Merseyside: New stations planned

[Wavertreelad]

You're right on that. The line was originally four track all the way from Walton Junction to Exchange, but this was reduced to two out in various stages between 1968 and 1977. I still am somewhat sceptical about whether a chord line would be physically possible, given the costs involved, but naturally I'd love to be proved wrong. The real shame is that the direct connections from the North Mersey Branch and L&Y main lines to the docks have been so thoroughly built over.

I'm no expert either but looking at pictures of the site of Atlantic Junction which is on the north side of the tunnel under Kirkdale station, the trackbed of the Bootle Branch looks to be between 40 to 50 feet below the surrounding ground level. Assuming the line remains level or continues to rise under western end of Kirkdale station and the tunnel roof cut back, the connection could be constructed to rise along the route of the two lift tracks, although the floors of the tunnels would have to lowered to accommodate the gradient. At a rough guess the distance from this point to Walton Junction is about a mile so the gradient would be somewhere about 1 in 88 if 60ft below down to 1 in 132 if 40ft below.

As for the cost, presumably this would be commercial consideration for Peel who having spent GBP300 million on Liverpool2 alone could be faced with the prospect in five to ten years time of having virtually no spare train paths in and out of the Port. An alternative road route to the M57 also likely to be a long term project but building a 4 mile motorway standard link road between Seaforth Dock Gate and Switch Island would cost approx. GBP120.00 million plus (according to an article on BBC News website from 2011) and is likely to be necessary whatever happens. Under government policy the cost would have to be partially funded by Peel. The problem with this approach is that whilst the Port is competitive for distribution by road up to approx. 150 miles away thereby covering much of Northern England and the Midlands it is not always competitive on the longer distances. With fuel costs continually rising another greener solution is necessary and rail is the obvious solution particularly if Liverpool2 generates a large amount of intermodal traffic.

Apart from the benefits for the Port of Liverpool and potentially Merseyrail and/or the new Northern franchise with the upgrading of the Kirkby Wigan line with the new direct connection to the port, there could be another beneficiary in the shape of Freightliner. The present Garston site is not in the best location for handling intermodal traffic from Liverpool2 which is still likely to be largest local source of volume of intermodal traffic in the area in the long term. Closing Garston and moving it to Seaforth would eliminate local shunts across Liverpool and dramatically increase the value and prospects of rail distribution to and from the Port with the possibility that Knowsley 700 could also be directly rail connected. It's only a thought, and as far as know I know there are no plans to do this, but it does seem to be logical development.
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I'm no expert either but looking at pictures of the site of Atlantic Junction which is on the north side of the tunnel under Kirkdale station, the trackbed of the Bootle Branch looks to be between 40 to 50 feet below the surrounding ground level. Assuming the line remains level or continues to rise under western end of Kirkdale station and the tunnel roof cut back, the connection could be constructed to rise along the route of the two lift tracks, although the floors of the tunnels would have to lowered to accommodate the gradient. At a rough guess the distance from this point to Walton Junction is about a mile so the gradient would be somewhere about 1 in 88 if 60ft below down to 1 in 132 if 40ft below.

As for the cost, presumably this would be commercial consideration for Peel who having spent GBP300 million on Liverpool2 alone could be faced with the prospect in five to ten years time of having virtually no spare train paths in and out of the Port. An alternative road route to the M57 also likely to be a long term project but building a 4 mile motorway standard link road between Seaforth Dock Gate and Switch Island would cost approx. GBP120.00 million plus (according to an article on BBC News website from 2011) and is likely to be necessary whatever happens. Under government policy the cost would have to be partially funded by Peel. The problem with this approach is that whilst the Port is competitive for distribution by road up to approx. 150 miles away thereby covering much of Northern England and the Midlands it is not always competitive on the longer distances. With fuel costs continually rising another greener solution is necessary and rail is the obvious solution particularly if Liverpool2 generates a large amount of intermodal traffic.

Apart from the benefits for the Port of Liverpool and potentially Merseyrail and/or the new Northern franchise with the upgrading of the Kirkby Wigan line with the new direct connection to the port, there could be another beneficiary in the shape of Freightliner. The present Garston site is not in the best location for handling intermodal traffic from Liverpool2 which is still likely to be largest local source of volume of intermodal traffic in the area in the long term. Closing Garston and moving it to Seaforth would eliminate local shunts across Liverpool and dramatically increase the value and prospects of rail distribution to and from the Port with the possibility that Knowsley 700 could also be directly rail connected. It's only a thought, and as far as know I know there are no plans to do this, but it does seem to be logical development.

For anybody who may not know the local landscape between Kirkdale and Walton Junction, this video shows the route from about 6 minutes, albeit it was recorded in the 1990's. Sadly I can't find any images of where the Bootle Branch emerges on the south side of the station.

http://youtu.be/6IDXXn54rMs

 

[Mutant Lemming]

I'm perusing a MPTE / MPTA M.A.L.T.S. document from September 1974 which 'gave top priority' to electrification to Hough Green with future third rail extension to Warrington, 'a further major extension being actively developed to Skelmersdale, the re-electrification of the 2 1/2 mile link between Aintree and Bootle with a re-instated station near the Giro HQ and consideration to running through Liverpool Central to Shotton services being diesel hauled from Birkenhead North.
I suppose the loop and link did get built and some of the electirification was completed (albeit 30 years later) but only about a quarter of the grandoise schemes ever made it. So maybe there will be 7.5 new stations by 2044.

 

[Wavertreelad]

I'm perusing a MPTE / MPTA M.A.L.T.S. document from September 1974 which 'gave top priority' to electrification to Hough Green with future third rail extension to Warrington, 'a further major extension being actively developed to Skelmersdale, the re-electrification of the 2 1/2 mile link between Aintree and Bootle with a re-instated station near the Giro HQ and consideration to running through Liverpool Central to Shotton services being diesel hauled from Birkenhead North.
I suppose the loop and link did get built and some of the electirification was completed (albeit 30 years later) but only about a quarter of the grandoise schemes ever made it. So maybe there will be 7.5 new stations by 2044.

Things have moved on a lot since 1974 but some of the proposals from those times could now gain a better business case particularly when linked to long term investments such as HS2/HS3, assuming they are built, and the growing importance of the Port of Liverpool. There is also the greater number of passengers using the local rail network, congestion and government policy of electrification.

As for the actual number of stations to be built in the next thirty year, I suspect we might see 10 to 15 completed or reopened of the 30 in the headline report, but we shall soon see when the list is due to be published next month.

 

[Pyreneenguy]

More stations...
Journey time is long enough already but adding more stations to the route is crazy idea.
If it happens I think MR will need to get a fast train an hour to Liverpool and places calling at these places.

Chester-Chester: Calling at Chester, Hooton, Bebington, Birkenhead Hamilton Square, Liverpool James Street, Moorfields, Liverpool Lime Street, Liverpool Central, Liverpool James Street, Birkenhead Hamilton Square, Bebington, Hooton and Chester.

Ellesmere Port-Ellesmere Port: Calling at Ellesmere Port, Hooton, Rock Ferry, Birkenhead Hamilton Square, Liverpool James Street, Moorfields, Liverpool Lime Street, Liverpool Central, Liverpool James Street, Birkenhead Hamilton Square, Rock Ferry, Hooton and Ellesmere Port.

West Kirby-West Kirby: Calling at West Kirby, Moreton, Bidston, Birkenhead North, Birkenhead Hamilton Square, Liverpool James Street, Moorfields, Liverpool Lime Street, Liverpool Central, Liverpool James Street, Birkenhead Hamilton Square, Birkenhead North, Bidston, Moreton and West Kirby.

New Brighton-New Brighton: Calling at New Brighton, Birkenhead North, Birkenhead Hamilton Square, Liverpool James Street, Moorfields, Liverpool Lime Street, Liverpool Central, Liverpool James Street, Birkenhead Hamilton Square, Birkenhead North and New Brighton.

Liverpool Central-Ormskirk: Calling at Liverpool Central, Moorfields, Sandhills, Kirkdale, Maghull, and Ormskirk. (Same on the way back).

Liverpool Central-Kirkby: (Not really needed but just in case) Calling at Liverpool Central, Moorfields and Kirkby. (Same on way back).

Hunts Cross-Southport: Calling at Hunts Cross, Liverpool South Parkway, Liverpool Central, Moorfields, Sandhills, Bootle (I don't know the area so I don't know the most busy station of the 2), Formby, Ainsdale and Southport. (Same on way back).

I based this on the population of each place and I also had one at most junctions.

I can't remember the year, but Southport to Liverpool Exchange expresses were tried for a year stopping at Birkdale, Ainsdale and Formby. At the time I knew a driver on the line and had many a cab ride. Happy days !
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Personally I think that the extension of the Merseyrail 3rd Rail to Preston could be done, although this would require dual electrification from Farringdon Curve Junction about a mile into Preston Station. It would make far more sense to reinstate the North Burscough Curve and OHL Electrify the line from Farringdon Curve junction all the way into Southport. This would reinstate the direct services between Preston and Southport that were lost with the regrettable closure of the West Lancashire Line in September 1964.

Reinstating the North Burscough curve is a relatively small investment, but even so ,the disputes between Merseyside and Lancashire make it an unlikely eventuality, even in the long term. I'm sure a decent peak service would be well patronised and could be achieved by making use of the existing passing-loop at Rufford.

 

[Xenophon PCDGS]

Reinstating the North Burscough curve is a relatively small investment, but even so ,the disputes between Merseyside and Lancashire make it an unlikely eventuality, even in the long term. I'm sure a decent peak service would be well patronised and could be achieved by making use of the existing passing-loop at Rufford.

Your mention of Lancashire immediately brought to mind the location of Skelmersdale.

 

[21C101]

I wonder if Hunts Cross to Gateacre or beyond features?

The network is quite currently messy and bitty with numerous end on termini which must supress demand.

Electrifying Bolton - Wigan - Kirkby would enable a through service from Bolton to Liverpool (new dual voltage stock needed obviously)

Similarly electrifying Ormskirk to Burcough Junction with a Preston to Southport via Burscough Junction servic

Also Ellesmere Port to Runcorn via Frodsham enabling through services with a new Widnes South & Ditton Parkway Station which would be nearer the town than the current Widnes station.

 

[Mutant Lemming]

I wonder if Hunts Cross to Gateacre or beyond features?

.

The outer loop featured in the 1974 plans with stations at Childwall, an interchange at Broad Green, re-opening Knotty Ash, West Derby and Clubmoor. It will never happen. The stations are just not situated in the right places. Apart from Clubmoor they are not close to significant housing or industrial devleopments and in every instance there are very frequent and much quicker bus services into the city centre. Even back in the day they could not compete with the quicker and frequent trams in to town and nothing has really changed. During the Meresyside Blitzes of May and December 1941 was the only time the route saw heavy passenger use after the direct L & Y route from Liverpool to Southport was put out of action by the Luftwaffe.

Gateacre was the only relativley realistic possibility though I doubt the projected passenger numbers even to re-open that short stretch would economically viable.

 

[Wavertreelad]

I wonder if Hunts Cross to Gateacre or beyond features?

The network is quite currently messy and bitty with numerous end on termini which must supress demand.

Electrifying Bolton - Wigan - Kirkby would enable a through service from Bolton to Liverpool (new dual voltage stock needed obviously)

Similarly electrifying Ormskirk to Burcough Junction with a Preston to Southport via Burscough Junction servic

Also Ellesmere Port to Runcorn via Frodsham enabling through services with a new Widnes South & Ditton Parkway Station which would be nearer the town than the current Widnes station.

Due to the geography of Liverpool most public transport is designed to take passengers into and out of the city centre like the spokes on a wheel, with very little provision for cross city travel on the outskirts of the city. Extending the present Merseyrail service to Gateacre would involve reopening part of the Outer Link Line, or CLC route to Bootle as it could serve a large residential area. Slightly more ambitious would be to reopen the route as far as Broadgreen to provide an interchange with the Chat Moss route. Reopening beyond this point may be a little more difficult, a single line might just scrap past the Sainsbury's store at East Prescott Road, made easier if the rear access to the store could transferred to the opposite side. With Broadgreen and Alder Hey Hospitals lying alongside the line in this area there could be demand for a reopened Knotty Ash and Stanley station which would generate passenger numbers. As far as I know the trackbed is then intact, as far as the Walton area, dependant on which route is taken. The CLC route from Hunts Cross to Warrington has been mentioned by Merseytravel, but I suspect this route will remain with successors to Northern Rail and TPE.

Wigan to Kirkby is a distinct possibility for the longer term as I feel as the business case including freight is I suspect compelling, add services beyond Wigan would be part of any infill schemes as will Ormskirk to Preston and Southport to Preston via Burscough and even Manchester.

Ellesmere Port and Frodsham to Runcorn to Lime Street is highly likely as the Halton Curve scheme has already been approved, although as yet no electrification scheme has been announced but the assumption must be this will OHLE. Ditton must be a prospect reopening if further local services are introduced on this route.

 

[8A Rail]

Also Ellesmere Port to Runcorn via Frodsham enabling through services with a new Widnes South & Ditton Parkway Station which would be nearer the town than the current Widnes station.

Are you assuming that the old Ditton Station site would be "Widnes South & Ditton Parkway Station"? If so, I dont think it is any nearer to the town than the existing station "Widnes" (& Farnworth) and I think the population is greater around that station too and within walking distance too. Idea is a good one but it would be down to "London Midland" whether they would stop ALL their trains at the new station rather than a select few which could happen. The thing that IS in its favour, is the proposed charges to cross the two bridges but local's (Halton residents) will be exempted from those charges, so they will continue to use Runcorn especially as Virgin stop there anyway. With respect to Widnes and the people (some of whom are friends), it is not exactly a hot destination for visitors either.

 

[Bevan Price]

Wigan to Kirkby is a distinct possibility for the longer term as I feel as the business case including freight is I suspect compelling, add services beyond Wigan would be part of any infill schemes as will Ormskirk to Preston and Southport to Preston via Burscough and even Manchester.

.

The problem with Wigan to Kirkby is that the most of the intermediate stations are not convenient for the local populations.

Rainford (formerly Rainford Junction) is about 1 mile from the main part of Rainford, and has a very small car park.
Upholland is probably over 1 mile from the main populated areas, and does not have a proper car park.
Pemberton has some nearby housing, but finds it difficult to compete with frequent bus services into Wigan serving more heavily populated parts of Pemberton.
Only Orrell has concentrated areas of population within easy walking distance from the station, but has no dedicated car park.

 

[21C101]

Are you assuming that the old Ditton Station site would be "Widnes South & Ditton Parkway Station"? If so, I dont think it is any nearer to the town than the existing station "Widnes" (& Farnworth) and I think the population is greater around that station too and within walking distance too. Idea is a good one but it would be down to "London Midland" whether they would stop ALL their trains at the new station rather than a select few which could happen. The thing that IS in its favour, is the proposed charges to cross the two bridges but local's (Halton residents) will be exempted from those charges, so they will continue to use Runcorn especially as Virgin stop there anyway. With respect to Widnes and the people (some of whom are friends), it is not exactly a hot destination for visitors either.

I was thinking of a new site as near as practicable to the junction with the old line to Warrington via Fiddlers Ferry, with entrance and large car park on Ditton Road which in turn leads directly onto the A562/A533 grade separated interchange and Widnes town centre

 

[Wavertreelad]

I was thinking of a new site as near as practicable to the junction with the old line to Warrington via Fiddlers Ferry, with entrance and large car park on Ditton Road which in turn leads directly onto the A562/A533 grade separated interchange and Widnes town centre

I'm a little confused over the site proposed as looking at Google maps and assuming you wish to avoid constructing a station on the north side viaduct or bank which would be massively expensive, the nearest point would appear to be the St Michael's Road area but even this access "road" appears to be little more than a track. Industrial development between Ditton Road and the railway line might also preclude any development in this area, and then there is the question the wisdom of building a park and ride facility so near a potential bottleneck of the bridge approach.

For me Ditton is the only alternative as the access and space for a decent park and ride car park appears to be available. Furthermore, it should be possible to build a junction and short link road from the A562 Speke Road to the local road network which could not only provide adequate access for a the station, but also open up the surrounding area south of the railway for development and thus employment prospects which is one of the aims for re-openings.

 

[185]

My 2 cents....

Merseyrail - dump Hunts X, divert off after South Parkway and a 2.2km extension to JLA / with 300m in a tunnel; then a 400m future extension to Speke Western Avenue.

Stops at Estuary Business Park and Speke Boulevard.

I'll shurrup now :P

 

[pablo]

Gateacre has been done before. LPL Central to Gataecre DMU shuttle was the last remaining service out of Central before closure.

 

[8A Rail]

For me Ditton is the only alternative as the access and space for a decent park and ride car park appears to be available. Furthermore, it should be possible to build a junction and short link road from the A562 Speke Road to the local road network which could not only provide adequate access for a the station, but also open up the surrounding area south of the railway for development and thus employment prospects which is one of the aims for re-openings.

No need to build a new road junction on the A562 has they are already there to serve Ditton whether west to the old station or east towards the roundabout - just need to improve the existing roads for any possible access.

As for development south of the railway, it has already happened, Stobarts stretches from Ditton East Junction (ex AHC) upto Widnes West Bank (OConnors & beyond) including Tesco's warehouse. Behind those developments at either end is small industrial estates. Sometime in the future, you will have a new (rail connected) warehouse development west of Ditton Signal Box, hence the new road access from A5300 / A562 interchange at the west end of the proposed development.

 

[21C101]

Whats the current situation with the old LNW line from Ditton to Stockport via Warrington.

 

[8A Rail]

Whats the current situation with the old LNW line from Ditton to Stockport via Warrington.

In tact as far as Latchford going east. After that, track lifted and completely disappeared, also bridges missing too. Others may be able to confirm, I'm sure there one / two bits that have built upon too but I'm not sure.

 

[Wavertreelad]

No need to build a new road junction on the A562 has they are already there to serve Ditton whether west to the old station or east towards the roundabout - just need to improve the existing roads for any possible access.

As for development south of the railway, it has already happened, Stobarts stretches from Ditton East Junction (ex AHC) upto Widnes West Bank (OConnors & beyond) including Tesco's warehouse. Behind those developments at either end is small industrial estates. Sometime in the future, you will have a new (rail connected) warehouse development west of Ditton Signal Box, hence the new road access from A5300 / A562 interchange at the west end of the proposed development.

Agree new link road not necessary as existing access would be adequate, although as you say in need of some improvements. However, I also note that the new link road from the A5300/A562 through the industrial site could be also be extended in the direction of a reopened Ditton Station perhaps to form a T junction with Ditton Road at the overbridge over the railway allowing better access to the area for commercial developments in the area.

The Stobarts and Tesco development are certainly massive and capable of further expansion towards the river and provide a stimulus to the economy and local jobs and the sort of location that might attract Merseytravel to consider investing in especially if it could be linked to the Halton Curve reopening.
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My 2 cents....

Merseyrail - dump Hunts X, divert off after South Parkway and a 2.2km extension to JLA / with 300m in a tunnel; then a 400m future extension to Speke Western Avenue.

Stops at Estuary Business Park and Speke Boulevard.

I'll shurrup now :P

Merseyrail could continue beyond to Hunts X and then on to Gatacre etc., without much problem, leaving the CLC to Warrington in the hands of Northern Rail and TPE and the new franchise holders.

The solution for JLA could be easier solved if Freightliner vacated Garston, perhaps moving to a site within the dock estate at Seaforth. This would allow Merseytravel to rebuild the old St Helens Canal & Railway Company route to Warrington which would involve a junction on the line from Central just beyond Cressington and Grassendale and then following the alignment of the Garston bye-pass into the existing tracks in the Freightliner terminal. The route then passes under Speke Road and around the back of the residential development before turning through 90 degrees beyond the retail park and passing back under Speke Boulevard and towards the airport and a station which perhaps could even serve Speke area. Sadly any station to serve JLA is not going be cheap given the cost of a new rail construction involved, and there would probably need to be substantial increase of passenger numbers at the airport for the scheme to be considered seriously.

 

[Mutant Lemming]

The solution for JLA could be easier solved if Freightliner vacated Garston, perhaps moving to a site within the dock estate at Seaforth. This would allow Merseytravel to rebuild the old St Helens Canal & Railway Company route to Warrington which would involve a junction on the line from Central just beyond Cressington and Grassendale and then following the alignment of the Garston bye-pass into the existing tracks in the Freightliner terminal. The route then passes under Speke Road and around the back of the residential development before turning through 90 degrees beyond the retail park and passing back under Speke Boulevard and towards the airport and a station which perhaps could even serve Speke area. Sadly any station to serve JLA is not going be cheap given the cost of a new rail construction involved, and there would probably need to be substantial increase of passenger numbers at the airport for the scheme to be considered seriously.

Some of the Halton Curve money could go towards it as there could then be a direct Chester - Liverpool Airport service.

 

[LNW-GW Joint]

In tact as far as Latchford going east. After that, track lifted and completely disappeared, also bridges missing too. Others may be able to confirm, I'm sure there one / two bits that have built upon too but I'm not sure.

From Thelwall eastwards, it is now the Pennine Way walking and bridle path*.
Thelwall to Latchford has been built on west of the MSC bridge and is pretty much unusable.
You couldn't reinstate the line from Cheadle Heath through Stockport Tiviot Dale, or from Broadheath to Timperley, as it's all been redeveloped.

* Edit: it diverts from the railway route in several places and is very definitively blocked by the M6 as it begins to cross Thelwall Viaduct.

 

[8A Rail]

.......However, I also note that the new link road from the A5300/A562 through the industrial site could be also be extended in the direction of a reopened Ditton Station perhaps to form a T junction with Ditton Road at the overbridge over the railway allowing better access to the area for commercial developments in the area. .....

The reason for the new link road is to keep the trucks away from Halebank / Ditton into the new development otherwise defeats the object of the exercise. Cars and such like would go via Halebank Road if a connection is made from the new link road so no need for an connection to the link road from Hale Road (not Ditton Road) by the old station.

The solution for JLA could be easier solved if Freightliner vacated Garston, perhaps moving to a site within the dock estate at Seaforth.

Freightliner is well established at Garston FLT, and this terminal also supports the Stobarts/OConnors terminal at Widnes too. Operationally, not really pracitable. Seaforth CT would be stand alone if and when there is any "liner" freight, and who is to say it will Freightliner operated also - it could be GBRf, DRS or DBS (may be Colas although unlikely) as all those companies operate "liner/intermodal" traffic already.

 

[Wavertreelad]

The reason for the new link road is to keep the trucks away from Halebank / Ditton into the new development otherwise defeats the object of the exercise. Cars and such like would go via Halebank Road if a connection is made from the new link road so no need for an connection to the link road from Hale Road (not Ditton Road) by the old station.

I'd agree particularly as the new road is only a two lane carriageway through the industrial estate which is why I stated could be extended towards a reopened Ditton Station although whether it would be desirable is another matter.

Freightliner is well established at Garston FLT, and this terminal also supports the Stobarts/OConnors terminal at Widnes too. Operationally, not really pracitable. Seaforth CT would be stand alone if and when there is any "liner" freight, and who is to say it will Freightliner operated also - it could be GBRf, DRS or DBS (may be Colas although unlikely) as all those companies operate "liner/intermodal" traffic already.

I'd also agree about Freightliners establishment at Garston, although whilst Freightliner collaborate with Stobbarts much could depend on the shipping lines attracted to Liverpool2 and their respective rail requirements in and out of the terminal and what deals Peel negotiates with all the intermodal carriers.
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Liverpool Echo and the BBC are reporting developments on Merseytravels plans.

The Liverpool Echo today states.

"A massive 30-year plan to expand the regional rail network and breathe new life into Liverpool’s economy has been revealed.

Rail chiefs are keen to construct new lines and reopen closed ones, plus the building of new stations as part of their blueprint for better passenger and freight services.

They are convinced these new rail links to towns around the North West will lead to new business opportunities and stimulate trade as the best way of regenerating the Liverpool City Region’s economy.

Not only that, they believe boosting the “northern powerhouse” of industry and business can help rebalance the national economy.

The Long Term Rail Strategy document will be put to the Merseytravel Committee next week , before going to the Combined Local Authority for approval on September 19.

Cllr Liam Robinson, Merseytravel chairman, has hailed this rail strategy as “big picture” thinking for the future, but says this is a “fluid” plan which can change.

The document was developed by Merseytravel as strategic transport advisor to the Combined Local Authority and is intended to be regularly reviewed to keep pace with any changes.

The draft blueprint, which outlined the package of 12 rail priorities, was approved by both Merseytravel and the Combined Authority last May.

The full strategy details potential individual schemes within these 12 priorities, the reasoning behind them and possible time scales.

The possible benefits of building High Speed Rail 2 (HS2) from London to the North West is reflected in the schemes being taken forward.

The strategy also highlights the importance of developing better west - east rail links across the whole of the North.

This includes main projects already under way like Liverpool - Manchester electrification to reduce journey times. The next step is the obvious extension of this to Leeds and York to join with the already electrified East Coast Mainline. Nearer home, if Liverpool is granted its wish for a direct link to the HS2 network, Lime Street station could be enlarged and a rail link built to Liverpool John Lennon Airport.

Cllr Robinson thinks this would give further impetus to the Lime Street area and the adjacent universities area.

New or replacement stations are proposed to serve many different areas, including the universities, Smithdown Road, Vauxhall, Anfield (for better access to Liverpool FC and Everton FC), Edge Lane, Tuebrook, Kirkby, Maghull North, Woodchurch (Birkenhead) and a first-ever station and rail link for Skelmersdale.

Cllr Robinson said: “This is real ‘big picture’ thinking by the Liverpool City Region. Such strategies are not traditionally driven by local bodies.

“Doing it this way, working with Network Rail (the rail infrastructure owner), ensures that our transport planning is intrinsically linked to our economic planning.

“There’s growing confidence in our City Region economy and a recognition of the key role that we have in the ‘northern powerhouse’ as a means to rebalance the whole UK economy.

“But this can only be properly realised by ensuring that we are geared up for a significant increase in passengers and freight over the next 30 years.

“The rail strategy is about co-ordination and building on our successes, most notably the Merseyrail network.

“It is about ensuring rail connections within our city region link seamlessly with those beyond, to the untapped potential of local catchment areas such as North Wales and Skelmersdale, but to London and beyond.

“The need for City Regions to develop their own plans to feed into this bigger picture was one of the recommendations of the ‘One North’ report presented to the Chancellor earlier this month.”"

BBC Radio Merseyside is reporting

"News on the hour
09:00: Giulia Bould BBC Radio Merseyside A new train station in Liverpool city centre is one of a number of proposals set out by Merseytravel in a major 30-year plan.

New stations are being considered near the Baltic Triangle area of Liverpool, and in Maghull."


No doubt the full text of the report will be available shortly, but nothing so far.

 

[WatcherZero]

Theres a Merseytravel Committee meeting scheduled for the 4th of September and I presume its intended to be presented at that. I will see If I can dig up something.

Mmm, no nothing posted anywhere, must have been private journalist briefing. I would suggest checking the following link after the end of the work day.

http://moderngov.merseytravel.uk.net/ieListDocuments.aspx?CId=326&MId=1109

 

[185]

For JLA, this one I reckon would be the least cost as it clashes with only two properties (1 scrapyard, and 1 industrial unit on the EBP).

Much is in a culvert, which avoids severing roads, and provides Speke and Estuary business park with proper transport links.

 

[LNW-GW Joint]

From the BBC web site: http://www.bbc.co.uk/news/uk-england-merseyside-28948693

The plans include:
- Increasing frequency of Liverpool to London services and new direct routes to Scotland and South Wales
- New stations at Skelmersdale, Kirkby, Carr Mill, Ditton, Maghull North, St James, Vauxhall and Town Meadow
- Extending the platforms at Liverpool Lime Street and Liverpool Central
- Extending services between South Parkway and Liverpool John Lennon Airport, Speke and Runcorn on the City Line
- Electrifying the Cheshire Line to allow for faster trains and new stations at Tarbock Interchange and Warrington West
- Restoring direct connections to Wrexham and North Wales from Liverpool and Liverpool John Lennon Airport

The strategy will go before the Liverpool City Region Combined Authority for approval on 19 September

The new "city centre" station must be St James at the Central tunnel southern mouth.
Still looks like a wish-list to me, rather than a firm plan.
Quite a lot of it is not under Merseytravel's full control (eg CLC electrification).
Bidston-Wrexham electrification doesn't appear to be there, with services via the Halton Curve taking precedence.

 

[theshillito]

I got the feeling that the Bidston-Wrexham electrification/service improvements would go on the backburner now the Halton Curve is getting done up. Shame, as the Borderlands line is quite pleasant.

 

[Wavertreelad]

For JLA, this one I reckon would be the least cost as it clashes with only two properties (1 scrapyard, and 1 industrial unit on the EBP).

Much is in a culvert, which avoids severing roads, and provides Speke and Estuary business park with proper transport links.

Reading the Echo article is appears the station at JLA is conditional upon a HS2 link to Liverpool which might suggest the access to a JLA station could be from the east as well enable a station to better serve the huge residential area of Speke. One to ponder over until the report is available and of course we should remember that these are only proposals at this stage.

However, taking the Echo piece on face value (perhaps dangerous) it would seem the proposals offer a substantial expansion of the network.

"New or replacement stations are proposed to serve many different areas, including the universities, Smithdown Road, Vauxhall, Anfield (for better access to Liverpool FC and Everton FC), Edge Lane, Tuebrook, Kirkby, Maghull North, Woodchurch (Birkenhead) and a first-ever station and rail link for Skelmersdale."


Universities, do this mean one or more of the tunnels from Edge Hill being reopened and connected to the Northern Line with a station in the southern Crown Street area or on the northern side near the new Royal Liverpool Hospital. The alternative would be a station off the existing main Edge Hill to Lime Street tunnels that would be hugely disruptive, costly and difficult especially if HS2 trains were to run into an enlarged Lime Street.

Smithdown Road, is presumably the old Sefton Park Station, details shown on the this link

http://www.disused-stations.org.uk/s/sefton_park/index.shtml

This would serve a large residential area, with a large number of students living locally and attending the main city centre universities.

Vauxhall, Anfield (for better access to Liverpool FC and Everton FC), Edge Lane, Tuebrook suggests the Bootle Branch which is presently not electrified. Given it's current sole use as serving the Port of Liverpool, it would seem logical that eventually it would be wired. Does this mean then dual voltage stock for Merseyrail and apart from Lime Street, where would the trains terminate?

Maghull North, is perhaps no suprise, an addition to the Ormskirk Line.

Woodchurch (Birkenhead) suggest some development on the Bidston Wrexham Line, perhaps as a park and ride facility and it being operated by Merseyrail rather than ATW, perhaps once again suggesting electrification.

A first-ever station and rail link for Skelmersdale." means Kirkby becomes a through station again, and with this line already scheduled for upgrading to accomadate intermodal traffic from the Potters facility, could it be wired as well through to Wigan eventually. Connecting the Kirkby Wigan to the Bottle Branch at Kirkdale would then make even more sense again in the long run.

Finally the BBC report of a station near the Baltic Triangle would suggest a reopening of the disused St James Station again an area that is begining to once again see a large amount of local development, and is not far from the Liverpool Echo Arena.

http://www.disused-stations.org.uk/l/liverpool_st_james/

That's twelve stations of a possible thirty alluded too originally, interestingly no mention of developments on the CLC route, City Line or Halton Curve but either the Echo reporters pen had run out by now, or these will be announced later, perhaps in the autumn statement by the Chancellor.

Interesting times ahead if, and yes it is a big if, these proposals turn into steel and concrete.
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From the BBC web site: http://www.bbc.co.uk/news/uk-england-merseyside-28948693


The new "city centre" station must be St James at the Central tunnel southern mouth.
Still looks like a wish-list to me, rather than a firm plan.
Quite a lot of it is not under Merseytravel's full control (eg CLC electrification).
Bidston-Wrexham electrification doesn't appear to be there, with services via the Halton Curve taking precedence.

Looks like the Echo and BBC have each cherry picked some different points, or were given seperate briefings. Should be interesting to see when the full text of the press release is released.

 

[WatcherZero]

Theres a Merseytravel Committee meeting scheduled for the 4th of September and I presume its intended to be presented at that. I will see If I can dig up something.

Mmm, no nothing posted anywhere, must have been private journalist briefing. I would suggest checking the following link after the end of the work day.

http://moderngov.merseytravel.uk.net/ieListDocuments.aspx?CId=326&MId=1109

Committee meeting papers now up.

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Basically 30 year plan looking at what was required (crowding, fleet replacement, need for freight paths) and what the opportunities were (potential for general modal shift from car to rail, chance to convert south wigan and Skelmersdale car users to rail) this then formed 12 projects or 'packages' of improvement works. They then put them through a basic feasability and cost analysis, prioritised the list according to cost-benefit and put together a outline Gantt chart of when these Packages would be built during the next 20 years, all with the provisio that the strategy is likely to be flexible and adapt to changes in circumstance and finance. Suggestions of new stations is scattered through nearly all
the schemes but no concrete plans to pursue in most cases only possibilities. Also in many cases they suggest lobbying for electrification outside their area and improved services without direct intervention from themselves, where they are actively proposing taking the lead I have mentioned GRIP studies or Feasability studies to be carried out. I am sure people will find things I missed or correct my geograpthy but the following is stuff Ive pulled out.

Financial Priority list is:
National Connections -
Merseyrail Enabling 1
Liverpool City Centre Capacity 2
City Line 3
Cheshire Lines Committee 4
Halton Curve 5
Chester and Ellesmere Port 6
Ormskirk - Preston 7
Kirkby - Wigan 8
Borderlands Line 9
Conversion of Freight Lines 10
Selected New Stations -


(1) Improving National Passenger and Freight Connections (CP5 – CP7)
Extend platforms 3 and 4 at Liverpool South Parkway to accomodate Pendolino and 6 car trains. Grade seperate junctions of Bootle Branch, West Coast Mainline and Chat Moss route to reduce freight/passenger conflicts. lobby for inclusion in passenger franchises of routes from Liverpool to Scotland, London, Midlands, Cardiff, Bristol. Consider results of freight studies. Essentially attempt to catch up on the national passenger connection links of neighbours, provide the capacity for future freight demand of ports.

(2) Merseyrail Growth Enabling (CP5-CP8)
Replace Merseyrail stock with DC metro style units with high standing capacity and ensure they are interopable with future dual voltage vehicles, future proof Merseyrail power supply, turnback at South Parkway to increase capacity at Liverpool Central. Increase line capacity to allow introduction of a mixture of semi fasts and stoppers on longer Merseyrail lines, increase depot capacity including a new depot in Birkenhead Central. 18-20 tph capacity between Sandhills and Moorfield. To deliver a new fleet with options for ordering dual voltage units, engage with Network Rail on power and signalling upgrades, progress plans for turnback.

(3) Liverpool City Centre Capacity (CP6 – CP8)
Liverpool Central is full so encourage people to use Moorfields and James Street instead, realign Liverpool Central track and platforms, extend Lime Street platforms to cater for HS2 400m trains and other longer distance trains. Keep the requirement for a new city centre station identified in 2009 RUS under review.

(4) City Line Enhancements (CP5 – CP7)
Undertake planning work for re-use of Wapping Tunnel and new underground connections between Central and Edge Hill. Lobby Rail North for increased frequency on Chat Moss and St Helens line, study extending Merseyrail services between South Parkway and Airport / Speke / Runcorn. Safeguard provision for ordering dual voltage trains. Create new stations serving Universities and Smithdown Road corridor, make most of new electrification between Liverpool, Manchester and Wigan. remodel Wavertree junction.

5) Cheshire Lines Committee (CLC, Liverpool – Warrington – Manchester)
Route Enhancements (CP5 – CP8)

Lobby for the CLC line to be electrified, Undertake feasibility study work on plans to resolve the conflicts at Hunts Cross West Junction. Increase capacity on the CLC with passing loops. New stations at Tarbock Interchange (or Halewood South) and Warrington West. New Merseyrail electric services to Warrington Central and beyond. New connection between WCML and CLC line. Regular clock face timetable on CLC line and higher quality semi-fast rolling stock.

(6) Halton Curve (CP5 – CP7)
Provision for Halton Curve in upcoming resignalling of Wavertree, Reinstatement of two-way frequent running on Halton Curve, Undertake feasability study for provision of a new halt on the Halton Curve itself at Beechwood in Runcorn.

(7) Improved Connections to Chester and Ellesmere Port (CP6 – CP8)
Lobby for electrification of Chester-Crewe line, in the longer term undertake a feasability study of increased services Ellesmere Port – Helsby line. New stations at Ledsham and potentially on Chester – Crewe Line. Operate Pendolinos from London to north wales. generally promote improved links between Wirral and Chester and allow people in south Merseyside to utilise Crewe as a HS2 hub.

(8) Ormskirk – Preston Enhancements (CP6 – CP7)
Undertake GRIP studies on electrifying Ormskirk – Preston line including dualing and line speed improvements. Further business case development on Burscough curves, safeguard opportunity for future dual voltage trains, review options for journey and speed improvements Southport-Wigan line. Improve connections for users of the Southport-Wigan line to Liverpool.

(9) Kirkby - Wigan Line (CP6)
Commence GRIP process for design and construction of new spur and electrification between Kirkby and Skelmersdale, including construction of new stations at Headbolt Lane and Skelmersdale. Investigate possible operating savings of electrifying from Rainford to Wigan at the same time as spur is built. Ensure rolling stock provision for dual voltage units. Support aspirations to increase rail freight handling at Knowsley Industrial Park (Potter Rail Freight Terminal) by upgrading the Wigan – Kirkby line. Line would offer good connections to Scotland via Wigan for Skelmersdale and Kirkby. Potentially offer Liverpool-Manchester services on the line.

(10) Borderlands (Wrexham – Bidston) Line Enhancements (CP5 – CP7)
Lobby for electrification, investigate further business case work on electrification based on job opportunites in Deeside and potential overhead electrification. With Network Rail undertake early feasibility and initial GRIP stage work to design and construct new and upgraded rail stations on the route (Beechwood, Woodchurch and Deeside Industrial Park). Staged improvements resulting in eventually in the future annexing line to Wrexham Central to become part of Merseyrail.

(11) Mixed Passenger & Freight Use on Current Freight-Only Lines(CP7 – CP8)
Review findings of Northern Ports study to better understand the requirements for freight
access to Port of Liverpool and if feasible, undertake business case work to support conversion of The North Mersey Branch and Bootle branch lines to passenger usage incorporating the potential capacity release and access to latent markets of demand. New stations at Anfield, Tuebrook and Edge Lane. Allow Ormskirk services to be divided between two routes creating capacity for increased services to Skelmersdale and Wigan, directly link north and south Liverpool, allow rail access to stadia at Anfield and Goodison Park football.

(12) Selected New Stations (CP5 – CP7)
New stations at Carr Mill, Ditton, Maghull North, St James, Vauxhall, Town Meadow. Package essentially is standalone new stations which dont fit into electrification/line upgrade programs. Commence GRIP Process for Maghull North, model potential demand for stations at Carr Mill and Town Meadow. Survey the work required in new or replacement stations at St James and Vauxhall.

 

[185]

Reading the Echo article is appears the station at JLA is conditional upon a HS2 link to Liverpool which might suggest the access to a JLA station could be from the east as well enable a station to better serve the huge residential area of Speke. One to ponder over until the report is available and of course we should remember that these are only proposals at this stage.

Precisely the reason Merseytravel fell down in the past, where other PTEs did well - making projects conditional and subject to 'ifs'. HS2 will bring people from the south, to Liverpool. It's unlikely many of those travelling from the south will then fly from our airport.

The purpose of a station at Liverpool Airport is primarily for tourists and workers travelling from the LC & north west region, and vice versa, to use a train. Speke and nearby industrial parks would also benefit.

Liverpool is twenty years behind Manchester Airport in failing to realise the potential of an airport rail link, which would accelerate growth.

 

[WatcherZero]

I think they realised the potential, the chosen implementation however was a bit of a white elephant.