So, back to Britain for the third part of this ongoing series, in which I look at old train timetables.
Speaking of closures, Richard Beeching was Chairman of British Railways at this time. This is of course a name very familiar to any British rail enthusiast for the wrong reasons. The Great Central Railway, while closed after his return to ICI, would lose its through services to London in 1966 and close entirely in 1969. It has services here in the London St. Pancras to Sheffield line, although many of the intermediate stations had closed in 1963.
Also noted are the closure of Normacot and Cheadle stations on the Crewe-Derby Line (today served by East Midlands Trains) and the closed Cheadle branch line off that respectively; the former had closed in March 1964 and no trace remains, while the latter went the year before with only the station master's house surviving. A proposal to run charter trains to Cheadle for Alton Towers in the 1980s did not come to fruition and the track has since been lifted.
I acquired this tome (it's so big that 'tome' is the only word one can really use to describe it[1]) via eBay, which is the go to source for historical train timetables of all eras and countries. When I shuffle off this mortal coil, then someone is going to be selling my small collection on a future version of this site, I'd imagine/hope...
Anyway, an explanation. BR for most of its history was split into a number of regions, largely aligned with the boundaries of the pre-nationalisation Big Four, although there were differences and changes over time. The London Midland Region or LMR for short was based around the boundaries of the London, Midland and Scottish Railway (LMS - interestingly, these initials are trademarked by the Government so we might get a return of this to join the other three Big Four companies). In practice, this meant services from the four London termini in the picture in a generally NW direction, although the now closed and demolished Broad Street connected to the now London Overground line to Richmond. Services crossing the Pennines also came partly under LMR's aegis.
The historical context
While not the first electrification project carried out by BR, the West Coast Main Line electrification from London to Glasgow, opened in stages from 1959 to 1974, was arguably the most major event of the first half of the near 50-year existence of the organisation. Locomotives constructed for this operation, namely the AL6/Class 86, still ply our rails on freight operations to this day, with some now earning their keep in Bulgaria.
As a result, steam haulage continued on the London Midland at this time, with a major presence for the LMS Stanier Class 5 4-6-0 mixed traffic engine, colloquially known as the "Black Five", along with the BR Standard Class 5, its post-war development.
However, diesel and electric stock was well established.
On the Chiltern Main Line out of London Marylebone, the four-car diesel units later known as Class 115 were in operation. Their interiors were a good deal more luxurious than the more bus-like ones of other Mark 1 based units, to serve the better off commuters of Buckinghamshire. St Pancras had the Class 127, also a four-car unit. Both had the capacity for passengers to see out through the front window and watch the driver at work, although some would pull the blinds down.
The Sulzer Type 2 (Class 25) became so common on the LMR and elsewhere that enthusiasts nicknamed them "Rats", the standard term for them today, but plenty of other types were around.
Electrification from Crewe to Liverpool, as well as in the Birmingham and Manchester areas had resulted in the introduction of the Class 304, with a rather distinctive compressor noise.
However, 25kV was by no means the only spark game in town. The iconic Woodhead Line from Manchester to Sheffield has 1500V DC overhead with units and locomotives to match, some of which ended up in the Netherlands.
The Bury Line, later converted to a tram line had 1200V DC side contact rail from its World War One era conversion and the Class 504.
The Watford DC Line, operating from Euston to Watford Junction, shared with the Bakerloo Line (which also ran to the latter at this point) and now part of London Overground, had also been done at the same time, with 750V DC third rail; Class 501 units with bars on the windows to prevent passengers from leaning out were used here as well as to Broad Street and Richmond.
Now about Broad Street. This station, situated next to Liverpool Street, had been severely damaged in air raids in the Second World War and was progressively being run down over this time - the route had limited appeal for those going to central London as faster alternatives were available. It would finally shut entirely in 1986 and be replaced by the Broadgate shopping centre.
Speaking of closures, Richard Beeching was Chairman of British Railways at this time. This is of course a name very familiar to any British rail enthusiast for the wrong reasons. The Great Central Railway, while closed after his return to ICI, would lose its through services to London in 1966 and close entirely in 1969. It has services here in the London St. Pancras to Sheffield line, although many of the intermediate stations had closed in 1963.
Also noted are the closure of Normacot and Cheadle stations on the Crewe-Derby Line (today served by East Midlands Trains) and the closed Cheadle branch line off that respectively; the former had closed in March 1964 and no trace remains, while the latter went the year before with only the station master's house surviving. A proposal to run charter trains to Cheadle for Alton Towers in the 1980s did not come to fruition and the track has since been lifted.
The contents
After a couple of full page notices advertising freight services and warning about engineering work for the WCML electrification, we then have a 13 page index of stations, followed shortly after by 16 pages on seat reservations (2 shillings each) and Regulation Tickets (to enable you to ride at all on a particular service, no charge). A long list of trains that could have been much more simply with a symbol above the appropriate service in the main timetable, where people are going to look anyway!
We then have the sleeper services, which were much more extensive back in 1964, also operating out of St Pancras, Marylebone and Kensington Olympia, the last being an arrival point only for some reason. With many terminus stations being reached in the wee hours, BR helpfully would shunt the sleepers to one side so you could get a longer kip. Also, I have to love this line (emphasis mine):
This sort of line begs the question of just what someone took on a sleeper train to result in the need to specify that. I'm imagine a chicken clucking all the way down Shap...
We then have the boat train services to the island of Ireland, which has the option on the ferry from Holyhead to Dun Laoghaire to have an "open berth" with either a made-up bed for 8 shillings or "rug and pillow only" for 7 shillings. So, a big dormitory with a rug and pillow on some bunk? Who is running this ferry service? Ryanair?
The summary tables for key routes take us up to page 110 and then we get to a whole string of passenger information, including "Specimen single fares between principal stations", which like Ronseal, does pretty much exactly what it says on the tin, giving a table of second class fares between the key station. Euston to Glasgow will set you visitors in 1964 back 84 shillings exactly i.e. £4 4s.
(For ease of use, prices were often displayed in shillings and pence only).
This is a walk up flat fare - discounted advance tickets were not a general thing in 1964. Basically around £80 at today's prices. You can get an Advance Single on Virgin Trains today for £65, but you're looking at £141.50 for the any off peak train variety.
However, discounts were available including:
It was common at the time to send luggage you didn't need on the trip ahead of you when going on holiday or up to university (or public school!). This cost 2/9 for each package to be collected and conveyed or conveyed and delivered within Great Britain i.e. part of the road journey being included. For the whole trip, you'd pay 5/6.
Finally, we have a quick section on London Underground services with a tube map.
The rest is timetables with adverts for various services repeated throughout to save space.
After a couple of full page notices advertising freight services and warning about engineering work for the WCML electrification, we then have a 13 page index of stations, followed shortly after by 16 pages on seat reservations (2 shillings each) and Regulation Tickets (to enable you to ride at all on a particular service, no charge). A long list of trains that could have been much more simply with a symbol above the appropriate service in the main timetable, where people are going to look anyway!
We then have the sleeper services, which were much more extensive back in 1964, also operating out of St Pancras, Marylebone and Kensington Olympia, the last being an arrival point only for some reason. With many terminus stations being reached in the wee hours, BR helpfully would shunt the sleepers to one side so you could get a longer kip. Also, I have to love this line (emphasis mine):
Dogs or other livestock are not allowed to be taken into the sleeping cars.
This sort of line begs the question of just what someone took on a sleeper train to result in the need to specify that. I'm imagine a chicken clucking all the way down Shap...
We then have the boat train services to the island of Ireland, which has the option on the ferry from Holyhead to Dun Laoghaire to have an "open berth" with either a made-up bed for 8 shillings or "rug and pillow only" for 7 shillings. So, a big dormitory with a rug and pillow on some bunk? Who is running this ferry service? Ryanair?
The summary tables for key routes take us up to page 110 and then we get to a whole string of passenger information, including "Specimen single fares between principal stations", which like Ronseal, does pretty much exactly what it says on the tin, giving a table of second class fares between the key station. Euston to Glasgow will set you visitors in 1964 back 84 shillings exactly i.e. £4 4s.
(For ease of use, prices were often displayed in shillings and pence only).
This is a walk up flat fare - discounted advance tickets were not a general thing in 1964. Basically around £80 at today's prices. You can get an Advance Single on Virgin Trains today for £65, but you're looking at £141.50 for the any off peak train variety.
However, discounts were available including:
- Mid-Week Period Return: Go out on Tuesday, Wednesday and Thursday, return on those same days in one of the following weeks within one month.
- Excursion tickets: To go to principal towns, holiday resorts and for special events.
- Holiday Runabout Tickets: A rover ticket
- Circular Tour Tickets: For when you want to take a more indirect route.
- Ramblers' Tickets: Travel to one station, come back from another
It was common at the time to send luggage you didn't need on the trip ahead of you when going on holiday or up to university (or public school!). This cost 2/9 for each package to be collected and conveyed or conveyed and delivered within Great Britain i.e. part of the road journey being included. For the whole trip, you'd pay 5/6.
Finally, we have a quick section on London Underground services with a tube map.
The rest is timetables with adverts for various services repeated throughout to save space.
The travel times
So, how long is it going to take you to travel through the London Midland Region of British Railways?
I'll cover three types of services here: a London region commuter service, a London to Scotland journey and a 'Regional Railways' service in North Wales.
London commuter service
The Chiltern service from London to Aylesbury Town in 1964, using Class 115 DMUs, took 58 minutes in the peak times, stopping at all the stations on the route - the service frequency was every 15 minutes. For example, 5.57pm departure would get you to Amersham at 6.55pm.
Today, you can do that journey in 54 minutes; the service also goes on for a further nine minutes to the 2008 opened Aylesbury Vale Parkway. Not really a huge difference, but remember that the 115s had a lot more doors.
Long distance
One of the key railway journeys in the UK is from London to Glasgow; the Lowland Sleeper goes there and it is the limit of long distance electrification on the West Coast Main Line. There were in fact three main stations in Glasgow at this point in time - Central, Queen Street and St Enoch. The last of these was closed in 1966 and the site demolished; it is now home to a shopping centre.
The Royal Scot, the 10am departure from Euston to Glasgow Central, arrived after a stop at Carlisle at 5.10pm, a journey time of 7 hours and 10 minutes. Today you can do the journey in 4 hours and 29 minutes on a Pendolino, which is of course considerably shorter.
Regional Railways
Liverpool to Manchester is the oldest inter-city railway route recognisable as a railway in the world (opened in 1830) and can be done in under 40 minutes today depending on what train you get, although the average is around 54 minutes.
In 1964, the journey lengths were about the same, but with a much lower overall service frequency. Today I believe the actual issue is congestion...
An important note - Manchester Piccadilly was not the main station at this time (for one thing undergoing rebuilding as part of electrification), with Manchester Exchange being one of the main calling points. This was closed in 1969 and is now home to the Manchester Central Convention Centre, connected to the Metrolink tram network.
Conclusion
The long distance times here show much electrification sped up journey times nearlywherever it was introduced. I've been on steam hauled rail tours and while they are limited by the need to fit in with other traffic, they're not exactly very fast affairs. And you might only have one book to keep you entertained; for many members of the public, steam only became glamorous once it had disappeared.
1964 would be the end of an era for British Railways; for one thing, it would be British Rail from 1965 onwards...
[1] It weighs 868 grammes or 1lb 14.6 ozs in old money.
[2] Not the only contraction superseding the original world. You have a (tele)phone, women generally wear bra(ssiere)s[3] and many fly on a (aero)plane.
[3]Be careful not to mix that word up with brasserie.
[4]Thank you, I'm here all night.
So, how long is it going to take you to travel through the London Midland Region of British Railways?
I'll cover three types of services here: a London region commuter service, a London to Scotland journey and a 'Regional Railways' service in North Wales.
London commuter service
The Chiltern service from London to Aylesbury Town in 1964, using Class 115 DMUs, took 58 minutes in the peak times, stopping at all the stations on the route - the service frequency was every 15 minutes. For example, 5.57pm departure would get you to Amersham at 6.55pm.
Today, you can do that journey in 54 minutes; the service also goes on for a further nine minutes to the 2008 opened Aylesbury Vale Parkway. Not really a huge difference, but remember that the 115s had a lot more doors.
Long distance
One of the key railway journeys in the UK is from London to Glasgow; the Lowland Sleeper goes there and it is the limit of long distance electrification on the West Coast Main Line. There were in fact three main stations in Glasgow at this point in time - Central, Queen Street and St Enoch. The last of these was closed in 1966 and the site demolished; it is now home to a shopping centre.
The Royal Scot, the 10am departure from Euston to Glasgow Central, arrived after a stop at Carlisle at 5.10pm, a journey time of 7 hours and 10 minutes. Today you can do the journey in 4 hours and 29 minutes on a Pendolino, which is of course considerably shorter.
Regional Railways
Liverpool to Manchester is the oldest inter-city railway route recognisable as a railway in the world (opened in 1830) and can be done in under 40 minutes today depending on what train you get, although the average is around 54 minutes.
In 1964, the journey lengths were about the same, but with a much lower overall service frequency. Today I believe the actual issue is congestion...
An important note - Manchester Piccadilly was not the main station at this time (for one thing undergoing rebuilding as part of electrification), with Manchester Exchange being one of the main calling points. This was closed in 1969 and is now home to the Manchester Central Convention Centre, connected to the Metrolink tram network.
Conclusion
The long distance times here show much electrification sped up journey times nearlywherever it was introduced. I've been on steam hauled rail tours and while they are limited by the need to fit in with other traffic, they're not exactly very fast affairs. And you might only have one book to keep you entertained; for many members of the public, steam only became glamorous once it had disappeared.
1964 would be the end of an era for British Railways; for one thing, it would be British Rail from 1965 onwards...
[1] It weighs 868 grammes or 1lb 14.6 ozs in old money.
[2] Not the only contraction superseding the original world. You have a (tele)phone, women generally wear bra(ssiere)s[3] and many fly on a (aero)plane.
[3]Be careful not to mix that word up with brasserie.
[4]Thank you, I'm here all night.
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