Apart from studying the intricacies of timetabling, one of the other pleasures for those with a fascination for our railways is publication by the Office of Rail and Road (ORR) of its annual station usage estimates, and the remarkable contrasts it highlights between our busiest and our least-used stations.
While there are no real surprises amongst the busiest – Waterloo with an estimated 94.355 million entries and exits in the year ended 31 March 2018 being the UK’s busiest and Birmingham New Street (43.741 million) being the busiest outside London – the real interest lies amongst those obscure and badly-served places that are our least used stations. Continue reading “Least used stations 2018”
A longstanding candidate for reopening to passengers is the branch line from Totton, just west of Southampton, to Hythe, which forms most of a route to Fawley that lost its passenger services in February 1966 and most of its freight traffic in early 2016, when the last train of oil tanks bound for the huge refinery arrived from Holybourne, near Alton.
While most of the 9.5 mile route now stands mothballed, there is still the chance to see action on the line, with occasional freight traffic serving Marchwood Port. This once vitally-important military facility, which boasted its own extensive railway system, is reached by a spur off the Fawley branch immediately south of the former Marchwood station, 3.5 miles from Totton. Continue reading “Movement at Marchwood”
Paying a long overdue return to the remarkable Chemins de Fer de Provence (CP) metre-gauge line from Nice to Digne-les-Bains, almost exactly 30 years after my first visit, it was interesting to see how much has changed, but also what has not.
My original trip in late September 1988 had taken me on a famous named train called the Alpazur from the splendid Gare du Sud in Nice to Digne, where a SNCF railcar waited with the onward portion of the Alpazur to Grenoble. Continue reading “Two days in Provence”
Like most other projects on our national railway network it is running late and over budget, but later this month the splendid semaphore signalling along ten miles of main line from Gilberdyke to Ferriby, on the north bank of the River Humber, will finally disappear, as control of the route passes to the Railway Operating Centre at York.
It will come as no surprise to those who read my September 2017 feature “Humberside re-signalling delayed” – which, incidentally, provoked outrage from one local NR manager at the time – to see that the planned spring 2018 completion date has been missed by eight months.
But it is also interesting is to see that what was billed as a £34.5 million project when contracts were first let in February 2016 has, according to the most recent Network Rail press release, now become a £50 million project. Continue reading “Goodbye Gilberdyke”