Merseyrail

Merseyrail

Overview
Franchise(s)	Merseyrail 20 July 2003–2028
Main Region(s)	Merseyside
Other Region(s)	North West Cheshire, South West Lancashire
Fleet size	59
Stations called at	67
Stations operated	66 (all except Chester)
Parent company	Serco-NedRailways
Reporting mark	ME
Technical
Length	120.7
Track length	75 miles
Other
Website	www.merseyrail.org

Merseyrail is a train operating company and commuter rail network in the United Kingdom, centred on Liverpool, Merseyside. The network is predominantly electric with the operationally separate City Line using diesel trains. The City Line is being electrified with construction works from 2011 to 2013. The network has 67 stations spread across 75 miles of track, running underground and overground, carrying over 100,000 passengers each day. It is one of the most heavily used railway systems in the United Kingdom, outside of London.

Merseyrail was established in the 1970s, when new tunnel sections were constructed under Liverpool's city centre and Birkenhead, connecting previously unconnected urban railway routes creating one large comprehensive urban railway network. Some of the earlier plans were not completed, due to financial constraints, although some extensions of the 1970s Merseyrail have been added, with other new works proposed.

The Merseyrail name became the official brand for the network in the days of British Rail, and has survived through several franchise holders, although it was not used by Arriva when it held the franchise. Despite this, Merseytravel continued the Merseyrail branding at stations, allowing the name to stick colloquially. Merseyrail is referred to as "Merseyrail Electrics" by National Rail Enquiries, and as "Serco/Ned Railways Merseyrail" by Merseytravel.

The Merseyrail Network

The system is one of the busiest British urban commuter systems outside London, transporting over 100,000 passengers a day. Train services run on two lines, the Northern Line and Wirral Line, and cover the Liverpool suburban area and greater Merseyside. The total track length is 75 miles (121 km), and there are 67 stations.

The Northern Line links Liverpool city centre with Southport, Ormskirk and Kirkby to the north, and Hunts Cross to the south. The Wirral Line, extending under the River Mersey, links Liverpool with New Brighton, West Kirby, Chester and Ellesmere Port. The two lines are entirely electrified, using a 750 V DC third-rail.

The currently diesel hauled City Line is not an integral part of the dedicated Merseyrail electrified system. The City Line covers local services that run through Merseyside receiving funding from Merseytravel, with integrated ticketing arrangements within Merseyrail. The slower diesel trains on the City Line are less frequent than on the fast electric Northern or Wirral Lines. The whole of the City Line line is being electrified with completion scheduled in 2013.

Frequent train services on Merseyrail lines provide for cross-city connections:

• Northern and City Line services interchange at Liverpool South Parkway and Hunts Cross in the south of the city.
• Wirral and City Lines interchange at Lime Street in the city centre.
• Northern and Wirral lines interchange at Liverpool Central and Moorfields.

History

Collection of separate railways

Four old railways were merged to form Merseyrail:

• Liverpool to Kirkby, Liverpool to Ormskirk and Liverpool to Southport sections of the Lancashire and Yorkshire Railway.
• Mersey Railway
• Wirral Railway.
• Liverpool to Hunts Cross section of the Cheshire Lines Committee railway.

The underground sections in the centre of Liverpool and under the River Mersey to Birkenhead form the nucleus of the network. The Mersey Railway Tunnel, one of the world's first underwater railway tunnels, was opened in 1886, running from Green Lane, Birkenhead and terminating at James Street in Liverpool. This route was extended to Liverpool Central in 1890. A branch to Birkenhead Park was added in 1888 to connect with the Wirral Railway and the original line extended to Rock Ferry to connect with the Birkenhead Woodside to Chester line in 1891.

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 1937 (New Brighton and West Kirby). These electrified sections were in the 1970s merged into the current Merseyrail we have today with the construction of the 'Loop' and the 'Link' tunnels under Liverpool's city centre forming the Northern and Wirral Lines.

After the formation of Merseyrail, electrified additions were: 1977 (Kirkby), 1978 (Garston), 1983 (Hunts Cross), 1985 (Hooton), 1993 (Chester) and 1994 (Ellesmere Port).

Creation of Merseyrail

File:MerseyRailway.jpg

The centre of Liverpool & Birkenhead prior to the formation of Merseyrail. Separate rail networks terminated at the terminal stations

Route closures that were part of the Beeching Axe in the 1960s entailed terminal stations, Liverpool Exchange and Liverpool Central high-level in Liverpool, and Woodside Station in Birkenhead were closed.

• Long and Medium Distance Routes - Lime Street Station, in Liverpool city centre was to remain absorbing the long to medium distance passenger traffic of the closed terminal stations.
• Local urban routes - The local urban services served by the terminal stations would be absorbed by the new Merseyrail urban network.

Riverside terminal station at the Pier Head was the fourth terminal station to close. However, this station was not a part of the Beeching cuts, the demise of the trans-Atlantic liner trade entailed closure in 1971. The disappearance of the liner trade entailed that no rail traffic from Riverside Station be diverted to Lime Street Station.

New tunnels under Liverpool's city centre were scheduled to connect all the separate rail lines:

• Loop Tunnel - This connected the Wirral lines to the Liverpool side of the network.
• Link Tunnel - This connected the north and south Liverpool lines together as one line, creating the Northern Line. This section of line was scheduled to be the western section of the Outer Loop line. A line circling the city. However the Outer Loop scheme was postponed.
• Burrowing Junction - A burrowing junction tunnel was bored at the underground Hamilton Square station in Birkenhead on the Wirral Line, to increase traffic throughput by eliminating the flat junction to the west of the station. A new station tunnel was constructed on the branch tunnel to serve the lines to New Brighton and West Kirby.
• The Edge Hill Spur (see the Edge Hill Spur Section) - A project to connect the City Line routes from Lime Street into the Merseyrail underground network at Liverpool Central using existing underground infrastructure. The scheme would also enable the creation of a northern outer city urban rail loop and a southern city outer loop. Both loops would enter the city centre via the tunnelled spur. The project was postponed because of funding problems although two short branch tunnels were constructed to connect the Northern Line to the 1829 Wapping Tunnel. The postponement of the scheme entailed the City Line to remain a diesel hauled service from Lime Street mainline station until a point when the scheme could be revived. The City Line by 2013 will be electrified, however the City Line will not have direct access to Liverpool City centre until the Edge Hill Spur is completed.

The creation and amendment of these tunnels, was one of the UK's largest railway infrastructure projects of the 1970s.

File:MerseyrailUnderground.jpg

The centre of Liverpool & Birkenhead after the Link and Loop Tunnels which integrated the separate railways. The burrowing junction at Hamilton Square station can be seen.

The Loop Tunnel

The single-track Loop tunnel was built so that the Wirral lines would provide direct access the business and shopping districts of Liverpool city centre and Lime Street Station.

The Loop was constructed as a single track tunnel route. Trains from Wirral terminals cross under the River Mersey, run round the Loop in Liverpool city centre in a clockwise direction, crossing back under the Mersey to the Wirral once more. Trains enter from the Mersey river tunnel to James Street, Moorfields, Lime Street, Central, back to James Street and back through the Mersey river tunnel again.

The Link Tunnel

The Link tunnel completed the Northern Line through Liverpool city centre. The tunnel provides direct access from the north and south of Liverpool to the shopping and business districts in the city centre, although there is no direct access to Lime Street Station, as a change at Moorfields station is needed. The Link tunnel creates one continuous line from the south of Liverpool through the city centre and out to the north.

The Link Tunnel is a twin-track tunnel, connecting the former three track Cheshire Lines Committee tunnel in the south of Liverpool to the former Lancashire and Yorkshire Railway lines in the north. Two stations are on the Link tunnel: Liverpool Central and Moorfields. Moorfields replaces the former terminus at Liverpool Exchange.

The present twin island Northern Line platform at Liverpool Central was originally the terminus of the Wirral lines. The original 1880s tunnel between James St and Central stations has been retained to connect the Link and the Loop lines at James Street. The tunnel is not used for passenger traffic any longer being used for transfers of rolling stock.

City Line Services

The 1970s proposal for the construction of the Edge Hill Spur (see below) to allow the integration of lines to the east of the city with the electrified Merseyrail network was not realised. Consequently, these lines are still served by diesel trains terminating at Lime Street station. These are termed Merseyrail City Line services, although they are run by the Northern Line train operating company. The electrification of the lines from Lime Street to Manchester and Wigan via Prescot was approved by the Coalition Government in 2010 and work is scheduled for completion in 2013.

Lines

Merseyrail map

Northern Line

Main article: Northern Line (Merseyrail)

Services on the Northern Line operate from Hunts Cross in the south of Liverpool, via a tunnel from Brunswick Station through Liverpool Central and Moorfields, to Southport. Services also run from Liverpool Central to Ormskirk and Kirkby. Each route has a train every 15 minutes Monday-Saturday giving a five-minute interval between trains on the central section. Connections are available at Southport to Wigan Wallgate, at Hunts Cross to Warrington Central and Manchester Piccadilly, at Ormskirk to Preston and at Kirkby to Wigan Wallgate and Manchester Victoria.

Wirral Line

A Wirral Line train at Liverpool Central

Main article: Wirral Line

Services on the Wirral Line operate from the Loop described above through the Mersey Railway Tunnel to Hamilton Square station in Birkenhead. From there, they run either south to Hooton, where they continue to either Chester or Ellesmere Port, or west to Birkenhead North, where the line bifurcates to New Brighton and West Kirby. Connections are available at Bidston on the West Kirby branch, for the Borderlands Line to Wrexham operated by Arriva Trains Wales, at Chester to Crewe and London Euston, Wrexham and Shrewsbury, the North Wales Coast line to Llandudno and Holyhead, and Manchester via Warrington or Northwich, and at Ellesmere Port a minimal service to Warrington.

Monday-Saturday services are every 15 minutes from Liverpool to Chester, New Brighton and West Kirby, and every 30 minutes to Ellesmere Port (Monday - Sunday). These combine to give a service less than every five minutes around the Loop.

City Line

Main article: City Line (Merseyrail)

This line is not part of the Merseyrail franchise and neither is it operated by electric trains. Nevertheless, the lines that form this line are sponsored by Merseytravel and - with the exception of long distance services - are branded as if they were Merseyrail services, despite being operated by Northern Rail. Broadly speaking, it includes the Liverpool to Wigan Line and the two alternative branches making up the northern and southern Liverpool to Manchester Lines. In 2009 the government announced that the northerly route would be electrified. Work will be complete by 2013 In February 2010 Networkrail's Northern Hub Plan, on page 26, announced that 4 electrified lines will be operative from Broad Green Station to Huyton Station. This is to allow a fast uninterrupted service from Liverpool to Manchester and slower electric urban trains to operate on segregated tracks from Liverpool to Wigan. Merseyrail City Line trains run on this section of track. Whether Merseyrail electric trains, operated by either Merseyrail or Northern Rail will run on this electrified section remains to be clarified.

Enforcement of bye-laws

Merseyrail employs a team of officers who enforce railway by-laws relating to placing feet on seats, travelling without tickets, and other aspects of anti-social behaviour. Merseyrail is the only UK train operator to take such a vigorous approach, a stand which Merseyrail claims has proved popular with commuters and has reduced anti-social behaviour on the system.

The enforcement of this bye-law by Merseyrail was judged to be "draconian" in September 2007; however, Merseyrail stated that they did not want to take offenders to court, but were not allowed to fine offenders otherwise (unlike people who smoke on trains or station platforms).

The franchise

Following the privatisation of the Great Britain rail network, the Merseyrail service was run first by MTL under the name Merseyrail Electrics, then Arriva Trains Merseyside, before its award to a consortium of Serco and NedRailways (a division of Nederlandse Spoorwegen) in 2003. The current franchise is contracted to the consortium for an initial 25-year period. The Merseyrail franchise, referred to officially as a "contract", is awarded by the Merseyside Passenger Transport Executive rather than the Department for Transport which issues all other franchises. The only other exception is the franchise for the London Overground network, awarded by Transport for London in 2007. Merseyrail is given such exception because the tracks concerned are self-contained and separate from the rest of the British railway network – no other services normally run over the third-rail network. As a result of this isolation, the franchise-holder is keen to adopt vertical integration – taking responsibility for maintenance of the track from Network Rail. The current Franchise Manager is Dave Davenport.

Performance

Operating as a self-contained network there are relatively few problems because of less conflict with other train operating companies. Merseyrail has publicly committed to aiming to be the best train operating company in the UK. The latest figures released by the Office of Rail Regulation report that Merseyrail's PPM is 96.7% and the MAA is 96.4%. This makes Merseyrail the second best performing operator of the fourth quarter of the financial year 2009/10 - one of three train operating companies to achieve over 95% PPM for the quarter.

In February 2010, Merseyrail were named the most reliable operator of trains in the UK, with a reliability average of 96.33% during 2009-2010, the highest ever achieved by any UK train operator.

Fleet

Current fleet

Class	Image	Type	Top speed		Number	Unit numbers	Routes operated	Built
			mph	km/h
Class 507		electric multiple unit	75	120	32	507001-021, 023-033	Northern Line Wirral Line	1978–1980
Class 508/1		electric multiple unit	75	120	27	508103, 104, 108, 110-112, 114, 115, 117, 120, 122-128, 130, 131, 134, 136-141, 143	Northern Line Wirral Line	1979–1980

Services on the Merseyrail network are operated exclusively by the Class 507 and Class 508 electric multiple units. These replaced pre-war Class 502 (originally constructed by the LMS) and almost identical Class 503 electric multiple units. There are a total of 59 trains in service on the network. This is down from an initial 76: twelve 508s were transferred to Connex South Eastern in 1996, a further three were transferred to Silverlink to supplement their fleet of Class 313 electric multiple units in North London. These train sets had been left in storage from the early 1990s due to recessionary conditions.

Two sets have been written-off and subsequently scrapped. These are unit 507022 in 1991 after a collision and unit 508118 which had been gutted by fire in an arson attack in Birkenhead during 2001.

Merseyrail's specially vinyled 507019 unit, made to celebrate Liverpool's capital of culture year

The fleet is maintained and stabled at Kirkdale TMD and Birkenhead North TMD, the two depots on the network. Minor repair work and stock cleaning takes place at Kirkdale, while overhauls are completed at Birkenhead. Other depots at Hall Road and Birkenhead Central were closed in 1997, and the former was demolished in April 2009.

The fleet was refurbished during 2003-05, a process involving trainsets being transported to and from Eastleigh works behind Class 67 locomotives.

An assessment is currently taking place as to whether it would be viable to reopen the Birkenhead Central depot, which would increase the efficiency of Merseyrail services and allow additional train sets to be transferred back to Merseyside. The Merseyrail fleet is due for renewal in 2013.

To celebrate Liverpool's successful 2008 European Capital of Culture bid, Merseyrail named one of their train sets (508136) 'Capital of Culture'. A press ceremony took place at Kirkdale TMD where Cherie Blair, the wife of then-Prime Minister Tony Blair, named 508143 Capital of Culture. This nameplate was removed during mid-2009. In February 2008 the first of four sets in a special Capital of Culture promotional livery was released. Set no. 508134 was emblazoned in a purple livery showcasing the "creative" element of the city. Three more followed in blue "maritime", green "heritage" and red "sport" colours, however were removed in November 2009.

From July 2008, four trains were named after true Merseyside icons following a poll in local newspaper, the Liverpool Echo. The first, named 'Red Rum', was unveiled at Southport on 14 July 2008 by Ginger McCain. Three more have followed, named 'Bob Paisley', 'Dixie Dean' and 'John Peel'.

Former fleet

A number of Northern Rail Class 142 Diesel Multiple Units and Class 150 sets wore the Merseytravel yellow livery for several years, although they were not directly operated by Merseyrail. These have since been repainted into other liveries. Merseyrail formerly had four Class 73 electro-diesel locomotives for shunting, sandite trains, engineering works and other departmental duties; two of these had been repainted in the yellow livery of the previous franchise holder. These locomotives were sold to a preservation company in 2002.

On-train announcements

All Merseyrail trains have automated on-board announcements voiced by Julie Berry, who also voices for Southern, Heathrow Connect and the London Underground Piccadilly line. There is also a series of automated station announcements, voiced by Brian Coby, which announce when trains are terminating at a particular station outside of the regular timetable (for example in the case of severe delay). The only other pre-recorded station announcements are in the case of emergency, and all other announcements are made live by the duty station announcer.

Future

There have been various suggestions for ways to enlarge the Merseyrail network. Some would extend beyond the current area, whilst others would use former existing lines or track beds. In approximately 2013 the current Merseyrail fleet is scheduled to be replaced, if trains capable of use beyond the third rail DC network are selected as replacements then various expansions can be achieved without electrification of the entire new route.

Future fleet

The Route Utilisation Strategy (RUS) for Merseyside called for additional units to ease overcrowding on peak-time services. Southeastern and London Overground have withdrawn their fleets of Class 508 multiple units. It would be possible to transfer these units back to Merseyside to supplement the current Merseyrail fleet. In November 2009, the Liverpool Daily Post reported that Merseyrail is in talks to add three further trains to its fleet to boost rush-hour capacity, with rolling stock that is currently part of London Overground. Although the trains would have to be refurbished, they could be in service by mid-2010. However, no additional units have been taken on by Merseyrail as of July 2010, despite the suggestions of both passengers and the Merseyside RUS to improve capacity.

On 6 December 2010 a meeting of the Merseytravel Advisory Panel Committee took place at Merseytravel. It was announced by MerseyRail's chief executive that since the rolling stock was refurbished from 2003-2006, the Merseyrail fleet will not be replaced in 2013. The technical aspects of the fleet will be refurbished, including motors, wiring, wheels etc, over two years starting in mid-late 2011.

Dual-voltage trains

The Route Utilisation Strategy document makes note of the benefits of dual-voltage Electric multiple units, which can be utilised on both the third rail Merseyrail network and future electrified lines which are likely to use overhead wires.

Tram-trains

Network Rail have suggested that tram-trains could offer an opportunity to connect more areas of Merseyside to the rail network. Operating tram-trains would allow street running, providing an alternative route through Liverpool city centre. This could potentially relieve pressure on the busy underground section of the network. This is a long-term aspiration suggested for around 2024 and would be dependant on successful trials of the technology elsewhere on the UK rail network.

In August 2009, the Liverpool Daily Post reported that a new tram-train link to Liverpool John Lennon Airport and a link to Kings Dock from the east of the city, had been proposed.

• John Lennon Airport: the existing Northern Line and the City Line from Liverpool Lime Street station to Liverpool South Parkway station are being assessed. From South Parkway the tram-trains seamlessly transfer to a new tramway.
• Kings Dock to Edge Hill: a link from Edge Hill in the east of the city to the Arena at Kings Dock near the city centre is also being considered. The disused 1829 1.26 mi Wapping Tunnel links the two locations. Tram-trains then could access existing and proposed electrified lines to the east and south of the city.

Electrification

Many proposals to electrify lines and add them to the existing Merseyrail service have been put forward.

The City Line

The entire City Line is being electrified from Liverpool to Wigan and the Manchester branches. construction will be from 2011 to 213. Much of the details of the City Line have yet to be announced:

• Whether Merseyrail operates the trains, incorporating the City Line fully into the Merseyrail electric network or Northern Rail continues to operate on behalf of Merseytravel.
• The extent of the electrified City Line.
• The terminus stations.
• If dual-voltage, overhead wire/third rail trains will be used for use on all of the Merseyrail network.

Kirkby to Wigan

In 1977, the Liverpool to Kirkby section of the Liverpool to Bolton route was electrified and merged into Merseyrail. Kirkby station became the terminal of the Northern Line Kirkby branch. The former through service to Bolton was split in two, with passengers wishing to make through journeys forced to change at Kirkby from the Merseyrail electric network to the Northern Rail diesel network onwards to Bolton. An added advantage was that passengers as far as Hunts Cross, in south Liverpool, could travel to Kirkby, north of Liverpool, on Merseyrail. Previously the Bolton line terminated at the old Liverpool Exchange station and the Hunts Cross line at the old high level Central station, entailing a cross city centre journey by foot or taxi, there being no direct public transport (bus) route.

In 2007 Merseytravel announced that funding had been secured to extend the electrification beyond Kirkby to a new station at Headbolt Lane to serve the extensive Tower Hill housing estate.

Extension of the electrification extending Merseyrail through to Wigan Wallgate is a long-term aspiration of Merseytravel.

Ormskirk to Preston

Electrification from Ormskirk to Preston has been considered in conjunction with the Burscough Curves reopening detailed below. It would re-establish the most direct Liverpool-Preston route and is one of Merseytravel's long-term aspirations. However in 2008 Network Rail identified that the benefit to cost ratio of the scheme was insufficient to justify pursuing this option in the near future.

Bidston to Wrexham

The Borderlands Line from Bidston to Wrexham Central is operated by Arriva Trains Wales using diesel trains. Various proposals to electrify some or all of the line exist. The most recent study, conducted by Network Rail in 2008, investigated the costs of extending the Merseyrail network third rail electrification to Wrexham. However, when the cost was estimated at £207 million, Merseytravel announced that cheaper overhead line electrification would be considered instead. This would require the replacements for the Class 507 and 508 Electric Multiple Units to be equipped with dual-voltage equipment to operate on both overhead and third rail electrification.

Other electrification proposals

The following routes are included in Merseytravel's rail strategy as "long-term aspirations". No detailed analysis has been carried out into their feasibility and they are unlikely to be developed further in the near future.

• Hunts Cross to Warrington Central
• Ellesmere Port to Helsby

Reopening

Burscough Curves

The Burscough Curves were short chords linking the Ormskirk to Preston Line with the Manchester to Southport Line. The last regular passenger trains ran over the curves in 1962; the tracks were subsequently lifted. The reinstatement of the Burscough Curves would allow direct Preston-Southport and Ormskirk-Southport services and provide an alternative Liverpool-Southport route. Network Rail have recommended that a strategy for the Burscough Curves be developed further.

Edge Hill to Bootle

The Canada Dock Branch line is a line running from Edge Hill Junction in the east of the city in a long curve to Canada Dock in the north of the city. It meets Merseyrail's Northern Line at a junction between Bank Hall and Bootle Oriel Road stations. The line's last remaining passenger services were withdrawn in 1977, but the line remains busy with freight to Seaforth Container Terminal.

The line could be reopened to passengers, allowing the reopening of stations along its length: Spellow, Walton & Anfield, Breck Road, Tuebrook, Stanley and Edge Lane. The line from Edge Lane would continue through to Edge Hill station and terminate at Lime Street.

Network Rail have investigated options for the Canada Dock Branch in their Route Utilisation Strategy for Merseyside and have concluded that the expected benefits do not justify the investment in new infrastructure. However, it has been suggested that Liverpool FC could assist in funding the reopening of this line to provide a direct link to their proposed new Stanley Park Stadium.

The Department for Transport's Rail electrification document of July 2009, states that the route to Liverpool Docks will be electrified. 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 would greatly assist in recommissioning passenger trains, as costs would be reduced.

North Mersey Branch

The North Mersey Branch from Bootle to Aintree is currently used only by engineering trains to gain access to Merseyrail tracks, however Merseytravel have long-term goals to reopen and electrify the line. The line was considered in the Merseyside Route Utilisation Strategy document, concluding that reopening could not yet be recommended. However the Route Utilisation Strategy document went on to state:

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. There is also a possibility in the longer term of using other infrastructure, including the disused Wapping and Waterloo tunnels, to provide new journey opportunities.

A 1909 map showing some of the highly comprehensive rail lines around Liverpool

Skelmersdale Branch

A reopening of a section of the Skelmersdale Branch from Upholland to Skelmersdale town centre has been proposed. This would give Skelmersdale, the second largest town in North West England without a railway service, direct access to Liverpool city centre's shopping and business districts. Network Rail have recommended that a further feasibility study into this possibility be carried out. In June 2009, the Association of Train Operating Companies, in its Connecting Communities: Expanding Access to the Rail Network report, called for funding for the reopening of the line from Ormskirk to Skelmersdale as part of a £500m scheme to open 33 stations on 14 lines closed in the Beeching Axe, including seven new parkway stations.

Halton Curve

Merseytravel have shown interest in the Halton Curve, a short section of track from Frodsham to Runcorn which currently operates one passenger train per week. It is only possible for trains to use the curve in the northbound direction because of signalling restrictions. The curve was threatened with closure in 2004, however was reprieved and it is now proposed to upgrade the line to allow a full service to operate.

Proposals for the route were included in Network Rail's Route Utilisation Strategy for Wales. An hourly service between Liverpool and Chester via the curve would be feasible if the line was upgraded.

This would improve railway connections from Chester and North Wales to Liverpool South Parkway, the nearest station for Liverpool John Lennon Airport. Whether the Liverpool Lime Street to Chester line via Runcorn railway bridge and Liverpool South Parkway station will be on the Merseyrail network using dual-voltage trains remains to be seen.

The Outer Rail Loop

West Derby station on the protected North Liverpool Extension Line

Concept

The idea of using the former Cheshire Lines Committee's North Liverpool Extension Line route through the eastern suburbs of Liverpool as a rapid transit rail route serving the city centre was developed in the 1960s into the Outer Rail Loop scheme. This envisaged the creation of an electric passenger railway circling the city by using a combination of newly electrified existing lines, existing electrified lines and a new link tunnel under the city centre. This was similar to a 1940s proposal for a 'belt' line using the Liverpool Overhead Railway as its western section. The proposal advanced into one large outer loop with two sub rail loops. One for the northern section of the city and one for the south.

A part of proposal was that passengers on the mainline radial routes into Lime Street entering from the east and south, could transfer onto the electric urban rapid-transit network at interchange stations on the Loop to access outer suburbs and avoid the need to travel into the city centre. Liverpool South Parkway is an example of such a station although completed in 2006, long after the Outer Rail Loop scheme had ceased to be a live Merseytravel project. Another interchange station was the cancelled new Broad Green underground station which was to be located where the M62 meets Queens Drive on the northern 1830 Liverpool to Manchester line.

The Outer Rail Loop, as proposed in the 1960s would have been made up of several sections as detailed below.

The Eastern section of line consisted of the former Cheshire Lines Committee North Liverpool Extension Line from Hunts Cross to Walton which ran through the city's eastern suburbs via West Derby. The line was originally built as a freight line to Huskisson Dock to allow the Cheshire Lines Committee to have a share of the lucrative North Liverpool Docks trade. Passenger services were also run on this line with the last service ending in 1972 with the closing of the Liverpool Central to Gateacre service. The line crosses the northern 1830 Liverpool to Manchester line at Broad Green.

The Northern section would use the curve that forms the southern side of the Walton Rail Triangle, skirting Walton Hall Park, and via the Rice Lane and Breeze Hill tunnels to Kirkdale station to join the existing Liverpool Exchange to Ormskirk branch. A later version of the project made use of the eastern side of the Walton Triangle to extend the line to Aintree and then via the North Mersey Branch to join the existing Liverpool Exchange to Southport branch, north of Bootle New Strand Station.

The Western section would link the former Lanchashire and Yorkshire lines out of Exchange Station with the Cheshire Lines Committee line out of Central by means of a new tunnel under Liverpool city centre. This tunnel, known as the Liverpool Link Line, utilised part of the former Liverpool Central to James Street Mersey Railway tunnel plus some new single track tunnels. Two underground stations, Central Low Level and Moorfields, provided interchange with the Wirral Line, allowing their high level counterparts at Central High-Level and Liverpool Exchange stations to be closed. The Link Line was opened in 1977 forming the most expensive part of the Outer Rail Loop.

The Southern section would be formed from the short stretch of line from Allerton Junction to Halewood Junction, linking the Liverpool Central to Hunts Cross Cheshire Lines Committee route with the eastern section, the North Liverpool Extension Line.

Two Sub Loops

The main drawback of the Outer Rail Loop was the indirect route offered from the eastern suburbs to Liverpool City Centre, the main destination for passenger journeys in the conurbation. For example, a journey from West Derby would involve travelling either via Aintree to the North or Gateacre to the south. As such, it was uncompetitive with slower, but more direct, bus services.

To resolve this problem, the Edge Hill Spur scheme was proposed, which would cut the Loop into two smaller loops, a northern loop and a southern loop, thereby reducing distances. It would involve a complex tunnelled junction with the Liverpool and Manchester Railway at Broad Green, with a six platform underground interchange station under the Rocket pub near the M62 to Queens Drive junction.

Overview

The demise of the project was compounded by cost overruns on the Loop and Link tunnel projects and the financial stringency of the late 1970s and by delays to the parliamentary bill required to authorise the works by the objection of controversial Anthony Steen the Conservative MP for Broad Green on the grounds of the disruption to local residents.

Since the postponement of the project, a number of Route Utilisation Strategy documents have mentioned opening the North Mersey Branch line and the Outer Loop for incorporation into the Merseyrail network. The eastern section of the Outer Loop, the North Liverpool Extension Line, is the only section not to be completed to form the outer city rail loop, while the most expensive aspects of the loop were completed. The trackbed from Hunts Cross to Aintree is now the Liverpool Loop Country Park, a walking and cycling route.

The earlier proposed route for the northern section of the loop via the southern side of the Walton Rail Triangle, skirting Walton Hall Park, and via Rice Lane and Breeze Hill tunnels to Kirkdale station, is now disused. Houses were built on a part of the southern section of the Walton triangle curve. However, it may be possible to reinstate the curve on a new alignment over parkland. The later northern alignment using the North Mersey Branch via Aintree and Bootle is safeguarded. The North Mersey Branch Line is now single track and only used by maintenance trains.

Although no serious attempt has been made to revive the scheme for several decades, Merseytravel continue to safeguard the route against development. The disused sections of the Outer Loop line are protected for future use.

Legacy

Despite the Outer Rail Loop project never having been realised, the project has left an important legacy. The Link Line tunnel beneath Liverpool City Centre, which integrates the Northern and Wirral lines and links the northern and southern rail networks is the most obvious. However the establishment of the Liverpool Loop Country Park owes its existence to the safeguarding of the line, which meant that its long span steel bridges were left in place and a through route was maintained. Maintaining this through route entailed building an underpass under the M62 motorway, when it was constructed in the mid-seventies, something which would be prohibitively expensive and disruptive if constructed after the completion of the motorway.

The Edge Hill Spur

File:FutureMerseyrail.jpg

Diagram of the Edge Hill Spur scheme as proposed in the 1970s.

Victoria/Waterloo Tunnel portal at Edge Hill Station, taken from Edge Hill Station platform.

In the 1960s/early 1970s the Edge Hill Spur scheme was proposed to extend the Merseyrail underground network from Liverpool Central Station to Edge Hill Station using existing freight and passenger tunnels. The original proposal was extended to widen the benefits of the proposal. The scheme has not been actively pursued since the 1980s but a junction to facilitate future construction was built as part of the Link Line works in the 1970s.

The construction of the Spur would have served two main functions:

• The complete integration into Merseyrail of the urban lines east of Liverpool city centre. The east-west diesel City Line routes from Wigan, St. Helens and Earlestown to Lime Street mainline station were to be electrified and diverted into the north-south Link tunnel of the Northern Line. This would achieve complete integration of the three lines forming the Merseyrail network: the City, Northern and Wirral Lines. Access from stations on the City Line into Liverpool City Centre would be greatly improved.
• Giving more direct city centre access from the city's north eastern and south eastern suburbs. The proposed Outer Rail Loop would have been split into northern and southern sub loops, thereby shortening distances and journey times.

The initial and cheaper proposal was to re-use the 1829 Wapping freight tunnel, by means of two new single track tunnels from a new junction, Liverpool Central South Junction, on the tunnel approach to Central Station. The Wapping Tunnel would give access to Edge Hill via the historic Cavendish Cutting built for the 1830 Liverpool and Manchester Railway. Access to the City Line would be obtained via a flyover to the east of Edge Hill Station over the main lines from Lime Street. This flyover has since been demolished. A new station would be needed at Edge Hill, if Edge Hill was to be served, as the existing station is at the head of the Lime Street cutting and Waterloo/Victoria Tunnel.

In the early 70s, Liverpool City Council planners proposed an alternative scheme, which was subsequently adopted. This revised route would permit a new underground station to be constructed to serve Liverpool University, which would be located behind the Student's Union building in Mount Pleasant. This scheme would extend the tunnels in a large radius curve to the north, passing beneath the mainline Lime Street station approach cutting accessing Edge Hill via the Waterloo/Victoria Tunnel. The tunnel served the former Waterloo Goods depot opposite Waterloo Dock and the Riverside passenger station serving trans-Atlantic liners at the Pier Head. On emerging from this tunnel at the existing Edge Hill Station, the route would be on the right side of the main lines to serve the City Line branches without the need for a flyover.

Although powers were obtained to construct the line under the Merseyside Metropolitan Railway Act (1975), construction was postponed due to the financial cutbacks and political opposition that also halted the Outer Rail Loop. An attempt was made to revive the project in the mid 80s however it was found not to be financially viable, as the city was experiencing a financial collapse.

The only part of the scheme to be realised was Liverpool Central South Junction south of the underground station, which was constructed as part of the Link Tunnel project on the Northern Line. This is a burrowing junction, similar to that at Hamilton Square station in Birkenhead, which would allow trains from Edge Hill to pass beneath trains from Central station on the Northern Line increasing throughput. Two short header branch tunnels were cut into the rock, which would allow construction to proceed on the Spur without disrupting existing services if the project was revived. The two header tunnels can be used for branching into either the Wapping or Victoria/Waterloo tunnels.

Following the collapse of the Merseytram scheme in 2006, proposals were considered to revive the scheme. The route of the tunnels is being protected. Merseyrail required revisions to the Central Village scheme commenced in 2010 to prevent obstruction of the proposed tunnel route. The electrification of the 1830 Liverpool to Manchester line and the Merseyrail City Line, due for completion in 2013, which both run through Edge Hill gives impetus to revive the tunnelled spur into Liverpool's city centre.

The 1849 Waterloo/Victoria Tunnel is over 2 miles long with the 1829 Wapping Tunnel 1.24 miles long. Both run from Edge Hill, under Liverpool city centre to former goods stations on the Dock Road, serving the north and south Liverpool Docks. The Waterloo Tunnel also served the Riverside passenger station at Liverpool's Pier Head, serving the trans-Atlantic liner trade. The tunnels are protected for future use.

Financial performance

Year ending	Turnover (£m)	Gross profit (£m)	Trading profit (£m)	Pre-Tax profit (£m)	Retained profit (£m)
January 2010	124.5			12.1	12.5
January 2009	127			11.4	6.5
January 2008	116			9.2

External links

• Official Website
• Travel Wise: Merseyrail