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Paul Bigland

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Paul Bigland

Tag Archives: Railways

Thoughts on today’s ‘Northern Powerhouse’ announcements.

20 Friday Mar 2015

Posted by Paul Bigland in Politics, Railways, Transport

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Tags

Investment, Northern Powerhouse, Railways, Transport

Here’s a link to today’s Northern Transport Strategy report

Click to access the-northern-powerhouse-tagged.pdf

My first thoughts?

It’s good to see that the report has added flesh to the bones of Hs3 by coming up with a variety of costed schemes. This shopping list of options should really help to move the debate forward. As for the total bill, it’s worth bearing in mind that all these schemes are loaded with a 60% ‘optimisation bias’ this should decrease once the schemes are worked out in detail.

Of course, lots of questions remain. For example, what route would a new line through the Pennines take? There are also implications for current plans to electrify the Leeds – Manchester Trans-Pennine route through the Colne valley via Huddersfield. Is the scheme likely to be delayed further by the announcement?

Real positives are the way investment focus has shifted away from concentrating on London & the South East & the fact we (at last) seem to be looking at a strategy that involves looking beyond Parliamentary terms or even Network Rail control periods. No doubt the cynics will see these announcements as window dressing for the forthcoming election. I don’t subscribe to that view. There’s been too much work put in by too many folks on all sides of the political divide. Although I do have concerns about the way some Northern politicians all too easily lapse into parochialism – especially on the Eastern side of the Pennines!

Other interesting parts of the announcement are the proposal to simply the fares structure & introduce what sounds like a Northern equivalent to London’s travel zones. Modernising ticketing with a contactless card system should also be welcomed.

Freight often seems to be an afterthought in these grand plans so it’s a welcome change to see a freight strategy mentioned.

Back on another favourite subject (Hs2) I believe this report & the people united behind it demonstrate just how irrelevant those campaigning against Hs2 are nowadays. Rather than it being stopped we’re seeing proposals to bring it to Crewe 6 years earlier than originally planned!

I’ll blog more when I’ve had chance to read through the full report. For now, here are the rail options included in the announcement, along with a map;

Screen-Shot-2015-03-20-at-06.39.19-600x381

• Leeds to Newcastle times of around 50 minutes (compared to a best time of 87 minutes currently): £8.5bn – £14bn – Option 1

• Sheffield to Manchester times of around 27 minutes (compared to a best time of 48 minutes currently), and Manchester to Leeds in around 30 minutes: £12bn – £19bn – Option 2

• Manchester to Leeds times of around 30 minutes (compared to a best time of 49 minutes currently): £6.5bn – £10bn – Option 3

• Liverpool to Manchester times of around 20 minutes (compared to a best time of 32 minutes currently): £8bn – £13bn – Option 4

• Leeds to Hull times of around 28 minutes (compared to a best time of 55 minutes currently): £5.5bn – £9bn – Option 5

Upgrades and cut-offs costing £12.5bn-£23bn-plus

• Leeds to Newcastle journey times of around 70 to 80 minutes: £1bn-£4bn – Option 6

• Sheffield to Manchester times of around 39 minutes: £3bn – £5bn – Option 7

• Manchester to Leeds times of around 34 minutes: £4.5bn – £7bn – Option 8

• Liverpool to Manchester times of around 23 minutes: £4bn and £7bn – Option 9

• Sheffield to Hull times of around 60 minutes (compared to a best time of 86 minutes currently) through upgrading the existing route – Option 10 – or using HS2 into Leeds, combined with the proposed Leeds to Hull improvements

More Rukin revelations (the great Royal Mail fiddle)

18 Wednesday Mar 2015

Posted by Paul Bigland in Hs2, Railways, StopHs2, Transport

≈ 2 Comments

Tags

Anti Hs2 mob, Hs2, Joe Rukin, Politics, Railways

The published minutes of the High Speed Bill Ctte for the 12th March contain an interesting revelation from Stop Hs2’s Joe Rukin on his stunt to stand for MP in the 2010 election. It was all a cynical scam to avoid paying the Royal Mail! Here’s the extract from the minutes:

74. CHAIR: Are you a candidate on this occasion or not?

75. MR RUKIN: No. That was just a publicity stunt to get leaflets to everyone in the constituency for 800 quid.

Click to access 120315_Uncorrected_Morning.pdf

The ‘800 quid’ Rukin refers to is the deposit a candidate must pay to stand in an election (it’s actually £500 but then Rukin’s never been good with facts).

The constituency of Kenilworth & Southam contained 64,362 voters in 2010. At the time, a 2nd class stamp was 32p, so it should have cost StopHs2 £20,595 to distribute his anti-HS2 leaflets. By getting the taxpayer to subsidise the mailshot by disguising it as an electoral leaflet, stopHs2 saved a fortune

Perhaps someone with either knowledge of the postal and/or electoral system might like to answer this unanswered question. Do Royal Mail get reimbursed to deliver election letters out of taxpayers money via the Electoral Commission or similar? If so. Rukin has surely fiddled the taxpayer?

The irony is of course, it saved stopHs2 money but it didn’t save their campaign. That was holed below the waterline when a massive majority of 452 MPs voted to pass the Hs2 Hybrid Bill & it’s been slowly sinking ever since…

UPDATE:

The Cabinet Office have confirmed that the Taxpayers DOES pay for the delivery of the minimum of one leaflet for each candidate in a General Election. This means there’s little doubt that Rukin’s cynical election tactic has duped taxpayers of thousands of pounds.

Election special: Farage’s fag packet calculations are more porkies.

15 Sunday Mar 2015

Posted by Paul Bigland in Hs2, Railways, Transport, UKIP

≈ 3 Comments

Tags

Cornwall, Farage, Hs2, Politics, Railways, UKIP

This month all the major political parties reiterated their support for building Hs2, much to the frustration of the anti Hs2 campaign who’ve clearly had their bluff called. The antis may be busy on social media pretending otherwise but in the real world it’s clear their campaign’s unraveling rapidly. None of the major political parties see them as a credible political force they’re going to lose any sleep over. Only UKIP & the Greens oppose Hs2 & this week UKIP unveiled their Hs2 campaign poster. I have to say, it’s stunning in its blandness. ‘UKIP will stop Hs2 before it runs out of control’ it whimpers.

Nigel Farage travelled to the Chilterns to launch the poster along with UKIPs local Candidate, Chris ‘imaginary friends’ Adams (of Twitter fame, see previous blog). Here’s a report from the Western Morning News;

http://www.westernmorningnews.co.uk/UKIP-scrap-HS2-says-Farage-8211-highlighting-poor/story-26168763-detail/story.html

Note Farage’s claim that “Penzance is five hours 11 minutes from Paddington. It was quicker to get to Penzance before the First World War”.

Really Nigel? Let’s examine that claim shall we?

Today’s fastest service between the two is the 10.06 Paddington – Penzance which takes 5hrs 5mins (not 5hr 11mins as Farage claimed, no train service takes that time). It stops at Reading, Exeter, Newton Abbot & Plymouth before it enters Cornwall.

Sim Harris, the Managing Editor of Railnews (and a Cornishman himself) tells me this: “The best London-Penzance times in 1902 and 1947 were c.9h30 and 7h00 respectively. In summer 1960 (still with steam) the 10.30 ex Padd managed 6h05 (but this was non-stop as far as Plymouth, where an engine change was required). In 1971 the best time was 5h35, but that was again the 10.30. (*others were still taking 6h00+).

Only the BR Intercity 125s made the present timings possible”.

So, Farage is caught out telling porkies yet again. There’s a surprise!

UPDATE at 18:44.

A few hour after I’d written this, Virgin Trains East Coast MD @DavidHorne had done some research through copies of the old Bradshaw timetables & tweeted this;

“Bradshaws 1922 timetable has the Limited dep Paddington 1030, arrive Penzance 1700. Stops at PLY, TRU, Gwinear Rd & St Erth.”

That’s 6hrs 30mins – far short of the current 5hr 05mins. David’s second tweet revealed some genuine pre WW1 timings:

“From Oct 1906 after Westbury route opened, best Pad-Pz journey time was 6h35, cut to 6h30 in 1914 (on the 1030). Now it’s 5h05”

So, there we have it – Farage’s factoid farrago. Once again UKIP haved proved that – as far as they’re concerned, facts are what you make up.

For those who enjoy such things, here are the 1902 & 1922 timetables;

1902 GWR TT A

1922 Bradshaw

People care more about Jeremy Clarkeson than they do about opposing Hs2

11 Wednesday Mar 2015

Posted by Paul Bigland in Hs2, Railways

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Tags

Hs2, Railways, StopHs2

Today’s the 5th anniversary of the launch of Hs2 & also a delicious irony that shows how the only folk who really worry about Hs2 are the people who live on the route.

For years anti Hs2 campaigners have launched petition after petition, trying to drum up opposition to the project & show how many people support them.

They’ve been a disaster. Here’s their best effort;

http://www.bbc.co.uk/news/uk-england-15256229

All they’ve shown is the opposite. Each time they launch a new one, the numbers fall off. Some of the petitions have been given months to run & still got bugger all signatures. Yet anti’s assure us that the ‘majority’ oppose Hs2.

Then, today,the news breaks about Jeremy Clarkson’s ‘fracas’ & suspension by the BBC. Within the space of a few hours, 350,000 sign a petition to have him reinstated.

http://www.bbc.co.uk/news/entertainment-arts-31832698

It puts the anti Hs2 mobs claims of mass public support into perspective, doesn’t it?

 

Why the anti Hs2 campaign won’t be celebrating Hs2’s 5th birthday..

11 Wednesday Mar 2015

Posted by Paul Bigland in Green Party, Hs2, Michael Dugher MP, Politics, Railways, Transport, UKIP

≈ 6 Comments

Tags

Hs2, Joe Rukin, Railways, StopHs2, Transport. Michael Dugher MP, UKIP

Ironically, today the campaign against Hs2 is ‘celebrating’ the 5th anniversary of the announcement of the project.  You would have thought they’d have known better as all they’re doing is drawing attention to their five years of failure in trying to stop it!

With nothing new to say & having no cunning plans now all their previous ones have ended in disappointment & failure StopHs2 are trying to bring back their ‘No votes for you with Hs2’ campaign from the dead.  Bad move. The rotting corpse is too far gone to resuscitate, not least because the anti Hs2 campaign has too few supporters who command too few votes.  I’ve looked at this in two previous blogs;

https://paulbigland.wordpress.com/2015/01/17/the-anti-hs2-campaign-dying-by-degrees-pt1/

&

https://paulbigland.wordpress.com/2015/02/22/the-anti-hs2-campaigns-numbers-dont-add-up-again-social-media-edition/

In the intervening time, things have got worse for their campaign.  The Hs2 Hybrid Bill Committee continue to plough through petitions & remain on course for the Bill to gain Royal Assent by December 2016.

On the political front, all three major parties remain committed to the Hs2 project. The anti Hs2 campaign constantly predicted party political U-turns.  None have ever materialised as no-one is actually frightened by their campaign.  There might be a couple of nervous Tory MPs on the Chilterns Hs2 route but even there the challenge from UKIP seems to be receding after UKIP’s hopeful Chris Adams was exposed in the national media for packing his Twitter feed with fake followers;

https://paulbigland.wordpress.com/2015/02/08/ukip-the-anti-hs2-mob-are-at-it-again/

You can see why UKIP & the anti’s get on, can’t you? Both groups largely rely on imaginary friends!

Meanwhile, Labour’s Shadow Transport Minister gave an interview to February’s ASLEF Journal, where he said: “We are absolutely committed to HS2”

Click to access 1502aslefjournal.pdf

Absolutely no sign of a U-turn there then…

The national opinion polls offer nothing positive either.  The real political race is between parties who all support Hs2, whilst the two that oppose UKIP & The Greens have both had a torrid time.  There’s an almost weekly drip of stories about racism within UKIP (where trying to stop them popping up is like playing a game of ‘whack a mole’) & the Greens have had their Leader, Natalie Bennett, implode in a radio interview that’s gone viral.  The Greens rail policy doesn’t exactly stand up to scrutiny either.  I’ve dissected it here;

https://paulbigland.wordpress.com/2015/03/08/the-greens-rail-policy-is-a-dogmatic-mess/

UK polling reports predict that, between them (at best) the Greens & UKIP will have less than half a dozen MPS. That’s meant to Stophs2?  Oh, please…

Meanwhile, things continue to get worse at home.  At the Hs2 Committee hearing on the 10th March, Denham Against Hs2 Chairman Frank Partridge let the cat out of the bag about the number of Hs2 ‘Action’ groups.  The likes of Hs2aa are still pretending there are over 90.  Frank admitted to the Committee that the real number is ’40 to 50′ – around half the numbers claimed!  More proof (if it were needed) that the campaign’s been exaggerating the size of its activist base.

All this leaves the anti Hs2 campaign with bugger all to celebrate on Hs2’s 5th birthday.  If I was Joe Rukin, I’d be too busy looking through the ‘situations vacant’ columns to be boasting about how a lot of imaginary voters are going to Stop Hs2….

Good news for the Calder valley & other Northern railways

06 Friday Mar 2015

Posted by Paul Bigland in Northern Rail, Rail electrification, Railways, Transport

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Tags

Electrification, Northern Rail, Railways, Transport

Yesterday was a good day for railways in the North. As well as the start of the Northern electric service a report from the Northern Electrification Task Force, set up by the Transport Secretary to advise the government on which areas it should focus its investment was published.

You can find it here.

Click to access EFT_Final_Report_FINAL_web.pdf

Schemes were prioritised into three tiers. Tier 1 (the highest priority) are as follows:

  • Calder Valley (Leeds to Manchester and Preston via Bradford and Brighouse)
  • Liverpool to Manchester via Warrington Central
  • Southport/Kirkby to Salford Crescent
  • Chester to Stockport
  • Northallerton to Middlesbrough
  • Leeds to York via Harrogate
  • Selby to Hull
  • Sheffield (Meadowhall) to Leeds via Barnsley / Castleford & connections
  • Bolton to Clitheroe
  • Sheffield to Doncaster/Wakefield Westgate (Dearne Valley)
  • Hazel Grove to Buxton
  • Warrington to Chester

This is great news for the Calder Valley as the importance of the line as a mixed traffic, Trans Pennine route has been recognised. The line is also a crucial diversionary route for Trans-Pennine Express trains when the Colne Valley is closed for engineering route. As the Colne Valley will be electrified in the near future, the Calder would have been useless to TPE’s future electric services.

The report goes on to say “the routes detailed in Tier One should now be taken forward through the production of more detailed business cases with a view to including them in the work programme for the next rail industry ‘Control Period’ (2019 to 2024). Rail North and Network Rail should jointly progress this work and we therefore ask Government to prioritise resources, identified specifically for this purpose, so that work can progress with the required degree of urgency”.

Another good feature of the report is it recommends a rolling programme of electrification beginning with tier 1 but carrying on until all 3 tiers are complete. The other tiers are these. Tier 2 contains eight routes;

  • Manchester to Sheffield and south-east Manchester local services
  • York to Scarborough
  • Bishop Auckland/Darlington to Saltburn and Sunderland
  • Barnsley to Huddersfield
  • Sheffield to Lincoln via Retford
  • Chester to Crewe
  • Burnley to Colne & Kirkham to Blackpool South
  • Knottingley to Goole

Whilst tier 3 contains a further 12 routes;

  • Barrow to Carnforth
  • Pontefract to Church Fenton
  • Hull to Scarborough
  • Ormskirk to Preston
  • Carlisle to Newcastle
  • Skipton to Carlisle
  • Barton on Humber
  • Cumbrian Coast
  • Doncaster to Gilberdyke
  • Cleethorpes to Thorne (Doncaster)
  • Middlesbrough to Whitby
  • Skipton to Heysham

I would love to think we’ll see such a rolling programme and that (one day) branch lines such as Whitby & Barton on Humber, but I won’t hold my breath! In the meantime, I’ll be happy to see the tier 1 routes included in CP6.

There’s a feeling amongst quite a few people, both within the rail industry, local government and the political arena – that the present Calder Valley service is suppressing demand. Reliability isn’t what it could be, nor is there an express service between Leeds, Bradford & Manchester that could tempt people out of their cars. Electrification could allow this to happen by increasing capacity, speeds & reliability – as well as improving the passenger environment. Now the ball is in the Minister’s court, but this close to an election, don’t expect any announcements until the dust has settled…

Needless to say, there’s a lot in the document and – as always – the devil is in the detail. I’d urge you to read through at your leisure to see the full depth of what’s been considered.

 

 

Northern’s new electrics hit the rails in the North West

05 Thursday Mar 2015

Posted by Paul Bigland in Northern Rail, Railways, Transport

≈ Leave a comment

Tags

Northern Rail, Railways, Travel

Today was a bit of a red letter day for Northern Rail as their new electric train service between Liverpool Lime St & Manchester Airport started carrying fare paying passengers, 53 years after the overhead wires first reached the city when the West Coast Main Line was electrified. I took a trip across the Pennines to Merseyside to check out how it all went & I have to admit I was impressed. The ex-Thameslink Class 319s have received an internal refresh which has greatly improved their tired interior but what really stands out is their performance. These 4-car, 100mph EMUs are replacing 2-car 75mph DMUs on a route that has line speeds of 90mph. Leaving Liverpool Lime St you can be forgiven for not really noticing much difference – except for the absence of the vibration & noise of an underfloor engine. As the service stops at Wavertree Technology Park it doesn’t really get to stretch its legs but that soon changes. From just before Roby until our next stop at Helens Junction, we flew! The acceleration of the 319s is impressive & the trip was a rather exhilarating experience after ‘enjoying’ decades of fairly pedestrian diesel units that wheezed & rattled along the same route the electrics now glide over with ease. The performance was just as ‘electric’ as far as Newton-le-Willows where I swapped riding them for photographing them. Considering the trains have doubled in size I was surprised by how full they were already. Whether this was the first day effect or not I don’t know but two other electric services I saw were just as busy. I’ll pop back in a couple of weeks to find out. On my return I couldn’t resist stopping off at Rainhill station to grab a shot of a 319 passing the site of one of the most famous events in railway history – the Rainhill trials. Here, in 1829, Stephenson’s ‘Rocket’ reached the heady speed of 30mph. Now, Northern’s new electric service will be speeding past at 90mph. How times (eventually) change!

Here’s that picture at Rainhill; http://paulbigland.zenfolio.com/p755024368/h22d6177#h22d6177

The anti Hs2 campaign’s numbers don’t add up, again (social media edition)

22 Sunday Feb 2015

Posted by Paul Bigland in Hs2, Railways, Transport

≈ 2 Comments

Tags

Hs2, Joe Rukin, Railways, StopHs2

On their website, the High Speed 2 Action Alliance make the claim that ‘There are over 172,000 households located within 1km of Phase 1 of HS2, and at least the same again for Phase 2 – meaning over half a million people  impacted by these proposals’. Half a million – wow! – that’s a lot of angry people then, surely? They must be queuing up to protest about Hs2. I mean – if we add all those folks supposedly opposed to Hs2 for ideological or financial reasons, that must be over a million, yes?

Not a chance!

The truth is that, for all the various claims made by anti Hs2 supporters, there’s very little real opposition on the ground. I’ve illustrated this before in a previous blog where I looked at the death of their ‘action group’ network. https://paulbigland.wordpress.com/2015/01/17/the-anti-hs2-campaign-dying-by-degrees-pt1/

In this one I’m exploring their daft claims of mass support further.

One would think that with all these stout yeoman folk of England up in arms it would be easy to get huge groups of them together in protest. That’s certainly the impression the anti Hs2 mob try to give, aided & abetted by sections of the media who’re too lazy to fact check or who support them.

But where are these folks in reality? As they can’t be found in mass demonstrations or packed meeting halls up & down the land, perhaps social media will give a clue? Actually, it does, but it’s not a revelation anti Hs2 campaigners will like. Nowadays, social media is one of the easiest ways for those interested in a campaign to engage & show their support so you might be forgiven in thinking that Facebook & Twitter must be teeming with people outraged by Hs2. The problem is, the anti’s numbers don’t stack up here either. Don’t forget that not everyone following an anti group will be supporting their aims. Many folk will be doing it just to see what they’re up to. Their real support will be lower than the numbers I’m quoting (of course, this applies to pro Hs2 groups too).

Let’s start with the Twitter followers of the main anti Hs2 groups:

Hs2 Action Alliance (@hs2aa): 3,199 followers

StopHs2 (@stophs2): 4,112

I’ve also included both of StopHs2’s leaders.

Joe Rukin (@joerukin): 1,857

Penny Gaines (@penny_gaines): 399

51M (@51M_Hs2project): 610

The umbrella group Action Groups Against Hs2 (AGAHST) don’t have a Twitter account but they do have a supposed ‘Campaign Director’, Deanne DuKhan (@DuKhanD) who has a massive following of err, 654….

Still, surely they can do better over on Facebook can’t they? Wrong again. In 2011 it was estimated that over 30 million UK citizens had a Facebook profile, that’s double the number of UK Twitter accounts. And the scores on the anti Hs2 campaign’s doors?…

Hs2aa: 2,168

https://www.facebook.com/HS2AA?fref=ts

StopHs2: 6,415

https://www.facebook.com/STOP.HS2?fref=ts

51M: 393

https://www.facebook.com/pages/51m_HS2project/218611348167462

It’s worth noting that 51M’s FB account hasn’t been updated since the 1st June 2011.

AGAHST haven’t even bothered with Facebook but their derelict website (where they’re still plugging an epetition that closed in August 2012*) can be found here: http://www.betterthanhs2.org/who-we-are/

Now, what was that tosh about a ‘relentless’ & ‘growing’ campaign again? Whichever way you look at it, the one thing you can’t find is any real majority support for a campaign against Hs2 – anywhere – except in the imaginations of the dwindling number still opposing the project.

*Incidentally, that epetition got a grand total of 26,262 signatures.

UPDATE (10th March 2015)

Oh dear! At today’s Hs2 Committee hearing, Denham Against Hs2 Chairman Frank Partridge  let the cat out of the bag about the number of Hs2 ‘Action’ groups. The likes of Hs2aa are still pretending there are over 90. Frank admitted to the Committee that the real number is ’40 to 50′ – around half the numbers claimed! More proof (if it were needed) that the campaign’s been exaggerating the size of its activist base.

 

 

 

 

 

An example of how Hs2 will benefit the North

18 Wednesday Feb 2015

Posted by Paul Bigland in Hs2, Railways, Transport

≈ 2 Comments

Tags

Grand Central, Hs2, Railways

I’m writing this whilst travelling on Grand Central’s 06:55 service from Bradford to London Kings Cross. I’m a regular user of their trains as they get me from Halifax to the capital in just over 3 hours. They’re comfortable with very competitive fares and have free wifi throughout the train. The West Riding services first started running in May 2010. In the early days passenger numbers were sparse, nowadays they can be full & standing – even in First Class!

Grand Central’s trains are popular with both business and leisure travellers as they offer the residents of Yorkshire a fast direct service to London that allows you to go there & back in a day if you want to. As an aside, GC regularly top the Passenger Focus poll as Britain’s highest-rated long distance train operator for customer satisfaction.

But, hang on – this is something the opponents of High Speed 2 say is what’s bad for the North. They claim Hs2 will suck all the economic life out of the North & only benefit the capital. This train (and me) are perfect examples of why this is nonsense. You see, for 25 years I lived in London. Now I live in Yorkshire – and the only way I can make that possible is by better rail connections between the two. A lot of my work is centered on London. If I don’t have easy access to it I have to move closer or move back. As it is now, I can command a London wage & transfer that spending power back home to Yorkshire. I’m not alone in this as the growing numbers of business travellers using Grand Central’s trains attest to.

So, next time you hear Hs2 opponents like Huddersfield MP Barry Sheerman banging on about how Hs2 would be bad for the North, remind them of the success of Grand Central & how it’s allowed Southerners like me to move away from London – & bring our prosperity with us.

Image

Rail modernisation spells the death knell of the oil lamp & semaphores at Banbury

16 Monday Feb 2015

Tags

Banbury, Modernisation, Railways, Siemens

One of the last outposts of traditional semaphore signalling has heard its death knell today. Siemens Rail Automation has been awarded a £40 million contract by Network Rail to renew life-expired signalling equipment from Leamington Spa to Heyford. This will see the signals & signalboxes at Banbury North & South replaced by Siemens’ Trackguard Westlock computer-based interlocking. The modernization will mean improved headways between Banbury and Aynho Junction, as well as a rationalised layout at Banbury Station to improve operational flexibility and minimise on-going maintenance requirements.

The project is expected to take 22 months.

Banbury has long been an oasis of former GWR lower quadrant semaphore signals, although some were converted to upper quadrant by BR. Some of the signals were still illuminated by paraffin lamps, a practice dating back to the dawn of the railways. Here’s a selection of pictures showing what will disappear:

http://paulbigland.zenfolio.com/p638949268/h5af7f476#h5af7f476

http://paulbigland.zenfolio.com/p638949268/h5af7f44c#h5af7f44c

http://paulbigland.zenfolio.com/p5959592/h53571a28#h53571a28

 

 

 

 

Posted by Paul Bigland | Filed under Railways, Signalling, Transport, UK, Uncategorized

≈ 2 Comments

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