Ormskirk – End of the Line – Well end of two lines actually

Two faced in Ormskirk (two clock faces that is) with both a tower and a steeple on its Parish Church.

Two faced in Ormskirk (two clock faces that is) with both a tower and a steeple on its Parish Church.

The market town of Ormskirk (famous for its gingerbread and for having a very rare Parish Church with both a tower and a steeple) nestles in a rather awkward spot sandwiched between Preston, Southport, Liverpool, Skelmersdale and Wigan. And by awkward I mean with regard to its transport connections with surrounding communities. It also has one of the oddest present day railway configurations you could come up with (although it shares such a configuration with Kirkby on Merseyside as you will find out later in this posting) if you wanted to restrict folk’s ability to travel by train.

I tracked down some traditional Ormskirk gingerbread at DC Scott & Sons in Church Street and very nice it is too.

WP_20160430_15_56_43_Pro r

For reasons best known to the railway planners of the 1960’s the through Liverpool – Preston line was severed at Ormskirk. So now you can get a train from Liverpool to Ormskirk and return with a frequency of every 15 minutes most of the time. You can also get a train from Ormskirk to Preston and return with a frequency of, well let’s be polite, not very often! The trains even meet end on at Ormskirk Station with a noticeable few feet of former railway track that has been removed.

Ormskirk's crazy railway arrangement with split tracks and disjointed railway journeys is illustrated well by this photo.

Ormskirk’s crazy railway arrangement with split tracks and disjointed railway journeys is illustrated well by this photo.

And here’s a second shot of the missing link taken by my Flickr friend mwmbwls:-

Ormskirk's crazy railway arrangement with split tracks and disjointed railway journeys is illustrated well by this photo by 'mwmbwls' borrowed from Flickr.

At face value those railway planners were seemingly keen for Ormskirk folk to go southwards towards Liverpool but not at all keen for the Town’s residents to travel northwards towards Preston. That’s pretty much the only conclusion you can come up with. Or could it be that the good Berger’s of Preston said look do us a favour British Rail keep that Ormskirk lot out of our community by offering them a really poor train service to Preston. Or could it even be that Ormskirk folk have deep seated reasons not to want to go to Preston? Neither of these possibilities is realistic and in the real world faceless railway planners just beggared things up in an era when running down our railways was the popular sport of the day.

Talk now is of the 15 minute frequency electrified line from Liverpool being extended deeper into rural West Lancashire to reach Burscough and ultimately even on to Preston. Well to be fair there has been talk of this for 30 years or more but less than nothing has happened so far.

The same ‘visionary’ railway severing was also visited on Kirby in Merseyside. There at Kirkby Station, on the Liverpool – Wigan line is a similar missing section of track. But, like with the Ormskirk – Preston Line, there is now talk of extending the electrified railway to Skelmersdale, which will even mean a couple of miles of brand new track bed will have to be laid where no track has been before. Radical transport planning indeed although it’s worth remembering that Skelmersdale (the old town) did once have a railway and station (on the former Ormskirk – St Helens line) but it was abandoned and built on for the Skem New Town. Yes, Skem was deliberately built without a railway connection and Station in the 1960’s and 1970’s but unsurprisingly it now needs one.

But returning to Ormskirk which is in West Lancashire and a part of Lancashire County i.e. it is not a part of Merseyside like Liverpool and Southport*. You may be starting to get my drift here in that Lancashire County Council’s transport planners are responsible for how folks get in and out of Ormskirk so why have they not addressed the ridiculous railway severing? It’s not as if they have not had time to get around to it; they’ve had since local government re-organisation in 1974. That’s over 40 years!

As a transport planning body goes Lancashire County Council must be a rum lot because neither have they addressed the need to reconnect the Burscough Curves where the Ormskirk – Preston and Southport – Wigan lines cross each other just west of Burscough. Just a few hundred yards of track being put back would mean that Ormskirk folk could go to Southport by train. Wouldn’t that be nice.

It’s the lack of vision that beggars belief especially as Ormskirk can be very congested at times of good weather because drivers from far and wide are trying to navigate its narrow roads to get to Southport. So yes you’ve guessed it Lancashire’s County Council has not come up with a credible package to have a by-pass around the Town east to west either but that’s another story.

By rail Ormskirk is only well connected to Liverpool. It’s poorly connected to Preston and not connected at all to Southport, Skem or Wigan. You could not make this up. It’s a funny old transport world in that oft forgotten part of Lancashire called West Lancs. Time to go chew on a piece of gingerbread me thinks.

* West Lancashire does have an ‘associate’ seat at the Liverpool City Region table but that seems to mean they get to watch what goes on (usually a lot of bickering, if we understand how Merseyside politics works or probably does not work) without having to buy a ticket. In other words poor old West Lancs is a second class passenger at that table.

Both of my photos are amongst my Flickr shots at:-

www.flickr.com/photos/86659476@N07/

Skelmersdale – That railway project – An update

Preliminary studies have begun into opening a new rail line to serve a new station at Skelmersdale.

The old Skelmersdale Station - now long gone in the name of progress!

The old Skelmersdale Station – now long gone in the name of progress!

Lancashire County Council, Network Rail and Merseytravel are looking at the issues, which will continue through Network Rail’s GRIP Stage 3 (Governance for Railway Investment Projects, Option Selection).

Network Rail has advised Lancashire County Council that the GRIP3 work alone will cost as much as £4 million, and has suggested these key dates:

* GRIP3 concluded, January 2017.

* GRIP4 (Single options selection), to January 2019.

* GRIP6 (Construction, commissioning) April 2021 to April 2023.

* Train services start December 2023.

With thanks to my friend Bob for this updated info.

The railways of Merseyside and beyond – @1900

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Click on the map to enlarge it

The North Eastern Railway had a number of these tiled maps produced for display at major railway stations. Each one was made up of 64 ceramic tiles with a ceramic decorative border. The photo above shows Greater Merseyside and was taken at the National Railway Museum in York where a restored original map is displayed.

Although it does not show all railways the routes north of Liverpool are well displayed.

The sadly missing lines, in the present day, are the Southport Preston line (known locally as the Lettuce Line) and the Ormskirk – St Helens line via Rainford which was obliterated when Skelmersdale New Town was built in the 1960’s leaving the Town without a railway station! Now there are campaigns to take a railway back into Skem at huge cost and one to reinstate the Burscough curves as the northern one of which would again allow trains to run between Southport and Preston all be it via a different route.

Skelmersdale – More on that railway prioject

Merseyrail through to Wigan?

The old Skelmersdale Station - now long gone in the name of progress!

The old Skelmersdale Station – now long gone in the name of progress!

I have been pondering the recent news which seems to indicate that if Government can come up with a big enough cheque and other significant sources of money can be tapped into then a railway into Skelmersdale could well be a runner.

My previous postings on this subject are available via the links below:-

tonyrobertson.mycouncillor.org.uk/2014/08/08/is-skelmersdale-really-going-to-get-a-railway-station/

tonyrobertson.mycouncillor.org.uk/2015/06/01/skelmersdale-that-plan-to-bring-a-railway-back-to-the-town-an-update/

tonyrobertson.mycouncillor.org.uk/2015/06/11/skelmersdale-the-detail-of-the-skem-rail-link-project/

As you may have picked up by now the plan is to extend the Merseyrail electric service from Kirkby to Skem’, whist then having a less frequent diesel service from Skem’ to Wigan. Is that not just moving the present problem down the line from Kirkby to Skem’?

By this I mean that Kirkby is presently the end of the line for Merseyrail and passengers to Wigan have to change trains there. Under these new proposals the change will still have to be made but in Skem’ instead of Kirkby.

Would it not be more sensible to extend Merseyrail all the way to Wigan just like in the good old days when there were no silly sets of buffers breaking up the service between Liverpool and Wigan via Kirkby? Wigan is still the most logical end of the line.

Cut backs in rail improvements – Don’t cut in Merseyside and West Lancs as we have so far had b*gger all!

www.bbc.co.uk/news/business-33270586

The BBC has the story – see link above.

Site for the new Maghull North Railway Station.

Site for the new Maghull North Railway Station.

Tories have always been the Party of the private car, are they retuning to type?

Will the Tories take back the money for Maghull North Station which the Coalition Government promised?

Will the Skem’ project get off the ground?

As for Labour’s carping, they invested so very little in rail upgrades when in Government and have no room to moan.

Skelmersdale – The detail of the Skem’ rail link project

I don’t know about you but I get so frustrated when the press concentrate on the headline of a story and often fails to give much significant detail. This is a case in point as the latest stage of the proposed project to bring a railway back to Skelmersdale has not brought with it the required detail into the public domain.

The old Skelmersdale Station - now long gone in the name of progress!

The old Skelmersdale Station – now long gone in the name of progress!

So care of Bob a friend and informed railway watcher here is the detail that you are unlikely to find in the press but is important to assess whether the project will be a runner of not. I have added a few comments of my own along the way.

*****

The scheme studied is for two new stations at Kirkby Headbolt Lane and Skelmersdale with 3rd rail electrification extended to Skelmersdale. The basic scheme is 4 trains per hour (tph) to Headbolt Lane with 2tph continuing to Skelmersdale. 1tph would operate between Manchester and Skem but an enhanced option of 2tph to Manchester is also being considered.

Capital costs will not finalised before Grip 3 (A technical term which defines the progress of new railway projects) but the work done so far has produced Low/Medium/High estimates of £250m £320m £350m, in addition £10.2m will be required for Merseyrail to purchase 2 extra 3 car EMU’s (Electric Multiple Units or new trains to put it simply) to operate the service as part of their fleet renewal.The plan also requires leasing two additional DMU (Diesel Multiple Units or Trains) to operate from Skem’ to Manchester.

Kirkby-Skelmersdale would be 7.5 miles with a journey time of 13 minutes, Skelmersdale-Manchester would be 25 miles with a journey time of 60 minutes. 1tph would operate to Liverpool on Sundays and in the evenings while no trains would operate to Manchester in the evenings or on Sundays (seems daft to me not to run trains to Manchester in the evenings and on Sundays). Merseyrail says Headbolt Lane Station would be fully manned while the assumption is Skelmersdale would have a ticket office as it will also be a bus interchange.

Forecasting indicates that because of forced rail interchange at Skelmersdale demand from Kirkby to other stations on the line would see a small drop in existing passenger demand while other stations would all see increased demand arising from the change (the issue here is that through trains from Wigan to Kirkby would cease). Overall modelling forecasts a 10.5k reduction in Kirkby passengers and a 110k increase in passenger usage for the line (99k to stations between Wigan and Manchester) arising from the change to service pattern.

Kirkby Headbolt Lane would also split the catchment population of Kirkby almost exactly in half, the new station is predicted to have a usage of 700,351 passengers per year while Kirkby would fall from 944,801 to 472,049, after abstraction this is a net increase of 227,599 or 24%.

Skelmersdale in the base service option is forecast to have annual passenger usage of 932,319, 73% to Merseyside, 8% to Manchester, 3% to Wigan and 17% to wider network, if the enhanced 2tph is used there would be an additional 4,500 trips per year to Wigan and 3,000 to Manchester, meanwhile Kirkby would also generate an additional 2k trips per year to Wigan.

The base service is expected to produce 1,234k extra passengers on the line generating revenue of £2.75m, the enhanced service package would produce 1,375k passengers generating revenue of £3.069m. By 2023 the base package would have costs of £2.3m per year and revenues of £5m generating an operating surplus of £2.8m, it would be profitable from the first year of operation. The enhanced frequency option would have operating costs of £4.6m and revenues of £5.65m producing an operating surplus of £0.97m though it would require subsidy of £705k in its first year as passenger numbers are ramped up falling rapidly into an operating profit in its third year. Both options would produce a BCR range of 1.0-1.6 with an average of 1.3 purely on business grounds. Factoring in economic benefits such as time savings, regeneration, increase in jobs, etc… would produce a GVA of £137m – £184m for the base service and £227m – £279m for the enhanced service. Once these are added the BCR of the base scheme becomes 1.6/1.7 while the enhanced package becomes 1.8/1.9.

Rainford Station looking towards Kirkby. Taken from the footbridge of the presently sleepy Rainford Station looking west towards the end of the line from Wigan at Kirkby where passengers have to change trains to reach Liverpool. Rainford Signal Box is on the left.

Rainford Station looking towards Kirkby.
Taken from the footbridge of the presently sleepy Rainford Station looking west towards the end of the line from Wigan at Kirkby where passengers have to change trains to reach Liverpool. Rainford Signal Box is on the left.

Click on the photo to enlarge it

So far nothing has been said about redoubling the tracks from Fazakerley Junction to Rainford but it is suspected that the absence of this is the reason for only 2tph east of Kirkby Headbolt Lane. Not quite a Metro level timetable but it is a start.