railways

RailFest 2012

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Sir Nigel Gresley and Tornado

I went to RailFest 2012 at the National Railway Museum yesterday. As it’s still on until Sunday, I’ve decided to write about it now, just in case you have time to go and visit.

Firstly, if you’re not normally interested in trains, then, to be frank, RailFest probably isn’t for you. In essence, you have several items of the NRM’s own collection, mixed in with some visiting trains, both old and new. This is great for train geeks like me, but not so great for those without a passion for rail travel, like Christine, who did not accompany me on this occasion.

You can go onto the footplate, or into the drivers cab of many of the trains on show, and there are plenty of volunteers around to talk with you about the train. Plus, every train on show has an information board, with many answering the question ‘Why is this here?’ as some locomotives are notable. There’s Sarah Siddons, a Metropolitan Railway locomotive preserved by London Underground which is now Britain’s oldest working electric locomotive. Or a class 43 High Speed Train locomotive called 43159, which was part of a pair of locomotives that set the official world speed record for a diesel locomotive, and which is still in regular revenue service with First Great Western. And next to it is 41001, the sole remaining prototype locomotive for the High Speed Train which has just commenced restoration. And then there are the more well-known locomotives – both Mallard and Sir Nigel Gresley were available for footplate talks, as was Tornado, a steam locomotive built in 2008 to original LNER designs.

But in a way it was nice to be able to get up close to some of the trains that we see every day, or look behind the scenes in places where passengers don’t normally go, like the drivers cab. It was particularly interesting comparing the cab of 41001, which dates from 1972, with the cab of one of the Class 395 Hitachi trains which operate on High Speed 1 for Southeastern’s domestic high speed services (and the Javelin services for the upcoming Olympics) which were introduced 37 years later in 2009. Both seem to have a similar number of buttons and controls but the latter could do so much more.

There were also a number of train rides available on standard, narrow and miniature gauge trains, although I didn’t take this up even though they were included with the entry price – £13 for all day if bought in advance online. The site was quite busy, especially in the afternoon, and, unsurprisingly, most visitors were older men with cameras and excitable young boys. The museum itself is open as usual, and remains free to those who aren’t interested in RailFest.

If you are going, allow at least 3 hours for RailFest alone, on top of any time you want to spend in the rest of the museum. I’d also advise bringing your own food as the catering on the RailFest site is extortionate (best part of £10 for a cheeseburger, chips and a bottle of cola). And also think of lots of questions to ask, as the volunteers are more than happy to answer them. It’s well worth the visit.

National Railway Museum

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Swag

I’ve been sent a package by the PA to the National Railway Museum’s Director of Fun, Sam Pointon. While it may not seem odd for a museum which is popular with families to have a director of fun, Sam is only 7 years old, and he’s been there for a year now.

Sam, or rather his PA, has asked me to write about my experiences with the museum and tell you about some of the events that are being held this summer, so here goes.

Like Sam, when I was his age, I was also very keen on trains – having a father who worked for British Rail helped as it meant lots of free rail journeys. I also grew up in York, home of the National Railway Museum and was a regular visitor. At one time, my mum took me almost every Sunday, even when there wasn’t free entry like there is now. My earliest memories were of its ‘Great Rail Exhibition’ in the former York Goods Station, as at the time the main hall was receiving a new roof. Now both the main hall and goods station are used for the museum and open to the public. Further expansions have added a workshop where you can see classic trains being overhauled and restored, as well as access to some of the museum’s archives.

Mallard

Moving out of York in 2002 has meant that my visits have been sadly less frequent. My most recent visit was in 2007 which included a trip on The Yorkshire Wheel, a London Eye-style big wheel which was unfortunately only a temporary attraction and is now elsewhere. As well as seeing classic trains from both the UK and overseas (there’s a driving car from Japan’s Bullet Train, for example), there’s plenty of information about the history of Britain’s railways, and various interesting artefacts.

This summer, a sand sculpture is being built from 20 tonnes of sand by the same people who created a sand sculpture of Charles Darwin in Centenary Square in Bradford last summer. There’s also a major 1930s exhibition, linked in to the recently restored streamlined steam engine the Duchess of Hamilton, which you can see in the photo at the top of the page.

The National Railway Museum is a really great museum and you can easily spend a day there. There’s plenty to do, whether you’re a young child or a grown-up child like me. Best of all, it’s free, and only a few minutes walk from York station. You should go and visit it sometime.

Buying rail tickets

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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

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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

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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

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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.

Rovers returning to Denton?

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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.