Skipton–East Lancashire Rail Action Partnership
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SELRAP Skipton–East Lancashire Rail Action Partnership Preliminary Study of the state of the former railway trackbed between Skipton and Colne October 2001 The Skipton–Colne railway trackbed – too valuable a national resource to be destroyed by any development 1 Skipton-Colne railway Initial Re-instatement Feasibility Study Introduction and Summary SELRAP – the Skipton–Colne Rail Action Partnership – aims to protect the former railway trackbed between Skipton and Colne from ANY development so that it can, in due course, be re-instated as a main railway line. SELRAP has undertaken a brief study of the line, closed in 1970, to assess its suitability for restoration. It found that the trackbed is in remarkably good condition, considering the time that has elapsed, and no unexpected problems were uncovered. There have been very few incursions onto the trackbed and the line could, for the gretater part be re-instated at a relatively low cost. A significant bridge across the Leeds & Liverpool canal will need to be built, as well as a smaller one over the River Aire at Skipton. Two major roads have been built across the trackbed at either end: relaying the railway at these points will present challenges, especially at the Colne end, but the problems are by no means insurmountable. About this report SELRAP’s first substantial activity has been to assess the trackbed between Colne and Skipton. Two study walks, led by a professional railway engineer of some standing, took place in summer 2001. On the Lancashire section members walked along the former trackbed as much as was possible: on the Yorkshire section observations were taken from publicly accessible viewpoints, taking full notice of private land-owning and foot and mouth disease considerations. This brief report sets out the conclusions of those preliminary studies. It considers only the physical condition of the former trackbed, so that its suitability for safeguarding against future developments can be judged. Nor does it attempt to justify the re-instatement of the railway at this stage by way of traffic forecasts or social inclusion arguments, for example. The report concludes that there are few obstacles to the re-instatement of the line, and none that are not immediately obvious. The total cost of relaying double track suitable for 90mph running, including relevant signalling and the reconnection to exisitng lines at both ends, would be £28 million ±30%. The provision of stations would be extra to this estimate. About the line The 11.5 mile double track railway from Skipton (North Yorkshire) to Colne (Lancashire) was closed, unexpectedly and hurriedly, in 1970. (It was not earmarked for closure in the “Beeching Report”, but was condemned afterwards under the “Castle Plan”.) The trackbed has remained virtually untouched ever since: the western section, from the county boundary at Thornton-in-Craven to Colne, is owned by Lancashire County Council and is very largely used as a permissive footpath. The eastern (North Yorkshire) section, from Thornton to Skipton, is mainly in private hands, largely the Tempest Estate. 2 In the Lancashire section, the line runs through attractive open countryside, but also serves small former industrial towns such as Earby. In the Yorkshire section, having passed close to the ‘picture postcard’ village of Thornton-in-Craven and the hamlet of Elslack, the line passes through the Craven area, one of superb scenery. At one end is Colne, a depressed former cotton town with very poor transport links, especially by rail. At the other, Skipton, the gateway to the Yorkshire Dales, is bustling and vibrant with excellent rail services. The 11.5mile/18km Skipton–Colne line has no tunnels and no major cuttings or embankments. It rises at a gentle slope (initially at 1 in 202 and 141, but otherwise never more than 1 in 231) from Skipton (about 100m/320ft amsl), through Earby (140m/465ft) to the summit 1.75 miles east of Colne (about 160m/530ft) and then to Colne (150m/500ft). The road proposal Lancashire County Council is proposing to use the majority of the trackbed in its area – the exception is the short stretch through the village of Earby – as the so-called “A56 Villages By-pass”, a virtual extension of the M65 towards the A65/A59 at Skipton. This proposal, second in terms of priority on the LCC new roads list, is seen by many campaigners as being a motorway by stealth, not fulfilling the objectives set out in its own documentation, and effectively bringing a trans-pennine motorway terminus just to the west of the village of Thornton-in-Craven. A one-mile section of the trackbed east from the “Villages By-pass” terminus has been safeguarded for the Thornton-in-Craven by-pass being developed by North Yorkshire County Council. About SELRAP SELRAP – the Skipton–East Lancashire Rail Action Partnership, was established in spring 2001. Its main aim is to protect the former railway trackbed from ANY development so that it can, in due course, be re-instated as a main railway line. SELRAP’s statement of objectives is at the end of this report. SELRAP is an umbrella group for all groups campaigning either against the road proposal or for the railway: it was established because the railway line crosses both county and regional boundaries, and one voice is needed to co-ordinate trans-pennine efforts. It is stressed that SELRAP itself is not against the road proposal: if it goes ahead all SELRAP asks is that it does not interfere with the future restoration of the railway by being routed and designed so as not to damage the trackbed which is, quite simply, too valuable a national resource to destroy. The Study Part 1: Thornton-in-Craven to Colne (Lancashire section) On 18 August 2001 a walk was undertaken by several members of SELRAP and led by our qualified railway engineer, from Thornton-in-Craven to Colne along, where feasible, the trackbed of the former Skipton–Colne railway. 3 In general terms, the trackbed is in good condition, overgrown in places but the trees and bushes can easily be removed. The boundary walls and fences are also in reasonable condition. The stone-built underpasses are in good condition and would only require minimal attention. Listed as follows are the points of interest and their problems: Earby Industrial Estate (east of Earby Village) This site is still under development. There will be a requirement for a level crossing over the road to the estate, which is level with the track bed. There is a danger that this estate could eventually encroach significantly on the trackbed. Earby Village The level crossing over the A56 will be required to be reinstated. Advance warning signs will have to be erected to the east, because of a blind bend on the road approach to the crossing. Earby - Road to North Holme Estate Level crossing to be reinstated. Earby - West of above road Three houses to the north of the line have encroached and fenced onto the trackbed by 20ft. A number of houses on the south of the line have encroached onto the trackbed by up to 15ft. Earby There is a Transco main gas pipe, which is above ground at an underpass, west of Earby, which would not give adequate clearance for twin tracks over the underpass. Kelbrook West of Kelbrook an underpass to a farm track has had its top half demolished. Kelbrook – Foulridge The bridge over the Leeds & Liverpool Canal has been demolished. It was at a shallow angle relative to the line of the canal, and is relatively long. Replacing the bridge would be sraightforward, however. Foulridge (West of Station) The trackbed under a bridge is waterlogged and will require drainage, with possible pumping. Colne There will be a requirement to achieve a suitable crossing of the A6068 (Vivary Way) at Colne. Here the trackbed and the road are about level, but the road is four lanes wide- and a roundabout (the terminus of the M65 motorway) is approximately 200 yards to the west. There is a road junction a short distance to the east of this crossing point. To the north the railway passes under a still-present road bridge: to the south the railway passes over a viaduct just before Colne station, defining its vertical level there. Seemingly, the only feasible solution would be for the road to be bridged over the trackbed. A football pitch site between the A6068 and the station, will need to be relocated. This is the major challenge facing the re-instatement of the railway, but it is by no means insurmountable. 4 General It would be entirely feasible to re-instate the railway in the Lancashire section, but the two bridges that are required, over the canal and the A6068 at Colne, increase the costs dramatically. The unknown factors are: i. Does the Transco gas pipe at Earby require to be moved along the whole route or can it be diverted locally where it is on the surface (or underpasses)? Maps of the pipe have been obtained and discussions need to be held with Transco to determine the situation at a later date. ii. The status of the encroachment onto the line of route by residents at Earby will be investigated. iii. The industrial development at Earby has the potential to cause damage to the trackbed which would be expensive and difficult to restore, if further planning permissions are granted. Cost It is estimated that the reinstatement costs would be £1 million per mile, therefore approx. £6 million. However, the two bridges could cost another £12 million. This would cover a dual line track in the Lancashire section of the line, built to a standard to allow passenger trains to run at up to 90mph.