Developing Rail in the Liverpool City Region …Supporting Growth in the Sub-Regional, Regional and National Economies
A Long Term Rail Strategy for the Liverpool City Region
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- Key issues and constraints
- Connectivity
A Long Term Rail Strategy for the Liverpool City RegionWith rail forming one of the critical enablers to achieving the vision for growth for the LCR, there is a need for a strategic approach to its longer term development. On behalf of the LCR, Merseytravel has recently published a Long Term Rail Strategy5 that sets out a prioritised programme for investment in the region’s rail network, phased over the next four Control Periods to 2034 and a vision beyond to 2043. That strategy considers the key issues and constraints facing the LCR’s rail network today, many of which are identified in Network Rail’s Merseyside RUS14 and has taken account relevant features of the market studies that make up Network Rail’s Long Term Planning Process New Reference15. The LTRS seeks to build beyond the programme of schemes already committed to deliver a rail network that offers the quality necessary to attract inward investment to the region and the capability of accommodating the growth that is expected to flow from an expanding economy. Key issues and constraintsThe LCR Long Term Rail Strategy identifies a number of key issues and constraints affecting capacity, connectivity and quality. CapacityThere are a number of network capacity constraints within the LCR, particularly in Liverpool City Centre, that are hindering opportunities for growth and providing relief to peak period crowding. Perhaps the most immediate of these constraints is at Liverpool Central station particularly on the Northern Line platforms where the site is severely constrained and, given the proximity of the station to Liverpool’s growing retail centre, severe overcrowding frequently occurs at weekends. The situation is further exacerbated by the current timetable arrangements that result in the Ormskirk and Kirkby services terminating at Liverpool Central and thus increasing the volume of interchange passengers. Until these constraints at Liverpool Central are addressed, the capacity of this station represents a major impediment to accommodating growth on the Merseyrail network. There are also a number of operational and capacity constraints at Lime Street that would need to be addressed to future proof Lime Street’s role as a key HS2 destination. Opportunities to increase service levels are hampered by operational constraints due to the platform configuration, and the signalling and alignment of the track layout around the throat of the station. The LCR Long Term Rail Strategy examines the effect of forecast passenger demand growth on the region’s rail network without further interventions on the network. The analysis indicates that by 2033 all lines in the LCR (with the sole exception of the Manchester route through Earlestown) will be experiencing peak loadings in excess of 100% of train service capacity, as illustrated in Figure 8. Figure 8: Percentage of seat filled in AM peak – forecast 2033 
Source: Liverpool City Region Long Term Rail Strategy5 There are other bottlenecks beyond central Liverpool and many of these, such as the Chat Moss line between Liverpool and Earlestown and the West Coast Main Line (WCML) north of Crewe, are limiting opportunities to improve passenger services and accommodate growth in rail freight. The Network Rail Freight RUS16 identified the section of the WCML between Weaver Junction and Winsford as being one of the seven most important freight capacity gaps on the network.
There are also a number of communities within or near to the LCR that do not have regular, direct access to Liverpool City Centre, such as Mid Wirral and West Lancashire. Despite direct rail connections across the border with North Wales, cross-border rail services are poorly catered for and there are no through-trains between Liverpool and North Wales Coast Line /Wrexham despite a desire to create a link between Liverpool John Lennon Airport and the area (i.e. through Liverpool South Parkway). The absence of electrification on key routes has limited the opportunity for integrating timetables and operation of passenger services, particularly in relation to the routes between Liverpool, Manchester, and Wigan via St Helens, and between Chester and Crewe, Warrington, North Wales and Wrexham. Whilst this will be partially addressed by the electrification of the Chat Moss and St Helens routes now underway, it remains an issue on lines with no identified electrification programme including the Cheshire Lines Committee route between Liverpool, Widnes, Warrington and Manchester. However, the completion of the Chat Moss electrification could create an opportunity for one or two London services being routed via St Helens Junction to provide a boost to the town’s connectivity. Another critical constraint to the growth of rail freight is the absence of a W10 gauge-cleared trans-Pennine route connected with the Port of Liverpool. This will be essential to accommodate the larger container dimensions of modern deep sea intermodal traffic. Network Rail aspires in the longer term to clear this route to the larger W12 gauge15.
The asset condition and capability of both infrastructure and rolling stock is an impediment to improving the quality of rail services offered for both passengers and freight shippers. Merseytravel has a stated ambition of increasing the mode share of public transport by maximising the population in LCR and surrounding areas with access to good quality rail services5. This will require a step-change in the quality of the service provided on some lines, such as increasing service frequencies, reducing journey times, and improving the quality of rolling stock and other customer facing assets. There is also a high level of dependency on older diesel traction which compares unfavourably with modern electric traction in terms of performance, reliability and quality. Opportunities to improve the services provided by Merseyrail Electrics are constrained by the size and capability of the rolling stock fleet that is now over 35 years old. Limited structural clearances necessitate a dedicated fleet of reduced profile rolling stock. However, replacement of these aging trains presents a unique once in a generation opportunity to achieve significant improvements to the Merseyrail network. New trains with better performance would offer the possibility of shorter journey times. Additional vehicles would offer more capacity and, if equipped with dual voltage capability, could allow an expanded network to be delivered. But new rolling stock would also necessitate investment in infrastructure modifications, including upgrading the traction power supply. Directory: request request -> # Received Requester request -> Education Funding Agency Sanctuary Buildings request -> Request for proposal: case study on drip pool programme, gujarat request -> Request for special format materials and request -> Request for Scientific/Technical Information Routinely Available Under the Environmental Protection & Enhancement Act (epea) request -> The Carleton Clinic Cumbria Partnership nhs foundation Trust request -> Ip justification request -> Following your operation Download 0.78 Mb. Share with your friends:
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