Jan
/ Feb 2005
STRANGE BEDFELLOWS...A NEW YEAR AND A NEW START… gone has First North Western, and in its place we welcome a new train operating company – Serco Ned Rail which took over services on December the 13th 2004 . Along with the new operator, there are different timetables for the South Fylde line and the Blackpool North to York services, which are explained in full inside this newsletter. Also, the contract for Fragonset to provide four carriages and two Class 31 locomotives expired at the end of the old franchise. Pictured above, waiting departure with the 06.40 St.Annes to Greenbank in March 2004, is 31459 Cerberus. Having locomotive hauled stock proved popular with both commuters and enthusiasts alike.
CHAIRMAN’S COLUMN
Firstly, a very happy New Year to all our members – I trust you didn’t
over indulge during the festive season. I sincerely hope that travelling
by train within the new Northern franchise promises to be a pleasant one
– only time will tell.
It is refreshing to note that already Serco Ned Rail have looked at
procuring new rolling stock, even though part of the deal to operate the
Northern franchise didn’t necessarily ask for it. Yes, that’s the good
old Strategic Rail Authority looking after the passengers’ interest yet
again! No wonder I used to treat them with the contempt that they so
richly deserved. The Northern franchise covers a large area, and to expect
a scenario where the amount of rolling stock is kept at ‘status quo’
is a choice taken by decision makers who simply weren’t living in the
real world. The facts are that rail passenger numbers are growing and to
stifle that growth because of poor decision making really does beggar
belief. Let’s face it, if that announcement had been made in the south
of the country, heads would have rolled immediately.
Having said that, it’s good to note that the new operators have
obviously been looking closely at the sums involved, after all, can
£250,000 per annum to lease a Pacer unit be deemed as value for money ?
It is known that they have spread their nets out far and wide, and a
rolling stock manufacturer in China has been tentatively approached. After
all, the advantages in technology which new diesel units would bring would
probably outweigh having to pay more in leasing charges, and believe it or
not, Pacers are now approaching twenty years old. Therefore any self
respecting train operating company with an eye on the future, should be
actively looking for replacements.
So it is likely to be a very interesting period for BAFRUA. Certainly
Serco Nedrail have done a pretty good job in running Mersey Rail, so if
they can continue that momentum with the Northern franchise, the future
for rail travellers will look rosy.
LOCAL TRANSPORT PLANS
Lancashire County and the separate unitary authorities of Blackpool and
Blackburn are required to submit to Government, concept plans covering 5
– year periods. On the 1st of December, a consultation meeting was
hosted by Blackpool Council at which nearly 100 delegates were expected,
to be addressed by six keynote speakers. By those delegates, transport
operators Blackpool buses and taxis, Stagecoach and Virgin trains were
represented as were a number of local neighbourhood groups (BAFRUA was
one), police, Highways Agency and Fylde and Wyre Councils. Given that the
prime aim of the meeting was to discover what residents’ and businesses’
needs were for effective transport provision in the five years from April
2006, the anticipated attendance of over 25 staff from a variety of
Blackpool Council departments was encouraging.
The early part of the meeting was to explain to those present the
legalities, and the hoped – for Government money which would partly pay
for those aspects of the Plan, approved by Government. There then followed
addresses from transport consultants and publicists, showing an
interesting variety of continental road methods of traffic calming,
surfacings to distinguish vehicle and pedestrian areas, and difficulties
inherent in attempts to totally segregate traffic and pedestrian flows by
“Home Zone” schemes.
A major conclusion drawn was that in town centres now congested by
traffic, travelling slowly, the best way was to remove a lot of road
markings, and limit use of traffic lights in favour of roundabouts at
which vehicles had to assess the paths of others and filter in
accordingly. It was also noted that if the general layout of a town had
supermarkets, hospitals, railway stations and workplaces distant from
living areas, the only environmentally sustainable approach was to have
robust bus services (which, if they visited lots of places, may not need a
‘central’ bus station) and deliberate efforts to make walking and
cycling easy and enjoyable. Railways were mentioned only in the context
that they should be related to ‘park and ride’, or preferably, bus
services which call frequently call at the station, and whose passengers’
rail tickets gave free or discounted fares on the bus.
If it is accepted that public transport can do better than now, the
regular, attention grabbing advertising of it, can include such things as
“walking to the bus is healthy”,…..”by using the bus, I saved on
my car expenses and could pay for my holiday”. A campaign to encourage
people out of their cars will bring benefits of healthier people and less
pollution and probably more social interaction.
A presentation then followed about the aim of the ‘Masterplan’- to
make the town a quality place, whether for shops or attractions; some
physical work is already in hand, but it may take many years to achieve in
full. A feature of Blackpool now is that it has no specific town centre or
single massive industrial site. The main tourist area changes are
concentrated between Talbot Road and South Shore, but the whole town must
understand the need for that concentration, and reap the benefits. It is
assumed by the ‘Masterplan’ that 80% of tourist arrivals will be by
car, the remainder by coach, air and train.
The final part of the day was four workshops for delegates to discuss and
preferably suggest solutions for the present problems in the town. Some of
the changes talked about must be made by bus and train operators, or firms
promoting car – sharing, or flexitime to make journeys more pleasant,
but now the Council officers have to prepare a draft Plan. This will be
referred to public exhibition about May 2005, for formal submission to
Government by the end of July 2005. It will be a major task to absorb all
the points raised in the meeting, and to refine them to a 5 year plan of
action, which is expected to include some tramway matters, as variations
in the scheme rejected by Government.
TIMETABLE CHANGES
The introduction of a new train operating company has witnessed changes in
the timetables for the Blackpool South line, and also the Blackpool North
to York services.
Firstly, concentrating on the South Fylde line, for some years now
departures from Blackpool South have, in the main, left on the hour, every
hour. We now have a situation where the hourly service is maintained for
much of the day but trains now leave South at xx.53 minutes past the hour
Mondays to Saturdays. Currently, the details for Sunday services have not
yet been announced but will commence from the 3rd of April 2005.
Moving on to the Blackpool North line, the services to York have been re
– timed. Previously, and since they were first introduced, trains have
left North at xx.47 minutes past the hour, with the majority running
through to the east coast resort of Scarborough. However, services now
leave at xx.30 minutes past the hour and are hourly for most of the day,
Mondays to Fridays – Saturdays are much the same as weekday services but
one or two arrival times in York may differ by a few minutes. These
services no longer travel beyond York, and for passengers wishing to
journey on to Scarborough will have to change at either Leeds or York.
Sunday services differ considerably from weekday services (this situation
has not changed from previous timetables) and are usually two hourly. They
will be affected by engineering work for a number of months, so please
check with National Rail Enquiries on 08457 48 49 50. Quite a lot of these
timetables are shown on our website in greater detail.
Just to confirm services from Blackpool North for Manchester Airport leave
(in the main) at xx.42 minutes past the hour, and Buxton trains generally
depart at xx.09 minutes past the hour, and for Liverpool Lime Street xx.25
minutes past the hour.
WEST COAST MAIN LINE IMPROVEMENTS
THE DOWNSIDE
For some time there have been partial line closures, services replaced by
buses, and other disruption to services south of Manchester, to allow
upgrade of the West Coast Main Line (WCML). Those works will continue to
affect services to Manchester Airport until June 2005 and perhaps beyond.
The new feature of the upgrade is that it now is affecting the Preston to
Oxenholme section of main line at weekends, meaning that services north
from Preston may be by bus, as well as some south of there.
All the timetable leaflets issued by the new ‘Northern’ franchise make
reference to the need to check all journeys carefully, and explaining
which routes will be affected.
FAREWELL TO A STALWART
The Association has recently been informed about the death of our previous
Treasurer, John Morling. John was a quiet man but you could always depend
on him to lend a hand at the most important times, and I can remember very
vividly when we had our sales stand at the annual Lytham model railway
exhibition at Lowther Pavilion. This called for manning over a full
weekend and he always volunteered to cover both days, which was very hard
work.
Our thoughts go out to his widow, Betty, at this sad time – BAFRUA has
indeed lost a great stalwart.(Ed)
BLACKPOOL TRAMWAY - TRACK RENEWALS
Tram services south of Foxhall Square will be suspended from the second
week of January while parts of the track are renewed as part of essential
repairs.
A £983,000 grant to renew track and pointwork at Manchester Square will
see a partial closure of the Promenade and affect traffic on both the Prom
and Lytham Road. Tram services will operate normally between Foxhall
Square and Fleetwood but there will be a substitute bus service between
Foxhall Square and Starr Gate. Traffic flows on the Promenade are expected
to be affected for about 16 weeks.
RAIL PASSENGER COMMITTEE – NORTH WEST REPORT
The statutory passengers’ representatives report annually on their
activities; the following parts of their Chairman’s foreword to the most
recent report very accurately describes the ‘state of the nation’ in
railway terms.
“ In 2003/4 train services overall have neither been punctual nor
reliable – both key needs for passengers.”
“ Far too much late running and overcrowding are aggravated by lack of
reliable information, especially during disruption.”
“Passengers require consistent performance – the industry has much to
improve and much to deliver.”
“ The Strategic Rail Authority took the lead in seeking modernisation
after a decade of virtually invisible industry leadership. However their
consultation process was sometimes rushed, and didn’t prevent the loss
of cross – country services to Liverpool and Blackpool.”
NOT THE MOST INSPIRING PHOTOGRAPH...
that we’ve ever published, after all Bloomfield Road and the area
where the bridge once stood has become a virtual stockade – it is
extremely difficult to get any where near it. However, if you look hard
enough, you will find a fence with a hole in it, which is just about close
enough to get a picture.
The photograph was taken between Christmas and New Year, and it can be
clearly seen the all that is left of the once noble structure is just a
pile of rubble, and the slope of the road leading to the abutments on the
east side. The landscape in the area has changed quite dramatically since
work on the demolition of the bridge started in early November. More
change is on the way with the announcement from Blackpool Football Club
that work will start in February on the construction of their new South
stand, which will be located to the left of the sloping road.
Additionally, a new hotel complex will also be built on the land where the
Tangerine Club once stood, which is beyond the pile of rubble.
Even now, it seems incredible that with these new facilities, it is highly
unlikely that trams, which could have served this area very efficiently,
will ever be seen doing what public transport does best – bringing
hordes of people to an attraction without causing major traffic jams.
After all, if Bolton Wanderers can have a station close to their ground,
why couldn’t Blackpool ?
The decision by the Government Inspector back in September 2004 to allow
Blackpool Borough Council to both demolish the bridge and alter the road
layout, means that one of BAFRUA’s aspirations of wishing to see tracks
re – appearing down the central corridor, and in to the site of
Blackpool Central station, regretfully has had to be abandoned.
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Copyright ©1999/2006
B.A.F.R.U.A. All rights reserved.
Revised: 17, April 2006