Accrington Railways - Robert Kenyon

alternative freight route, but these apart this line was very under used. At some point in the future there might even be the prospect of reopening the stations at Chatburn and Gisburn to boost patronage. This would also be in keeping with the current trends of encouraging people to get out into the country to spend their leisure time. Asked at the 2004 meeting, “What were the views on the closing of the branch line from Gannow Junction, Burnley to Colne?” I said then it would be a disaster for the people who looked upon it as a lifeline to the system, as it provided a direct link to the main line at Preston and beyond to the stations on the Fylde Coast. Because this service was the only one to serve the single line section beyond Kirkham and Wesham it had a vital part to play in relieving the pressure on the line to Blackpool North via Poulton-le-Fylde, and similarly provided a lifeline to the populations in Lytham, St Annes and South Blackpool. It also had a good link at Squires Gate to Blackpool Airport. I could not imagine that there was not enough line capacity for three trains per hour in each direction, on the section of line between Gannow Junction and Bolton Junction in Blackburn instead as was the current case of only two. Mistakes were made in the past, and when referring specifically to the Beeching era, decisions were made without consideration to what might come to pass in the future. A prime example being the closure of the direct line between Accrington and Bury via the Baxenden incline, Haslingden and Ramsbottom. Had it been left undeveloped it would have given a much faster journey time and it even would have been possible for MetroLink to have come through to East Lancashire. With the benefit of hindsight it is easy to criticise. But I am convinced that if those who made the decision to shrink the rail network had correctly anticipated the future needs of the population, much of the rail network of East Lancashire would have survived intact. If not in an operational condition, one which would have enabled them to open it up again. This, more by chance than by design was the case with the Todmorden Curve. Let it be reinstated, not just in isolation but as a significant part of a holistic plan to substantially enhance the region’s railway alternative to ever increasingly congested highways. August The first signs of construction had appeared on the Eagle Street site where the new railway station would be constructed. This only amounted to the appearance of some containers, but it was a start, some three months later than the originally projected date. The new facilities would be on the Eagle Street side of the station and would have solar panels on the roof for the heating of water, a means of collecting rain water for washing and the flushing of toilets, and the lighting would be generated by using photo voltaic cells. September Work had got underway on the refurbishment of the facilities on Accrington Railway Station. The improvements so far had only been to the waiting shelters on the platforms, which were now of a more robust and enclosed nature. The station footbridge was closed at the beginning of the month and was now shrouded in scaffolding and plastic sheeting. It would be out of use for some time, and whilst there were signs to say you could not cross the lines, several people had been noted not going around by Blackburn Road to gain access to the platforms opposite, but crossing the rails on the ramps risking injury or worse. October More details had emerged on the design and build of the new eco-friendly railway station due to be completed by May of 2010. As self-sufficient as was possible the structure, which will also contain a learning centre, will take its power from a combination of wind turbine, solar panelling and what was described as water-harnessing technology. Finance for the project had come from a number of sources. Tesco, who were constructing a ‘superstore’ on the land adjacent to the station site, would contribute £300,000. The County Council had put in £400,000 on condition of the inclusion of the learning centre. The Department of Transport’s contribution amounted to £150,000 of the total cost of £2 millions, most of which would come from a European Development Grant approved in September. Facilities would include a bus, cycle and guided walkway, integrated ticketing system as well as the usual facilities. There would also be improved signage to direct passengers between it and the new bus station, which ( hopefully ) would be just across Blackburn Road on the Crawshaw Street site. It was boasted that the new station would be an example to the rest of the country, as it would be one of twenty-four that are participating in a nationwide pilot scheme known as the National Station Travel Plan. Sources at the existing railway station in Accrington, had told me the inconvenience of having to book a ticket at the office on the Paxton Street side, then walk down the steep slope, along Blackburn Road under the bridge, up Eagle Street and round to the west-bound platforms was likely to

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