User:Nempnet/sandbox/stn2

Original at Warrington Bank Quay railway station copied on 15 April Not confused Central, other wton stns No history! Needs area diagram RDT

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Warrington Bank Quay
Warrington Bank Quay station in June 2014
General information
Location	Warrington, Borough of Warrington England
Grid reference	SJ599878
Managed by	Avanti West Coast
Platforms	4
Other information
Station code	WBQ
Classification	DfT category B
History
Original company	London and North Western Railway
Pre-grouping	London and North Western Railway
Post-grouping	London, Midland and Scottish Railway
Key dates
16 November 1868 (1868-11-16)	Station opened (with platforms on two levels)
9 September 1963	Low level platforms closed
Passengers
2019/20	1.481 million
Interchange	0.339 million
2020/21	0.312 million
Interchange	67,072
2021/22	0.959 million
Interchange	0.233 million
2022/23	1.126 million
Interchange	0.468 million
2023/24	1.241 million
Interchange	0.542 million
Notes Passenger statistics from the Office of Rail and Road

Warrington Bank Quay is one of three railway stations serving the town of Warrington in Cheshire, England. It is a principal stop on the West Coast Main Line between London Euston and Glasgow Central. The station is a north–south oriented main-line station on one side of the main shopping area, with the west–east oriented Warrington West and Warrington Central operating a more frequent service to the neighbouring cities of Liverpool and Manchester.

Current station

Future

Cheshire Cat Buses are operated from the station into Warrington Bus Interchange and in the opposite direction to the Centre Park business park, Stockton Heath and further south into Cheshire.

Layout

The station consists of two island platforms. The easternmost retains the 19th century buildings, with the western island's buildings dating from the 1950s. Passengers enter the station at street level through a functional modern entrance containing an information office and ticket office, and proceed through a subway, reaching the elevated platforms by stairs or a lift. There is a buffet on the eastern platform.

Platform 1 serves arrivals and departures to Liverpool Lime Street with this service terminating at the platform, and occasionally for North Wales services. Platform 2 is generally used for North Wales services, and southbound intercity services to Birmingham New Street and London Euston. Platform 3 serves northbound intercity trains to Edinburgh and Glasgow Central. Platform 4 for services from North Wales to Manchester. The platforms are not bidirectional, except that the slow line between the station and Winwick Junction, some 2+1⁄2 miles (4 km) to the north. This allows northbound departures from platform 1. The present platform 4 was numbered 5 for many years, because there was to be a north-facing bay platform in the west island which was numbered 4, but this saw no passenger use after electrification in 1972 being removed later.

The station's best known landmark is the huge Unilever detergent manufacturing plant which stands overlooking the site.

The station suffered from years of neglect and, because of this, Virgin Trains announced improvements to the station. In 2009, an extension to the existing car park and a new taxi rank were built, along with improvements to the platforms and a new ticket office and travel centre. The new entrance hall is now complete, with a ticket office and a newsagents. The buffet on the London bound platforms has been modernised, however a first class lounge is yet to materialise.

Low Level

Until 1965, 2 west-east oriented through platforms, 5 and 6 (53.3857°N 2.6023°W / 53.3857; -2.6023 (Bank Quay Low Level railway station)) were situated on what had been the St Helens Railway lines which pass beneath the station and the north-south West Coast Main Line. (The West Coast Main Line had been elevated to pass over the west to east line when the current station was opened in 1868). Although it was not the official title, this part of the station was referred to as Bank Quay Low Level. There was also a bay platform, 7 situated at the eastern end of the site. The line remains for freight use only and there are no longer any passenger platforms on the low level station.

In the Integrated Rail Plan for the North and Midlands the UK government proposed reinstating the Low Level station as part of a new connection to Liverpool from HS2

Services

A Class 390 EMU Pendolino in old Virgin Trains livery, at platform 2, waiting to head south to London Euston in June 2014

An Arriva Trains Wales Class 175, at platform 3, with the service to Manchester Piccadilly in June 2014

The station lies on the West Coast Main Line, operated by Avanti West Coast, with regular services to London, Birmingham, and Scotland. A regular regional express service operates between Manchester, Chester and North Wales operated by Transport for Wales. Northern operate one early morning service per day to Ellesmere Port via Helsby with returning evening service. The regular electric local service to and from Liverpool Lime Street that ran up until spring 2020 no longer operates.

Normal weekday service consists of:

• Hourly to London Euston direct, operated by Avanti West Coast
• Hourly to London Euston via Birmingham New Street, operated by Avanti West Coast
• Hourly to Glasgow Central, operated by Avanti West Coast, with 2tph 3 times per day.
• Two-hourly to Edinburgh Waverley, operated by Avanti West Coast
• Every four hours, 3tpd, to Blackpool North, operated by Avanti West Coast
• Hourly to Manchester Airport via Manchester Piccadilly, operated by Transport for Wales
• Hourly to Llandudno, operated by Transport for Wales
• Hourly to Leeds via Manchester Victoria operated by Northern
• Hourly to Chester (express - Northern)
• There is also a limited service to Ellesmere Port and Liverpool Lime Street operated by Northern.

Preceding station	National Rail			Following station
Runcorn East		Transport for Wales Rail Chester to Manchester Line		Earlestown
Runcorn East		Northern Ellesmere Port to Warrington Line Mondays-Saturdays only		Terminus
Wigan North Western		Avanti West Coast West Coast Main Line		London Euston
				Crewe
				Rugby
Chester		Northern Connect Chester - Leeds		Earlestown
Runcorn East
	Future services
Liverpool Lime Street		TBA Northern Powerhouse Rail		Manchester Interchange
Liverpool Lime Street		TBA Northern Powerhouse Rail		Crewe
	Historical railways
Daresbury		Birkenhead Joint Railway		Terminus
Moore		London and North Western Railway Grand Junction Railway		Earlestown
	Disused railways
Sankey Bridges		St Helens Railway		Warrington Arpley

Bibliography

• Fields, N; Gilbert, A C; Knight, N R (1980). Liverpool to Manchester into the Second Century. Manchester Transport Museum Society. ISBN 0-900857-19-6.
• Hartless, Adrian (2017). Crewe to Wigan : including Over & Wharton. Midhurst, West Sussex: Middleton Press. ISBN 9781910356128. OCLC 1391400402.
• Mitchell, Vic; Smith, Keith (2013). Chester to Warrington. West Sussex: Middleton Press. figs. 97-120. ISBN 9781908174406. OCLC 910526793.

External links

• Train times and station information for Nempnet/sandbox/stn2 from National Rail

Quick p471 WARRINGTON {map 50} WARRINGTON [GJ], Warrington & Newton branch from LM, terminus in Dallam Lane. Clear evidence does not exist for the opening of this line. Scraps available (underlining compiler’s) are: Morning Post 3 June 1832, under heading ‘Blackburn June 1’, said ‘The Newton and Warrington railway was opened on Wednesday last by an engine built by Mr. Stephenson running along the whole line (i.e. 25 May). We understand it is now open to the public’; this probably came from the Blackburn Gazette, which other papers gave as their source for the information, but this is not available from the BNA. Co n dated Railway Office, Warrington 5 May, said that railway would be opened in the course of the present month and that extensive arrangements would be made for passengers to and from Newton Races [in June] (Chester Chronicle 13 May). Newton Races were held 1, 2, and 3 June but no confirmation seen that trains came from Warrington or of where passengers would have been taken if they were – trains from Liverpool, one extra each way, ran to and from Collins Green, the nearest station to course (advert Gore’s Liverpool General Advertiser 2 June) and those from Manchester used Sankey Viaduct (which see); people of the time would have been willing to walk from a drop-off point somewhere near Earlestown to the course. Co n Chester Chronicle, 29 July, said that they had arranged with the Liverpool & Manchester for the regular conveyance of passengers starting 25 July (when connecting curve opened). This suggests that some sort of arrangement for conveyance to Earlestown (at one time Warrington Junction) existed from late May, passengers having to walk from Warrington line to Junction station, with more orderly arrangements from July (see 17 September 1830** for ML habits then). It was a very early line, primitive arrangements were common and it would have made no commercial sense to leave it idle for nearly two months; temporary termini have been a feature of railways of all periods as companies have sought to gain revenue as soon as possible and there were as yet no BoT inspections to worry about. Clearly confirmation desirable but no contrary evidence, such as cancellation notices, exists either, and if the promises had not been fulfilled one would have expected letters of complaint or editorial rebukes in the press. Replaced by > W BANK QUAY HL [LNW], on West Coast Main Line, op 4 July 1837 (T 6th); re-sited to act as interchange with line from Widnes to Broadheath 16 November 1868 (co n Liverpool 14th); still open. LNW co tt included B Q erratically (1852 W JUNCTION); in Brad it was added 1870/1 in east-west table, later in main line table. W BANK QUAY LL [LNW] op 16 November 1868 (co n Liverpool 14th); only night mail after 10 September 1962 but unadvertised use continued until diverted from this route 4 January 1965 (wtts; PSUL). HL and LL not always used for BANK QUAY; were on e.g. Junction Diagrams; in hb 1872 but not thereafter. From Widnes to temporary W WHITE CROSS [St Helens] op 1 February 1853 (T 16th) > From Broadheath to temporary W WILDERSPOOL [Warrington & Stockport] op 1 November 1853** (T 17 October) > Gap between two lines above closed 1 May 1854 and W ARPLEY [LNW] opened, replacing both temporary termini (co n Warrington Guardian 29 April). However 16 November 1868 WILDERSPOOL (had been kept as ticket platform – Neele) reop to passengers* and ARPLEY closed (Bank Quay LL opened now); ARPLEY again replaced WILDERSPOOL 1 October 1871 (LNW Officers 6924 – Sunday, but was Sunday service). ARPLEY clo 15 September 1958 (LNW Record).

• = LNW Officers 4728, 20 October 1869, recommended that 7.50 and 1.55 from Manchester London Road should call at ‘Warrington Ticket

Platform’ for ticket collection and passengers for Warrington should be allowed to leave the platform. This suggests was not regarded as full station. Not found in sample of Bradshaws 1868-71; April 1870 LNW co tt only in note that some trains will call at ticket platform at Wilderspool Crossing; no mention of Wilderspool in co n Liverpool 14 November, which dealt with changes at Bank Quay and closure of Arpley. W CENTRAL [CLC] op 1 August 1873 (co n Liverpool D P 31 July); still open. Hba added CENTRAL 1875. W WEST op 15 December 2019 (AB Chron 105 – 16th was formal opening); still open. WARRINGTON JUNCTION – see EARLESTOWN.

https://babel.hathitrust.org/cgi/pt?id=wu.89097043301&seq=11