Riding In A Train Designed To Run On Battery Power
Today, I had my first ride in a train, that has been designed to be able to run on battery power.
- Merseyrail’s Class 777 trains run normally using third-rail electrification.
- But they are also designed to run on battery power.
- I took these pictures of the train as it went from Liverpool Central station to Kirkby station and back to Moorfields station, from where I took a train back to Liverpool Lime Street station.
I took these pictures on the route.
Note.
- Every seat has access to a power and USB socket.
- Every head-rest has leather facings.
- The end lights change from white for front, to red for back, when the train changes direction.
- Door lights are green when it is safe to enter.
- There is a lot of attention to detail in the design.
If there is a better suburban train in Europe, I’ve yet to see or ride in it.
Noise And Vibration
Consider.
- I have ridden in two trains converted to battery-electric operation and both were very quiet.
- This train was also very quiet, but it has been designed for battery operation.
- I suspect that the train is very frugal with electricity.
- I wonder, if the small battery, that is carried on the train for depot movements, is also used for regenerative braking.
- It might not be a traditional battery, but a supercapacitor, some of which are made from curved graphene.
This train certainly sets new standards in noise and vibration.
New Express Bus Improves Links Between Skelmersdale And Liverpool
The title of this post, is the same as that of this news item from Lancashire County Council.
This is the sub-heading.
A new bus service launched this week makes it quicker and easier to travel between Skelmersdale and Liverpool using public transport.
And these are the first two paragraphs.
The 319 Trainlink service, operated by Stagecoach on behalf of Lancashire County Council, runs between Skelmersdale Concourse, Kirkby railway station and Kirkby bus station for onward transport links into Liverpool reducing the travel time between Skelmersdale and Liverpool Central Station to under 50 minutes.
The express service, which launched on Sunday 22 January, operates every 30 minutes throughout the day Monday to Saturday, and every hour in the evening. There is also an hourly service on Sundays. Buses are timed to connect with Merseyrail train services from early ’til late.
Note.
- Once the new Headbolt station opens, it will serve that station.
- The express bus service has started two days before Merseyrail introduce their new Class 777 trains.
- I hope the quality of the buses are up to that of the new trains.
- The service is probably the best that can be done, until a train service is built.
- There will be integrated fare options between Skelmersdale and Liverpool.
Transport planners need to do more to use buses to extend train services.
Would A Lower Cost Rail Link To Skelmersdale Be Possible?
In the Wikipedia entry for Skelmersdale railway station, there is a section called Reopening Proposals, where this is said.
Skelmersdale has been described as the largest town in North-West England that doesn’t have a railway station, although Leigh, Greater Manchester, which also has no station is larger.
This section called 2022, gives the latest status of the proposals to connect Skelmersdale to the UK rail network.
Government reinforces that the station proposals are being considered. Rosie Cooper calls for the new Rail Minister to visit Skelmersdale, in order to aid the DfT’s decision. However, the Department for Transport announced in July 2022 that it was rejecting the Strategic Outline Business Case, throwing the scheme into doubt. The DfT instead suggested that better bus links with the Kirkby–Wigan rail line would be a cheaper way of improving connectivity for Skelmersdale.
This Google Map shows the town of Skelmersdale.
Skelmersdale is a town with an extensive road network, with good links to the M58 motorway.
I would suspect, that those who don’t have access to a car or some other form of personal transport, are second-class citizens.
According to Wikipedia, in the latest statement from the DfT, this was said.
The DfT instead suggested that better bus links with the Kirkby–Wigan rail line would be a cheaper way of improving connectivity for Skelmersdale.
I would simplify the DfT statement by removing the word bus. All transport links should be improved.
Consider.
- By the end of 2023, there will be five stations between Kirkby and Wigan; Headbolt Lane, Rainford, Upholland, Orrell and Pemberton.
- Upholland station is the nearest to Skelmersdale.
- Headbolt Lane station is being built with approximately 300 car parking spaces.
- Rainford station has ten car parking spaces.
- Upholland station has no car parking.
- Orrell station has no car parking.
- Pemberton station has no car parking.
- From Google Maps it doesn’t look promising to add parking at Rainford, Upholland, Orrell and Pemberton stations.
- Only Headbolt Lane station will have bicycle parking.
- Headbolt Lane station will have direct rail access to Liverpool.
- Headbolt Lane, Rainford, Upholland, Orrell and Pemberton stations will have direct rail access to Wigan and Manchester.
- Headbolt Lane station will be built with provision for buses.
- Skelmersdale bus station is at the main shopping centre in the centre of the town.
After Headbolt station opens in 2023, I would do the following.
- Provide a high-capacity bus service between Headbolt Lane station and Skelmersdale.
- Provide secure bicycle parking at Rainford, Upholland, Orrell and Pemberton stations.
- Investigate a bus service between Upholland station and Skelmersdale.
- Monitor all passenger movements in the area, to see whether a rail link is needed.
Once Headbolt Lane station and the new services settle down, it should be possible to make a good estimate of the number of passengers who would use the rail link.
These are my thoughts on a lower-cost service to a new Skelmersdale station.
The Current Plan For A Branch To Skelmersdale
This map from OpenRailwayMap shows the proposed future railway between Skelmersdale and the Wigan and Kirkby Line.
Note.
- The new branch to Skelmersdale is shown dotted.
- The Northern end of the branch is in the Concourse shopping centre in Skelmersdale.
- The branch goes under the M 58 Motorway.
- The branch joins the Wigan and Kirkby Line in a triangular junction.
- Rainford station is to the West of the junction.
- Upholland station is to the East of the junction.
It could be a complete solution.
Will There Be A Direct Service Between Skelmersdale And Liverpool?
I feel the design of Headbolt Lane station precludes this, as there doesn’t appear to be a line through Headbolt Lane station, as all three platforms are terminal platforms, with two serving Liverpool and one serving Wigan and Manchester.
Passengers would need to change at Headbolt Lane station, if travelling between Skelmersdale And Liverpool.
Will There Be A Direct Service Between Skelmersdale And Manchester?
This would appear to be possible.
Could The Original Route Be Used?
The original Skelmersdale Branch ran between Rainford and Ormskirk, with a station on the West side of Skelmersdale.
This Google Map shows the route.
Note.
- Skelmersdale town centre and the Concourse shopping centre are in the North-East corner of the map.
- The M 58 motoway runs across the top of the map.
- The dark green scar of the Skelmersdale branch runs down the West side of the map.
- Just below, where the motorway and the old railway cross, there is a large landfill.
- Rainford station on the Wigan and Kirkby Line is towards the bottom of the map.
I wonder, if a lower-cost track layout could be slotted in partially using the route of the old railway.
- It would be mainly single track.
- The branch would only connect to Headbolt Lane station.
- A passing loop would be needed to run two trains per hour (tph).
- It might be possible to slot a single-track through to the centre of Skelmersdale.
Would it be an alternative, if a Park-And-Ride station were built near or on top of the landfill?
What Would Be The Train Service?
Southport station has the following services.
- Four tph to and from Liverpool
- Two tph to and from Wigan Wallgate and Manchester
I think reasons of fairness would dictate that Skelmersdale has a two tph service to both Liverpool and Manchester.
It is also worth looking at the services through Wigan Wallgate station.
- 1 tph – between Southport and Alderley Edge via Westhoughton and Manchester Piccadilly
- 1 tph – between Southport and Stalybridge via Westhoughton and Manchester Victoria
- 1 tph – between Kirkby and Blackburn via Atherton and Manchester Victoria
The third service does not run on Sundays. This is surely an omission in the timetable, that should be rectified.
Wigan Wallgate And Skelmersdale Via Headbolt Lane
As I said earlier Headbolt Lane station is a station with three terminal platforms, two of which will have trains to and from Liverpool and the other will have trains to and from Wigan Wallgate and Manchester.
If Headbolt Lane and Skelmersdale stations are connected by a route using the original branch, it would be possible to run a service between Wigan Wallgate and Skelmersdale stations with a reverse at Headbolt Lane station.
Note.
- The Kirkby and Wigan Wallgate Line is double-track and all stations have two platforms.
- A passing loop on the Headbolt Lane and Skelmersdale section would probably be needed for two tph.
- Passengers between Skelmersdale and Liverpool would change at Headbolt Lane station.
- There would be no changes to services between Liverpool and Headbolt Lane stations and they would remain at 4 tph.
- Preferably, Wigan Wallgate and Skelmersdale would operate at two tph.
- All stations between Wigan Wallgate and Headbolt Lane would get two tph to Manchester.
- I estimate that Wigan Wallgate to Skelmersdale is less than twenty miles.
- In Bolton-Wigan £78m Rail Electrification Project Announced, I indicate that Wigan Wallgate station will be electrified.
The service to Manchester could either be direct or with a change at Wigan Wallgate to a Southport service.
A Shuttle Train Between Wigan Wallgate And Skelmersdale Via Headbolt Lane
This may be an alternative to running the Skelmersdale service all the way to Manchester.
- Services would terminate in the bay Platform 3 at Wigan Wallgate station.
- Passengers to and from Manchester would catch a Southport train.
- The frequency of the shuttle train would be two tph.
Using a shuttle would need less trains.
Rolling Stock
The Wikipedia entry for the Kirkby branch line, shows the service being run by a Class 150 train, which are diesel-powered.
Services on the Manchester and Southport Line are run by a variety of diesel multiple units and all Class 769 trains.
If the platforms at Headbolt Lane and Skelmersdale are built to handle four-car trains, then Northern have any number of diesel multiple units and the Class 769 trains, which could run the service.
But there is also the possibility of using battery-electric multiple units, like the Class 321 BEMU train, that I wrote about in Eversholt Rail And Vivarail To Develop Class 321 BEMU.
- The distance between Wigan Wallgate and Skelmersdale is probably about twenty miles.
- Charging would be needed at Skelmersdale station.
- Wigan Wallgate would need an electrified route to Manchester.
- It also appears that the Class 321 BEMU, which will have a 30 minute range could handle the Wigan Wallgate and Southport leg on batteries.
- If a battery-electric shuttle train is used between Wigan Wallgate and Skelmersdale, it would be charged at both ends of the route.
It appears to me, that if Network Rail electrify between Wigan Wallgate and Manchester, then services between Manchester and Kirkby, Skelmersdale and Southport could be run by Class 321 BEMU trains, which with their Renatus interiors will not be British Rail trains rescued from the scrapyard.
It will also mean passengers between Liverpool and Skelmersdale will be using two smart trains.
Conclusion
Consider.
- New track should be the minimum possible between Headbolt Lane and Skelmersdale stations.
- Network Rail must electrify between Manchester and Wigan Wallgate.
- Class 321 BEMU trains should be used between Manchester and Headbolt Lane, Skelmersdale and Southport.
I believe that there is an affordable solution to the provision of electric train services to Skelmersdale somewhere in my ramblings.
Will A Double Track Fit Through Kirkby Station?
These pictures show Kirkby station.
It would be a very tight fit, without rebuilding the bridge.
A First Visualisation Of Headbolt Lane Station
This visualisation of the proposed Headbolt Lane station in Kirkby has appeared on several web sites.
Wikipedia also says that the station will have one platform and as there is a Class 777 train on the left hand side of what I take to be the station building, I would assume that is the platform.
It looks an interesting station layout with a wide concourse with trains on one side and buses on the other.
I can’t work out from the image, if there is a long shelter alongside the train, as one sees on some tram stops. But if it was felt necessary one could surely be fitted to give passengers some covering in inclement weather.
As the station also features five-hundred parking spaces, these must be arranged around the station on this side of the railway, which is currently just a single track.
The Plans On Rail Future
This page on the Rail Future web site is entitled A Station Back In Skelmersdale and it indicates the following.
- A map shows a spur, which is connected to the Kirkby and Wigan Line, by a large triangular junction between Rainford and Upholland stations, running North to Skelmersdale.
- Services of two tph between Liverpool and Skelmersdale and an hourly service between Manchester and Skelmersdale are proposed.
- Rainford station would appear to exchange a direct link to Manchester for a direct link to Liverpool. But then Rainford is in Merseyside and Upholland and Skelmersdale are in Lancashire.
With these proposals the junction and the spur would only need to be single-track, with Skelmersdale station only needing a single-platform.
Could the following simplifications also be done?
- Upholland and Rainford stations become single platform stations
- The track between the two stations is mothballed or even removed.
- There would only be a single track between both stations and Skelmersdale station.
There’s certainly scope to save money on construction and maintenance.
Could this single track and platform design be the reason, why Headbolt Lane station only has a single platform?
Consider.
- The current Kirkby station, handles four tph to and from Liverpool City Centre on a single platform.
- The line becomes double-track to the East of Fazakerley station.
- I suspect double-track is needed to allow 4 tph
I suspect Headbolt Lane station could handle four tph to and from Liverpool, but there may need to be some double-track between Kirkby and Headbolt Lane stations.
I also estimate that to travel the return journey on the approximately eight miles between Headbolt Land and Skelmersdale station will take about thirty minutes.
Would this mean that it were possible to create a timetable, which allowed four tph between Liverpool and Headbolt Lane stations and two tph between Headbolt Lane and Skelmersdale stations?
- The single platform would be bi-directional.
- Two tph out of four arriving at Headbolt Lane station would reverse and go back to Liverpool.
- The other two tph would continue to Skelmersdale.
- The two tph returning from Skelmersdale would continue to Liverpool.
It would be one for the Busby Berkeley of train time-tabling.
The alternative of running four tph between Liverpool and Skelmersdale would need the following.
- Full double-tracking between Fazakerley and Skelmersdale stations.
- Two platform stations at Kirkby, Headbolt Lane and Rainford, which would need step-free bridges.
It would be a much more expensive scheme.
How Much New Electrification Would Be Needed?
Given the politics of third-rail electrification, I suspect the scheme will use as little as possible.
If the battery-equipped Class 777 trains can run the return journey between Kirkby and Skelmersdale stations, then all track to the East of Kirkby station could be without electrification.
This would probably also mean that the current power supply wouldn’t need to be upgraded to cope with additional electrification.
Could There Be A Two tph Service Between Skelmersdale And Manchester?
I don’t think a single-track line between Upholland and Skelmersdale would rule this out, but having two two tph services might need a second platform at Skelmersdale station.
On the other hand, the Manchester and Liverpool services could be timed to allow a cross-platform interchange at Skelmersdale.
This would mean that someone wanting to go between say Sandhills and Bolton would go direct with a quick change at Skelmersdale.
Could There Be Through Running Between Manchester And Kirkby?
Four tph between Liverpool and Headbolt Lane station with two tph extending to Skelmersdale, running through the single-platform stations at Kirkby, Headbolt Lane and Rainford, would probably make the current Manchester and Kirkby service difficult, if not impossible.
But as the change at Kirkby will be replaced with one at Skelmersdale, it would be more of an inconvenience than a disaster.
In addition, if two tph were to be run between Manchester and Skelmersdale and the trains were timetabled to meet at Skelmersdale, this would effectively be a pseudo-through service.
A single track could be left between Upholland and Rainford for engineering trains and possibly the occasional freight train.
Strategic Car Parking
Consider.
- The new Headbolt Lane station, is going to be provided with five hundred car-parking spaces.
- The new Skelmersdale station will probably have adequate provision.
- At the present time, Rainford and Upholland stations don’t appear to have any parking.
I would suggest, that a good look is taken at car and bicycle parking at all stations to the East of Headbolt Lane station.
Conclusion
It appears to be a scheme, that has been designed to keep costs to a minimum.
But that probably means, it is more likely to get built!
I also like the concept of a large station concourse alongside a single platform and track, which will probably be without electrification. It should be very safe too!
It is strange, that I’ve not seen that layout before either in the UK or on the many railways, that I’ve used abroad.
Government Boost To Reopen Skelmersdale Rail Link To Manchester And Liverpool
The title of this post is the same as that of this article on Lancs Live.
These two paragraphs give the whole story.
Rosie Cooper says the government has given her new assurances that it is committed to creating a Skelmersdale rail link.
Transport minister Chris Heaton-Harris told the West Lancashire Labour MP that an initial £500m funding pot set aside for reopening lines closed under the Beeching Act could be used towards ongoing efforts for Skelmersdale.
To my mind, Skelmersdale illustrates the appalling planning of the 1960s.
These dates are from Wikipedia.
- November 5th, 1956 – Skelmersdale station closed to passenger services.
- January 10th, 1957 – Harold Macmillan becomes Prime Minister
- 1961 – Skelmersdale was designated a new town.
- March 27th, 1963 – Beeching Report
- October 19th, 1963 – Sir Alec Douglas Hume becomes Prime Minister
- November 4th, 1963 – Skelmersdale station closed to all services.
- October 16th, 1964 – Harold Wilson becomes Prime Minister
- 1968-1970 – The M58 opens to connect Skelmersdale to the M6 and the M57 at Switch Island.
- June 19th, 1970 – Edward Heath becomes Prime Minister.
It looks like a rail connection to the new town was removed, but a comprehensive road network was built.
This policy seems to be very different to decisions taken at Billericay, Crawley, Harlow, Hemel Hempstead, Kirkby, Milton Keynes and Stevenage, where rail connections were at least maintained.
The Latest Plan For Skelmersdale Station
This is the latest plan for Skelmersdale station, according to the Wikipedia entry.
It has been proposed a new station at Skelmersdale would act as the terminus for Merseyrail’s Northern Line, with connections available to Wigan and Manchester. Initial estimates suggest that the scheme could cost around £300 million to develop. On page 36 of the Liverpool City Region Combined Authority, Long Term Rail Strategy document of October 2017, it states that Merseytravel is currently working with Lancashire County Council and Network Rail to develop a plan to extend the Merseyrail network from Kirkby through to Skelmersdale, with work completed in 2019. They are considering 3rd rail electrification and other alternatives with a new station at Headbolt Lane to serve the Northwood area of Kirkby. The document on page 37 states two trials of electric 3rd rail/battery trains will be undertaken in 2020, this is one of the “alternatives”
Lancashire County Council approved a plan in May 2019 to commission an outline business case into reopening the station which will be presented to the government.
Note.
- The possible site of Headbolt Lane station and the Concourse Shopping Centre in Skelmersdale are about 8 miles apart.
- Will the trains to Wigan and Manchester be direct or via a change at the new Headbolt Lane station?
- The reference to battery-electric trains, which would be able to handle the sixteen-mile round trip easily.
The site of the station will be at the former Glenburn Sports College, which is a couple of hundred metres to the East of the Concourse Shopping Centre.
This Google Map shows the location.
I would feel that this is very convenient.
- The former Glenburn Sports college is marked by the red arrow.
- The Concourse Shopping Centre is to the West of the station.
- The station would be well-connected to the road network.
- The approach track to the station could probably run by the side of Southway and cross it using a bridge or underpass.
This second Google Map shows the station in relation to the Kirkby Branch Line.
Note.
- The Glenburn Campus is indicated with the red marker at the top of the map.
- The M58 goes across the map.
- Rainford station is in the South-West corner of the map.
- Upholland station is on the Eastern edge of the map below the M58.
The Kirkby Branch Line links the two stations.
- The Kirkby Branch Line continues to the West to the new Headbolt Lane station, Kirkby station and Liverpool city centre.
- The Kirkby Branch Line continues to the East to Wigan Wallgate, Bolton and Manchester Victoria stations.
- The Kirkby Branch Line is double-track to the East of Rainford and single-track to the West.
How will Skelmersdale station be connected to the Kirkby Branch Line?
If you look at the previous map, notice that a network of roads lead down from the Concourse Shopping Centre and then go under the M58. From the Google Map, it looks like the roads go under the M58 where there is a generous bridge.
This Google Map shows the section of the route on both sides of the M58.
It looks to me that a single-track railway could be run between the new Skelmersdale station and the Kirkby Branch Line.
- Merseyrail’s new Class 777 trains are not large trains and I am certain a single track could be squeezed in alongside the roads.
- The distance is about three miles and a train would take about six minutes or around about fifteen minutes for the round trip.
- Four trains per hour (tph) would be possible, which is the same frequency as the current service between Kirkby station and Liverpool.
Putting this together, I think the following would be possible.
- A single track line without electrification between the Kirkby Branch Line and the new Skelmersdale station to the East of the Concourse Shopping Centre on the Glenburn Sports Campus site.
- Class 777 trains would use battery power to the East of Headbolt Lane station.
- The trains would charge their batteries between Liverpool and Headbolt Lane station.
- The branch would leave the Kirkby Branch Line to the East of Headbolt Lane station.
- Up to four tph between Liverpool Central and Skelmersdale stations, calling at all stations.
- Up to two tph between Headbolt Lane and Manchester Victoria stations via Wigan.
- Passengers between Skelmersdale and Manchester would change at Headbolt Lane station.
Other schemes would be possible, but allowing a direct Manchester and Skelmersdale service might be complicated and add substantially to the cost.
Merseyrail To Skelmersdale – Kirkby Station
In Merseyrail To Skelmersdale – How To Plan A New Rail-Link, I talked about Kirkby station.
So as I was going from Liverpool to Blackburn, I took a detour.
These pictures were taken at Kirkby station.
The amazing thing about Kirkby station is that in the last three years, the yearly passenger totals have averaged around 2.4 million.
Not bad for a station with four trains per hour (tph) to Liverpool and two tph to Manchester.
Near me in London, Chingford station has 4 tph to London and struggles to attract 1.7 million passengers per year.
You can understand, why Merseyrail are considering expanding the train service to Kirkby and the surrounding area.
Under Merseyrail’s plans, the station will remain a single platform, but I suspect the upgrading will do the following.
- Trains will stop by the stairs and the ramp.
- Platform facilities could be improved.
- There’s space for a lift!
I suspect there’s not too many single-platform stations that will be able to handle 4 tph in both directions.
Merseyrail To Skelmersdale – How To Plan A New Rail-Link
Skelmersdale is the second largest town in the North West of |England without a railway station.
But it does appear that things are progressing towards the town having what is probably a much-needed station.
This article in the Southport Visiter is entitled Funding boost for new rail link to Skelmersdale.
Reading the article, you get the impression that all the stakeholders have got together and come up with a sensible plan.
The Route
The article says this about the route.
The plan would see Merseyrail services extended on from the current terminus at Kirkby station to serve Headbolt Lane, Rainford and Skelmersdale. Skelmersdale would become the new interchange for Merseyrail, and Northern Services on to Wigan and Manchester.
This would seem to be a well-thought out plan to use Skelmersdale as an interchange.
This Google Map shows the Southern part of Skelmersdale and the railway that runs through Rainford and Upholland stations.
Note.
- The town centre of Skelmersdale is the Concourse, which is marked by the town’s name in the top-centre of the map.
- The Kirkby Branch Line runs across the map.
- Rainford station is in the South-West corner of the map.
- Upholland station is on the left-centre of the map.
- Kirkby station and the new Headbolt Lane station would be West of Rainford station on the existing line which is single track.
- The track from Rainford through Upholland and to the East is double-track.
It looks like a triangular junction would be created East of Rainford, that would allow trains from both the East (Upholland, Wigan and Manchester) and trains from the West (Kirkby and Liverpool) to turn to the North to a station in Skelmersdale.
Looking at the area in more detail from my virtual helicopter, I’m certain that a station could be placed close to the town centre with the capability of handling four trains per hour from both Liverpool and Manchester.
The station would probably need two platforms; one for Liverpool and one for Manchester.
There would be various possibilities for the track layout between the station and the existing Kirkby Branch Line.
In the simplest form, each platform would have an independent single track, which would allow trains from both Liverpool and Manchester to arrive and depart from Skelmersdale simultaneously.
I would also arrange the two platforms as opposite faces of a shared island platform.
This would mean the following.
- Trains from Liverpool and Manchester would arrive at the same time.
- Trains to Liverpool and Manchester would depart a few minutes later at the same time.
- Passengers needing to change at the station would only have to walk across the platform and wait for the other train to leave.
- A coffee kiosk and a shop could be positioned on the shared platform.
The Northern end of the platform could be open and passengers could walk straight into the Shopping Centre or to the parking.
It would not only be passenger-friendly, but totally step-free and very affordable.
The only restriction would be that trains must be able to do the following in under fifteen minutes.
- Travel from the Kirkby Branch Line to Skelmersdale station.
- Turnback the train at Skelmersdale.
- Travel from Skelmersdale station to the Kirkby Branch Line.
I have said fifteen minutes, as that would be needed for four trains per hour.
This might not be possible with the current Class 508 and Class 142 trains, unless they were extremely well driven, but Merseyrail’s new Stadler trains and Northern’s 100 mph Class 319 trains, would probably be able to handle the service.
It would be a unique way to serve a town like Skelmersdale, which is a few miles from a double-track line.
The only complicated track-work needed would be where the branch joined the Kirkby Branch Line.
Electrification
Merseyrail’s network is electrified using 750 VDC third-rail, whereas if the line to Manchester were to be electrified it would probably use 25 KVAC overhead wires, as has been used all over North-West England.
Keeping the two lines independent would enable each to have its own system. This layout has been used between Dalston Junction and Highbury and Islington stations on the London Overground and it has worked successfully for over seven years.
The article in the Southport Visiter also says this.
Merseyrail’s new trains will be running on the existing network from 2020, and trials to run them beyond the existing electrified ‘third rail’ track could help inform the scope of the Skelmersdale scheme, potentially meaning that major changes to install electrified track wouldn’t be needed. Developments in Northern trains over the next few years could also remove the requirement for lineside infrastructure and power connections as part of the project.
In Battery EMUs For Merseyrail, I talked about how Stadler were going to fit batteries to two of the new Merseyyrail trains.
I’m sure that if the third-rail electrification was extended from Kirkby to Rainford, that one of the new Stadler trains will be able to reach Skelmersdale and return.
The Stadler trains might even be able to travel from the existing electrification at Kirkby to Skelmersdale and back.
Northern could run the service between Skelmersdale and Manchester, using their new Class 769 trains, which can operate on lines with or without electrification.
This could mean that the link to Skelmersdale station could be built without electrification.
Kirkby Station
Kirkby station would only need minor rebuilding as it is effectively a single long platform, where Liverpool and Manchester trains meet head-on.
The barrier in the middle of the single-track under the bridge would need removing and there would be some moving of signals, but nothing very expensive would be needed.
Headbolt Lane Station
Headbolt Lane station would be another single platform station, which would serve trains going between Liverpool and Skelmersdale.
Rainford Station
Rainford station wouldn’t need any modification, but it might be reduced to a single step-free platform.
A Co-Operative Project
The article in the Southport Visiter says this.
The Skelmersdale Project is led by Lancashire County Council, involving Merseytravel, West Lancashire Borough Council, Merseyrail, Northern Rail and Network Rail.
This must be the key to the success of the project.
The Cost Of The Project
The article in the Southport Visiter says that the current estimate of the project cost is £300 million.
These actions will need to be done.
- Create the track to connect Skelmersdale station to the Kirkby Branch Line.
- Build a shared double-platform station at Skelmersdale.
- Build a single-platform station at Headbolt Lane.
- Upgrade the signalling.
- Deliver the new Stadler trains and ascertain their range on batteries.
- Northern must acquire some trains for Skelmersdale to Manchester.
It looks to me, that a budget of £300 million would be adequate.
Building The Project
The major work would be creating the junction East of Rainford station and the route to Skelmerrsdale and its new station.
If it could be built without any major electrification, it shouldn’t be the most difficult of construction projects.
Headbolt Lane station could be built as a single platform alongside the existing line.
It looks to me, that this is a classic project that fits into Network Rail’s new philosophy as outlined in this article in Rail echnology Magazine, which is entitled Carne: I’m determined for private sector to directly invest in railway.
Conclusion
It is an excellent plan!
An Overview Of Headbolt Lane Station
Headbolt Lane station is Merseyrail’s solution to connecting the single-track Kirkby Branch of the Northern Line to the double-track Kirkby Branch Line from Wigan Wallgate station in an efficient manner.
At present at Kirkby station, the following happens.
- The two lines meet head-on at Kirkby station, which is less than satisfactory, with a walk along a shared platform to change trains.
- The service between Liverpool and Kirkby is a Turn-Up-And-Go four tph.
- The service between Kirkby and Wigan Wallgate and Manchester is just one tph.
- Also, I’m also not sure of the quality of the facilities at Kirkby station.
, So hopefully a new station at Headbolt Lane would offer advantages.
- It would be a better-equipped station.
- Interchange would be cross-platform.
- The trains would be timed to be in the station at the same time.
- The trains can double as waiting rooms, whilst waiting for passengers.
- Ideally the frequencies on both branches would be the same at four tph.
I reckon that the current trains would take about the same four minutes to go from Kirkby to Headbolt Lane as they do between Fazakerley and Kirkby, as the distances are similar. So as the current trains seem to stop quickly at stations according to the timetable, perhaps a time of ten minutes between Fazakerley and Headbolt Lane is on the cards..
So given the need for the driver to change ends at Headbolt Lane station, it looks like the timings available with the current trains are not fast enough to allow the line to be extended to Headbolt Lane station and maintain the current four tph.
Four tph could probably be achieved if the line was made double-track or if a second turn-back platform were to be provided at Headbolt Lane station.
But all that would cost money.
But help would be at hand, in that the faster new Stadler trains,with their ability to stop and get going again very quickly, would probably be designed to execute the turnback fast enough to keep the four tph service.
So it might appear that the consequence of this, is that Headbolt Lane station can’t be served by Merseyrail at four tph, until the new Stadler trains are delivered, unless the Class 507 trains are faster than they appear and the drivers know how to squeeze out their maximum performance.
One complication could be that services to Skelmersdale will pass through the station.
But this would probably ease the provision of four tph to and from Liverpool, as Skelmersdale would offer another station, where trains could be turned back, if say two tph turned at Headbolt Lane and two tph at Skelmersdale.
It might be that extension to Skelmersdale and making Headbolt Lane the turnback station for Kirkby need to be done together to get four tph from Kirkby to Liverpool with the current trains.
Before I leave the subject of Headbolt station, the question has to be asked, if trains can run directly between Liverpool and Wigan Wallgate.
Some would argue, that if you were doing that route, you’d go from Liverpool Lime Street to Wigan North Western, but what if you live at Kirkdale and your mother lives in Wigan?
As I believe that lines like these need a Turn-up-And-Go four tph, and I believe Merseyrail think the same way, then the best solution is to provide four tph both ways from Headbolt Lane station and make sure that passengers can just walk across to continue their journey.
Conclusion
I have come to the conclusion, that four tph from Kirkdale to Manchester is possible with a cross-platform change at Headbolt Lane station.
The Anonymous Widower 