The Anonymous Widower

Should Railways Have A Pop-Up Service Capability?

Most of us will be familiar with the concept of Pop-Up Retail.

This is the first paragraph of the Wikipedia entry.

Pop-up retail, also known as pop-up store (pop-up shop in the UK, Australia and Ireland) or flash retailing, is a trend of opening short-term sales spaces that started in Los Angeles and now pop up all over the United States, Canada, China,Japan, Mexico, France, Germany, the United Kingdom and Australia. The pop-up industry is now estimated to be a $50 billion industry. Pop-up retail has been an increasing factor during the retail apocalypse of the 2010s, including seasonal Halloween retailer Spirit Halloween, who has operated stores in vacant spaces during the season.
Chris Stokes in his column in the December 2018 Edition of Modern Railways, gives a summary of and praises Adrian Shooter’s Vivarail project and its Class 230 train.
He then says.
Two of the units are scheduled for export to the United States, to demonstrate for the potential for ‘pop-up’ commuter services; the cost of a one-year period are said to be equivalent to the consultancy costs for opening a new route. Should such an approach be considered in this country too? The gestation period for new services on freight-only routes is probably the best part of 10 years, but it doesn’t have to be like that.
So is Chris’s concept a viable proposition?
Examples In The UK
Chris then goes on to give an example of a successful pop-up station.
When floods swept away the road bridge at Workington in 2009; Network Rail and Northern constructed a pop-up station and introduced additional trains in less than two weeks.
Recently, Liverpool Lime Street station was partly-closed for rebuilding, so Network Rail extended Platform 4 at Liverpool South Parkway station, so that it could be used as a terminus for trains from London and the South.
The picture shows a Virgin Pendelino in the temporary platform.
Passengers could then transfer to Merseyrail to complete their journey to Liverpool City Centre.
Incidentally, I’d like to know how many passengers to and from Liverpool, found it more convenient to catch their London train from Liverpool South Parkway station. Perhaps, after Merseyrail has its new trains, many passengers would like to use Liverpool South Parkway for longer journeys?
Does anybody know of any other instances of pop-up stations like these in the UK?
What Is Needed To Create These Pop-Up Stations?
Various elements must be brought together to build a pop-up station.
Types Of Stations

I can envisage three types of simple stations.

  1. A one-platform station on a single-track line.
  2. A two-platform station on a double-track line.
  3. A one-platform station on a double-track line.

Note

  1. Type One, would be the simplest and would be worked bidirectionally.
  2. Type Two, would probably require a bridge across the tracks.
  3. Type Three, would need crossovers at both ends of the station, to allow the single platform to be worked bidirectionally.

Obviously, Type 1 would be the most affordable and probably easiest to install.

The Platforms
This picture shows the temporary extended platform at Liverpool South Parkway station.
Only, if you look to the left, do you realise, it is not a permanent structure.
The only problem was that at 150 metres in length, it was a long walk. But most pop-up stations would not be for eleven-coach Class 390 trains.
Scaffolding and prefabricated platforms, should be able to cope with most situations.
Station Buildings
The platform extension at Liverpool South Parkway station didn’t need any buildings, as it was added to an existing station.
But surely, Portakabin and their ilk can come up with something that would work for a couple of years, with perhaps a waiting room or shelter, a ticket machine and even toilets.
A Station Bridge
A proportion of two-platform stations will need a bridge, so that passengers can get from one platform to the other.
At the present time, where a temporary bridge is needed, Network Rail generally put up vast scaffolding structures, like this one at Forest Gate station, used during station reconstruction for Crossrail.
Passenger-friendly it is not!
What is needed is a well-designed temporary footbridge system, that can be lifted in place in sections from a train.
Some footbridge versions might even have lifts and could be installed as pop-up bridges at stations, which urgently need step-free access.
Perhaps, pop-up stations could use a version of Heatherwick Studio’s rolling bridge.
I shall add some pictures of the open bridge, when they fix it.
  • It would certainly bridge the gap between two platforms with a double-track railway in between.
  • In a rail application, the bridge would be interlocked with the signalling and controlled by the signaller.
  • Signals and lights could be added to the bridge  to ensure complete safety.
  • Wikipedia says the original at the Paddington Basin cost £500,000, which could probably be reduced if more were built.
  • This page on the Merchant Square web site, shows the bridge in action.
  • I suspect this bridge would work on single- or double-track lines, without electrification, or with third-rail or with overhead electrification.
  • At many stations it could just be dropped in place from a rail-mounted crane, after preparing the existing platforms.
  • I suspect though, that there would be a limit to the number of trains per hour it could handle.
One of Heatherwick’s bridges, would certainly help in telling the locals, that they have a new station or step-free bridge across the railway.
I wonder if Heatherwick Studio has been talking to Network Rail.
Signalling
The signalling might have to be modified to ensure safety.
When all trains were fitted with in-cab digital signalling, as is planned, then this would surely make pop-up stations and services easier to install.
Tracks
The installation would surely be designed to minimise work on the tracks.
Only the Type Three station would require more than minimal work to the tracks, but the station would only have one platform, which would not require a bridge.
Modern Trains And The Pop-Up Station
Chris Stokes talks about running new pop-up services on freight-only lines, but I believe that there will be calls to use pop-up stations to provide extra stops on existing services.
As an example, suppose that Greater Anglia wanted to assess the demand for a new Soham station. In a year or two, the company will be operating at least an hourly service along the line with their new Class 755 trains.
These trains are part of the new breed of modern trains, which will have the following.
  • The ability to execute a fast stop at a station.
  • Level access will be possible between train and platform.
  • On-board CCTV systems to ensure safe loading and unloading of passengers.
  • Modern in-cab digital signalling.

This will enable the trains to make a station stop without causing problems to the existing timetable.

So if Network Rail, had the ability to quickly install a pop-up station, modern trains would allow a service to be tested at a reasonable cost.

The Practicalities Of Installing A Pop-Up Station

Suppose a station were to be installed at Soham or any other suitable place.

I would expect Network Rail to produce standard designs for the foundations of their pop-up stations.

Network Rail periodically close a line to replace track or do various other work. When a line is closed for this work and a pop-up station might be needed on the route, the standard foundations would be installed.

Then, when the budget for the station had been obtained, the station would be installed and commissioned in a suitable possession.

Conclusion

I believe a pop-up station is a feasible proposition.

If a pop-up station is a feasible proposition, then it follows that to install perhaps five stations on a freight-only line to create a totally new passenger service is also a feasible proposition.

 

December 5, 2018 Posted by | Transport | , , , , , , , , | Leave a comment

Building New City-Centre Lines Instead Of Using Existing Network Inflates HS2 Cost By 15%

The title of this post, is the same as that of this article on Rail Technology Magazine.

This is the first paragraph.

HS2’s second phase will cost more compared to similar overseas schemes because it relies on new dedicated high-speed lines into city-centre terminal stations at Manchester and Leeds rather than using the existing conventional railway.

As the review of the costs of HS2, that showed this, was done by PwC, I suspect the figures can be believed.

Over the last few years, we’ve redeveloped or extended several busy stations like Derby, Kings Cross, Liverpool Lime |Street, London Bridge, Manchester Victoria, Nottingham, Reading and St. Pancras.

I like Reading and London Bridge the best, as the large concourse crossing either over or under the tracks with lots of escalators and lifts, seems to work well  Liverpool Lime Street with a wide concourse at one end, seems to work well for a terminal station.

But St. Pancras is a mess for passengers and staff alike with effectively four stations in one one Victorian building.

It would have been better, if the station had been flattered and a new one built.

This approach is being taken at that 1960s monstrosity; Euston, which is being extended for HS2.

The four Northern stations in Phase 2 of HS2 are being treated differently.

  • Leeds is getting a dedicated approach to new platforms at right angles to the existing ones.
  • Liverpool Lime Street uses the existing approach and platforms have been extended for the new HS2 trains.
  • Manchester Piccadilly is getting a dedicated approach to new platforms alongside the existing ones.
  • Sheffield uses the existing approach and platforms will be extended for the new HS2 trains.

Liverpool Lime Street is already HS2-ready and can handle at least two normal expresses and one HS2 train in an hour.

The works were completed in a six-month blockade in the Summer of 2018.

I suspect Sheffield will be made HS2-ready, in a similar way.

Conclusion

Obviously, every station is different.

But Liverpool Lime Street has shown how it is possible to find an affordable, less disruptive approach to some stations.

 

November 15, 2018 Posted by | Transport | , , , , , | 3 Comments

Liverpool Lime Street Station Has Been Remodelled

I went to Liverpool Lime Street station today and it has been extensively remodelled, as these pictures show.

There are several changes.

Virgins Were Using Platform 9

The most obvious difference on arrival was that the Virgin services from London were using Platform 9, which is on the Southern side of the station, close to the taxi rank.

Taxi Access

So elderly Aunt Esmeralda coming from London to see her Liverpudlian family doesn’t have to go far for a cab.

I also noticed that Norwich services were using Platform 10 and there was a Birmingham New Street service in Platform 7.

So it would appear that longer distance services use the higher numbered platforms.

Not that it matters, as there’s a cab rank on the other side of the station.

Two Stations In One

I have read somewhere, that Liverpool Lime Street station with its pair of Victorian roofs, has been arranged so that the two sides can work independently.

The main reason, is that if engineering work is needed on one side, the other can remain open.

Each half-station utilises.

  • A Victorian roof.
  • A set of approach tracks.
  • Five platforms
  • A large clock
  • A taxi rank.

They also have easy access to the shops and the Underground platform of Merseyrail’s Wirral Line.

Long Platforms

Virgin’s Pendelinos or Class 390 trains come in two lengths; nine and eleven cars.

It looks like some platforms can accommodate, the eleven-car trains, which are over two hundred and sixty metres long.

Note in the pictures how long platforms have been threaded through the bridge at the station throat.

Wide Platforms

The platforms would appear to be wider to allow better circulation of passengers.

Platform 1

The pictures show a wide space to the North of the new Platform 2.

It looks like Platform 2 will share an island with a still to be completed Platform 1.

Platform 0

Is there a space on the far side of Platform 1 for a new Platform 0?

Extra Capacity

Although there is at least one extra platform, the better track layout and signalling will allow more trains to use the station.

Already planned extra services include.

  • TransPennine Express services to Scotland.
  • Transport for Wales services to Cardiff, Chester, Llandudno and Shrewsbury.
  • London Northwestern Railway services to Crewe and London Euston

In addition High Speed Two will add services and some reports say CrossCountry will add more.

Typically, one of Virgin’s Class 390 trains takes about thirty minutes to turn back, whereas East Midlands Trains turn a smaller train in ten minutes less.

Both these trains would need to take on supplies of food and drink, but others probably don’t.

I would expect each platform could handle two long-distance trains per hour (tph).

So could we be looking at ten tph in the five long distance platforms?

I suspect in a few years time, this will be possible, as everybody works out how to use the new station layout.

Long distance trains in a few years time could be.

  • 1 tph – East Midlands Trains to Nottingham/Norwich via Liverpool South Parkway, Warrington and Manchester Piccadilly.
  • 1 tph -London NorthWestern Railway  to London via Runcorn and Crewe
  • 2 tph -London NorthWestern Railway  to Birmingham via Liverpool South Parkway, Runcorn and Crewe
  • 1 tph – TransPennine Express to Newcastle and Edinburgh via Newton-le-Willows and Manchester Victoria
  • 1 tph – TransPennine Express to Scarborough via Newton-le-Willows and Manchester Victoria
  • 1 tph – TransPennine Express to Scotland via Wigan and Preston.
  • 1 tph – Transport for Wales to Chester and Llandudno via Liverpool South Parkway andRuncorn
  • 1 tph – Transport for Wales to Chester and Shrewsbury via Liverpool South Parkway and Runcorn, which could be extended to Cardiff
  • 1 tph – West Coast (currently Virgin) to London via Runcorn

Note.

  1. This totals up to seven tph via Runcorn or Liverpool South Parkway, which will probably have to terminate in platforms 6-10.
  2. East Midlands Trains, London NorthWestern Railway and Virgin appear to use Platforms 6-10.
  3. TransPennine Express appears to be using Platform 3 or 4 at the present time.
  4. At present, Northern services via Liverpool South Parkway and Warrington, seem to be using Platform 6.

It would appear that there could be enough space for High Speed Two services in a dedicated platform in the Platform 6-10 section.

Signalling Issues

The only problem seemed to be a few small signalling issues as platform allocation and information seemed to be suffering a few bugs.

There’s Still Work To Do

Obviously, there is still more work to do to finish off the station.

  • Platform 1 hasn’t been finished.
  • Retail units need to be updated.
  • Bessie Braddock needs to be positioned close to Ken Dodd.

I also think that the station needs a quality hotel and restaurant complex.

Liverpool Lime Street Station Is High Speed Two-Ready

Wikipedia has a section on High Speed Two Rolling Stock, where this is said.

Trains would have a maximum speed of at least 350 km/h (220 mph) and length of 200 metres (660 ft). Two units could be joined together for a 400-metre (1,300 ft) train.

Trains will be of two types.

  • Standard European-sized trains, that will run between new High Speed Two stations like Euston, Old Oak Common and Birmingham Curzon Street.
  • Classic-Compatible trains, built to a British loading gauge, that can use existing tracks and platforms.

It should be noted that an individual High Speed Two train will be shorter than the eleven-car Class 390 trains.

This means that Liverpool Lime Street and Birmingham New Street, Carlisle, Crewe, Glasgow Central, Manchester Piccadilly, Preston and others will be able to accommodate the new Classic-Compatible trains.

According to the section called Proposed Service Pattern in the Wikipedia entry for High Speed Two, Liverpool Lime Street station will get two tph, when Phase One of High Speed Two opens

  • I would expect that High Speed Two will have the luxury of a dedicated platform.
  • On the other hand, Manchester Piccadilly station is getting four high speed platforms and three tph
  • When Phase Two opens most services will probably call at Birmingham Interchange.

So is Liverpool getting a worse deal compared to its arch-rival?

  • For a start a single platform could probably handle three tph, which is one train every twenty minutes.
  • An eleven-car Class 390 train has 589 seats.
  • Wikipedia says that a full-length High Speed Two train has 1,100 seats, so each Classic-Compatible train will have 550 seats.
  • Manchester Piccadilly has space to expand the station, whereas Liverpool Lime Street is hemmed in.
  • Liverpool Lime Street is solely a terminal station, whereas Manchester Piccadilly has both through and terminal platforms.
  • A large number of Liverpool’s local services are handled on a platform, that is deep below the station.

I would say that Liverpool Lime Street station’s handling of High Speed Two, will be a classic case of Liverpool doing what the City does best – making the most of limited resources.

After all Liverpool’s national dish is scouse, which is a stew often made from leftovers.

To summarise platform use after High Speed Two arrives in Liverpool, it could be something like this.

Platforms 1 to 5 – Northern with one or two platforms for TransPennine Express.

Platforms 6 to 10 – One each for High Speed Two and West Coast, with the others shared by the other operators.

Liverpool is lucky in that it has three routes out of the City to the East and now Lime Street station has been remodelled, they can be used efficiently.

More Use Of Merseyrail

Merseyrail could be key to getting even more capacity out of Lime Street station.

Some Northern services via Warrington have to leave from Platform 6 at present to go via Liverpool South Parkway.

But Merseyrail have ambitions to use their new Class 777 trains to extend from Hunts Cross station to Warrington Central station.

The one problem with accessing Merseyrail at Liverpool Lime Street, is that there is no direct connection to the Northern Line, which goes between Hunts Cross and Liverpool South Parkway in the South and Kirkby, Omskirk and Southport in the North. I usually walk two hundred metres to Liverpool Central, but a better connection needs to be provided. Perhaps a subway with a travelator is needed.

Alternatively, as all High Speed Two and West Coast services will stop at Runcorn, would it be sensible to add another stop at Liverpool South Parkway to change for the Northern Line and Warrington?

Conclusion

I have come to some conclusions.

Architecture And Design

This is said in the Wikipedia entry for Liverpool Lime Street station.

Opened in August 1836, it is the oldest grand terminus mainline station still in use in the world.

Manchester Piccadilly opened in 1842 and Euston opened in 1837, but both have been extensively rebuilt, whereas the architect of Lime Street would probably recognise his creation.

The design of Liverpool Lime Street station seems to have enabled this sympathetic remodelling, that will allow more services to the City.

Didn’t the Victorian architect do well!

Liverpool Connectivity

Liverpool is getting a station with increased capacity, that will enable new routes to the city from Wales and the Welsh Borders, Scotland and more places in England.

The only minor problem is the poor connection between Liverpool Lime Street station and Merseyrail’s Northern Line, which I think could be improved by stopping more trains at Liverpool South Parkway station.

Liverpool And Manchester To Scotland

In the 1960s, these services were organised in the following way.

  • Separate trains ran from Liverpool and Manchester to Preston.
  • At Preston, the two trains joined and ran to Carstairs.
  • At Carstairs, the trains split and one went to Edinburgh and the other to Glasgow.

It wasw an efficient way to provide the service.

With modern trains, that can couple and uncouple automatically and where passengers can walk through the train, there may be scope for doing similar in the future.

Liverpool As A Major Tourist Hub

The new services will improve Liverpool’s profile as a major tourist hub.

The new services will put Liverpool in the middle of an area with lots of attractions, that can be reached by train.

  • North Wales
  • The Lakes
  • The Pennines
  • The Golf Coast, with three Open Championship courses.
  • Blackpool

And then there’s Liverpool itself!

I was talking to a station guy in Liverpool yesterday and we both felt with connections to Scotland, more tourists would use Liverpool for a stopover on the trip between London and Scotland.

The new services will certainly increase the number of visitors to Liverpool

Merseyside’s Prosperity

I believe that the improved services will increase the prosperity of the whole region and in a few years time, the pain of this summer’s closure of the station will be well and truly forgotten.

Tailpiece

Ever since, I first came to Liverpool in 1965, the train services and Lime Street station in particular has needed improvement.

The creation of the Wirral Line loop and the Northern Line were a good start, but only now after my visit, is it apparent that there was more improvement to come.

Why wasn’t the track and platform layout at Liverpool Lime Street station sorted out decades ago?

 

August 1, 2018 Posted by | Transport | , , , , | 3 Comments

Between Liverpool Lime Street And Chester Stations

Currently, using Merseyrail‘s Wirral Line, a journey between Liverpool Lime Street and Chester stations takes around forty-five minutes.

This time will improve by several minutes, when the new Class 777 trains come into service in a couple of years.

In Slow Trains Outside The South-East, I calculated that this time could be as low as 35 minutes.

Using The Halton Curve

But how fast could a train go between Liverpool Lime Street and Chester stations, using the Halton Curve, when that comes into use in December 2018?

Consider.

  • West Midlands Trains take nineteen minutes to go between Liverpool Lime Street and Runcorn stations with a stop at Liverpool South Parkway station.
  • The current parliamentary train takes twenty-one minutes between Chester and Runcorn stations using the Halton Curve.
  • Transport for Wales will run the route with their new 100 mph CAF trains.

It should be possible for the direct trains to do the trip between Liverpool Lime Street and Chester in under forty minutes, with stops at Liverpool South Parkway, Runcorn, Frodsham and Helsby stations.

As to the frequency of the service between Liverpool Lime Street and Chester stations via the Halton Curve, under Improvements in the Wikipedia entry for KeolisAmey Wales, these services are listed.

  • Introduction of a new hourly Liverpool to Chester service from December 2018
  • Introduction of a new hourly Liverpool to Llandudno and Shrewsbury service from December 2022
  • Introduction of a new two-hourly Liverpool to Cardiff service from December 2022

So it looks like there will be at least a train every half-hour between Liverpool Lime Street and Chester.

Liverpool Airport

One advantage of using the Halton Curve, is that as trains can call at Liverpool South Parkway station, it would be possible to provide a direct link to Liverpool Airport.

Merseyrail are looking into the possibility of using tram-trains on this route.

Direct Services Between Liverpool Lime Street And North Wales

Consider.

  • Virgin Trains take forty-eight minutes between Chester and Llandudno Junction stations.
  • Virgin Trains take ninety-nine minutes between Chester and Holyhead stations.
  • Currently, Liverpool to Llandudno takes between 110-120 minutes with a change at Chester station.

I wouldn’t be surprised to see timings of direct trains between Llandudno and Liverpool Lime Street stations in the order of an hour-and-a half.

Electrification

Electrification is the big question, hanging over railways in this area.

Merseyrail already runs electrified services to Chester on the Wirral Line and the following routes have been earmarked for electrification.

  • Chester to Crewe
  • Chester to Manchester

If the latter were to be electrified, then only the relatively short Halton Curve would need to be electrified to create another all-electric route between Liverpool and Chester.

Bi-Mode Trains For KeolisAmey Wales

If Chester station, were to be electrified, this will have possible consequences for KeolisAmey Wales, as all their services Eastwards from Chester to Birmingham, Liverpool and Manchester would be running on fully-electrified routes.

So will KeolisAmey Wales order some  of new CAF trains with a bi-mode capability.

This capability could also be useful in South Wales.

 

 

July 23, 2018 Posted by | Transport | , , , , | 1 Comment

Liverpool South Parkway Station Stands In For Lime Street

I went to Liverpool to see the new Maghull North station and a few other things in the Second City.

Liverpool Lime Street station is closed at the moment due to major works, so all London trains are going only as far as Liverpool South Parkway station.

These pictures show the station.

The station was coping well, as passengers from outside Liverpool ytansferred to Merseyrail to continue their journeys to the City Centre.

On my visit to Liverpool, I went first to Maghull North station, so I got a Southport train on Merseyrail’s Northern Line to Sandhills station, where I changed trains.

There are not many cities in the UK, which have the luxury of an alternative terminus of the quality of Liverpool South Parkway station to stand in, when the main station has to be closed.

When we left for London, the train initially went towards Liverpool and then crossed over to the line to London, before coming back through the Liverpool South Parkway station.

This was because the station wasn’t designed for use as a terminus and there is no other way to get the train on the right line for Crewe and the South.

It would also appear from the pictures, that to cope with the length of the eleven-car Virgin Pendelinos, that a temporary platform extension has been built.

June 29, 2018 Posted by | Transport | , , , | Leave a comment

What Rolling Stock Will Northern Use Between Blackpool North And Manchester Airport Stations From Tomorrow?

I was alerted to the opening of the service, by this article in Rail Technology Magazine, which is entitled Blackpool To Preston Route To Reopen After Major 5-Month Transformation.

As I was coming up to see someone on Tuesday, I’ve decided to come up on the first Virgin from Euston at 16:33 to Blackpool North station.

My train coming up from London, is I suspect a Class 221 train, as I’m in First in Coach E. So I’ll be diesel-hauled all the way.

I have read somewhere that four-car trains will be running between Blackpool North and Manchester Airport stations, so as these trains will be going via Bolton, where there is still no electrification, I would expect, that Northern will be running a couple of Class 156 trains on this route.

But the route would also be an ideal one to introduce the long-awaited Class 769 trains!

  • Trains call at Poulton-le-Fylde, Preston, Buckshaw Parkway, Chorley, Horwich Parkway, Bolton, Salford Crescent, Deansgate, Oxford Road, Piccadilly and Heald Green.
  • It is electrified, except for between Preston and Deansgate, which could be ready in May 2018.
  • The trains are four-cars with a universal access toilet, so are a step up from the previous rolling stock.

In their news release on the reopening of the Blackpool to Preston route, Northern says this.

Train services between Preston and Blackpool North will resume from Monday 16 April 2018 initially with one train per hour allowing time for driver training on the route.

Obviously, drivers have to learn the route, but as Northern have a fleet of thirty-two Class 319 trains, I suspect they have enough drivers to handle this fleet, when they eventually get to run between Blackpool North and Manchester Airport.

I think it’s unlikely, but I wouldn’t be completely surprised to see Class 769 trains working this route for training purposes.

In Does A New Service Start Between Wigan North Western And Alderley Edge Stations Using Class 769 Trains On May 20th?, I came to the conclusion that from May 20th, Northern will be adding these two hourly services using Class 769 trains.

  • Wigan North Western and Alderley Edge
  • Wigan North Western and Stalybridge

So will the training of the drivers be completed between Blackpool North and Preston?

Blackpool North And Liverpool Lime Street

I have been exploring this route on the timetable.

I found these trains running from Blackpool North to Liverpool Lime Street.

  • Sundays from April 22nd an hourly train between 11:00 and 22:00
  • Monday to Saturday from April 20th a direct train at 18:02.
  • Sundays from May 21st an hourly train between 08:30 and 22:00
  • Monday to Saturday from May 21st an hourly service between 06:00 and 22:00

And these trains running from Liverpool Lime Street to Blackpool North.

  • Sundays from April 22nd an hourly train between 08:47 and 20:47
  • Monday to Saturday from April 20th a direct train at 07:56.
  • Sundays from May 21st an hourly train between 06:36 and 22:15
  • Monday to Saturday from May 21st an hourly service between 06:00 and 22:00

I would assume that all trains would be served by Class 319 trains.

I think that Northern are being canny here.

  • Liverpool Lime Street and Blackpool North services will be run from the next weekend, with an hourly Sunday service. This will sort out any possible problems with an hourly service, before it is introduced on May 20th.
  • They have added a couple of trains to help commuters between Liverpool and Blackpool.
  • There is still a lot of capacity between Preston and Blackpool North for training.

It will be interesting to see how passengers react to the new timetable on May 20th.

 

April 15, 2018 Posted by | Transport | , , , | 4 Comments

Liverpool Lime Street Station Upgrade – 16th November 2017

The upgrading of platforms at Liverpool Lime Street station seemed to be progressing well as I passed through.

Note.

  • Work even seems to have started on the second platform for Virgin services, which would allow two trains per hour.
  • Extra platforms will also allow direct Liverpool to Glasgow services.

In some ways, the Grade II Listed station, will become the first station in the North ready to be ready for high speed trains from London and across the North of England.

November 16, 2017 Posted by | Transport | , , | Leave a comment

NR States Ambition To Keep Liverpool Moving During Major Lime Street Work

The title of this post is the same as the title of this article on the Rail Technology Magazine web site.

This is the first two paragraphs.

Liverpool Lime Street will remain “open for business” whilst it undergoes major work this autumn, Network Rail has today reassured passengers in the region.

The latest stage of work will take place between 30 September and 22 October in what is one of the biggest upgrades the station has seen since the 19th century.

The station upgrade is part of a £340 million railway investment in the Liverpool City Region.

This document from Network Rail describes the scope of the project in detail.

These are some extracts from the document.

What Are The Benefits For Passengers?

The Liverpool City Region Railway Upgrade Plan will deliver for passengers:

  •  A bigger and better railway network with longer and faster trains
  •  More reliable railway infrastructure
  • Better facilities for passengers, especially at stations
  • Increased capacity/additional services

What Will This Mean In Practice?

  • Three extra services per hour, in and out of Lime Street station, such as the planned new First Transpennine Express
    services from Liverpool to Glasgow in 2019.
  • Better east-west connectivity to and from Liverpool.
  • New services to Chester via Liverpool South Parkway and the opportunity to develop more routes into North Wales in the future.
  • New station facilities and interchange at Newton-Le-Willows.
  • A new station at ‘Maghull North’ to support growth in passenger demand.
  • New signalling which will improve the reliability of the network and speed up decision making to minimise disruption.
  • Works to facilitate the running of new trains on the Wirral and Northern lines.

Liverpool Lime Street Station

Liverpool Lime Street station will be getting a major upgrade consisting of the following.

  • Two new platforms between the current platforms 7 and 8.
  • Platform lengthening.
  • Improved signalling and electrification.
  • More shops.

This should enable another three trains per hour to be handled.

It’s over fifty years since I first arrived in Lime Street to go to Liverpool University and the station has changed a lot in those years. Network Rail are saying, that this upgrade will cope with the doubling of passenger number expected before 2043.

Using Liverpool South Parkway Station As A Relief Terminus

The upgrade will mean that at times during the works, trains into Liverpool will not be able to access Lime Street. So some trains will terminate at Liverpool South Parkway station from where passengers can take Merseyrail’s Northern Line to the City Centre.

How many of our large cities can cope, when the main station is closed?

  • Glasgow proved they can, when Queen Street station was closed.
  • London is managing biow, with mahor works going on at Waterloo.
  • Manchester’s ability to cope will surely be greatly improved when the Ordsall Chord opens.
  • Birmingham seemed to manage during the rebuilding of New Street station.
  • Newcastle has the Metro to help.
  • Sheffield has a second station at Meadowhall.

Would Leeds be the city to struggle?

Liverpool will probably cope well, as there are various rail routes into the City, that avoid Lime Street, most of which have four trains per hour.

I always remember the Liverpool Bus Strike of around 1967. Liverpudlians just walked, as did most of the students like me, who needed to get into the University.

I don’t think, it will come to walking this time, as Network Rail have promised quality buses.

Conclusion

There is a lot of work to do, but after the example of Waterloo, it is likely to go fairly well to plan.

But there will be a few hiccups.

August 17, 2017 Posted by | Transport | , , , | Leave a comment