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The CTA Blue Line Damen station re-opened Monday after being closed for two months of renovations. The CTA Blue Line Damen station re-opened in Chicago's Wicker Park neighborhood Monday morning after two months of renovations. Centred at Waterfoot and Newchurch the slipper industry was an offshoot of wool and felt manufacture, and of the custom of millworkers to wrap waste felt around their clogs. At the time of opening Bacup station had only a single platform, but goods facilities were provided. The new facilities at Bacup consisted of a wide island platform to accommodate trains on each side, with a single-storey brick building at the north end of the station, facing onto the street.
It took approximately 32 to 34 minutes to travel from Bacup - Bury, and a minute or two longer was added for journeys in the opposite direction to compensate for the gradients. London North Western Railway (LNWR) and from 1st January 1923 that company became part of the London Midland & Scottish Railway (LMS).
On 1st January 1948 Bacup became part of the nationalised British Railways (London Midland Region).
On 11th January 1958 a serious fire broke out in the goods shed at Bacup and it was completely destroyed, but goods traffic continued to be handled.
The purpose of The Reshaping of British Railways (Beeching Report) of March 1963 was to create an economically viable network, involving the closure of many loss-making passenger lines and stations. See also the Ramsbottom Model Railway Club web site which features 106 old photographs of the East Lancashire Railway and photographs of the clubs excellent layout of Ramsbottom & Stubbins. Looking north towards the buffer stops at Bacup station in the April 1954 as a passenger service prepares to depart.
Bacup Station in 1962 during a visit by Roch Valley Railway Society Salford Hundred rail tour on 28th July 1962. Looking west towards the site of the entrance to Bacup station in Rockcliffe Road in October 2008.
Trains and Stations in the Midwest   With Chicago, IL as its hub, Amtrak has extensive service in the Midwest.
The station had two short platforms with a single-storey L-shaped building comprising the booking office, waiting room and stationmaster's house located on the up side. The station was never busy and was an early candidate for closure, losing its passenger service on 1 November 1929, although the goods yard remained open.
The new RAF station opened for operations on 26 September 1938 as RAF Kingstown and became home to two operational bomber squadrons. The Waverley route was a double-track railway line that ran south from Edinburgh in Scotland through Midlothian and the Scottish Borders to Carlisle in England.
It received Royal Assent on 26 May 1826 as a horse-drawn tramway built to the Scottish gauge of 4 ft 6 in and linked various coal mines to the south-east of Edinburgh. Two further Acts were obtained; the first, on 4 June 1829, sanctioned the Leith Branch, running from Niddrie to Leith.
The first section of the line opened for goods traffic from Edinburgh St Leonards to Craighall Colliery, between Niddrie and Millerhill, on 4 July 1831. There were no fixed stopping places with passengers joining and alighting wherever they requested; as a result there were no tickets. The North British Railway made an approach to buy the line, which would be incorporated into a proposed new route between Edinburgh and Hawick; this received parliamentary authorisation in 1845. Construction of the extension to Hawick was rapid, opening in stages as the line forged its way south.
By this date there was considerable rivalry between railway companies, and this soon turned into acrimony, with opposing plans to extend south into England. To the astonishment of many inhabitants, the claims of the Langholm line were approved and those of the Liddesdale scheme rejected. In 1859, the railway battle raged again before Parliament, and on the 21 July 1859, having changed its name from the Hawick & Carlisle Junction Railway, the Border Union (North British) Railway Act received the Royal Assent - the North British Railway had won at last. Within six weeks construction was underway at Hawick with intense interest from the townsfolk.
South of Hawick a deviation from the original route took the line close to Stobs Castle in the hope that a station there might generate passenger revenue in the future, despite a tiny local population. As the Borders Counties line was already open, Riccarton opened early, before all the railway facilities were completed. The new line opened in four stages, with goods traffic running between Canal yard in Carlisle and Scotch Dyke from 15 October 1861 and passenger traffic commencing over that section on 30 October.
Initially traffic over the southern section of the route was very limited, and the board considered selling that part of the line, or - if no buyer was forthcoming - closing it.
The significant gradients and bleak moorland terrain made the Waverley arguably the most difficult line in the UK for steam locomotive crews to work.
In 1923 the North British Railway came under the jurisdiction of the London & North Eastern Railway (LNER) at the Grouping. The expresses were limited-stop, and in the 1950s they covered the mileage from Carlisle to Edinburgh in roughly two-and-a-half hours. Other passenger services (usually three per day) were also worked by A3s, although Thompson B1 4-6-0s made regular appearances.
After the end of steam, a variety of diesels worked passenger trains, especially Class 24 and 26 Sulzer-engined diesels, and even Class 17 (Claytons) on local stoppers.
One notable working in later years was a daily Halewood (Liverpool) to Bathgate freight train carrying Ford cars on carflats. At Nationalisation almost the entire Waverley route was given to the Scottish Region, of which 16 miles were within Cumberland (England) from Kershope Foot to Harker inclusive. Feelings were running high along the route on the final weekend of passenger operations, with protestors evident at most stations. At Newcastleton, the pilot engine found the line was blocked and the level crossing gates locked by protestors. On the afternoon of 6 January at Riddings Junction, BR staged a track-lifting 'ceremony' for the press, to split the London Midland and Scottish Regions, demonstrating their determination to close the route.
The closure of the Waverley Route created a railway desert in the Anglo-Scottish border area. Freight traffic continued until 28 April 1969 as far as Hawick with a daily service, mainly of coal traffic from Lady Victoria Pit. Track-lifting had begun, but was temporarily halted in early 1969 while British Rail negotiated with a private consortium, the Border Union Railway Company, to discuss buying the infrastructure.
An inspection saloon ran over the route in early 1970 to allow contractors to bid for the demolition work.
Omissions in the decision process have been pointed out since the closure, which might have resulted in the line remaining open. In the late 1990s there was some discussion about reopening the southern section from Carlisle as far as Riccarton Junction. Reinstating a single track was seen as an option to provide transport capacity for heavy loads, bypassing the villages, but the project was not pursued. At Whitrope Siding (just short of) Whitrope Tunnel track panels have been re-laid by the Waverley Route Heritage Association (WRHA) as part of a heritage railway which, in 2011, stretches from the tunnel for about half-a-mile.
As noted earlier, the Border towns suffered economic stagnation following the removal of their railway services. The Borders Railway opened from its temporary terminus (since 2002) at Newcraighall to Tweedbank on Sunday 6 September 2015. The formal opening took place on Wednesday 9 September, when Her Majesty Queen Elizabeth II, the Duke of Edinburgh, Scottish First Minister Nicola Sturgeon and other dignitaries travelled on a special train from Edinburgh hauled by A4 No.60009 Union of South Africa. The platforms at Galashiels and Tweedbank have been built of sufficient length to accommodate such steam charter trains, but unfortunately there are no run-round, turntable or turning triangle installations at Tweedbank, so locomotives must head and tail the trains. All stations from Brunstane to Tweedbank inclusive are unstaffed and freight is not handled. Stobs, Stobs Camp, Hawick (2nd site), Hawick (1st site), Hassendean, Belses, Charlesfield Halt, St. Harker station up platform and station building in July 1975, three years after the track had been lifted. Philadelphia can now count itself number 3 in public transit rail ridership in the United States.
Two other key developments will brighten Philadelphia's transit future: one directly, one indirectly. Philly's transit future can continue to brighten but some additional changes would help that along.
5) Create Bus Route maps for regions that are displayed with color routes AND frequency of the bus via thickness of line. Check out the reduction of frequency from the far right of the map versus the dense urban core on the left.
About the Author: Other than time away from Philly studying his masters in Urban Planning in the Netherlands, Geoff has lived here since 2005. By re-envisioning our streets, parks, infrastructure and policy, This Old City creates new dialogue on Philadelphia's urban form.


To this day the footwear outlets in Rossendale are reminders of slipper manufacture which, like so much of the Lancashire textile industry, has largely moved to overseas where labour is cheaper. It was at the end of the East Lancashire Railway’s (ELR) line from Clifton Junction through Bury and Rawtenstall.
However between Waterfoot and Bacup there was a formidable natural obstacle called The Thrutch Gorge, better known today as The Glenn. During the early years of LYR ownership passenger train services from Bacup continued to run to Manchester via Clifton Junction.
Traffic had increased to such a level that doubling of the line from Rawtenstall to Bacup had been authorised. The LMS timetable for the summer of 1932 shows thirty-nine departures from Bacup on weekdays, twelve of them to Rochdale with the rest heading to destinations along the Bury line including Manchester Victoria, Bury Bolton Street, Bury Knowsley Street, Rawtenstall and even Ewood Bridge & Edenfield. Bacup had thirty-five departures, giving a half-hourly service: the most intensive that the line would see.
The absurdity of withdrawing passenger services on the heavily used, electrified service between Manchester and Bury was acknowledged when, on 8th February 1965, the Minister of Transport refused consent to closure. The buffer stops and beyond it the main entrance building are clearly shown as is the station's extensive canopy. A signal box at the north end of the up platform controlled access to the goods yard which was sited on the up side north of the station.
With the outbreak of war in 1939, Kingstown's runways proved too short for the latest generation of larger multi-engined bombers and there was no room for runway expansion, so the RAF built and developed a new airfield at Crosby-on-Eden. A new station opened on 1 March 1943 on the south side of the road to serve a storage depot to the east.
The line was commissioned by a business consortium led by Walter Montagu-Douglas-Scott, 5th Duke of Buccleuch, with the engineering plans being contributed by Robert Stevenson. The second, in 1834, authorised further branches to Fisherrow and Musselburgh and allowed a certain amount of passenger traffic by horse-drawn railway coaches. Leonards and South Esk on 2 June 1832; this quickly proved profitable, and the company started operating its own passenger trains in 1834, taking over all passenger workings in 1836 with a service to Dalkeith opening in autumn 1839. By 1843 some 'authorised' stopping places had been agreed, and an 1844 map produced by the North British Railway showed stations at Portobello, Niddrie Junction, Cairney, Sheriffhall, and Lasswade Road (at, or near, the later Eskbank station). Due to the ongoing success of the existing enterprise, the NBR had to pay the high price of £113,000, the sale being completed in October 1845. The line was subsequently converted to standard gauge and doubled, reopening to Dalhousie in July 1847. Gorebridge opened on 14 July 1847 and by 20 February 1849 it had reached Galashiels, finally arriving at Hawick, where a terminus was opened on 1 November 1849. In 1846 the NBR applied to Parliament for further powers to extend the line through Langholm to Carlisle. So indignant were the supporters of the Liddesdale railway that a meeting outside the Town Hall in Hawick attracted some sixteen hundred people expressing the view that the decision was totally against the wishes of the people of the south of Scotland. Langholm had come close to having a through line to Hawick, worked by the Caledonian Railway Company, but it had to be content with a branch line from the Liddesdale route.
Beyond Hawick the line passed through difficult terrain requiring heavy engineering works, with steep gradients and viaducts (notably the magnificent 15-arch structure near Shankend) before reaching the 1208 yd summit tunnel at Whitrope, 1006 ft above sea level.
In fact many of the new stations did not serve any sizeable communities; it was hoped that that these stations would attract traffic from the surrounding farms giving them the opportunity to send their produce to market. At Riccarton, the line made a junction with the Border Counties line extension running through Reedsmouth and Bellingham to the Tyne Valley line at Hexham. The line continued south through open country before reaching Newcastleton, the first community of any size since leaving Hawick, 21 miles to the north. The original plan was to join the Caledonian Railway at Rockliffe, four miles north of Carlisle, but with so much animosity between the two companies the NBR were forced to seek an alternative route into Carlisle, joining the Port Carlisle & Silloth Railway (which they later absorbed at Canal Junction) a mile north-west of the town centre, after which it eventually joined the Caledonian for the final short run into Carlisle Citadel station.
From Edinburgh Waverley the climb started on the city outskirts, continuing for several miles at 1 in 80, with a moorland summit at Falahill loop. However the two expresses from London had traditionally run via the Midland Railway's main line.
Motive power was usually in the form of a Gresley A3 Pacific locomotive, a class unsuited to hill climbing. There was also a daily Gresley A4 diagram between Edinburgh and Carlisle - an overnight fitted freight southbound, returning with the early morning parcels train. The significant workings were pulled by Gresley V2 2-6-2s and Gresley K3 2-6-0s as well as A3s. Due to the heavy load, the booked motive power was a Gresley V2 and a Stanier Class 5 double-headed, usually with the V2 on the front. In October 1966 British Rail gave notice to close the line from 2 January 1967, with closure notices posted at all stations.
The last passenger service on the line (and the last train to traverse the entire route) was 1M82 21.56 Edinburgh - St. Anticipating the potential trouble, the authorities sent a Clayton 'pilot' engine ahead of 1M82 from Hawick to 'prove' the route south after a set of points at Hawick had been found to be tampered with. The disturbance led to the arrest of the local minister, and he was released only after David Steel, MP, who was travelling on the sleeper service, negotiated with the police. The section between Hawick and Longtown closed completely and came under engineers’ possession for dismantling. The cluster of Border towns- Hawick, St Boswells, Melrose, Galashiels (and Selkirk, closed in 1951) was left conspicuously isolated from the railway system, reliant on services at the distant stations of Carlisle, Lockerbie, Edinburgh and Berwick-upon-Tweed, and reached by roads of indifferent quality.
The signalling was drastically reduced after passenger closure with 'telephone and notice board' working. Track-lifting started in earnest, and trains could be seen from time-to-time on the route undertaking dismantling duties. For example, construction of significant new housing in Galashiels was underway at the same time as railway closure procedures. Trees in the afforested area surrounding Kielder were approaching maturity, and the significantly increased logging traffic threatened to congest the narrow roads and inconvenience the local population. A heritage centre and station has also being constructed at Whitrope as part of the WRHA activities.
The devolved Scottish government, vested with authority to plan the nation’s transport system, was persuaded that reinstatement of the northern section of the Waverley Route could play a significant role in restoring the prosperity of the area.
Vegetation clearance took place with a view to construction starting in 2009, the first trains expected to be running by 2011.
The train called at Newtongrange, where Her Majesty unveiled a plaque, then continued to Tweedbank.
Station announcements have been made, almost in sombre tone, that some services scheduled for 2-cars will be formed of 4-cars. Yesterday the American Public Transit Association announced that overall ridership nationwide hit its highest levels since 1956, before suburbanization and car culture nearly eviscerated Philly's vibrancy. Transit ridership has already been trending upwards as more and more millennials are foregoing auto ownership and the cost of owning a car continues to rise. This affects SEPTA in one key way that Michael Noda has alluded to on this site but bears repeating.
This ties into my Bike Share commentary above but It's not always practical to bike the entire distance of a journey. Philadelphia represents more than a supermajority of SEPTA ridership and fare collection, giving each county connected to Philly the same weight on the board is maddeningly unfair. Take the wasted money and space we provide for a redundant fleet of yellow buses and use our primary transit agency to bus middle schoolers. He founded This Old City to advocate for better public space as a means to economic development, improved public health, lower crime and a more environmentally sustainable future. 20, CTA riders have had to use the nearby Division and Western stations to access the Blue Line. In the 1840s the expanding industry and population of Rossendale promised to reward any railway company that could serve this valley, and once a railway had reached Bacup it enabled the local economy to prosper well into the 20th century. The route had opened in stages, the first section from Clifton Junction to Rawtenstall opening to passengers on 28th September 1846. Tunnelling was required at this location, and it was another four years before passenger trains were extended from Waterfoot through to Bacup: this took place on 1st October 1852. Goods sidings, a large goods shed and a cattle dock and a 10-ton crane were also provided behind India Mill to the south of the station with further sidings to the east of the station. Passengers from Bacup and other stations on the line tended to change at Bury to the electric service.
Due to poor patronage the LMS withdrew the passenger service to Rochdale on 16th June 1947. However on 14th September 1966 the Minister gave permission for the Rawtenstall to Bacup and Bury to Accrington lines to close, which they did on 5th December 1966. The restored signal box stands in the garden and is in excellent condition after external restoration. The airfield had been the Carlisle municipal airport but was sold to the Air Ministry in 1936. The Caledonian Railway opposed this extension, and in due course the North British Company’s plans were thrown out by the government committee.


An appeal was taken to the House of Lords which resulted in the Langholm Bill being thrown out.
Another line from Longtown to Gretna, to connect with the Glasgow and South Western Railway, was also included in the Act.
The section between Scotch Dyke and Newcastleton opened to traffic on 1 March 1862, with Newcastleton to Riccarton Junction following on 2 June 1862. Pancras to Edinburgh became renowned as one of Britain’s most scenic main line railways. It then descended at a similar rate to the woollen manufacturing towns of Galashiels, Melrose and St Boswells and through the fertile farmland of mid-Tweeddale and Teviotdale before reaching Hawick and ascending for twelve miles at 1 in 80 again through Stobs and Shankend to Whitrope Summit, the highest point on the line amidst desolate moorland. With large driving wheels and three cylinders they were designed for running long stretches in excess of 80 mph on heavy expresses; however the 'Waverley' express was typically eight coaches in length, and speeds on the Waverley Route were limited to 70 mph, and the many tight curves required more severe speed restrictions.
Thompson Pacifics appeared later on, just before the line was dieselised, in a drive for efficiency. This arrangement still allowed the Langholm branch to be directly connected to the Scottish Region at Riddings Junction.
A brief reprieve was announced, and the situation was on hold pending review; however on 15 July 1968 the Minister of Transport, Richard Marsh, gave the final order that the line would close in January 1969. Hawick, with a population approaching 20,000, was 43 miles from the Carlisle railhead, making it Britain’s most inaccessible town by rail. At the southern end of the route the line between Carlisle Kingmoor and Longtown remained open to traffic until 31 August 1970 when it was cut back to Brunthill. The down line between Hawick and Longtown was lifted by 1 April 1972, the up line having been lifted by February 1970.
Consequently the Waverley Railway (Scotland) Act was passed by the Scottish Parliament by 114 votes to one; the Bill received Royal Assent in July 2006. In August 2008, the timelines were adjusted, with tendering starting in 2009, final tendering beginning in 2010, groundwork commencing in early 2011, and trains running in early 2013. On the first day of normal services, trains which would normally be 2-car were strengthened to six in anticipation of high numbers of passengers. Here another plaque was unveiled and speeches were given by Her Majesty and the First Minister.
For Philadelphia this represents a clear trend that can continue with several key amenities coming to the transit landscape in the months ahead. Bike Share has the potential to shorten the connection and the hassle for people wanting to take transit but taking a car instead for convenience.
More frequent service means service more people can rely on all hours of the day, not just during peak. Shortening the distance to a subway stop by providing better facilities to bicycles will help. During Planning Camp a few months back Jon and I heard a couple different times throughout the day that SEPTA maps are confusing and need streamlining.
We already provide transit assistance to high school aged children who need it, expand it to middle school.
As fleets are replaced a greater attention to design would be welcomed and yes shed a shabby image of SEPTA. He currently sits on the Executive Board of SOSNA and is the head volunteer gardener for Saint Mark's Church at 1625 Locust Street. Authorisation had been given on 24th July 1876, but it was a challenging task where an extra tunnel had to be dug parallel to the originals. Bacup station was demolished after closure, and today the site is occupied by industrial units.
There were a weighbridge and weigh office alongside the access road running from the station forecourt. The RAF installed concrete runways, to replace the former grass strip, hangars, a full range of administrative buildings and several estates of married quarter housing for officers and other ranks. Matters dragged slowly on, with meetings in Hawick of many of the manufacturers who felt the need for a railway to the south. Finally, the Riccarton to Hawick section opened with through freight trains to Edinburgh, running from 23 June 1862, and passenger services were introduced on 1 July 1862.
Following Whitrope Tunnel, the line descended at an unbroken 1 in 75 for over eight miles through Riccarton Junction and Steele Road to Newcastleton. On the climb from Newcastleton to Whitrope Summit the train would be down to 30 mph by Steele Road, with the locomotive being worked flat out. In addition there were also several local passenger workings between Galashiels and Edinburgh (some via the Peebles loop, which opened in stages between Galashiels and Eskbank between 4 July 1855 and 1 October 1864) and between Hawick and Carlisle. In the 1960s, once the short-lived marshalling yards at Carlisle Kingmoor and Edinburgh Millerhill were opened, they worked hourly freights through the day and night. LM totems were fitted at Longtown and Scottish ones at Riddings Junction (and the three Langholm branch stations), Hawick, Melrose, Galashiels, Stow, Fountainhall, Heriot, Tynehead, Gorebridge, Eskbank & Dalkeith.
Despite its attractive scenery the area was generally bypassed by tourists, and its economy stagnated in the following decades as the traditional textile industries declined.
The section from Carlisle Kingmoor to Brunthill remains open to this day and sees periodic freight traffic. Demolition of the viaduct over the River Teviot commenced nine months later on 1 September 1975. Publicity of the occasion was intensified because the Borders Railway opening coincided with the day on which the Queen became Britain’s longest-reigning monarch. Since Philly is one of the later adopters of Bike Share compared to her DC and NY peers, we'll get more share stations in more areas rich and poor on initial launch than most other cities. While Inga Saffron has advocated for her own series of changes to SEPTA bus service, and Michael Noda has here on This Old City some SEPTA-wide and more bus enhancements are in order.
It was also decided that Bacup station should be rebuilt to cope with the rising traffic levels. Rochdale services were never as frequent as services on the Bury line: indeed they were subject to very early competition from the Rochdale Electric Tramway which opened in 1911. No substantial progress was made until 1856 when a survey was made of the Liddesdale route. Although the line had been engineered for double-track only a single track was laid between Riddings and Riccarton, but this had been doubled by 1863. Following this, easier gradients led the route to Carlisle down the valley of Liddell Water and into the plains surrounding the Solway Firth.
Depending on the maximum speed of the freight working, a Carlisle to Edinburgh freight could take anything from four to seven hours to travel the route.
The final stretch from Newtongrange to Millerhill was closed on 28 June 1973 and removed soon after.
The following day the A4 locomotive began a series of 16 steam-hauled special trains, promoted jointly by ScotRail and Steam Dreams. Pennsylvania seems to have turned a corner in the infrastructure crisis it created by underfunding and undermaintaining all modes of transportation.
The $13 million improvements at the Damen station, which first opened in 1895, include new bike racks, granite flooring in the station, new lighting, benches and signage on the platforms. The Caledonian Railway also had plans for a station in the Lower Haugh in Hawick, with a railway through Teviotdale and Langholm to Carlisle. There were also stopping freight trains that worked from Hawick to Edinburgh and Hawick to Carlisle and back, each taking a full day to complete the round trip, stopping to shunt at every station yard. Designed by Gresley, this 4-4-0 was classed D49 and numbered 2759, it received the name 'Cumberland' after the English county.
With the state legislature and the governor agreeing on new funding, 2.3 billion in new funds will funnel into all transportation modes across the state, yes even bike and pedestrian projects! Well connectivity, availability and accessibility are all key to making Bike Share a success. The station's historic masonry walls and entrance canopy were also restored.Workers still have to fix the newly installed numbers on the station facade, which incorrectly list the address as 1588 North Damen instead of the correct 1558. The new station facilities were ready for public use from 27th March 1881, although the double-track line had been operational since 17th March.
These tended to be hauled by J39 0-6-0 locomotives, although BR standard class 4 2-6-0s replaced them later on. The buildings beyond the station can be seen in both pictures as can the stone wall on the left. We should also expect people to form routes and pick ups and drop offs that make sense for them and where they live, work and play. All of the D49s received names of English and Scottish Counties, this led to them getting the class nickname 'Shires'. Glazed and Infused at 1576 North Milwaukee Avenue will offer a free doughnut and large coffee to anyone who presents their Ventra card Dec.



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