Reopening Of Abandoned Merseyside Railway Under Consideration
The title of this post, is the same as that of this article on New Civil Engineer.
This is the sub-heading.
St Helens Borough Council is investigating the possibility of reopening part of the abandoned St Helens and Runcorn Gap railway in Merseyside.
This map from OpenRailwayMap shows the section of railway that will be reopened.
Note.
- The line runs between St. Helens Central and St. Helens Junction stations.
- St. Helens Central is in the North-West corner of the map and is marked by a blue arrow.
- St. Helens Junction station is in the South-East corner of the map.
- Both stations have two tracks and two platforms.
- St. Helens Central appears to have full disabled access,
- Both stations are electrified.
- It appears, that the route is still viable, but the track is not intact.
I have a few thoughts.
St. Helens Junction Station
This Google Map shows St. Helens Junction station.
Note.
- There are two platforms.
- Platform 1 is the Northern platform and trains go East.
- Platform 2 is the Southern platform and trains go to Liverpool Lime Street.
- There appears to be a footbridge at the Eastern end.
- Trains from the new route from St. Helens Central station would approach from and leave to the South-West.
- In a typical hour, between five and eight trains per hour (tph) go through the station in both directions on the main line.
I feel that a bay platform would need to be built at the station to handle the proposed service at St. Helens Junction station. But it would be able to handle four tph.
St. Helens Central Station
This Google Map shows St. Helens Central station.
Note.
- There are two platforms.
- Platform 1 is the Western platform and trains go to Wigan North Western.
- Platform 2 is the Eastern platform and trains go to Liverpool Lime Street.
- There appears to be a footbridge in the middle, with lifts.
- Trains from the new route from St. Helens Junction station would approach from and leave to the South-West.
- In a typical hour, between two and three tph go through the station in both directions on the main line.
It may be possible to run two tph on the route to St. Helens Junction station, by using the Southern end of Platform 2.
It would probably be able to handle two tph, by fitting in between the current services.
If a new bay platform were to be built at St. Helens Central four tph would be possible.
What Would Be The Frequency Of The Service?
Consider.
- As I said earlier, because of the current frequency of trains through St. Helens Junction station, I feel a dedicated bay platform will be needed at that station, which would probably handle four tph.
- Without building a dedicated bay platform, I doubt that St. Helens Central station could have more than two tph.
- Two tph on the new route, would fit well with the services through St. Helens Central station.
I believe that providing it gave sufficient capacity for the route, that two tph will be the frequency, as it only needs one bay platform at St. Helens Junction station to be built.
What Length Of Train Will Be Used?
As a bay platform will have to be built at St. Helens Junction station, this will probably determine the length of train.
I would build the bay platform to accept a three or four car train, as lengthening platforms is always a pain.
Looking at the map of St. Helens Junction station, I suspect that a four-car platform may be the longest possible.
What Type Of Train Should Be Used?
If you look at all the Beeching Reversal schemes, there isn’t one like this, where two electrified lines are connected by a short length of new railway, which in this case is only 3.5 km, according to the New Civil Engineer article.
Consider.
- A round trip is only 7 kilometres.
- I suspect each trip between the two stations will take no more than ten minutes.
- If the frequency is two tph, there will be plenty of time to turn a train at each end.
- All new routes opened on UK railways from now on, should have carbon-free traction.
For these reasons, I suspect that the route could be run by a battery-electric train, which is charged at one end.
Putting up a short length of overhead electrification in the new bay platform at St. Helens Junction, as the station is already electrified, would not be the most challenging of tasks.
Alternatively, the train could be charged, whilst it is waiting to return in St. Helens Central, using the existing overhead electrification.
Will There Be Any Intermediate Stations Between St. Helens Central And St. Helens Junction?
On the first map the station sites of two former stations are shown; Peasley Cross and Sutton Oak.
According to the Wikipedia entry for Sutton Oak station, there was quite an intensive service a hundred years ago.
Why shouldn’t they be rebuilt? Especially, if there are plans for housing or regeneration in the area.
Will Between St. Helens Central And St. Helens Junction Be Single Track?
This would still enable two tph, if the trains did a quick turn-round in the bay platform at St. Helens Junction.
But it would mean.
- Lower cost infrastructure.
- Simple tram-style intermediate stations.
- One train on line operation for safety.
I feel that it is highly likely the new route will be single-track.
Carr Mill Station
This map shows Merseyrail’s future plans.
Note the proposed new station at Carr Mill, which is North-East of St. Helens Central on the Liverpool and Wigan Line.
The Wikipedia entry for Carr Mill station, says this about a proposed new station.
Proposals to construct a new station to serve the expanding population have been suggested by Merseytravel but funding has yet to arrive. A new proposal to open a station was raised by Metro Mayor of the Liverpool City Region Steve Rotheram as part of his re-election plans in January 2020.
It should be noted, that a new Carr Mill station could be on the East Lancashire Road, so it might be a good place to create a Park-and-Ride station for Liverpool and St. Helens.
Perhaps if a bay platform were to be incorporated into the new Carr Mill station, it might be better to run a service between Carr Mill and St. Helens Junction.
- There would be two tph.
- Intermediate stops would be St. Helens Central, Peasley Cross and Sutton Oak.
- I estimate the distance would be about four miles of which 1.8 miles would be electrified.
- The trains would be charged on the electrified line between Carr Mill and St. Helens Central stations.
There would be no need to electrify the bay platform at St. Helens Junction
Should The Service Go All The Way To Wigan?
It must surely be a possibility to run the service between Wigan North Western and St. Helens Junction.
- There would be two tph.
- Intermediate stops would be Carr Mill, Bryn, Garswood, St. Helens Central, Peasley Cross and Sutton Oak.
- I estimate the distance would be about eleven miles of which nine miles would be electrified.
- The trains would be charged on the electrified line between Wigan North Western and St. Helens Central stations.
This would create an excellent connection to Wigan North Western for all the long distance trains to Scotland and the South.
Should The New Route Be Electrified?
Consider.
- St. Helens and Wigan North Western is a fully-electrified route.
- It is only 2.2 miles, which would probably be single track railway.
- As there is electrification at both ends of the new route, there would be no problem arranging power.
- It would remove the need for battery-electric trains.
I suspect that this is one that accountants will decide, as both battery-electric and electrification will work equally well!
What Trains Would Be Used?
If the route is electrified, any electric train of a suitable length could be used. I would argue, that the same class of train, as is used through the two St. Helens stations, should be used for operational and passenger convenience.
To maintain the operational and passenger convenience, if battery-electric trains are used, then Northern’s Class 331 trains and Merseyrail’s Class 777 trains come or will come in both electric and battery-electric versions.
Conclusion
This looks like a very sensible scheme.
Riding In A Train Designed To Run On Battery Power
Today, I had my first ride in a train, that has been designed to be able to run on battery power.
- Merseyrail’s Class 777 trains run normally using third-rail electrification.
- But they are also designed to run on battery power.
- I took these pictures of the train as it went from Liverpool Central station to Kirkby station and back to Moorfields station, from where I took a train back to Liverpool Lime Street station.
I took these pictures on the route.
Note.
- Every seat has access to a power and USB socket.
- Every head-rest has leather facings.
- The end lights change from white for front, to red for back, when the train changes direction.
- Door lights are green when it is safe to enter.
- There is a lot of attention to detail in the design.
If there is a better suburban train in Europe, I’ve yet to see or ride in it.
Noise And Vibration
Consider.
- I have ridden in two trains converted to battery-electric operation and both were very quiet.
- This train was also very quiet, but it has been designed for battery operation.
- I suspect that the train is very frugal with electricity.
- I wonder, if the small battery, that is carried on the train for depot movements, is also used for regenerative braking.
- It might not be a traditional battery, but a supercapacitor, some of which are made from curved graphene.
This train certainly sets new standards in noise and vibration.
Could Class 777 Trains Create A Metro Centred On Preston?
Preston station is a major station on the West Coast Main Line, that will be served by High Speed Two.
- Electric long distance services to and from Birmingham, Carlisle, Liverpool, London Euston, Manchester, Edinburgh and Glasgow serve the station.
- Electric and diesel local services fan out from the station to Barrow-in-Furness, Blackburn, Blackpool, Burnley, Colne, Liverpool, Manchester and Ormskirk.
- Other local services could be developed.
Could the local services be turned into a zero-carbon Metro centred on Preston station, that would possibly use a version of Merseyrail’s Class 777 trains?
The Routes
These routes could be part of the Metro.
Preston And Barrow-in-Furness
Consider.
- This route is 55.8 miles long.
- The service calls at Lancaster, Carnforth, Silverdale, Arnside, Grange-over-Sands, Kents Bank, Cark, Ulverston, Dalton and Roose
- The route is electrified between Preston and Carnforth.
- 28.1 miles of the route are without electrification.
Northern use Class 195 diesel trains on this route.
Preston And Blackpool North
Consider.
- This route is 17.5 miles long.
- The service calls at Kirkham & Wesham, Poulton-le-Fylde and Layton
- The route is fully-electrified.
Northern use Class 195, 319 and 331 trains on this route.
Preston And Blackpool South
Consider.
- This route is 19.9 miles long.
- The service calls at Salwick, Kirkham & Wesham, Moss Side, Lytham, Ansdell & Fairhaven, St Annes-on-the-Sea, Squires Gate and Blackpool Pleasure Beach
- The route is electrified between Preston and Kirkham & Wesham
- 12.1 miles of the route are without electrification.
Northern use diesel trains on this route.
Preston And Colne
Consider.
- This route is 29.1 miles long.
- The service calls at Lostock Hall, Bamber Bridge, Pleasington, Cherry Tree, Mill Hill, Blackburn, Rishton, Church & Oswaldtwistle, Accrington, Huncoat, Hapton, Rose Grove, Burnley Barracks, Burnley Central, Brierfield and Nelson.
- Colne is 165 metres above sea level.
- The route is not electrified.
Northern use diesel trains on this route.
This route could also be extended to Skipton in Yorkshire, which is something that was promised by Government a few years ago.
The extension to Skipton could be another 15 miles.
Preston And Fleetwood
Consider.
- This route is 20.9 miles long.
- The service could call at Salwick, Kirkham & Wesham and Poulton-le-Fylde
- The route is electrified between Preston and Poulton-le-Fylde
- This route would need to be reinstated.
6.6 miles of the route are without electrification.
Preston And Liverpool Lime Street via St. Helens
Consider.
- This route is 35.2 miles long.
- The service calls at Huyton, St Helens Central, Wigan North Western, Euxton Balshaw Lane and Leyland
- The route is fully-electrified.
Northern use Class 319 and 331 trains on this route.
Preston And Manchester Airport
Consider.
- This route is 35.2 miles long.
- The service calls at Heald Green, Manchester Piccadilly, Manchester Oxford Road, Deansgate, Salford Crescent, Bolton, Lostock, Horwich Parkway, Blackrod, Adlington (1tph), Chorley, Buckshaw Parkway and Leyland
- The route is fully-electrified.
Northern use Class 195 and 331 trains on this route.
Preston And Ormskirk
Consider.
- This route is 15.3 miles long.
- The service calls at Burscough Junction, Rufford and Croston.
- The route is not electrified.
Merseyrail have their eyes on this route.
Preston And Windermere
Consider.
- This route is 50.3 miles long.
- The service calls at Lancaster, Carnforth, Oxenholme Lake District, Kendal, Burneside and Staveley
- The route is electrified between Preston and Oxenholme Lake District.
- 10.2 miles of the route are without electrification.
Northern use Class 195 diesel trains on this route.
Class 777 Trains
Consider.
- According to Stadler’s specification for the Class 777 IPEMU, the battery-equipped Class 777 trains have a range of 55 km or 34.2 miles.
- But, according to New Merseyrail Train Runs 135km On Battery, these trains have done 135 km or 83.9 miles.
- As there is no third-rail electrification at Preston, but lots of 25 KVAC overhead electrification, the version of the Class 777 train for 25 KVAC overhead will need to be used.
- There is no way that any third-rail electrification can be installed.
One comment to my post; The Stadler Data Sheet For A Class 777 IPEMU, suggests that batteries can’t be used with the 25 KVAC variant of the Class 777 due to lack of space.
I will use a starting point for the Class 777 IPEMU, that can access 25 KVAC has a range of 40 miles, which is just under half of the demonstrated maximum range of the current trains.
Class 331 Trains With Batteries
CAF have proposed a battery-electric version of their Class 331 train.
The closely-related Class 195 diesel trains and Class 331 trains already work some of the routes through Preston.
In Thoughts On CAF’s Battery-Electric Class 331 Trains, I estimated the range of these trains and reckoned that they would be between 35 and 70 miles.
The South Wales Valley Lines Solution
In The Greening Of The Valleys, I describe how the South Wales Metro will use a mix of trains.
- Stadler Citylink tram-trains for local routes.
- Stadler FLIRTs for routes on the main lines.
So could a Metro centred on Preston be based on the same principle?
I’ll look at each line in order.
Preston And Barrow-in-Furness
Consider.
- This route is 55.8 miles long.
- 28.1 miles of the route are without electrification.
- Northern use Class 195 diesel trains on this route.
A Class 331 with a battery range of sixty miles could work this route, charging the batteries between Preston and Carnforth.
Preston And Blackpool North
Any train that could use 25 KVAC electrification could use this route.
Preston And Blackpool South
Consider.
- This route is 19.9 miles long.
- 12.1 miles of the route are without electrification.
- Northern use diesel trains on this route.
A Class 777 with a battery range of 24.2 miles could work this route, charging the batteries between Preston and Kirkham & Wesham.
Preston And Colne
Consider.
- This route is 29.1 miles long.
- Colne is 165 metres above sea level.
- The route is not electrified.
- Northern use diesel trains on this route.
A Class 777 with a battery range of 30 miles could work this route, charging the batteries at Preston and Colne.
It might be prudent to electrify the single track line between Gannow Junction and Colne, so that trains have enough power to climb the hill to Colne and reach Colne with a full battery.
The extension to Skipton would require a range of 30 miles or just fifteen miles, if the 25 KVAC at Skipton was used to recharge the trains.
Preston And Fleetwood
Consider.
- This route is 20.9 miles long.
- 6.6 miles of the route are without electrification.
A Class 777 with a battery range of 13.2 miles could work this route, charging the batteries between Preston and Poulton-le-Fylde.
Preston And Liverpool Lime Street via St. Helens
Any train that could use 25 KVAC electrification could use this route.
Preston And Manchester Airport
Any train that could use 25 KVAC electrification could use this route.
Preston And Ormskirk
Consider.
- This route is 15.3 miles long.
- The route is not electrified.
A Class 777 with a battery range of 30.6 miles could work this route.
Trains would charge on their home network.
Preston And Windermere
Consider.
- This route is 50.3 miles long.
- 10.2 miles of the route are without electrification.
- Northern use Class 195 diesel trains on this route.
A Class 331 with a battery range of 20.4 miles could work this route, charging the batteries between Preston and Oxenholme Lake District.
Electrification Between Preston and Skipton Via Colne
Earlier when discussing the service to Colne and Slopton, I said this.
It might be prudent to electrify the single track line between Gannow Junction and Colne.
But surely, as this would mean, that virtually the whole route between The West Coast Main Line at Preston and the East Coast Main Line would be electrified, it would be sensible to electrify between Preston and Gannow Junction.
If this electrification were to be made continuous, this would mean the following.
- There would be a fully-electrified line between Blackpool and Leeds, which could be worked by Class 331 trains.
- There could be a valuable diversion route to help, whilst the main transPennine routes were upgraded.
- Class 777 trains with batteries would only be needed on the Blackpool South and Fleetwood routes from Preston.
The battery range needed would be just 24.2 miles to handle the longer Blackpool South route.
New Merseyrail Train Runs 135km On Battery
The title of this post, is the same as that of this article on Liverpool Business News.
This paragraph gives the details.
Posting on social media site Linked In, Joaquim Font Canyelles, project leader at Stadler Rail, said: “Our new Merseytravel class 777 IPEMU (Independent Powered Electrical Multiple Unit) proved its strength after running 135 km fully loaded and without external current supply, which is much longer than we expected.
Note that 135 km is 83.9 miles.
These are possible routes, where the battery-electric trains could be deployed.
- Bidston and Wrexham Central – 27.5 miles
- Canada Dock Branch – 4.6 miles
- Chester and Crewe – 21.2 miles
- Chester and Runcorn East – 13 miles
- Ellesmere Port and Runcorn East – 10.8 miles
- Ormskirk and Preston – 15.3 miles
- Hunts Cross and Manchester Oxford Road – 27.1 miles
- Kirkby and Manchester Victoria – 30 miles
- Kirkby and Wigan Wallgate – 12 miles
- Liverpool Lime Street and Chester via Runcorn – 27 miles
- Liverpool Lime Street and Manchester Oxford Road – 31.5 miles
- Southport and Manchester Oxford Road – 37.8 miles
- Southport and Stalybridge – 45.5 miles
- Southport and Wigan Wallgate – 17.4 miles
Note.
- All routes could be done both ways with the exception of Southport and Stalybridge and possibly Southport and Manchester Oxford Road.
- Southport trains to Wigan and Manchester would charge their batteries at Southport.
- Central Liverpool and Wrexham Central would not need the change at Bidston.
- Hunts Cross and Preston via Central Liverpool would not need the change at Ormskirk.
- A Liverpool Lime Street and Manchester Oxford Road service would be possible.
Batteries can add a lot of range to a city’s railway system.
Conclusion
If Merseyrail can get hold of the routes to Crewe, Manchester, Preston and Wrexham, the Liverpool City Region will have one of the best metros for a city of its size.
Battery Use In Class 777 Trains
In the November 2022 Edition of Today’s Railways, there is an article about Merseyrail’s new Class 777 trains.
This extract describes the use of batteries on the trains.
All units have small batteries for moving independently around depots. Seven units are now being fitted with larger 160 kWh Lithium Titanate Oxide (LTO) batteries and associated traction converter in the leading coaches in space that could also be taken up by a transformer and AC equipment if some units were converted to dual /Battery operation (there would not be the space for tri-mode AC/DC/Battery operation). The cooling system for the battery lies has been roof-mounted. The battery boxes have been supplied by ABB and the batteries themselves by Toshiba. 777002 has been converted as a trial to prove the concept in 2021 but has now been converted back to an EMU.
Stadler explained that the battery life would normally be 8-10years but if the units are only used in battery mode for the 2 km between Kirkby and Headbolt Lane then that is expected to be more like 15 years. However the batteries have the potential to do around 40 miles, so Bidston-Wrexham is possible, with a 15 minute recharge time required at Wrexham before returning. Maximum speed in battery mode is 60 mph compared to 75mph as a DC EMU.
This is a map of how the network might look.
These are the lengths of routes, where the Class 777 trains might run on batteries.
- Bidston and Wrexham Central – 27.5 miles – Possible with a charge at Wrexham Central.
- Canada Dock Branch – 4.7 miles – Dual-voltage trains.
- Chester and Crewe – 21.2 miles – Possible with a charge at Crewe
- Chester and Runcorn East – 13.1 miles – Possible without recharging
- Ellesmere Port and Runcorn East – 10.8 miles – Possible without recharging
- Hunts Cross and Manchester Oxford Road – 27.1 miles – Possible with a charge at Manchester Oxford Road
- Kirkby and Wigan Wallgate – 12.1 miles – Possible without recharging
- Ormskirk and Preston – 15.4 miles – Possible without recharging
Note.
- There are a lot of possibilities to use Class 777 trains with batteries.
- Charging might be needed at only three stations; Crewe, Manchester Oxford Road and Wrexham Central.
- Four route extensions are possible without charging.
Merseyrail are going to have plenty of uses for the sixty trains, that they have on option.
Train Efficiency On Battery Power
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.
Consider.
- The Class 777 train is a four-car train, but is only five metres longer than a three-car train.
- So applying Ian’s formula, it seems that to do forty miles, the battery will be between 480 and 800 kWh.
- If it is mathematically like a three car train, it seems that to do forty miles, the battery will be between 360 and 450 kWh.
A 160 kWh battery is obviously too small.
But the extract says that the batteries are fitted in the leading coaches, so can we assume that each battery train has two leading coaches and two batteries.
Does the battery train have a battery capacity of 320 kWh?
- Assuming it does, it would appear that after using Ian’s formula for a four-car train gives a figure of 2 kWh per vehicle mile.
- A three-car train gives a figure of 2.67 kWh per vehicle mile.
I suspect that these low figures are down to good engineering and a very efficient electrical system on the train.
But then I did write Stadler FLIRT Akku Battery Train Demonstrates 185km Range.
Conclusion
These trains are going to set new standards for a city metro.
Artemis Technologies Unveils World’s Most Advanced 100% Electric Passenger Ferry
The title of this post, is the same as that of this press release from Artemis Technologies.
These bullet points list the features of the EF-24 passenger ferry.
- With a top speed of 38 knots and a foiling range of 115 nautical miles at 25 knots, these vessels will transform the global passenger ferry market as it races to decarbonise
- Produces minimal wake, enabling high-speed operations in busy waterways
- Riding above the waves results in a comfortable ride, reducing effects of seasickness
- Efficiency of foils and electric drive system delivers significant OPEX savings including lower maintenance costs and up to 85% fuel savings
- Electric propulsion generates zero emissions in operation, removing air, water and noise pollution
- These 24 metre vessels designed and built by Artemis Technologies represent ground-breaking green innovations for commercial ferries, radically different from traditional ferries in operation
- First EF-24 Passenger ferry will be operated by Condor Ferries in 2024
- 100% electric, the vessels and systems developed by Artemis Technologies are designed to make the lowest possible impact on the environment
It certainly looks the part, but then it was designed using technology from racing yachts.
I have a few thoughts.
The Bangor And Belfast Trial Route
The press release says this about a trial route.
Artemis Technologies has partnered with Condor Ferries to operate a pilot scheme using the first EF-24 Passenger ferry. This will come into service in 2024, running between Belfast and Bangor in Northern Ireland.
This Google Map shows the location of the two cities.
Note.
- Belfast is in the South-East corner of the map.
- The Titanic Quarter and George Best Airport are marked.
- I walked between the Airport and the Titanic Quarter, when I visited five years ago.
- Bangor is in the North-East corner of the map.
I have actually travelled between Belfast and Bangor on a train, which I wrote about in A Train Trip From Belfast To Bangor.
As the Thames Clipper in London competes well for commuters and other passengers in London, I would think that they will attract passengers.
I regularly go one way to Battersea Power Station on the Northern Line and come back on the Clipper to London Bridge, as it puts a bit of fresh air in my lungs.
Will the good burgers of Belfast do the same?
As the service will start at the Titanic Quarter, it could be a tourist attraction.
Other Routes
If you look at the Wikipedia entry for hydrofoil, there are a lot of route possibilities.
I have a few suggestions.
Thames Clippers
The Thames Clipper fleet is all diesel and typical boats have a 28 knot cruising speed and carry between 150-172 passengers.
So it would appear that EF-24 Ferries would have a similar performance.
Thames Clippers have promoted the possibility of a service from London to Gravesend, which is under thirty miles by road.
An EF-24 Ferry might be ideal for the longer route.
High-Speed Routes Between Great Britain And Ireland
In High-Speed Low-Carbon Transport Between Great Britain And Ireland, I laid out ideas to travel between the two islands.
I showed that by using high speed trains to Holyhead and then a high speed ferry, times of under five hours could be achieved to both Belfast and Dublin.
If a High Speed Two Classic-Compatible Train were to be used timings from Euston to Holyhead could be.
- Euston and Crewe – 56 minutes – High Speed 2 prediction
- Crewe and Holyhead – 1 hour 58 minutes – Current time.
The second leg would be faster, if the route were to be electrified.
Mersey Ferries
Like Merseyrail’s elderly Class 508 trains, the Mersey Ferries are long in the tooth and need replacing.
In my view, Artemis Technologies could build some very suitable electric ferries.
New routes might also be developed to appeal to tourists.
I am sure there are many more routes in the UK and around Europe and the wider world.
Liverpool Shows The World How To Plan A New Station
Liverpool and Liverpudlians tend to do things differently.
This article on Liverpool Business News is entitled First Look At New Baltic Triangle Station.
This is the first paragraph.
St James station closed in 1917 but images and a video fly-through of a proposed new Merseyrail station to serve the fast-growing Baltic Triangle in Liverpool have been released – and you can help choose a name.
These are my thoughts about the new Liverpool St. James station.
The Video Fly-Through
Merseyrail produced a high-class video fly-through for Headbolt Lane station and it is my belief that these types of presentation are the best way to show everybody what the Transport Authority, Local and National Government are planning to deliver.
Note.
- The station is very cycling-friendly.
- The proposal includes a cafe and toilets.
- There are escalators from the surface to the platforms.
My only fault with the video, is that it uses the old Class 508 trains, rather than the new Class 777 trains. But that is being picky!
The Station Name
Liverpool already has a station called Liverpool James Street station.
The UK also has seven railway stations with James in the name and the whole world has a total of twelve, which are listed in Wikipedia.
So to avoid any possible confusion, the three chosen names seem to be a good idea.
- Liverpool Baltic
- Liverpool Parliament Street
- Liverpool Riverside
Cast your vote before February 18th by clicking here.
I can’t remember a station name being chosen by an Internet vote.
At least a write-in name is not allowed, which should avoid a silly name like Station McStationFace.
Conclusion
Liverpool are to be congratulated on their planning exercise for the new station.
Will A Double Track Fit Through Kirkby Station?
These pictures show Kirkby station.
It would be a very tight fit, without rebuilding the bridge.
Green Light For New £80m Merseyrail Station
The title of this post, is the same as that of this article on the Liverpool Echo.
These are the first two paragraphs.
The station was hailed as a key part of the town’s “bright future” tonight as councillors met to consider the proposal at a meeting of Knowsley Council ’s planning committee.
Based at Headbolt lane in the Tower Hill/ Northwood area of Kirkby, the station, which will take around 18 months to build, will become the first in the country to have trains operating by battery power instead of electrified lines on part of the track.
This Google Map shows the location of the station.
And this planning document from Knowsley Council shows the station road layout.
Note.
- Kirkby station and Liverpool is to the West.
- Wigan is to the East.
- There is adequate car parking.
I have also enlarged the area around the station buildings to show the platform layout.
Note.
- There are two platforms and tracks towards Liverpool.
- There is a single platform towards Wigan.
- There appears to be adequate cycle storage and blue badge parking.
In Headbolt Lane Station Fly-Through, I described the new Headbolt Lane station.
This screen capture is from the video in that post.
Note.
- Two platforms going away from the camera and one platform and what looks to be a siding going towards the camera.
- There appears to be no direct connection between the two different sets of tracks.
From the maps the camera is looking towards Liverpool,so it would mean that Liverpool services had two platforms. But they currently make do with one at Kirkby.
There appears to be no clues about how the station will be modified to serve Skelmersdale.
Headbolt Lane Station Tipped For Go-Ahead
The title of this post, is the same as that of this article on Place North West.
This is the first paragraph.
Knowsley Council’s December planning committee is expected to approve Network Rail’s plans for a new station in Kirkby.
The article also says that the station could open by Spring 2023.
I wonder, if Liverpudlians will create Headbolt Lane station in record time, as they did a few miles down the line at Maghull North station, which I wrote about in How To Build A Station In Nine Months.
If they do open in early 2023, it is likely to be the first new rail line in the UK, that has been designed to be run by battery-electric trains.
As Liverpudlians like to be first, I would expect that this station will open by Spring 2023. Judging by Network Rail’s performance on bringing the Dartmoor Line to Okehampton station back into service, I don’t suspect it is an impossible dream.
The Anonymous Widower 