The Anonymous Widower

Wigan Wallgate To Headbolt Lane – 10th May 2025

I was now running late and decided to go back to Liverpool via the Kirkby Branch Line, with a change of train at Headbolt Lane.

I took these pictures along the route.

Note.

  1. Wigan Wallgate station could be refurbished into a quality station.
  2. Manchester to Wigan Wallgate is likely to be electrified, as I wrote in Bolton-Wigan £78m Rail Electrification Project Announced.
  3. Headbolt Lane station is a new station.
  4. The other stations on the line are fairly rudimentary affairs.
  5. Only Headbolt Lane station is step-free, as all platforms are on the same level.

The Kirkby Branch Line runs across the flat Lancashire countryside.

This Google Map shows the unusual layout of Headbolt Lane station.

Note.

  1. Liverpool is to the South-West.
  2. Wigan and Manchester are to the North-East.
  3. The station buildings and the car parks are on the North side of the tracks.
  4. There are two platforms pointing towards Liverpool.
  5. There is a single platform pointing towards Wigan.
  6. There is a second track pointing towards Wigan, that has no platform.
  7. None of the tracks are electrified.
  8. Three red buffer stops can be picked out.
  9. Trains to Liverpool are run by battery-electric Class 777 multiple units.
  10. Trains to Wigan and Manchester are run by diesel multiple units.

All platforms are the same level and you can walk from one side of the station to the other between the buffer stops.

It is effectively a step-free three-platform station without lifts or escalators.

I have never seen another station like it!

Modernising The Route Between Wigan Wallgate And Headbolt Lane

Consider.

  • With the exception of Headbolt Lane station, there is no step-free access on this line and that needs to be addressed.
  • Wigan Wallgate station has an island platform, with steps to the street.
  • With the exception of Headbolt Lane station, there is very little parking.
  • The Class 150 diesel multiple units are forty years old.

The distance between Wigan Wallgate and Headbolt Lane stations is about 15 miles.

 

May 12, 2025 Posted by | Design, Transport/Travel | , , , , , , | 1 Comment

An Annoying Day

My plan was simple on Saturday May the 10th.

I intended to go to Liverpool Lime Street on a Day Return ticket.

I would then buy a Lancashire Day Ranger ticket and visit Wigan North Western, Preston and Lancaster stations, to see how ready, they are for High Speed Two services.

I also intended to go to Morecambe to see how the Eden Project Morecambe was getting on.

I did get to Wigan North Western station and later wrote Is Wigan North Western Station Ready For High Speed Two?

But then there was a points failure at Preston and after waiting at the station for over an hour for tranport to Preston, I changed plan.

I decided to go back to Liverpool by way of Wigan Wallgate and Headbolt Lane stations.

On return home, I wrote Wigan Wallgate To Headbolt Lane – 10th May 2025.

A Quick Run Back To London

At Lime Street station, I walked into the Wetherspoons pub at the station, with the intension of buying a bottle of my favourite brew, which all of the chain stock. But not this one!

So I got an early train back to London.

The Most Expensive Taxi Back From Euston

I paid over thirty pounds, when under twenty is the norm, not because I was being ripped off, but by the number of roadworks, that slowed our journey.

May 11, 2025 Posted by | Transport/Travel | , , , , , , , , , , | 2 Comments

A First Trip To Headbolt Lane Station – 13th October 2023

Headbolt Lane station opened a week ago and I went to take a look today, where I took these pictures.

Note.

  1. It is a three-platform station, with two platforms pointing towards Liverpool and one towards Wigan Wallgate station.
  2. Changing trains is about a fifty metre walk.
  3. The toilets are trans-ready. But the toilets at Peterborough station, that I wrote about in A Pair Of Toilets At Peterborough Station were too.

I have a few thoughts.

Could There Be Through Running Between Headbolt Lane and Wigan Wallgate Stations?

This picture shows the walkway between Platform 2 on the South side of the tracks and Platforms 1 and 3 on the North side.

Note.

  1. Platform 1 is the platform on the left and Platform 2 is on the right.
  2. Platform 3 is in line with Platform 1 behind the fence at the far end of Platforms 1 and 2.
  3. The tracks don’t go straight through.
  4. There are two concrete blocks forming the walkway between platforms.

I suspect the answer is no at the moment.

But I wouldn’t be surprised to find, that the blocks have been designed to be lifted out and there is space to put a footbridge over the tracks, so that if in the future, through running were to be required, it is possible.

How Would A Station To Skelmersdale Be Connected?

In New Express Bus Improves Links Between Skelmersdale And Liverpool, I talked about a new express bus service between Kirkby and Skelmersdale.

This page on Bus Times gives details of the service.

The 319 Trainlink service will surely give useful information on possible passenger numbers.

In Would A Lower Cost Rail Link To Skelmersdale Be Possible?, I looked at options for the rail line.

Wigan’s Comprehensive Local Connections

Wigan North Western and Wigan Wallgate station have services to all these stations.

  • Accrington
  • Appley Bridge
  • Ashton-under-Lyne
  • Atherton
  • Bescar Lane
  • Blackburn
  • Blackpool North
  • Bolton
  • Broad Green
  • Bryn
  • Burnley Manchester Road
  • Burscough Bridge
  • Clifton
  • Daisy Hill
  • Deansgate
  • Eccleston Park
  • Edge Hill
  • Euxton Balshaw Lane
  • Farnworth
  • Garswood
  • Gathurst
  • Hag Fold
  • Headbolt Lane
  • Hindley
  • Hoscar
  • Huyton
  • Ince
  • Kearsley
  • Leyland
  • Littleborough
  • Manchester Oxford Road
  • Manchester Victoria
  • Meols Cop
  • Moorside
  • Moses Gate
  • New Lane
  • Orrell
  • Parbold
  • Pemberton
  • Poulton-le-Fylde
  • Prescot
  • Rainford
  • Toby
  • Rochdale
  • Rose Grove
  • Salford Central
  • Salford Crescent
  • Smithy Bridge
  • Southport
  • Stalybridge
  • St Helens Central
  • Swinton
  • Todmorden
  • Thatto Heath
  • Upholland
  • Walkden
  • Wavertree Technology Park
  • Westhoughton

Fifty-eight stations is certainly comprehensively connected.

The Connection To High Speed Two At Wigan North Western

This map from OpenRailwayMap shows the two Wigan stations; North Western and Wallgate.

Note.

  1. The orange tracks are the West Coast Main Line, which in the future, will carry High Speed Two services to and from Preston, Lancaster, Carlisle and Scotland.
  2. The yellow tracks are the local lines between Manchester in the East and Kirkby and Southport in the West.
  3. The local lines split after they pass under the West Coast Main Line, with the North-Western branch going to Southport and the Western branch going to Headbolt Lane, Kirkby and Liverpool.
  4. Wigan North Western is on the West Coast Main Line.
  5. Wigan Wallgate is on the local lines.

The stations are close enough to be converted into a superb combined station, where local passengers can join high speed services.

This picture shows the platforms of Wigan North Western station.

Wigan North Western station can’t be far off being able to accept pairs of High Speed Two Classic Compatible trains, that will be 400 metres long.

This graphic shows High Speed Two services after Phase 2b is completed.

Only two High Speed Two services stop at Wigan North Western.

  • The London and Lancaster service, which splits and joins with a London and Liverpool service at Crewe.
  • The Birmingham and Scotland service.

As Wigan North Western has comprehensive local connections to the Northern areas of Liverpool and Manchester, it surely needs more services.

North West To Benefit From £19.8 billion Transport Investment

This is the title of this government document, which has this sub-heading.

Multibillion-pound plan to link major cities in the North via bus, rail and new and improved roads.

It says this about Greater Manchester and Liverpool City Region.

  • Greater Manchester will also receive around £1.5 billion from the CRSTS2 budget and around £900 million additional funding – funded from HS2 – which is an unprecedented investment in local transport networks. That is more than double their allocation under the previous programme
  • Liverpool City Region will also receive c.£1 billion from the CRSTS2 budget, plus a further £600 million on top – funded from HS2. That is more than double their allocation under the last round

Some of that amount of money could go a long way to improve Liverpool and Manchester connections through Wigan and create a link to High Speed Two.

TransPennine Services Between Liverpool/Manchester And Scotland

Currently, the following services run between Liverpool and Manchester, and Scotland.

  • Manchester Airport and Glasgow Central – 1 tp2h – via Manchester Piccadilly, Manchester Oxford Road, Preston, Lancaster, Oxenholme Lake District, Penrith North Lakes, Carlisle, Lockerbie and Motherwell
  • Manchester Airport and Edinburgh Waverley – 1 tp2h – via Manchester Piccadilly, Manchester Oxford Road, Preston, Lancaster, Oxenholme Lake District and Haymarket Penrith North Lakes, Carlisle and Lockerbie and Haymarket
  • Liverpool Lime Street and Glasgow Central – 2 tpd – via St Helens Central, Wigan North Western, Preston, Lancaster, Oxenholme Lake District, Carlisle, Lockerbie and Motherwell

Note.

  1. tp2h is trains per two hours.
  2. tpd is trains per day.
  3. Only the Liverpool services go through Wigan.
  4. North of Preston all trains will use the same route.
  5. All three services are run by Class 397 trains.
  6. When High Speed Two Classic-Compatible trains start running to Glasgow and Edinburgh, they will use the same route North of Preston.

Point 5 surely means that High Speed Two’s trains will be limited to the same speed as the current Class 397 trains, which is 125 mph. Although, this might be increased to up to 140 mph, by the use of in-cab digital signalling.

Consider.

  • Edinburgh to Preston is 191.4 miles.
  • The current TransPennine express service from Edinburgh to Preston is scheduled for two hours and 34 minutes, with five stops, at an average speed of 74.6 mph.
  • The Wikipedia entry for High Speed Two says that the London-Edinburgh service from Edinburgh to Preston is scheduled for two hours and 30 minutes, with two stops and a split/join at Carlisle, at an average speed of 76.6 mph.
  • The Wikipedia entry for High Speed Two says that the Birmingham-Edinburgh service from Edinburgh to Preston is scheduled for two hours and 24 minutes, with four stops, at an average speed of 79.8 mph.

Note.

  1. The first timing is based on a Class 397 train and the others will be High Speed Two Classic Compatible trains.
  2. The times would appear to be vaguely in line with each other.
  3. The removal of the split/join could explain why the Birmingham service is six minutes faster.

The following would appear to be true.

  • Both the Class 397 and High Speed Two Classic Compatible trains can run at similar speeds North of Preston.
  • The High Speed Two Classic Compatible train may have faster acceleration and deceleration, which could save a few minutes.
  • Nothing substantial has been done to improve the tracks between Edinburgh and Preston.
  • As the current times are run without digital signalling and the Class 397 train, is within ten minutes of that, I would be very surprised if digital signalling will be installed before High Speed Two services reach Edinburgh.

I also suspect that if digital signalling and a few other improvements were made to the North of Preston, a few extra minutes could be saved.

The Future Of TransPennine Services Between Liverpool/Manchester And Scotland

Will the TransPennine services between Liverpool/Manchester and Scotland continue after High Speed Two services start running to North of the border?

Consider.

  • I have never seen any plans from High Speed Two for services between Liverpool/Manchester and Scotland.
  • If the TransPennine services, aren’t kept, travelling between Liverpool/Manchester and Scotland will need a change at Wigan North Western or Preston.
  • The TransPennine services will probably need only a single train per hour (tph) on the West Coast Main Line to the North of Preston.

I can see them continuing. But possibly in a different form.

In 1967, I went from Glasgow to Manchester on a train.

  • The Glasgow and Edinburgh trains joined at Carstairs.
  • They then split again at Preston.
  • One half went to Manchester and the other half went to Liverpool.

I remember that the train was late, because of late arrival of the Edinburgh train at Carstairs.

I needed to take a taxi. But I wrote my first complaint letter and got a cheque from British Rail.

Could similar joining and splitting be used again, as it uses only one train path between Preston and Scotland?

Would it also be better, if the service were to be under the Management of High Speed Two?

There are several possibilities, but I feel the TransPennine services will continue.

October 12, 2023 Posted by | Transport/Travel | , , , , , , , , , , , , , , , | 10 Comments

Do Network Rail Have A Cunning Plan To Run Battery Electric Trains To Wigan Wallgate And Blackburn?

This news story, which is entitled £72 million Boost For Train Services In Manchester And The North, was released by the government today.

This is the sub-heading.

This package will improve the passenger experience by having more reliable trains and fewer delays.

These two paragraphs describe the work.

The funding will deliver a third platform at Salford Crescent station and track improvement work across north Manchester to help reduce delays, bottlenecks and station overcrowding, meaning passengers will enjoy more comfortable and reliable journeys.

Manchester Victoria Station will also benefit from extra entry and exit points to platforms, making it easier for passengers to travel through the station during busier periods.

These are my thoughts.

Battery-Electric Trains

New Merseyrail Train Runs 135km On Battery says a lot about the capabilities of modern battery-electric multiple units.

135 km is 84 miles and if you look at services in the Wigan and Blackburn area, these are the services, currently run by diesel trains on lines without electrification.

  • Blackburn and Bolton – 13.9 miles
  • Blackburn and Manchester Victoria – 39.4 miles
  • Hindley and Salford Crescent – 16.2 miles
  • Southport and Wigan Wallgate – 17.4 miles
  • Kirkby and Wigan Wallgate – 12 miles
  • Clitheroe and Bolton – 23.7 miles
  • Manchester Piccadilly and Buxton – 19 miles

I believe that a modern battery-electric train would be able to handle all these routes, with assistance from regenerative braking and Newton’s friend.

I also believe that CAF, Hitachi, Siemens and Stadler would be capable of building a battery-electric train for these routes.

This OpenRailwayMap shows the electrification between Wigan and Lostock Junction.

Note.

  1. Wigan is in the South-West corner of the map.
  2. Lostock Junction is in the North-East corner of the map.
  3. The black and red line between Wigan and Lostock Junction indicates the track is being electrified with 25 KVAC overhead electrification.
  4. The black line going East to the South-East corner of the map is the unelectrified line to Salford Crescent via Atherton.
  5. At Lostock Junction the line joins the electrified Manchester and Preston Line via Bolton.

Network Rail’s layout means that trains to Kirkby, Southport and Salford Crescent via Atherton can all charge their batteries in a convenient station before embarking to their destination without electrification.

The Third Platform At Salford Crescent Station

Three platforms at Salford Crescent will give capacity advantages.

But it will also mean, that if all battery-electric trains for Wigan Wallgate via Atherton can have a dedicated platform, that if necessary, they can use to top up the batteries.

Northern’s Trans-Pennine Services

Northern Trains run four hourly trains across the Pennines.

  • York and Blackpool North via Church Fenton, Garforth, Leeds, New Pudsey, Bradford Interchange, Halifax, Sowerby Bridge, Hebden Bridge, Burnley Manchester Road, Accrington, Blackburn, Preston, Kirkham & Wesham and Poulton-le-Fylde.
  • Leeds and Manchester Victoria via Bramley, New Pudsey, Bradford Interchange, Halifax, Hebden Bridge, Todmorden and Rochdale.
  • Leeds and Wigan Wallgate via Morley, Batley, Dewsbury, Ravensthorpe, Mirfield, Brighouse, Sowerby Bridge, Mytholmroyd, Hebden Bridge, Todmorden, Walsden, Littleborough, Smithy Bridge, Rochdale, Manchester Victoria, Salford Central, Salford Crescent, Swinton, Moorside, Walkden, Atherton, Hag Fold, Daisy Hill, Hindley and Ince.
  • Leeds and Chester via Bramley, New Pudsey, Bradford Interchange, Low Moor, Halifax, Sowerby Bridge, Mytholmroyd, Hebden Bridge, Todmorden, Rochdale, Manchester Victoria, Newton-le-Willows, Earlestown and Warrington Bank Quay.

Note.

  1. All routes are partly electrified.
  2. Hebden Bridge gets four trains per hour (tph).
  3. Bradford Interchange, Halifax, New Pudsey Rochdale, Sowerby Bridge, Todmorden and Manchester Victoria get three tph.
  4. It is a comprehensive set of routes serving nearly fifty stations in the North.

Stretches of line without electrification include.

  • Chester and Earlstown – 23 miles
  • Leeds and Manchester Victoria – 49.8 miles
  • Leeds and Blackburn – 50.2 miles
  • Hindley and Salford Crescent – 16.2 miles

There may be a need to electrify Blackburn and Preston or some other short sections.

Conclusion

I have a feeling that most of the diesel services in Manchester could be replaced by battery-electric trains.

 

May 25, 2023 Posted by | Transport/Travel | , , , , , , , , | Leave a comment

Adding Wigan And Manchester Victoria To The Bee Network

This article on the Railway Gazette has a list of the lines, that will be transferred between Northern Rail and the Bee Network.

Included in the list is this line.

Wigan and Manchester Victoria via the West Coast Main Line and a proposed station at Golborne, which could open from 2025.

I think this route could be the following.

  • The Eastern terminal would be Manchester Victoria
  • The Northern terminal would be Wigan North Western, as it is on the West Coast Main Line.
  • Intermediate stations would be Golborne, Patricoff, Eccles and Salford Central.
  • The route is fully electrified with 25 KVAC overhead.
  • Most of the route has a 90 mph operating speed.

There is no comparable route in the current timetable.

These are a few thoughts.

Golborne Station

In Beeching Reversal – Reopening Golborne Railway Station, I discussed the reopening of Golborne station.

I didn’t think it would be likely, as it was a cramped site in the middle of a village, as this Google Map shows.

But I didn’t notice the four tracks through the site.

As the line through here, will have to be rebuilt for High Speed Two to raise the operating speed from the current 90 mph to as high as 140 mph. perhaps a high class architect could find a way to build a station at the site on the slow lines?

Improvements To Wigan North Western Station

In Wigan North Western Station Set For Platform Extension Work, I talked about work to make Wigan North Western station ready for High Speed Two.

I concluded, by saying this.

It certainly looks like Wigan North Western station is being updated to have a comprehensive network of local electric services to give a large number of stations, good access to current West Coast Main Line and future High Speed Two services.

I also added this picture of Wigan North Western station.

Wigan North Western station can’t be far off being able to accept pairs of High Speed Two Classic Compatible trains, that will be 400 metres long.

The Wigan North Western and Manchester Victoria service will add Golborne, Patricoff, Eccles, Salford Central and Manchester Victoria to the list.

Connecting To Scottish Services

The Internet gives these times from Wigan North Western.

  • London Euston – 1 hour and 55 minutes – Current
  • London Euston – 1 hour and 34 minutes – High Speed Two
  • Glasgow Central – 2 hours and 35 minutes – Current
  • Glasgow Central – 2 hours and 06 minutes – High Speed Two

It looks to me, that there is an awful lot of trackwork to be done to the West Coast Main Line between Wigan North Western and Glasgow Central.

But on the other hand, changing at Wigan North Western will be a reasonably fast alternative, if whilst building High Speed Two to Manchester, the current route is closed.

March 27, 2023 Posted by | Transport/Travel | , , , , , , | 3 Comments

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.

  1. All routes could be done both ways with the exception of Southport and Stalybridge and possibly Southport and Manchester Oxford Road.
  2. Southport trains to Wigan and Manchester would charge their batteries at Southport.
  3. Central Liverpool and Wrexham Central would not need the change at Bidston.
  4. Hunts Cross and Preston via Central Liverpool would not need the change at Ormskirk.
  5. 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.

 

 

 

 

January 16, 2023 Posted by | Transport/Travel | , , , , , , , , , , | 37 Comments

Would A Lower Cost Rail Link To Skelmersdale Be Possible?

In the Wikipedia entry for Skelmersdale railway station, there is a section called Reopening Proposals, where this is said.

Skelmersdale has been described as the largest town in North-West England that doesn’t have a railway station, although Leigh, Greater Manchester, which also has no station is larger.

This section called 2022, gives the latest status of the proposals to connect Skelmersdale to the UK rail network.

Government reinforces that the station proposals are being considered. Rosie Cooper calls for the new Rail Minister to visit Skelmersdale, in order to aid the DfT’s decision. However, the Department for Transport announced in July 2022 that it was rejecting the Strategic Outline Business Case, throwing the scheme into doubt. The DfT instead suggested that better bus links with the Kirkby–Wigan rail line would be a cheaper way of improving connectivity for Skelmersdale.

This Google Map shows the town of Skelmersdale.

Skelmersdale is a town with an extensive road network, with good links to the M58 motorway.

I would suspect, that those who don’t have access to a car or some other form of personal transport, are second-class citizens.

According to Wikipedia, in the latest statement from the DfT, this was said.

The DfT instead suggested that better bus links with the Kirkby–Wigan rail line would be a cheaper way of improving connectivity for Skelmersdale.

I would simplify the DfT statement by removing the word bus. All transport links should be improved.

Consider.

  • By the end of 2023, there will be five stations between Kirkby and Wigan; Headbolt Lane, Rainford, Upholland, Orrell and Pemberton.
  • Upholland station is the nearest to Skelmersdale.
  • Headbolt Lane station is being built with approximately 300 car parking spaces.
  • Rainford station has ten car parking spaces.
  • Upholland station has no car parking.
  • Orrell station has no car parking.
  • Pemberton station has no car parking.
  • From Google Maps it doesn’t look promising to add parking at Rainford, Upholland, Orrell and Pemberton stations.
  • Only Headbolt Lane station will have bicycle parking.
  • Headbolt Lane station will have direct rail access to Liverpool.
  • Headbolt Lane, Rainford, Upholland, Orrell and Pemberton stations will have direct rail access to Wigan and Manchester.
  • Headbolt Lane station will be built with provision for buses.
  • Skelmersdale bus station is at the main shopping centre in the centre of the town.

After Headbolt station opens in 2023, I would do the following.

  • Provide a high-capacity bus service between Headbolt Lane station and Skelmersdale.
  • Provide secure bicycle parking at Rainford, Upholland, Orrell and Pemberton stations.
  • Investigate a bus service between Upholland station and Skelmersdale.
  • Monitor all passenger movements in the area, to see whether a rail link is needed.

Once Headbolt Lane station and the new services settle down, it should be possible to make a good estimate of the number of passengers who would use the rail link.

These are my thoughts on a lower-cost service to a new Skelmersdale station.

The Current Plan For A Branch To Skelmersdale

This map from OpenRailwayMap shows the proposed future railway between Skelmersdale and the Wigan and Kirkby Line.

Note.

  1. The new branch to Skelmersdale is shown dotted.
  2. The Northern end of the branch is in the Concourse shopping centre in Skelmersdale.
  3. The branch goes under the M 58 Motorway.
  4. The branch joins the Wigan and Kirkby Line in a triangular junction.
  5. Rainford station is to the West of the junction.
  6. Upholland station is to the East of the junction.

It could be a complete solution.

Will There Be A Direct Service Between Skelmersdale And Liverpool?

I feel the design of Headbolt Lane station precludes this, as there doesn’t appear to be a line through Headbolt Lane station, as all three platforms are terminal platforms, with two serving Liverpool and one serving Wigan and Manchester.

Passengers would need to change at Headbolt Lane station, if travelling between Skelmersdale And Liverpool.

Will There Be A Direct Service Between Skelmersdale And Manchester?

This would appear to be possible.

Could The Original Route Be Used?

The original Skelmersdale Branch ran between Rainford and Ormskirk, with a station on the West side of Skelmersdale.

This Google Map shows the route.

Note.

  1. Skelmersdale town centre and the Concourse shopping centre are in the North-East corner of the map.
  2. The M 58 motoway runs across the top of the map.
  3. The dark green scar of the Skelmersdale branch runs down the West side of the map.
  4. Just below, where the motorway and the old railway cross, there is a large landfill.
  5. Rainford station on the Wigan and Kirkby Line is towards the bottom of the map.

I wonder, if a lower-cost track layout could be slotted in partially using the route of the old railway.

  • It would be mainly single track.
  • The branch would only connect to Headbolt Lane station.
  • A passing loop would be needed to run two trains per hour (tph).
  • It might be possible to slot a single-track through to the centre of Skelmersdale.

Would it be an alternative, if a Park-And-Ride station were built near or on top of the landfill?

What Would Be The Train Service?

Southport station has the following services.

  • Four tph to and from Liverpool
  • Two tph to and from Wigan Wallgate and Manchester

I think reasons of fairness would dictate that Skelmersdale has a two tph service to both Liverpool and Manchester.

It is also worth looking at the services through Wigan Wallgate station.

  • 1 tph – between Southport and Alderley Edge via Westhoughton and Manchester Piccadilly
  • 1 tph – between Southport and Stalybridge via Westhoughton and Manchester Victoria
  • 1 tph – between Kirkby and Blackburn via Atherton and Manchester Victoria

The third service does not run on Sundays. This is surely an omission in the timetable, that should be rectified.

Wigan Wallgate And Skelmersdale Via Headbolt Lane

As I said earlier Headbolt Lane station is a station with three terminal platforms, two of which will have trains to and from Liverpool and the other will have trains to and from Wigan Wallgate and Manchester.

If Headbolt Lane and Skelmersdale stations are connected by a route using the original branch, it would be possible to run a service between Wigan Wallgate and Skelmersdale stations with a reverse at Headbolt Lane station.

Note.

  1. The Kirkby and Wigan Wallgate Line is double-track and all stations have two platforms.
  2. A passing loop on the Headbolt Lane and Skelmersdale section would probably be needed for two tph.
  3. Passengers between Skelmersdale and Liverpool would change at Headbolt Lane station.
  4. There would be no changes to services between Liverpool and Headbolt Lane stations and they would remain at 4 tph.
  5. Preferably, Wigan Wallgate and Skelmersdale would operate at two tph.
  6. All stations between Wigan Wallgate and Headbolt Lane would get two tph to Manchester.
  7. I estimate that Wigan Wallgate to Skelmersdale is less than twenty miles.
  8. In Bolton-Wigan £78m Rail Electrification Project Announced, I indicate that Wigan Wallgate station will be electrified.

The service to Manchester could either be direct or with a change at Wigan Wallgate to a Southport service.

A Shuttle Train Between Wigan Wallgate And Skelmersdale Via Headbolt Lane

This may be an alternative to running the Skelmersdale service all the way to Manchester.

  • Services would terminate in the bay Platform 3 at Wigan Wallgate station.
  • Passengers to and from Manchester would catch a Southport train.
  • The frequency of the shuttle train would be two tph.

Using a shuttle would need less trains.

Rolling Stock

The Wikipedia entry for the Kirkby branch line, shows the service being run by a Class 150 train, which are diesel-powered.

Services on the Manchester and Southport Line are run by a variety of diesel multiple units and all Class 769 trains.

If the platforms at Headbolt Lane and Skelmersdale are built to handle four-car trains, then Northern have any number of diesel multiple units and the Class 769 trains, which could run the service.

But there is also the possibility of using battery-electric multiple units, like the Class 321 BEMU train, that I wrote about in Eversholt Rail And Vivarail To Develop Class 321 BEMU.

  • The distance between Wigan Wallgate and Skelmersdale is probably about twenty miles.
  • Charging would be needed at Skelmersdale station.
  • Wigan Wallgate would need an electrified route to Manchester.
  • It also appears that the Class 321 BEMU, which will have a 30 minute range could handle the Wigan Wallgate and Southport leg on batteries.
  • If a battery-electric shuttle train is used between Wigan Wallgate and Skelmersdale, it would be charged at both ends of the route.

It appears to me, that if Network Rail electrify between Wigan Wallgate and Manchester, then services between Manchester and Kirkby, Skelmersdale and Southport could be run by Class 321 BEMU trains, which with their Renatus interiors will not be British Rail trains rescued from the scrapyard.

It will also mean passengers between Liverpool and Skelmersdale will be using two smart trains.

Conclusion

Consider.

  • New track should be the minimum possible between Headbolt Lane and Skelmersdale stations.
  • Network Rail must electrify between Manchester and Wigan Wallgate.
  • Class 321 BEMU trains should be used between Manchester and Headbolt Lane, Skelmersdale and Southport.

I believe that there is an affordable solution to the provision of electric train services to Skelmersdale somewhere in my ramblings.

 

 

August 26, 2022 Posted by | Transport/Travel | , , , , , , , | 1 Comment

Bolton-Wigan £78m Rail Electrification Project Announced

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

This is a small electrification project compared to many, but it still includes.

  • 13 miles of electrification.
  • 450 new overhead line equipment stanchions.
  • Modifications to 17 bridges and two level crossings.
  • Platform extensions at Westhoughton, Hindley and Ince stations, so that they can handle six-car trains.

Completion is expected to be 2025.

The numbers indicate it could be be a small project with quite a bit of work.

I have a few specific thoughts.

How Far Will The Electrification Go?

This document on the Government web site is entitled Green Light Given For Wigan To Bolton Electrification.

These are two paragraphs.

The track between Wigan North Western station and Lostock Junction near Bolton will receive a £78 million upgrade, targeted to complete in 2024/2025.

Through electrifying almost 13 miles of infrastructure and lengthening platforms, this investment will ensure that CO2 emitting diesel trains are replaced by electric rolling stock. As longer trains with additional capacity, these will provide passengers with greener, more comfortable and more reliable journeys.

Note.

  1. Lostock junction is on the Manchester and Preston Line which was electrified in 2019.
  2. As is typical, the electrification continues for a short distance from Lostock junction towards the Wigan stations.
  3. Wigan North Western station is a fully-electrified station on the West Coast Main Line.
  4. Wigan Wallgate station is not electrified.
  5. The distance between Lostock junction and Wigan Wallgate station is 6.9 miles.
  6. Lostock junction and Wigan Wallgate station is double-track all the way.
  7. My Track Atlas shows crossovers that allow trains to and from Lostock junction to access some platforms at Wigan North Western.

These facts lead me to these conclusions.

  • As thirteen files of electrification would be 6.5 miles of double-track electrification, the new electrification would create a fully-electrified line between Lostock junction and Wigan Wallgate station.
  • By electrifying the crossovers at Wigan Station junction, electric trains would to able to access both Wigan stations.

But this does mean, that electric trains can’t run past Wigan Wallgate station, as the wires seem to stop there.

Electrification At Wigan Wallgate Station

Mark Clayton has made this comment to this post.

Yes there is a single track connecting from the track through Hindley to the WCML and vice versa, however at Wallgate there are buildings straddling the line and the station itself. Maybe the track could be lowered, but it could well be a major engineering project to get the wires under Wallgate.

The best picture, that I can get of the tracks under Wallgate is this 3D image from Google Maps.

It does seem a bit tight in terms of height.

I have also looked at several videos of trains going trough the station and I suspect that the tracks may need lowering to get the wires through.

Or they could use some of the discontinuous tricks being used on the South Wales Metro.

It could be difficult, but I don’t think it will be impossible.

I do suspect though for operational reasons, Network Rail and the train operators would want the wires to extend to the station.

  • Train operators probably prefer to raise and lower the pantograph in a station, in case anything goes wrong.
  • If battery-electric trains should be used on the line, then if necessary, they could wait in the station to charge the batteries.
  • If the station is wired, then the West-facing bay-platform can also be wired, so that it could be used for a battery-electric shuttle train to Kirkby or Southport.

It looks to me, that for lots of reasons, the engineers will have to find a way of getting the wires under the low bridge under Wallgate.

Services That Use All Or Part Of The Route Between Lostock Junction And Wigan

These services use all or part of the route.

  • 1 tph – Southport and Alderley Edge via Ince (irregular), Hindley, Westhoughton and Bolton
  • 1 tph – Southport and Stalybridge via Hindley, Westhoughton and Bolton
  • 1 tph – Kirkby and Manchester Victoria via Ince (irregular), Hindley, Daisy Hill, Hag Fold, Atherton, Walkden, Moorside, Swinton and Salford Crescent.
  • 1 tph – Wigan Wallgate and Blackburn via Hindley, Daisy Hill, Atherton, Walkden, Swinton and Salford Crescent.
  • 1 tph – Wigan Wallgate and Leeds via Daisy Hill, Atherton, Walkden and Salford Crescent.

Note.

  1. tph is trains per hour.
  2. The two services that terminate at Wigan Wallgate sometimes terminate in Wigan North Western station.
  3. Wigan Wallgate station would appear to get up to five tph to Manchester, via a variety of routes.

I wonder how many of these services could be run by a battery-electric train, with a performance like the Hitachi Regional Battery Train, which is described in this Hitachi infographic.

Note 90 kilometres is 56 miles.

I will look at each route in detail.

Southport And Alderley Edge

The only section without electrification will be between Wigan Wallgate and Southport stations, which is a distance of 17.4 miles.

With a battery range of 56 miles, a battery-electric train should be able to run a return trip between Wigan Wallgate and Southport stations on battery power and have time for a leisurely turnround in Southport.

The batteries would be charged on the fully electrified section of the line between Wigan Wallgate and Alderley Edge stations.

Southport And Stalybridge

There are two sections without electrification.

  • Wigan Wallgate and Southport stations – 17.4 miles
  • Manchester Victoria and Stalybridge stations – 7.6 miles

With a battery range of 56 miles, a battery-electric train should be able to run a return trip on both sections without electrification.

The batteries would be charged on the fully electrified section of the line between Wigan Wallgate and Manchester Victoria stations.

Kirkby And Manchester Victoria

There are two sections without electrification.

  • Wigan Wallgate and Kirkby stations – 12.1 miles
  • Hindley and Salford Crescent stations – 13.4 miles

With a battery range of 56 miles, a battery-electric train should be able to run services on both sections without electrification.

The batteries would be charged on the two fully electrified sections of the line between Wigan Wallgate and Manchester Victoria stations.

Wigan Wallgate And Blackburn

There are two sections without electrification.

  • Hindley and Salford Crescent stations – 13.4 miles
  • Manchester Victoria and Blackburn stations – 39.4 miles

The first section could be easily run by a battery electric train, but the second section would need a charger at Blackburn station to return to Manchester Victoria station.

The batteries would be charged on the two fully electrified sections of the line between Wigan Wallgate and Manchester Victoria stations.

Wigan Wallgate And Leeds

There are two sections without electrification.

  • Hindley and Salford Crescent stations – 13.4 miles
  • Manchester Victoria and Leeds stations – 50.2 miles

The first section could be easily run by a battery electric train.

But the second section would be very much touch-and-go with a battery-electric train with a range of 56 miles, despite the fact that both Manchester Victoria and Leeds stations are electrified.

It should also be noted that Network Rail has plans in the TransPennine Upgrade to electrify the route between Leeds and Heaton Lodge junction between Mirfield and Brighouse stations. This would reduce the second section without electrification to a more manageable 37.1 miles.

I suspect that by the time the TransPennine Upgrade is complete, battery range would have improved to allow Manchester Victoria and Leeds stations to handle the route.

Battery-Electric Trains That Could Run The Services Through Wigan Wallgate Station

I have used the Hitachi Regional Battery Train as an example of a train that might run the services through Wigan Wallgate station.

  • It has an operating speed of 100 mph.
  • It could be based on a Class 385 train, which have three or four cars.
  • It would have a battery range of 56 miles.

I suspect a demonstration train will run by 2025, which is the expected date of completion of the Lostock and Wigan electrification project.

But other manufacturers and rolling stock companies could also supply trains, with this specification.

  • Alstom could create a battery-electric train based on an Electrostar, like a Class 379 or Class 387 train.
  • CAF are developing a battery-electric train based on a Class 331 train.
  • Porterbrook are developing a battery-electric train, based on a Class 350 train.
  • Stadler could probably deliver a battery-electric Flirt based on a Class 755 train.

Competition would hopefully result in an excellent train, that would be suitable for many routes in the UK.

Northern’s Battery Plans And CAF

I suspect though that CAF could be the front runner as Northern already have forty-three Class 331 trains in service.

In Northern’s Battery Plans, I describe how CAF and Northern are planning to convert a number of three-car Class 331 trains into four-car battery-electric trains.

  • The fourth car would contain batteries.
  • Batteries would also be added to the PTS (pantograph) car.

I suspect that the battery range could be arranged so that all routes suitable for battery-electric operation could be handled.

In this article on Rail Magazine, which is entitled Northern Plans More New Trains After CAF Milestone, this is a paragraph.

A CAF source confirmed that a lot of work was ongoing with Northern, including the continued development of a battery EMU that is planned to be tested on the Oxenholme-Windermere route.

As the article dates from January 2021, things should be progressing.

Possible routes for battery-electric operation could be.

  • Northumberland Line – Under construction
  • Csrlisle and Newcastle – 61.5 miles between electrification at both ends
  • Wigan Wallgate and Leeds via Dewsbury – 50.2 miles between electrification at both ends
  • Manchester Victoria and Leeds via Hebden Bridge – 49.8 miles between electrification at both ends
  • Leeds And Carlisle via Settle – 86.8 miles between electrification at both ends.
  • Leeds and Morecambe – 37.8 miles between electrification.
  • Manchester Airport and Barrow-in-Furness – 28.7 miles from electrification
  • Manchester Airport and Windermere – 10.9 miles from electrification

Note.

  1. The distance is the longest section without electrification.
  2. Some routes have electrification at both ends.
  3. Some need an out-and-back journey at one end of the route.

I was surprised that the Settle and Carlisle Line could be included and as battery technology improves it certainly will be possible.

What a tourist attraction that line would be if worked by battery-electric trains.

Conclusion

This electrification of just 6.5 miles of double-track between Lostock junction and Wigan Wallgate station seems to be one of the smaller electrification projects.

But on closer examination, when linked to a fleet of battery-electric trains with a range of perhaps forty miles, the electrification enables battery-electric trains to run these services.

  • Southport And Alderley Edge
  • Southport And Stalybridge
  • Kirkby And Manchester Victoria

With a charging station in Blackburn station, then the Wigan Wallgate And Blackburn service can be added.

It also looks that with the completion of the TransPennine Upgrade between Huddersfield and Leeds, that it might even be possible to run Wigan Wallgate and Leeds using battery-electric trains.

There will be a long list of stations, previously served by diesel trains, that will now only be served by electric or battery-electric trains.

  • Appley Bridge
  • Atherton
  • Bescar Lane
  • Burscough Bridge
  • Daisy Hill
  • Gathurst
  • Hag Fold
  • Hindley
  • Hoscar
  • Ince
  • Kirkby
  • Meols Cop
  • Moorside
  • New Lane
  • Orrell
  • Parbold
  • Pemberton
  • Rainford
  • Southport
  • Swinton
  • Upholland
  • Walkden
  • Wigan Wallgate
  • Westhoughton

That is a total of twenty-four stations.

Never in the field of railway engineering, has one small section of electrification delivered electric trains to so many stations.

 

September 1, 2021 Posted by | Transport/Travel | , , , , , , , , , , , | 14 Comments

Kraft Heinz And Freight Innovation

In the UK, we certainly need to get more freight on to the railways.

Recently, KraftHeinz were involved in an experiment. A lot of their product currently comes into the UK in containers, which are then taken by road from the ports by truck.

This report about the experiment was on this page of the Modern Railway’s web site.

KraftHeinz’s distribution centre is in the Orrell district of Wigan, with the Wigan Wallgate to Southport route the closest railway line. The trial involved a container train that was sent from Crewe to the branch on an overnight working, with the notional offloading taking place from the running line close to Gathurst station. Also demonstrated was the feasibility of loco run round in this area. Network Rail signallers helped ensure the success of the trial by facilitating the use of a crossover at Parbold station for the run round (some signal alterations would be likely if this became a regular operation).

This Google Map shows the area.

Note.

  1. Gathurst station is in the North-West corner of the map.
  2. The KraftHeinz Distribution Centre is in the South-East corner of the map.
  3. The Wigan Wallgate and Southport Line runs between the two.

It was all very convenient for some intense  night work.

I have some thoughts.

Where’s The Siding?

Years ago a lot of factories and distribution centres like this, would have had a siding.

Many have been sold off and built over, as many companies preferred to use road transport.

Using The Running Line

This was first used in the UK to load timber on to trains in the North of Scotland for transporting to markets in the South.

Surely, the only thing needed is ground strong enough alongside the track to support a container handling machine.

Were JCB Involved?

JCB are innovators and appeared a few days on this blog, in this a post entitled JCB Finds Cheap Way To Run Digger Using Hydrogen.

Although, that post wasn’t about cargo handling, it shows that the company thinks differently and I’m sure they can come up with a pollution-free container-handler to unload containers at night for companies like KraftHeinz.

Conclusion

Surely, if this freight movement were to be used regularly, the signalling changes and perhaps some concrete should be installed.

We need more cargo-handling experiments like this to get more trucks off the road.

May 24, 2021 Posted by | Food, Transport/Travel | , , , , | 4 Comments