station

Our 2025 holiday: Llanfair­pwllgwyngyll­gogery­chwyrn­drobwll­llan­tysilio­gogo­goch station

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The old station house at Llanfair­pwllgwyngyll­gogery­chwyrn­drobwll­llan­tysilio­gogo­goch station

I wonder how many RSS readers I’ve broken with the title of this blog post? Anyway, our last stop on our day out to Anglesey was Llanfair­pwllgwyngyll­gogery­chwyrn­drobwll­llan­tysilio­gogo­goch railway station.

I think most Brits are award of Llanfair­pwllgwyngyll­gogery­chwyrn­drobwll­llan­tysilio­gogo­goch station’s claim of being the station with the longest name on the British Rail network. However, it’s more commonly known as ‘Llanfairpwll station’ and this is what appears on train destination boards. Indeed, its unnecessarily long name was a contrivance thought up by the railway company that originally built it in the 19th Century as a way of encouraging people to visit it by train. It roughly translates into English as ‘The church of St. Mary of the pool of the white hazels near to the fierce whirlpool and the church of St. Tysilio of the red cave’.

The platforms at Llanfair­pwllgwyngyll­gogery­chwyrn­drobwll­llan­tysilio­gogo­goch station

Llanfairpwll station today

Llanfairpwll station (as I will call it for the rest of this post) isn’t much of a station. It survived the Beeching cuts in the 1960s, but nowadays it gets a rather infrequent service. Going back towards the mainland, there was a wait of over an hour for the next train whilst we were there. And it’s a ‘request stop’ – if you want to get on a train, you need to make a clear signal to the driver of the train, as otherwise services will pass through at low speed. Similarly, if you’re on a train and want to get off there, you need to tell the guard that you want to do so, so that he/she/they can tell the driver to stop.

There are two short platforms – indeed, some trains that do stop there need to use selective door opening as they’re longer than the platforms – and a footbridge. Only platform one, for trains back towards the mainland, is accessible from the car park as there are no ramps or lifts on the footbridge. There is a gate leading from platform two, for trains towards Holyhead, but it would be a very long walk/wheel back into the town.

As well as being a request stop, Llanfairpwll station is unstaffed. The old station master’s house has been restored, but isn’t in use as far as I can tell. There aren’t even any facilities to buy a ticket here. I think Transport for Wales is missing a trick here, as tickets purchased from here could be collectors items. A machine could be installed that even just sells ceremonial platform tickets.

A photo of the outside of James Pringle Weavers at Llanfair­pwllgwyngyll­gogery­chwyrn­drobwll­llan­tysilio­gogo­goch station

Tourist trap

The reality is that most people who go to Llanfairpwll station arrive and depart by road. The station retains a large car park, and the fact that this car park has bays for coaches tells you a lot. Next to the station is a large shop, run by James Pringle Weavers (in reality a subsidiary of Edinburgh Woollen Mill) which sells a range of merchandise with Llanfair­pwllgwyngyll­gogery­chwyrn­drobwll­llan­tysilio­gogo­goch branded on it, amongst other things. I’m sure most people grab a couple of photos on the station platforms before going to the shop, and then moving on, without setting foot on a train. And yes, that’s exactly what we did too.

It’s nice that quirks like this still exist in places in the UK, but I feel like the station itself could be more front and centre. Perhaps, with longer platforms, better access, a more frequent service and some ticket machines, more people might actually visit Llanfairpwll station by rail.

Low Moor railway station

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Low Moor Station

Last summer, Kirkstall Forge became Yorkshire’s newest railway station, and I went to have a look on a free afternoon. But it’s now lost the crown to another new Yorkshire station: Low Moor. And today I popped over to have a look.

Re-opening

Low Moor is technically a re-opening of a station that was closed in the 1960s, following the Beeching report. It used to be a junction station, with a branch line heading down the Spen Valley through Cleckheaton and Heckmondwyke. That branch line was closed, and is now the Spen Valley Greenway, a segregated footpath that I’ve walked a few times (but curiously never blogged about). Low Moor station has an exit onto the Greenway, improving access to it.

For a couple of years in the 1990s, the land once occupied by the old Low Moor station was used for Transperience, a public transport museum. I wrote about it a few years ago despite having never been; it closed due to a lack of visitors, and therefore money.

The new Low Moor station has been quite a long time coming; plans have existed for some time. Its construction has also taken far longer than planned. The local area was a major coalfield, and, during work to build a lift shaft, an uncapped mining shaft was found that didn’t exist on any plans. The station should have therefore opened in 2016, but, hey, better late than never.

The start of construction was also held up due to the need to get a standards derogation for the curved platforms. Modern stations have dead straight platforms, to minimise the gap between trains and the platform edge. Low Moor station is on a curve, and so there are a number of ‘Mind the Gap’ warnings around.

Low Moor Station

The new Low Moor station

So what did I find when I visited? Well, it’s very similar to most new stations that have opened of late. As you’d expect, it is (almost) fully wheelchair accessible; the only exception being the steps down to the Greenway. A ramp for cycles has been provided (but was fenced off) – this seems like a curious omission. Lifts provide access to the two platforms, which surprised me slightly. The station is unstaffed, so if the lifts break down, there’s no assistance for wheelchair users. I’m guessing large ramps would have added to the cost; the station already cost over £10million to build.

As mentioned, Low Moor station is unstaffed, so there’s no ticket office. There is a machine by the car park, however, which has around 100 spaces. When I visited today, there were around 20 cars parked up. Which isn’t a lot, but the station has been open less than a fortnight, and there are almost no road signs to it. I expect that, in time, it’ll be signposted from the nearby M62 as a park-and-ride facility for those travelling into Leeds and Bradford.

Low Moor Station

Services

Which brings me to the train services. There aren’t many of them.

After spending a lot of money on a new station, you might expect there to be a regular train service. But the majority of train services on the Calder Valley line whizz through Low Moor station without stopping. There’s a basic hourly service in each direction: one northbound to Bradford and thence onto Leeds, and one southbound to Halifax and Huddersfield. There’s no direct service to Manchester Victoria.

Grand Central, the open access operator which runs trains between Bradford and London King’s Cross, stop most of their trains at Low Moor, so there is a link to the capital. But these trains only run four times a day in each direction.

It’s a shame that Low Moor hasn’t got a great service, especially considering the money spent. Improvements should, however, come with time. The Calder Valley line is undergoing a multi-million pound upgrade this year, which should see more and faster trains. At present, only 4 trains per hour can use the line in each direction; the upgrade will add a fifth path and hopefully more. This should mean that more trains can stop at Low Moor without existing services having to slow down.

The poor service frequency was part of the reason why I made my visit to Low Moor by car, rather than by train. I’m hoping that getting there by train will be easier in the not too distant future.

There’s a few more photos on Flickr here, and I uploaded a 360° photo to Google Maps Street View here.

Kirkstall Forge – Yorkshire’s newest station

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A photo of the platforms at Kirkstall Forge railway station

Earlier this summer, Yorkshire gained a new railway station on the outskirts of Leeds. Called Kirkstall Forge, it’s located on the Airedale and Wharfedale lines which offer commuter services from the Aire and Wharfe valleys into Leeds and Bradford. And on Wednesday, I went to have a look at it.

Kirkstall Forge gets its name from a large forge that used to exist on the site. It was demolished, leaving a huge area of brownfield land, ripe for development. And it happened to be right next to a railway line. So the site’s developers contributed a sizeable amount of money to ensure that a station could be built. After all, houses near railway stations tend to command higher prices.

The station has been a long time coming; plans were first drawn up 17 years ago in 1999, but it wasn’t until 2014 that all of the funding became available. Construction started later that year, although its location on the River Aire’s flood plain put its opening back to June.

As it was a nice day on Wednesday, I walked to the station from Leeds, along the Leeds-Liverpool Canal. It’s about five miles and took me a bit over an hour to get there. Of course, I was about a third of the way there before I realised that Google Maps wasn’t showing a footpath from the canal towpath to the station. Thankfully, a quick Google search verified that there was indeed a path to link the station to the canal. Indeed, thanks to the footbridge at the station, access to the canal in this area is now greatly improved.

The station itself is nothing special. Two platforms, a footbridge with lifts, a couple of waiting shelters, some seats, a ticket machine and a passenger information system. The latter two of these were out of order, showing a scrolling message about checking the paper timetables. Welcome to 2016, everyone.

Considering that a train passes through the station every 10 minutes in each direction, surprisingly few actually stop there. The basic service seems to be hourly in each direction, to either Leeds or Shipley and Bradford Forster Square. A handful of services instead go to Ilkley or Skipton, but these seem to be limited to peak times.

It might seem a bit of a waste then, to spend millions on a station with such a basic service. But then, there isn’t yet much to serve here. Whilst I’m sure that the forge site will be covered with hundreds of new houses in a few years, right now there was only a little construction taking place. Still, I was not the only person to catch the train towards Bradford, at around 4pm.

Kirkstall Forge, for now, retains the crown of Yorkshire’s newest station, but not for too much longer. South of Bradford, Low Moor station is under construction, on the site of the ill-fated Transperience museum, and is due to open next year. Well, hopefully – it’s already behind schedule after an uncapped mine shaft was found right where one of the lifts was due to be installed. There’s still a big gap in the Bradford-bound platform, at time of writing.

Scott managed to visit Kirkstall Forge before me and wrote about it – and I largely agree. Maybe in a few years, the station will be able to better justify its existence.

Making Victoria Posh

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Manchester Victoria Concourse

Manchester Victoria station has had a rather large makeover. It’s not the dark, dreary place that it once was, and now sports a new roof that lets in far more light. And not before time, too.

One of the worst

Back in 2009, Victoria was named as one of the worst railway stations in Britain. The roof over platforms 1 and 2 and the Metrolink platforms was in a poor state of repair, following damage sustained in the 1996 IRA bomb attack that was never fixed. It leaked, and was partially covered in tarpaulins which made the station seem dark. To prevent fare evasion, ticket inspectors had erected temporary barriers around the platforms with confusing one way systems. Platforms 3-6 were now underneath the Manchester Arena, and were poorly-lit with a confusing layout for the footbridge.

It wasn’t a very inviting station to spend any time in, especially at night.

Management

To understand why the situation at Victoria got so bad, it may be worth looking at the management of the station over the years.

When the railways were privatised in the 1990s, the running of most smaller and medium sized stations was taken over by the largest train operating company (TOC) that called there. Control of major stations was passed to Railtrack, and then Network Rail when Railtrack went bust in 2002. Many of these major stations underwent major regeneration work, which usually involved massive expansion of retail space to bring in more rental income.

Manchester Piccadilly is the biggest station in Manchester and so Railtrack managed it, but management of Victoria has always been with a train operating company: since 2004, this has been Northern Rail. Northern Rail’s franchise was let on a ‘no growth’ basis and so very little investment has been made in either trains or infrastructure, despite Victoria being a major hub for Northern Rail.

Manchester Victoria

Capacity

Victoria was once a much bigger station than Piccadilly, with 17 platforms at its peak. But in the early 1990s, the decision was made to re-route most trans-pennine services away from Victoria to Piccadilly, which is on the West Coast Main Line. Previously, passengers travelling from, say, Leeds to Stoke would have to take a short shuttle service between Stalybridge and Stockport – now they could simply make one change at Manchester Piccadilly. This shuttle still runs, albeit only once a week.

Victoria was subsequently downsized to 6 rail platforms, and 2 platforms for the then new Manchester Metrolink tram system. The now disused platforms on the north side of the station were demolished and the land sold off to build the Manchester Arena which sits above part of the station.

At the time, re-routing services to Piccadilly made sense, as the railways were in a period of managed decline. But following privatisation, passenger numbers have rocketed to record levels, and now capacity at Piccadilly is becoming an issue. Those trans-pennine services have to cross the paths of mainline trains from London on flat junctions, which limits the number of trains that can depart and arrive from Piccadilly station. And of Piccadilly’s 14 platforms, 12 of them are bay, or terminating platforms. Any train that needs to pass through Manchester has to use the two through platforms, numbered 13 and 14, which are now full to capacity. Work is planned to add an additional two through platforms, but in the meantime there can’t be any additional services that cross Manchester city centre via Piccadilly.

1st Class Refreshment Room

The Northern Hub

The Northern Hub project is a Network Rail initiative to improve rail capacity in the north of England, and it’s focussed on Manchester. Part of this will involve a new section of track, called the Ordsall Chord, which will allow trains to leave Victoria going west, and then loop around to Piccadilly. At the moment, most trains that call at Victoria terminate there, even though 4 of its 6 rail platforms are through platforms, which is a poor use of capacity. Upgrades at stations such as Rochdale and Stalybridge will allow trains that currently terminate at Victoria to continue, in turn allowing more trains to stop there. Last year, a new direct Liverpool to Newcastle service started calling at Victoria, and this is likely to be the first of several new long-distance services that will call at Victoria, rather than Piccadilly.

Making Victoria Posh

Eventually, money was found to refurbish Victoria and bring it up to the same sort of standard of other major stations. The old roof is gone, and has been replaced with a new ETFE roof. New flooring has been lain on the concourse, automatic ticket barriers have been installed, and a new footbridge has been erected to improve access to the Manchester Arena. New shop units have been opened and the existing ones refurbished – the old first class refreshment room is now a Starbucks, but retains its original tiled interior.

Meanwhile the Metrolink platforms have also been rebuilt, and expanded from two to four, albeit with only three tracks. Some trams will call at both platforms B and C – they’re lettered to avoid confusion with the rail platforms.

Together, these projects have been branded as ‘Making Victoria Posh’ a pun presumably inspired by Victoria “Posh Spice” Beckham.

A separate project has seen the lines coming into Victoria from the west electrified for the first time. This means that electric trains can run from Victoria to Liverpool Lime Street – these services started earlier this year. Eventually electrification will extended eastwards towards Stalybridge.

The works still aren’t quite complete – there’s a little bit left to do, and only a couple of the retail units are occupied (both of which are coffee shops). But the station already looks so much better than before. No longer will it be an embarrassment to the city.

The Brontë Garden at Sowerby Bridge station

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Brontë Garden

Last month a new garden was officially opened at Sowerby Bridge railway station. It’s called the Brontë Garden, and is maintained by volunteers from the Friends of Sowerby Bridge Railway Station. It sits on a small parcel of land next to the car park, opposite platform one.

The name comes from the station’s slightly tenuous link with the Brontë family. The Brontës hail from over the hills in Haworth, in the Worth Valley, but one of the Brontë siblings was employed at Sowerby Bridge station at its time of opening in the 1840s. He was Branwell Brontë, brother of the three famous sisters Emily, Anne and Charlotte. He was later appointed at another station further up the line at Luddendenfoot – this station succumbed to the rationalisation of the railways in the 1960s and no longer exists.

The Brontë Garden at Sowerby Bridge railway station

The garden isn’t particularly big but does house a bench and small gravelled area, along with some planters built using old railway sleepers. There’s also a restored luggage trolley, with opened suitcases serving as planters.

As well as the garden, the Friends of Sowerby Bridge Railway Station look after various other planters on the platforms, many of which are sponsored by local businesses. It’s a relatively young group, having only been formed in November 2010 (co-incidentally about the same time I moved to Sowerby Bridge). Whilst they are a voluntary group, they’ve done quite a bit to make the station look nicer – a hard ask, thanks to its brutal concrete architectural style.