The Anonymous Widower

Skelmersdale Railway Station Could Finally Happen – If Government Says Yes

The title of this post, is the same as that of this article on Lancs Live.

The article is a good summary of why Skelmersdale needs a station.

But it doesn’t mention that any service to Skelmersdale will probably go via Merseyrail’s new station at Headbolt Lane.

September 17, 2021 Posted by | Transport | , , , , | 1 Comment

ORR Authorises Merseyrail ‘777s’

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

This is the first paragraph.

Merseyrail’s 52 Class 777 trains have been authorised for passenger use by the Office of Rail and Road.

I can’t wait to get up to Liverpool to have a ride.

But it will be a few weeks yet!

On the other hand, these trains will be as valuable to Merseyside as Crossrail will be to London.

July 26, 2021 Posted by | Transport | , | 2 Comments

Liverpool’s Vision For Rail

This document on the Liverpool City Region web site is entitled Metro Mayor’s Vision Of A Merseyrail for All Takes Vital Step Forward With Successful Trial Of New Battery-Powered Trains.

It makes these points in the first part of the document.

  • Game-changing technology paves way for Merseyrail network expansion across the Liverpool City Region and beyond
  • Merseyrail services could reach as far as Wrexham and Preston
  • City Region is at the forefront of the introduction of pioneering energy efficient technology.

The new battery-powered trains would certainly go a long way to  enable, these objectives.

  • Battery-powered trains would need a range of 26.9 miles to go between Bidston and Wrexham stations.
  • Battery-powered trains would need a range of 15.3 miles to go between Ormskirk and Preston stations.

This link is to the North Cheshire Rail User Group’s Newsletter for Spring 2021.

This is said about battery range of the new Class 777 trains.

Later model Class 777’s have the ability to leave the 3rd rail and operate under battery power for 20 miles or more with a full load thus
permitting expansion of the Merseyrail network beyond its current limits.

I suspect they will also have regenerative braking to batteries, which will increase the range and allow Preston and Wrexham stations to be achieved without charge.

It certainly sounds like Preston and Wrexham and all the intermediate stations,  will be added to the Merseyrail network.

As to the third point above about the introduction of pioneering energy efficient technology, I suspect this is mainly regenerative braking to batteries and replacement of elderly worn-out power supply equipment.

There is more in the Liverpool City Region document.

Expanding Merseyrail

This is said.

The game-changing technology could allow the Merseyrail network to extend across all six city region boroughs to places like Rainhill in St Helens, Woodchurch on the Wirral and Widnes in Halton.

It could also allow the new fleet to operate as far afield as Skelmersdale, Wrexham, Warrington and Runcorn.

Note.

  1. A 25 KVAC capability could well be needed. But that is built into the Class 777 trains.
  2. Chargers could be needed at some of these stations. I suspect Stadler have a Swiss manufacturer in mind.

In the run-up to May’s elections, the Mayor pledged to deliver ‘Merseyrail for All, a commitment to connecting under-served communities to the Merseyrail network.

New Stations

Initially the battery-powered trains, which are considerably greener, using up to 30% less energy than the existing fleet, are set to run on services to a planned new station at Headbolt Lane, Kirkby.

The wider Merseyrail for All programme could ensure every community is well served by an integrated public transport network and new and refurbished train stations are also high on the agenda.

They could include:

  • The Baltic Triangle in Liverpool
  • Carr Mill in St Helens
  • Woodchurch on the Wirral

Note.

Tram-Trains And Trackless Trams

The document says this.

Tram-Train technology and trackless trams will also be looked at as potential means of extending the Merseyrail network into hard-to-reach places. The technology could benefit areas such as Liverpool John Lennon Airport and Speke, Kirkby Town Centre, Southport Town Centre, Wirral Waters and the Knowledge Quarter.

Tram-trains built by Stadler in Valencia are already running in Sheffield and in the next few years they should be deployed on the South Wales Metro.

TStadler are also building Merseyrail’s new Class 777 trains, so I suspect they’ll go together like peaches and cream.

The Belgian firm; Van Hool have a product called Exquicity. This video shows them working in Pau in France.

These tram buses run on rubber types and are powered by hydrogen.

Similar buses running in Belfast are diesel-electric.

Could these be what the document refers to as trackless trams?

Battery Train Trials

The article finishes with this summary of the battery train trials. This is said.

Under the battery trials, financed by the Transforming Cities Fund, one of the new class 777 trains fitted with the battery technology was tested on the Northern line.

The batteries exceeded expectations with the trains travelling up to 20 miles per run without the need for re-charging.

The battery trains would remove the need for the third ‘electric’ rail, enabling the trains to travel beyond the existing network without major track investment.

The units passed all tests during four weeks of trials on the City Region’s rail network in May and June.

The Combined Authority and partners are still assessing the full impact of the Coronavirus pandemic on the programme and will provide more information regarding the roll out as soon as it has been agreed.

It looks to me, if all these plans get implemented successfully, Liverpool City Region will have one of the best public transport systems of any similar-sized cities in the world.

The Full Plan As A Map

This article on the BBC is entitled Battery-Powered Trains Part Of Merseyrail Expansion Plan.

The article contains this map.

There is no key or explanation, but it appears that the pink lines are new routes, where Merseyrail will run trains.

Before I discuss each of the possible routes, I will discuss two big factors, that will affect a lot of my thinking.

The West Coast Main Line

Avanti West Coast have the following stops in trains per hour (tph)  at these stations on the West Coast Main Line as its trains pass the East of Merseyside to and from London Euston.

  • Crewe – At least 5 tph
  • Warrington Bank Quay – At least 2 tph
  • Preston – At least 1 tph

These frequencies are in addition to these direct trains from London Euston.

  • 1 tph to Liverpool Lime Street, which will rise to 2 tph in the December 2022, with a call at Liverpool South Parkway station.
  • Occasional services to Chester throughout the day.

Passengers do not have to go via Liverpool Lime Street to travel to London.

In addition. there are useful services run by TransPennine Express between Liverpool Lime Street and Scotland, that call at Preston.

In Future; High Speed Two

This will call at Crewe, Liverpool Lime Street, Liverpool South Parkway, Preston and Warrington.

Northern Trains

Northern Trains were in all sorts of troubles and the service is now run directly by the Government’s Operator of Last Resort. I suspect that any reasonable offer to takeover over a service will be looked at favourably.

I will now look at Merseyrail’s new routes.

Ormskirk And Southport Via The Burscough Curve

Consider.

  • This route has been a long term aspiration of Merseyrail.
  • A curve between Burscough Bridge and Burscough Junction will have to be rebuilt on a former alignment.
  • Southport and Ormskirk are about 13 miles apart.
  • Southport and Ormskirk have third-rail electrified lines to Liverpool and the South.

It would be an ideal route for battery-electric trains with a range of 20 miles.

What would it do for passengers?

  • It gives those living near five stations a direct link to Liverpool.
  • It gives Southport a town of over 91,000 people more capacity to the city of Liverpool for jobs, leisure and shopping.
  • Will it open up more opportunities for new housing in villages like Burscough?

It will certainly give Merseyrail operational advantages to Southport.

Ormskirk And Preston

Consider.

  • Takeover of this Northern Trains route has been a long term aspiration of Merseyrail.
  • Preston and Ormskirk are about 15.3 miles and 32 minutes apart.
  • Omskirk has 750 VDC third-rail electrification and Preston has 25 KVAC overhead electrification.
  • The Class 777 trains have been built so they can be updated to dual voltage.

It certainly looks to be a route that could be handled by a battery-electric Class 777 train.

What would it do for passengers?

  • It gives those living near the Ormskirk and Preston Line a direct link to Liverpool.
  • It creates a direct link in modern electric trains between North Liverpool and Preston, for onward travel on West Coast Main Line services and High Speed Two in the future.
  • The journey time could be reduced to under thirty minutes.

As football is so important to the Liverpool economy, would a time around forty-five minutes between Preston and Sandhills station tempt football supporters going to Anfield and Goodison Park to use the train and then perhaps a trackless tram to the stadium?

This Google map shows the location of Anfield, Goodison Park and Sandhills station.

Note.

  1. Anfield is in the bottom-right corner of the map and is marked by a red arrow.
  2. Goodison is in the top-right corner of the map, slightly to the West of Anfield.
  3. Sandhills station is in the bottom-left corner of the map.

Both stadia are around a mile and a half from the station.

Southport And Preston

Once the Ormskirk and Southport and Ormskirk and Preston services are up and running, it would surely be possible to run a Southport and Preston service.

  • There would be a reverse at Ormskirk.
  • The two sections of Ormskirk and Southport and Ormskirk and Preston would both need battery power.
  • Whilst the driver changed ends at Ormskirk, the train would be recharged using a fast and efficient charger.
  • Times between Southport and Preston would be under an hour.

It certainly looks to be a route that could be handled by a battery-electric Class 777 train.

What would it do for passengers?

  • It gives those living in Southport, a direct link to Preston.
  • It creates a direct link in modern electric trains between Southport and Preston, for onward travel on West Coast Main Line services and High Speed Two in the future.

This service could be very valuable for passengers, but I suspect the route could be implemented with minimal infrastructure changes at Ormskirk station.

Ormskirk Station

This picture shows Ormskirk’s single platform from the Merseyrail end.

Note.

  1. The Liverpool train in the foreground.
  2. The Preston train in the background.
  3. The solid barrier between the trains.

 

I wonder if the following would be possible with the barrier removed.

  • The long platform would be treated as one platform divided into two.
  • Perhaps they will be the Liverpool and Preston/Southport platform,
  • Trains that will leave the station for Liverpool will stop in the Liverpool platform.
  • Trains that will leave the station for Preston or Southport will stop in the Preston/Southport platform.
  • Through trains between Liverpool and Preston or Southport would be possible.
  • A train between Preston and Southport could reverse in the Preston/Southport platform, whilst trains for Liverpool used the Liverpool platform.

It looks like it’s an efficient layout borrowed from somewhere else. and Stadler have probably seen it before.

Headbolt Lane Station

In Headbolt Lane Station Fly-Through, I described the new Headbolt Lane station.

This screen capture is from the video in that post,

Note.

  1. Two platforms going away from the camera and one platform and what looks to be a siding going towards the camera.
  2. There appears to be no direct connection between the two different sets of tracks.

Until proven wrong, I believe that the camera is looking towards Liverpool, as it would mean that Liverpool services had two platforms. But they currently make do with one at Kirkby.

There is a walk through between the tracks, which

  • Enables passengers to access the second platform.
  • Allows passengers to enter the station from the other side.
  • Allows non-passengers to cross the tracks on the level.
  • Avoids the need to build a bridge.

It is certainly an innovative design.

If occasional trains need to go through, could there be a lift-out section of the walk-through?

But as there are buffer stops on the tracks in the three platforms, that are either side of the walk-through, I suspect it will never happen, as it’s too much hassle.

In the Wikipedia entry for Headbolt Lane station this is said.

The Liverpool City Region Combined Authority announced in July 2021 that a trial of a battery electric multiple unit (BEMU) version of the new Class 777 will serve the new station, when it opens. This will not require all of the line extension to Headbolt Lane to be electrified.

Merseyrail would appear to have neatly side-stepped, the Office of Road and Rail’s policy of no more third-rail electrification.

But I’m sure Merseyrail could put an approved train-charging system in the station.

  • They would need one if a Class 777 train arrived with a flat battery.
  • They would need one to charge trains on the Headbolt Lane and Skelmersdale service, if the service were to be run by battery-electric trains.
  • They would need one to charge trains on the Headbolt Lane and Wigan Wallgate service, if the service were to be run by battery-electric trains.

The system could be based on a short length of overhead wire and a slim pantograph or a system like Railbaar from Furrer and Frey.

But does it give any clues as to the orientation of the station in the video?

  • As there are three platforms and a siding, that meet at Headbolt Lane station, all could be fitted with chargers. to make sure the services are reliable.
  • Liverpool services could be handled at either end, as it only needs one platform.
  • Skelmersdale and Wigan services could probably share a platform, but they would be better surely using two platforms.
  • The siding could be created into a platform for extra services to be added to the Merseyrail network

So there is no pressing reason, why the station cannot be North or South of the railway.

I suspect road layout and land use issues will eventually decide, the orientation of the station.

Headbolt Lane And Skelmersdale

Consider.

  • This has been a long term aspiration of Merseyrail and Lancashire County Council.
  • Headbolt Lane and Skelmersdale are just a few miles apart.
  • Direct running between Liverpool and Skelmersdale will not be possible, but it will be a step-free change between trains.

The Wikipedia entry for Headbolt Lane station seems to indicate a proposed extension of the Northern Line with the next stop being the existing Rainford station. This would surely not add greatly to costs and bring Merseyrail to more fare-paying customers.

It certainly looks to be a route that could be handled by a battery-electric Class 777 train.

What would it do for passengers?

  • Skelmersdale is a town of nearly 39,000 and is said to be one of the largest towns in England without a rail connection.
  • At Headbolt Lane passengers will be able to change for Liverpool or Manchester.

A lot of passengers will have received a modern train service.

Headbolt Lane And Wigan

Consider.

  • This service is currently run by Northern trains.
  • Kirkby and Wigan Wallgate stations are just over twelve miles apart.
  • Someone, who should know told me that by the time High Speed Two starts running through Wigan at a frequency of two tph, the two Wigan stations will have been combined.
  • Headbolt Lane station could be the drop-off point for those needing to go to Birmingham, Edinburgh, Glasgow and London on both the current West Coast Main Line and the future High Speed Two.

What better way to start that journey than on one of Merseyrail’s battery-electric Class 777 trains.

What would it do for passengers?

With modern battery-electric trains linking Headbolt Lane station to the combined Wigan station complex, this route could be the zero-carbon route between large parts of Liverpool and cantres of tourism and employment along and to the East of the M6 and the West Coast Main Line.

Liverpool South Parkway And Warrington Central

Consider.

  • This would be takeover of part of the current Liverpool Lime Street and Manchester Oxford Road service.
  • The map shows the service going at least as far as Warrington Central station.
  • Stations between Hunts Cross and Warrington Central include Halewood, Hough Green, Widnes, Sankey and the new Warrington West stations.

Distances are as follows.

  • Liverpool South Parkway and Liverpool Lime Street – 5.5 miles
  • Liverpool South Parkway and Warrington Central – 12.7 miles
  • Liverpool South Parkway and Trafford Park – 25.4 miles
  • Liverpool South Parkway and Manchester Oxford Road – 28.7 miles

The following sections of the route have 25 KVAC overhead electrification.

  • Liverpool South Parkway and Liverpool Lime Street
  • East of Trafford Park.

With a bit more electrification at either end, the whole route should be in range of a battery-electric Class 777 train.

Or the Class 777 trains could be fitted with bigger batteries!

It certainly looks to be a route that could be handled by a battery-electric Class 777 train.

What would it do for passengers?

  • This is a route that has needed decent trains for years and has finally got new Class 195 trains.
  • But, in addition, the battery-electric Class 777 trains would decarbonise the route.

The major problem, though is not infrastructure or trains, but surely Andy Burnham, who is the outspoken Mayor of Greater Manchester and could object to Merseyrail invading his patch.

Merseyrail’s Cheshire Ambitions

This is a section of the map shown on the BBC article, showing Cheshire.

It looks like there could be as many as three routes.

  • Chester and Crewe
  • Chester and Runcorn East
  • Ellesmere Port and Runcorn East

I’ll now cover the routes in detail.

Chester And Crewe

Consider.

  • This would be a takeover by Merseyrail of the existing Trains for Wales service.
  • Chester And Crewe are about 21,2 miles and 25 minutes apart.
  • Chester has 750 VDC third-rail electrification and Crewe has 25 KVAC overhead electrification.
  • The Class 777 trains have been built so they can be updated to dual voltage.
  • There is a proposal, that Beeston Castle and Tarporley station be re-opened.

It certainly looks to be a route that could be handled by a battery-electric Class 777 train.

What would it do for passengers?

  • If trains will run between Crewe and Liverpool, this creates a second route between the two major stations.
  • It creates a direct link in modern electric trains between The Wirral and Crewe, for onward travel on West Coast Main Line services and High Speed Two in the future.
  • The journey time could be reduced by enough to increase service frequency on the route.

I This would be a very useful extension of the Merseyrail network.

Chester And Runcorn East

Consider.

  • This would be a takeover by Merseyrail of the existing Trains for Wales service.
  • Chester And Runcorn East are about 13.1 miles apart.
  • Two stations and five miles further on is Warrington Bank Quay station.
  • Chester has 750 VDC third-rail electrification and Warrington Bank Quay has 25 KVAC overhead electrification.
  • The Class 777 trains have been built so they can be updated to dual voltage.

It certainly looks to be a route that could be handled by a battery-electric Class 777 train.

What would it do for passengers?

  • It would enable a Merseyrail circular route from Liverpool Lime Street to Chester via Edge Hill, Wavertree Technology Park, Broad Green, Roby, Huyton, Whiston, Rainhill, Lea Green, St Helens Junction, Warrington Bank Quay, Frodsham, Runcorn East and Helsby.
  • After Chester, it could take the Wirral Line back to Liverpool to make it a true Mersey Circular service.

Would a Mersey Circular service be a good idea?

Ellesmere Port And Runcorn East

Consider.

  • This been a long term aspiration of Merseyrail.
  • This would be a takeover by Merseyrail of the infrequent Northern Rail service.
  • Ellesmere Port And Runcorn East are about 10.8 miles apart.
  • Two stations and five miles further on is Warrington Bank Quay station.
  • Ellesmere Port has 750 VDC third-rail electrification and Warrington Bank Quay has 25 KVAC overhead electrification.
  • The Class 777 trains have been built so they can be updated to dual voltage.

It certainly looks to be a route that could be handled by a battery-electric Class 777 train.

What would it do for passengers?

  • It would certainly improve rail transport along the South Bank of the Mersey from Ellesmere Port to Warrington Bank Quay or Runcorn East depending on the Eastern terminus.
  • If the terminal were to be Warrington Bank Quay that would sort out the charging.
  • It could create a direct link in modern electric trains between Ellesmere Port and Warrington Bank Quay, for onward travel on West Coast Main Line services and High Speed Two in the future.

I feel that an Ellesmere Port and Warrington Bank Quay service would be good for the area.

The Borderlands Line

I’ve left the Borderlands Line to last, as I feel it will be a lot more than commuter and leisure line between Liverpool and Wrexham.

  • It crosses the border between England and Wales
  • The line is 26.9 miles of double track, with a single-track extension of under two miles between the two Wrexham stations.
  • It has over twenty stations with more planned in both countries
  • It crosses a couple of rivers on long steel bridges.
  • It brings commuters to Liverpool and takes workers to the high-tech factories of companies like Airbus and Toyota on Deeside.
  • It connects to a lot of golf courses, one of which is the Open Championship course  at Royal Liverpool.
  • Once in Wales it has two connections to the North Wales Coast Line, which runs between Chester and holyhead.

It is no ordinary railway and is ripe for improvement to bridge passengers to employment sites and leisure areas along its route.

The line has one big problem in that passengers need to change trains at Bidston between Liverpool and Wrexham stations.

  • Between Bidston and Liverpool the Merseyrail electric trains to and from  Hoylake are used and they turn in the Liverpool Loop under Liverpool City Centre calling at four stations before returning.
  • Between Bidston and Wrexham, diesel multiple units are used.

It is a route design straight out of the 1970s of men with minds without imagination. Even British Rail were designing battery-electric trains in the 1950s, which I wrote about in Did The Queen Ever Ride In This Train?.

Merseyrail intend to right the wrongs of the past using battery-electric Class 777 trains.

  • As electric versions of these trains will be used on the Liverpool and Hoylake service, there would be no need to change trains at Bidston if the Liverpool and Wrexham trains were just a battery-electric version of the same train.
  • The Wrexham trains would drive round the Liverpool Loop tunnel as hundreds of trains do every day.
  • The trains would be charged on the existing third-rail electrification at the Liverpool end.
  • I’m fairly certain that a frequency of two tph would be possible on the route, if the Liverpool Loop tunnel signalling could cope,
  • Trains would need to be charged at the Wexham end of the route and I’m sure Stadler have a solution.

It would be an efficient and cost effective way to decarbonise a tricky but useful branch line.

Conclusion

Stadler are playing their full orchestra of ideas on Merseyrail.

When completed, it will be one of the best metros of any urban areas up to a million people in the world.

This metro could do for Liverpool, what the Beatles did for the city in the 1960s.

July 15, 2021 Posted by | Hydrogen, Transport | , , , , , , , , , , , , , , , | 27 Comments

Headbolt Lane Station Fly-Through

I had to show this Merseytravel YouTube video, as I feel the new Headbolt Lane station uses some interesting ideas.

This Google Map shows Headbolt Lane and the railway.

Note.

  1. The footbridge over the railway. I took the pictures from and around this bridge in Merseyrail To Skelmersdale – Headbolt Lane Station.
  2. The footbridge can’t be seen in the YouTube video.

Liverpool is to the West and Wigan is to the East.

These are my thoughts.

Is The Station North Or South Of The Railway?

As it is called Headbolt Lane, the station must have good access from that road, otherwise travellers will get rather confused.

So until proven otherwise, I will assume that the station must be to the North of the railway.

Which Way Is Liverpool In the Video?

If the station is North of the railway, then in the first part of the video, the visualisation approaches the station from the North and Liverpool is to the right and Wigan is to the left.

If that is right, then the yellow bus always points towards Liverpool.

How Many Platforms?

Wikipedia says that Headbolt Lane station will have three platforms.

From the video there will be two platforms for trains to and from Liverpool, although the current layout at Kirkby station makes do with just one platform.

There would also appear to be a single platform for trains to and from Wigan, Bolton and Manchester.

But there is a second Eastern track shown in the video, which possibly indicates provision has been made for a second platform for services in that direction.

Wot No Bridge?

It would appear that there is no bridge over or subway under the railway.

But it does appear that the platform layout shown allows passengers to walk between the ends of the tracks on the level to the platform or platforms on the side of the station away from the station building.

Will There Be A Second Entrance To The Station On The Other Side Of The Tracks?

The layout would allow this and it could be useful for those passengers living or working on that side of the railway.

Is The Platform Layout Unique?

I have travelled widely looked at railway stations all over the world.

But I can’t remember seeing a layout like this.

The layout does have advantages.

  • An expensive bridge with lifts will not be needed.
  • There is nothing mechanical or electrical to go wrong.
  • Extra platforms can be added if required.
  • It can also be used as a simple step-free way to cross the railway.

I suspect that the layout could be used in other places.

Train Frequencies To Liverpool

The current service between Kirkby station and Liverpool is four trains per hour (tph), which is handled on a single platform.

One platform at Headbolt Lane would surely be sufficient, but a second platform must surely allow extra services and provide more resilience in case of train failure.

Train Frequencies To Wigan, Bolton And Manchester

The current service between Kirkby station and Manchester is one tph, which is handled on a single platform.

One platform at Headbolt Lane would surely be sufficient and could easily handle two tph.

Are two platforms provided for Liverpool services, so that extra services could be run in the Peak or to provide more resilience, should a train fail in the station.

A Service To Skelmersdale

Consider.

  • Skelmersdale is about five miles North of the line between Headbolt Lane and Wigan.
  • One of Merseyrail’s current Class 507 trains covers the 5.5 miles between Kirkby and Sandhills station in twelve minutes.
  • The proposed layout of Headbolt Lane station does not allow direct services between Liverpool and Skelmersdale.

These distances and timing would mean the following.

  • A single shuttle train between Headbolt Lane and Skelmersdale could run a two tph service.
  • A pair of shuttle trains between Headbolt Lane and Skelmersdale could run a four tph service.

Passengers would need to change trains at Headbolt Lane station.

This may seem less passenger-friendly than a direct service, but it could be the most affordable option.

And it could always be improved with modifications at Headbolt Lane station.

Is There A Role For Battery-Electric Trains?

Consider.

  • For Health and Safety reasons, it is very unlikely that any new third-rail track will be laid in the UK.
  • The distance between the current Kirkby station and the new Headbolt Lane station is about 1.5 miles.
  • The distance between Headbolt Lane and Skelmersdale stations is less than eight miles.
  • I suspect Headbolt Lane and Skelmersdale stations would both have good power supplies.
  • Merseyrail’s new Class 777 trains have a battery capability.

Would this allow the following?

  • Liverpool and Headbolt Lane services to use battery power between Kirkby and Headbolt Lane station. All charging would be done between Liverpool and Kirkby.
  • The shuttle train between Headbolt Lane and Skelmersdale would work on battery power, with batteries charged at both ends of the route.

There is also the possibility, that the Headbolt Lane and Manchester Victoria service could be run using battery-electric Class 331 trains.

  • Headbolt Lane and Manchester Victoria will be a 28.5 mile service with a couple of miles of electrification at the Manchester end.
  • I estimate that the battery-electric Class 331 trains will have sufficient range to handle this route with charging at Headbolt Lane station.
  • Currently, trains from Manchester Victoria take over ten minutes to turnround at Kirkby station.
  • Provision for a charger could be built into Headbolt Lane station.

It would be a simple way to electrify the Kirkby and Manchester Victoria service.

In addition, battery-electric Class 331 trains are likely to have longer battery range than the Class 777 trains.

So might it be better if the Headbolt Lane and Skelmersdale shuttle was worked by battery-electric Class 331 trains.

If the two East-facing platforms at Headbolt Lane station were to be fitted with charging facilities, this would give an increased level of reliability.

Could Northern’s Manchester Victoria Service Terminate At Skelmersdale?

If both services were to be run by Northern’s battery-electric Class 331 trains, this could be a possibility.

  • A reverse would be needed at Headbolt Lane station.
  • I estimate that 2tph on the route would fit together well.
  • Trains would be charged at Skelmersdale station.
  • Chargers might not be needed at Headbolt Lane station.

In addition, a two tph service would fit in well with four or six tph to Liverpool.

Conclusion

It’s almost as if Headbolt Lane station could consist of three elements.

  • The station facilities, bus interchange and car parking.
  • A two-platform station for Merseyrail services to Liverpool
  • A two-platform station with charging facilities for Northern services to Blackburn, Bolton, Manchester Victoria, Skelmersdale and Wigan.

All services from Headbolt Lane station will be run by battery-electric reains.

Costs have been saved by the following.

  • Not having a bridge over the tracks.
  • Maintaining the separation between Northern and Merseyrail services.
  • Not electrifying between Kirkby and Headbolt Lane stations.
  • Not electrifying the Skelmersdale Branch.

The whole station appears to have been designed on a single level.

 

 

 

May 24, 2021 Posted by | Design, Transport | , , , , , , , , , , | 3 Comments

Class 777 Train Update

This news story on the MerseyTravel web site is entitled New Trains Programme Update.

This is the first paragraph.

Merseytravel has confirmed that the phased introduction into service of the new fleet of trains for the Merseyrail network will not begin this year due to ongoing challenges as a result of the Coronavirus pandemic.

As the story is dated the 17th December 2020, the news isn’t as bad as it first appears.

January 4, 2021 Posted by | Transport | , , | 2 Comments

Boost for Liverpool’s Baltic Triangle Area As A Further £1.5m Invested By Combined Authority In New Railway Station Scheme

The title of this post, is the same as that of this story on the Liverpool City Region web site.

These three opening paragraphs give most of the details of the story.

Liverpool’s Baltic Triangle area has been given a big boost as plans to build a new station have moved to the next stage thanks to a £1.5m investment by the Liverpool City Region Combined Authority

Metro Mayor Steve Rotheram has pledged to build a new station on the site of the former St James station, which closed in 1917, which would be located in one of the fastest growing areas of the city, near to the former Cains Brewery.

Those proposals for the station on the Merseyrail network are a step closer thanks to two new developments – an agreement with Network Rail, worth £1.2m, to start the next stage of the design process, and the purchase of a plot of land adjacent to the railway cutting off Stanhope Street for £300k, protecting a potential future site for the new station ticket office building.

As Liverpool St. James station, closed over a hundred years ago, this must be one of the longest times to reopen a station, anywhere in the world.

This Google Map shows the location of the proposed station.

Note.

  1. The deep dark cutting going under the major road junction, where Upper Parliament Street and the A571 cross.
  2. The square of roads formed mainly by Ashwell Street, with Stanhope Street in the South, above the cutting.
  3. Contained in the cutting is Merseyrail’s Northern Line on which the station will be built.
  4. I also suspect, that the triangular plot of land on the East side of the tracks, is the one mentioned in the extract. It could easily be the place for a ticket office with lifts to the platforms.

Only Liverpudlians would choose to build a station at the bottom of a deep hole.

But then they don’t think like others!

I have a few thoughts and questions.

Will It Be Dark On The Platforms?

This was one of my first thoughts, as there’s nothing worse than a dark station. I also wonder, if one of the reasons the station closed was lack of passengers caused by the darkness.

This picture taken from the story, shows the cutting from the bottom.

Note.

  • Aligning this picture with the map, Liverpool Central is behind us and Hunts Cross is through the tunnel.
  • Perhaps on a good day more light gets into the cutting.

I suspect that modern lighting on the platforms could solve the problem.

It appears that the station opened in 1874 and closed in 1917, but the lines through the station were not electrified until 1983.

So as the station must have been served by steam-hauled trains, during its brief opening at the turn of the Nineteenth Century, it must have had a terrible atmosphere on the platforms.

Hopefully, the only smell, that will emanate from the new Class 777 trains, will be one of newness.

What Is On The Triangular Plot?

This Google Map shows the triangular plot of land, that could be used for the ticket office.

Note.

  1. It looks very much to be a builder’s yard or a store for building materials, as I can definitely make out packs of bricks and bags of aggregate.
  2. As there appears to be a steel staircase down to the tracks at the top of the image, it might even be something to do with Network Rail.
  3. The steel staircase is visible in the picture of the tracks.
  4. The plot certainly doesn’t contain any buildings of architectural merit.
  5. I also can’t see a pond, which might contain newts or other protected wildlife.

It would appear to be an ideal site for a station building, with all the necessary facilities.

More Information And Pictures Of The Former Station

This page on the Disused Stations web site, gives extra information to Wikipedia about the station and has some interesting pictures.

How Will The Platforms Be Accessed?

It is a long way for steps, as especially as new stations are generally built step-free.

Merseyrail already have a pair of almost identical stations; Kirkdale and Wavertree Technology Park, which both opened in 2000.

These pictures show Kirkdale station.

I suspect, platform access at Liverpool St. James station of a similar design could be devised.

  • The simplest design would surely be to put a bridge across the tracks from the ticket office, which had a large lift on both sides of the tracks direct to the platforms.
  • Stairs from such a bridge could probably be added, but they would be long and complicated.
  • It might need a two-stage process with lifts taking passengers down to a bridge over the trains and then stairs and more lifts or ramps to the platforms.

At least, as the line is electrified for third-rail, I doubt clearance will be needed for overhead wires.

Could The Station Have An Island Platform?

One of the comments suggested this. In addition, one picture on the Disused Stations web site appears to show three tracks through the station site.

So this could be an interesting possibility.

Conclusion

I think that we might see a very innovative design here, given Merseyrail’s past record.

November 1, 2020 Posted by | Transport | , , , , , | 7 Comments

New MerseyRail ‘Connected’ Trains

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

It is an article that should be read, by anybody with an interest in either Merseyrail’s trains or modern urban rail networks in general. As Stadler, will be providing a fleet of trains for the Tyne and Wear Metro, I suspect a lot of the points made in the article can be expected to have parallels on that network as well.

What About The Signalling?

The article talks about the management of the signalling, but it says little about signalling in the future, although it does say that Merseyrail will be covered by a very high capacity digital network.

London’s Digital Signalling Revolution

In London, there are four tunnelled routes, that in a few years time will be running under full digital signalling.

  • Crossrail
  • East London Line
  • Northern and City Line
  • Thameslink

Note.

  1. Thameslink is already running upwards of twenty trains per hour (tph) using digital ERTMS signalling.
  2. Crossrail will be running 24 tph using digital ERTMS signalling.
  3. The East London Line currently handles 16 tph and will soon be handling 20 tph.
  4. The Northern and City Line will be going to digital ERTMS signalling, when it is applied to the Southern end of the East Coast Main Line.
  5. , In addition to the Circle, District, Jubilee, Metropolitan, Northern and Victoria Lines of the London Underground have digital signalling.
  6. Dear old Vicky is actually running 36 tph between two-platform stations at Brixton and Walthamstow Central.
  7. I wouldn’t bet against Vicky running the magic 40 tph, to become the most frequency line in the world.

All of these London systems, have one great advantage. In the tunnelled sections of the routes, there is generally only one class of fully digitally-equipped train, which must make system design and implementation easier.

Liverpool’s Digital Signalling Revolution

Consider.

  • As the article says, Merseyrail now has a world-class high-capacity digital network, that is accessible by all of its trains.
  • It has ordered 52 new Class 777 trains and has options for another sixty.
  • There are proposals to extend the Merseyrail network to Manchester, Preston, Skelmersdale, Warrington, Wigan and Wrexham.
  • The Northern Line runs at a frequency of 12 tph.
  • The Wirral Line runs at a frequency of 14 tph.
  • The loop Line has recently been relaid, so is probably high-quality track.

Compared to London’s tunnelled routes, the Northern and Wirral Lines are not handling a large number of trains.

But Liverpool now has a digital network to support the signalling and trains that could be upgraded to use it are arriving.

I wouldn’t be surprised to find that the maximum train frequency on Merseyrail is at least twenty tph or one train every three minutes.

What Would Twenty tph Do For The Wirral Line?

Currently, the following destinations are served by the Wirral Line and the services use the Loop under Liverpool City Centre.

Note.

  1. The current frequency around the Loop is 14 tph.
  2. Merseyrail is proposing to extend the Ellesmere Port service to Helsby, using battery-equipped Class 777 trains
  3. There is also an hourly service from Bidston to Wrexham Central in the Borderlands Line.
  4. I can see no technical reason why, the Bidston and Wrexham service could not be run using battery-equipped Class 777 trains and terminating in the Loop.

Surely, the ultimate twenty tph service on the Wirral Line would be as follows.

  • Chester – Four tph
  • Helsby via Ellesmere Port – Four tph
  • New Brighton – Four tph
  • West Kirby – Four tph
  • Wrexham Central – Four tph

All twenty tph would terminate in the Loop under Liverpool City Centre.

What Would Twenty tph Do For The Northern Line?

Currently, the following Northern destinations are served by the Northern Line.

And these Southern destinations are served.

Note.

  1. The current frequency, through the central section is 12 tph.
  2. There is a proposal, that I wrote about in Liverpool’s Forgotten Tunnel for the trains terminating at Liverpool Central station to use the Wapping Tunnel to connect to the City Line.
  3. There is a proposal to extend the Ormskirk service to Preston, using battery-equipped Class 777 trains.
  4. There is a proposal to extend the Kirkby service to Headbolt Lane and Skelmersdale, using battery-equipped Class 777 trains.
  5. There must also be a possibility of a service that extends the Kirkby service to Wigan Wallgate, using battery-equipped Class 777 trains.

The service des appear to be biased towards the Northern end, with more possibilities there for extra trains than in the South.

This is why the plan to expand to the East through the Wapping Tunnel has evolved, as it gives the following possible destinations.

  • Manchester Oxford Road
  • Warrington Bank Quay
  • Warrington Central
  • Wigan North Western

Note.

  1. All destinations are currently served from Liverpool Lime Street by Northern.
  2. There must also be the possibility of a direct service to Liverpool Airport.
  3. There must also be the possibility of a service on the Canada Dock Branch to Bootle.

I can envisage between 12 and 16 tph through the Wapping Tunnel, which with the four tph to Hunts Cross could mean 16 to 20 tph on the Northern Line.

Conclusion

It would appear that a very frequent system can be developed on Merseyside, if frequencies common in London can be achieved.

 

August 23, 2020 Posted by | Transport | , , , , , , , | 4 Comments

Possibly One Of The Best Underground Railways In A Smaller City In The World!

I took these pictures, as I took the Wirral Line between James Street and Lime Street stations.

I do compare them with the dingy inside of Essex Road station, which was refurbished by British Rail about the same time.

Merseyrail’s stations and trains are generally immaculate and that can’t be said for the dirty and tired infrastructure on the Northern City Line. As I indicated in the title of this post, t is one of the best underground railways under the centre of a smaller city. Liverpool would probably be regarded as a second size of city as it lacks the several millions of London, Paris or Berlin.

The tunnels of Merseyrail’s Northern and Wirral Lines, would have been probably been used as a model for British Rail’s proposed Picc-Vic Tunnel, that sadly never got to be built!

Manchester would be very different today, if it had an underground railway across the City to the standard of that in Liverpool or Newcastle.

This map clipped from Wikipedia show the proposed route of the Picc-Vic Tunnel.

Some of the other proposals included.

  • The tunnel would be twin bores and jus under three miles long.
  • The tunnel would be electrified with 25 KVAC overhead wires.
  • The rolling stock would have been Class 316 trains, which would have been similar to those on Merseyrail.
  • Train frequency could have been forty trains per hour (tph)

In some ways the specification was more ambitious than Crossrail, which might be able to handle 30 tph, at some time in the future. But Dear Old Vicky, which was designed at the same time, is now handling forty tph.

Wikipedia says the following routes could have run through the tunnel.

Note.

  1. The Styal Line now provides the link to Manchester Airport.
  2. The route map on the Wikipedia entry, shows only Bury and Bolton as Northern destinations. But surely fanning out the trains could have run to Barrow-in-Furness, Blackburn, Blackpool, Burnley, Clitheroe, Colne, Hebden Bridge, Kirkby, Preston, Rawtenstall, Tochdale, Southport, Stalybridge, Todmorden, Wigan and Windermere

The only problem, I could see would be that there would need to be a lot of electrification North of Manchester, some of which has now been done.

There have also been developments in recent years that would fit nicely with a system of lines running through the Picc-Vic Tunnel.

More Services In Manchester Piccadilly And Manchester Victoria Stations

If you look at Liverpool Lime Street station after the remodelling of the last few years, the station is now ready for High Speed Two.

You could argue, that it would be more ready, if the Wapping Tunnel connected services to and from the East to the Northern Line, as I wrote about in Liverpool’s Forgotten Tunnel, as this would remove a lot of local trains from the station.

The Picc-Vic Tunnel would have done the same thing for Manchester Piccadilly and Manchester Victoria stations and removed the local services.

This would have left more space for High Speed Two and other long distance services.

Northern Powerhouse Rail

The original plan also envisaged an East-West Tunnel at a later date. – Northern Powerhouse Rail?

But the creation of capacity by the diversion of local services from Manchester Victoria into the Picc-Vic Tunnel, would surely have enabled the station to be developed thirty years ago as a station on an improved TransPennine route.

Tram-Trains

The system would have accepted tram-trains, which hadn’t been invented in the 1970s.

Manchester Airport

Manchester Airport had only one runway in the 1970s and I think only a few would have believed, it would have expanded like it has.

The Picc-Vic Tunnel would create a superb service to the Airport, at a frequency upwards of six tph.

High Speed Two

The Picc-Vic Tunnel would have created the capacity in  for Manchester Piccadilly station and allowed High Speed Two services to use the station.

In The Rival Plans For Piccadilly Station, That Architects Say Will ‘Save Millions’, I talked about a radical plan for extending Manchester Piccadilly station for High Speed Two, that has been put forward by Weston Williamson; the architects.

This sort of scheme would also fit well with the Picc-Vic Tunnel.

Conclusion

Manchester was short-changed and not building the Picc-Vic Tunnel was a major mistake.

It would have created an underground railway in a similar mould to that of Liverpool’s, but it would probably have served a larger network.

They would probably be the best pair of underground railways for smaller cities in the world.

August 20, 2020 Posted by | Transport | , , , , , , , , , , | 4 Comments

Beeching Reversal – Reopen Midge Hall Station

This is one of the Beeching Reversal projects that the Government and Network Rail are proposing to reverse some of the Beeching cuts.

Midge Hall station is a closed station on the Ormskirk Branch Line.

This Google Map shows what’s left of Midge Hall station.

Note.

  1. The single-track Ormskirk Branch Line running SW-NE across the map.
  2. Midge Hall Lane crossing it at right-angles in the South-West corner of the map, where a level crossing can be seen.
  3. The original station had two platforms, of which the remains can be seen.

There certainly seems plenty of space to rebuild the station.

The Ormskirk Branch Line

The Ormskirk Branch Line runs between Ormskirk and Preston stations.

  • It is single-track most of the way.
  • It is about 15.5 miles long.
  • The current trains take just over half-an-hour.
  • There are four intermediate stations.
  • Most services terminate in a bay platform at Preston station.
  • Ormskirk station is electrified with 750 VDC third-rail electrification.
  • Preston station is electrified with 25 KVAC overhead electrification.

The Future section in the Wikipedia entry says this.

There have been several proposals to extend the Merseyrail electric service to Preston using this line. This would restore the most direct Liverpool – Preston route. The reinstatement of the Burscough Curves has been proposed which would allow services to Southport from Preston and Liverpool via Ormskirk. This could be accompanied by the reopening of Midge Hall station.

The reports usually say, that this would be achieved by fitting batteries to the new Class 777 trains.

Battery Operation Of Merseyrail’s New Class 777 Trains

It would appear that on each round trip between Ormskirk and Preston, the trains will have to run thirty-one miles on batteries.

  • In Batteries On Class 777 Trains, I estimated that, the battery capacity of a Class 777 train was 300 kWh.
  • It also looks like Stadler have designed the Class 777 train, with battery-operation as an integral part of the design.

In an article in the October 2017 Edition of Modern Railways, which is entitled Celling England By The Pound, Ian Walmsley says this in relation to trains running on the Uckfield Branch, which is not very challenging.

A modern EMU needs between 3 and 5 kWh per vehicle mile for this sort of service.

I know both branches reasonably well and the Ormskirk Branch is probably the least challenging.

Consider.

  • The Class 777 train is probably equivalent in length to a three-car train, as the cars are short.
  • The Class 777 train appears to have a sophisticated traction system, that includes regenerative braking to the batteries.

If the Class 777 train can achieve 3 kWh per vehicle mile, it will have a range of 33.3 miles. Reduce it to 2 kWh per vehicle mile and the range would be 50 miles.

I am fairly certain, that Stadler have designed a train, that can achieve a round trip between Ormskirk and Preston, without needing a battery top-up at Preston.

I don’t think, that it will need to use overhead wires either.

So that will save on infrastructure costs!

Charging The Batteries

The batteries would be charged using the existing third-rail electrification between Ormskirk and Hunts Cross stations.

No new infrastructure would be needed.

Future Services Between Liverpool And Preston

Preston and Liverpool already a direct hourly electric service via Huyton, St. Helens and Wigan North Western and until proven otherwise a second hourly service via Ormskirk would probably be a more-than-adequate replacement for the current Ormskirk and Preston service.

This would probably be achieved by one if the four trains per hour (tph) continuing to Preston.

As the current trains take about thirty minutes to run between Ormskirk and Preston, I think this could help devising a passenger-friendly timetable.

Future Services Between Southport And Preston

There is currently no train service between Southport and Preston stations.

But there used to be tracks as this Google Map shows.

Two railway lines run across the map.

The two railway lines cross towards the North-East corner of the map.

Note the two green scars of the disused and overgrown Burscough Curves reaching East from Burscough Bridge station.

  • The Northern curve connects to the Ormskirk Branch Line and used to enable trains to go between Southport and Preston stations.
  • The Southern curve connects to the Ormskirk Branch Line and used to enable trains to go between Southport and Ormskirk stations.

Full or even partial restoration of these curves would improve connections to Southport and Preston.

Extend Some Liverpool and Southport Services To Preston

One possibility would be to extend perhaps one-in-four Liverpool and Southport services to Preston via the following route.

  • Reverse at Southport
  • Via Burscough Bridge station and using the Northern Burscough Curve.

Coupled with a one-in-four extension from Ormskirk station, this would provide the following.

  • A two tph service between Liverpool and Preston
  • A two tph service through Rufford, Croston and Midge Hall stations.

With precise and intelligent timetabling. I suspect that Rufford, Croston and Midge Hall stations could all be single-platform stations.

Extend Some Liverpool and Ormskirk Services To Preston Via Southport

Another possibility would be to extend perhaps one-in-four Liverpool and Ormskirk services to Preston via the following route.

  • Using the Southern Burscough Curve to Southport via Burscough Bridge station.
  • Reverse at Southport
  • Via Burscough Bridge station and using the Northern Burscough Curve.

If the route used the electrified Platform 3 at Southport to reverse, it could top-up the batteries.

The Future Midge Hall Station

The design of the station will depend on the train frequency through the station.

An Hourly Service

Midge Hall station would probably be a single-platform station.

  • There would only need to be a single-track railway, as now!
  • The signalling would be handled by one train working, where only one train at a time would be allowed on the single-track between Ormskirk and Preston stations.
  • Passengers needing to cross the line to get to the platform, would use the level crossing.
  • Trains would arrive at fixed times in each hour.

It would be a very basic, but practical station.

A Two tph Service

Midge Hall station could probably still be a single-platform station.

  • There would only need to be a single-track railway, as now!
  • For a two tph service the signalling would need to be more sophisticated.
  • Passengers needing to cross the line to get to the platform, would still use the level crossing.
  • Trains would arrive at fixed times in each hour.

It would be a basic, but practical station.

A More Frequent Service

Midge Hall station would need to be a two platform station, as the line would need to be double-track.

  • Comprehensive signalling would be needed.
  • There could need to be a footbridge, with full step-free access.

It would be more expensive option.

A Compromise

I suspect in the end, Midge Hall station will be designed as a simple single-platform station, that can be upgraded, as required.

Conclusion

The frequency of the service between Ormskirk and Preston has a big effect on the cost of the work to be done.

But I can certainly envisage a two tph service along this route, if the Burscough Curves are reinstated.

  • One tph via Ormskirk.
  • One tph via Southport.

There would be two tph, through the reinstated Midge Hall station.

 

 

August 7, 2020 Posted by | Transport | , , , , | 6 Comments

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.

  1. The possible site of Headbolt Lane station and the Concourse Shopping Centre in Skelmersdale are about 8 miles apart.
  2. Will the trains to Wigan and Manchester be direct or via a change at the new Headbolt Lane station?
  3. 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.

  1. The Glenburn Campus is indicated with the red marker at the top of the map.
  2. The M58 goes across the map.
  3. Rainford station is in the South-West corner of the map.
  4. 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.

 

 

 

 

April 12, 2020 Posted by | Transport | , , , , , | 13 Comments