Travel

My Travelodge Experience

by
A photo of a Travelodge hotel in Manchester

Update (15th December): I have since spoken to Travelodge about this blog post, and had a good conversation about the points raised. We agreed that my experience was below what I should have expected and that I should be refunded; in turn, I have agreed to make some clarifications to this post. The points about poor customer service and the doors not being locked in particular were taken on board. I would like to thank the manager for getting back to me and taking my concerns seriously.

I don’t often rant about poor customer experiences but feel that I tell you about my night in the Upper Brook Street Travelodge in Manchester.

Firstly, some background – we were going to see Uncaged Monkeys at the Manchester O2 Apollo and needed to stay the night as it didn’t finish while 11pm. We’ve used a couple of other hotels in the area when going to gigs in Manchester but as this was nearby and the rooms were recently reduced to £15 in a sale, I booked it.

Upon arrival at about 6:30pm, the bloke at the reception desk didn’t seem particularly interested in us and directed us to the two self-service check-in machines, one of which was out of order. It walked us through checking in and tried to sell us the add-ons (breakfast, late checkout etc.) that we’d opted out of before when booking before dispensing the keycard and receipt. The receptionist also mentioned that the front door would be locked at 10pn and we’d need to to use our keycard to get in – which is expected really.

The gig started at 7:30pm, so we dumped our bags in the room, quickly changed and headed straight out. The gig was brilliant, and we arrived back at the hotel at 11:30pm. It was at this point that we realised that this hotel was, to be blunt, a bit rubbish.

Firstly, the outside door wasn’t locked, as we were previously told – anyone could get in, and this hotel is on a main road – although the intermediary door to the rooms was locked. In the bedroom, the heating was off, despite it being December and during a particularly cold spell. We found that only 1 set of towels had been provided, and 3 pillows – 2 on the bed and 1 spare. As we both normally sleep with 2, I went back to reception and requested an additional pillow and a towel set, and was told someone would bring them up in about 30 minutes – remember, it’s already 11:30pm now. The receptionist wrote a note and I went back to the room. At 12:15am, there having been no knocks on the door and nothing left outside our room, I went to sleep. No-one knocked overnight as far as I can tell and in the morning there was nothing waiting for us outside the door.

The blocked-out windows at the Travelodge

In the room, there were no bedside tables – just a small alcove in the walls on each side big enough for a mobile phone or a couple of inhalers. There were also no shelves in the shower for shampoo, and no bathmat – meanwhile whilst having a shower the floor would end up very wet because the shower tray wasn’t so much a tray as basically a flat surface.

The photo shows the delightful view out of our window – or lack thereof – there was some sort of superstructure on the side of the hotel which was covered with blue plastic panels. This was due to us being on one side of the hotel with privacy screens – a condition of the planning permission as it’s next to a residential area. Considering we were in a £15 room this is understandable.

Anyway, we checked out. The receptionist, who may also have been the duty manager, asked us how our stay was and we mentioned some of the problems. His answer implied that – get this – they only provide one set of towels in each room, even though two adults had booked to stay in it, and we were supposed to request an additional set. This would have been fine (and understandable, providing two sets when not necessary would mean more washing and higher costs) but it was never explained to us, and we didn’t have time to sort it out earlier in the evening. And after requesting them, to have our request forgotten about was adding insult to injury.

[A couple of paragraphs removed].

This isn’t the first Travelodge I have stayed in – in the past 18 months, I have stayed at Travelodges in Edinburgh and Liverpool and, on the whole, I was reasonably satisfied with them.

As for alternatives – in the past we have stayed at the Ibis Hotel on Charles Street and the Holiday Inn Express on Oxford Road – the latter of which I would especially recommend. It’s a bit pricy at £71 per night (although may be cheaper if there’s an offer on, I think we paid about £50 last time) but the room was really nice, and far more was included in the price, including a hearty buffet breakfast. Similarly I’ve been impressed with my stays with Premier Inn but haven’t yet been at their hotels in the area.

Och Aye The Noo and all that

by
Edinburgh Castle

Tomorrow, Christine and I are off to Edinburgh for four nights. It’ll be my first trip for a couple of years – I was there for a (unsuccessful) job interview in January 2009 – but Christine’s first time, apart from changing trains at Waverley station.

Whilst we both need a break (February has been especially hard for me at work), we’ve also got quite a bit of annual leave that we have to take before the end of the month and so are using the extra time off work to go somewhere a little further afield.

Growing up in York meant that Edinburgh was only 2 1/2 hours by train, so I had a number of day trips whilst growing up. Getting there from Sowerby Bridge and Bradford requires a bit more time and effort since you have to change at York, hence why I haven’t been much lately. It’s a shame as I really like Edinburgh.

Foursquare Thursday will happen as usual tomorrow, through the magic of scheduled posting, as it’s already been written. I have mental drafts for more Foursquare posts for the next few weeks too.
See you next week.

London’s public transport

by
Bakerloo at Waterloo

As a non-Londoner who doesn’t drive, I am generally in awe of London’s public transport.

While any Londoner who’s had to make alternative arrangements during a tube strike will probably disagree, compared to the public transport available in most other British cities London is well ahead.

London Underground, or The Tube, is especially good. You get something like 20 trains every hour through central London, so you rarely have to wait more than 3 minutes for one. And it comes with at least 8 carriages, so you’re likely to be able to get on.

Its buses are cheap – £1.20 with an Oyster card for a single adult ticket (at the time of writing) – and pretty frequent too. And talking of Oyster, you have one card which lets you pay for basically any train, bus, tube or tram in greater London.

It’s not perfect; strikes, for one, happen more frequently than they probably should, and overcrowding is a problem. And the chaos which occurs when something breaks down during the peak periods.

Compare this to Bradford, where we have more expensive buses and no trams or tube to fall back on. The trains are thankfully cheaper but nowhere near as frequent, and not as pervasive – railway stations tend to be fewer and far between, so you’re left with the buses. Though we have some integrated ticketing, it’s only in the form of day rover tickets (which are only sold at travel interchanges) or weekly/monthly travel cards. There’s no pay-as-you-go scheme and it’s not a smartcard like Oyster.

London’s transport is on my mind as Christine and I are spending this weekend in London, and will hopefully be visiting London Zoo. It’s the first time I’ve been to London properly in almost three years, so naturally I’m a little excited.

Buying rail tickets

by
Pendolino

Buying rail tickets for train travel in the UK is complicated. Despite some simplification introduced last year, it’s still possible to buy a range of rail tickets at different prices that will get you on the same seat on the same train.

The fantastic Money Saving Expert has a very thorough guide and it’s well worth a read, but here’s my summarised advice:

  • Buy your rail tickets in advance, and as early as possible – you can get them up to 3 months ahead.
  • Rail tickets bought on the day (so-called ‘walk on fares’) offer lots of flexibility but are also usually the most expensive – you can book as little as 48 hours in advance and save a lot of money.
  • Avoid thetrainline.com – it charges extra fees.
  • You can usually book any ticket from any train company, even if your journey doesn’t use their trains. So you could book with CrossCountry to travel on a First Transpennine Express (FTPE) train and get the same price as you would booking direct with FTPE.
  • Rail Easy displays fares in a different way which can make it easier to find cheaper tickets. I also found that they are more likely to send tickets by first class post for free, rather than charge £6 for next-day delivery. They do charge a booking fee though.
  • If you spend more than £76 per year (or £6 per month) on rail tickets, get a railcard. If you are between the ages of 16 and 25 you can get a 16-25 railcard. You can order a new one right up until the day before your 26th birthday too. Family railcards and senior railcards are also available. They give you 34% off the price of almost all train tickets, including those booked in advance.
  • Sometimes two single rail tickets are cheaper than a return – always check both. This is especially true if you book in advance.
  • Megatrain is worth a look as its fares start from £1 (plus 50p booking fee). Trains run from Sheffield, Derby and Portsmouth into London, but there are connecting coaches from cities like York and Bradford (I travelled from York to London for a total of £3.50 last year). There’s also additional discounts for NUS Extra card holders.

There are many more tips out there, which shows how confusing the system is. Ultimately, the best way to get the cheapest fare is to book as far in advance as possible, use a railcard and shop around a bit.

When 2 become 1 – Bradford stations prologue

by

In my ‘Bradford – a tale of two stations‘ post a few weeks ago I mentioned that many plans had been made to connect the city’s two stations together over the years but nothing had come of it.

The latest set of plans have been published by a couple of local businessmen. It would create a new station called ‘Bradford Central’ which would be on the bridge carrying the tracks through the city. This would be linked to the existing bus station at Bradford Interchange but it’s probable that the two railway stations would close under the plans.

The proposed station certainly looks good in the artist drawings, and very little demolition would be necessary – just the Royal Mail depot at Forster Court (which has been earmarked for eventual demolition anyway as far as I am aware). It would take some land from the Westfield development but would have the advantage that the site would be very close to the station – therefore increasing footfall in the proposed shops. There’s even a chance that Westfield would help fund it, as they did in London when their White City shopping centre opened recently; this saw a new railway station, new Tube station and another Tube station extensively refurbished with Westfield putting up a lot of the money.

The projected cost of the scheme would be £100m, which is a lot of money. We’ve just come out of a recession and the massive public fund deficit means that money from central government is probably not going to be very forthcoming.

The design of the station would make any potential expansion difficult – it provides 4 platforms but this is less than the 7 that the two existing stations provide between them. Of course, should the platforms at Bradford Interchange remain open for terminating services then potential capacity problems would be alleviated somewhat. However, adding extra platforms to the new station would be very difficult due to its elevated state, and the probably lack of land to expand into.

Despite all this, I really, really hope that this comes to fruition. The current station at Interchange looks very dark and tired, and needs replacing. Enabling through services, rather than having trains reverse, would make routing trains through Bradford more attractive. And it may be the catalyst that gets the Westfield development back on track and would give people more reason to visit the city. But it’s early days and we’ve been in this situation many times before – I’m not getting my hopes up.

Bradford – a tale of two stations

by
A sign outside Bradford Interchange saying 'trains this way'

One of the things often said about Bradford is this:

Bradford has two train stations – but you have to change at Leeds to go anywhere!

While that’s not strictly true, as Bradford does have regular direct services to York, Manchester, Preston, and, from later this month, London, to go to many places outside the north of England it’s necessary to change at Leeds or Manchester. Bradford may have two stations, but both are quite small and only serve regional trains and commuter services – apart from the aforementioned London service starting in 3 weeks time, there are no inter-city services.

It wasn’t supposed to be this way.

First stations

Bradford’s first station was opened in 1846 by the Leeds and Bradford Railway Company, and was a line from Leeds Wellington Street (now Leeds City station) via the Aire Valley and Shipley. Until then, Bradford’s closest station was Brighouse, which was then known as ‘Brighouse for Bradford’, opened in 1840. The station was located off Kirkgate, to the north of the city centre.

In 1850, the Lancashire and Yorkshire Railway built another station, known as Bradford Exchange, to the south of the city centre off Hall Ings.

In 1853, the rapidly-expanding Midland Railway took over the Leeds and Bradford Railway, and the first Bradford station was re-built.

Yet another station, Bradford Adolphus Street, was added in 1854, by the Leeds, Bradford and Halifax Junction Railway. This station was short-lived; it was the furthest from the city centre and closed to passengers in 1867; services were diverted to Bradford Exchange. It remained as a goods station until the 1960s, when it was closed, and was demolished in the 1980s when the A650 Wakefield Road was widened.

Rebuilding

With Bradford Exchange taking on Bradford Adolphus Street’s passengers as well, it became necessary to expand the station in the 1880s and a new 10-platform station was built on the same site. Operationally the station acted as two separate stations; part for the Lancashire & Yorkshire Railway and the other for the Great Northern Railway, with separate booking offices.

Mirroring the trend, the Midland Railway’s Bradford station was rebuilt in the 1890s with 6 platforms, and this included the building of a goods station and a hotel, which survives today as the Midland Hotel. From around this time, the station was known as ‘Bradford Market Street’ to differentiate it from the Exchange station. Bradford now had 2 large stations, with 16 platforms between the two.

In the 1900s Midland Railway had completed its Midland Main Line between London and Leeds, and the Settle-Carlisle Line between Leeds and Carlisle, however, it didn’t own the tracks to Leeds and trains were required to reverse. It therefore had an ambitious plan for a new line via its Bradford Market Street station, involving a long tunnel through the city. Trains would therefore be able to operate directly from London to Scotland, via Bradford.

Unfortunately, this never happened; the first world war broke out and this caused the end of the age of prosperity for the railways. In 1923, the multitude of small railway companies were forcibly grouped into four large companies; after the second world war became nationalisation and the creation of the British Railways Board. Around 1924 ‘Bradford Market Street’ became ‘Bradford Forster Square’.

Beeching

The Beeching Cuts of the 1960s hit Bradford quite hard. Many local services were cut, and the Wharfedale Line to Ilkley was proposed for closure. Thankfully, it was saved through local council subsidies. The cuts meant that by 1973 Bradford Exchange was too big; there were not enough services to justify having 10 platforms. A new station was built further away from the city centre, near Bridge Street, with just 4 platforms; this is the station which survives today. In 1983, a bus station was opened next to the railway station and it was renamed ‘Bradford Interchange’ to reflect its status as a multi-modal transport interchange.

In the early 1990s, Metro, West Yorkshire’s public transport executive, decided to fund the electrification of the Airedale and Wharfedale lines to promote passenger growth. In doing so, it was decided to close the existing station at Forster Square, which was also now too big for the small number of services still running and had become very run-down, and construct a new station taking over the ends of the platforms on the city centre side of the station.

Present day

Which brings us to the present day. Unlike 100 years ago, when Bradford had two large stations and direct trains all over the country, we now have two small stations with 3 and 4 platforms respectively. Had the Midland Railway’s grand plans gone ahead, Bradford would have been a key destination on the Midland Main Line, instead of Leeds. I have no doubt that the history of the twin Yorkshire cities would have been very different had that line been built.

But why does Bradford still have 2 stations? In other cities like Leeds, Sheffield and Birmingham, rationalisation in the 1960s saw smaller stations closed and routes combined to create large central stations. If you look at a map of Bradford, you’ll even see that the two stations roughly align with each other. Furthermore, there’s presently not a lot of buildings in between them, due to most of the land having been cleared for the mothballed Westfield shopping centre. Couldn’t they be connected up?

The plan has been mooted many times over the years, however, it’s not that simple. First of all, although the stations are on the same alignment, there is a considerable altitude difference; Bradford Interchange is several metres higher up than Bradford Forster Square which is at the very bottom of Bradforddale (the valley that links Bradford with the Aire Valley). Any railway line would have to be carried by bridge across the town, and with quite steep gradients. As well as Westfield, there are other building such as the new Magistrate’s Court which are planned for the land where the tracks would go. And despite being talked about for years, nobody has come up with any detailed designs, nor the money for such a line. And in any case, Bradford is not a strategic place on the railway network – all of the lines that serve it are purely regional or for local commuters. If it was to be built, it would cost a lot of money which probably wouldn’t provide much benefit, considering that Bradford is well away from the main lines. Its proximity to Leeds doesn’t help, either.

While train services to Bradford have improved somewhat over the past 20 years, I don’t expect to see any big plans for Bradford like we saw 100 years ago. I guess we’ll still be changing at Leeds for years to come.

The Calder Valley Line

by
A Grand Central and a Northern train side-by-side at Bradford Interchange, on the Calder Valley line

This is an entry about the Calder Valley Line (also known as the Caldervale Line), which takes trains from my home town of York, through to Bradford where I currently reside, and onto Manchester and Blackpool, where Christine lives. As you can imagine, I use this railway line a lot.

Technically speaking it’s a ‘route’ rather than a ‘line’, as the sections of track were built at different times by different companies and it shares tracks with other services for a number of sections, but it’s known as the Calder Valley Line. This is because it passes through the upper Calder Valley.

Bradford and Blackpool are on roughly the same latitude, so in an ideal world there would be almost a straight line between them. Alas, the Pennine Hills are in the way, and so the railways tend to follow the valleys and serve the communities in them. Indeed, on leaving Bradford the trains head almost due south, before then curving around to face south-west to reach Halifax.

The line certainly isn’t the most modern in the country. It saw quite a bit of attention in the 1980s, when a number of stations closed in the 1960s were re-opened, and new trains were introduced for some services in the early 1990s. But apart from a new junction outside Bradford there hasn’t been much significant investment in the line of late. Some sections, such as the 9 miles between Burnley and Todmorden, have very slow line speeds of around 45 mph, compared with the usual minimum of 60 mph elsewhere. Consequently, the train from Bradford to Blackpool takes 1 hour and 50 minutes, which is slower than it would be to drive (around 1 hour 35 minutes) despite the driving route taking you via Manchester and being much further in distance.

But some changes are afoot. South of Bradford, a new railway station at Low Moor should be open by the end of 2012, again to replace one closed in the 1960s. Blackpool trains, which skip many intermediate stops elsewhere, won’t stop there but it will be served by a number of local services, and its location close to the M606 on the site previously occupied by Transperience means it will be suited for park-and-ride facilities. Manchester Victoria station is due for a major refurbishment and by 2017 there should be more frequent services to Bradford, as well as new direct services to Manchester Airport and Liverpool from Bradford. A new section of track will allow trains from Burnley to reach Manchester via Todmorden, although this plan is presently unfunded, And the line connecting Blackpool to Preston is due to be electrified later this decade, although that will largely benefit local services and not trains from Yorkshire.

A faster service to Blackpool from Bradford would be most welcome – obviously it would be nice for me but if it becomes faster than travelling by car then it will be more likely to pull in extra passengers. New or refurbished trains would be nice; while the Express Sprinter trains that usually run on the line aren’t too bad, they’re in need of a refit as many carry most of their original fixtures and fittings which have become well-worn over the past 20 years.

The Calder Valley Line is a useful route, covering a long distance and linking many northern towns together, but it could really do with some more TLC. Hopefully in 10 years time I won’t have to use it so much, but I can hope that if I do it’ll be a quicker and more comfortable experience.

Transperience, Bradford’s forgotten transport museum

by
A photo of the former auditorium at Transperience

At the weekend I wrote a new Wikipedia article about Transperience.

The Transperience Museum

Transperience was a museum that I was aware of when I was younger, and I remember seeing leaflets about it. But neither I, nor my parents, had never had the chance to visit it during the short time that it was open.

It was essentially an open-air museum of passenger transport. There were some transport simulators, as well as a working one kilometre tram line and a couple of trolleybuses. In addition, there was an auditorium and some workshops were its preserved vehicles were maintained.

The museum was built on the site of Low Moor station, south of Bradford. The station used to be at the junction of the Caldervale Line, between Bradford and Manchester, with the Spen Valley Line which ran through Cleckheaton, Heckmondwike and Liversedge. The station, and the whole Spen Valley Line, were closed in the 1960s, but the Caldervale Line thankfully remains. Otherwise, my regular trips to Blackpool would be far more difficult.

Closure

Despite being right next to junction 2 of the M606 and easy reach of the M62, and costing £11.5 million to build, the park closed in 1997. It had only been open for a little over 2 years. Unfortunately, it couldn’t attract enough visitors to be viable, and was £1 million in the red by the time it was taken over by administrators. The land was mostly sold off to a private developer and is now an industrial estate. The route of the tram line now forms the first part of the Spen Valley Greenway, a footpath and cycle route which follows the route of the Spen Valley Line. Some buildings, like the auditorium remain, but overgrown and derelict.

Interestingly, the site is likely to go full circle. Metro, the public body which manages passenger transport in West Yorkshire, has plans to re-open Low Moor station. Its location close to the M606 means it would make a good parkway station. Plus, it will allow residents of Low Moor and towns in the Spen Valley to catch the train without having to travel into central Bradford or Leeds. It’s likely that the few remaining relics of Transperience will be tarmacked over by the new station’s car park. The station is proposed for 2012, subject to planning permission and funding.

It’s a shame that I never had chance to visit Transperience, as it seemed like an interesting museum that suffered from poor marketing and a lack of focus. Thankfully, museums such as the Crich Tramway Village have succeeded where Transperience failed.

Update (Dec 2016): Work on the new Low Moor railway station is underway, with a likely opening date in 2017. Most of the Transperience infrastructure that remained by 2010 is still there, albeit still abandoned.

The header image for this post is Copyright Humphrey Bolton and licensed for reuse under this Creative Commons Licence

Rovers returning to Denton?

by
A screenshot of the advice on the National Rail Enquiries web site advising people to catch a replacement bus service from outside the Rovers Return Inn on Coronation Street

This is a screenshot of the National Rail Enquiries website, specifically the ‘transport links’ section of the information page for Denton station in South Manchester. If you can’t read the screenshot, or if the page gets changed, it says the following:

Location for Rail Replacement Services: Outside the Rovers Return on Coronation Street

For those who are not familiar with British TV shows, the Rovers Return Inn is a fictional pub in the soap Coronation Street. Though the soap is set and filmed in Manchester, there is no such street anywhere near Denton station.

It’s therefore likely that someone at National Rail Enquiries, or whoever supplies the data, had a little joke, because it’s highly unlikely Denton will ever have replacement bus services (or at least, not in the near future). Denton station is currently only served by one train per week, currently running during the daytime on Fridays, on a service between Stalybridge and Stockport. The station itself has just one platform, and there aren’t even any signs there – just a bench and some lights.

Denton Railway Station © Copyright Eifion Bedford and licensed for reuse under this Creative Commons Licence.

Stockport to Stalybridge Line

It was never always like this. Back in the early 1990s, the Stockport to Stalybridge line saw a regular service. This was because trans-pennine trains from Leeds would call at Manchester Victoria, which only serves other local and regional services. Mainline services to London and Scotland instead departed from the bigger Manchester Piccadilly, and so this service allowed those wanting to travel from Leeds to destinations south of Manchester to bypass the city and connect with mainline services at Stockport.

But the trans-pennine trains were diverted to Manchester Piccadilly in the 1990s and Metrolink started operating in 1992, and so this service was seen as largely unnecessary. But because the trains on this route were the only ones that called at Denton, and Reddish South further along the line, the decision was taken to keep a minimum service running to avoid the legal processes of formally closing the stations. Thus, the service that now runs is a ‘Parliamentary train‘, to maintain the ‘legal fiction‘ that the station is open when in fact it is all-but closed.

There are at least 10 stations in the UK which are served by one service per week to keep them open. Some others have been closed ‘temporarily’, which means that no trains need call there but a designated rail replacement bus operates. A recent example was the Watford and Rickmansworth railway in North London – closed in 1996 but it was still possible to buy train tickets to it nearly 10 years later. Thankfully, that line may have a future as the proposed Croxley Rail Link.

Bradford good for transport links?

by

According to this article, Bradford is the best British city for business due to its transport links. It’s a little scant on details, but it claims Bradford has good transport links and low levels of congestion.

Now I live in Bradford, and this surprises me. To start with, here’s what is good about transport in Bradford:

  • Roads – Bradford has good links with the M62, via the M606 and the A650/A641, and the bits of the central ring road that have been completed make for a good bypass of the city centre. The signposting is generally good and even at peak times traffic generally keeps moving.
  • Buses – Bradford Interchange is a large, modern bus station with both short and mid-distance bus services and long distance coach services serving a wide variety of destinations, including many airports. It’s also connected to the railway station. Bus services are frequent and reasonably cheap.
  • Trains – Bradford has two railway stations, with trains at least every 15 minutes to Leeds all day and regular local services. A couple of trains run direct to London each day.

But there’s a lot that needs improving.

Roads

The central ring road isn’t finished, and probably never will be. Part of the missing bit requires demolishing listed buildings around the university, or tunnelling underneath it, which would be prohibitively expensive. The missing section therefore uses older roads in the city centre, which makes for a confusing one-way system on roads not designed for the level of traffic they now take.

And while the road connections to the south and to Leeds are adequate, to the north the road quality falls sharply. Anyone who’s ever wanted to drive from Bradford to north Lancashire would testify to this, as you crawl through places like Saltaire and Keighley. Leeds Bradford Airport, for example, is only accessible via a single carriageway A-road, which passes through suburbs and villages on the way. And the outer ring road is mostly a joke – it’s a series of existing roads roughly forming a ring around the city that were designated a number. Most sections are not designed for the amount of traffic they now carry, and so it’s often quicker to use the central ring road rather than try to avoid the city altogether.

Buses

To be honest I don’t have a lot to fault Bradford’s bus services on – compared to other cities they’re pretty good.

Trains

One of the local sayings here is on the lines of ‘Bradford may have 2 railway stations, but you still need to change at Leeds to go anywhere’. Unfortunately this is quite true – the direct service to London is only twice a day, and there are no long distance services, just hourly mid-distance trains which stretch out to York, Manchester, Wakefield, Blackpool and Preston.

To go anywhere else, and you have to change at Leeds or Manchester, and since the trains call at Manchester Victoria and not Piccadilly, you might as well just go via Leeds. Leeds Bradford Airport is one of the few airports in the country that doesn’t have a railway station or concrete plans for one, despite its proximity to the Leeds-Harrogate railway line. Most of the trains which run into Bradford Interchange are at least 15 years old and tend to be handed down from other companies when they get new trains – the only ‘new’ trains running into Bradford are those which serve Ilkley, Skipton and Leeds from Bradford Forster Square.

Bradford’s transport links aren’t bad on the whole, but to call them the best is laughable. There is so much that can be done to improve transport here, especially the railways.

Creative Commons License
Except where otherwise noted, the content on this site is licensed under a Creative Commons Attribution-ShareAlike 4.0 International License.