Accrington Railways - Robert Kenyon

The lightweight ‘railbus’ was aptly named as it was a rigid railway frame built at Derby’s Litchurch Lane works with a body based on the Leyland National omnibus, which was at that time being produced at their plant in Workington. It was two similar modules coupled back-to-back to make a two car lightweight railcar on ridged frames. Ironically when it was turned out, it was painted blue with grey window sections, the blue being the colour used by Barrow Corporation’s buses, because it was the one colour of which Leyland had a surplus stock! During late September 1981, the East Lancs Line hosted the prototype of the second generation of Diesel Multiple Units numbered Class 140:001. The new DMU was operating on the East Lancs Line up until the 25 th . With a top speed of 75mph, it seated 102 passengers and contained no first class accommodation. It only operated on a reduced and fixed schedule as follows - The Preston to Colne at 09:30 and the Colne to Preston at 10:46. Number 140:001 was just a one-off, but from it was developed the 142 class of DMU’s, albeit with many modifications including remodelled cab ends. These were to provide the staple diet for ‘local’ services having undergone several refurbishments for many years. They were rather disparagingly nicknamed ‘Nodding Donkeys’ due to the way they often rocked whilst braking and accelerating. In the two years from May, 1985 to May, 1987, ninety-six 142 units were introduced, more than half of which were allocated to Newton Heath depot in Manchester, they were numbered between 142:001 and 142:014, and 142:028 to 142:065 and it was these which were often found working the local services through Accrington. Through the period leading up to the end of the century and well into the 21 st the local services had remained in the hands of the 142xxx units, with supplementary help from the British Railways 150xxx class ‘Sprinter’ units dating from 1984, the majority working out of Newton Heath’s allocation. (It is the writer’s opinion that these units came at a time when the future of the East Lancs Line was in serious jeopardy, and could have been a determining factor in the retention of services.) Trans-Pennine services between at first Scarborough and then York to Blackpool North have almost exclusively been in the hands of 158xxx units built in 1989, supplemented on a few occasions by the ‘Super Sprinter’ 156xxx units built by Metro-Cammell during 1987/88. Hyndburn Council were now opposing BR’s plans to single the East Lancs Line from just beyond Gannow Junction to Chaffer’s Sidings in Nelson, which it claimed would save them £98,000. Councillor Len Dickenson had criticised BR for not explaining how this saving would be achieved, whilst Doris Grant thought that the Board were totally ignoring the ‘social’ ramifications of such a move. MP Arthur Davidson was to meet with officials from BR on Friday the 23 rd , in order to discuss this development. October On Saturday the 3 rd , there was another of the ubiquitous Mystery excursions with fares of £6:60p and £3:30p. Blackpool was visited yet again on Sunday the 4 th . Departure from Accrington was at 13:49 arriving at 15:00. The return times were those of Sunday the 27 th , as were the fares of £1:70p and 85p. On the weekend of the 10 th and 11th, there were two more trips to Blackpool for the Illuminations. The Development Services Committee met and the Borough Planning Officer reminded members of the report placed before the Committee in May, regarding the proposed reclamation of the Accrington to Baxenden railway line. As a result the Planning Officer from LCC had been informed of the ‘considerable reservations’ which had been expressed about the long term upkeep of the area north from Nuttall Street, which included Higham’s Lodge and it had been pointed out that in view of the effect these could have on the final proposals, Hyndburn Council could not properly consider the planning application on which it had been consulted on March 11 th , last. Consequently LCC had deleted this particular section from their application and granted themselves planning permission under the Town & Country Planning Act 1976, for this portion of the disused railway line to the south of Nuttall Street. However, this Committee had not been given the opportunity to consider this amended application, and the Borough Planning Officer therefore recommended that the Chief Executive/Clerk of the County Council should be The Preston to Colne service at 12:35 and 15:33. The Colne to Preston service at 13:46 and 16:46. During October it would only operate on -

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