Accrington on Rails - The Tramways: A Complete History - Robert Kenyon

guided buses do have a greater flexibility than trams. But I think what is required here are mass people movers along the main arteries of the area, the A679 & A680 for example, in order to cajole people out of their cars and ease congestion with all its environmental side effects. The solution to my eyes is in essence what we had in the days of the municipal tramways of the 1920’s, with the systems joined up between Rose Grove and Accrington, and with an extension from the old terminus in Clayton-le-Moors through Great Harwood to Whalley and Clitheroe. This would allow travel between the top end of Darwen through to Colne, and from Clitheroe up to Bacup with just one Interchange, here in Accrington. ( I was actually informed by an ‘official’ source that due to the hilly nature of the area it was not conducive for the operation of lightweight trams. What nonsense! ) As I see it, rails can be laid into road surfaces and trams can be fitted into traffic flows, with considerably less disruption than the creation of dedicated bus lanes with guiding shoulders, which are prohibited to all other traffic. So whereas the initial cost of vehicles and power sources to operate the Light Rapid Tramway might be greater, it may prove less expensive in the long term than installing sections of guided busway of sufficient length and quantity to make a significant impact. I myself cannot understand why the concept of lightweight articulated trams that are powered by ‘green’ lean-burn Diesel or LPG engines has not been explored even further, rather than picking up current from expensive catenary. This seems to embody the best advances in technology from both modes of transport, or are we back to the mythical ‘tram-bus’? August Just recently a hybrid vehicle has been on demonstration in Manchester that could be interpreted as the so far mysterious Tram-Bus. It has all the attributes of an ultramodern articulated saloon bus that does not require steering. Nor does it require the installation of expensive catenary, or a concrete guideway in which to run. It is held in position by a strip inset into the highway, and will keep itself positioned in relation to this guideline without intervention from a driver. He controls the acceleration and the braking, very much as a tram driver does. It is however equipped with a steering wheel, which I assume, will override the guidance system if necessary. This technology is already up and running successfully in a handful of locations, so it is hoped that a pilot scheme for Manchester will be given the go ahead in the near future. The advantages are obvious. It is much cheaper to install the infrastructure, with the added ability to be flexible and run conventionally. The low emissions from the fuel-efficient engines now available make this an option, which would be very well suited to the operating conditions here in East Lancashire. ( When I was fortunate enough to be at the factory of Wright’s in Ballymena in September 2003, I was told in answer to the question, “what comes next?” “It will be a cross between a tram and a bus”. So it looks as though more than one builder of buses is developing a version on these lines). 2005 March Both Lancashire County Council and Blackburn with Darwen unitary Council have pulled out of a proposed scheme to run trams through East Lancashire. This follows over five years of planning and consultation and a cash outlay of in the region of £1million. Now we are told that each individual authority will look at ways in which to improve its own bus services. I wasn’t all that surprised that the project has been abandoned, as I had attended a presentation by Nick Briggs of the East Lancashire Partnership in January, 2004, when he had tried to pass the ‘rapid transit’ system of as nothing more than a guided busway. What has really angered me is the reason given for this decision. It has been stated that “trams would be unsuitable due to the hilly terrain”. Are they joking? Modern trams can comfortably negotiate inclines more severe than the 1 in 37 of the Baxenden Bank that trains faced when leaving the end of the Manchester platforms on Accrington station. Today’s trams, or light-weight cars to give them a more accurate description, are more efficient, quieter and environmentally friendly than any other equivalent mode of transport, capable of moving large numbers of people quickly and safely. In 1905 you could travel all the way from Darwen to Bacup in a cumbersome trailer car hauled along by a steam engine. Has the topography of our region changed in the last hundred or so years? Was it an inaccurate miss-quote? Or is it just another excuse by some official who thinks he can fool the public by talking absolute nonsense? 2008 February Having been dismissed as a way forward for future transportation in East Lancashire due to the undulating terrain, trams could well be back on the agenda. Not however ones to match those operating in Greater Manchester, Sheffield or Nottingham, but along the quayside at Bristol Harbour.

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