to Southport, whilst 158:794 was operating on the Blackpool South Colne, which more often than not is a 150 or 156.
This being officially the first day back to work 156:423, 158:782 and 195:110 seemed empty on the Preston – Colne, Manchester – Blackburn and Blackpool North – York services. Network Rail’s Track Treatment Train was also due through during the very early hours of Tuesday the 5th.
During the morning of the 8th, one of Network Rail’s Track Maintenance vehicles, a tamping machine, was noted heading west on a route from Longsight to Wigan. This is usually the time of year when the majority of engineering work and checking is carried out, although this year it would have to contend with several falls of snow.
Northern Rail cut back its service frequencies from the weekend of Saturday the 16th and Sunday the 17th until further notice, to reflect the fall in demand from passengers. This would affect all the services operating through Hyndburn.
Hyndburn Council was ramping up the pressure on the Government, to reiterate its commitment to seriously consider the reopening of the Skipton to Colne section of railway line. Councillors were to debate this on the grounds that it would be consistent with their policy of ‘levelling up’, to bring projects to link areas in the north up closer to the standards of those enjoyed in other parts of the country, especially the south and the south-east. They argued that it would be of benefit to several “deprived” communities, reaping benefits similar to those gained when the Todmorden Loop was reinstated. Also adding to the debate was Peter Bryson, the Chairman of SELRAP. He had identified two algorithms that were being used by the DfT to assess the reversing of previous closures. The first of these was the Passenger Demand Forecasting Handbook (PDFH). The second was the Benefit Cost Ratio (BCR). He has suggested that these are “inherently biased towards the more wealthy regions”, and that these sets of criteria portray the impression “that less affluent people will not want to use the trains”. He went on to point out that the Skipton to Colne section would connect more of the people of East Lancashire to West Yorkshire, with a larger population larger than that of Oxford and Cambridge combined. They were to be given a third connection, identified as the East West Railway (EWR) at an estimated cost of £5 billions. He also stated that that by using the BCR to calculate the benefits the Oxford – Cambridge project gets a positive rating, whilst the Skipton – Colne does not. He has suggested that this Government’s “obsession” with the figures produced using the BCR “borders on the ludicrous”. He further concluded, “If the reopening of the Skipton to Colne section cannot be demonstrated to be a successful project, then not one of those aimed at reinstating closed lines can be either”. In early 2018 SELRAP’s own estimate for this work was £100 millions, which has doubled in three years. By contrast the latest estimated cost for the reinstatement of the Skipton – Colne section had been calculated at £200 millions*. To put this into perspective, for every pound spent on this project about 85 pounds has been spent in constructing the Elizabeth Line across London.
*It is a well-known tactic for protestors in opposition to a project to raise objections in order to delay work, thereby increasing the cost in order to render it unviable. Objectors to HS2 have initiated this tactic, without having to fund the extra expense they have incurred. It was even a means which objectors to the building of the Liverpool & Manchester Railway deployed in 1830.
A locally-based Community Rail Organistation had won the ‘Best Community Engagement Award’ along with the Permanent Community Art Scheme Award’, at the National Community Rail Awards Ceremony in December.
On Sunday the 17th, Colas Rail brought some track-laying equipment through Accrington. It had come via Copy Pit earlier in the morning and had turned in Blackburn to return through town at minutes after 10:00. The locomotive in charge was 56:113 ahead of a long train of wagons with large lengths of continuously welded rail.
Also noted were 150:114 leading 150:224 on the returning Manchester to Blackburn service, 156:420 leading 150:136 on the Colne to Blackpool South service, whilst 195:130 was operating on the Preston to Leeds, where passengers to and from Blackpool North were now currently obliged to change. Northern Rail reduced their off-peak service frequencies from Monday the 18th, concentrating on the morning and afternoon peak times. The trans-Pennine services were also being curtailed to operate between Preston and Leeds only. This would remain in force until further notice.
With strict measures against gatherings still in force, councillors campaigning for Rishton Station to be included in the timetable of the Blackburn Manchester/Southport Service, were obliged to use a video link to promote their crusade. Councillor Aziz, along with Kate Walsh, Jodi Clements and former MP Graham Jones, spoke with Labour’s Shadow Transport Secretary Jim McMahon and Shadow Rail Minister Tan Dhesi, who supported the call for Rishton to be included to cut the journey time to under an hour to Victoria Station.
For the first time in practically two weeks the Preston Docks to Lindsey Oil Refinery train ran on Wednesday the 27th. It consisted of twelve bogie tank wagons hauled by Colas Rail’s 70:811, and was noted at speed passing through Huncoat Station. It was running over ten minutes early probably because of the reduction in passenger services brought about by the pandemic. Also noted were 156:461 on the Colne Blackpool South, and 150:133 leading 150:136 on the Blackburn Manchester Victoria, which usually continued on to Southport via Wigan Wallgate. However, due to flooding between Manchester and Wigan it was possible that this section was not yet open to through trains.
The tanker train ran again on Thursday the 28th, but only got as far as Blackburn, where it terminated and did not go any further. It was noted returning east at 15:45 in the afternoon.
February After a gap of over a week Colas Rail’s VTG tanker train was back in operation on Monday the 8th, with a Class 70 in charge of fourteen double bogie tanks. The next occasion of its running was on Thursday the 11th, when 70:802 was the motive power. It was noted that a lady was in the second man’s seat, so may have been instructing a new driver on the route and/or this type of locomotive.
It was a day of other activity on Accrington Railway Station, as a team of workers were installing extra CCTV cameras high over the platforms. This I was informed was to enhance security on all stations along the East Lancs Line in a programme of similar improvements.
Late during the evening Network Rail’s Track Measurement Train passed along the East Lancs Line, returning from Wigan to West Yorkshire just after midnight.
In what has been described as the final push to have the Colne to Skipton line reinstated, the Skipton East Lancs Action Partnership had appointed the Scott Dawson Advertising to create a video to highlight the influential people who have lent their support to this project. It would also contain messages of support for the establishment of a freight handling terminal, on the site of the former Huncoat Power Station. Peter Bryson the Chairman of SELRAP, along with Amber Corns of SDA are both enthusiastic about the influence it will have in achieving its goal.
On Monday the 15th, there were more stock movements between Crewe, Gresty Bridge Freightliner and Balm Road depots in south Leeds. On this occasion the train was hauled by 66:591 with 90:009 and 90:014 ‘OVER THE RAINBOW’ in tow. This last locomotive was in a predominantly orange, black and yellow livery. Due through Accrington at 09:40 it was running substantially early and passed through at 09:05.
It appeared as though the Preston Docks to Lindsey Oil Refinery VTG tanks only runs on an ‘as acquired’ service, and its first running of the week was on Wednesday the 17th, when it was double-headed by 56:094 and 56:049 ‘ROBIN OF TEMPLECOMBE’.
There were more locomotive stock movements on Monday the 22nd. However, things did not entirely go to plan. The train was due to pass through Accrington at 14:50, but was held en route at Hebden Bridge for several hours. The locomotive in charge was 66:513 towing 90:009 and 90:014 and it eventually was over three hours late arriving in Crewe at 20:10.
The Lindsay Oil Terminal to Preston Docks, which runs ‘as and when required’, was behind 70:805 on Tuesday the 23rd.
March Quite unusually on Monday the 1st, the VTG tanker train was single-headed by a Class 56, on this occasion regular #049. There were more locomotive movements on Tuesday the 2nd, when a Freightliner 66 towed another Class 90 east from Crewe to Leeds. On Wednesday the 3rd, there was an unusual slant on the VTG train, as, having gone to Preston, the two engines 56:113 and 56:049 returned light at 10:30 having deposited the tanks on Preston Docks. The Preston Leeds was also noted operated by a brace of 195 units, in this instance 195:007 and 195:017.
On Sunday the 7th, due to some track-work on the East Lancs Line, selected services were being replaced by buses/coaches during the morning. Strangely the trans-Pennine service going to York in the shape of 195:127 slowed through the station but did not stop. However, the other services noted to Southport and to Colne did, as they had passengers to pick up and drop off.
The last of the trains to be refurbished by Northern, 158:861, has gone through the works of Arriva Traincare in Crewe. It was the 260th unit to be upgraded, with new toilets, better seating, enhanced lighting and a full repaint. The programme had cost in the region of £100 millions and would not end there, as there were plans to continue with Phase II. This would see the installation of on-board customer information screens, WiFi connections and better CCTV coverage. This second phase would see improvements to the performance and maintenance systems of the units. The Chief Operating Officer of Northern, Tricia Williams said, “This shows our commitment to making a positive impact for our customers across the North of England”.
Exactly one year to the day after an Operator of Last Resort (OLR) was appointed to run Northern Trains Limited, the Department of Transport had granted a Public Service Contract. This was because the Government was of the opinion that Northern was a “financially unviable brand”. This meant that it would remain in the public sector for at least two years and could remain so until 2027. The duration of any additional periods of time would be at the discretion of the then Contracting Authority. They would have the powers to veto any direct award to a franchise holder, or to choose a private operator by another means.
Meanwhile, a system called ‘Payit’ would allow passengers to receive immediate refunds due from Northern payed directly into their bank accounts. This initiative had been designed in conjunction with NatWest Bank. This was not the only new system to be tested on Northern’s trains, as they were piloting the ‘Unwell Passenger app’ to ensure a quicker response to a situation if a passenger fell ill on a journey. This experiment was being funded to the tune of £300,000 by Innovate UK, to identify the location of the train with a sick person on board.
On Monday the 8th, the VTG tanker train was behind 56:105 piloting 56:090, whilst the Preston to Leeds service was being operated by 195:118. The movement of locomotives between Balm Road in Leeds and Crewe Gresty Road continued in the afternoon, with Freightliner 66:508 hauling 90:047 with 66:520 sandwiched in between. The 90 was in the orange/yellow/black livery of the electric engines.
On the Preston to Colne service was 150:118. Since the withdrawal of the 142:xxx sets, there has been a marked improvement on the standard of stock employed by Northern, with refurbished 158:xxx, and 156:xxx units to the fore along with the 150:xxx. The cross-Pennine route is now almost exclusively in the hands of 195 units, usually 1 x a three-car 195:1xx or sometimes 2 x 195:0xx coupled together.
Due to coupling problems with Direct Rail Services Class 37s, on Monday the 15th, 37:402 passed through Accrington light engine heading for York from Crewe. Retaining its British Railways, large logo livery, and still carrying its Scotty Dog on the sides from its days north of the border, it currently carried the name ‘Stephen Middlemore – 23/12/54 – 8/6/13’. This engine was new in April, 1965 as number D6974 it also carried TOPS number 37:274. It had also previously carried two nameplates, ‘Oor Wullie’ when in Scotland and ‘Bont Y Bermo’ when working in Wales.
After an absence of a week the VTG tanker train was on the move again on Monday the 22nd. On this occasion the locomotive was 70:817.
At 23:15 on the evening of the 25th, the Track Testing Train topped by 37:175 and tailed by 37:099 passed through Accrington going east, en route between Carnforth and Longsight in Manchester. The whole consist in the yellow livery of the departmental services.
The final Monday of the month saw the VTG train back to double-headed haulage, behind Colas Rail’s 56:090 piloting 56:105 back from Preston Docks to Lindsey Refinery.
In another Council debate, once again calls had been made to lobby the DfT to put pressure on Northern to have the trains on the Blackburn Manchester (and beyond) service, to include Rishton Station as a stop on the route. This was passed by the Council after it was raised by Cllr Kate Walsh.
On Easter Sunday April 4th, the West Coast Mainline was closed in the North West for engineering works, as a result of which a works train was obliged to travel over the East Lancs Line to get from Balshaw Lane near Euxton to return to Basford Hall in Crewe. In the early evening this passed through Accrington topped by Freightliner’s 66:554 and tailed by 66:548.
April Over the evening/night of Thursday the 8th, the track measuring train was through Accrington again heading back east just after midnight.
From Monday the 12th, Northern was increasing the number of trains they were to operate to reflect an easing of the current lockdown restrictions. They had also recruited a number of extra staff, in order to sanitise the more exposed parts within the stock whilst out in service.
Once again speculative plans had been touted on the reinstatement of the Colne to Skipton section. They appeared quite detailed and very ambitious. The Skipton East Lancashire Rail Action Partnership (SELRAP), originated on April 10th, 2001. It held its inaugural meeting in Colne, where the objectives were clearly defined; to reinstate the line connecting Colne with Skipton. Now it appeared, after much lobbying and manoeuvring this objective was further advanced than at any time previously. It is recognised that there were several obstacles to overcome and these have been highlighted as –
- To go beneath the Skipton By-pass, to the west of the town.
- To construct a new bridge over the River Aire.
- To divert the main road to the east of Earby, to illuminate the necessity for a level crossing.
- To build a new bridge over the Leeds & Liverpool Canal in Foulridge.
- To divert Vivary Way on Colne to go underneath the railway line.
All of these “were simple to achieve” in engineering parlance according to SELRAP’s Chairman. Whereas, the big advantage was, that it would provide the least inclined, therefore the lowest crossing of the Pennines in the North of England. It would also provide an alternative route to the already congested area around the Greater Manchester network. It would give operators of freight another path between the major ports of the north, whilst providing another means of connecting West and North Yorkshire with the Fylde Coast.
The probable benefits to North East Lancashire alone were obvious, as improved connectivity was proven as a method for stimulating regional economies. At this moment in time Pendle (Nelson and Colne), Burnley and Accrington, are all in the top 20% of deprived boroughs in England, with Hyndburn at number 18 down the list.
Major backers of this scheme were the Skipton Building Society, who are members of a Project Development Team that also includes Drax Power Station near Selby, Peel Ports, Associated British Ports, Northern Trains and Network Rail. Other parties were the civil engineer Amey, fund managers Arcus, the Arup consultancy and importantly the Department for Transport.
The ambitious intentions are listed as –
- To rebuild it as a double track railway to the latest freight clearances.
- To electrify it through to Colne to allow trains to run at 30 minute frequencies from Leeds.
- To have a cross-platform or an end-on connection in Colne.
- To extend this service through to Accrington, using bi-modal trains, (electricity/other fuel sources battery, hydrogen etc).
- To reinstate the station at Earby.
- To a doubling of the six miles of single line between Colne and Gannow Junction in Burnley.
- For the lines between Accrington and Gannow Junction to be upgraded.
A document prepared by the Arup Advocacy suggested that “these objectives could all be achieved by 2026, providing the planning processes could be swiftly dealt with”. These would have to include public and related consultancies and multiple planning applications.
It appeared now as though the route via Copy Pit and the section of the East Lancs Line were a preferred way to handle light engine movements. On Sunday, the 18th, there was a move from Doncaster’s Roberts Road Sheds to Carlisle. As a result of which Colas Rail’s 70:807 came through at 17:25.
Other sightings at about this time were 150:120 + 150:106 on the local Colne to Preston, 195:111 on the Blackpool North to York with 195:017 on its own on the opposite working. On Monday the 19th, the VTG tanks were behind 70:810 which replaced the pairing of 56:105 + 56:094 from the previous week.
May Light engine movements saw GB Railfreight’s named 60:076 through Accrington on Sunday the 2nd. It was en route from Tuebrook Sidings on Merseyside to Castle Cement in Horrocksford, Clitheroe, on what was believed to be a route learning exercise. The circuitous route saw it come and return via Manchester, Rochdale, Copy Pit and Accrington, reversing on reaching Blackburn to go up the Ribble Valley Line. It was booked to be worked by a Class 66, but instead was operated by a rather work-stained ex-Colas Rail Class 60, still in its previous operators livery.
Light engine movements continued on Bank Holiday Monday, the 3rd, with another movement from Crewe going east through Accrington on a circuitous route to Manchester Victoria. There were two in the cab of Freightliner 66:951 and it would return two hours later bringing back some track equipment. These movements would continue through Tuesday the 4th, but on Wednesday the 5th, the locomotive was of special mention. In a two-tone green livery, the engine was 47:830 named ‘BEECHING’S LEGACY’. It was noted going east and followed the VTG tanker train shortly before 11:00.
This same engine, in the ownership of GBRf despite its heritage livery, was through Accrington again on Thursday the 6th and Friday the 7th, to be followed on Thursday by another Freightliner locomotive movement from Crewe to Leeds Balm Road. On this occasion the loco was 66:548 with 90:010 in tow.
Once again maintenance staff were cleaning and servicing station lighting, this time on Platform 1of Accrington Station.
From Monday the 17th, the summer timetable for trains came into operation, with enhanced services on The East Lancs Line and over 90 trains per day regularly timetabled to pass through Hyndburn’s stations. It had been noted that more of the 158:xxx units had been making an appearance of late on services through Accrington. The reason for this had now become apparent. Earlier in the year it was discovered that a component known as ‘the yaw damper shock absorber’ fitted to all of the CAF 195s, had broken away from the bodywork shell with a danger it might come adrift and fall onto the permanent way. This mechanism was designed to minimise any swaying motion when the stock is travelling at higher speeds. Not all of the fleet of three and two car units had been affected, but 22 of these units were immediately taken out of service where this defect had been identified. The units on which these defects had not occurred, including those on the cross-Pennine services through Accrington, remained operational subject to regular inspections. The engineers at CAF along with those of Northern already had found a modification which, when fully tested, would allow the entire class to re-enter service.
New touch-screen ticket dispensing machines had been installed on 420 stations where Northern’s trains operate, 621 in total at a cost of £17 millions.
On Monday the 17th, the light engine movement between Leeds Balm Road Freightliner depot and Crewe, Basford Hall was 66:557 towing 90:010.
Early in the evening of Sunday the 23rd, although some 50 minutes later than scheduled, there was another of the now quite regular Freightliner movements. On this occasion 70:020 was towing 70:014 and 90:003 from Crewe to Hunslet Sidings in Leeds. There were also a number of heavily graffitified high capacity hopper wagons in the trailing consist. The two class 70s were in the yellow and green livery of the operating company, whilst the 90 was in a bland off white. There was more of the same on Thursday the 26th, when at 15:15 there was another of these Freightliner ‘light engine’ movements between Leeds, Balm Road and Crewe Basford sidings through Accrington. This time it was 66:554 dragging 66:531 with 90:003 bringing up the rear, returning whence it had come only a few days earlier. Also noted were Northern’s 195:106 on the 15:11 York to Blackpool North and 195:130 on the Blackpool North to York.
On the last day of the month, Bank Holiday Monday the 31st, once again there was a light engine movement between Crewe and Manchester Victoria. This time the locomotive was Freightliner’s 66:539. It was thought that these were precursors to a service using the East Lancs Line in order to relieve congestion in the Greater Manchester conurbation, or even to divert some goods on this route when the electrification of the line between Manchester and Leeds and the re-doubling of the section of line along the Calder Valley commences.
Of note when 195:133, the last of Northern’s CAFs numerically, came through in the afternoon on a Blackpool North to York service, it was noticeable that very many of the window seats were occupied. Was this a sign that things are returning to normal and that people are taking advantage of the easing of restrictions to move back to the railways again?
A ‘temporary fix’ had been formulated to keep the newish CAF Class 195s in service. The defect found in the yaw mounting brackets, has been strengthened by fitting plates to spread the load between the dampers and the ‘T slots’ over a greater area. Those units in which the flaw had been detected had been moved at slow speed to Huddersfield Sidings, where the faulty brackets were removed. Despite all this, Northern had been able to operate their services in the increased timetable that came into force from May 17th.
Plans were unveiled on May 20th, by the Secretary of State for Transport, Grant Shapps for the formation of a new Great British Railway (GBR). This was based on the findings of a review launched in 2018 by Keith Williams, the former Chair of British Airways. The main objectives of GBR are –
- To own the entire railways infrastructure.
- To replace the franchising of services, with Passenger Service Contracts of five years duration, and to award them to private companies.
- To control the running of the whole railway network.
- To set the timetables and fares.
- To simplify ticketing and fares.
- To introduce ‘pay as you go’ and ‘limited use’ season tickets, which could be down-loaded in a digital format?
- To take the revenue generated by fares and freight.
- To replace train operator’s websites, with a GBR version and app for bookings and information.
- To introduce a larger range of long-distance and book-ahead tickets
- To protect the cost of ‘turn up and go’ tickets.
- To cut costs by uniting services under GBR to avoid any duplication.
- To speed up the upgrading of existing routes.
- To restore some of the closed railway lines.
- To simplify the industries structure under the GBR management.
- To encourage the greater use of the railways for transporting freight.
- To appoint a Railways Ombudsman.
- To make ‘partnerships’ with regional governments and local authorities in order to allow them to integrate rail services with other types of transport.
GBR will have five regional areas, one of which would be North West & Central, (covering here). The powers of the already devolved authorities functioning in London, Merseyside, Scotland, Tyne & Wear and Wales would remain in place, but would be required to work with GBR, to continue to support the unified network.
The British Transport Police, the Rail Safety Standards Board along with the Rail Investigation Branch, would remain independent of GBR. The Office of Rail & Road would continue to be the statutory regulating body, whilst the DfT would remain in charge of security. The body in charge of passenger rights will remain in the hands of Transport Focus. However, Ministers would remain in control of GBR’s budgets and spending.
These plans had not been universally welcomed by the unions and other critics, described as “a simplification of the railways and not a re-nationalisation”, although Northern along with others was now fully under state ownership. It was of course a half-way house between full privatisation and nationalisation, now that the former had proved to be a flawed experiment.
It was predicted by 2023 all the necessary legislation will have passed through Parliament, and GBR will have become a reality. However, this was the latest of 31 previous reviews on the railways since 2006, the findings of which have failed to be actioned or implemented so far!
June On Tuesday the first day of June, the Class 47 which had previously been used to operate the return route learning run between Crewe and Manchester Victoria was back. Besides being in the livery in which it first was introduced into service as D1645, it also carried its post TOPS number 47:830.
Wednesday the 2nd, saw more light engine movements between Crewe Basford Hall and Leeds Balm Road. This time with 66:563 towing 90:013. The Class 90 on this occasion emitting audible evidence of a severe wheel-flat. Two days later, on Friday the 4th, the route learning/driver familiarisation run between Wigan and Manchester Victoria was on Freightliner’s 66:592.
After a drought of locomotive movements along the East Lancs Line, when their appearance over the years was more of an exception than a rule, 2021 had proved to be a minor bonanza. On Sunday the 6th, two Castles were through. Not steam locos however! Earlier during the day West Coast Trains had operated an excursion from Wakefield to the North East. On its return from Wakefield Kirkgate, the empty carriage stock was brought back to Carnforth via Copy Pit and Accrington, topped and tailed by the two locomotives which had hauled it throughout the day. It came through Huncoat with 57:601‘Windsor Castle’ on the front and 57:313 ‘Scarborough Castle’ bringing up the rear. 57:313 was prior to this a Virgin Trains ‘Thunderbird’ engine named Tracey Island. It was new in July 1965, as D1890 and allocated to Tinsley Sheds in Sheffield (41A). It was then renumbered to 47:371 under the TOPS system and reallocated to Knottingley. 57:601 was, when introduced in August 1964, numbered D1757, and allocated to Canton Sheds in Cardiff (86A). It was then renumbered to 47:163, then 47:590, 47787 and 47:823. It had previously been named SS Great Britain then Victim Support.
On the following day Freightliner’s 66:538 was operating the light engine Crewe to Manchester Victoria run and this appeared again on Tuesday the 8th, whilst Colas Rail’s 70:803was on the Preston Docks to Lindsey Oil Terminal empties
Formerly the Meadow Top footbridge over the railway in Huncoat, which was the entrance to the Huncoat Colliery site, of recent times had been deemed as unsafe. However, it appears that work had commenced to strengthen it during May. This could be as the area to the north, which has for years been designated as a nature reserve, was now being touted as the site to be developed as a “garden village”.
On the morning of Thursday the 10th, West Coat Trains had operated The Scarborough Spa Express. This had commenced at the Company’s base in Carnforth and picked up passengers at Lancaster, Preston and at 07:36 Blackburn, before heading through Accrington via Copy Pit and Hebden Bridge to York. It was double-headed by two Class 37s, with 37:706 piloting 37:685, named Lock Arkaig. (It was scheduled that a steam engine would take the train on from York and return). New in May, 1961, as D6716 and allocated to Stratford Sheds (30A) in East London, 37:706 had been renumbered in the TOPS system to 37:016 and had previously carried the names British Steel Shelton and Conidae. 37:685 was new in May, 1961, as D6934 and allocated to Llandore Sheds (87E) in Swansea, it later carried TOPS number 37:234. For about a year at the turn of the Millennium this loco had spent time across the Channel in France. Every fortnight West Coast Railways would be operating a ‘special’ through Accrington, alternating weekly with one going from Blackburn, to Hellifield and beyond on the Ribble Valley Line on alternate Thursdays.
There were more empty stock movements on Thursday the 17th, when 2 x 57:xxx engines came through Accrington with the Northern Belle – Ladies Day excursion, whilst 2 x 47:xxx topped and tailed another running of the ‘Dalesman’.
It was reported that the final DMU to be refurbished in Northern’s current programme #158:861, had left Arriva Train Care in Crewe during May. The units that had previously gone through Phase 1 in Phase 2 would be fitted with CCTV, better internal customer information screens in ‘real time’ and wi-fi. They will have performance-based systems to improve availability and operation. The new CAF units, including the 195:xxx and 331:xxx EMUs had collectively clocked up 10, million miles in the 20 months since they had been introduced into service.
In the latest effort to promote the reinstatement of the Colne to Skipton missing link, SELRAP has released a video highlighting what would be the benefits if the line was put back in. They include a saving of 1 hour and 26 minutes between Colne and Leeds obviating the necessity to travel to Accrington in order to change trains. Fortunately for residents of Earby, the old station site was protected by Lancashire County Council from any development in the hope that the town would be reconnected at some point. It would be necessary to add another platform in Colne in order to implement a service running at a half-hourly frequency, according to Chairman, Peter Bryson.
“If the projected development of a Rail Freight Terminal was to be progressed at the former Huncoat Power Station site, it followed that the lines connecting Blackburn, Accrington and Burnley with Todmorden over the Copy Pit route would need upgrading”, according to Chris Heaton-Harris, the Rail Minister in the current government. Grant Shapps had pledged half-a-million pounds to develop this and eight other schemes in the North West. These include one to reintroduce passenger services on the section of the Ribble Valley Line beyond Clitheroe to Hellifield.
The route learning, light engine movements have intensified towards the end of the month, with Freightliner’s 66:553 being deployed on Tuesday, the 29th, whilst Colas Rail’s 70:809 was the locomotive on the VTG tanks for the second week running.
July ‘BEECHING’S LEGACY’ in the form of D1645 the ‘heritage’ liveried Class 47 was a welcome returnee on Thursday the 1st. It was on another of those turns where a Class 90 was being taken from Crewe to Leeds Balm Road. On this occasion the locomotive on tow was 90:041 in full Freightliner livery. Also during the early hours, the track maintenance train topped and tailed by a pair of yellow Class 37s passed through. This has become a more frequent visitor of late. On Sunday the 4th, the Leeds – Balm Road to Crewe – Basford Hall light engine movement took Freightliner’s 90:041 back along with ‘named’ 66:594 behind 66:531.
It appears that one possible explanation for the route learning light engine movements, was the congestion caused by extra passenger trains now using both Victoria and Oxford Road stations via the Ordsall Link. This has made paths for freight less available and so there could be more using the East Lancs Line to avoid this bottleneck.
Unusually, the VTG tanker train which usually starts and returns to Linsey Oil Refinery near Scunthorpe, is now scheduled to from and to a signal box near Billingham-on-Tees.
By the beginning of July all of Northern’s 195:xxx diesel multiple units had been reintroduced into service, having been fitted with ‘spreader plates’ on the ‘T’ sections of the yaw damper brackets, to distribute the load over a greater area over the power bogies.
On Wednesday the 7th, the VTG tanker train was back behind a pair of Colas Rail’s Class 56s, on this occasion #51 piloting #049 ‘Robin of Templecombe’.
An officer from the British Transport Police was also on duty on Accrington Railway Station, checking the CCTV surveillance cameras to make sure they were in good order. He informed me that on some selected stations Network Rail had also installed load speakers, so that they could inform those up to no good, that if they had no intentions of using the trains they were committing the offence of trespass and could therefore be liable to a fine. The scheme had so far proved successful in deterring vandals, miscreants and the like.
On Thursday the 8th, West Coast Railways Trains were again operating the Scarborough Spa Express from Carnforth via the East Lancs Line. It was double-headed by two Class 37 locomotives, headed by named 37:695 with 37:668 as the train loco. New in January 1965 to Cardiff Canton Sheds #668 was then numbered D6957 and was initially renumbered in the TOPS system as 37:257.
Back on the Freightliner route learning duties was 66:951, making two out-and-back journeys between Wigan and Manchester Victoria during Monday the 12th. Other duties noted included two-car 150:135 on the Blackburn to Kirby service, 156:425 on the Blackpool South to Colne run with 156:426 on the reverse working.
Although not on my patch, the thought of a steam train passing through nearby Whalley on Wednesday the 14th, was enough to tempt me to visit the station for 10am. Operated by Saphos Trains the Crewe → Carlisle → Crewe excursion was behind 46100 ‘Royal Scot’. There is however a tale to be told about this specific locomotive, as up until 1933 it was #6152 ‘Kings Dragoon Guardsman’, which was built in July, 1927. It exchanged numbers and nameplates with the original #6100 for a tour of the USA after it had been an exhibit at the Chicago Worlds Fare. It travelled over 1,000 miles in the States and was presented with a commemorative bell before its return. Back in this country it identity remained unchanged until it was withdrawn from service in October, 1962. It is now the property of Locomotive Services, Crewe and carries the 5A shed-plate. The train was tailed by 47:805 in original livery, and this engine too has a history worth recording. It was new in March, 1966 and allocated to Bristol Bath Road Sheds. In June, 1974 it was renumbered under the TOPs system to 47:257, and again in July, 1986 to 47:650. It has over this period carried nameplates in the following order, – Bristol Bath Road, Pride Of Toton, John Scott and is currently named Roger Hoskin. This is also a Locomotive Services engine.
The engine on the VTG tanks on Thursday the 15th, was Colas Rail’s 70:806. The following day the route learner was in the hands of Freightliner’s 66:545. This train regularly has up to three return journey pathways in the schedule, but runs on an ‘as required’ basis, so often does not take up all of the planned movements.
At just after 17:00 on Sunday the 20th, it was a special day in the annals of railways in Accrington, as it was the first occasion (to my knowledge) that one of the High Speed Trains (HSTs) had come through on the East Lancs Line. The event was made even more special in that one of the cars 43:058 was one of the power cars repainted in the classic Blue Pullman livery. It had failed and was being towed back from Crewe to Neville Hill in Leeds for repair by East Midlands Trains power car 43:049. It is normally partnered with 43:059 in a full rake of HST cars all in Blue Pullman livery. This set has been specially set aside for prestige excursions and over the summer would be operating the ‘Staycation’ express on return trips between Skipton and Carlisle on the Settle to Carlisle route.
Once again the Scarborough Spa Express operated by West Coast Trains ran on Thursday the 29th. This time 37:668 was piloting 37:706 between Carnforth and York, where a steam locomotive was due to take over for the second leg. Both these engines had previously operated on this excursion.
On the last day of the month a long and heavy Freightliner ballast train of 20 bogie wagons came through town, en route from Basford Hall in Crewe to Thorpes Bridge Junction, near Newton Heath. On this occasion it was topped by 66:554 and tailed by 66:567, both of which were working hard up the incline from the Viaduct. This was in conjunction with some heavy engineering work being carried out in that area of Greater Manchester.
August On Sunday the 1st, the second of these trains connected to the engineering works was through. This time pulled by Freightliner’s 66:519 and pushed by 66:416. All trains on the Blackburn Wigan service were being terminated and turned at Moston, whilst this work was going on, with buses providing the missing link. It was apparent that more of these heavy ballast trains would continue to run until this work was completed.
The locomotive in charge of the VTG tanks on Monday the 2nd was Colas Rail’s 70:812. In conjunction with the engineering works the first days of August would witness a whole procession of loco-hauled Freightliner trains on the East Lancs Line. Those for which paths had been secured were as follows –
| Day | Approx. Time | From | To | Type | Haulage |
| Monday 2nd | 16:40 | Crewe Basford Hall | Brewery Sidings | Empty ballast | 66:503 + 66:415(1) |
| Tuesday 3rd | 12:31 | West Tees Yard | Wigan I L P | Track Treatment | DR98955 + DR98905 |
| Tuesday 3rd | 21:02 | Crewe Basford Hall | Brewery Sidings | New ballast | 66:953 + 66:539 |
| Tuesday 3rd | 23:47 | Brewery Sidings | Crewe Basford Hall | – | – |
| Tuesday 3rd | 23:49 | Crewe Basford Hall | Brewery Sidings | – | – |
| Wednesday 4th | 05:37 | Brewery Sidings | Crewe Basford Hall | – | – |
| Wednesday 4th | 13:49 | Brewery Sidings | Crewe Basford Hall | Spoil ballast | 66:539 + 66:953 |
| Wednesday 4th | 23:47 | Crewe Basford Hall | Brewery Sidings | – | – |
| Thursday 5th | 05:29 | Crewe Basford Hall | Brewery Sidings | – | – |
| Thursday 5th | 13:02 | Crewe Basford Hall | Brewery Sidings | Empty ballast | 66:566 + 66:519 |
| Friday 6th | 08:01 | Crewe Basford Hall | Brewery Sidings | New ballast | 66:591 + 66:618 |
| Friday 6th | 10:02 | Brewery Sidings | Crewe Basford Hall | Spoil ballast | 66:618 + 66:545 |
| Friday 6th | 13:46 | Brewery Sidings | Crewe Basford Hall | Spoil ballast | 66:548 + 66:510 |
| Friday 6th | 16:49 | Crewe Basford Hall | Thorpe Bridge | New ballast | 66:513 + 66:592 |
| Friday 6th | 22:24 | Crewe Basford Hall | Thorpe Bridge | – | – |
| Saturday 7th | 04:36 | Brewery Sidings | Crewe Basford Hall | – | – |
| Saturday 7th | 21:27 | Brewery Sidings | Crewe Basford Hall | – | – |
| Saturday 7th | 21:47 | Crewe Basford Hall | Thorpe Bridge | – | – |
| Saturday 7th | 22:26 | Crewe Basford Hall | Thorpe Bridge | – | – |
- Both 66:503 and 66:415 were in the latest orange-based Freightliner livery, whilst #503 is named ‘THE RAILWAY MAGAZINE’ in homage to the longest running railway publication.
- These trains consisted of 25 ton ballast discharge hoppers.
All the trains connected to the engineering works were 20 bogie wagons in length with locos at each end. Both appeared to be working coming up out of town when fully loaded to 2,000 tons, with just the lead engine working on empties. (Times through Accrington are approximate as some ran quite early whilst some ran very late.)
On the morning of Sunday the 8th, there were cancellations to services on Northern’s Blackpool North to Leeds and York service. The reason put forward was a shortage of drivers. Unfortunately there were no bus replacement services operating, so the only option was to board the Blackburn to Moston train and change in Todmorden. The service would have to wait until trains travelling from Leeds and York reached the resort for a service to be reinstated.
Trains involved in the engineering work in the Greater Manchester area continued into the second week of the month as follows –
| Day | Approx. Time | From | To | Type | Haulage |
| Sunday 8th | 10:28 | Crewe Basford Hall | Thorpe Bridge | New ballast (2) | 66:574 + 66:597 |
| Sunday 8th | 12:50 | Crewe Basford Hall | Thorpe Bridge | New ballast (2) | 66:591 + 66:567 |
| Sunday 8th | 16:28 | Brewery Sidings | Crewe Basford Hall | Empty hoppers | 66:513 + 66:952 |
| Sunday 8th | 20:53 | Brewery Sidings | Crewe Basford Hall | Empty hoppers | 66:592 + 66:571 |
| Wednesday 11th | 07:50 | Crewe Basford Hall | Thorpe Bridge | New ballast (2) | 66:512 + 66:568 |
| Wednesday 11th | 18:50 | Crewe Basford Hall | Thorpe Bridge | New ballast (2) | 66:554 + 66:594 |
| Wednesday 11th | 20:40 | Thorpe Bridge | Crewe Basford Hall | Empty hoppers | 66:568 + 66:512 |
On Thursday the 12th two High Speed Train (HST) power cars ran through Accrington en route from Leeds Neville Hill Depot to Crewe Holding Sidings. On this occasion both were from the ‘heritage set’ with 43:046 leading 43:055.
For over a month now, all the 621 automatic ticket dispensing machines on Northern’s 420 Railway Stations have been out of order. The problem started on July 13th, with a ‘ransom-ware’ cyber-attack on the supplier of this service and had yet has still to be resolved. The system, installed at a cost of £17 millions from Flowbird based in Bournemouth, had only been in operation since May. As a result of this, the issuing of any Penalty Fares for travelling without a valid ticket had been suspended, until the issue was resolved. The minimum fine was set at £20. Buying advanced travel tickets at the purchasing app had not been affected by this incident.
Once again on Thursday the 19th, West Coast Trains operated the Scarborough Spa Express from Carnforth to York, then on behind steam to the resort on the North Yorkshire coast. On this occasion 37:668 was working in tandem with 37:669. The Class 37s would then bring the train back from York during the evening.
On its return from Carlisle the full Blue Pullman set of High Speed Train carriages passed through Accrington in the late afternoon of Saturday the 21st. It was returning to St Pancras where it had commenced its journey earlier in the morning to travel north via the scenic Settle & Carlisle route. It had come back via the West Coast Mainline to Preston, then via the East Lancs Line over the Pennines.
It is usual for the same locomotive to operate the VTG tanker train throughout the given week. However, on the final one of the month, Colas Rail’s 70:805 was the engine at the beginning, but by the middle of the week this had changed to 70:810.
On Saturday the 28th, another ‘special’ was routed through Accrington, ‘The Retro Cumbrian Coaster II’ operated by the Rail Operations Group. This commenced its journey in Chesterfield and would follow the scenic route between Carnforth and Whitehaven. The train locomotives were 37:510 + 37:800 with 57:312 on the rear on the outward leg. It passed through Accrington at 09:26 some thirty-five minutes late and returned at 18:17. It called at Ravenglass for railway enthusiasts to sample a ride on the ‘Ratty’, the Ravenglass & Eskdale narrow gauge railway. Loco 37:510 was formerly D6812 and is named ‘Orion’, 37:800 was originally D6843 and is named ‘Cassiopeia’. Both these engines were in service with Europheonix in France during construction of the Channel Tunnel Link, whilst 37:800 also operated in Spain. Class 57:312 was formerly D1811 is a Direct Rail Services locomotive.
On the final day of the month, Monday the 31st, West Coast Railways operated their Pendle Dalesman steam tour between Lancaster and Carlisle via the Ribble Valley Line to Hellifield. There was some confusion as to the motive power for the smokebox number gave the Jubilee as 45627 ‘Sierra Leone’ whilst the cab-side number read 45562, which was formerly named ‘Alberta’. The engine was however, 45699 ‘Galatea’! It made an impressive site as it crossed Whalley Viaduct at speed.
September To celebrate (rather belatedly) the introduction of 101 brand new diesel and electric trains, Northern had announced that it was offering discount tickets in what was described as ‘A Flash Sale’. One million £1 adult and 50 pence children’s tickets would be available if booked in advance through the operator’s website or its app. This offer commenced on Monday, September the 6th, and was due to end on October the 22nd.
The ticket machines that were shut down by Northern after Flowbird, the firm which installed them, was the subject of a cyber-attack, were now back in use. After five weeks when they were taken off-line as a “precautionary measure” to protect the integrity of customer data, 95% of these machines were back in use. In a statement Northern stated, “No passenger information or bank details were compromised”.
Despite the reduction of passengers during the first lockdown no less than 30,000 £20 penalty fares were issued for travelling without a ticket, there were 8,300 convictions for fraud. Serial fare dodgers were fined on average in excess of £400 each.
During the first two weeks the locomotive employed on the VTG tanker train was Colas Rail’s 70:809.
On Thursday the 9th, West Coast Railways ran the last Scarborough Spa Express through Accrington for this summer, (the final one would go by another route). On this occasion the train was hauled from Carnforth to York (and return), by two Class 47s in tandem. The leading locomotive on this occasion was 47:270 from Rail Operations Group in BR blue livery. It was new in February 1965, as D1971 and allocated to Haymarket Depot in Edinburgh, and had previously carried TOPs number 47:270. Coupled behind was West Coast Railways liveried 47:848. This engine was new in February 1965, as D1652 and allocated to Cardiff Canton Sheds. It had previously carried TOPs numbers 47:068 and 47:632. As before, steam would take the train on to Scarborough from York.
Perhaps encouraged by the fact that in 2020 the Department of Transport moved the opening of the Colne to Skipton Line to the ‘development’ stage from the ‘decision to initiate’ category, SELRAP are to meet again in Skipton on September the 13th, to discuss future plans. This will be the 20th anniversary of the formation of this action group.
In the morning of Wednesday the 15th, running some 35 minutes early, a Freightliner Class 66 number 419, passed through Accrington on a Crewe, Basford Hall, to Blackburn engineering train. It had come via the roundabout route through Manchester and then via Copy Pit. On Thursday the 16th, it was ‘same again’ as it passed through, this time some ten minutes late. The wagons contained new ballast, whilst those immediately behind the engine were stacked with treated wooden sleepers already fitted with chairs and clips and giving off a distinct odour.
On the 20th, the Track Treatment Train paid another visit to the East Lancs Line as far as Gannow Junction and return, whist the locomotive on the VTG tanker train was 70:808.
In a ploy to emphasize that only 10% of government investment in railways is being targeted at the north, SELRAP had sent spirit levels to several Members of Parliament to highlight this ongoing disparity. They claimed that there was a “gross bias” towards the south when it came to spending. They have also voiced a deep frustration at the lack of a decision to allow construction to commence on the Colne to Skipton section.
On Saturday the 25th, another of West Coast Railways Pullman services passed through Accrington. It had originated in York and come south to Blackburn, before reversing to travel up the Ribble Valley route to Hellifield and then on to Carlisle. It came through during the morning topped-and-tailed by 57:316 with 57:313 on the rear. During the afternoon, running some 40 minutes late, it returned having changed around in Blackburn to go back to York. Carriages, including the staff sleeping car were all in the maroon and cream Pullman livery.
October Engineering work had dominated the final few days of the month. Starting on Saturday the 23rd and Sunday the 24th, buses/coaches were replacing trains between Blackburn and Hebden Bridge. On the trains, Colne to Preston services were unaffected, but the Blackpool North to York trains were terminating and turning back at Rose Grove. There was no Blackburn to Manchester Victoria services as passengers were being directed to change at Hebden Bridge, along with people for Halifax, Bradford, Leeds and York. The weekend of Saturday and Sunday the 30th and the 31st saw a similar pattern of arrangements. Most was the normal rolling stock, with the exception of two-car 158:905 on the Blackpool to Rose Grove shuttle.
It was however on the freight side that things had dramatically changed. On Sunday there were no less than seven scheduled movements between Stansfield Hall Junction and Crewe Basford Hall. On Monday a further four would run, on Tuesday three, continuing on Wednesday with two more and ending on Thursday with just one. These had a mix of timings from the early hours through to the early evening, on one occasion passing through Accrington some 221 minutes early, whilst others were up to 45 minutes behind the booked timing. Most were hauled by Freightliner Class 66s, with a few exceptions. One of these was GBR’s 66:777, and on two occasions by Colas Rail’s class 56’s all hired in by Freightliner. The contents of these trains were old wooden sleepers and used ballast lifted during the course of an upgrade to the permanent way, the ballast no doubt to be washed and recycled into other schemes. Other Freightliner locos included 66:599, 66:594 and 66:414.
The Colas Rail’s 56’s had not been seen for quite some time on the VTG tanker train, which of recent times had been exclusively in the hands of Class 70s, number 813, on Tuesday the 26th. Those noted were 56:049 double-headed with 56:116 and 56:302 on its own.
Such was my disquiet at the recent announcements of funding for the North West, I had been moved to write the following letter to the Member of Parliament for Hyndburn and Haslingden, Sarah Britcliffe.
Some years ago at a meeting of Travelwatch UK – North West in Lancaster, I suggested that the mythical line dividing the south from the north often referred to as the Watford Gap, was now being redrawn in Lancashire just north of Ramsbottom and just south of Ormskirk. This was met by raucous laughter, but as recent developments have shown I was not joking. For this is how the current Government appears to see it. Steve Rotherham and Andy Burnham must be wringing their hands with glee, at the huge sums of cash now being pledged to them for improvements to their transport infrastructure. Not that I blame these two, for it is their job to do the very best for their areas unlike, it appears, those who represent us in County Hall who appear to sit beneath the Metropolitan’s table with a begging bowl, hoping to catch a few crumbs. It is time somebody pointed out, that “levelling up” means the whole of the North and not just the major centres of population. They could start with obtaining funding for the reinstatement Colne to Skipton rail line.
It was a replay of the previous weekend on Saturday the 30th and Sunday the 31st, with coaches replacing trains between Accrington and Hebden Bridge. Trains were again terminating and turning at Rose Grove to return to Blackpool North, whilst passengers for the Rochdale/Manchester lines were also going to Hebden Bridge for a change to trains from the Calder Valley Line. The police were on duty on Saturday at Accrington as it was uncertain as to how many Brentford fans would be off-loading onto coaches on their way to Turf Moor for the game. As it turned out these officers were then dispatched to Burnley Central to monitor how many had chosen to use the Colne service to get to Burnley. On Sunday the Preston stopping service was terminating at Burnley Central, so passengers for Brierfield, Nelson and Colne were having also to cut short their train journeys. Passengers coming through from Hebden Bridge were being taken on to Blackburn to board trains for stations to Blackpool North.
If this was anything to go by that numbers of people travelling was up a substantial amount on previous weekends, but of course they were at the beginning and end of the local half term holidays. At least on this second weekend supervisors were being provided to assist in the transfers of passengers.
Murray Dawson has long been a promoter of our area including Accrington and Hyndburn. At a recent meeting of his brainchild, Amazing Accrington, he again raised the possibility of the establishment of a freight terminal in Huncoat. The location has been revealed as part of a £1 billion project of investments in the scheme, with one investor already pledging a £5 million pound share in this project.
November On Saturday the 6th, the Midland Blue Pullman made a return visit to Accrington on a Barrow to Whitby special. It had commenced its journey at 05:20 from Cumbria and had picked up passengers en route at Preston and Blackburn before coming through the station at exactly 07:45. It would also stop to pick up more people at Burnley Manchester Road and Hebden Bridge. The leading car was 43:055 backed by 43:046 named (Geoff Drury 1930 – 1999). On this occasion yellow panels had been added to the front lower ends of the cabs, a feature supposed to aid sighting. The fares for the ‘full dining experience’ were £333 per person, whilst ‘standard’ came in at £155.
Residences in the neighbourhood had received notification from Network Rail, they were to start work shortly on cutting back overgrown foliage in the vicinity of the cricket field and cemetery. This work would take place between 00:15 and 05:10 on five consecutive nights starting on Monday the 22nd. It would involve the use of bright spotlights, so they wished not only to warn us, but to apologise in advance for any inconvenience this would cause. They went on to explain that this was necessary to protect the overhead! But of course the East Lancs Line has yet to be electrified.
On Sunday the 14th, all the trains were cancelled with coaches replacing services between Blackburn and Rochdale, Hebden Bridge, Todmorden and Colne. One week later, Sunday the 21st, there were coaches replacing all the trains through Accrington. Services between Blackburn and all stations to the east including those to Colne, Hebden Bridge, Rochdale and Todmorden were involved. This process would be repeated again on the following Sunday.
Freightliner has made the decision to withdraw all of their electric locomotives in favour of diesel traction, due to the escalating price of power. This possibly explains why, on Monday the 22nd, there was another movement of engines between Crewe, Basford Hall and Leeds, Balm Road. On this occasion 66:560 hauled 90:007 and 90:047 through Accrington en route for attention.
I have received a reply to my letter to Sarah Britcliffe. It states that she agrees that transport infrastructure is “an important part of levelling up”. The most significant statement in her reply is that the funding for the next stage of the bid to reinstate the Colne to Skipton line had been approved by the Department for Transport, and has been passed to the Treasury for final approval. She has pledged to continue lobbying Ministers on behalf of SELRAP to support this cause. However, this did not deal with the subject of the disparity between what is being made available to the Greater Manchester and Merseyside Metropolitan areas, which was the thrust of my correspondence.
The two of the Class 90s which passed through Accrington on Monday last 007 & 047, returned from Balm Road on Wednesday morning to go back to Basford Hall. This time the locomotive towing them was Freightliner 66:553.
December Business leaders had again discussed the possibility of establishing freight handling facilities at the former Huncoat Power Station site. It was a project first discussed during Graham Jones’ tenure as the local MP, and has been on the cards ever since. There seems to be a consensus of opinion that this would benefit the area both by giving local firms access to a wider market especially in Europe, whilst creating job opportunities.
On Saturday the 18th Locomotive Services Ltd operated an excursion which commenced its journey in Rugby. From there it was hauled to Crewe by a Class 90 in ‘Intercity’ livery with 47:614 on the rear. In Crewe the 90 was replaced by Royal Scot #46100, to continue along the West Coast Mainline to Farington Junction and Lostock Junction. From there it would proceed via the East Lancs Line to Gannow and then via Copy Pit, Todmorden, Rochdale and through the Greater Manchester conurbation back to Crewe, where the steam engine would come off to allow the train to return south under the wires. However, delays had begun before reaching Farington where it was held for almost an hour. It was obvious that something was amiss. It was clear that the famous steam locomotive, first introduced in 1927 and rebuilt in 1943, had failed en route. (It turned out to be a malfunction of the injectors to feed sufficient water into the boiler.) Later the train moved past Farington to Preston Station, where after another delay it finally departed south via the Farington Curve and finally regained its booked path. The result of this was that instead of passing through Accrington Station at 14:47, it was almost 16:00 when it appeared, even though the driver of 47:614 had managed to pull back a little time. The Class 47 was new in June 1964 as D1733 and first allocated to Cardiff Canton Sheds. It later was renumbered to 47:141 and also carried 47:853 before receiving the previous TOPS identity. It is now the property of Locomotive Services based in Crewe. It also had carried the name ‘Rail Express’ for a period earlier in this century, and was fitted with snow shields as it passed through. The cheapest seats on this special were £190 standard up to £325 per person for the full dining experience.
West Coast Railways operated another of their excursions on Tuesday the 21st, the shortest day of the year. This involved the movement of the empty Pullman stock from Steamtown Carnforth to Huddersfield where this ‘special’ was to begin. It passed through Accrington mid-morning topped by regular 47:601 ‘Windsor Castle’ and tailed by 47:314, the former D1795. This loco was new in January 1965 to Tinsley Sheds in Sheffield. During the 1990s it carried the name ‘Transmark’. Both locos were in the operator’s livery with #601 in the Pullman version.
On the trains the only day when there would be no Northern services at all, would be Christmas Day. On Sunday – Boxing Day and on New Year’s Day and Sunday the 1st of January there would be a “reduced service”.
It wasn’t possible to summarise what had happened this year, without making reference to the pandemic which had ravaged its way in waves across the nation. There was something of a recovery during the summer but all transport has been adversely affected by the varying restrictions placed upon us. To sum it up, 2021 was the year of the train or more accurately the locomotive.
Whilst there has been very little of note to record on the buses, for various reasons there has probably been more locomotive movements on the East Lancs Line than for many years. The main cause for this had been the extensive amounts of work on the east side of the Greater Manchester conurbation, due to the upgrading of sections of the route across the Pennines. These trains were often topped and tailed by class 66s. With the decision by Freightliner to withdraw their operation of electric traction, there were movements of engines between Crewe and Leeds, where they have a maintenance facility. The Class 90’s needing diesel locos to take them there and back, bringing even more Class 66s through the town.
Despite everything, the ‘private’ tour operators had routed several of their tourist excursions along the East Lancs Line, bringing Class 37s and 47s through on expensively priced trains, none of which have actually picked up any passengers in Accrington. Heading for destinations such as York, Scarborough and Carlisle via the Settle and Carlisle line, they too have added to the total of locomotives noted during 2021. We were even privileged enough to witness the passage of the prestigious Blue Pullman High Speed Train set on one of its excursions.
The only regular locomotive-hauled train to come through Accrington has been the VTG Tanker Train, connecting Preston Docks with Lindsey Oil Terminal near Scunthorpe, but even this has had passages of time when it has not operated behind Class 70s. The appearance of double-headed 56s had petered out towards the end of the year.
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2022 January The year began on Tuesday the 4th, in the manner it had maintained throughout the previous twelve months, with a locomotive movement. This time the light engine was travelling from Doncaster – Roberts Road Sheds to Carlisle – New Yard. The locomotive on this occasion was Colas Rail’s 70:813. It came through Accrington as scheduled at 10:48. Thursday the 6th witnessed the first running of the VTG tanker train. Motive power was provided by Colas Rail’s 70:814.
Details have been produced on the effects of the pandemic on the numbers of passengers travelling on the trains during the first year, January to December 2020. The Office of Road & Rail Regulation’s figures show that there was a fall of almost 75% in footfall across the counties 58 stations, from 19·9 to 4·9 millions. Blackburn Station fell from 1·3 millions to 393,000 with many smaller stations registering even more of a decline. However, the North West was faring better than the remainder of the country in December 2021, with passenger numbers. Northern registered 70% of passengers compared to pre-pandemic levels, whilst cross-Pennine services were at 72%. At various times during the year Northern had operated trains at 85% of normal, whilst the figure achieved by cross-Pennine was up to 89%.
The Cabinet Member for Transport at the County Council, Charles Edwards, had stated that “Though these increases had proved to be less than anticipated and sluggish to recover, the people of Lancashire had been on day trips and short stay holidays due to the continuing uncertainty about foreign holidays”.
Northern has announced that the services it provides will be reduced due to the absenteeism caused by staff, especially drivers, having to isolate due to the resurgence of the pandemic. It requested that intending passengers check before they intended to travel before commencing their journeys. The edict that all passengers travelling on public transport were again required to wear face coverings unless there was a medical reason for not doing so, has once more come into operation.
Thursday the 13th, saw the next running of the VTG tanker train, the second of the New Year and one week after the first. This time the load was fourteen double-bogie tanks, twice the length of the previous week, which saw Colas Rail’s 70:817 in charge. Despite the warnings of staff shortages during a short stay all the timetabled services were running and on time. Unit 150:123 was the front portion of the Blackburn to Kirby train, 156:420 was on the Preston to Colne local stopping train, whilst 150:102 was returning from Colne to Preston.
Although there were no scheduled engineering works in the immediate area, there were still train movements associated with them. Late into the night on Thursday the 13th, the Track Measurement Train came through topped and tailed by 37:610 and 37:219. On Saturday the 15th, within in a short space of time just before midnight, DB Railfrieght’s 66:743 in ‘Royal Scot’ livery went east on a train of ballast wagons, followed by 66:041 on a train consisting of new sleepers and then more ballast wagons.
A light engine movement was noted on Monday the 24th, when Colas Rail’s 56:078 passed through town at mid-day en route from Carlisle to Doncaster. It had travelled by the Settle and Carlisle route to Hellifield then via the Ribble Valley Line to Blackburn, where the driver had turned around to head east along the East Lancs Line. The following day 56:078 was back again, this time as train engine on a pairing of Colas Rail’s 56s with 56:094 as lead engine. It was the first time for several weeks that two of this type of locomotive had been used as double-headers on the VTG tanks from Preston Docks to Lindsey Oil Refinery. On Thursday the 27th, a Class 70 was back in charge with number 808 the train engine. On the last day of the month 70:809 was the engine in charge.
February Of recent times the VTG tanker train has run on a more frequent basis, up to three times each week. On Monday the 7th, Colas Rail’s Class 56s were back in charge with 56:302 leading 56:078. The Track Measurement Train was through Accrington heading east just before midnight on Thursday the 10th. It was topped and tailed by two of Colas Rail’s Class 37 locomotives, 37:175 and 37:219. It would return during the early hours of Friday the 11th. A series of storms with high winds had severely curtailed train services all across the country, which the lifting of corona virus isolation restrictions had done little to relieve, this meant there was little or nothing to report on the railways. Even the VTG tanker train had not run in the final weeks of the month.
March On Tuesday March the 1st, rail fares across the country went up by 3·8%, which was the largest rise for several years.
Special trains have been thin on the rails in the early part of the year, but late (23:15), on Tuesday the 1st, West Coast Railways came through Accrington with 57:314 and 57:316 in combination on an empty stock working from Bath Spa returning to Carnforth, which had emanated from London earlier in the day. The same combination of engines on the by now fixed set of West Coast Railways stock, was through Accrington again at 08:18 on Thursday the 3rd. This time it was en route to Manchester Victoria for another Belmond Charter, before heading for Gleneagles. On Friday the 11th, West Coast Railways were again operating another of their Pullman ‘specials’, this time the destinations would be to Oxenholme (for the Lake District), to be followed on by a visit to Edinburgh. On this occasion the train locomotive was 47:815 in the livery of two greens in which it was introduced in 1962. The banking engine on this occasion was 57:315. This loco was originally D1911 later 47:234 and was new in November 1965 to Cardiff Canton sheds. Leading loco 47:815 was new in July 1964 to Llandore sheds in Swansea. It was originally D1748, later 47:155 and 47:660, and in its time has carried three nameplates, Abertawe Llandore, Great Western and Lost Boys. Overnight the track measuring train had also passed through going east, returning later back west.
For the first time in several weeks the VTG tanker train ran on Wednesday the 16th. The scheduled states it runs “as required”, so it must be assumed it has not been in demand of recent times. The locomotive on this occasion was Colas Rail’s 70:813, which would be the loco for the remainder of the week. Without exception the VTG tanker train operated by Colas Rail, had come west from Lindsey Oil Terminal in the mornings at about 07:00, and returned east from Preston Docks at just before 11:00. However, on Monday the 21st the schedule showed its westerly passage through Accrington would be at just before mid-day, with a return at approximately 15:00. This was the first occasion that this had happened to my knowledge and the train was back behind double-headed Class 56s, number 56:094 leading 56:078. This was an apparent late change and not a permanent rescheduling.
West Coast Railways Were operating another of their special excursions from Manchester Victoria again on Friday the 25th, with the empty stock passing through Accrington en route from their base in Carnforth. The lead loco on this occasion was 47:815 ‘Great Western’ in a reasonable version of the two-tone green in which it was introduced, with 57:316 ‘Alnwick Castle’ bringing up the rear. This was a movement that came part-way through an eight-day tour of the country from London in the south east to Bath in the south west, as far north as Inverness and to York in the north east. The whole vacation, including most meals and hotel accommodation, was priced from £4,400 per person.
April Friday the first day saw more locomotives through Accrington. First the VTG tanker train which only runs ‘as required’ made it second run a day after its first appearance this week. It was hauled by Colas Rail’s 70:816. This was followed in the early afternoon by West Coast Railway’s returning empty stock train from Liverpool Lime Street to Carnforth, via a rather roundabout route through Manchester. On this occasion regular 57:316 was the train engine with 47:848 on the rear. This was formerly D1652 which was built in Crewe and delivered in 1965 to Cardiff Canton Sheds. During the TOPS period it carried 47:068 and then 47:632, and also carried the names ‘Newton Abbot Festival Of Transport’ and then ‘Titan Star’. West Coast obtained from the Rail Operations Group, Leicester.
Accrington Railway Station is one of ten on the Blackburn to Manchester (and beyond) services in a film designed to encourage autism sufferers to use the railways more. This will be the first “autism friendly” train service in Britain, launched for the World Autism Acceptance Week.
On Wednesday the 6th, the VTG Tankers were again running on a late schedule, heading west towards Preston Docks hour later than it should have been, returning east to Lindsey Oil Terminal. The engine in charge was Colas Rail’s 70:814. This is from the pool of locomotives operated by the company that are maintained at Cardiff Canton Sheds. It eventually returned through Accrington at 15:00. It would remain the loco rostered to this service during the coming week.
On Tuesday the 19th, the first day following the Easter weekend, 56:049 and 56:302 were back double-heading the VTG tanks. This service between Lindsey Oil Terminal and Preston Docks was operating some 197 minutes late. It passed through town on its return journey at 12:15. This would be the combination of locomotives for the remainder of the week.
May It had been announced that access to Accrington’s Railway Station would be restricted over the next few weeks, as renovations were necessary to the pathways leading up to the platforms on the Eagle Street side. It would be possible to reach them through the foyer of the booking hall whist this is open, but passengers will be able to access them in the normal way when the booking office has closed after 3pm. There have been problems with drainage of recent times. The eco-friendly station has been open now for approximately twelve years and Net-Work Rail had to restrict access during certain times in order to carry out this work.
Late in the evening of Saturday the 7th, West Coast Railway’s passed through on an empty stock working from Wakefield to Carnforth, with 47:804 and 47:815 as the locomotives employed. Earlier in the day they had worked the Wakefield to Edinburgh and return excursion.
Following a week in which it did not operate the VTG tanker train was back in operation on Monday the 9th, with Colas Rail’s 70:801 at the helm.
The entrance to the railway station from the Paxton Street side was made more accessible when a zig-zag slope was put in, to allow easier access other than by the steep slope which up until modernisation in 2010 led up to the booking hall on that side. This incline was almost impassable to disabled people, hard work for the elderly and positively dangerous during icy conditions. However, from May the 9th, for a period of several weeks even this gradual incline was closed off for remedial work to take place. This meant of course that there was no other alternative way in from that side.
At midnight on Saturday the 14th the ‘summer timetable’ came into operation, with just a few modest alterations to the number of services available.
“We base our services on our levels of resource”, was the response to an appeal to Chris Jackson Northern Rail’s Regional Director, requesting an increase in train services from Rishton. There were no trains between 06:48 and 08:48 on weekday mornings, which was directly affecting students who needed to be at the University of Central Lancashire’s Preston Campus for a 09:00 start. The apparent problem is brought about by “staffing issues”, which meant that services with the highest demand were given priority over those which are less well patronised, including the local Colne to Preston service. The councillor pressing for changes had previously been unsuccessful in a bid to have trains on the Blackburn to Manchester/Kirby services call at Rishton.
For the first time for a considerable period, Freightliner made an appearance in Accrington, when 66:545 passed through in the morning of Sunday the 22nd. It brought a train of twelve open wagons containing spoil ballast from Greetland Junction on the Calder Valley Line to Blackburn. It went west at 09:44 and returned at 10:47. This train ran again on Sunday the 29th, on this occasion the locomotive in charge was 66:566. The pathing and load were similar to the previous week, but the timings were 08:53 west and 09:44 east.
The VTG tanker train provided a significant surprise on Tuesday the 31st, the final day of the month. Instead of the usual Class 70, or the now rarer pairing of Class 56s, the motive power was provided by Colas Rail’s 66:850 named David Maidment OBE. This was formally 66:577 and is allocated to Hoo Junction in Kent for maintenance purposes, unlike the Class 70s which are serviced at Cardiff Canton. This loco would return again on the 1st of June.
June It was reported that the proposed the £1billion development of an East Lancashire Freight Terminal had come nearer to fruition, with the announcement that a ‘feasibility study’ would be initiated to access the costs versus the economic and jobs benefits. The purpose of this is so that a submission containing all these factors can be submitted as a step towards obtaining funding for this project. The site, on part of the former Huncoat Power Station, was previously covered in sidings associated with the handling of coal wagons containing fuel for the adjacent solid fuel generating works. It is thought to be “ideally positioned” in the heart of East Lancashire to serve its aerospace, engineering and manufacturing industries. The arguments being put forward are that by 2050 the amount of freight being carried by rail will have trebled from the meagre 8% carried in 2019. It would also fit in with the government’s ‘levelling up’ plans for the north and would also satisfy the zero-emissions lobby. Organisations listed as pledging their support include Hyndburn’s business leaders, The Department for International Trade, Hyndburn Borough Council, the Lancashire Enterprise Partnership along with the Chamber of Commerce and Transport for the North.
Having been treated to Class 66 haulage of the VTG tanker train throughout the past week, including both Jubilee Bank Holidays, on Monday the 6th, it was back to Class 70 haulage in the form of Colas Rail’s #812.
Based in the Globe Centre in the former Howard & Bullough factory, C-Mac itself once involved in supplying transport had been out and about visiting railway installations as part of a Community Rail Weeks event. Throughout the month of May this initiative ran, in order to highlight the part that the 70 Community Rail Partnerships play in engaging local people in the use of their lines and services. In one week they hosted the Rail Study Forum, which included a visit to Accrington Railway Station and a train trip to Blackburn. Guest speakers were Jools Townsend Chief Executive Officer of the Community Rail Network, and Charlene Wallace the Network Rail Director. Townsend stated, “The object of this exercise is to empower people to come together and to support collaboration, by helping the rail industry to respond to local needs”.
The prospect of establishing a freight handling terminal on the former Huncoat Power Station Sidings was definitely gaining momentum. Several business leaders had pledged funds to support this initiative. This group includes Hyndburn Council, the East Lancs Chamber of Commerce & Industry, along with The East Lancashire Enterprise Partnership with several others. It had even got the backing of the town’s Conservative Member of Parliament. This injection of cash would enable them to appoint a consultant to launch a ‘feasibility study’ in order to ascertain an economic case for its development. It is claimed that it could bring up to 2,825 new jobs to the area. The project had been estimated at costing £200 millions to complete. It has been predicted that by 2050 the amount of traffic travelling by rail will have trebled from its current level. The 22-acre site had previously been identified for the handling of intermodal (containerised) traffic. This would also be a significant factor in the battle to have the Colne to Skipton section reinstated. As usual Murray Dawson of Amazing Accrington was a driving force on this subject, along with several others.
Northern Rail had advised the public not to use the trains during a week of strike action by 50,000 members of the Rail, Maritime & Transport Union, along with other workers including signalmen. There were to be walkouts on Tuesday, Thursday and Saturday the 21st, 23rd and 25th, but the advice had been not to travel on Wednesday and Friday the 22nd and 24th. Bosses for this operator had stated they would only be able to offer a “very limited service” and that alternative transport arrangements should be sought, whilst the largest dispute on wages and conditions, job cuts and pension rights since 1989 was underway. Northern is not the only operator to be targeted as this is a ‘national’ dispute, with Trans-Pennine another operator in this region to be affected. Some employees state that they have not seen an increase in pay for three years, and whilst there are still shortages of some key workers, the franchise-holders (in this case the Government), still insist they are required to make some redundancies in order to reduce their operating costs. As predicted, there were no trains through Hyndburn on Tuesday, the longest day of the year, and with this government washing its hands of any interventions that might resolve this dispute, it was set to continue through the rest of the week and perhaps beyond.
To illustrate just how far apart the two sides are, the General Secretary of the RMT appearing on BBC’s Newsnight, stated that the average wage for his members was £36,600 per year. A spokesperson for the Government put this figure at £44,000 with some drivers earning in excess of £50,000, and that the union were stalling in returning to the negotiating table. This prompted a reaction from the General Secretary that this representative of the Conservatives was in fact “a liar”, a charge which he repeated on several occasions. The train driver’s Union. ASLEF was of course not (as yet) involved in this dispute.
With the expectation that the talks reconvened for Wednesday the 22nd, might result in a positive conclusion, it was already too late to call off Thursday’s strike action. However, if talks did prove successful an undertaking was given that by Saturday normal services would be resumed. On Wednesday, even though not a strike day, there were only 23 services listed as passing through Accrington, compared to the usual 90-plus on a normal weekday. The strike was held again on Thursday with no trains operating on the East Lancs Line, a situation repeated on Saturday the 25th. However, there were 72 services running on Friday, including the VTG tanks, again hauled by 70:812. The industrial action was then suspended for the time being at least, with the prospect that if no satisfactory agreement can be reached, more industrial action will follow during the summer.
Hyndburn, along with Burnley, Pendle and Rossendale are set to receive money from the Government’s ‘Levelling Up Fund’, if a bid by Lancashire County Council for £50 millions is successful. The projects at which this cash will be targeted are; –
- A new pedestrian footbridge connecting the platforms at Accrington Railway Station.
- With lifts to both platforms
- 115 Priority bus stops incorporating real-time displays and audio announcements.
- 116 Priority traffic lights at 20 locations to assist in speeding up bus journeys.
There was some locomotive action on the East Lancs Line right at the end of the month. On Wednesday the 29th, the Northern Belle was through en route from Carnforth to Norwich. The motive power was provided by a usual combination of 57:313 and 57:314. In the late evening of Thursday the 30th, the Track Measuring Train was through behind 37:421 and 37:175. It returned west during the early hours on the following day.
July Following the industrial action, train services had returned to the time-tabled schedules, with only a few cancellations due to shortages of staff. The VTG tanker train, which runs on an ‘as required’ basis, had also made an appearance behind Colas Rail’s #70:814.
A mini-heatwave hit the country on Monday the 18th, causing major disruption to train services across the land. However, those which are part of Northern’s network were more affected on the eastern side of the Pennines. On Tuesday the 19th, all the advice being dispensed by train operators was, not to travel unless it was absolutely necessary. Although some delays and cancellations would be inevitable, there were still 82 scheduled passenger train services through Accrington. This explanation given was, “Our railways are engineered to operate between -10º and +35º Celsius, and on this occasion the higher temperature has been exceeded by some margin”. The situation had improved marginally on Wednesday, although it has to be said that the services on the East Lancs Line had witnessed very little disruption compared to others. The VTG tanker train was back operating behind Colas Rail’s #70:814 again. It was expected that services would return to normal by the end of the week.
Although still in progress, the work to improve the ramp access to Platform 1 from the Paxton Street side of the Railway Station is far from complete. It had been closed from May the 9th, when this work commenced. If funding were to be provided for the installation of lifts and a new footbridge as has been suggested, then this work would be less relevant and access from that side almost un-necessary.
After a long period of inactivity there were engineering trains on the move on Saturday the 23rd. This time the movements were between Crewe Basford Hall Sidings and Stalybridge and were being hauled by GB Railfreight (GBRf) locomotives. The first of two movements passed through Accrington at 09:43 heading east and consisted of 66:771 ‘Amanda’ and 21 low bogie wagons containing sand and new ballast. The second followed on at 20:00 with 66:763 with a 600 ton load of new concrete sleepers, ready clipped to receive the rails. This loco was named ‘Severn Valley Railway’. These locos are maintained at the Roberts Road Maintenance Depot in Doncaster. Also noted was DMU 156:415 on the Colne service, still in ‘as obtained’ East Midlands livery, one recently brought into the Northern stock.
August It appears as though Colas Rail’s 70:812 is now the locomotive dedicated to hauling the VTG tanks, as it has now been on this Preston Docks to Lindsey Oil Terminal duty for several weeks. On Monday the 8th, the load was 13 bogie tank wagons.
It seemed as though the idea of upgrading the facilities at Accrington Railway Station was moving a step nearer to fruition. Although the improved ramp from Paxton Street was nearing completion, a more ambitious project has now received the support of two local pressure groups. The East Lancashire Community Rail Partnership along with Community Rail Lancashire, are backing a bid to install two lifts and a covered walkway, to connect the platforms in place of the remaining section of the original footbridge. These have been included in Lancashire County Council’s bid for £50 millions from the Government’s ‘Levelling Up Fund’. It is stated that since the opening of the new facility in 2010, passenger numbers have significantly increased especially following the inauguration of the direct service to Manchester in 2015.
Wednesday the 17th, proved to be something of a red letter day for Hyndburn’s East Lancs Line Stations. At approximately 09:45 West Coast Railway’s special excursion from Lincoln to Carlisle via the West Coast Mainline passed through Accrington, heading west and hauled by a Class 47 from their stable. Returning at 15:10 via the scenic Settle/Carlisle to Hellifield, it then returned to Blackburn via Clitheroe behind 34067 ‘Tangmere’, one of Oliver Bullied’s un-rebuilt 4-6-2 light Pacifics, named after a Battle of Britain, World War 2 Royal Airforce base. It was running almost 25 minutes early as it passed through Whalley at speed. In Blackburn the steam engine came off and the train returned east at 19:21 topped and tailed by 47:815 named ‘Great Western’ in the original livery of two shades of green, with 47:804 on the rear. The governing speed for steam traction is 60mph, although it seemed to be higher as it came through the station where it was photographed. Not bad for a train of 455 tonnes tare, but this reverted to 95mph when under diesel haulage again. Tangmere was latterly allocated to shed 72A, Salisbury.
In the latest round of industrial action by the NUR, there were no train services on the East Lancs Line on Thursday the 18th, or Saturday the 20th. Although the Unions had requested that the government intervened the Transport Secretary, Grant Shapps refused saying “It is a matter between the Train Operating Franchises and the Unions and for them to resolve”. However, on Friday the 19th, most services had returned to normal working. An unusual visitor was Network Rail’s ‘Stonebreaker’ engineering unit. It passed through town at 11:50, running some half-an-hour behind schedule, en route from Guide Bridge to High Wapping Sidings in Carlisle on a Balfour-Beatty working.
Adopted by the local Rotary Club some six years ago, Church & Oswaldtwistle Railway Station has been commended by Community Rail Lancashire, for the work they do to make the platforms attractive to rail travellers. This group meets on Saturdays from February to October to de-weed, plant floral decorations and undertake any repainting, in order to keep the facilities in tip-top shape. This creates a good impression to passengers who use the station especially those who use the trains to access the nearby Ossy Mills retail outlet. However, like all voluntary organisations it is keen to recruit more helpers.
On Tuesday the 23rd, and Wednesday the 24th, two specials came through on the Ribble Valley Line. The first was the West Coast Railway’s ‘The Dalesman’ from Lancaster to Carlisle behind Royal Scot 46115 ‘Scots Guardsmen’, with no diesel assistance. The following day the special was from Chester and Crewe to Carlisle and entitled ‘The Fellsman’. This was a Locomotive Services Limited train hauled by 46100 ‘Royal Scot’, now five years short of its 100th birthday, although heavily rebuilt by William Stanier in 1943. On this occasion it had a diesel on the rear 47:583, which is maintained at Crewe Heritage Centre. It operates in the revised livery of BR with large logo and numbers. Built at Crewe Works it was introduced into traffic in November 1965, and allocated to 64A Haymarket Sheds in Edinburgh as D1973. It had carried several TOPS numbers including 47:673 and 47:790 along with several names, ‘York City Control’ and ‘Saint David/Dewi Sant’.
On Bank Holiday Monday the 29th, there was a ‘light engine’ movement from Knottingley to Southport via the East Lancs Line. Based at Toton Sheds, the locomotive was 66:009 in DB Cargo red livery. It went west at 09:00 and was due to return at 14:55. This movement was scheduled to operate every day to Friday September 2nd. It seems this was a ‘route familiarisation’ operation, which is often the precursor of scheduled freight movements associated with some engineering works in the area on the Wigan to Southport section of lines.
September The Brach Line Society had arranged with West Coast Railway’s to have a two-day run around the branch lines of Lancashire, which would require the stock to be topped-and-tailed as run-around facilities were not available at many of the intended destinations. On day two, Sunday the 4th, these included a trip from Blackpool North via Blackpool South and Preston to Colne, which of course included runs through Hyndburn. The locomotives chosen for these journeys were 37:676 ‘Loch Rannock’ and 37:516 ‘Loch Liadon’, the latter curiously also carrying fleet number 37:555. They passed through Accrington en route to Colne at 09:53 and returned through Huncoat at 11:00.
Out of respect for the Royal Family at this time of mourning, the railway unions have suspended their intended strike action scheduled for Thursday the 15th, and Saturday the 17th. The walkouts have been rescheduled for Saturday, October the 1st, and Wednesday the 5th.
It is more usual for the locomotive that operated on the VTG tanker train to remain on it throughout the week. However, on Monday the 12th it was Colas Rail’s 70:815, whilst on the following day it was 70:810.
Traffic across the Huncoat level crossing was being delayed for longer than usual whilst engineers were doing some maintenance to the automatic gates. The bridge which crosses the line at Meadow Top has not reopened after the major work was completed to its structure.
On Tuesday the 27th, West Coast Railways ran their Dalesman ‘special’ from Carnforth to Carlisle via the Ribble Valley and Settle and Carlisle routes. On this occasion the steam engine was 35018 ‘British India Line’ a rebuilt Merchant Navy 4-6-2 Pacific. It passed only a handful of miles from Accrington Grammar School where its designer, Oliver Bullied when Chief Mechanical Engineer of the Southern Railway, was educated.
October On the morning of Friday the 7th, the DRS Treatment Train came through from the east spraying weed-killer on the tracks, which in places required some application, whilst also removing any fallen leaves. It had been travelling to-and-fro across the region’s lines throughout the week. In the wee small hours two of West Coast Railways 47s had brought some empty stock back from York to Carnforth off another of their ‘special’ excursions.
The VTG tanker train has had changing locomotive traction this week. On Monday the 10th it was 70:805 and by Wednesday the 12th this has changed to 70:807.
The Paxton Street ramp to Platform 1 had reopened to passengers after it was decided to remodel it for easier disabled access. It had been closed since May the 9th, last. The MP for Hyndburn and Haslingden who was present at the opening, had contacted the latest in the succession of Transport Ministers Kevin Foster, to petition for improvements to access at Church & Oswaldtwistle and Rishton railway stations. The Department for Transport had recently received 309 applications for funding in the ‘Access For All’ budget, which includes these Hyndburn stations. But it will be 2023 before the results are known.
On Saturday the 15th, Locomotive Services Ltd operated their ‘THE STATESMAN’ special from Hull to Appleby, via the East Lancs Line. It passed through Accrington at 11:53 with D1935 ‘Roger Hoskin MA 1925 – 2013’ as train engine, with D1924 ‘Crewe Diesel Depot’ on the rear. The train, consisting of eleven Pullman carriages including dining cars, would reverse in Blackburn to gain access via the Ribble Valley Line to the Settle & Carlisle. Both locos were in the original green livery in which they were delivered new. D1924 was new to Cardiff Canton Sheds in January 1966. It had carried three previous sets of nameplates and TOPS numbers, including 47:247, 47:655. It is currently dual-numbered 47:810. D1935 was new to Bristol Bath Road Sheds in March 1966. It had carried four previous sets of nameplates and TOPS numbers 47:257 and 47:650. It is currently dual-numbered 47:805. Both these engines are based in Crewe. On the return journey via a different route, this excursion would pass through Accrington again in the late afternoon.
On the morning off Thursday the 22nd, the locomotive on the VTG tanker train failed at Stansfield Hall Junction in Todmorden, blocking the line in the worst possible location as far as the cross-Pennine services connecting York and Blackpool North were concerned. As a result there was considerable disruption to the timetable on these services. Colas Rail despatched 70:803 light engine through Accrington later in the day to rescue 70:805.
At about 24:00 on Friday the 21st, 66:789 worked an engineering train of loaded ballast hoppers from Crewe Basford Hall to Rose Grove. This is a GB-Railfreight locomotive based at the ElectroMotive Diesel Services Depot at Roberts Road in Doncaster, and was formerly number 66:250.
November The strike which was scheduled to take place on Saturday the 5th was cancelled at the last moment. However, such was the lateness of this move that services were badly disrupted over the weekend and into Monday. The strikes which were also due later in the week were also postponed in order to allow talks to reconvene between the Unions and the operators, in order to come to an agreed settlement.
Essential engineering work on the East Lancs Line around Blackburn, would see all trains replaced by buses/coaches on four consecutive weekends. There would be ‘Rail Replacement Services’ on Saturdays and Sundays the 12th & 13th, the 19th & 20th and the 26th & 27th of November, ending on the 3rd & 4th of December. On one day I was able to speak with one of the people sent to oversee the loading and unloading of intended passengers, which gave me an insight into how this work was proving difficult. She explained that she would be finished by three in the afternoon and the ticket office would be closed at four, so there would be no-one there to oversee the exchange of passengers for the remainder of the day. They would therefore be left to their own devices! She went on to say that there has been difficulty in recruiting responsible people to take on this work, as the pay is less than attractive for the hours worked. She also stated that coach operators are also proving difficult to obtain, as the rising cost of fuel has made it less lucrative to undertake. However, in the short space of time I was able to observe these operations.
No doubt due to the fact that we had now entered the part of the year when maintenance engineering work is taking place on the railways, several associated trains will appear in the area. On the evening of Tuesday the 15th, one such train came through, en route from Grangemouth in Scotland to Gascoigne Woods between Leeds and Selby. It was double-headed by two of West Coast Railways Class 37s, 668 and 685 which were unusually hauling 22 chemical tanker wagons for the Ineas Company. These locos are more frequently seen on West Coast’s ‘special’ Passenger excursions.
Although the VTG tanker train has been noted for its absence now for two weeks, Colas Rail has at least made an appearance through Accrington. On Thursday the 17th, at about midnight the Railhead Measurement Train passed through going east behind double-headed Class 37s 37:254 and 37:099. It returned during the early hours of Friday morning.
On the second Saturday of the Rail Replacement Services, some of the operators who had provided vehicles were again on duty.
Northern Rail had joined up with Blackpool Transport to provide transport all along the coast from Star Gate to Fleetwood (or other destinations served by the operator). Travellers would be able to use proof of their journey to the resort in order to use the buses and more especially the trams to continue their onward journeys. Regional Director for Northern Rail Chris Jackson, had described this initiative as, “A way for our customers to make their journeys easier”. Because the barriers at Blackpool North swallow up tickets in order to exit the station, some method must have been devised to verify that the journey to Blackpool was made on a Northern Service. With the connections in place from the junction in front of the North Pier, up Talbot Road to the station due to be opened when the hotel adjacent to the station is completed, this would provide a much needed transfer from one mode of transport to another.
In the very early hours of Friday the 15th, the empty stock of a West Coast Railways excursion passed through Hyndburn on its way back to Carnforth, topped and tailed by 57:313 and 47:832. Earlier it had travelled from Leeds to Oxford (for Blenheim Palace), picking up en route before its return to Yorkshire. The cost of this trip fully inclusive of meals/drinks was in the region of £420 per person.
With no satisfactory resolution in sight the RMT had announced there would be a series of 48-hour strikes two in December and two more in the New Year. ASLEF the train drivers union had called a 24-hour strike for Saturday the 26th, as a result of which, even the ‘rail replacement services were not operating. One must assume that there is an agreement that nothing will run during days when industrial action is taking place. However, on Sunday coaches were again replacing trains due to the on-going engineering works.
December For the first time for several weeks the Colas Rail VTG tanker train made an appearance on Friday the 1st, behind 70:813. Although scheduled to run ‘as required’ it is possibly the longest hiatus for quite some time. With the news that the remaining Class 56s are to be withdrawn, with the remaining ones converted to the new Class 69s, it is unlikely that they will be seen on this (or other) local workings in the future.
Saturday the 3rd and Sunday the 4th, was the final weekend of the Rail Replacement Services on the East Lancs Line. The person in charge of stewarding, co-ordinating or organising the safe transfer of passengers in a very efficient way, was none to complimentary about his current employer Arriva. With previous service with first Fraser Eagle, First and Abellio, he ought to know what he was talking about. With the government still reluctant to intervene in the negotiations and further 48-hour strikes scheduled for the run-up to Christmas, the picture looks decidedly bleak for any potential passengers, as rail replacement bus services do not operate on dispute days.
Sandwiched between two 48-hour strikes, on Thursday the 15th, in the middle of an extremely cold spell of weather, West Coast Railways ran a circular tour from Manchester to Manchester, via Lancaster, Carnforth, Settle and Hellifield to Blackburn, where it reversed to return through Accrington and Todmorden. It was topped and tailed by 57:313 ‘Scarborough Castle’ and 47:812.
It was quite surprising that this special ran, as there were only eleven trains scheduled through Accrington on this particular day, all on the Blackburn to Manchester route, with none between Blackpool North and York.
The Track Measuring Train also made one of its regular appearances on the East Lancs Line during the early hours of Friday the 16th, before the second of the two day strikes commenced.
On Wednesday the 21st, Accrington saw the passing of the ‘Pennine Christmas Cracker’ a Locomotive Services Ltd steam special from Leicester to Leicester on a circular route. The excursion had been hauled to Crewe by 47:805 and 47:810, where preserved B1 4-6-0 61301 ‘Mayflower’ had taken the nine Saphos carriages onward through Wigan, Lostock Hall Junction and along the East Lancs Line. It passed through town heralded by a loud shriek on the whistle, with Class 47 D1924 (47:810) named ‘Crewe Diesel Depot’ in BR two-tone green, bringing up the rear. It would continue via Copy Pit, Todmorden and Manchester back to Crewe, where the haulage would continue behind diesels back to Leicester.
The continuation of industrial action would blight the opportunity for people using the railways over the Christmas weekend and on towards the New Year with no resolution yet in sight.
On Tuesday the 27th at 14:55,a train of light engines consisting of Freightliner’s 66:562, 66:517, 66:519 and 66:5962 named ‘Stevenson Locomotive Society’ passed through Accrington en route from Carlisle – North Yard, to Leeds – Balm Road Depot. This was an unscheduled movement which had been diverted off the Settle and Carlisle Line via the West Coast Mainline via Preston and the Copy Pit route.
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CHAPTER 23
The Year 2023
January With no train services on New Year’s Day, the first week of the 2023 would see further industrial action by both the RMT and ASLEF in an escalation of their continuing disputes. The stand-off between the unions and their employers, supported by the non-intervention of the government shows no signs as yet of a resolution. Monday the 2nd, despite being designated as a Bank Holiday, saw the normal frequency of train services. The first day of strike action was on Tuesday the 3rd, continuing on Wednesday the 4th. With ASLEF out on Thursday the 5th, the NUR had two more days of no trains on Friday the 6th and Saturday the 7th, meaning that the first week in the New Year was virtually train-less.
On Sunday the 15th, there was another movement of a loco-hauled train when Colas Rail’s 70:814 brought a short train of stock from Doncaster – Roberts Road to Carlisle North Yard through Accrington. The vehicle immediately behind the engine was the remains of a burnt-out, long-wheelbase, log transporting wagon, with the others looking in a poor state of repair. As it passed over the Viaduct it crossed with a DMU consisting of 150:225 and 150:125 going east on the Preston to Colne service. The VTG tanks had only run on one occasion previously in the New Year, on the previous Thursday behind another Class 70.
During the evening of Saturday the 21st, the empty stock of the West Coast Railways ‘Cumbrian Mountain’ special returned from Manchester through Accrington, hauled by 47:802 and 47:804. It had been on a Manchester to Carlisle and return excursion hauled by preserved and turned out Black 5 #44932. Between January 1952 and February 1957 this locomotive was allocated to 24A Accrington, so as it ran via Blackburn and the Ribble Valley Route, it was probably covering ground where it previously worked some seventy years previously.
With two strikes scheduled for later in the week, the VTG tanker train ran on Monday the 30th, behind Colas Rail’s 70:805 with twelve double bogie tank wagons in tow.
February Following a week blighted by strikes the VTG tanker train operated again on Monday the 6th, behind Colas Rail’s 70:807 with eleven bogie tank wagons in tow. This service has regularly been running ahead of booked time recently, and on Thursday the 9th, the same loco was through fully 23 minutes early. Just after midnight on Friday the 10th, after the passenger services had ended, the track measuring train ran from east to west through Accrington, returning several hours later.
For the past two weeks Colas Rail’s VTG tanker train has run on Mondays and Thursdays only, and has run earlier than the booked schedule. On Thursday the 16th it was through Accrington at 10:25 a full 21 minutes before it was due behind 70:808 with twelve in tow.
February 4th Week A pattern for the running of the Colas Rail’s VTG tanker train between Preston Docks and Lindsey Oil Terminal near Scunthorpe appears now established. If it operates on Mondays it will run again on Thursdays. It also appears to be consistently coming east ahead of the booked schedule, for on Thursdays the 23rd it arrived at Accrington Railway Station at 10:30 with 9 bogie tanks wagons in tow behind 70:813.
At approximately 22:35 in the evening of Friday the 24th, 60103 Flying Scotsman passed through Accrington en route to the East Lancs Railway from Edinburgh via Carlisle. It was ‘in steam’ with one support carriage in tow. Possibly the most famous steam locomotive in the world, it is touring the country to celebrate its 100th centenary. Built to a design by Nigel Gresley, the Chief engineer of the London & North Eastern Railway, it emerged from Doncaster Locomotive Works in 1923 as LNER #4472. This A1 4-6-2 Pacific was the first one to reach an authenticated 100 miles per hour, although an unconfirmed report always maintained that this speed was first reached by Great Western Railway’s 4-4-0 City of Truro #3440 several years before. It will spend time operating on this heritage railway before continuing on a nationwide tour. A virtually the same time a Balfour-Beatty ‘Stone-Blower’ unit passed through in the opposite direction en route from Guide Bridge to Preston.
For three consecutive weekends Preston Station was closed for engineering work to be carried out, which meant all services were operating to and from Blackburn to York Colne and Manchester, with rail replacement road vehicles bridging the gaps further west.
On the final two days of the month Monday and Tuesday, Colas Rail’s 70:807 was back in charge of a rake of 12 double bogie tank wagons, which was a break from the recently established pattern. This could mean that with the winter receding, the demand was on the increase for the product.
On most weekdays the number of passenger trains passing through Accrington is now regularly in the mid-nineties.
March From Sunday the 5th, rail fares increased by 5·9%, which was less than the 11% on which they are normally calculated from July of the previous year. It would be the biggest hike in fares for eleven years.
There is also a future plan to replace return tickets with two singles an out and back, which we are told will not represent an increase in price. It is also planned to replace the purchase of multiple tickets in order to cut the cost of a journey, to one where a single ticket will cover the entire mileage.
On Monday the 6th, Black 5 number 45407 passed through Accrington en route from Castleton Junction to Carnforth at 17:30. It was returning from the East Lancs Preserved Railway to Steamtown with a single ‘support’ carriage. This locomotive was new from the Armstrong Whitworth factory in September 1937 and was one of the last in steam, being preserved in August 1968. Although it was never shedded in Scotland it carries a 65J shed plate for Stirling. Although not named when in service for British Railways, subsequently it was bestowed the title ‘The Lancashire Fusilier’.
Between Friday the 10th and Sunday the 12th there was a flurry of locomotive activity on the East Lancs Line. In the very early hours of Friday morning Colas Rail’s Track measuring train passed through going east with 37:421 on one end and 37:099 ‘Merl Evans 1947 – 2016’ at the other.
Mid-morning on Saturday double headed Class 47’s were at the head of the three-day ‘The Statesman’ special from Rugby to Inverness and Kyle of Lochalsh. With blue liveried 47:614 at the head and D 1975 in the green livery in which it was introduced in November 1965 to Haymarket Sheds in Edinburgh. This engine had also carried TOPs number 47:758 and had previously been named ‘Andrew Carnegie’. Engine 47:614 was new in June 1964 as D1733 to Bristol Bath Rad Sheds has also carried TOPs number 47:853 and was previously named ‘Rail Express’. Both are now the property of Riviera Trains in Crewe. The rake was made up entirely of Pullman liveried carriages.
On Sunday there was a more mundane train in the shape of ballast hoppers en route from Carlisle North Yard to Guide Bridge West. It had been running practically an hour behind schedule up until reaching Blackburn via the Settle & Carlisle and Ribble Valley routes, but was still half-an-hour late when it came through Accrington at 14:25 behind DB’s 66:129 still in EWS maroon livery. The GB Engineering train consisted of empty and loaded ballast wagons and was loaded to 1,500 tonnes.
In conversation with the candidate chosen to represent Hyndburn with Haslingden at the next general election, I discovered that the despite the fact that local business leaders along with Lancashire County Council are in favour of establishing an intermodal container terminal at the old Huncoat sidings site, Hyndburn Council is not, preferring to build housing instead. Duly elected as the prospective Labour MP, Graham Jones has told said that linking this project with that of the re-opening of the Skipton to Colne line is of no advantage, and should be kept as a separate project.
During the final week of the month the VT tanker train ran for the first time behind Colas Rail’s 70:804.
New information display screens have been installed by Northern at seven railway stations in North East Lancashire, including the one at Church & Oswaldtwistle. These screens, featuring LEDs in white and greater colour contrast, can be seen from a greater distance by the visually impaired. According to Northern’s Commercial & Customer Director, Mark Powles, they are part of a £14 millions investment to be spent over the next five years at their 500-plus stations. These screens will also show up-to-date information on real train times as well as safety messages. Northern operates up to 2,500 scheduled services each day and is the second largest train operator in the UK.
April The first day of the month, which just happened to be a Saturday, saw a West Coast Railways ‘special’ through Accrington. It was en route from York to Appleby by a roundabout route, which would see the traction changed from diesel to steam at Carnforth for the onward and return journey back to Steamtown, before reverting back to diesels again. It passed east to west at just after 09: with 57:313 ‘Scarborough Castle’ leading and 47:826 trailing. It would return at approximately 19:20 going west to east. 57:313 was introduced into service at Tinsley Sheds in July 1965 as D1890, was later given TOPS number 47:371 in February 1974 and its present number in November 2004 when it was rebuilt as a Class 57. Class 47:826 was numbered D1976 when introduced into service at Haymarket Sheds in November 1965. It late carried TOPS numbers 47:274 (09/74), 47:637 (01/86) and it current number in July 1989. The fare for the tour including a six-course meal was just short of £500.
On the morning of Saturday the 15th, Direct Rail Services operated a light engine movement between Crewe Gresty Bridge and Doncaster West Yard. The locomotive chosen was 37:425 named ‘Concrete Bob/Sir Robert McAlpine’. Formerly D6992 it was introduced into service at Cardiff Canton Sheds in July 1965, and has subsequently carried TOPS number 37:292. It headed east at 09:06 and returned west at 14:28. The reason for this movement is not clear but with two in the cab it is possible that this was a route familiarisation run, which suggests there could be trains diverted via the East Lancs Line whilst another path across the Pennines is closed due to engineering work.
A ‘special’ organised by West Coast Railways passed through Accrington on Friday the 21st on a six day rail excursion of the country. Entitled ‘Great Britain XV’ the train was steam hauled by Jubilee Class number 45690 named ‘Leander’. This leg, from Blackpool North to York, was on day five of this round Britain tour. It was intended to be double-headed with another member of this class of 4-6-0 locomotives 45699 ‘Galatea’, but earlier in the day this engine had been removed after being diagnosed as running with a hot axle box. As a result of which the back-up diesel 47:802 which should have followed on behind, had been attached as a banking loco.
Leander was built in Crewe and introduced into service in March 1936. It spent all of its post-war operational life working out of Barrow Road Sheds in Bristol until it was withdrawn in March 1964. It was named after a mythological character that drowned whilst attempting to swim across the Hellespont, this name was also given to a Royal Navy Cruiser between 1931 and 1947. The Class 47 was new in September 1966 as D1950, and also carried TOPS numbers 47:259 and 47:552
For the first time for over two weeks Colas Rail’s VTG Tanker Train ran again in the morning of Tuesday the 25th. The locomotive in charge of the 12 bogie wagons was 70:809, which on this occasion was working between Preston Docks and Haverton Hill near to Billingham-on-Tees in the North East, as opposed to the usual Linsey Oil Terminal.
May In the Summer edition of Amazing Accrington it states that the site of the former holding sidings at the Huncoat Power Station, has already been designated for use as a freight terminal. Local business leaders had contributed to the cost of a ‘feasibility study’ by consultants who specialise in the development of new railway infrastructure.
Their findings proved –
- This was the “ideal” location, centred in the heart of the region’s industries.
- It had convenient connections not only to rail but to road.
- It was the only available site in Lancashire for this type of development.
There were also additional benefits, which included the establishment of two million square feet of warehousing for the handling of goods, which could lead to the creation of over two-and-a-half thousand new jobs, with even more in secondary and support services.
For the first time this month, on Friday the 5th the Colas Rail tanks ran, between Preston Docks and Total Colas – Haverton Hill, in the North East. This is part of a ‘new flow’ of bitumen tanks between these locations, but it is not clear as to whether this replaces, or is in addition, to the service to Lindsey. With a full load of twelve bogie tank wagons in tow, 70:809 came through some twenty minutes before the booked path. Early running appears to be a regular occurrence in recent times.
On Thursday the 11th, the VTG tanker train ran on schedule behind Colas Rail‘s 70:801 with an increased load of fifteen bogie tank wagons, again destined for Haverton Hill. Earlier in the week it had returned via a more roundabout route via Greater Manchester to Todmorden thus circumnavigating the East Lancashire portion.
On Friday the 12th, there were no train services throughout the North West, due to the ongoing dispute between the train operating companies and the Association of Locomotive Engineers and Firemen (ASLEF), whereas on Saturday the 13th the Union in dispute was the Rail, Maritime & Transport (RMT), again resulting in no trains running.
Northern’s Services on the East Lancs Line, trans-Pennine apart are dominated by diesel multiple units of the 150, 156 and 158 classes. Over the past three years these have been modernised with the installation of information screens providing ‘live’ travel information, high-definition CCTV cameras and USB charging points. The programme, which took three years to complete, has finally come to its conclusion.
Late in the evening of Saturday the 20th, a Freightliner engineering train passed through and returned topped-and-tailed behind 66:413 named ‘Lest We Forget’ and another 66 in the latest orange livery, en route to and from Doncaster. These locos are based on Leeds – Midland Road Depot.
From Sunday the 22nd, the summer timetables came into operation with operators adding some extra services to their schedules including Northern.
After a full week when the VTG tanks did not run, on Tuesday the 23rd, the service was in operation once again, behind 70:809. It was running a full quarter of an hour in front of the booked time, and heading once again for Haverton with thirteen bogies on tow.
Saturday the 27th, was also a day to remember when a special passed through en route from Ayr to Scarborough. Marketed as ‘The Statesman’ it was double headed through Accrington behind 47:593 ‘Galloway Princes’ and 47:712 ‘Lady Diana Spenser’ on a rake of all-Pullman stock including a kitchen car. The day had suffered a mishap at Kilmarnock and as a result was one-hour-and-a-half late. Usually trains which run into Scarborough, which is a railhead, are topped and tailed to keep a locomotive on the correct end for the return journey, so the reason for having both leading could have been the failure of ScotRail liveried ScotRail liveried 47:712.
47:593 now sports ‘large logo’ livery complete with Scottie Dog emblem, and was new to Haymarket sheds in Edinburgh in November ‘65 as D1973. It received TOPS number 47:272 in September 1974, and carried was 47:673 and 47:790. It also has sported several other nameplates including ‘Saint David/Dewi Sant’ and ‘York InterCity Control’ reverting back to its original name ‘Galloway Princes’ in 2007. In contrast 47:712 was new in August 1966 and allocated to the West Coast Main Line Division as D1948, later TOPS 47:505. It too has carried a series of names in order ‘Pride of Carlisle, Artemis & Dick Whittington before being sent to Scotland to operate the speeded-up push-pull services between Edinburgh Waverley and Glasgow Queen Street, where it received its current nameplates whilst also allocated to Haymarket.
Later on in the day, following a much reduced stay in Scarborough, 47:593 returned without its partner, which had obviously been the cause of the lost time earlier, (it was left in the sidings at the resort to be recovered by 37:688 ‘Great Rocks’ two days later). Without having to drag the extra one-hundred or so dead weight, on this occasion it was right on schedule. All these engines are now operated by Locomotive Services Ltd, and are maintained in Crewe by the LNWR Heritage Company.
Although not affecting the services that operate on the East Lancs Line, it has been announced that due to poor performance over a long period of time, Trans-Pennine Express has been stripped of its franchise. It will henceforth be known as Trans-Pennine Trains and will be under the control of ‘an operator of last resort’, in other words re-nationalised. It joins six other operators including Northern who have suffered the same fate in recent times. This has once again fuelled calls for the entire system to be brought back into public ownership.
The last day of the month saw the area’s network without any trains due to the ongoing dispute between the members of ASLEF and the rail operators. However, despite being selected as a strike day GB Rail Freight did operated an empty ballast train between Leyland and Doncaster Down Decoy Sidings behind 66:761at just before 07:30 on Wednesday the 31st.
June On Friday the 2nd it was the turn of the Rail Maritime Unions’ members to come out in their dispute, whilst Saturday the 3rd once again there would be no trains on the East Lancs Line due to action by ASLEF.
This dispute has now been running for almost two years and is as much about terms and conditions as pay, although offers of 4% for each of 2022 and 2023 have fallen well short of inflation. Backed by the government, who want to illuminate having a second person on the train and have drivers made responsible for opening and closing doors, the train operators claim their hands are tied in this quarrel. Also on the list of issues are overtime working arrangements and job security. According to the General Secretary his members are fully backing further industrial action into the summer, unless the operating company bosses come back to the table with an acceptable offer and reasonable agreements on terms.
One of the reasons for poor performance is a shortage of fully trained staff. I was once informed by a guard/conductor working for Northern, after he started and when he took his break there would be up to three spare staff on standby in the canteen at Preston Station. But of recent times there wasn’t any spare staff to cover for absenteeism, late running or any other unforeseen problem, and this has been the underlying reason for so many cancellations.
One of the RMT’s major issues is the continued de-staffing of railway stations, people being replaced by machines, even in townships with reasonable large populations. This also discriminates against the older generation who are not familiar with this technology, or are reluctant to use an alternative to cash.
There was a flurry of activity between 07:15 and 07:40 with Colas Rail‘s 70:801 heading west towards Preston Docks with the VTG tanker train. Next was Northern’s 150:136 (52136+57136) on a local. This unit was fitted with experimental safety equipment in 2022 on a trial, which if it proved successful, would be rolled out onto other DMUs. Next up was GB Railfreight’s 66:720 named ‘Wascosa’, on a rake of empty ballast wagons en route to Doncaster from Leyland. This engine is owned by Eversholt Rail (UK). Earlier in the week the loco in charge had was 66:747 ‘Made In Sheffield’. Both these engines are maintained at Doncaster Robert’s Road, by ElectroMotive Diesel Services.
The regular VTG tanker train was hauled by 70:805 on Wednesday and Friday the 21st and 23rd, although it had been 70:804 earlier in the week. Another apparently regular working, is the ballast train between Leyland and Doncaster Down Decoy Sidings, for on the same day it was operating behind GB Rail Freight’s 66:778 later in the week the loco was 66:772 to be followed by 66773 the next week.
On Thursday the 29th the engine on charge of the VTG tanks was 56:091 named ‘Driver Wayne Gaskell – The Godfather’. This was not a Colas Rail loco but one belonging to UK Rail Leasing based in Leicester. Another feature was the distinctive metallic silvery livery of Devon & Cornwall Railways. It was likely that it had been leased by Colas due to a shortage of Class 70 engines which have been the mainstay of this working for over a year. This was the first occasion that a Class 56 had been noted on this working since April 2022.
July For six days from Monday the 3rd ASLEF have placed a ban on working overtime for their respective companies, including those employed by Northern. This may result in some reductions to the services, but these are more likely to affect those operating in the early mornings and late evenings. The members have rejected a 4% increase backdated to 2022 plus another 4% for 2023, in exchange for revisions to the current working arrangements. It had always seemed that to relay on people who were willing to work on rest days and above the hours in a shift was not sound practice.
Following the aberration of seeing a Class 56 on the VTG tanker train, it was back to ‘normal’ on Monday the 3rd, when 70:806 was the train loco. But on Wednesday a Class 56 was back in charge of the lighter load of eight bogie tank wagons headed for the north east. On this occasion the engine was 56:096 in Colas Rail’s livery.
The early morning Leyland to Doncaster train of GB Rail Freight’s bogie ballast wagons continues to run intermittently with 66:788 on Wednesday the 5th and 66:725 on Saturday the 8th.
For several years now the Rotarians of Church and Oswaldtwistle have been tending the railway station in the town to keep it presentable and attractive to passengers and visitors to Ossy Mills. They volunteer every Saturday morning from February to the end of October, planting bulbs and flowers and cleaning the platforms and shelters. They are always on the lookout for more hands to join them in this task, financed by Community Rail Lancashire and Northern’s Adopt A Station Fund.
Although the VTG tanker train had reverted to Class 70 haulage, the motive power on Friday the 14th, was Class 66:035 named ‘Resourceful’ in DB red livery. On this occasion the load was much lighter than usual at only six bogie tank wagons.
Only thirteen years after the construction of Accrington’s ‘eco-friendly’ railway station, news from Northern’s Chief Operating Officer Tricia Williams suggests it is on their list for de-staffing. The explanation for this move is that only one-in-six tickets are now purchased via ticket offices, down from 50% in 2018. They claim that this will be done purely on grounds of “modernisation”. It is also stated that stations will not be left without any presence by a railway employee, but that they will be redeployed on the platforms to assist people to buy their tickets from the automatic ticket vending machines.
One of the people determined to oppose this move is former MP Graham Jones, who along with the prospective Labour candidate for Burnley, whose two railway stations are also on the hit list, has contacted the Chair of the Rail Delivery Group Steven Montgomery to protest against this move. The argument being, that whilst many people are conversant with using machines or buying tickets in advance very many, mostly the older generations, are not. It would also impact on the vulnerable and those who have to travel independently.
We now have a situation whereby if you board a train without first purchasing a ticket you can be liable to a substantial fine of £100 or more, for on-train staff are no longer authorised to sell tickets as before, just to check them. The fact is that this is just another step in removing paid employees from off the payroll for if you were to retain staff they might as well be behind the glass and continuing in their present capacity.
Just as a side note, the ticket machine on Platform 2 at Huncoat Railway Station was out of order on Friday the 14th, displaying the message, “please consult staff if you require assistance in purchasing a ticket”! Not a indication of things to come it is to be hoped.
As expected, there had been no trains operating on Thursday the 20th due to industrial action by the Rail Maritime & Transport Union, who are now to mount a campaign again the proposed massive closure of ticket offices across the North West. As expected it has been confirmed that Accrington Station’s ticket office is on the extensive list of outlets where tickets will not be purchased over the counter in future.
Vigorous campaigns against these closures are to be mounted before the public consultation closes on July 27th, next. The majority of stations on services connected to Accrington are also listed for closure, with only Blackburn so far not included.
Colas Rail’s 66:850 named David Maidment OBE, made a return visit through Accrington on Monday the 23rd, hauling the VTG tanker train to the North East from Preston Docks. It had been previously noted on this service in May 2022.
August Hyndburn’s sitting MP has joined in the campaign to retain staff within the ticket office at Accrington Railway Station by writing to Northern to protest about their proposed changes. These would see the facility staffed between 08:00 and mid-day on Mondays to Fridays, 09:00 and 13:00 on Saturdays, but with no staff at all on Sundays. These operatives would then be known as ‘Journey Makers’.
It has been revealed that during the post pandemic year of 2021/2022, no less than 385,604 people passed through the station. This figure was expected to rise as more people returned to the trains, and new customers chose the railways for their journeys. The automatic ticket machines, which will be the only way to purchase a ticket, do not accept cash and are ‘card only’, which does not suite many intending passengers especially the elderly.
The explanation given by the Chief Operating Officer of Northern, Tricia Williams is, “Only 1 in 6 payments was now made in cash. However, we are creating a more visible customer facing role in order to offer more support to passengers. So no longer will ticket offices be required”.
Another issue will be the loss of access to the disabled toilet. Accrington’s prospective Labour candidate Graham Jones had already voiced his protest against this move .
With ASLEF continuing with their ban on working overtime and rest days, there would again be some disruption to services over the weekend. However, on Friday the 11th the Preston Docks to Haverton Hill tanker train was operating behind Colas Rail’s un-named 66:848, (formerly 66:575), even though the locomotive had been regular 70:804 earlier in the week. Early in the following week 66:702 was noted on the early morning eastbound stone wagons.
On Friday the 18th, the loco on the tanker train to the north east from Preston Docks was Colas Rail’s 70:808 with a full load of 12 bogie wagons.
On Saturday the 19th, West Coast Railways were again through Accrington with a special from Lincoln to Blackburn and beyond. The locomotives on this occasion were 57: 601 ‘Windsor Castle’ (formerly 47:825) and 57:313 ‘Scarborough Castle’ (47:371).
At approximately 10am on Monday the 21st, a lorry hit the railway bridge over Market Street in Church. As is usual all train services were suspended until Network Rail had arrived in order to inspect the damage. Northern issued a statement saying that all trains on the Colne Preston, Blackburn Rainford and Blackpool North York services would be delayed or cancelled for up to 30 minutes. However, services were resumed an hour later. It is difficult to understand why this happened as double-deck buses had sufficient clearance under the bridge adjacent to Church & Oswaldtwistle Station, when they were operating on the Oswaldtwistle services. There are also signs in yellow and black chevrons indicating the maximum clearances through the roadway.
Late into the night of the 24th, the track measuring train was through operating between Wigan and Doncaster, topped and tailed by a pair of Colas Rail’s Class 37 locos. On Friday the 25th, Colas’s tanker train ran with 70:810 in charge.
On Bank Holiday Saturday once again rail services were suspended due to further industrial action by members of the RMT Union. This action affected the majority of rail operating company’s including ‘operator of last resort’ Northern. This long-running dispute does not appear to be any nearer to a satisfactory conclusion.
On Tuesday the 29th, there was a light engine move between Nottingham Eastcroft and Carlisle North Yard. The locomotive involved was Colas Rail’s 56:113.
September Friday the 1st was another day with no trains as ASLEF were out on the picket lines again. This industrial action would spill over into Saturday the 2nd, when a ban on overtime working by the train drivers and a walkout by members of the RMT would cause more cancellations.
The 1st was also the day that the public consultation on the closing of manned ticket offices was due to end. There had been strong opposition to this move across the board, but especially from those championing the cause of the disabled and elderly. Whether this will cause the government to abandon this scheme is doubtful, as they are determined to cut the amount of money they pay to subsidise the rail services. Many feel that the pledge to have staff out on the platforms to assist travellers is only a temporary concession, to be withdrawn surreptitiously at a future date. If you can believe this pledge, why not have them available to dispense tickets in the age-old way? Many of the ticket dispensing machines do not contain a full list of possible destinations and will not accept cash, which again adds to the difficulties that many would encounter should they push it through.
Advanced notice has been given that on Monday the 11th, a meeting of this pressure group will be held in the Crown Hotel Colne at 7pm. It will be addressed by Miranda Baker OBE, the Chief Executive of Lancashire Chamber of Commerce. She has given her backing to have the Colne ↔ Skipton Line reopened to through traffic between West Yorkshire and North East Lancs. The groups stated aims are to have hourly train services connecting these two conurbations, with connections on to wider destinations, with a new station put back in Earby (for Barnoldswick).
Earlier this year the sum of £298millions was earmarked for this project, including £80millions to cover ‘all possible risks’. This out of a total budget of £29billions to improve the region’s network over the next twenty-five years, none of which, according to Chairman Peter Bryson, is to be spent in East Lancashire. He contends that this is not consistent with assurances given by the Prime Minister and the Chancellor, when they visited the region earlier in the year. There are some major players backing the reinstatement including Peel Ports, the Skipton Building Society and the power generator Drax. Several politicians from both sides of the Pennines have also thrown their weight behind this campaign, including Graham Jones the prospective Labour Candidate for this constituency, who was the driving force behind the reinstatement of the Todmorden Curve. Since the scheme for the missing 11½ mile connection began, the cost has almost trebled, with as yet no resolution in sight.
Despite the absence of any service trains Accrington was at least treated to the passing of another of West Coast Railways’ ‘specials’. On this occasion it had originated in Kingston-upon-Hull and travelled via York and the Copy Pit, en route to Carlisle via the West Coast Mainline. The locomotives were from the pool of regular engines available, 57:313 ‘Scarborough Castle’ and 57:601 ‘Windsor Castle’, both in versions of the maroon and cream livery of the tour operator. In Carlisle the train would go down the Settle & Carlisle to Hellifield behind a West Country Bullied Pacific, before arriving in Blackburn from the Ribble Valley Line, where diesel traction would bring in back through Accrington on its return journey.
New in July 1965 to Tinsley Sheds in Sheffield as D1890, 57:313 had previously carried TOPS number 47:371 and had latterly been one of Virgin Trains Thunderbird engines named ‘Tracey Island’. Formerly with First Great Western, 57:601 was new in August 1964 also to Tinsley as D1759, it had previously carried TOPS numbers 47:165, 47:590 and 47:825. Prior to being a West Coast loco it had carried the name of ‘Thomas Telford’.
The tickets for the full tour experience, including meals and drinks was £450 per person with a £90 supplement for a table seating two.
Still the Department of Transport’s Operator Of Last Resort and mindful of the fact that the majority of its diesel multiple units date back to the days of British Rail, Northern has given notice it is looking to place an order for 450 new units, to replace Class 150, 156 and 158 trains. First it will have to find a manufacturer, and then a leasing company who will agree to this investment. The specifications for these replacements include multi-mode propulsion as well as electric, or battery-electric powered sets, with the option of expanding them with the addition of extra centre cars, with a minimum service life of 35 years. It is even possible that there might be more than one company which owns stock procured in phases over a period of time.
There has been a consistent flow of engineering trains passing through in the early mornings all pulled by Class 66s, whilst the track measuring train has also made sorties, after scheduled services have ceased. It appears that Class 56s have had resurgence on the tanker trains of late with Colas Rail’s 56:096 in charge during the week ending Friday the 22nd.
There might have been a problem with Colas Rail’s bitumen train on Tuesday the 26th, as it did not make an appearance until 11:15, when it was noted going west towards Preston Docks. On this occasion it was double-headed by Class 56s only one of which was under power, which seems to suggest the train loco had failed en route, when it should have been returning towards Yorkshire before eleven. However, reports suggest that this combination of motive power would not be bringing the tanks back, as they were to proceed ‘light engine’ to Carlisle from Preston Docks.
Locomotive Services Ltd operated ‘THE STATESMAN’ special from Hull via Leeds, Preston and Carlisle to Appleby, on Wednesday the 27th. The locomotives involved had made regular appearances through Accrington in the recent past, 47:712 ‘Lady Diana Spencer’ in ScotRail livery and #1924 ‘Crewe Diesel Depot’ in the two green livery into which it was first introduced into service. Having come down the Settle & Carlisle and the Ribble Valley lines, it returned through town at 15:14. The stock was all in Pullman colours.
Following the unusual occurrence earlier in the week, Colas Rail’s tanks were back on schedule on Thursday the 28th, with 70:807 in charge. It seems now that the bulk of these trains are now returning from Preston Docks to Haverhill in the North East, rather that Lindsey Oil Terminal near Scunthorpe. Saturday the 30th, was the day when ASLEF went on strike again, in their long-running dispute over pay and conditions. This mean there were no trains running on the East Lancs Lines.
October Accrington was treated to a visit from a steam engine on Sunday the 1st, when Jubilee 45690 ‘Leander’ passed through en route from Carnforth to the East Lancs Railway in Bury. It was hauling just one support carriage and was in Wartime black livery. It was new in March 1936 from Crewe Works.
The first week of the month would see ASLEF on a ban on overtime working, which would have some effect on services, and on Wednesday another total shutdown.
The Conservative Government has announced it has abandoned the Birmingham leg of HS2 to Manchester and is instead to invest £39billions in other railway projects, some of which will be spent in the north. Could this be the incentive for a concerted effort to obtain the funding for the reopening of the Colne to Skipton Line?
After a period of several days on Wednesday the 18th, the Colas Rail tanker train operated again from Preston Docks to the North East, this time behind 70:805. Earlier in the morning the engineers ballast train ran behind GB Railfreight’s 66:778.
The procession of ballast trains has continued earl most mornings, which has been a prelude to work on the East Lancs Line, starting on Sunday 29th, with Rail Support Services replacing trains, with similar to follow one week later.
November It has been announced that the scheme which would have seen 974 railway station ticket offices closed, has now been abandoned. It comes after no less than three-quarters of a million people, including those representing the blind, the disabled and the aged, had protested that this move would have been a great disadvantage deterring people from using the trains. Approximately 60,000 of these were directed at Northern. It also centred around the inadequacy of ticket vending machines to advice on the best prices and routes available to the traveller. The Train Operating representatives state that only 12% of tickets are now purchased over the counter, with a growing proportion now bought on-line, and are angry with the Ministry of Transport of this government, who gave them the go-ahead to implement these closures.
Although it is booked to run as ‘only when required’ the VTG tanker train is now operating less frequently than has previously been the case. However, on Wednesday the 1st, it was being hauled by Colas Rail’s 70:815.
Details of the Rail Support Services that operated on Sundays, October the 29th and November the 5th were, services between Colne and Blackpool South were operating, despite one cancellation, as normal. Trains from Blackpool North were terminating at Rose Grove before returning, having had passengers transferred to coaches for onward journeys to Halifax, before returning to trains for Bradford, Leeds and York.
Local campaigners have been heartened by the commitment of Huw Merriman to meet local MPs to discuss the reopening of the section of lines between Colne and Skipton. He made this in a statement to Parliament on October 26th last. With four of the townships along the East Lancs Line rated are rated as within the top ten of deprived boroughs in the country, it is claimed they will be the ones to benefit from this move, if SELRAP gets its way. This would also include the establishment of a new station along the route at Earby, whilst on the eastern side Bradford is due to have a new station. This has been welcomed by the group’s Chairman Peter Bryson, who is encouraged to believe that some of the money now not to be spent on the northern leg of HS2, will be earmarked for the relaying of the 11½ mile line to create another east/west connection across the Pennines.
On Friday the 10th 57:601 with 57:313 came through town on an empty stock working from Steamtown in Carnforth to York North Road Sidings. The following day this would form the train from Hull to Edinburgh, where there would be a five hour stay in order for passengers to visit the Cities Christmas Markets. Prices were £440 per person inclusive of all meals, a including a six-course dinner. However, there was also a supplement of £90 for a table for two and also extra for a champagne breakfast welcome. Both Castle-named locomotives are regulars on West Coast Railways’ specials, and were in the dual livery of maroon and cream.
The students of Hollins in partnership with artist Karen Allerton, have designed a new artwork called ‘Steam To Green’ detailing the history of railways in the town. It is for display in the booking hall of the station and has attracted praise from Mike Cliffe the Chair of the East Lancashire with Clitheroe Community Rail Partnership. Craig Harrop, Northern’s Regional Director, who supported this project through Northern’s Seedcorn Fund.
On October the 5th, a new station was opened in Kirby called Headbolt Lane. Now it is possible for passengers travelling on Northern’s Blackburn via Accrington, Burnley, Todmorden, and Rochdale to Manchester and Wigan Wallgate, to connect end-on with the latest Merseyrail Class 777 battery electric EMUs, and access Liverpool at Central Station. This service will initially run on an hourly frequency, but will go to every 15 minutes at some point in the future.
Over the weekend of the 18th and 19th more engineering work on the railways in and around the Blackburn area, saw more rail replacements in operation through Accrington. On Saturday there were two people in charge of directing passengers to their trains, one female and one male. On the Sunday the man was undertaking this task alone.
Over the weekend of the 25th and 26th Rail Replacements were again operating. On Saturday there were two people supervising the exchange of passengers, but on Sunday no-one was present to assist. The wording on the back of one of the hi-vis jackets suggested that Arriva was the company providing these services. On Saturday the vehicles noted were, –
December On Friday the first day of the month, West Coast Trains was operating through Accrington on an empty stock working between Steamtown Carnforth and Wakefield Westgate. The stock was to be used on a special from York to the North East the following day, calling at Durham, Darlington and Newcastle-upon-Tyne. It would return via Sunderland Middlesbrough, Thirsk and Ripon. On the journey a ‘sumptuous’ Christmas dinner would be served with all the trimmings and the extras you might expect from a day out costing not far short of £400 per person. The locomotives on this occasion were to two castle-named 57s numbers 601 with 313. It was however some 100 minutes behind its booked time on this part of the outward journey from Carnforth.
On Saturday the 2nd, it was quite surprising to witness Rail Replacement Services operating to replace trains, as this was the first day of a new round of industrial action by members of ASLEF. This could possibly have been because the driver’s Union had only called the withdrawal of labour at extremely short notice. ASLEF had announced another round of stoppages and a ban on all overtime working through until June 2024. Northern must not have been one of those operating companies selected on this particular day, as replacements were operating, for on previous strike days no replacements have run. There were two high-vis clad operatives supervising the exchange of passengers on this occasion.
On Friday the 8th, there were no trains running as Northern was one of the two operating companies selected for strikes by the members of ASLEF, Trans-Penning being the other. However, after several consecutive weekends when ‘rail replacement’ services had been substituted for trains, the trains were back running on Saturday the 9th.
Although the engineering works was due to end a week ago, on Sunday the 10th there were rail replacement services operating once again. There was one co-ordinator on duty, although it seemed from observations that some of the scheduled coaches/buses were not turning up or exceeding late.
Of late it appears that Colas Rail’s VTG tanker train runs on Wednesdays and Fridays only. On the 13th, it was back with Class 56 haulage and again on the 15th with 56:105 a Nottingham based loco in charge of eleven bogie wagons. It also appears that it no longer goes to Lindsay but only to Haverhill in the North East.
Once again on Sunday the 17th, Rail Replacement Services were covering for trains due to the prolonged engineering work.
The empty stock from a Northern Bell excursion passed through Accrington in the evening of Thursday the 21st, Heading back to its Carnforth base behind 57:601 and 57:313.
On the last day of 2023 there were some movements of Civil Engineering trains through Accrington from Bradley Wood to Carlisle New Yard. The first was hauled by Freightliner 66:547 on a 1,400 ton rake of full ballast bogie wagons, the second of half empty wagons was behind 66:784 a GB Railfreight locomotive. This was 13 minutes behind schedule despite only loading to 600 tons. Loco 66547 is allocated to Leeds Midland Road, whilst 66:784 is a Doncaster Roberts Road engine. It was named “Keighley & Worth Valley Railway – 50th Anniversary”, and was formerly numbered 66:081.
Northern Rail was experiencing cancellations due to a lack of drivers unwilling to work overtime through the New Year period, one casualty being a service from Colne to Blackpool South. However, the Manchester Victoria Blackburn Service and the Blackpool North to York were running as normal. This situation would spill over into New Year’s Day.
The majority of interesting happenings have been on the railways in the past twelve months, with several locomotive hauled trains to record including some steam engines. A prolonged period of engineering works in the late autumn saw several weekends when there were no trains at all which improved to just on Sundays only near to the end. This came on top of several strike days due to ongoing industrial disputes.
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CHAPTER 24
The Year 2024
January During the late evening of Tuesday January 2nd at 22:38, the Track Test Train passed through Accrington, en route from Derby Testing Centre to Gannow Junction in Burnley. It was topped by Colas Rail’s 37:116 with the Driver Trailer number 9701 at the rear end. At 23:31 it came through again on its return journey to Derby.
The final week of the month witnessed more industrial action by members of ASLEF, who have banned all overtime working and stage a one-day strike on Wednesday the 31st.
February Following the strike on the last day of the month, Northern Rail’s services were running ‘as normal’ on Thursday the 1st on Accrington’s Railway Station on the morning of the 2nd included – 156:418 on the Blackburn to Headbolt Lane service and 150:136 on the Colne to Preston with a blank plate covering the area where the experimental safety equipment had been installed. The Blackpool North was in the hands of 195:125, whilst the opposite working was operated by 195:128. Although scheduled to run Colas Rail’s VTG tanker train did not materialise in the morning but returned in the afternoon behind 70:817.
On Sunday the 3rd there was a spate of railway cancellations due to a ban on overtime working by members of ASLEF, and these seemed to affect the Preston Colne service in the majority of instances.
On Monday the 5th an early morning freight passed through Accrington from Tuebrook Sidings to Todmorden behind GB Railfreight’s 60:095, a Toton-based locomotive.
On Wednesday the 7th the VTG tanker train ran to the Colas Rail terminal at Haverton behind 70:817. It was considerably late departing from Preston Docks and was still some 17 minutes behind schedule through Accrington with a full rake of fifteen bogie tank wagons.
It is unusual for the locomotive that is rostered to operate Colas Rail’s tanker train when it runs, to be one that works it for the rest of the entire week. However, on Thursday the 15th the engine in charge was 70:816, whereas earlier in the week it had been 70:804. It had departed some 30 minutes late from Preston Docks, and was still half an hour down when it came through Accrington. It was closely followed by Network Rail’s ‘Stone-blowing’ Track Machine also en route from Preston Docks to Guide Bridge sidings.
On Friday the 16th Accrington was treated to the passing of ‘Black Five’ 4-6-0 #44871, on a working from the preserved East Lancs Railway in Bury to Steamtown in Carnforth. It was hauling a ‘support coach’ for the staff who would be serving the customers on one of West Coast’s specials due to operate on the following day. This engine was constructed at Crewe Works and was delivered into service in March 1945. It was first allocated to Longsight Sheds in Manchester, then Stoke, Crewe South and Stockport Edgeley before withdrawal for preservation in 1968. It now carries a 65A shed-plate for St Rollox Works in Glasgow, and is one of the locos rostered to operate the seasonal Glasgow to Fort William ‘Jacobite’ in the summer.
During the final week of the month Colas Rail’s tanks were being hauled by 70:817, the highest numbered of this class. The 800-tonne train was 23-minutes early on Thursday the 29th.
March On a cold first day of metrological spring, Friday the 1st, ASLEF were on a 24-hour strike which meant there were no Northern passenger trains through Accrington, the only freight the early morning stone train empties behind GB Rail freight’s 66:727 named ‘Maritime One’ in a special livery. However, the Colas tanks were not operating.
On Sunday the 3rd, rail fares were increased by on average 5%, which makes them one of the highest in Europe. It is claimed that this is justified by being in line with the rate of inflation for the last twelve months.
On Monday the 4th and Wednesday the 6th, Colas Rail’s 70:810 was in charge of the Preston Docks to Haverton on Teeside tanks with nine bogies in tow. For some time now the destination has exclusively been to the North East, and it appears that the Lindsey Oil Terminus is no longer in operation.
Recently the East Lancs Line has witnessed the passing of no less than four HST Class 43 diesel locomotives. Late on Thursday evening of the 7th, Colas Rail’s Track Measuring Train came through en route from York to Wigan, made up of departmental stock with 43:257 leading and 43:277 at the rear. Of these #277 is named ‘Safety Task Force‘. On Saturday the 9th, the Blue Pullman set was on its way from Barrow-in-Furness to Whitby, running some 58 minutes behind schedule having set off a full 76 minutes late. This special was marketed by Locomotive Services Ltd as the ‘Whitby Jet’. The locos 43:055 and 43:049 and carriages were all liveried in the Nanking Blue of the original Midland Pullman, #049 was also carrying the name ‘Neville Hill‘. By the time it reached its ultimate destination it was only 16 minutes behind time. This gave the passengers it had picked up in Blackburn and at Burnley – Manchester Road as well as other stations a short stay in the resort, before returning in the evening through Accrington on its homeward journey.
In a surprise move the Colas Rail tanker train was behind Freightliner’s 70:009 on Tuesday the 12th. The reason for this could be that Colas is short of its own Class 70s, and have had to hire one in to cover this working. This locomotive is allocated to Leeds – Midland Road engineering works, but is owned by the Akiem Company. It passed through Accrington right on time with a load of ten bogie tank wagons.
On Wednesday the 13th, a serious incident involving a fatality occurred at Church & Oswaldtwistle Railway Station that caused delays and cancellations. Some coaches were drafted in at short notice to cover for those services between Accrington, Colne, Hebden Bridge and Headbolt Lane until the all-clear was given by the authorities. However, there was an unrelated cancellation of a York to Blackpool North service, and the Colas tanks were also running over half an hour behind time again with 70:009 in charge. By 10:35 the station had reopened to traffic.
Later on in the day and running some 120 minutes ahead of schedule, West Coast Railways ran a light engine movement from the East Lancs Preserved Railway’s connection at Castleton to Steamtown Carnforth. This involved 47:237 towing Class 37:676 and had been scheduled to run twenty-four hours previously. Both locos were in the operators maroon livery. The Class 47 was new to Cardiff Canton Depot in March 1974 as D1913.
On Sunday the 17th there was a first through Accrington when Class 68:014 came through towing Direct Rail Services liveried Class 66:427 from Crewe Gresty Road to Leeds. The 68 was formerly fitted for push-pull workings on Chiltern Rail’s services, but on release has received a new livery promoting ‘On Track to a Greener Future. Unlike some members of its class it had not been named.
During the final days of the month Colas Rail’s VTG tankers ran on three consecutive days, which is unusual as it has only run intermittantly since the beginning of the year. On these occasions the locomotive was 70:816. It seemed that the advertised schedule has been superceeded by earlier running as most appearances are at least 20-minutes before time. However, by Thursday the 28th, it was back running to the booked schedule but the locomotive had changed to 70:817. Engine #70:817 was back again on the following day, this time on a light engine movement from Barnetby Sidings to Crewe, Basford Hall.
April The 1st was Easter Monday and services were running as normal, with the addition of an appearance of one of HARSCO’s Rail Grinder and Stone Blowers en route from Carlisle – High Wapping Sidings to Crewe. This same set made a second appearance on Tuesday the 2nd, this time travelling between Chester and Guide Bridge. It was followed shortly afterwards by Colas Rail’s 70:803 with the VTG tanks en route to the north east from Preston Docks. However, something must have gone awry on Wednesday the 3rd, as the VTG tanks were running over fifty minutes late through town. The only train to pass through Accrington on Saturday the 6th, this being an ASLEF strike day, was the West Coast Railway ‘Northern Bell’ excursion from York to Carlisle. The motive power was a regular combination of 57:601 ‘Windsor Castle‘ with 57:313 ‘Scarborough Castle‘. It headed out at 09:45 and would return at 19:20 but with un-named 57:315 replacing 57:601. This locomotive was allocated to Cardiff Canton sheds in November 1965 as D1911. It later received TOPS number 47:234 and was withdrawn from Crewe in December 2004, when it became the property of the Carnforth-based touring company.
It isn’t often that an electric locomotive passes along the East Lancs Line. However, on Tuesday the 9th, there was a light engines movement between Doncaster to Crewe on behalf of Locomotive Services Ltd, which involved 37:521 towing 90:001 ‘Royal Scot‘. The Class 37 was formally D6817 introduced in March 1963 and also carried TOPS number 37:117 when allocated to Thornaby – Tees Sheds. At one stage it was named ‘English China Clay‘, but currently is un-named. The Class 90 was carrying BR’s – InterCity livery, and was built at Crewe Works in 1987 as sub-contractors for GEC.
Wednesday the 10th saw the return of Black 5 number 45407 ‘Lancashire Fusilier‘ on an West Coast Railway’s empty stock working from the East Lancs Railway on behalf of Locomotive Services Ltd. This engine was built by Armstrong Whitworth and was introduced into service during September 1937 to Grimsthorpe Sheds. It was withdrawn from Speke Junction (8C) in August 1968, having spent its working life at Saltley (21A), Kentish Town (14B) and Burton-on-Trent (17B) sheds. It was named after passing into preservation and has appeared through Accrington on several occasions since and during the latter stages of its BR life. It now carries the 65J shed-plate which is for Stirling.
Colas Rail has been ringing the changes with the motive power on the VTG tanker train this week. On Monday the 8th it was 70:816, on Wednesday the 10th 70:809 and on Friday the 12th 70:811.
For the first time Colas Rail’s Lindsey Oil Terminal, which was the original destination of the VTG tanker train from Preston Docks, has been deleted from the list of scheduled workings through Accrington. Although for some time now this train has only worked to Haverton on Teeside it appears now that all the workings will go to the North East. During this week the motive power has included 70:816 and 70:809. Quite by surprise on Thursday the 18th the motive power on the VTG tanks had reverted to Class 56 haulage, with #090 the one in charge. This is a loco allocated to Nottingham depot.
On the last full week of the month the VTG train ran on Monday and then Friday with 70:815 pulling 12 bogie tank wagons. With no progress in the dispute between members of ASLEF and the train operating companies, another round of industrial action will take place in the coming weeks. However, the Labour Party has announced that should it win the next General Election, due by the end of this year, it will within the five-year term of office re-nationalise the railways. It will achieve this by not renewing any of the train operating companies franchises as they expire. This would come at no extra cost to the tax-payers.
May On Wednesday the 1st the VTG tanker train was running a full two hours late heading for Preston Docks. It was the first occasion that it had operated during the week and twelve bogie wagons were being pulled by Class 66:848. This locomotive is one of only five of this type to be operated by Colas Rail and is one of the pair which have not so far been named. It is on lease from its owners Beacon Rail and is maintained at Hoo Junction in Kent.
On the evening of Thursday the 2nd the Colas Rail Test Train was noted en route from York to Wigan. This train consists of yellow Mark II carriages topped and tailed by a pair of Class 37 locomotives. These were 37:219 named ‘Jonty Jarviss‘, formerly D6919, new in January 1964 and 37:254 ‘Cardiff Canton‘ formerly D6954, new in January 1965. Both were initially allocated to 86A Cardiff Canton Sheds and both were brought back into service from preservation. They returned to York just after midnight on Friday the 3rd.
Once again the dispute between the train driver’s union ASLEF and the Operator of Last Resort Northern, will see services affected by a total weeks ban on overtime. This is bound to cause some cancellations and a reduction in services. There will be no trains at all on Thursday the 9th, when Northern Northern is one of the two selected operators to be targeted, Trans-Pennine being the other. This dispute has been on-going since July 2022 with no signs of a resolution, which does not appear to be about money but changes to working practices.
On Wednesday the 7th, the VTG tanker train was back behind Colas Rail’s 56:113 running east some twenty minutes ahead of schedule. The railway station’s information screens were warning travellers of the possibility of delays and cancellations due to ASLEF’s ban on overtime working, and the total withdrawal of services by Northern on Thursday the 8th.
As expected there were no passenger trains operating on this day, except for the Colas Rail tanker train, which was running to a totally different schedule. With little or no other traffic to impede its progress, it was 42 minutes early setting off from Haverton, but did not pass through Accrington until 11:30. It returned at 14:20 with 56:113 still in charge.
On Wednesday the 29th Colas Rail’s 56:049 (Robin of Templecombe) failed between Rishton and Daisyfield Junction, whilst en route to Preston Docks. The blockage resulted in Northern trains on the Headbolt Lane service turning at Accrington, whilst the Preston to Colne trains were turning back in Blackburn. Loco 56:113 was dispatched from Penrith to rescue the stranded train and drag it to Preston Docks. The return VTG service was cancelled with the 56:113 going north light engine. However, on the following day ‘Robin’ came bobbing along heading east, so 56:049 must have been fixed in the meantime.
June By the end of the month and into June the VTG tanker train had reverted back to Class 70 haulage with Colas Rail’s 70:803, 70:812 and 70:816 all being noted.
Northern has initiated a procurement process for a new fleet of multiple units to be introduce from 2029 onwards. The order will consist of 44 x 3-car and 66 x 4-car Multimodal Units or MMUs, (diesel or electric powered units). Although destined for electrified lines there will also be an order for 11 x 3-car EMUs (electric multiple units), with the possibility of a further order for 34 x 3-car and 16 x 4-car EMUs later. The order specifies that the MMUs are capable of being converted to either EMUs or BMUs and vice -versa.
Thursday the 6th saw Northern’s156:416 on the Headbolt Lane to Blackburn service with 156:417 on the Blackburn to Headbolt Lane service.
This has been another disastrous week for Colas. On Monday 56:078 failed on Preston Docks and was unable to return, so 66:847 brought the train back on Tuesday with the failed locomotive on the rear. On Wednesday the 12th the train was cancelled again, having only reached as far as York on its outward journey. However, it was rescheduled to operate onwards but was half-an-hour late through Accrington at 14:54 behind 66:847 named ‘Terry Baker‘. (This locomotive was previously numbered 66:574.
Towards the end of the month Colas had reverted to using double-headed Class 56s. A combination of 56:302 ‘PECO the railway modeller 2016 – 70 years‘ with 56:051 ‘Survival‘ were on duty on Tuesday the 25th and Wednesday the 26th.
In the very early hours of Wednesday morning an engineering train passed through en route from Healey Mills to Blackburn. It returned an hour later at 04:50.
A conversation with an employee of SSI contractors, revealed that they are the firm who are working for Northern to keep the stations on the East Lancs Line clean and tidy. They are also responsible for changing any material displayed in the cases including any advertisements and notices. This particular individual is responsible for all the stations between Colne and Rishton and including Burnley Manchester Road. He also revealed that he works alongside those groups who go under the heading of ‘Friends’ of railway stations who work under the guidance of the of the local East Lancashire Railway Partnership to adopt a station. Members of these groups are rewarded with free rail travel, something that is not available to their contractors.
July It appears as though Colas are having difficulties with its locomotive stock, as on Wednesday and Thursday the 3rd and 4th of the first week they were having to obtain their engines from Freightliner to operate the Preston Docks to Haverton bitumen tanks. The loco on these occasions was again 70:009. The timings have also been inconsistent with both late and early appearances through Accrington.
On Thursday there was also an empty stock working from Steamtown Carnforth to Saltburn Sidings in Cleveland. This was topped-and-tailed by a pair of 47s with 47:802 on the front and 47:826 bringing up the rear. This was probably to operate one of West Coast’s expensive day tours. Number 802 was new in September 1966 as D1950 and was allocated to West Coast mainlines and was previously named ‘Pride of Cumbria‘, and numbered 47:552 in the TOPS series. It was obtained from Direct Rail Services. Number 826 was new in November 1965 as D1976 and allocated to Haymarket Sheds in Edinburgh. In the TOPS series it was first numbered 47:274 then 47:637, and was named ‘Springburn‘ after the locomotive works in Glasgow. Neither loco is currently named.
Class 37:706 from West Coast Railway’s was commandeered to travel light engine from Carnforth to York, in order to take 60103 ‘Flying Scotsman‘ to the railway museum at Shildon. New from the Vulcan Foundry in June, 1961 as D6716 and allocated to Stratford Sheds in East London it also carried TOPS number 37:016. It had previously been named but no longer carries one.
Although the Colas Rail tanker train has been running inconsistently and to anther schedule, on Tuesday the 16th, it was double-headed by 56:105 with 56:090, to be followed the following day by 56:302.
On Tuesday the 23rd, two HST power cars 43:357 and 43:301 passed through Accrington on an unusual working between Derby and Blackburn and return. Owned by Porter brook they were in the mauve livery of Cross Country their last operator. 43:357 was formerly 43:157 and 43:301, 43:101. They were allocated to Network Rail’s Old Dalby near Melton in Leicestershire, where the test track is located.
August On Monday the 5th, the Colas Rail tanker train was back to being double-headed. On this occasion 56:302 with 56:078 were in charge. The following day 56:302 was on its own and running fifteen minutes early. Originally numbered 56:124 it has also carried the name ‘PECO The Railway Modeller 2016 – 70 years‘.
On Saturday the 10th Locomotive Services Ltd ran their North West Wanderer excursion, using a number of locomotive types including Class 50, 47 and 40 on circular legs of a tour around the lines of the region. The final leg brought the train through Accrington in the early evening powered by double-headed Class 37s, 37:409 in ScotRail livery with green liveried 37:521, with, bringing up the rear ‘Peak’ 45:118. 37:409 was new to Cardiff Canton Sheds in March 1965 as D6970, later TOPS 37:270. It had been previously named Loch Awe then Lord Hinton. It had also worked for Direct Rail Services. 37:521 was new in March 1963 and allocated to Tinsley Sheds as D6817. It had also been named English China Clay, and was with Colas Rail. 45:118 was new to Derby Sheds in May 1962 as D67, and renumbered into the TOPS scheme in December 1973. It was withdrawn in May 1987 and went into private preservation. It carries the name Royal Artillery Man, and is kept au the Barrow Hill Roundhouse Museum.
On Saturday the 18th, West Coast Railway’s ran a special from Lincoln to Carlisle. The locos on this were two of the ‘regulars’, 57:313 ‘Scarborough Castle‘ (formerly 47:371), with un-named 57:315 (formerly 47:234).
On Wednesday the 21st, the Colas Rail tanks were behind 56:302, which has been a regular in this turn during recent times.
As a result of unusually high winds Northern Rail’s train services were disrupted on Friday the 23rd, especially those over the Pennines on the York Blackpool services, due to fallen branches and flooding.
On the final day of the month West Coast Railway’s was operating another of their special trains, this time from Kingston upon Hull to Carlisle via Carnforth, where steam would take over. The usual combination of 57:313 ‘Scarborough Castle‘ with 57:315 came through at 09:40 and would return later in the day.
September Following an organised visit to Accrington Station in 2021 at the invitation of Community Rail Lancashire, a group of twenty Asian ladies have adopted the station.They will meet there every week to clean the platforms, arrange colourful floral displays and artworks. They also hope to convert the stations garden into a ‘community space’. It is estimated that over 465,000 people pass through the station every year, and this work will create a good impression of the town.
On two consecutive weekends this month, the service between Blackburn and Manchester Victoria will be replaced by buses between Todmorden and Rochdale, in order that a new bridge taking the railway over the M62 can be put in place. The closures also affect the Motorway as occupation of the site will be required from 9pm on Friday the 6th to 6am on Monday the 9th, and again from Friday the 13th to Monday the 16th.
Probably as a result of engineering work in the Greater Manchester area, the Northern Rail Blackburn to Manchester service is starting from Rochdale. It is going around in the clockwise direction via Todmorden, Burnley Manchester Road, Accrington, Blackburn and Bolton to Victoria.
Following a long and protracted dispute the train drivers have voted to accept a settlement to their claims for a pay rise. After many days lost through strikes, this agreement should be in place for the next three years. It has been the pledge of the new Labour Government to see an end to industrial unrest in several sections of the workforce. The Railway Maritime & Transport Union has also come to a settlement.
On Sunday the 29th Freightliner ran an engineering train from Bradley Wood Junction to Carlisle, passing through Accrington at just before 17:00. The locomotive was 66:510 hauling a long train of empty ballast wagons. This engine is the property of Evershot Rail and on hire to the company.
October With the season for engineering works on the railways getting underway, on Saturday the 5th a train conveying empty ballast bogey wagons passed through Accrington. It was hauled by Class 66:717 ‘Good Old Boy‘ of GB Railfreight, en route from Leyland Sidings to Doncaster Down Decoy and running over an hour late having been held in Blackburn. This locomotive also is leased from Evershot.
On Sunday the 6th the Network Rail weed-killing train passed through Accrington on a tour of the north west’s lines. This would see it on a journey east to Todmorden and return in the early evening. The whole trip taking not far short of a full day. It had been noticeable that the tracks from the cricket field bridge towards town have been choked with grass and weeds for sometime now.
On Wednesday the 16th Colas Rail ran an inspection train around the region. Starting its journey in Crewe at 08:49 it ran via Manchester and the Airport, Piccadilly Station, Eccles, Newton-le-Willows, St Helens, Bootle, Liverpool Lime Street, then through Huyton, Rainhill and Eccles again to Manchester Victoria Station. Continuing on it then passed through Rochdale, Todmorden, Burnley Manchester Road and Rose Grove before reaching Accrington at 14:31. It terminated in Blackburn at 14:31 before returning along the same route to Rochdale, passing Accrington at 14:46. It then continued via Stalybridge, Guide Bridge, Stockport, Cheadle Hulme, Wilmslow, Alderley Edge and Sandbach to Crewe where it terminated at 17:24.
This train consisted of loco 37:418 ‘An Comunn Glaidhealach‘ and inspection saloon #975025 ‘Caroline‘ in a green livery. This locomotive was new to Cardiff Canton Sheds in March 1965 as number D6971, and also carried TOPS number 37:271. It had a period in preservation with Steve Benistol but is now owned by LORAM (UK).
After a period of almost two weeks on Thursday the 17th, the Colas Rail tanker train reappeared behind 56:105. The same combination ran again on the following day.
In the early evening of Saturday the 26th, West Coast Railways return from Carlisle passed through Accrington on its way back to Nottingham where the excursion had commenced earlier in the day. The locomotives were 57:601 with 57:313 a regular combination.
Despite being a Train Operator of Choice (TOC) Northern Rail has been issued with a warning from the office of the Rail Regulator that it must improve its reliability. It has had a long-running spate of cancellations (over 1,000 during half-term alone), and a record of poor timings, often resulting in emergency substitution of rail replacement coaches at short notice.
November The month started badly for Colas Rail as on Friday the 1st, the tanker train stalled whilst going up Copy Pit incline. It blocked the line to all following services from York via Leeds to Blackpool North and from Manchester to Blackburn via Todmorden. Running 209 minutes late it passed through Accrington behind 56:105, the same locomotive that had powered it the previous day.
There had been no such problems for GB Railfreight’s 66:307 ‘Ipswich Town‘ going east on a stone train earlier in the day. This particular engine had been repatriated from mainland Europe, where it had operated numbered 77502.
It has been announced that the flow of bitumen trains between Haverton Hill, Billingham-on-Tees and Preston Docks is to be transferred to road haulage by the end of this month. This is as a result of lesser volumes of bitumen being processed than at first predicted by the Fench-owned Company, Not due to the problems with locomotives although this had been something of a problem in recent times. The flow of loaded tanks originally came from Lindsey Oil Refinery near Scunthorpe, but for the last year and a half had originated from the North East and having been unloaded on the docks one-and-a-half mile branch returned later on in the morning.
It has been announced that Northern Rail has negotiated an agreement with the RMT to alleviate the problems with cancellations over the weekends. It appears as though on this occasion the drivers were not the source of the majority of these issues, but the train ‘conductors’ who were reluctant to work on Saturdays or Sundays. This rapidly follows warnings given to the operator to Improve or else
On Tuesday the 12th there was a light engine movement from Castleton, where the East Lancs Preserved Railway connects with the network, to Carnforth the headquarters of the West Coast Railways Company . The engine involved was 37:676 ‘Loch Rannock‘. This locomotive was to new to Cardiff Canton Sheds in May 1963 as D6826. It later carried TOPS number 37:126. It had been delivering empty coaching stock to the heritage line.
It was a busy morning on Friday the 15th as two trains of note passed through Accrington. The first was an empty returning train of hopper wagons behind GB Railfreight’s 60:095 ‘Snowdon‘, a Toton-based locomotive leased from Beacon Rail.
Although there was a normal train service on Saturday the 16th, Rail Replacements were again in operation on Sunday the 17th.
Various North West politicians have met with the managers of Northern Rail and told them that their plans for improving services are not acceptable and not quick enough to alleviate the problems of cancellations, over-crowding and late running.
On Thursday the 21st trains coming from east of the Pennines were running late having departed from York behind time. The ticket office at Accrington Station was closed so people were having to use the ticket machine in order to purchase their tickets, but this too was on the blink enabling the acquisition of a ‘Promise to Pay’ card despite several attempts. A revenue team was on the platform and Simon assured us we could pay the guard after boarding. However, on the hour-long journey to Blackpool North no one came through the three carriages of the 195 unit so when we arrived in the resort had to negotiate our way out. Worse was to come, for the region had been subjected to storm Bert, and on Saturday evening all cross-Pennine services out of Blackpool had been cancelled, leaving no other option than to return by using two buses.
Not as a result of adverse weather conditions but due to on-going engineering work, Rail Replacement buses/coaches were on duty again on Sunday the 24th.
On the morning of Monday the 25th there was a light engine move by West Coast between Newark North Gate and Steamtown Carnforth. The loco was 57:314 ‘Conwy Castle‘. This was new in August 1965 to Tinsley Sheds as D1891, later receiving TOPS number 47:372.
Returning mid-afternoon 57:010 had been substituted to return to Newark. Previously TOPS 47:231 this loco was new in September 1965 to Cardiff Canton as D1907. It had been named ‘The Silcox Express‘ but does not carry a name now.
December On Sunday the first day of the month Rail Replacement were again in ope5ation.
Northern Trains have issued a warning to intending passengers that there will be a considerable reduction in services up until the New Year especially over the weekends, in some instances no trains at all. This is not entirely due to engineering work, but also due to staff shortages. On Saturday the 7th, all services between Preston and Blackpool North were being replaced by coaches, which would of course affect the cross-Pennine services connecting York with the resort via Accrington.
Very recently new information signs have been installed on the platforms at Accrington. They are better positioned and much easier to read than the ones on the shelters, and give more details of services than before.
Late in the afternoon of Thursday the 5th, West Coast ran another of their excursions. This took the form of one starting in Carnforth, going around by Settle Junction and then down the Ribble Valley Line to Blackburn, where it reversed to go around via Copy Pit and Todmorden to circumnavigate Greater Manchester before returning to Lancaster. In order to achieve this reversal without shunting the locomotives around, this train was topped-and-tailed by 57:315 (formerly 47:234) and 57:601 ‘Windsor Castle‘ (formerly 47:825). Despite the extraordinary fares this train was fully booked.
Local children have been involved in designing artwork to embellish the platforms of Church & Oswaldtwistle Railway Station. The same mural has also been installed at Accrington’s Station, and shows the area of Hyndburn ‘Greenway’ that links the two stations. All those involved in promoting and caring for the local environment praised the work done, including members of the local Rotary Club, the East Lancashire Community Rail Partnership.
As of Sunday the 15th, Northern Trains have introduced a ‘winter’ version of their timetabled services This appears to show that there will be no services connecting Preston and Colne on Sundays.
The Network Rail Safety Inspection Train came through on route to Blackpool North from York Carriage Sidings just prior to mid-day. This was formed of single car DMU 153:311. This was a conversion from a Class 155 unit and incorporates parts designed for Leyland National buses. It was initially allocated to Norwich, Crown Point Depot, but now its home depot is the Rail Testing Centre in Derby. Owned by LORAM it is leased from Porterbrook. The pale blue livery states it is to ‘maintain a safe railway, It would return in the early afternoon to York having completed the inspection. The following day there was a visit from the Stoneblower .
It has been revealed that the North West region has the worst figures for train cancellations in the whole of the country, with the worst performing station being Manchester Victoria followed by Oxford Road also in Cottonopolis.
Northern Trains who is the majority operator has put this down to drivers not wanting to work on their rest days or do extra overtime, due to an agreement with the unions involved. They are committed to enrolling and training extra staff to overcome this problem, but obviously this is a long-term solution, whereas the problems continue in the short-term.
2024 – A Review of the Year
After a period of twenty years the Colas Rail tanker train between Preston Docks and works on the other side of the Pennines, first at Lindsey and then at Haverton oil terminals have ended. Although running ‘as and when required’, it did provide the only regular (if irregular) locomotive hauled trains through Hyndburn. Now apart from trains associated with engineering works, which tend to run very late at night or in the early hours, the only loco-hauled trains are those operated by private entrepreneurs, mainly West Coast Railways. These are infrequent and prohibitively expensive. Despite lots of encouraging sounds the idea of establishing a freight terminal in Huncoat has lost momentum, as has the campaign to re-open the Colne to Skipton Line.
A new Government in Westminster has stated their intention to re-nationalise the railways bit by bit, as the franchises come up for renewal. Meanwhile Northern Trains has come in for criticism again on the grounds of late running and cancellations, also for gross overcrowding at peak times. Despite the fact that they are promising to replace the old stock of DMU’s with new trains.
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A Bus Station For Accrington part 1 – by Ellison Street
The Public Buildings Committee met on the 27th of April 1931, to consider the question of establishing an omnibus station to replace stops scattered around the town centre streets, on the land recently rendered vacant by the demolition of Spring Mill, which had occupied a site between Peel Street and Marquis Street (later Broadway). The Borough Engineer submitted three separate schemes which were all given consideration. Following this he was asked to prepare a fourth scheme to put before this Committee. They also considered a plan for a temporary bus station pending the construction of a permanent structure. It was then resolved that, “In the opinion of this Committee it was impractical to proceed with any of these schemes.” In December, the Public Buildings Committee met and the Borough Engineer submitted a plan showing the utilisation of an area of land on the westerly side of Marquis Street, which provided parking facilities on the basement level, with an inclined approach onto Union Street level with Marquis Street. It was resolved that the Borough Engineer should develop this scheme and prepare an estimate for the cost, together with a scheme for covering over the low-lying ground on the easterly side of Marquis Street, with the basement parking connected to the Market Hall’s basement by means of a subway. The Town Clerk then submitted a letter from the Ministry of Transport requesting a postponement of this scheme, as much of the work on Marquis Street involved the site of the present police station. It was resolved the Council would agree to this postponement, subject to an undertaking being made by the Ministry of Transport, that the funding would not be withdrawn during the interim period.
The Public Buildings Committee met in May 1935, and considered the question of the layout of the land to the rear of the Town Hall, and the Town Clerk submitted a letter from Mr Percy Thomas. He was offering, in collaboration with the Borough Surveyor, to draw up a scheme for the layout of a remodelled town centre at a fee of 50 guineas. This scheme would, besides a new rear aspect to the Town Hall, include a covered outside market, a motor car park, public lavatories and a ‘Motor Omnibus Station’. Mr Thomas also offered to act as consultant architect in the erection of any new buildings at a fee equal to 3% of the cost of the work plus all travelling expenses. It was resolved to recommend the Council should engage the services of Mr Thomas on these terms.
In June 1937, it was resolved, that at a convenient date, the Transport Committee would pay a visit to Blackpool to inspect the new Ribble Bus Station in the town (Talbot Road), in the afternoon of July 8th. It was decided that members of the Public Buildings Committee would accompany the Transport Committee’s party on this excursion.
In 1938 another fledgling scheme, which again would not come to fruition for decades, was the proposal to develop Peel Street into a dedicated bus station to replace stops dispersed around the town centre streets. In February the General Purposes Committee visited Blackburn Road and Peel Street, where the Borough Engineer had, in accordance with his scheme, marked out the Central Area in the plans for improving the carriageway and pavements on Blackburn Road and the site of the new bus station. Following a full explanation by him and consideration of the gardens and roadway between Broadway and the Market Hall, it was resolved to adopt this scheme in principle. It was then resolved that the bus shelter on Peel Street, which had been presented to the town by Thomas Gordon, would not be incorporated into the new bus station element of this scheme. The question of its future use it was resolved should be deferred to the Transport Committee for further consideration, following consultations with the representatives of the donor.
In January 1939 the Public Buildings Committee met when the Borough Engineer submitted a plan for the layout of the proposed new bus station as approved by the Council, and suggested that it might be desirable to proceed with this in the near future. In June at a meeting of the Public Buildings Committee, the Town Clerk reported he had received a communication from the North West Division of the Ministry of Transport, intimating they had no relevant observations to offer on the Council’s proposals. At the August meeting of the General Purposes Committee the Borough Treasurer submitted a plan showing the layout of that proportion of the ‘Central Area Scheme’ which would include a new bus station. In order to carry out this plan, four shops on Peel Street would have to be demolished and their cellars filled in to accommodate it. The markets outside stalls would have to be removed from the Peel Street side of the Market Hall to the side where the fish market was currently located, with those stalls being incorporated into the new outside market scheme. An estimate for the resurfacing of the Peel Street side following the filling in of the shop basements was to be submitted along with quotations from ‘specialist’ firms for the construction of the shelters over the platform footpaths.