Re-opening Britain's Railways (Part 3): Dumfries - Stranraer and Glastonbury
ฝัง
- เผยแพร่เมื่อ 13 ต.ค. 2023
- Sadly, various recent announcements have left Britain's rail network in a worse state than it was before. But, if things were to be better, (which they will be one day) what lines would make the most strategic sense to re-open?
Discord: discord.gg/WX2KuPk75Q
Information:
DfT - SPAS0201
bristol.gov.uk/files/documents/1521-jsna-202122-housing-vac-final/file
Photography:
CNES / Airbus, Data SIO, NOAA, U.S. Navy, NGA, GEBCO - Google Earth
MSDMSD, cisko66 & Daniel Kraft, CC BY-SA 3.0 creativecommons.org/licenses/..., via Wikimedia Commons
GWR & Ordnance Survey
Andrew Bone, Peter Moore, Bill Boaden, Brian Marks, mattbuck (category) & Ben Brooksbank, CC BY 2.0 creativecommons.org/licenses/..., via Wikimedia Commons
Czampal & Chris McKenna (Thryduulf), CC BY-SA 4.0 creativecommons.org/licenses/..., via Wikimedia Commons
TravelWest
Music:
City Blocks - TrackTribe
The Trapezist - Quincas Moreira
The main advantage of re-opening the Stranraer - Dumfries line would be for freight. Freight could be moved from Stranraer (or Cairnryan) through Dumfries and directly to Newcastle creating a direct East-West link from NI to Europe. Passenger services could also use the route, including the re-instatement of the direct Stranraer - London services (including the sleeper) and also include significant improvements on the Stranraer - Ayr - Glasgow line to reduce the journey times to something reasonable. For such a nationally significant transport link, both the road and rail connections have been sadly neglected by both the UK and Scottish governments.
There used to be a Summer Saturday train from Newcastle to Stranraer which connected with the ferry to Larne. It was probably withdrawn when the direct line from Dumfries closed in 1965. There was also a through train to Heads of Ayr until 1968. Just before the Dumfries to Stranraer line closed, there were several troop trains from Northumberland on the line.
Not opening soon as long as no chance westminster makes the decisions on Scotlands budget
Another coservative failure runing down the clock to their empire demise ⚔
Hi many viewers cant remember that Con/Lab closed thousands miles of railtrack maybe not positlvely in '60s and westminster was rule then. Them rails and Stations are result of westmister not Scotland
@@andrewtaylor5984I am seventy years old and have wondered since the age of fourteen why this line was ever closed in the first place along with many others. There was even a military railway to Cairnryan built during World War 11 which was extensive and in place tilll the late sixties. Vested Interest ! Roads were the thing in the sixties. Roads,Land, and Scrap, Railway Scrap.The Railway had lots of land too, Fortunes were made. Interesting that the transport minister who appointed Beeching just happened to be Chairman of Britains biggest construction Marples Ridgeway (Ernest Marples). They had some of the biggest government road contracts in the country including motorways,then non existant in the UK.
As someone who lives in Street, thanks for noticing us! I‘d love a rail connection more than I can say!!
The Somerset and Dorset Railway should never have been closed. It was closed by dirty tricks tactics. It was handed over to the western region, whose management hated the S & D line. Amongst other things, they altered all the timetable, so that none of the train services connected any more, i.e: a train would arrive at a station 2 or 3 minutes after what would have previously been a connecting service left, instead of having both trains in the station at the same time, so that passengers could transfer easily. The new, (Western Region) timetable meant that passengers would have to wait ages for their next connecting train to come along, instead of just walking across the platform.
@@martinsims1273 as someone who lives in Bath and regularly goes to Poole, I approve of this message
@@martinsims1273 Similar stories could be told of many lines throughout,England, Scotland and Wales then,
the permutations are endless. At one point in the nineties, a retired high ranking civil servant told how he had organised with The BBC to get a popular comedians BBC scriptwriters to make and put out a programme
dishing train travel in favour of bus. The episode went out,I remember seeing it as a child,although I then knew nothing of its origin.
Loved the dismissing of Tesco in Castle Douglas at 1.55.
I’m sure they can easily find a new site there anyway
The coastal line between Exeter and Torquay is regularly closed due to weather related track and infrasstructure damage.Trains to Plymouth and onward to Penzance are curtailed by the closures.
Now that the Exeter to Okehampton section is up and running again it would make sense to reconnect the line between Okehampton and Gunnislake, thereby ensuring train services to Plymouth and through Cornwall are maintained
Fraserburgh/Peterhead - Aberdeen, to help a very depressed corner of Scotland. In fact one could argue that it was the closure of this line which led to the area becoming depressed in the first place, by cutting off easy communication with Aberdeen.
Aberystwyth - Carmarthen;
Teign Valley Line, to supply an alternative to the GW main when the sea pounds Dawlish.
Although the passenger service was withdrawn in 1965, the Fraserburgh branch remained open for freight until 1979, and the station was still intact the following year. The Buchan lines used to convey large quantities of fish traffic, but it was in decline when Beeching's infamous report was published. Fish traffic was another casualty of Beeching's. He had no use for loaded vans in one direction. If you take Fraserburgh to London as an example, empties would have to cover about 550 miles. Peterhead Station disappeared under a ring road c1970.
The GW had planned an inland route from Exeter to Newton
Abbot, and there may have even been preliminary earthworks, but the Second World War caused the scheme to be abandoned. Exeter St David's would also have been completely rebuilt, with Southern trains using high-level platforms. The gradient between the two main Exeter stations would have been eased as a result.
I definitely agree with the Stranraer to Dumfries reopening. You could even have a service that takes people from the late boat from Belfast and meets up with one of the Caledonian Sleeper services to London.
In Ireland, the Great Northern line from Derry to Portadown would also be on my list for reopening.
Why not run a few sleeper coaches from Cairnryan? It might be complicated, but they could be shunted onto the Lowlander at Carlisle.
@@GWVillagerThat's what I meant. They could possibky meet up at Carlisle with the Edinburgh and Glasgow service. I think the Highland one is as long as you can feasibly make a train so there might not be room on that.
Love your channel, keep up the good work.
@@GWVillager There used to be a sleeper to Stranraer, back in the day.
@@GWVillager There used to be a sleeper from Euston to Stranraer! Stranraer did have a second station, in the town, but it closed in 1966. Clearly, Beeching thought that a town of that size could not justify two stations, and, at that time, the Harbour station had to be retained.
I used to travel on the direct sleeper service from Stranraer to Euston, 9pm from Stranraer Harbour to Euston 6am.
I think The Borders line should be reopened in its entirety from Edinburgh to Carlisle.
Although the line is very popular between Tweedbank and Edinburgh,two huge mistakes were made.
The first mistake was obviously not reopening the full length of the line. To get to Galashiels from Carlisle one has to rely on a two hourly bus journey.
The second mistake was the absolute short-sightedness of building a single track railway with passing loops between Edinburgh and Tweedbank. What is worse is the fact that new bridges which were built on that route were not future proofed for a double track railway.
I would also say the Dumfries to Stranraer line is a must for reopening.
Could not agree more, my local station is Eskbank and the train is always rammed so more capacity is badly needed. Also don't understand why it wasn't electrified. Classic Scottish government
I completely agree with this. For the Borders Line to be a viable alternative to the WCML it needs to be a lot faster and double track throughout. When I did it the junction off of the ECML was very slow. 15mph I’d say. Has it been improved?
The borders line was never supposed to rival any other line,its sole purpose was to give that part of the country a link to Edinburgh and beyond. Yes of course we would've liked it to be double track all the way but considering the initial estimates of usage its hardly surprising they only put in the bare minimum of infrastructure. The fact that it has been an unqualified success beyond anyone's wildest imagination only proves how pessimistic the government agencies were. Isn't hindsight a wonderful thing,you would hope they would open more lines because all the ones that have been reopened are successful..this one,the alloa line..the Bathgate line.. not to mention the various stations reopened on the Highland line and numerous others across the country. Train travel in Scotland is very popular..rebuild/reopen and the public will use it.
@@MrCmac731 I do see you point of view, but I think it should have been quite clear that this railway line was always going to be greatly utilized, I think a good compromise would have been to build all the stations with 2 platforms but keep the single track sections or just leave room for future upgrades but I doubt it will ever actually happen
@@nigelkthomas9501 There were plans for the junction to be improved but nothing has changed in reality
Can’t believe that no-one’s mentioned the 11 miles between Skipton and Colne. Trackbed still intact and would restore a through route all the way from Leeds to Manchester.
Someone has indeed mentioned that in the comments- you’re completely right, it’d be a great reopening.
It would be a terrible reopening. Leeds already has 2 through routes to Manchester. It would still be quicker from Skipton to get to Manchester going via Leeds. There is no capacity for more trains down the aire valley into Leeds
@@josephowen4732 Much of the line was quadruple track, certainly from Leeds to Shipley. Reinstating the two extra tracks would provide extra capacity at the Leeds end, at least. Nobody would travel from Skipton to Manchester via Leeds; it is so indirect. If you had to drive from Skipton to Manchester, I bet you would never think of going via Leeds!
@@andrewtaylor5984 adding all the track in the world wouldnt help anymore trains arrive at Leeds. There is no more platform space. You struggle to send anymore freight down the aire valley as crossing the throat at Leeds is timetabling nightmare.
It currently takes 1hr 57 from skipton to manchester via leeds (this will improve with the trans pennine works going on) at a frequency of 4 an hour minimum. The time from colne to manchester is currently 1hr 35 minimum and would likely be near enough 2 hours at a frequency of 1tph. It just isnt needed, people only want it reinstalled to look pretty on a map, it actually takes away from the logical worthwhile reinstatements.
I see your point, but going by Leeds is very indirect, and, of course, one has to pay for the extra mileage. An indirect service from A to B is worse than useless. There are other destinations besides Manchester; there could be a link from Skipton to Preston via the East Lancashire towns.
The Formartine/Buchan line in Aberdeenshire really needs re-opening, a whole corner of the country is cut off.
Same in Lincs - Louth should be reconnected.
A line that was never built but would be great is Bournemouth - Exeter. Then a South Coast service could run from Brighton to Exeter avoiding the busy GWR route.
Bournemouth to Exeter is interesting, presumably it would follow the line to Weymouth before continuing along the coast?
Yes! Northeast Scotland is so underserved for rail.
@@GWVillagerIf the Bournemouth to Exeter line had been built, and followed the coast, there would have been a great deal of tunnelling involved through the Devon sandstone. Such a line would have been extremely expensive, and, beyond Weymouth, would not have served any large towns.
@@GWVillager Dorchester certainly - then on to Axminster and connect to the WoE line there. The terrain is challenging, which is why that line was never built (despite being planned), but it would avoid a long detour for those on the south coast going on holiday in the summer.
@@andrewtaylor5984 better tunnelling machine technologies available now in 2024, that should make it easier, cheaper, quicker & could increase tourism, freight & communters, .. from Cornwall, Plymouth, Exeter & all along the South Coast towards Southampton, Basingstoke, Reading & the S.E, including Heathrow, Gatwick, Brighton, Hastings, Dover, Channel Tunnel & London, ..?
Frome - Midsomer Norton
Carmarthen - Aberystwyth
Leicester - Burton upon Trent/Aylesbury via Rugby
Stoke on Trent - Leek
Bedford - Northampton
Bangor - Amlwch
Full reopening around Liverpool and Manchester for Merseyrail and Metrolnk expansion
Frome to Midsomer Norton should really go to Bath Green Park, unless you want to go the long long way round from Midsomer Norton to Bath and Bristol
Okehampton-Tavistock North-Bere Alston gets my vote.
I heard that the viaduct just outside Okehampton was to expensive to replace or repair but it would be amazing though.
Considering the Government is reportedly spending £8 million a day on hiring hotels for you know what, I think the haven't got the funds argument has gone out the window
Barnstaple to Torrington including Barnstaple to Ilfracombe. North Devon has suffered badly from rail closures.
The problem was one of regional boundaries. These closed lines were originally Southern Region, previously Southern Railway. At the beginning of 1963, all Southern Region lines west of Salisbury were transferred to the Western Region, who just wanted to get rid of the lines it had acquired. If you look at a railway map of Devon and Cornwall today, you will see that several former Great Western branches still survive, whereas all that exists of the Southern Railway is Exeter to Barnstaple Junction, Exeter to Exmouth, and Plymouth to Gunnislake, and on that line trains take the Great Western route out of Plymouth; the Southern route was closed in 1964, when a link was built at St Budeaux. Okehampton has finally been reopened; the railway remained open for freight to and from Meldon Quarry, a few miles west of Okehampton.
As someone who has lived most of their life in Scotland,but whose late father was a Devon man i'll drink to that,its a lovely county,not the only one I like in England either,it has quite a few.
THANK YOU for talking about this - no one in government has the foresight to improve links to NI by rail instead of road. As a student from NI who studied in England and avoids flying as much as possible for carbon reasons, I am well used to the 13 hour sail&rail detour via Glasgow. This line would be a godsend. Think expresses and sleepers to England etc. Freight would be more difficult (all Ireland rail review has ruled out a rail link to Belfast harbour) but there is a large amount of unaccompanied freight on the boat which could easily be shifted to rail. While I’m sure it would be physically possible to link Belfast Port to the rail network, the port of Larne might be more cost effective if the line was improved.
British Rail has a different gauge from Northern Ireland.
@@andrewtaylor5984 i dont think anyone is saying you would send the trains, you would send shipping containers which currently get transported by rail or road
It wouldn't be a stretch to redesign Larne harbour for Rail Freight as the terminating station is 100m from the boat already.
The only concerns would be how deep Larne port is might limit cargo ship size and the port itself Isn't massive and don't have the room to expand. I could see the need for upgrading the single line which might lead to other problems. Also since the Greenisland to Antrim line has been pulled up (there were plans to convert to a greenway linking Greenisland to Monkstown) all rail traffic would either have to stop around Whiteabbey and reverse, or continue through Belfast and use the Lisburn to Antrim link to access Derry, Coleraine and Portrush (the link reopening was part of the strategic rail review)
Personally tho focusing on Dublin to Holyhead makes a lot more sense. It opens up the whole of Ireland for Freight not just part of the North. Plus anything coming from Europe can go via channel tunnel, and across North Wales an already busy cargo route. North Wales also sits fairly well to link Leeds, Manchester, Liverpool and beyond as well as the south. The strategic rail review has proposed upgrading and electrifying the Dublin to Belfast line which would benefit fright immensely and adding a branch to Derry from Portadown.
@@Javadamutt Valid points made, getting either Larne or Belfast to work for freight would be difficult. Although, having been on the A77 a few weeks ago and seeing the levels of HGV traffic, I think the argument is there to do freight modal shift of this route AS WELL as at Dublin Port. Especially after the Windsor framework with the green lane etc. a lot of supermarkets ship from GB to NI via Cairnryan to avoid customs procedures in ROI.
@@legoinventions6056 Makes sense to route through Scotland to avoid border issues.
I need to brush up on where things are (obligatory F the DUP and the chaos they have caused) but I thought some level of paperwork was required to get stuff to NI regardless and most checks were still suspended? Maybe more paperwork along with checks if they go through the south. Either way stock and variety has significantly declined here since Brexit. For example Lidl stocking Sainsbury and Asda brands.
I do think that a multi pronged approach is required. Mich like Scotland, rail in NI is sorely lacking. The strategic rail review plans, assuming everything gets the go ahead, will take until 2050 to complete
I think we’re talking ‘pie in the sky’ here!
There’s more chance of seeing Lord Lucan riding on Shergar at Aintree than any of this happening!
Or even at Hurst Park- a closed racecourse not far from Hampton Court which now has a housing estate built on it!
Any infrastructure investment is a ‘pie in the sky’ with this Government. That won’t stop me making my own suggestions though!
@@GWVillager Gimme Da Dosh !
Plenty more Roads and Tacky Developments Though ! Gimme Da Money.
@@GWVillagersuperb compilation, agree with much of this, love your positivity 👍
Fantastic video as usual, well done
The Woodhead route (Manchester to Sheffield) really should never have closed. If opened today it’d certainly relieve the strain on ‘Hope Valley’.
Rode on that line once. Very smooth ride
It should have been converted to 25Kv AC an ideal freight and diversionary route. Sadly it’s probably lost forever as the tunnels are now used for electricity cables.
The fast link between South Yorkshire and Manchester is needed to match the TRU just as in West Yorkshire. The Hope Valley Line through the Derbyshire Peak District is not the answer as it is indirect and slow.
@@winco68 The cables can be ripped out !
I rode this line many times before it closed. Closing a line such as that with links through to Sheffield Victoria was a disgrace. That station has gone now too.
With the debacle of Beeching, all lines closed after the 60s should have been mothballed in readiness for future reinstating.
Where I am in West Sussex, there are so many lines that were closed, trains are rare apart from London to Brighton. There could be a great line reinstated between Three Bridges, just south of Gatwick and taken back across through to Kent. The amount of road traffic that would save would be massive.
@@mirvids5036 Yes of course the cables can be ripped out but then what? They have to be put somewhere else! Another tunnel would have to be bored to accommodate them and it’s all cost. That’s the problem financial viability. Even if we get a pro rail government with all the will in the world to replace these missing lines without firm assurances of predicted guaranteed income returns over short/medium term they simply won’t happen.
Borders railway was an example of underestimating the viability where the expectation was for only about 40% of the passengers it actually attracted and was seriously under capacity with single track, short trains etc it should have been double track throughout with potential for expansion, extension and the addition of freight. But that seemed to be an exception to the rule because there was no other railway near it that could be upgraded.
With the Woodhead Route the question would be ‘Why do we need a fourth trans pennine rail corridor in the North?’ The solution would be to upgrade the track and signalling of the Hope Valley Line and increase the track speed and use that instead.
I’ve seen it happen in the North East with the Leamside Line in Co Durham. For 30 years it stood idle then when pressure came to open it due to lack of capacity on the ECML the government gave money to Network Rail to upgrade the Durham Coast Line and they just used that instead.
An old line will never be reinstated if there’s one nearby that can be upgraded.
I Think All Train Services That Were Removed Because of The Beeching Cuts Should Re-open To The Public
Dumfries to Stranraer - what a massive boost to the area where there's no railways at all. Having lived southwest of Castle Douglas, it was so poorly served for public transport. Just an FYI - Dalbeattie is pronounced Dall'beet'ee
I would reopen the line from Barnstaple to bideford(as Torridge[the part of Devon where bideford is located] was discontinued from the railway when beaching swung his axe)
James May and Oz Clarke reopened it for a day, in OO gauge.
Yeah, I did see that one.
Beeching didn't swing his axe. Marples did and after him Barbara Castle went further
@@andrewcowling5804 I was using a common phrase which most people used to describe the 1963 reshaping of British railways report, but I do understand where it is you’re coming from, I’m sorry if I upset you in any way, I was only responding to the question at the end of the video.
Look up Earnest Marples, minister of transport (Beeching's boss). No polite comment; a crook to the max!
Now HS2 is dead a direct route from the East Midlands to Manchester can easily be reinstated by reopening the Matlock to Buxton (Great Rocks) section closed int he 1960's (surprise surprise) only 13 miles long it was the Midland Railway main line.
It was not even scheduled for closure under Beeching! In 1963 it was the main route from London to Manchester while the Euston Main Line was being electrified.
Not enough dosh for developers in lt,give us the money ! Preferably tax payers,governments make it open ended,ther are few comebacks.
Both cases were well presented, thanks.
My three votes would go for
1) Braintree to Bishops Stortford diverted to Stansted Airport. When the line was closed, the Dept of Housing moved thousands from Barking to Great Dunmow only to find the Dept of Transport shut the railway first. It was very disjointed. In those days, Stansted Airport had not taken off and inclusion of a north to west curve at Witham, would allow trains from big cities like Colchester and Ipswich to reach the airport. Most of the trackbed is still in situ.
2) Sudbury to Cambridge. This route was very hard fought by the locals and deeply mourned. It would join Colchester to Cambridge and link villages that have since become major towns like Haverhill. Again almost all the trackbed is still in situ.
3) Kings Lynn to Hunstanton. This line served the Sandringhsm Estate and the locals have kept every station (except Hunstanton which was bulldozed) in the hope of it reopening. As well as helping the local communities, Hunstanton is a popular seaside resort and traffic would be boosted by tourism. The trackbed is almost complete except for where the A149 nicked bits.
I travelled on that line as far as Long Melford two weeks before closure; it was my first visit to Cambridge. The M11/A505 rebuilding (NOT improvement) has severed the trackbed at Pampisford.
Thanks for your advice. It closed @ 1968 (?) But I used the original station at Sudbury before the line was cut back. I have walked the trackbed from Ashdon to Bartlow and I climbed into the Signalbox at Bartlow when it was still accessible. I have also visited the station at Clare.
Penrith to Keswick in the Lake District is an obvious one to me. This line survived Beeching but was run down by BR to such an extent that closure became inevitable by 1972. Much of the infrastructure still exists too.
Might be more successful as a tourist attraction as a heritage railway ?
It used to be a through route to Workington. The whole line was subject to closure under Beeching, and the line west of Keswick closed in 1966, whilst the rest survived as a (very) basic railway for almost six more years. The only chance of survival would have been to keep the whole line open. Unfortunately, most of the trackbed west of Keswick lies under a realigned A66, and that was a highly controversial scheme in seventies Britain.
@@andrewtaylor5984 Ho,Ho, Ho. Not wanted for a road surely !
The Waverley route in entirety is a must.
Those I can think of:
Skipton - Colne
Ivanhoe Line
Uckfield - Lewes
Stratford-upon-Avon - Honeybourne
Walsall - Lichfield
Market Harborough - Northampton
Melton Mowbray - Nottingham (Tram-train)
Leamside & Stillington Lines in the North East
Wensleydale Line full connection between Northallerton - Garsdale
Full reopening of the Borders Railway to Carlisle
Line out to Stocksbridge from Sheffield (possible Tram-train)
And so many other routes, most of these being "missing link" type of reopening where they would boost capacity and improve service. Now that HS2 is sadly being cancelled, even though it's unlikely to happen as the tories and Keir Starmer's labour couldn't give a toss about the railways, it would be great to see investment put into such schemes that would provide tangible improvement to the rail system in this country
Skipton to Colne is a great one.
Sadly, you're probably right. I don't know if we'll ever see any of these reopen, but we can make the case.
I live in Skipton so Skipton to colne would be amazing especially because the only bus between the two runs hourly and the last bus from Skipton to colne is at about 7pm on a weekday. So then I’d have to make a massive detour via keighley that just isn’t worth it. That could be avoided by a cheap connection between Skipton and colne.
@@JoeTW67 No such thing as a cheap connection, that's part of the problem.
@@simonpitt8145 i suppose nothings cheap these days
The Leamside line is in the North-East, County Durham to be precise.
I know very little about the areas and I still enjoyed the video and understood the case for opening.
Reopening the "Port Road" to Stranraer would be great, but I'd prioritise the Waverley route, right through to Carlisle.
Meanwhile, the old Port Road makes an excellent walking and cycling track between Mossdale and Gatehouse of Fleet station.
Marks Tey/Sudbury to Cambridge via Haverhill. For an area so built up and connected by road it is very difficult to access the rest of the country by rail from the anglia main line. Also there is no bus route between haverhill and great yeldham so there is no way of getting to one of the most important cities in the area without a 2-3 hour detour via london or ipswich
If you read my entry, you will see two great minds think alike !
Both suggestions make a great duel of sense ..
A better link to Carnryan would be good but taking freight to NI might prove tricky. UK and NI have different rail gauges so youd have to unload from rail at one side and reload on the other.
The other link that needs re-opening is from Tweedbank via Hawick towards Carlisle. This might me re-routing the line to join with the west coast mainline at Gretna would finish of the reopening of the Waverly line.
i live in AYR further up the coast from stranrarer and cairnryan etc, and for years the local population including me have been crying out for a better rail link to the port, about 10 years ago i worked in the opencast coal industry in scotland and a large amount of our coal was sent to ireland so had anywhere from 20 to 30 trucks a day transporting coal to cairnryan onto the ferry, so yes i agree with this video 100%
The most obvious omission is the Carlisle to Galashiels line via Hawick connecting onto the new Borders Railway.
I live near newton stewart and the potential amount of lorry's a rail link could remove would be a bonus. Stranraer town station is just sitting abandoned.
...look at a BR map from 1948 and OPEN THE BLOODY LOT!
😂
Some notably lines closed before 1948 like the Lynton and Barnstaple.
Unfortunately many lines/ stations have been built on.
@@cannyexplorer5357Knock it down then and relay it. Sorry biddies but Tesco is getting knocked down for a railway.
@@vicsams4431 Most of the Hull and Barnsley main line closed on Leap Year Day 1932. The railways in the Thanet area were reorganised even earlier, in 1926; Ramsgate Harbour was just one station closed, and that is why the present station is a long way out of the town. If you go back further still, some stations were closed "as an economy measure" in the First World War, and they did not all reopen.
I think the Borders railway which currently runs from Edinburgh to Tweedbank should continue to Carlisle. The line also would benefit greatly from increased capacity as overcrowding is common on this line. There are several large towns in the borders such as ;Kelso, Coldstream,Hawick and Jedburgh to name a few which are at least 50 miles from the nearest railway station so these large towns could be connected via branch lines of the main Edinburgh - Carlisle line
have you looked on the map to see where these towns are in relation to the borders line. the coldstream line. essentially from Boswels to Tweedmouth line was closed by the LNER IN 1930 because it was so unprofitable that no matter what they tried, involving using buses. they never got it to pay let alone make a profit. that was in the days before H&S made things so much more expensive. it wouldnt pay now. even if a feeder line from Jedbourgh was included
@@andrewcowling5804 That is not correct. The Berwick to St Boswells line was a Beeching casualty, closing in 1964. Until the mid-fifties, there were just four trains each way. The service was then halved, and several intermediate stations closed. The line also suffered in 1948; when the East Coast Main Line was closed for ten weeks, most main-line traffic was diverted via Kelso, so the local trains had to be cut. The line was also largely worked by steam to the end.
@@andrewcowling5804 Jedburgh Station was a branch terminus off the Berwick to St Boswells line. It started at Roxburgh Junction. Passenger trains were withdrawn in August 1948 after the Borders floods. The line was repaired, but passenger trains were never restored. Freight traffic lasted until c1964.
The line should never have been closed in the first place,closed1969 by a Labour government to boot.
Wonder if the fact the areas it runs through in Scotland are predominatly Torie. There has oft been suspicions of The Kilmacolm line closed in the eighties by Strathclyde Region despite reasonable patronage.
Closure of the Waverly Route,with no attempt at modernisation,leave some of Scotlands biggest towns more than thirty miles from a railway,close a direct route to Carlise and The South, - FALSE ECONOMY. I have never voted Torie in me life incidentaly,age seventy.
Colne to Skipton and double track from Colne to Rosegrove should be a must as the track bed is largely intact, and would show the government are serious about levelling up!!!
Personally I'd to see the line between Bourne End and High Wycombe to be reopened.
Crossrail into High Wycombe would be achievable.
How so?
@@nicholasjones9705 if Bourne End to High Wycombe was reopened.
@@garethhenshaw I was born there, I remember when the line closed! From last time I was there, there are two, maybe 3 bits that I think would be problematic, the rest of it is still an obvious railway trackbed. Opposite Bourne End station there's a little industrial estate built on what I assume was the old goods yard, but I don't think laying track would affect more than one or two buildings. I think the old bay platform for the Marlow Donkey at Bourne End is a gonner for good, but maybe it could be recreated somehow if it's even necessary? The next problem is at Wooburn Green where houses have been built on & opposite the old station site, (the former was still a private house complete with platforms etc last time I was there in person), but you could easily just move the trackbed slightly west for half a mile or so & go round the new develoipment. Then at Treadaway Hill the old railway tunnel under the motorway is there, but there's a steel frame industrial building right in front of it that would need the chop & relocation. Then it's OK all the way to joining the main line at High Wycombe (there's a rat run that uses the old trackbed right at the last gasp in High Wycombe, but only because it can).
@@fat_biker youll have to compulsory purchase the loudwater industrial estate in order to get to high wycombe as that is the location of loudwater station it was removed and built on fully to the point on one side of the road a building sits on the alignment and looking ther other way you can see the railway bed and ive followed that pathway and it goes all the way to high wycombe having it link up with the stations island platform would probably be the best thing for a reconstituted railway line here.
another thing id suggest that bourne station have a minor relocation so instead of one line terminating from high wycombe there that it becomes a through station for the existing line that runs occationally to bourne end thus it probably becomes more viable and the site of the old station would make for a decent car park with a bus bay area.
oh i forgot to mention that some of the line was infilled and a school was built on it loudwater academy previously known as loudwater primary.
I think, although it is very rural, the Mid-Wales railway would be an interesting one to open - especially if it is continued to the South Wales valleys via Merthyr Tudful - the reason why I think this is important is mainly connectivity in Wales - it takes a long time to travel through Wales and is impossible to go through Wales by train. By having the Mid Wales line open it would connect with the Cambrian line near Newtown and connect the towns of Llanidloes, Rhaedr, Builth, Brecon, and then on to Merthyr Tudful, giving a viable North-South link, restoring rail links to Llani, Rhae, Builth and Brecon, and relieving pressure on the mountain roads
Even more useful would be reopening the Pontypool to Neath line, across the heads if the valleys. Unfortunately, it would cost a small fortune to build a new Crumlin Viaduct. (But look what the French did at Millau, even though that viaduct carries a road.)
Gareth Dennis dedicated one of his RailNatter livestreams to this, based on population data: th-cam.com/video/Xjy21vMtrfo/w-d-xo.html (runtime 1:35:36)
There is also considerable container freight traffic between northern cities and Cairnryan currently via road transport and the M6
Dumfries to Stranraer, to reopen that train line would makes the A75 safer for all road users. Travelling along that road after the ferry arrives is a nightmare.
Grew up in Street, so I can get behind this. The bus to Bristol is sooo slow. I think a link to Bridgwater or Highbridge would be worthwhile too though
If there are problems with transport in Bristol, the Midland approach to the city, via Mangotsfield, should be reopened, and one then might as well reopen the Mangotsfield to Bath link, as a prelude to reopening the Somerset and Dorset. The Midland approach to Bristol was closed only because Temple Meads Station and the surrounding area was being resignalled, and closing the Midland route led to "simplification." At the same time, the GW approach was reduced from quadruple to double track, but I gather that the other two tracks have now been reinstated.
@@andrewtaylor5984 I would be able to get behind that and a second route between Bristol and Bath like before couldn't kill either. It's a very busy corridor and I wouldn't mourn the Sainsbury's car park that's taken up much of the station space at Green Park
@@grassytramtracks At least Green Park Station survived, although it was derelict for several years. An earlier generation of planners would have demolished it. The line could have paid its way notwithstanding the climb through the Mendips. In the early to mid seventies, Bristol to Bournemouth was the most lucrative coach service in the country not serving London.
There would be massive tourism benefit on the Dumfries/Stranraer line. The forest hills north of that are amazing, potentially as lovely an area for outdoors lovers as the lakes. And the Scottish riviera already has arts, crafts and food. I should know. I've walked it a bit and suffered the complicated multi bus journies from Edinburgh.
There's more political hope than you think if you remember to appeal to the Scittish Parliament. A far more rail positive assembly than the UK at present.
@@RollerbazAndCoasterDad Scittish Parliament is the right word ! There was many Scots up for Railway land for 'Development Opportunity,' at the time as English. I was young at the time and walking the recently closed lines with my mates, one since reopened which was an act of madness to close,was the Glasgow Central Low Level Railway.
I went to Michael Wood services on the M5 in June. At 10 o'clock a.m., the services were very unusually packed and I realised after some time that nearly all the occupants were from Glastonbury, the Festival having just finished on that day. A rail line to Glastonbury would clearly alleviate very heavy traffic, as on that day, on the motorway and I am sure that those who were conscious of global warming from motor vehicles would use it. Most vehicles were diesel.
Well, in my part of the world, I would certainly like to see the link between Uckfield and Lewes restored. Closer to home the line from Shoreham Junction to Christs Hospital and its counterpart, the line north from Christ's hospital to Guildford. Unhelpfully, rather than preserve the route, Horsham Council have just buit a new estate on the Shoreham to Christ's Hospital route just outside Southwater.
Very much agree. A great circle - Bristol, Bath, Frome, Shepton, Wells, Glastonbury, Bridgwater, Weston, Yatton, Bristol would connect Somerset into Bristol and reconnect all those Somerset towns.
An excellent topic. Do keep them coming. Any thoughts on the Lowestoft-Great Yarmouth and how that could be re-opened?
I honestly don't think a reopening would be viable, given how heavily the line has been built on. If anything were to happen, it would almost certainly have to be self-isolated and along a sea wall.
Thanks. Sea wall gets my vote. New Dawlish.@@GWVillager
if you re open stranraer - dumfries line, reopen the line from Kirkcudbright to Castle Douglas as well as the other branch line that was on the stranraer - dumfries line
Okehampton to Bere Alston in West Devon, thus reinstating the old Waterloo-Exeter-Plymouth route providing an alternative route to the Southwest of England, reconnecting Tavistock on the network, and ,more importantly, being a route avoiding the total dependance on the only rail connexion to the Southwest along the weather vulnerable GWR route at Dawlish.
That was a huge loss.
The Bere Alston to Tavistock section is already on the government's list following the HS2 cancellation.
Hi great vid mate keeo up the amazing work i would love for more valleys line to be reopened, like neath to Brecon and neath to Merthyr Tydfil
Neath to Brecon would be great, particularly if it continued on to Hay on Wye and maybe even Hereford.
@@GWVillager yeah it would make them commuter towns to either Swansea or Cardiff even
I'm happy to hear my local line. The Leicester to Burton via Coalville is to be partially reopened hopefully more local lines get open now that silly waste of money HS2 is done with.
Dumfries to Lockerbie. It could have a rail link to Edinburgh and beyond.
Beattock and Moffat. The only way to get to Lockerbie is via two buses (X74, 81) that runs for ages.
Edit: the latter is outdated
Seeing as we're already in fantasy territory, the Holmfirth branch would do decent numbers today if it still existed, relieving the congested A616 into Huddersfield. Sadly there's a missing viaduct and a load of large executive homes near the junction with the existing Huddersfield to Sheffield line at Brockholes.
Dumfries to Stranraer used to be known as the Paddy line, certainly reopening it would be useful as it would take much of the strain off the A75 trunk road but I doubt very much it will happen anytime soon.
A fair amount of infrastructure had disappeared within two or three years after the line closed, mostly to realign the A75.
@@andrewtaylor5984as happened on many closed lines, by the powers that be, to stop it being reopened in the future…
The railway network needs to be rebuilt to the scale of 1960.
The "port road" from Dumfries to Stranraer has many obstacles to rebuilding.
Many bridges would need replacing and the big water of fleet viaduct is life expired.
Some (but not a great amount) of the trackbed has been built on and would need purchasing to remove things like Tesco superstores.
At the Stranraer end of the line, the ferry to Ireland moved out years ago and would need to move back from Cairnryan to give a passenger service any use of the railway.
Obviously some infrastructure would need replacing - that’s fine, some money will have to be spent. As I referred to in the video, I would extend the line North to Cairnryan and close the current Stranraer Harbour station.
You’re absolutely correct and the cost would be phenomenal. One of the major issues as well as a breached trackbed and construction upon a former tracked is a missing trackbed. Many new roads and the A75 is no exception have been built upon the former trackbed as the formation tends to be flatter and straighter and ideal for a new road.
This was deliberate and multi faceted as it not only made construction of the road much easier but it also made any potential for rail reinstatement much harder.
The Military Railway to Cairnryan was not lifted till1967/68.
@@winco68 If they were building a road any obstruction would be demolished,so was it in the sixties when many new roads were built.
You could have a station nearer to Stanraer, on a stub of the current line, which could be served by all trains. Build a wye so the train heads in, the driver changes ends and then the train departs to head north or east. Could also be used to turn steam locos running an excursion.
Dumfries - Stranraer was just beautiful. It was recreated in the Train Simulator game, if anyone wants a taster (~70% discount in the Steam summer & winter sales).
Totton to Fawley in Hampshire. It could considerably reduce commuter traffic into Southampton.
The line already exists and the subject gets raised from time to time, but nothing ever gets done.
I have just turned 48, I fully agree with you about the lines mentioned in this video, but thh, if and when i turn 75, we will still be talking about it.
The two lines I would recommend for reopening are in North Devon Bideford to Barnstaple and then on to Ilfracombe . They is a campaign for the first and sadly as you stated to much infrastructure to reopen to Ilfracombe as they ran originally either side the River Taw. Just as a bit of information back in the day over 10,000 passengers used to use the train to Ilfracombe during the summer months.
There was never any problem in the sixties knocking down infrastructure for a road,some would not be permitted to day. Half of Glasgow was knocked down and as many will know,Charing Cross and The West End are not,and were not then, - SLUM PROPERTY.
Leicester-Burton upon Trent line is a big one for me, a freight-only line at the moment, it passes through Kirby Muxloe (pop. 5k), Coalville (38k), and Ashby-de-la-Zouch (16k), all of which don't currently have a train station. This, as well as providing a route between Leicester and Burton
Freight only lines, especially ones as built up as that, really should be given a passenger service.
Unfortunately, the spur at Knighton Junction to Leicester London Road Station has been built over. Trains coming off the Burton line can only travel south. Hopefully someone can obtain a Compulsory Purchase Order to remove the building and enable trains to Leicester and beyond.
Interesting video. I think the most important projects should be Dumfries to Stranraer with an extension to Cairnryan, and reopening the Waverley line in its entirelym, reinstating the closed section between Galashiels and Carlisle.
I live in Mid Somerset and have different ideas about reopening the railway to Glastonbury. There is already a railway from Witham Junction near Frome almost as far as Shepton Mallet, the first part being Mendip Rail for the quarry at Downhead which is continued on the East Somerset Railway at Cranmore. It would be difficult to rebuild along the original route to Wells as the railway used to cross the trunk A37 road on the level and I don't think anyone would want the reinstatement of the level crossing at this point. But the railway could be realigned southwards around the town and rejoin the original route to Wells behind the present day Tesco superstore. The new alignment would pass close to a large industrial estate and quite possibly Gregorys and other major traffic producers could be encouraged to move some of their business to rail. At Wells the line of the railway has been built on but it could be reinstated on the west side of the bypass and join the long-closed Somerset and Dorset branch to Glastonbury. All three towns in Mid Somerset would then be connected to the rail network. Glastonbury Festival would not have a train station but the festival is only held once a year and the line would only be a mile away from Pilton. The line would also benefit the Bath and West Showground, if the new station at Shepton Mallet had plenty of shuttle buses when there is a major event on.
I haven't forgotten about the East Somerset Railway, which is a long-established undertaking and could be trusted to share the track between Cranmore and Shepton Mallet if it had its own platforms in both places and run trains to the same rules as the many main line steam-hauled excursion trains on the current rail network.
Cairnryan had a railway connected to Stranraer, The Cairnryan Military Railway.
Carnryan was Military Port No 2, Faslane on the Clyde being No 1. They existed in event of ports further south being neutralised by enemy action.
Open Forth Bridge direct to Perth. Was lifted. Line through Forfar was lifted. Dunblane Callander, lifted. Aberdeen Fraserburgh. loads of essential routes.
The Glenfarg main line was not even scheduled for closure under Beeching! The Scottish Office wanted to extend the Forth Road Bridge dual carriageway northwards, and British Rail sold them the trackbed, probably well below its market value!
Obvious one I always say is the Woodhead line between Manchester and Sheffield, yes Sheffield Victoria isn't open but I personally think Sheffield could do with a second station.
Excellent ideas. Nice to see my old home town of Reading at the beginning are you trying to get the old Reading central branch reopened? I now live near Westbury but we are told the main reason for a house shortage in Bristol is all the housing in Central Bristol is taken up by students as the University seems to run the City
if I was to reopen a station it would be Rolleston-on-dove train station
Difficult and unlikely one given some development but I'd like to see the Churnet Valley railway which use to serve Alton Towers reopen, taking a lot of cars and buses off the local roads. JCB also has large factories along the line so could help pay by benefitting from freight services. It could rejoin the Stoke-Derby line at Uttoxeter or twist along the now steam powered curves to Cheddleton and Blythe Bridge.
My mum remembers going to Alton Towers on this line in the 1950s , she caught the Train at Castle Gresley . The Burton , Gresley , Ashby de la Zouch line still exists as a freight line
East Lincolnshire Line MUST be re-opened so does the MAGN
idk what MAGN is, but looking up The East Lincolnshire Line it does seem very good. Connects 2 notable locations via small coastal towns (or near them at least) seems a great plan, maybe not my first pick unless I'm missing something but a really good one.
@@sterlinghartley2165 MAGN most likely refers to the old Midland & Great Northern Railway route between Little Bytham/Peterborough and Norwich/Great Yarmouth, which closed in 1959.
Insufficient population to justify it in East Lincolnshire. And as to reopening the M&GN you are having a laugh 😂
Far too much of the M&GN has built over. Forget it.
HS2 isn’t dead just yet. Birmingham Crewe is still working through parliament, and has good cross party support. Crewe Manchester is also passing through parliament and requires a full debate and vote to stop.
I would reopen the Spen Valley Line in West Yorkshire and provide a cross city link in Bradford to the Forster Square Station.
The trouble with the routing on the Glastonbury service is that it goes over moor land which sits below sea level and his very prone to flooding. There would need to be some massive engineering works just to elevate it.
The Cuckoo Line from Uckfield to Lewes has been considered for re-opening for many years but nothing has been done for it. Most of the former route is walking paths. A connection like this would mean that people wanting to travel to Lewes or Uckfield don't have to go all the way up to London and back down again
This does feel like a prime candidate. Hopefully it could get somewhere if the ban on new 3rd rail is lifted.
I thought that the Lewes bypass severed the trackbed.
In the southwest I'd add continue that to a new stop south of Taunton at Wellington. A sizeable town lacking trains and demanding a ten mile each way road journey to access trains.
I have heard the station is to be reopened.
Cranleigh to Guildford! So much building and rubbish buses and crowded roads.
The line through Glastonbury was a branch off the Somerset & Dorset, which was essentially a long branch line itself, so it was never really a very convenient link (except possibly for main line connections via Highbridge, but not many long distance trains stopped there). I've sometimes thought that a more cost-effective thing might be to reopen a station at Somerton, which isn't all that far, for bus links to Street and Glastonbury (the actual town, not the Pilton Festival, which is nearer Shepton Mallet)
It does feel ridiculous that Somerton doesn't have a station.
There are many now densely populated towns in west yorkshire, particularly the leeds bradford areas with no stations for miles, like Cleckheaton
It would be interesting see a video where you come up with ideas that improve on the designs for current rolling stock across the country. For example, the class 345 and 707 really should have toilets, and the class 220/221 could do with additional coaches increasing capacity on services.
That’s a good idea. I’ll keep it in mind!
Better still, replace the classes 220 and 221 with loco-hauled trains. This is what we used to have on the North-East South-West route. Extra coaches could be, and once were, added at busy times. Coupling two 220 and 221 units does not make much sense, as there are no connections, and eight coaches is still too short. Catering on 220 and 221 sets is non-existent, apart from the occasional trolley. Some people could be going from Scotland to Penzance, and deserve better.
@andrewtaylor5984 True, but then you'll be sacrificing performance, which could lead to other issues.
@@spottymaxy1628 I cannot think of anything good about 220 and 221 trains. I doubt if there is any other country in Europe that runs such short trains over long distances. Many of the seats are next to thick pillars, so one can hardly see outside. I would much rather have a Peak and a range of Mark 1 coaches, even though this would give extended journey times. This obsession for fixed formation multiple units is causing overcrowding. Even before the Voyagers came, loco-hauled trains on these services were rigidly restricted to seven coaches. Voyagers may have led to reduced journey times, but at the expense of passenger comfort. In short, they are anti-public. I have even seen one five-coach set on the Euston to Glasgow run! How can such short trains be justified? Another incident just before Christmas one year shows the short-sightedness of rail managers. I was at King's Cross, and a Hull train had a four-coach set instead of five. There were angry passengers who either had to wait for the next train, or stand for nearly 200 miles. On the Midland Main Line, five-coach trains are the norm, of which one coach, and half of another are first class. The sooner these fixed sets of four or five coaches are strengthened to at least double, the better. Otherwise they should be scrapped. When the HST was introduced on the East Coast Main Line, there was persistent overcrowding. So far as Newcastle was concerned, there was a 25% increase in traffic, and a one-third cut in accommodation. The people who run the railways have not learnt over 40 years on.
@@spottymaxy1628 I used to travel on the Newcastle to Birmingham route in the days I lived on Tyneside. A Peak and 10 or 11 Mark 1 coaches may have taken longer, but was much more passenger-friendly to use modern jargon.
personally, I'd like to see the Barnsley-Doncaster line reopened (allowing a direct interchange with the East Coast Main Line), though intermediate stops would be difficult as the line has been built over in the two largest towns on the route, Wombwell and Wath upon Dearne
another good idea to my mind would be reopening the Doncaster-Worksop line, as the track is still in place, and it would serve Maltby and Dinnington, two of the worst connected towns in South Yorkshire; it could be combined with an express route between Worksop and Sheffield, and the existing all-stops route between Sheff and Donny, forming a circular route like the Leeds-Knottingley-Wakefield route in West Yorkshire
Whilst we are in that part of the country, reopen the Midland Main Line through Normanton, Cudworth, and Wath, another line not included in the Beeching Report.
how hard would it be to either connect the new irsh ferry port at loch ryan or bring them back to stranrear.
Chard to Taunton would be a positive route for reopening in Somerset. Chard Parkway, Chard Central, Donyat Halt, Ilminster, Ilton Halt, Hatch, Thornfalcon, Taunton. Reconnecting multiple communities, x2 large towns that lost a rail link and being able to establish additional housing development in Thornfalcon / Ilton. Yes compulsory purchases needed in a few areas however the benefits outweigh the loss. Reducing pressure on already busy roads to Taunton, better connection for buses/ bikes to smaller villages and create a diversion route when rail engineering takes place. Route at Taunton could also continue for Norton Fitzwarren connecting an interchange for services to Minehead.
Dumfries to Stranraer is certainly desirable - and not just on this side of the Irish Sea, I shouldn't imagine; and maybe even if it involves losing the line circuitous route south of Girvan, as most of the Glasgow - NI passenger traffic now flies, or sails via Troon. But the Cairnryan branch is even more urgent - and your idea of a new, Parkway-type station on the edge of Stranraer will serve it just as well as the old Harbour station! Even as we speak, the rarely-used Mauchline line is sitting there, poised for the freight to start flowing again. It's a no brainer, really! Glastonbury & Street is also a nice idea, but for a yearly festival, run by a farmer nearing retirement age - that was for long the only one of its type but which is now one of many worthy projects? If money were no object, perhaps....
Obviously not a priority but a link from the NYMR to Malton so that services could run from Whitby to York and beyond.
This has been mentioned multiple times in the past and the NYMR have been clear that they don’t want it and aren’t interested in being involved in any way.
I expect that’s the last we hear of it. A slim chance the government would overrule them and execute a compulsory purchase of the line but as it’s in no way a priority it’s unlikely ever to happen.
revisiting the Glastonbury station idea- I'm wondering about the possibility of using the existing freight-only Merehead quarry line and going via Shepton Mallet on the way towards Glastonbury- possibly even going via Wells too
It's possible. It might save costs, though the route onwards from there is more difficult.
the marlebone to leamington line it would be good as the station at rugby is pretty much still there and most of the routes area is still in tact
You can now travel very efficiently and in an almost straight line between Marylebone and Leamington. Are you actually referring to the old Great Central London extension which ran to Rugby on its way up to Leicester and Sheffirld? Or maybe the LNWR line from Rugby to Leamington?
@@Maltloaflegrande the great central railway
I think you could reopen Stirling to callender line, as this one of the main routes out to west and north Scotland out the top of central belt. The village/ town is always packed in summer and traffic can go from 2m to get through the village to over an hour with no other route putting back in the train would help the local business etc but also reduce some of the traffic trough the area it could also join onto the line to Oban depending on how far you reopen that line.
As one who travelled on it, should never have been closed. Certainly not when it was, Callander,Killin Junction and beyond good scenic walk.
I would reccomend the reopening of:
Salisbury and Dorset Junction Railway
A station at Knowle to serve the mass of new developments there.
Reinstating lines from Fareham to Gosport and possibly a train ferry from Gosport to Portsmouth.
Meon Vallet Line from Alton to Portsmouth.
Haven't they got some sort of busway on the old Fareham to Gosport line? How well is that going?
@@simonpitt8145 It works mostly OK but is still not particularly effective or nice. It'd be far better with a rail service again
The line through Market Weighton. Though from what I understand it's a bit of a hard to get through line.
Track gauge in Ireland is 5'3" not UK standard gauge so difficult to justify a train ferry from Cairnryan to Belfast
Sunderland to South Shields via Brockley Whins would only need electrifying as the route is still used by freight.
There was once a more direct route between the two, running from East Boldon to Tyne Dock.
The suggested route for Glastonbury wouldn't be pheasible the land regulary floods over winter
Although a rail connection would be useful as with many areas redevelopment has taken over the lines
Let the farmers dig out the silt from their rhunes again and it'll go back to a working system. No worries about the Glastonbury line anyway because it was all on embankments because they thought about these things back then
How did you get the woman who does the announcements on LNWR trains on at the end?
Someone one the Discord server (Wisehat) is in touch with her, and she agreed to record the mesage!
I think a really easy line to reopen which would benefit the south east would be the Meon valley railway which ran between alton and Portsmouth. part of this line is already a heritage railway and could easily be reinstated and the majority of the rest of the line hasn't been built on so would be relatively cheap to open. furthermore it would allow for newer towns to gain better access to london and Portsmouth. they can also reinstate a separate line which ran from alton to Winchester and the rest of the swml allowing for easier access to much of the south of England
It is an amazing route which I cycle regularly, would be amazing to run trains again.
7:05 And the blummin road's nicked its trackbed like a load of old lines and other chunks of the Slow and Dirty, especially around Bournemouth West.
Where?!
Surely you should open March to wisbeach line, two large towns in Cambridgeshire and the track hasn’t even been raised it is just very disused. You would just need a station at the wisbeach end and then tada, new rail line
I have done a passenger train to Wisbech !
Didcot to Southampton via Newbury and Winchester is seriously important to reopen
Good idea. There is traffic potential, judging by the traffic on the A34. Also worth reopening is the M&SWJR. When that line closed, there was just ONE through train each way, but it was a vital link in the Second World War. How could a line with such a sparse service ever pay?
Might be more difficult but I think that the line from Carmarthen to Aberystwyth in Wales should be reinstated. Both are large towns that used to have a rail link and it would be much better than the current offering which is a bus from either Haverfordwest/Fishguard/Cardigan to Aberystwyth, Carmarthen to Aberystwyth or to take the train from Carmarthen to Shrewsbury and then another train from Shrewsbury to Aberystwyth. The line would provide a vital link that South Ceredigion needs. It could even pass through Lampeter and Aberaeron which would benefit students travelling from the various campuses of the University of Wales Trinity St Davids and holiday traffic to Aberaeron decreasing the congestion on a couple of main roads linking South West Wales with Aberystwyth and North Wales.
I’ve thought about this one, and it would certainly be a strategic reopening. What’s the ridership like on the existing Traws Cymru route?
Aberystwyth-Carmarthen is a line that more likely than others to get re-built because it one Plaid Cymru (2nd biggest party in the Senedd) wants to reopen as well as just a lot of people in Cymru. It an obvious choice to re-open offers great links, and greater links if a few other lines are reinstated north of it.
Interesting in that I’ve already suggested to Calmac that they open a ferry from Cairnryan on the Mull to Tarbet on t’other mull. They’re currently thinking about it. If this line exists they could seriously complement each other.
Should have typed Campbeltown.
Whose building the ferry ? The Poles,The Turks,Not The Scots,They usedto build Battleships and Deep Water Vessels, these days a large inshore craft is a problem by the looks of it,politicians decide on the propulsion.
The old 'Port Line' route may indeed be scenic, but I wonder if it's really practical after Castle Douglas to reconstruct the long empty mountain and moorland section? Imo, it would be better reconstructed using a more direct route, incorporating a chunk of the Kirkcudbright branch after Castle Douglas and to build a new coastal section to Newton Stewart better connecting the few populated areas on the route. A rail link to the two Northern Irish ferry ports at Cairnryan would then seem to be in order too, with a new Stranraer station. Sadly, it seems the government just intend to use the HS2 money to further improve the A76 road in places to Stranraer instead.
A new alignment might be a good idea, and it should be seriously looked at (I must admit I didn’t, the virtually uninterrupted moorland stretch was too tempting a proposition!)
Stranraer could even get a station in the town itself, and run either a shuttle service to the outer station or just split/couple trains there
I would suggest that re-opening the railway from Carmarthen station to Aberystwyth with a branch line from Lampeter to Aberaeron.
This will provide a much needed South to North route between what is TfWs three seperate networks where trains have to actually leave Wales to travel via Shrewsbury to link between the networks.
It would be a good idea for electrification of the whole route from Cardiff central, through Swansea and Carmarthen to Lampeter, Aberaeron and Aberystwyth.
A much needed link for Wales.
Part of the line was flooded in December 1964 and not repaired as the line was already under threat. I think this happened in the Strata Florida area.
question
with re opening the railways
is it only the ones that would be owned by the natuinal network
OR douse it include heritige lines?
The National Network.
@@GWVillager ok thanks for leting me know