Liverpool Moorfields Underground Station
Merseyrail is an electric and diesel, rapid-transit hybrid metro/commuter rail system covering predominantly Merseyside. Centred on Liverpool the system runs underground and overground, moving over 100,000 passengers per day through 67 stations. The network is underground in central Liverpool and central Birkenhead.
Merseyrail is the second oldest urban, underground, railway in the world, however sections of the network are quite historic being the oldest of any urban railway in the world.
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The first underground section with stations originated in 1886 - Mersey Railway, the world's second underground rail network.
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The world's first deep-level underground railway - 1886. The Mersey Railways, which is now a part of the Wirral Line.
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The oldest currently electrified section dates from 1848, from Kirkdale to near the old Exchange Station, now a part of the Northern Line.
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The oldest diesel section dates from 1830, being a part of the original Liverpool-Manchester Passenger railway, now a part of the City Line. The oldest part of any urban railway in the world.
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The world's oldest used railway station, Broad Green, dating from 1830, is on the Merseyrail network.
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Merseyrail runs through the worlds oldest used tunnel at Edge Hill station - 1836.
Merseyrail is one of five metro networks in the United Kingdom, that operates trains underground, the others being the London Underground, London Docklands Light Railway, the Glasgow Subway and the Tyne & Wear Metro.
The network is gaining in popularity with constant increased passenger levels, to the point there is serious overcrowding in some stations. The underground Liverpool Central Station is being reviewed for expansion or an additional station to share the passenger load, built further down the tunnel at the junction of Lord Street/Paradise Street, which will serve the Liverpool One shopping complex. Network Rail announced a programme in April 2009 to expand Merseyrail capacity by 30%, by improving passenger management, later adding more cars to trains and increased frequency. The system is constantly being reviewed for expansion, primarily using disused tunnels, trackbed, existing freight lines and stations.
The east of the city centre is served by the City Line. Only diesel trains run on this line which is operated by Northern Rail under the Merseyrail badge. The City Line is not physically an integrated part of the electric Merseyrail metro system terminating in the city centre at mainline Lime Street Station. This section of line is to be electrified with design work currently being undertaken.
In 2003 the franchise to run Merseyrail was awarded to a consortium of Serco and NedRailways, a division of Nederlandse Spoorwegen. The franchise is contracted for 25 years.
The Merseyrail System
Merseyrail Map
Liverpool's Merseyrail is run on a similar basis as Germany's S-Bahn or Denmark's S-Tog.
The system is one of the most frequent metro-style British commuter systems outside London, transporting over 100,000 passengers a day.
Merseyrail services run on two lines, the Northern Line and Wirral Line, covering the Liverpool suburban area and greater Merseyside. Total track length is 120km, 75 miles, with 6.5 miles underground and 67 stations.
The Northern Line links Liverpool with:
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Southport
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Ormskirk
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Kirkby
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Hunts Cross
The Wirral Line, extending under the River Mersey, links Liverpool with:
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New Brighton
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West Kirby
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Chester
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Ellesmere Port
The two lines are entirely electrified, using a 750 volt DC third-rail pickup.
The City Line is not electric or owned by Merseyrail. The City Line is not a physical part of the electric Merseyrail system, and does not form part of the Merseyrail franchise. City Line is a term used to cover local services that run through Merseyside receiving funding from Merseytravel. However, the ticketing is seamless within Merseyrail. For example, a Merseyrail ticket can be bought at St. Helens to travel to West Kirby on the Wirral. The trains are painted in Merseyrail colours. The line is run with similar frequencies to the Merseyrail electric metro lines and from a user perspective it is all the same network.
Connections for main lines are:
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Northern and City Line services interchange at Liverpool South Parkway and Hunts Cross in the south of the city.
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Wirral and City Lines interchange at Lime Street Station in the city centre.
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Northern and Wirral lines interchange at Liverpool Central Station and Moorfields.
Frequencies are:
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Inner Section: Monday to Saturday: every 5 minutes.
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Urban Area: Every 15 minutes.
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Longer distance suburban destinations such as, Chester & Ellesmere Port, every 30 minutes.
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Sundays all destinations: every 30 minutes.
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Sundays Inner Section: every 15 minutes.
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Sundays Inner Section in summer months: 5 minutes.
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Trains run from before 6 a.m. until around midnight.
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Frequencies are maintained from first until last train, with additional services during peak hours.
History
Separate Railways Merged
As with London's Underground, the system is made up of a collection of separate railways. London created the London Underground metro system in the 1930s, while Liverpool created Merseyrail metro in the 1970s, merging the railways at Liverpool city centre. The separate railways are still not fully merged into the system as there is no electrified Merseyrail link from the city centre to the important Edge Hill rail junction, to the east of the city. The rail line to St. Helens is not merged physically into Merseyrail, as originally planned, remaining a diesel line - the City Line. This lack of an electrified link to Edge Hill curtails expansion onto extensive disused Liverpool rail infrastructure.
The three old railways that form the core of Merseyrail are the:
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Mersey Railway - the second oldest underground railway in the world.
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Wirral Railway
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The Liverpool to Southport and Ormskirk sections of Lancashire and Yorkshire Railway
The underground sections in the centre of Liverpool and under the River Mersey to Birkenhead form the nucleus of the network. ![[WWW]](http://wikispot.org/wiki/eggheadbeta/img/sycamore-www.png){kind=small}
The Mersey Railway Tunnel was opened in 1886, running from Green Lane, Birkenhead terminating at James Street station in Liverpool. This route was extended to Liverpool Central Station in 1890. A branch to Birkenhead Park was added in 1888 to connect with the Wirral Railway. The original line extended to Rock Ferry to connect with Birkenhead Woodside and the Chester line in 1891.
Gradual Electrification
Electrification of the separate rail systems started in 1903 with the Mersey Railway. The Lancashire and Yorkshire Railway line from Liverpool Exchange to Southport was electrified in 1906. Further electrifications on the old Wirral Railway line took place in 1938 to New Brighton and West Kirby. These electrified sections in the 1970s were merged into the current Merseyrail network with the construction of the 'Loop' and the 'Link' tunnels. The old Cheshire Lines line from Central Station to Hunts Cross in the south was electrified when building the Loop and Link tunnels, to merge into the new Northern Line.
After the formation of Merseyrail, electrified additions were: 1985, Hooton, 1993 Chester and 1994 Ellesmere Port.
Merseyrail Creation
Before Merseyrail showing the unconnected terminal stations
The 1970's plan for Merseyrail, using the Waterloo Tunnel, North Mersey Branch and the Outer Loop Line 
Merseyrail Metro showing how all Merseyside can access Lime Street Station. The Burrowing junction at Hamilton Square is shown A national long-term rail strategy for the concentration of traffic into a single long haul terminal station in each city where possible was implemented in the 1960's. This determined that all long distance routes to and from Merseyside will be be run from the mainline Lime Street Station. A new electric hybrid metro/commuter rail network, Merseyrail, would service Lime Street Station from all Merseyside. This entailed closing terminal stations: High Level Liverpool Central Station, Liverpool Exchange, and Birkenhead Woodside. As the trans-Atlantic liner trade was disappearing, Liverpool Riverside terminal station at the Pier Head was also closed. Merseyside would lose a number of large terminal stations, however gain an urban metro, servicing large areas of Merseyside with the potential to create economic growth.
The Loop and Link tunnels in Liverpool centre merged the separate local rail systems into one metro network. Two lines were created, the Northern Line and the Wirral Line.
The disused 1829 Wapping Tunnel giving a route from Central Station to the large Edge Hill rail junction in the east of the city was a part of the original plan. The Outer Loop line from Hunts Cross to Aintree via West Derby, with a new interchange station at Broad Green, was also a part of the plan. This would have given Liverpool a highly comprehensive metro, however both were shelved because of budget cuts. The lines are mothballed. This meant that Diesel trains had to serve the City Line in the east and south of the city.
The Wirral Line serves the Wirral and the Northern Line serves the Liverpool side of the River Mersey. The Northern line only serves the north and south of the city centre. There is no Merseyrail electrification to the east of the city as the link from the city centre to Edge Hill junction via the Wapping Tunnel was not completed in the 1970s due to budget cuts.
The construction of the Liverpool city centre single track Loop tunnel entailed that Wirral trains terminate in the Wirral at their respective terminals. The trains enter Liverpool centre, loop around the centre and back out to the respective terminus in the Wirral. The Loop under Liverpool city centre is a single-track tunnel, along which Wirral Line trains run clockwise. Trains enter from the Mersey river tunnel to James Street, Moorfields, Lime Street Station Low Level, Liverpool Central Station, back to James Street and out back to the Wirral through the Mersey river tunnel again.
The Link tunnel through the city centre is twin-tracked, connecting the former three track Cheshire Lines Committee route in the south of Liverpool to the former Lancashire and Yorkshire Railway lines in the north. This created one long tunnel from Brunswick in the south of the city at the docks, through the city centre, to near Waterloo Dock in the north of the city centre. Moorfields underground station replaced Liverpool Exchange overground station. The link tunnel creates one continuous line from the south of Liverpool at Hunts Cross, through the city centre and out to the north at Southport, Ormskirk and Kirby. The new line was named the Northern Line.
The present twin island Northern Line platform at Liverpool Central Station was originally the terminus of the Wirral lines. The original tunnel between James Street and Liverpool Central Station has been retained to connect the Link and the Loop lines at James Street. This old tunnel is used for transfers of rolling stock, but never used for passenger services.
A new burrowing junction at Hamilton Square station in Birkenhead was built to aid greater throughput of trains.
Merseyrail Lines
Northern Line
The Northern Line has four termination points.
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Hunts Cross
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Southport
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Ormskirk
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Kirkby
It is physically one line from Hunts Cross in the south to Southport in the north, running though Liverpool city centre, via Liverpool Central Station and Moorfields station. There is a branch of this line to Ormskirk and further branch off the Ormskirk branch to Kirkby on the north section of the line.
Each route has a train every 15 minutes Monday-Saturday giving a five-minute interval between trains on the central section.
Connections are available to the Wirral Line at:
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Moorfields
Connections are available to the City Line at:
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Liverpool South Parkway
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Hunts Cross
Connections to other services are available at:
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Southport: To Wigan Wallgate.
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Hunts Cross: To Warrington Central and Manchester Piccadilly.
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Ormskirk: To Preston.
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Kirkby: To Wigan Wallgate and Manchester Victoria.
Wirral Line
The Wirral Line is one line with four branches. Each branch has only one terminating point:
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New Brighton.
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West Kirby
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Ellesmere Port.
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Chester.
All trains run from their terminus to Hamilton Square in Birkenhead, under the River Mersey, via the Mersey Railway Tunnel, then in a clockwise direction around the Liverpool city centre loop. Then back to the terminus on the Wirral via the Mersey Railway Tunnel.
Connections are available to the Northern Line at:
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Moorfields.
Connections are available to the City Line at:
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Liverpool Lime Street Station.
Connections are available to other services at:
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Bidston: On the West Kirby branch, for the Borderlands Line to Wrexham.
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Chester: To Holyhead, Manchester Piccadilly, Shrewsbury, Cardiff, Crewe, Stockport, London and Birmingham.
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Ellesmere Port: To Warrington Bank Quay.
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Liverpool Lime Street Station: A mainline station with comprehensive routes throughout Britain.
Monday-Saturday services:
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Every 15 minutes from Liverpool to New Brighton and West Kirby.
Monday-Sunday service:
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Every every 30 minutes to Chester and Ellesmere Port.
These combine to give a service every five minutes around the Liverpool city centre Loop.
City Line
This line is not physically a part of the Merseyrail metro running diesel not electric trains. The lines that form the City Line are sponsored by Merseytravel and branded as Merseyrail services, despite being operated by Northern Rail. City Line trains have Merseyrail logos, signage ticketing and train livery. However, to the end user the City Line is a part of Merseyrail. The line includes the Liverpool to Wigan line and the two alternative branches making up the Liverpool to Manchester Line.
Non-Merseyrail City Line services
Other trains operated by First Transpennine Express, Virgin Trains and London Midland trains to Crewe, Runcorn and Birmingham also run on the City Line tracks. These are not referred to as City Line services as they are long distance services and only serve two or three stations in Merseyside, such as, Liverpool Lime Street Station, Liverpool South Parkway, Hunts Cross or Newton-le-Willows.
Fleet
The train fleet is predominately British Rail Class 507 types. Merseyrail is a heavy rail fleet. This is a largely historical anomaly and such rolling stock is usually unnecessary for metro usage, light or mediam rail rolling stock generally being more suited.
The fleet is maintained and housed at Kirkdale or Birkenhead North. Repair works and cleaning is undertaken at Kirkdale, with overhauls at Birkenhead.
The fleet has been refurbished. Merseyrail's fleet is due for replacement in 2011, according to the Local Transport Plan for Merseyside. The benefits of dual-voltage electric trains, utilising third rail and overhead wires, on future Merseyrail electrified was stated.
In July 2008, four trains were named after Merseyside icons following a poll in the Liverpool Echo: Red Rum, Bob Paisley, Dixie Dean and John Peel.
Future of Merseyrail
Map of most of the Lines & Stations Used and Disused in Merseyside
Merseyside has an abundance of disused: lines, trackbed, stations and tunnels. Much of these lines and tunnels can be quite easily and economically recommissioned. To bore a tunnel the length of the Waterloo Tunnel today would cost in the region of half a billion pounds. The tunnel is there awaiting reused, along with the Wapping Tunnel, and is free.
To recommission all the lines and stations on the map would not be economic as the population in some districts could not sustain a station, however many of the lines and stations would assist in the regeneration of Liverpool and the wider Merseyside.
There have been various suggestions for ways to enlarge the Merseyrail system. Some would extend beyond the current area moving out of Merseyside, while others would use existing disused lines or track beds. In approximately 2013 the current Merseyrail fleet will need to be replaced. If trains are selected for use beyond the electrified system as replacements, then expansions can be achieved without electrification of the entire new route using diesel/electric pick-up trains. These trains would not be allowed into the underground section as they carry flammable fuel on-board. There is some opposition to these moves to expand the covering area as the core of the system, Liverpool, has many disused tunnels and tracks awaiting reuse with relative ease.
Tram-Trains
Tram-Train
Network Rail in their Rail Utilisation Schedule, March 2009, have suggested that light-rail tram-trains could be a solution to connecting more areas of Merseyside to the Merseyrail metro system. Operating tram-trains would allow street running in the centre of boulevards which would relieve pressure on the underground section of the system. Tram-trains running down boulevards to Liverpool John Lennon Airport is feasible. Network rail put a date of 2024.
Heavy Rail to Light/Medium Rail System
Light Rail Train
The Merseyrail heavy rail system is a legacy of the past. One approach with great advantages, financial amongst them, is to update the Merseyrail system to a more advanced Light to Medium capacity system. The existing heavy rail rolling stock can be replaced gradually with lighter rail stock, similar to use on the London Docklands Light railway, however, ideally trains with higher speeds. This would give more cars to a train, however in off-peak times only a small number of these shorter, lighter, more economical to run cars need be used.
A great advantage is that smaller lighter rail cars can negotiate tighter curves than longer heavy rail train cars. This has flexible advantages constructing tighter curves when extending Merseyrail, especially in the renovated dock areas, such as Liverpool Waters and Wirral Waters. As light-rail trains are smaller and cheaper, more trains may be purchased increasing the frequency of services.
On certain lines heavy-rail dual-voltage trains, using 3rd rail and overhead wire pickups, would be an advantage, such as the proposed Wrexham to Liverpool line if electrified.
Light-rail or medium-rail trains would be more acceptable to people living adjacent to disused lines and trackbeds if recommissioned. Planning would be much easier using less imposing, easy on the eye, quieter, light or medium-rail trains.
As the Merseyrail rolling stock is due for renewal in 2013. Replacing the existing heavy-rail trains with light-rail must be a priority.
New Liverpool City Centre Station Proposed
The 2009 Rail Utilisation Strategy (RUS) proposals have suggested dealing with overcrowding at Liverpool Central station in two ways. First is to remove supporting pillars to give more passenger space on platforms. This will give just a few extra square metres. Second, the RUS mentions the possibility of a new underground station excavated near to Paradise Street Junction on the Northern Line. This is at the Lord Street-Paradise Street junction at street level. This new station would directly serve the Liverpool One retail complex, the very heart of the new relocated city centre which is moving towards the docks waters. An extra station would certainly help to disperse passengers more evenly.
Proposals to Reopen/Electrify Lines
Most proposals come from official sources, however, the Liverpool Chamber of Commerce requested ideas to reuse the Wapping Tunnel and Waterloo Tunnel.
Canada Dock Branch - Liverpool FC - Inner Loop
Canada Dock Branch Line in Blue. Northern Line in black, Kirkdale in the North, Lime Street in the South.
The Canada Dock Branch is a line running from Edge Hill Junction in the east of the city in a long curve to Bootle in the north of the city. The line is currently a busy freight-only diesel line.
The line has great potential to expand Merseyrail. The line could be reopened to passengers now the Department for Transport's has announced electrification of the line for freight use. This would allow the reopening of stations along its length: Kirkdale, Spellow, Walton & Anfield, Breck Road, Tuebrook, Stanley and Edge Lane. The line from Edge Lane would continue through to the used Edge Hill station and terminate at main line Lime Street Station. A total of nine stations brought onto Merseyrail.
The line passes under the adjacent Kirkdale and Bankhall stations through a tunnel and cutting and onwards to Bootle. An interchange station could be placed in the cutting or in the tunnel under Kirkdale station. This would provide a connection from the Merseyrail Northern Line at Kirkdale to Liverpool Lime Street Station. At Lime Street Station or Edge Hill station there is a connection to the City Line that runs east of the city. The line would be limited being only from Bootle to Lime Street Station.
The route to Liverpool Docks will be electrified according to the Department for Transport's Rail electrification document of July 2009. The Canada Dock Branch Line is the only line into the docks. From the document:
70. Electrification of this route will offer electric haulage options for freight.
There will be an alternative route to Liverpool docks for electrically-operated freight trains, and better opportunities of electrified access to the proposed freight terminal at Parkside near Newton-le-Willows.
The electrification of this line changes matters and would reduce commissioning costs for passenger use.
If the line is electrified, dual-voltage pickup trains, third rail and overhead wires, would ideally be used. The trains could run on the third rail Northern Line at Bootle and use overhead wires along the Canada Dock Branch line into Lime Street Station. Having the branch line electrified with overhead wires give benefits in enabling electric freight trains to use the line and also use the electrified West Coat Main line. Using main line Lime Street Station is not ideal for a commuter train, as valuable long haul platforms are used. At Lime Street Station it is a compromise as there will be no direct platform transfer to Lime Street low level station beneath the main line station above, with passengers having to leave the main line station and then enter the underground station beneath.
If the 1970's scheme to branch into the Wapping Tunnel from Liverpool Central Station and re-commission the tunnel went ahead, then the Canada Dock Branch line would have direct access to the city centre, and the Wirral if need be via Edge Hill. The great advantage is that a loop could be formed via Edge Hill and Kirkdale giving great flexibility of logical line creation and train routing. Works would need to be undertaken to merge the Canada Dock Branch line into the Merseyrail line at Kirkdale/Bank Hall stations to form this loop. Also the Wapping Tunnel can give direct access to the Liverpool Arena at Kings Dock with the Canada Dock Branch running into the tunnel. Merseytravel have proposed tram-train to use this tunnel to access the Arena directly. Whether tram-train would be suitable for this line remains to be seen.
In July 2007 it was suggested that Liverpool FC could partially fund the reopening of this line to provide a direct rail link to their proposed new Stanley Park Stadium. If trains capable of use beyond the electrified network are selected as replacements, "then the case for bringing the Canada Dock Branch into passenger service operation will be examined". There is suggestions to introduce passenger services on this line in the Local Transport Plan for Merseyside.
The Canada Dock Branch line has many merits for passengers reuse if Liverpool FC build their new Stanley Park Stadium in Anfield. A new large throughput station was suggested for the new stadium. City planners are reported to be cold on any stadium expansion over 60,000, with a large throughput station as a precursor. Liverpool FC are suggesting an eventual 73,000 seater stadium. The new Stanley Park Stadium is on hold with Liverpool FC claiming world economic conditions for the delay. The Liverpool FC official web site states:
"We will use this period productively and progress the proposals for the stadium to increase its capacity to 73,000 seats."
This indicates that a rapid-transit rail station is clearly in the plan.
The English FA have applied for the 2018 and 2020 World Cup. The City of Liverpool is running for a host city. The City Council, Everton FC and Liverpool FC are working together on the proposal. The city Council have repeatedly attempted to have the two clubs build a shared world-class stadium. If the city council get their way, and so far Everton FC and Liverpool FC have not laid a brick on their proposed stadia, such a stadium would most certainly entail the re-use of the Canada Dock Branch for passenger traffic with a dedicated large throughput station if Stanley Park is chosen as the location. However,there is no firm decision on a shared stadium or either club building any structure.
To cope for the proposed 73,000 capacity of the Stanley Park Stadium, the Canada Dock branch line ideally requires electrification and re-opened passenger stations merged into the Merseyrail metro system. An added advantage is that districts on this line would benefit creating economic growth.
North Liverpool Extension Line - Outer Loop
The original 1975 plan for Merseyrail included the use of the southern section of the North Liverpool Extension Line at least as far as Gateacre. A junction at Broad Green was required to take the line into Edge Hill Junction. This was planned, however the plan was abandoned. The trackbed is a footpath with the rail bridges still in place, entailing easy recommissioning. There has been no suggestions lately that this line would be re-opened. The line is mothballed.
If the branch into the Wapping Tunnel from the Northern Line at Liverpool Central Station goes ahead, then the works for creating the junction at Broad Green can be justified. Justification for opening this line depends on other parts of the system being re-opened and whether surveys indicate that passenger levels and environmental concerns are justified.
The Outer Loop - Everton FC & Liverpool FC
The two large football clubs in the city are planning to relocate to new stadia. Liverpool FC have planning permission for a 60,000 seater stadium in Stanley Park. However as yet have not started any construction. The club is assessing a revised plan to improve capacity to 73,000. This requires a rapid-transit rail station to be built if capacity is over 60,000. Everton FC had a proposal rejected to build a stadium at Kirkby.
The success of Arsenal, a club, who were the size of Everton FC with a football ground very similar, is startling. Since 2006 Arsenal's new 60,000 seater Emirates stadium is running at over 97% capacity. This notable success is down the rapid-transit rail access immediately around the stadium. The stadium has ease of access.
£7.6 million had been set aside in the stadium planning permission for upgrading adjacent Drayton Park and Holloway Road stations, however Transport for London decided not to upgrade either station, in favour of improvement works at the nearby interchanges at Highbury & Islington and Finsbury Park stations, both of which are served by London Underground and First Capital Connect services. The rapid-transit rail services around the Emirates stadium are:
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Finsbury Park station has 14 platforms.
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Highbury & Islington station has 7 platforms
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The adjacent Holloway Rd station is IN only before a match and OUT only after, using all escalators going one way to improve throughput in a 2 plaform station.
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The nearby Arsenal station is IN only before a match and OUT only after, using all escalators going one way to improve throughput in a 2 platform station.
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The nearby Caledonian Rd station has 2 platforms.
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The Drayton Park station, almost on the stadium, is not used on Saturdays, only for mid-week events. As all the other nearby stations can cope with the level of traffic, they can afford to not use an adjacent station most of the time.
This gives a total 27 platforms, with 29 platforms on weekdays. Rapid-transit rail can move the whole 60,000 crowd at the stadium with ease. Subsequently, Arsenal have more people attending matches using public transport than any other British club, reducing road jams, pollution and nuisance to residents.
The experience and great success at Arsenal has proven that rapid-transit rail is the key to success with large stadia. The mothballed Outer Loop line in Liverpool is ideal for both Everton FC and Liverpool FC, if both clubs relocated to the line with high throughput stations at the stadia. The Outer Loop forms a complete loop of the city using the existing Northern Line. This continuous rapid-transit rail loop is idea for moving large volumes of people as trains continuously run around the loop. An operational advantage of the loop is that if there is an interruption at any point in the loop trains can still operate. A four to six platform station at each stadium would be adequate to move 30-40,000 per hour. Wembley Park station in London, the station serving Wembley Stadium, moves 37,500 people per hour using only 4 platforms.
The Outer Loop line was a part of the original 1975 Merseyrail plan. If recommissioned, many districts would be connected creating economic growth. The line would attract approximately 4 million trips per year for football traffic alone. Park & ride points could be located on the line to ensure success reducing nuisance. This level of traffic gives viability for reopening the Outer Loop Line. If a Merseyrail station is built at John Lennon airport the attraction of the Outer Loop line further increases.
North Mersey Branch
Proposals to open this section as part of Merseyrail's Northern Line have been put forward in Sefton's transport plan. The first details to emerge about a possible reopening being published by the media on 28 February 2008. The Crosby Herald newspaper reported that the line could be reopened in conjunction with Liverpool FC's Stanley Park Stadium, to provide additional transport links via the town of Litherland. The line is currently a single track and used by engineering maintenance trains. This would involve using Sefton Junction enabling reopening of Ford and Linacre Road stations, along with the possibility of a further two stations also on this stretch of line.
The Network Rail Route Utilisation Strategy document of March 2009 stated:
The possibility of running passenger trains along the North Mersey and Bootle branches was examined by the RUS and cannot yet be recommended. However, future development and regeneration could lead to increased demand for such services. Any such passenger services would need to be implemented in a way that ensures current and future freight demand can be accommodated.
Kirkby to Skelmersdale
Extending the electrified Northern Line to Skelmersdale has been proposed, "requiring two mile rail restoration to re-establish a link to a town of 35,000". This would entail a new short line laid - a curve branched off the line between Rainford and Upholland stations into Skelmersdale town centre. This short extension is reported as being feasible and will bring onto Merseyrail Rainford station, giving a connection to Wigan Wallgate. This extension would give Skelmersdale a new town centre station with direct access to Liverpool city centre's shopping and business districts.
There has been suggestions that Kirby station be enlarged to cope with the proposed 55,000 capacity Everton FC stadium and Tesco store, if the proposal is accepted. If the Northern Line extension to Skelmersdale is undertaken, direct access is given from Kirkby to Liverpool's centre and Skelmersdale. Currently there is a diesel train service from Kirkby to Wigan Wallgate run by Northern Rail, this connection would move to Rainford station, between Skelmersdale and Wigan Wallgate.
The Kirkby to Skelmersdale/Wigan Wallgate extension was originally planned during the creation of Merseyrail in the 1970's, however financial constraints meant electrification to only Kirkby was implemented. Funding maybe available to extend the Northern Line with electrification to a new station beyond Kirkby station at Headbolt Lane in Kirkby.
Halton Curve
The opening of the Halton Curve, south of Runcorn, to passenger traffic to provide a Liverpool-Runcorn-North Wales connection is under consideration, with an additional station on the curve. Wrexham and Chester would access John Lennon airport via the Runcorn-Widnes bridge, one of the prime reasons for wanting the curve re-instated. If the Halton Curve is re-instated it is not certain the line would be on Merseyrail. If Merseyrail do operate the line, dual pickup trains would be an advantage as part of the line is already electric overhead wires.
Burscough Curve
Electrification from Ormskirk to Southport, with the reinstatement of the Burscough Curves would bring the town of Burscough onto Merseyrail with direct access to Southport and Liverpool for Burscough and Ormskirk.
Wrexham Line
Wrexham in North Wales, have been wanting to be on Merseyrail for access to Liverpool city centre and Liverpool John Lennon Airport. This entails electrification of the Bidston to Wrexham line. When Network Rail quoted £207 million for 3rd rail electrification Merseytravel requested quotes for cheaper overhead wires, entailing dual-voltage pick up trains to run on Merseyrail.
This enables Wirral and North Wales trains running into James Street, onto Liverpool Central Station and out onto the Northern Line to Liverpool South Parkway and hopefully, eventually a station at John Lennon airport. This will give direct access to people from Chester, Wrexham, Ellesmere Port, New Brighton and West Kirby to Liverpool centre, Liverpool south docks, the Arena at Kings Dock if the partially underground St. James station is re-opened, and onto South Parkway.
In the 1970's a part of the original tunnel between Liverpool Central Station and James Street was used by the new Northern Line. The remaining part of that tunnel was retained as a shunting tunnel. This shunting tunnel from James Street station to Liverpool Central Station maybe re-used for passengers, primarily to accommodate the Wrexham line, if this line is merged into Merseyrail. This gives direct access to Liverpool John Lennon Airport via Liverpool South Parkway.
Reusing Disused Tunnels
Abandoned 1970's plan to re-use the Wapping Tunnel with the Waterloo Tunnel as 2nd option
In the 1970s, during planning work for the Merseyrail underground in Liverpool city centre, there was two proposals to use parts of the Wapping Tunnel or Waterloo Tunnel (Victoria Tunnel) to connect Liverpool Central Station, at the central core in Liverpool city centre and Edge Hill junction.
This would have given from Liverpool city centre Merseyrail metro electric services to St Helens in the east and access to Liverpool's north-end and south-end loop lines, the Outer Loop, when the lines were electrified.
The Wapping Tunnel was selected for reuse over the Waterloo Tunnel and branch tunnel boring work was started from Liverpool Central Station Low Level. The work was stopped, mainly due to the successful objections of the local Tory MP at Broad Green. He objected to the disruption of the works realigning the Broad Green junction, which is east of Edge Hill. The Broad Green junction and the branch into the Wapping Tunnel from Liverpool Central Station would have given Liverpool an essential city re-generating highly comprehensive metro system with great scope to expand. It would also keep local services out of main line Lime Street Station, releasing that station for long haul routes only.
Following the collapse of the Merseytram scheme in 2006 proposals are being considered to reuse both tunnels. The Waterloo Tunnel is over 2 miles long and the Wapping Tunnel is 1.25 miles long, both running under Liverpool city centre. The original 1970's scheme would be relatively cheap as the tunnels are in place. A station at the river portal of the Wapping Tunnel at Kings Dock, would appear essential as it is opposite the Liverpool Arena. Connecting the city centre to Edge Hill offers so much scope for expansion of the whole electric Merseyrail metro network. The Dingle tunnel, from Herculaneum Dock to Dingle near the junction of Park Road and Aigburth Road, complete with a disused underground station, may easily be brought back into service. A proposal to reuse the tunnels, Extending Rapid Transit Merseyrail. Interesting proposals to re-use the existing Liverpool city centre tunnels and underground stations and infrastructure.
Negative Points of System
No direct connection to business quarter
If business visitors to the city alight at main line Lime Street Station, there is no direct connection from the Merseyrail low level station beneath to Moorfields station in the city's business sector. A inconvenient change is required at Liverpool Central Station
Few underground stations in Liverpool centre
The lack of underground stations in Liverpool city centre and inner-city entails the system poorly services its core. This can be rectified by opening up the Wapping Tunnel, Waterloo Tunnel and Dingle tunnel, which has a complete disused underground station, and cutting underground stations into the tunnels. Media reports of proposals and studies to open up tunnels may be the first step to rectifying this in the future. Extending Rapid Transit Merseyrail
City centre stations require multiple access points
The city centre stations require passenger access/exit points at both ends of the platforms and other points around the stations to give maximum service. An access point at the top of Bold St would bring Central station in reach of people around Hardman Street. Another access point in Renshaw Street would also be beneficial. Lime Street station could have tunneled access points in Williamson Square, London Road and William Brown Street. James Street Station could have an access tunnel on Mann Island nearer to the Albert Dock.
With greater access to stations around the city centre, people would be encouraged to use the underground stations to move around the centre, which currently rarely happens.
No station at John Lennon airport
The absence of a station at the airport terminal building hinders economic growth in the city. A line can can easily be run into the airport across mainly fields. A branch east of Halewood station across fields near to Everton FC's training ground and leaving a station at Hale Village has few complexities and relatively cheap and easy to build. Halewood station would become at part of Merseyrail.
Trains operated by other networks from Manchester, Warrington, Chester and North Wales could also access the station directly improving the airports attraction, throughput and subsequently economic growth of the city.
Train Operation is Biased to the North of the City
Because the Wapping Tunnel was abandoned in the the original 1970s Merseyrail creation, twice as many trains use the north end of the city rather than in the south. This reduces the services that could be give to the south and east of the city.
No electrified line from city centre to Edge Hill
There is no electrified line from the city centre underground section to the vital Edge Hill rail junction. This curtails electrification and merging of the City Line to St. Helens into the Merseyrail metro. Expansion onto the extensive disused Liverpool rail infrastructure is curtailed. There was to be a connection using the Wapping Tunnel in the 1970's, however only a few feet of tunneling was cut from the Northern Line tunnel before cancellation.
Ticketing not state-of-the-art
Merseytravel PTE tickets require the date to be scratched off, this makes them unsuitable for automatic ticket barriers. The London Underground Oyster ticketing system is the system to aim for.
Signage is poor
Signs and large system maps seen in other metro systems around the world are near absent in Merseyrail stations. Any maps and signs at stations are small.
Lines need splitting
The Wirral line has grown and is in effect now four lines. The only common section is in Birkenhead and Liverpool centres. To aid passengers splitting this line into further logical lines with distinct identities and map colours would aid passenger understanding. The Liverpool area has many outside visitors and ease of understanding is essential for first time users.
The Northern Line has also grown from its initial conception and would also benefit from being logically split. The Northern Line rather confusingly runs through the south of the city. The line running through Liverpool city centre would benefit from being renamed to a title more apt, such as, Central Line, with the branches in the north of the city retaining the title Northern Line.
Train floor levels not level with platforms
The trains used on Merseyrail are mainly acquired from southern England networks, not being fully suitable for Merseyrail platforms. Passengers need to step up into the trains rather than the train's passengers floors being level with the platforms. As the trains are scheduled for replacement in 2013, any new trains will need to have the trains at the correct platform height.
Merseyrail promotion is near absent
In London the population regard the London Underground as the core of the transport system, with all others supplementing the metro. In Liverpool the bus service is regarded as the core transport system with Merseyrail as a system to travel to the outer reaches of Merseyside.
Eco aspects absent
Many metro systems elsewhere have brake regeneration energy reclaim, clawing back normally wasted kinetic energy, incorporated on-board trains or on the trackside using banks of supercapacitors. Supercapacitor energy reclaim is also suitable for elevators. Elevators are used at two Merseyrail stations. Merseyrail does not have these eco technical measures and no announcements has been made to incorporate them. However, these technical advances could be incorporated in the new train fleet, which is due for replacement in 2013/14.
Overcrowding
There is chronic overcrowding at Liverpool central station. In the short term some of the overcrowding can be addressed by revising the timetabling of Northern Line trains through Liverpool Central station and Moorfields station. There are three northbound destinations, Southport, Kirkby and Ormskirk, each served by 15 minute frequency departures. The trains should leave evenly-spaced, at five-minute intervals. The Kirkby train departs at 5 minutes past the hour, the Southport train three minutes later at 8 minutes past the hour, with the Ormskirk train 10 minutes past the hour. All three leave within five minutes, followed then by a ten-minute period of no service.
As the outgoing passengers are required to be on the platforms in the same five-minute period, the infrastructure is stretched. The situation is worsened further by the Kirkby service using Platform 2 at Liverpool Central station. This train leaves the Southport train coming in from from Hunts Cross stationary in the tunnel behind the station. A minute’s delay to the Kirkby train cascades to the Southport train and Ormskirk train.
The spread of train frequencies is accomplished on the Wirral Line at every 5 minutes, giving less overcrowding on these lines. This should be the case on the Northern Line.
In the long term, overcrowding due to the popularity of Merseyrail, the attraction of Liverpool's city centre shopping and leisure attractions and the increasing population of the city centre, is only addressed by a new station at Paradise Street-Lord Street junction.
Could expand into a regional railway
Merseyrail is in danger of expanding into a regional rail system rather than remaining a metropolitan rail system if extended to Wrexham in North Wales, Skelmersdale, Wigan, Preston and Halton. Many critics consider that Merseyrail should focus limited resources on expanding inside its current system, serving its targetted population, particularly in Liverpool, where extensive disused tunnels, stations, lines and track exist, with not enough active stations serving the population.
Concentrating on Liverpool will encourage investment in the districts the stations serve acting as a catalyst for parts of the city desperate for regeneration. Opening new stations on the London Underground encouraged investment in the surrounding district.
Station renovations
Merseyrail/Merseytravel is undertaking a programme to refurbish and build new stations. Refurbishment of other city centre stations are also planned.
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Sandhills Station - Refurbishment, of interchange station for the Northern Lines with football buses to Anfield and Goodison Park.
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James Street underground station - In the City Centre, was recently refurbished being the nearest station to the new Liverpool One complex.
Links
Merseyrail Web Site Rapid-Transit for Everton, Liverpool and Arena
Liverpool Central Station
Extending Rapid Transit Merseyrail
Liverpool's Historic Rail Tunnels Miseryrail Web Site - a critical view on Merseyrail services
