I picked up this postcard at Wirral Transport Museum recently and having tracked the same photo down in the book ‘Southport in the age of the tram’ by James Dean & Cedric Greenwood I can say that the authors say this of it:-
Company cars 16 and 11 pass on Lord Street at the junction with Eastbank Street Square about 1907-08. The book credits the photo to the Geoff Price Collection. They go on to say that the neo-Elizabethan timbered building on the right is Lomas’s (later Cannell’s) a high-class fashion store which opened in 1905
Click on the photo/postcard to enlarge it.
The Sunday Times has the story – see extract below:-
So much for Labour’s ‘surge’ in Southport. Apparently, according to the Sunday Times, it’s going so badly for Labour in Southport that they’re pulling the plug. No longer one of Labour’s NW target seats.
Please click on the newspaper extract to enlarge it for reading.
The graphic above*, which you will need to click on to enlarge for reading, is an extract from the recently published Preston City Transport Plan. It’s an important document because it discusses much needed transport, in this case rail, improvements to the south and west of Preston.
If you look closely the document is promoting the re-connection of the Burscough North Curve so that trains can once again travel between Preston and Southport. This is what the curves looked like when they were in place in the 1960’s:-
The Burscough Curves are in West Lancashire. This historic shot of them is from when they were in place, in 1960’s.
OPSTA, the Ormskirk, Preston & Southport Travelers Association has been promoting the re-connection of the Burscough Curves since the 1980’s and they have been the driving force behind improving the Ormskirk – Preston Line and the reopening of Midge Hall Station. But it’s been an uphill struggle with Lancashire County Council (the Transport Authority) seeming being at best lukewarm about the line the present train operator (Northern) struggling to deliver the present basic service reliably.
Ormskirk’s Station where Merseyrail and Northern trains meet.
Another way forward is for Merseyrail to run trains all the way from Liverpool Central to Preston via the removal of the buffer stops at Ormskirk and other signaling/track improvements. To me this has always been the most sensible solution to bring the Ormskirk – Preston Line up to its true potential, together of course with the introduction of Southport – Preston trains. The fact that some of Merseyrail’s soon to arrive Class 777 Stadler rolling stock will now have battery operation facility (this had been in doubt previously) then them operating on the line without the need for expensive electrification equipment opens up real opportunities.
A mock-up of a Class 777 – The new Merseyrail trains that will soon replace the Class 507/508 EMU’s
* ‘P’ is Preston – Numbers 2, 3 & 6 are points along the Ormskirk – Preston Railway Line – 2 is the proposed new Coote Lane Station – 3 being the proposed reopening of Midge Hall Station and 6 is where the connecting Burscough Curves are situated i.e. where the Ormsirk – Preston and Southport – Wigan lines cross each other.
A Pacer at Preston Station
I came across the You Tube video (see link below) pretty much by chance even though it’s on a matter I have blogged about a number of times before i.e. the infamous ‘Nodding Donkeys’ of the railway world made from bus bodies and freight van trucks. However Southport rail campaigner Eric Woodcock is on the video explaining in straight forward terms how the much derided Pacer trains came about. It’s an interesting watch……
Inside a down at heel Pacer on the Ormskirk Preston Line
My good friend and former MP for Southport John Pugh campaigned to rid us of these terrible trains and here’s a link back to his work on the matter:-
I’ve blogged about Southport’s long gone tramways previously. Here are a few links back to my previous postings about them and Southport Corporation Transport:-
The reason I return to this subject now is that I’ve recently visited the volunteer preserved tramway in Manchester’s Heaton Park. This lovely little tramway is well worth a visit (check when it’s open before travelling) but sadly soon after we visited they had some overhead cantenary cable stolen which curtailed their ability to run their heritage trams. The good news is that Manchester Metrolink has stepped in to get them up and running again.
A preserved Blackpool tram at Heaton Park Tramway, Manchester.
However, I digress. If you take a close look at the photo at the head of this posting or this one
you will realise the buttons are from Southport Corporation Transport. They were on the uniform of the ticket inspector on one of the Heaton Park Heritage trams. Small world indeed.
The Blackpool tram shot is also amongst my Flickr photos at:-
Place North West has an interesting and thought provoking article on its website – see link below:-
In my view Southport suffers from two distinct and unique disadvantages. Firstly, of being at one far end of a Metropolitan Borough (Sefton) whilst being mostly surrounded by a County (Lancashire) it no longer (since 1974) has any significant political connections with. Secondly, of having some very poor road and rail connections to the east and north of it.
If you start from the premise that the modern custodians have failed then I feel the disadvantages which have been put in their way are very much the cause. What’s more they’ve not been self-created disadvantages but very much imposed ones from Beeching’s railway cut backs of the 1960’s, the lack of an Ormskirk road by-pass, and the reorganisation of local government in 1974. The fact that none of theses significant downsides for Sunny Southport have been successfully addressed is the ongoing challenge which the present day custodians can’t crack – although that’s not for the want of trying.
I’ve commented on this so tough to crack conundrum previously:-
My view is that Southport has been failed but the causes of that failure are very much external to the Town.
With thanks to Roy Connell for the lead to this posting