Crewe railway station

Crewe
Platforms 5 and 6 at Crewe.
Location
Place	Crewe
Local authority	Borough of Cheshire East
Coordinates	53°05′20″N 2°25′59″W / 53.089°N 2.433°W / 53.089; -2.433Coordinates: 53°05′20″N 2°25′59″W / 53.089°N 2.433°W / 53.089; -2.433
Grid reference	SJ710547
Operations
Station code	CRE
Managed by	Virgin Trains (West Coast)
Number of platforms	12
DfT category	B
Live arrivals/departures, station information and onward connections from National Rail Enquiries
Annual rail passenger usage*
2010/11	2.246 million
– Interchange	1.112 million
2011/12	2.351 million
– Interchange	1.197 million
2012/13	2.444 million
– Interchange	1.234 million
2013/14	2.512 million
– Interchange	1.262 million
2014/15	2.651 million
– Interchange	1.316 million
History
4 July 1837	Opened
1861	rebuilt
National Rail – UK railway stations
* Annual estimated passenger usage based on sales of tickets in stated financial year(s) which end or originate at Crewe from Office of Rail and Road statistics. Methodology may vary year on year.
UK Railways portal

Crewe railway station is a railway station in Crewe, Cheshire, England.

The station was completed in 1837 and is one of the most historic railway stations in the world.^[1] Crewe was chosen after Winsford, seven miles to the north, had rejected an earlier proposal, as had local landowners in neighbouring Nantwich, four miles away.^[2]

Crewe is a major junction on the West Coast Main Line and serves as a rail gateway for North West England. It is 158 miles north of London Euston and 243 miles south of Glasgow Central.

Crewe railway station has twelve platforms and a modern passenger entrance containing a bookshop and ticket office. Passengers access the platforms via a footbridge, stairs and lifts. The platforms buildings dating from the 19th century contain two bookshops, bars, buffets and waiting rooms. The last major expenditure on the station was in 1985 when the track layout was remodelled and station facilities updated.

History

Early years

Platforms five and six are used primarily for express traffic along the West Coast Main Line.

Crewe station looking NE and showing the six converging railway routes

Crewe station set many 'firsts' in the history of the world's railways. For instance it was the first station to have its own adjacent railway hotel: The Crewe Arms, built in 1838, and still in use.^[3] It was the first to be completely rebuilt owing to the need for expansion. It was the first to form a junction between more than two companies. It was the also first to have completely independent rail lines built around it, in order to ease traffic congestion.

The story begins on 4 July 1837, with the opening of the Grand Junction Railway.^[4]:46 The purpose of this railway was to link the four largest cities of England by joining the existing Liverpool and Manchester Railway with the projected London and Birmingham railway. The line, which was the first long-distance railway in the world, ran from Curzon Street railway station in Birmingham to Dallam in Warrington, Cheshire, where it made an end-on junction with the Warrington and Newton Railway, a branch of the L&M.

Conceived as a through route, the GJR was not interested in serving towns en route. Wolverhampton, for instance, was by-passed by half a mile because it did not lie on the intended route, and no central station was built for several years, instead a small Wolverhampton station, later renamed Wednesfield Heath was deemed to suffice. The line passed through Stafford, also opened on 4 July 1837. A station was built in the township of Crewe, which formed part of the ancient parish of Barthomley. The township later became a civil parish in its own right, and, later still, was renamed Crewe Green to avoid confusion with the town of Crewe, which was adjacent to it. The actual position of the station was at the point where the line crossed the turnpike road linking the Trent and Mersey and the Shropshire Union Canals. Since the land was bought from the Earl of Crewe, whose mansion stood nearby, and it was located in the township of Crewe, the station was called Crewe. The railway station gave its name to the town of Crewe that was actually situated in the ancient parish of Coppenhall. In 1936, the railway station was transferred from the civil parish of Crewe to the then municipal borough of Crewe.^[5]

As soon as the station opened it was seen to be at a useful point to begin a branch line to the county town of Chester. The Chester and Crewe Railway was formed and was absorbed by the GJR shortly before it opened to traffic in 1840. A locomotive depot was built at the station, to serve the Chester line, and to provide banking engines to assist trains southwards from Crewe up the Madeley Incline, a modest gradient which was a challenge to the small engines of the day.

By 1841, the Chester line was seen as a starting point for a new trunk line to Holyhead, to provide the fastest route to Ireland, and the importance of Crewe as a junction station began to be established. This was given further endorsement when the Manchester and Birmingham Railway, a separate undertaking which had hoped to build a wholly independent line linking the two cities, shorter than the GJR, decided that it would be uneconomical to compete with that line over the greater part of its length, and decided to divert its own line to meet the GJR at Crewe. Teething squabbles between the companies delayed the running of through services for a while, and the M&B had to build a temporary station of their own, part of which survives today as an isolated platform next to the North Junction, at the start of the line to Manchester.

In 1842 the GJR decided to move its locomotive works from Edge Hill in Liverpool to Crewe, siting the works to the north of the junction between the Warrington and Chester lines. To house the workforce and company management the town of Crewe was built by the company to the north of the works.

London & North Western Railway

In 1845 the GJR merged with the London and Birmingham and the Liverpool and Manchester railways to form the London and North Western Railway Company, which until its demise in 1923 was the largest company in the world. The new company extended the existing lines to Holyhead, the Warrington line to Lancaster and Carlisle, the Manchester line to Leeds, and built the new Crewe and Shrewsbury Railway to Shrewsbury to join the joint GWR owned Shrewsbury and Hereford Railway, which provided connections to South Wales. The North Staffordshire Railway built a line from Stoke-on-Trent, joining the LNWR from the South East. Crewe was therefore the centre of a wide-ranging railway network, and freight-handling facilities grew up to the south of the station.

To cope with the increase of traffic, the station was rebuilt in 1867 (according to WH Chaloner), the buildings facing each other on the present platforms 5 and 6 dating from this time. At the same time the works was extensively redeveloped and enlarged, and the town also considerably enlarged, under the leadership of John Ramsbottom, a Stockport man who had become Locomotive Superintendent for the whole company. Locomotive construction, hitherto divided with Wolverton (on the London and Birmingham Railway) was concentrated at Crewe. Ramsbottom also built a steelworks, the first in the world to make large-scale use of the Bessemer process, as only the LNWR required enough steel to keep a Bessemer plant continuously occupied. He also introduced mass-production techniques, whereby as many parts as possible were identical between one engine and another.

Crewe station around 1900.

Ramsbottom retired in 1871 and was succeeded by the legendary Frank Webb, a colourful and controversial figure who was known as 'The Uncrowned King of Crewe'.

By the 1890s Crewe junctions had become so busy that a survey revealed 1,000 trains passing within a 24-hour period. Since half of these were freight trains which did not need to call at the station, the company decided to build a completely separate four-track railway line passing to the west of the station, joining the existing lines beyond the north and south junctions, burrowing beneath them and avoiding them completely. Plans for the construction of the "independent lines" were approved in 1895 and their construction lasted from 1896 to 1901 with over 1000 labourers employed on what was known as the "big dig" at a cost about £500,000.^[6] This huge undertaking also included a vast marshalling yard to the south of the station at Basford Hall, a revolutionary 'tranship shed' which allowed fast transfer of freight from wagons to road vehicles under cover, and the increase in the size of the passenger station by one-half again.

London Midland and Scottish Railway

View northward on Platform 4 in 1962, with an English-Electric Type 4 to the left, and a 6P "Jubilee" to the right

View northward from the footbridge at the north end of the station in 1958

In 1923 the LNWR became part of the London, Midland and Scottish railway group. Crewe remained the major centre for locomotive construction. In 1938-39 the signal boxes at North and South Junctions were completely reconstructed as massive concrete structures to withstand air raids, and remained in use until the resignalling project in 1985. The North Junction signal box can now be visited as part of the Crewe Heritage Centre. Although the railway station is virtually synonymous with the town of Crewe, it was not actually incorporated within the borders of the borough of Crewe until the late 1930s, as it lies about 1 mile to the south east of the actual town centre.

With the exception of two new signal boxes and associated greatly improved colour light signalling, track circuiting and electrically operated track points, train operation at Crewe changed little in over fifty years. The trains did become longer and heavier and were hauled by larger engines, which required increased supplies of water to be taken on board before departure, but the number of passenger trains using Crewe Station and the method of operation did not vary greatly despite the passage of two world wars. Trains continued to divide at Crewe with the front portion for Manchester and the rear for Liverpool. The station pilot engine always had a pair of restaurant cars in a bay platform ready to attach to a morning service to London. Always there were extra coaches waiting to be attached to overcrowded trains. In addition to passengers there were vast quantities of mail, parcels and even live animals and birds of all descriptions transported in specially designed transit crates. When necessary the station staff had to feed and water these special passengers, which travelled in copious luggage vans.

British Railways

In the early 1900s, the station gained an extra six platforms to cope with traffic. However, as part of a major resignalling project in 1985, five of these platforms were taken out of use, with only Platform 12 (pictured) remaining.

In 1948 the LMS was nationalised as British Railways, London Midland Region. Nationalisation greatly facilitated the modernisation of British Railways and, after a false start developing new improved steam engines, electrification came, along with diesel power and fixed-formation air-braked trains. These changes had a significant effect on Crewe station. Notably, the variation in station use caused firstly by the electrification in stages of the West Coast Main Line between 1959 and 1974 and secondly by the general end of steam traction on Britain's railways. Following the completion of electrification in 1974, trains did not need to change locomotives at Crewe, except for the London to Chester and Holyhead service. Many locomotive hauled trains were replaced by electric or diesel multiple unit trains, with much faster turn-round times. Additionally, two local branch lines had closed, which resulted in fewer trains terminating at Crewe. However, compensating for the decline of local passenger traffic, the reduction in mail and parcels traffic and the total elimination of livestock carriage, came the great increase in inter-city passenger traffic and the need for even faster, smoother and more efficient handling of passenger trains.

Present day

In 1985 the entire track layout was modernised, simplified and reduced, eliminating a vast array of points and crossings and allowing 80 mph (130 km/h) running^[7] over the North Junction. At the same time all but one of the six 1902 extension platforms were taken out of use. Four Class 40 locomotives were reallocated to this work in 1985, and were renumbered as 97405–97408 for the engineering duties.

In 2011 Cheshire East Council purchased the former Royal Mail depot and Weston House, situated next to the station facing Weston Road, for £2.75 million.^[8] The council demolished the two buildings and created a new entrance to the station, as well as a 244 space car park, at a cost of £7 million.^[9] The construction work was undertaken by Balfour Beatty.^[9] The new entrance connects passengers to the station through an underground walkway. Crewe Works, the diesel locomotive depot & the electric locomotive depot are all situated nearby.

In August 2016 the station buildings of 1867 were added to the National Heritage List for England as a Grade II listed building. The structures included in the listing comprise two station buildings on separate platforms, and two screen walls, one to the east and the other to the west of the station.^[10]

Schematic layout

Rail network in the Crewe area
Legend Crewe Works West Coast Main Line North Wales Coast Line Crewe Electric Depot Coal Yard Junction Crewe to Manchester Line Salop Goods Junction Crewe North Junction Crewe Crewe Diesel Depot Welsh Marches Line Crewe South Junction Wagon Shop Crewe to Derby Line South Yard Crewe Carriage Sheds Basford Wood Basford Hall Yard Basford Hall Junction West Coast Main Line

Current services

During the day, there are 23 trains passing through every hour (with additional less frequent services). As a summary:

Southbound services

• 5tph to London Euston, of which:^[11]
  • 4tph are fast services operated by Virgin Trains (West Coast):
    • 1tph is non-stop
    • 1tph calls at Stafford
    • 1tph calls at Milton Keynes Central
    • 1tph takes a more indirect route via Birmingham New Street
  • 1tph is a semi-fast service via Stoke-on-Trent, Nuneaton and Milton Keynes Central, operated by London Midland
• 3tph to Birmingham New Street, of which:
  • 1tph is operated by Virgin Trains (West Coast) and continues to London Euston, as noted above.
  • 2tph are operated by London Midland
• 2tph to Stoke-on-Trent
  • 1tph is a London Midland service to London Euston, as noted above
  • 1tph to Derby, operated by East Midlands Trains^[12]
• 3tp2h to Shrewsbury, operated by Arriva Trains Wales, of which:
  • 1tph continues to Carmarthen via Cardiff Central alternate services extending to Milford Haven. One train each day runs to Fishguard Harbour.^[13]
  • 1tp2h is a stopping service
• Arriva Trains Wales operate 3 trains per day to Birmingham: 1 via Stafford and 2 indirectly via Shrewsbury.
• CrossCountry operate 1 train per day to Bristol Temple Meads and 2 trains per day to Bournemouth^[14]
• Caledonian Sleeper operate 1 train per day to London Euston

Northbound services

• 4tph to Manchester Piccadilly, of which:
  • 2tph are fast, calling only at Wilmslow and Stockport
    • 1tph is operated by Virgin Trains (West Coast)
    • 1tph is operated by Arriva Trains Wales
  • 1tph is a stopping service via Stockport, operated by Northern^[15]
  • 1tph is a stopping service via Manchester Airport, operated by Northern Rail
• 3tph to Liverpool Lime Street, of which:
  • 1tph is fast, calling only at Runcorn, and is operated by Virgin Trains (West Coast).
  • 2tph are slower and are operated by London Midland^[16]
• 1tph to Scotland, heading alternately to either Glasgow Central or Edinburgh Waverley, operated by Virgin Trains (West Coast)
• 2tph to Chester, of which
  • 1tph is operated by Virgin Trains (West Coast), with certain services continuing to Bangor (Gwynedd) and Holyhead and one evening peak service continuing to Wrexham General
  • 1tph is operated by Arriva Trains Wales^[17]
• CrossCountry operate 1 train a day to Manchester Piccadilly
• Caledonian Sleeper operate 1 train a day to Aberdeen, Inverness and Fort William Operates as one train divides at Edinburgh (pick up only)

Grand Central has been given permission to run six trains a day from London to Blackpool North from 2018, which will call at Crewe.^[18] The London terminus will be either Euston or Queen's Park, depending on network capacity during planned infrastructural work to the West Coast Mainline.^[18] Additional intermediate stations at which the service will stop are also dependent upon future capacity.^[18]

Preceding station	National Rail			Following station
Nantwich		Arriva Trains Wales Welsh Marches Line		Wilmslow
Terminus or Stafford		Arriva Trains Wales North Wales Coast Line		Chester
Terminus		East Midlands Trains Crewe to Derby Line		Alsager
Watford Junction		Caledonian Sleeper Highland Caledonian Sleeper Northbound only		Preston
Preston		Caledonian Sleeper Highland Caledonian Sleeper Southbound only		London Euston
Stafford		London Midland Birmingham - Liverpool		Winsford or Hartford or Runcorn
Terminus		London Midland WCML London-Crewe		Alsager
Terminus		Northern Crewe to Manchester Line		Sandbach
Stafford		CrossCountry Cross Country Network		Wilmslow
Stafford or Wolverhampton or London Euston		Virgin Trains (West Coast) London-Crewe		Terminus
Stafford		Virgin Trains (West Coast) London-Glasgow/North West		Warrington Bank Quay
Wolverhampton		Virgin Trains (West Coast) London-Scotland/North West via Birmingham		Warrington Bank Quay
Stafford		Virgin Trains (West Coast) London-Blackpool		Warrington Bank Quay
Stafford or London Euston		Virgin Trains (West Coast) WCML Liverpool Branch		Runcorn
Stafford or London Euston		Virgin Trains (West Coast) WCML Manchester Branch		Wilmslow
Milton Keynes Central or Nuneaton		Virgin Trains (West Coast) WCML Chester/Holyhead/Wrexham Branches		Chester
	Historical railways
Worleston Line open, station closed		London and North Western Railway Chester and Crewe Railway		Terminus
Minshull Vernon Line open, station closed		London and North Western Railway Grand Junction Railway		Basford Line open, station closed
Terminus		London and North Western Railway Shrewsbury and Crewe Railway		Willaston Line open, station closed
		Great Western Railway Nantwich and Market Drayton Railway
Terminus		North Staffordshire Railway Crewe to Derby line		Radway Green and Barthomley Line open, station closed
	Future services
Manchester Interchange		TBA High Speed 2		Birmingham Interchange or Birmingham Curzon Street

Platform Use

• Platform 1 - Northern Rail stopping services to and from Manchester Piccadilly and occasionally Virgin Trains (West Coast) northbound services to Manchester Piccadilly and Virgin Trains (West Coast) southbound services to London Euston.
• Platform 2 - Extra capacity.
• Platform 3 - London Midland services to and from London Euston.
• Platform 4 - East Midlands Trains services to and from Derby.
• Platform 5 - Virgin Trains (West Coast) Northbound services to Manchester Piccadilly and Southbound to Birmingham New Street and London Euston, London Midland services to Birmingham New Street, Arriva Trains Wales services to Cardiff, CrossCountry services to Bournemouth and Bristol Temple Meads.
• Platform 6 - Arriva Trains Wales services Northbound to Manchester Piccadilly and Southbound to Cardiff and beyond. Some Virgin Trains (West Coast) Northbound services to Preston and Glasgow Central & southbound to London Euston also use this platform along with a CrossCountry service to Manchester Piccadilly.
• Platform 7 - Arriva Trains Wales stopping services to and from Shrewsbury.
• Platform 8 - Extra capacity.
• Platform 9 - Arriva Trains Wales services to Chester and Holyhead.
• Platform 10 - Extra capacity.
• Platform 11 - Virgin Trains (West Coast) Northbound services to Glasgow, Edinburgh, Liverpool, Chester and North Wales. London Midland Northbound services to Liverpool Lime Street.
• Platform 12 - Extra capacity.

In the SRA's 2002/03 financial year 773,969 people joined the railway system at Crewe railway station, and 763,846 left it there (tickets sold at Crewe, and tickets sold to Crewe; figure does not include passengers interchanging between one rail service and another).^{[note 1]}

Future

In 2007 Network Rail published a proposal to replace the existing Crewe station with a new station located approximately 1 mile to the south in the area of the current Basford Hall freight yard, adjacent to the A500 road and with new links to the M6 motorway; this proposal is claimed to be better suited to the operations of the modern railway as it is estimated that the existing station will be at 125% of its operating capacity in the mid-2020s, and the new station will have a more efficient track layout with fewer conflicting train movements. It is, however, unclear how the line from the south-east (Stoke-on-Trent) and south-west (Shrewsbury) would access the new site. It has also been proposed in a related development that a "Crewe Town" station would be built nearer the town centre on the Chester line, with a shuttle service to the new main station.^[19][20] In 2009 the station was identified as one of the ten worst category B interchange stations for mystery shopper assessment of fabric and environment, and is set to receive a share of £50m funding for improvements.^[21]

The proposal to move the station was abandoned in 2010 and instead maintenance work is being carried out on the current building.^[22] Cheshire East Council is completing a new regeneration master plan for Crewe, which includes the railway station.^[23] Work is planned to start on a £6 million redevelopment scheme in December 2012.^[24][25] In January 2013, it was announced that the existing Crewe station would be a stop on the western branch of the planned HS2 high-speed rail route.^[26]

See also

• Listed buildings in Crewe

Notes

References

Bibliography

External links

Wikimedia Commons has media related to Crewe railway station.

• Train times and station information for Crewe railway station from National Rail