Re-Blog: Merseyrail: Expanding the network

Originally published in Rail Magazine issue 920

The Merseyrail network currently consists of 75 miles of railway, 6.5 miles of which are underground, split between 2 lines serving a total of 68 stations. The line is electrified by means of 750v DC third-rail and is served by 56 Class 507 and 508 EMUs, however, these units are due to be replaced by new, Class 777 trains over the next couple of years.

Prior to the outbreak of Covid 19 the network carried 110,000 passengers per day and Central Station where the Wirral Line intersects with the Northern Line was the second busiest station in the North West with over 14 million entries and exits between 2018-2019.

Current extent of the Merseyrail network

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The Merseyrail network is, in effect a self-contained network which has 8 termini, 6 of which join the national rail network where passengers can transfer on to services which operate beyond the Merseyrail network. These include Southport, Ormskirk, Kirkby, Ellesmere Port, Chester and Hunts Cross. Ellesmere Port currently only has a limited service beyond the Merseyrail Network with 1 arrival from Leeds at 18:08 and a service to Liverpool Lime Street via Warrington Bank Quay departing at 18:25.

The network also has a number of other stations which have connections to the national rail network. They include Liverpool Lime St, Liverpool South Parkway, and Bidston where passengers can join Wrexham-Bidston line services.

Outgoing Class 507/8s are due to be replaced by Class 777s over the next couple of years.

 

Currently, Merseyrail services are unable to travel beyond those 8 termini because that is the extent of the third-rail network. It is unlikely that the third-rail network will be extended, as the Department for Transport and Network Rail have little appetite for future expansion of the UK third-rail lines.

When compared to 25kv overhead electrification, 750v DC third-rail is less efficient, more expensive to install and maintain, and with a live conductor rail at ground level is also more dangerous. Having said that, in terms of efficiency, third-rail electrification is still vastly more efficent than diesel traction.

Taking this into account you could be forgiven for thinking it is unlikely that the Merseyrail network will be expanded in future and that services are destined to remain limited to third-rail lines. However, there is some good news on the horizon and Merseytravel which is the strategic transport advisor to the Liverpool City Region is certainly not content with terminating services at the current stations.

The Class 777 units being delivered to Merseyrail are set to provide serious opportunities for expansion beyond the third-rail network and Merseytravel is working with the train manufacture Stadler to investigate technologies that would allow just that. Firstly, units on which Class 777 are based can be constructed with a pantograph and transformer to take power from 25kv overhead wires. Or could be fitted with batteries, and in fact, one of the Class 777s which is being delivered to Merseyrail will be fitted with batteries and trialled on the Merseyrail Network.

Update. The first Class 777 fitted with batteries, 777 002 arrived in the UK last week and was spotted in Crewe on the 5th of May.

Merseytravel plans to test how well the battery-powered Class 777 can perform, initially limited to operating on the third-rail network to provide a fail-safe should the batteries fail. However, Merseytravel will be able to put the battery-powered unit to the test across the Merseyrail network. Particular attention will likely be paid to how the unit performs on the steep incline on either side of the tunnel underneath the Mersey. The standard Class 777 units will have much better acceleration characteristics when compared to the outgoing Class 507/8s, so much so, when all Class 777s are in service the timetable will be sped up. This will allow Merseyrail to provide the same level of service (pre Covid19) with fewer vehicles, the order for new units stands at 52, compared to the current 56 units. For the battery trail to be successful the unit must perform comparably under all conditions to the Class 777s which are not fitted with batteries.

Class 777s at Kirkdale TMD

 

Merseytravel isn't paying lip service to future expansion with this trial, they have serious ambitions to extend the network and are already working on plans for an initial modest extension from Kirkby to a new station to be constructed at Headbolt Lane, but they have more ambitious plans to extend services to Skelmersdale, which would require reinstating a former route which was closed in the 1960s and the construction of a new station. Plans for Skelmersdale link are currently at the GRIP 3 stage. The new Headbolt Lane station would become the new eastern terminus on the Kirkby branch, until such time that services can be extended further. The new station would require a short section of third-rail from Kirkby, although if the battery trial is successful the new station could instead be served by Class 777s fitted with batteries.

Merseytravel also has a long term goal to extend services from Ellesmere Port to Helsby or Warrington Bank Quay, they would also like to extend services from Ormskirk to Preston and from Bidston to Wrexham. In order to ensure that any further extensions can become a reality Merseytravel has an option to purchase a further 60 units from Stadler, should the need arise. These units could be fitted with either pantographs or batteries, depending on how further extensions are to be delivered.

Wrexham-Bidston Line extension 

Electrification of the Wrexham-Bidston line was discounted back in 2008 when Network Rail published a report which estimated the cost of electrifying 27 miles of railway with 750v DC third-rail to be £207m, a figure which was said to be 3 times higher than that estimated by Merseytravel. This meant that it seemed as if through services to Liverpool from Wrexham would be put on hold indefinitely. However, the introduction of Class 777s does provide a reason to be optimistic that, in the medium to long term services could operate from Wrexham Central through to Liverpool on the Wrexham-Bidston line.

One option that was investigated was electrifying the Wrexham-Bidston line with 25kv overhead wires, this was thought to be a cheaper option than third-rail electrification, and with the option for Class 777s variants to be constructed to take power from both third-rail and overhead wires, that could have been a real option. However, the publication Network Rail's traction decarbonisation network strategy suggests that the Wrexham-Bidston will not be electrified. The report now suggests that through services will be provided by battery-powered units.

It is likely that if the Class 777 battery trial is a success and proposals for the Wrexham-Bidston line are taken forward, that some infrastructure would be required at the Wrexham end of the line in order to re-charge the units. Vivarail which is currently delivering class 230 hybrid units to Transport for Wales for use on the Wrexham-Bidston line, has been working on battery technology for some time and they say one of their units fitted with batteries could travel as far as 60 miles on a single charge.

Class 230 diesel-electric hybrid built by Vivarail currently being tested on the Wrexham-Bidston line before their introduction later this year

If we assume that a Stadler unit could be fitted with enough batteries to travel up 60 miles between charge, whilst maintaining the same acceleration characteristics as the non-battery variants, it is still thought that the 54 mile round trip from Bidston to Wrexham and back on one charge would be difficult. This is due to the steep gradients on the route from Shotton towards Buckley and the frequent stops spaced closely together from Shotton to Wrexham Central. Therefore it is likely that a short section of third-rail would have to be installed leading into Wrexham Central.

Rapid charging via third-rail is another area in which Vivarail is leading the way. The system which Vivarail is developing has interim Network Rail approval and is set to become the UK standard system. Their system is capable of providing enough charge in just 8 minutes to power a class 230 battery variant for up to 60 miles. The system uses a short section of third-rail to charge the batteries via third rail shoe gear. This power can either be provided directly from the National Grid, or via stationary second-life batteries, which could be charged more slowly and then used to provide rapid charging to a unit.

Ormskirk to Preston and Ellesmere Port have been classified by Network Rail's report as “multiple (proposed battery)”, which could mean partial electrification with batteries being used to bridge the gap between electrified and non-electrified sections. This raises the question about which means of electrification would be used, as the DfT, Network Rail are against expansion of third-rail. Class 777 variants could only be built to take third-rail and 25kv overhead power, or third-rail and batteries. This is because the batteries would occupy the same space in which the transformers to convert the 25kv AC to 750v DC would. But Merseytravel is also investigating using 750v DC overhead, this means it could potentially be possible to produce units that could draw power from third-rail, overhead 750v DC and also be fitted with batteries.

So, whilst the expansion of the Merseyrail network isn't something that is going to happen in the short term, with new more adaptable units on the way and ever-improving battery technology, it is a real possibility that the network can be expanded in the medium to long term.

 

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End of the line nearing for Merseyrail's 508s and 507s

On Sunday 16th of August, a pair of Merseyrail class 508s left Birkenhead North depot for the last time. The units were hauled by a class 57 operated by Rail Operations Group over the Wrexham-Bidston line, then on to Craven Arms, there they would remain overnight before being taken to Newport docks, where they are to be scrapped.

The scrapping of Merseyrail's fleet of class 508 and 507 units has been on the cards for some time, as they are to be replaced by new class 777 units built by Stadler. However, 110 and 134 have been retired much earlier than their classmates and months before the expected introduction of the first class 777.

It appears 110 and 134 had reached their mileage limit and were in need of an overhaul, therefore with new units on the way it wasn't deemed cost-effective to keep them in service. Space at Metseyrail's Birkenhead North and Kirkdale depots will also start to become limited as more class 777s arrive. 6 have arrived so far and are being stabled at the recently rebuilt Kirkdale depot. There is space for overnight stabling at some stations for 508/7s, but it is likely that depot space will still start to become constrained soon.

  

508 115 at Liverpool Lime Street

It is however unlikely that we will see more 508 or 507s being sent off-lease just yet, at least not until the first class 777s begin to enter service later this year. Before Covid-19, 52 class 508/7s were required to be in service each day. With 110 and 134 now sent for scrap, that leaves a total of 57 class 508s and 507s remaining in service. With the fleet approaching 40 years old it can be assumed that a number of the units will be out of service for maintenance or repair at any given time. 134 hadn't been used since January 2020, however 110 was in service as recently as Wednesday the 12th of August. 

 

507 003 at Chester Station

Merseyrail has ordered just 52 class 777s, with only 50 being required each day. This reduction in the requirement will be achieved through the speeding up of the timetable, which will reduce the number of diagrams. The new units should also be much more reliable and therefore fewer will be out of service each day for maintenance or repairs. Merseyrail does have the option to purchase a further 60 units, but this is on the basis that services are extended in future to places such as Helsby, Skelmersdale or Wrexham. With extension dependant on the success of a battery trial and or further electrification. One class 777 is to be fitted with batteries and tested on the Merseyrail network, this will be to test the feasibility of future extensions without the need for costly electrification. 

 507 001 alongside a Network Rail measurement train at Hooton Station

I posted a video to Youtube of the move on Sunday night and was surprised by the number of people who were saying that they will be sad to see the 508/7s go. I assumed that people would be glad to see the old making way for the new, but thinking about it, it is easy to see why people may think fondly of the old class 508s and 507s. They have served the Merseyrail network well for almost 40 years, with Merseyrail as an operator regularly sitting at or near the top of National Rail Passenger Survey. The refurbishment carried out between 2002 to 2004 also means that the units still look fairly modern to this day, both inside and out.

However, their days are numbered, so if you want to experience a Merseyrail class 508 or 507 you probably have about 18 months left in which to do so, before they're all sent off for scrap.


In 2019 I wrote about how Merseyrail are adapting station platforms to provide step-free access once the new 777s enter services, find out more: Paving the way for new trains

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Merseyrail - Paving the way for new trains

Work has been underway since Ocotber 2018 across the Merseyrail network in order to alter 100 platforms and realign the track at 58 stations. The work which has been split into 11 separate phases has meant that sections of the Merseyrail network have had to close completely for periods of between 2 and 3 weeks. This work is vital in order to allow step free access from the train to the platform when the new class 777 trains begin to enter service from next year.

The class 777s which are being constructed by Stadler will utilise a sliding step, which Merseyrail says will provide “unassisted access” for passengers with reduced mobility. In order for the sliding step to work correctly the platforms at all 68 of Merseyrail's stations must be set at an exact position in relation to the rail.

The first class 777s are currently going to Wildenrath in Germany for testing and it is hoped that the first units will arrive in Liverpool in the autumn. The units will then undergo testing on the Merseyrail network, with initial tests to check gauge clearances. The image below shows a mock up of a class 777 which went on display for the members of the public to view last year. It shows the sliding step which will allow unassisted access.

[click to enlarge]

 
Before work commenced the platform edges were, like many across the UK network set at different positions in relation to the rail. Sometimes it is possible to see the difference with the step down from the train being visibly higher at some stations than at others. This isn't a problem for most of the trains which currently operate on the UK network, as the step always rides higher than platform, so there are no instances of steps hitting platform edges. However the steps on the new 777s will slide out level with the platform edge. There will still be slight gap between the step and the platform, however if the platforms were left as they were, then often the step would not line up correctly or the step could come into contact with the edge of platform.

The 'GB Requirements for Platform Height' state that the height of the platform when measured from the top of the rail should be 915mm. While routes on which “legacy rolling stock” operate, a minimum of 890mm is permitted. The horizontal offset, which is the distance from the adjacent rail to the edge of the platform should be 730mm to 745mm. The diagram below should demonstrate more clearly the correct positioning in relation to the rail.

[click to enlarge]

Network Rail's task is to ensure that the platform height and offset across the whole Merseyrail network conforms to tolerances which are measured to the millimetre. This is vital as any variance would mean that the step would not line up correctly with the platform edge, which could represent a potential hazard to passengers.

In some cases all that was required to bring the platform height to the correct position was tamping of the track. This would have the effect of raising or lowering the track in relation to the platform edge. However in many cases the actual platforms had to be altered in order to bring them into the correct offset position.

The images below show the work which is currently underway at Bidston station on the Wirral line which serves West Kirby. They show how the original platform slabs have been removed and are being replaced with new slabs which will be set at the 730mm offset and 915mm height.

 

The work which is currently underway between Bidston and West Kirby forms phase 8 of 11. Phase 9 will see upgrades on the New Brighton line, 10 will focus on Overpool in Ellesmere Port and the final phase will focus just on Green Lane in Birkenhead. Green Lane according to the Merseyrail website will take almost 4 weeks to complete, this is probably due to the difficult location, with the platforms themselves being in a deep cutting with difficult access.

If all goes well the works should be fully complete by June this year (2019). And then in 2020 passengers should begin to see the benefits of the platform alterations as the new trains begin to enter service. As far as I'm aware the new trains, combined with platform alterations will make the Merseyrail network the only heavy rail network outside of London to have step free access from the train to the platform.

Further investment is expected to improve access at five train stations across the Liverpool City Region after it was announced at the beginning of April this year, that the region will benefit from part of a £300m national fund known as “Access for all”, which aims to improve station access for passengers with reduced mobility. Of the 5 stations announced, 4 are on the Merseyrail network, they are Birkenhead Park, Hillside, Hunts Cross and St Michaels. The 5th station is Broad Green which is served by Northern.

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Railtex 2017, rolling stock highlights

2017 feels like and important year for the rail industry with the go ahead given to construct HS2 between London and the West Midland and the start of the procurement process for the trains that will eventually run at speeds of up to 360km/h between between Birmingham and London from 2026.

It is clear that most of the biggest train builders are vying for the valuable £2·75bn contract to build the trains for phase 1, not just for the monetary value but also for the prestige of building what will become iconic trains within the UK. 

Alstom was keen to highlight the fact that they already play a key roll within the UK rail industry and employ 3200 people in the UK. Alstom was also keen to demonstrate innovations such the tilting class 390 Pendolino which cut journey times on the WCML and the trainscanner technology being used to inspect and spot potential problems with the Pendolinos that Alstom maintains.

Alstom has installed 2 Trainscannes in the UK which can detect problems that may occur with the Pendolino fleet.

Alstom is not the only contender who can claim to have a UK workforce and provide innovative solutions. Hitachi who are a relative newcomer to the UK rail market already employ 1000 people within the UK and are themselves introducing innovations to the UK rail network.

In the coming years Hitachi's AT300 or class 800/01/02's will soon be a common sight on the East Coast and Great Western lines and Transpennine Express routes. The 800 and 802 units will be able to operate under electric power from 25kv overhead lines, but crucially will also be able to operate on non-electrified routes thanks to the powerful MTU diesel engines that will be installed underneath the carriages.

Keen to highlight their reputation as a "key player in the development of the Shinkansen", Hitachi had what it is calling "the British bullet train" on display which is aimed squarely at HS2.

Model of the AT400 "British bullet train" on display

Chinese CRRC Corporation had yet again brought it's own delegation to the UK with a wide array of rail vehicles on display, it is clear they are keen to enter the UK rail market. Although they have not yet sold any trains to the UK, I wouldn't rule them out for HS2, CRRC has experience building 380km/h trains for the extensive Chinese high-speed network. 

The CRRC display with an example of the high-speed EMU on offer

In non-HS2 related news, another relative newcomer the the UK rail market, Stadler had a number of trains on display, some that are already on test within the UK and others that we will soon see arriving into the UK.

As someone who frequently uses Merseyrail network I was excited to take a look at the new trains that will replace the ageing class 507/8 fleet. The new EMUs designed specifically for the Merseyrail network will provide step free access (a first for the UK classic network) and will be able to carry more passengers. The trains will also be lighter, more energy efficient and importantly more reliable. 

As well as providing 52 new trains Stadler will also be upgrading and refurbishing the maintenance facilities at Kirkdale and Birkenhead North.

Model showing the step free design used for the new Merseyrail units.

Stadler will also be providing 378 carriages for Abellio East Anglia based on the FLIRT multiple unit. The order includes 38 bi-mode units which will be able to operate on non-electrified lines.

FLIRT which was a big hit in Switzerland will soon be coming to the UK

The fact that a number of train builders are now keen to show what they can bring to the UK rail market shows that there is confidence in the UK that wasn't there perhaps 3 or 4 years ago. There are challenges ahead, especially surrounding the delayed electrification programme, but companies are willing to invest in solutions to meet those challenges. 

I am looking forward to getting a chance to ride and documenting the many new trains which will be coming to the UK over the next 5 years.