Merseyrail

The Loop Line (Wirral Line)

The Loop Line is a single-track loop tunnel under Liverpool's city centre serving the Wirral lines. It was built to allow both greater capacity and a wider choice of destinations for Wirral Line users, which included the business and shopping districts of Liverpool city centre and Lime Street station.

Trains from Wirral arriving via the original Mersey Railway tunnel enter the loop beneath Mann Island continuing in a clockwise direction through James Street, Moorfields, Lime Street and Central, returning to the Wirral via James Street station.^[55]

The Link Line (Northern Line)

The original Mersey Railway tunnel from James Street to Central station, in red, still exists. The Link line, is shown in blue with the Loop line in green.

The Link Line is a double-track tunnel that links the Hunts Cross branch to the south with the Southport, Ormskirk and Kirkby branches to the north, thereby creating one line, the Northern Line. It provides direct access from the north and south of Liverpool to the shopping and business districts in the city centre via two underground stations, Liverpool Central and Moorfields, both of which also interchange with the Loop Line. The Northern Line effectively creates a north-south crossrail enabling passengers to travel from the south to the north of the city, and vice versa, via Liverpool city centre.

The present Northern Line underground station at Liverpool Central Low Level was originally the Mersey Railway terminus. A section of the original 1880s tunnel between James Street and Central stations was used to form the Link Tunnel. The remainder, between Paradise Street Junction and Derby Square Junction, was retained for use as a stock interchange line between the Northern and Wirral lines and also for a reversing siding for Wirral Line trains terminating at James Street when the Loop Tunnel is inoperative. The stock interchange section of the tunnel is not used for passenger traffic.^[56]

The Link Tunnel was originally intended to link the urban lines north and south of the city creating a north-south crossrail and an additional function in completing the western section of a planned double-track electrified suburban orbital line, circling the city's outer suburbs, known as the 'Outer Rail Loop'. However, the eastern section of the Outer Loop was never built due to budget cuts.^[57]

The Hamilton Square Burrowing Junction

A burrowing junction was constructed at Birkenhead Hamilton Square station, to increase traffic capacity on the Wirral Line by eliminating the flat junction to the west of the station. This included a new station tunnel at Hamilton Square to serve the lines to New Brighton and West Kirby.

Liverpool Central South Junction

To the south of Liverpool Central Low Level Station, a new track layout was constructed as part of the Link Line project. This layout permitted the former Mersey Railway route to be connected to the former Cheshire Lines Committee route from the closed Central High Level Station and so allow the Northern Line to be extended in a southerly direction to Garston and, later, Hunts Cross. It was accomplished by excavating the trackbed of the high-level tunnel to connect the two routes by means of a gradient. As it was still necessary to accommodate a reversing siding to serve Central Low Level, and as the width of the high-level tunnel did not permit a three-track alignment, a new section of single-track tunnel was built for the Central to Garston line. This tunnel starts to the south of the station and rises to join the high-level tunnel.

At the time of construction, the opportunity was taken to construct two short header tunnels for the proposed Edge Hill Spur project (see below). Should the project go ahead, the connecting tunnels could be constructed without the need to obstruct rail services on the existing route. The junction arrangement would be a burrowing junction, as at Hamilton Square (see above), with the grade separation of tracks increasing capacity. ^[57]

Walton to Kirkby

On 30 April 1977, Liverpool Exchange terminus station was closed as a part of the Link tunnel project to create the electrified Merseyrail north-south crossrail line named the Northern Line. Liverpool Exchange was the terminus of the northern Liverpool to Manchester route to Manchester Victoria via Wigan Wallgate station.

A tunnel under Liverpool's city centre, the Link tunnel, created the through Northern Line. The nearby Moorfields underground through station located on the new Link tunnel replaced Liverpool Exchange terminus station. Since diesel trains could not operate in the underground stations and tunnels for safety reasons, trains that had terminated at Liverpool Exchange terminus from Wigan Wallgate were as a temporary measure terminated at Sandhills station, the last surface station before the tunnel.

A year later in 1978, the short electrification from Walton to Kirkby extended the Merseyrail network, creating a Northern Line branch terminus and interchange station at Kirkby. The line was electrified using the standard 750 V DC third-rail Merseyrail system. The northern Liverpool to Manchester route was cut into two with differing modes of traction, electric and diesel. The diesel Wigan service terminating at Sandhills station was cut back to Kirkby. The Merseyrail electric and the Northern Rail diesel services use opposite ends of the same platform at Kirkby. Merseyrail and Northern Rail trains are generally timed to meet there for ease of interchange.

Liverpool Central to Garston

The reopening of the former Cheshire Lines Committee line from Liverpool Central to Garston was made possible by the excavation of the invert of the tunnel into Central High Level station to form a link into the southern end of Central Low Level station. This link had been envisaged when the Mersey Railway was extended to Central in the 1890s. The CLC line had been abandoned since the termination of the Liverpool Central to Gateacre service in 1972. On reopening, the line was electrified using the Merseyrail 750 V DC third-rail system and allowed through running via the Link Line tunnel to the Northern Line branches to Southport, Ormskirk and Kirkby. The line was opened in 1978.

Garston to Hunts Cross

This short extension at the southern end of the Northern Line opened in 1983. It allowed interchange between the Merseyrail Northern Line services with City Line and main line services from Lime Street. The reopened line passed under the West Coast Main Line Liverpool branch at Allerton but needed to cross the old Cheshire Lines Committee line to Manchester on the flat, which affected capacity.

Rock Ferry to Hooton, Chester and Ellesmere Port

Rock Ferry railway station had been a terminus for Wirral Line services since the Mersey Railway was extended there from Green Lane in 1891. Passengers for the lines to Chester and Helsby would change trains at this station from the electric service on to mainline services, operated by steam and diesel. Rock Ferry became one of the terminals for the Merseyrail Wirral Line. In 1985 the line from Rock Ferry to Hooton was electrified and incorporated in the Wirral Line of Merseyrail, Hooton thus becoming a new terminus.

Hooton is a junction station where the line to Helsby via Ellesmere Port branches off the main Chester line. The line from Hooton to Chester was electrified in 1993, Chester thus becoming a terminus station of the Wirral Line. The line from Hooton to Ellesmere Port was electrified in 1994 and incorporated into the Wirral Line, Ellesmere Port thus also becoming a terminus and interchange station.

New stations

A programme of new stations on the Merseyrail network expanded the coverage of the system. They are as follows:

• Bache: On the Hooton to Chester line, opened in 1983 to replace the former Upton-by-Chester (Halt).
• Bromborough Rake: On the Rock Ferry to Hooton line, opened in 1985 with the completion of electrification to Hooton.
• Overpool: On the Hooton to Ellesmere Port line, opened in 1988.

  (Bache and Overpool are outside the PTE boundary and were funded by Cheshire County Council with some support from Merseytravel).

• Eastham Rake: On the Rock Ferry to Hooton line, opened in 1995.
• Brunswick: On the Liverpool Central to Hunts Cross line, opened in 1998. This station serves the South Docks regeneration area and also the Grafton Street area of Dingle high above the station via a staircase and footbridge.
• Conway Park: On the Hamilton Square to Birkenhead Park underground line, opened in 1998. This station was originally intended to be built as 'cut and cover' with an office building on top. More onerous fire protection requirements arising from the Fennel report into the Kings Cross fire of 1987 made this prohibitively expensive and so the station was constructed in an open cut with lift access to the platforms. It serves the Europa Boulevard area of Birkenhead, a regeneration area.
• Wavertree Technology Park: Opened in 2000 on the City Line route from Edge Hill to Huyton to serve the expanding Technology Park.

The former Holly Park Football ground, where Liverpool South Parkway Station now stands

• Liverpool South Parkway: Opened in 2006 on the site of Holly Park football ground of South Liverpool F.C. in South Liverpool. It is an interchange station between the Merseyrail Northern Line from Liverpool Central to Hunts Cross and the City Line from Liverpool Lime Street to Runcorn and Warrington Central and also mainline services. The station also includes a bus terminal and large car park and has frequent bus services to Liverpool John Lennon Airport. The station was formed from an amalgamation of the four-track Allerton Station and the relocation of the Merseyrail Garston Station. Garston station was closed on the opening of the new facility, the first station closure on the Merseyrail network since Liverpool Exchange station in 1977.^[57]
• Maghull North: Construction of this station began in August 2017, with the station opening on 18 June 2018.^[58]

Dual-voltage trains

The Route Utilisation Strategy document makes note of the benefits of dual-voltage electric multiple-unit trains that could be used both on the third-rail Merseyrail network and on future electrified lines using overhead wires.^[66] All new third-rail rolling stock must be capable of simple conversion to the overhead wire 25kV electrical supply system, so any future rolling stock on the Merseyrail DC third-rail lines will have provision for an overhead wire pantograph.

Tram-trains

Network Rail has suggested that tram-trains could offer an opportunity to connect more areas of Merseyside to the rail network. This would allow street running, providing an alternative route through Liverpool city centre. It 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 dependent on successful trials of the technology elsewhere in the UK.^[66][67]

In August 2009, it was 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.^[68]

• John Lennon Airport: the existing Northern Line and the City Line from Liverpool Lime Street to Liverpool South Parkway are being assessed. From South Parkway the tram-trains would transfer to a new tramway. Merseytravel commissioned a feasibility study into increasing rail links with the airport in 1995 but no further work has been undertaken.^[69]
• Kings Dock to Edge Hill: a link from Edge Hill in the east of the city to the Arena at Kings Dock in the city centre is also being considered. The disused 1829 1.26 mi Wapping Tunnel links the two locations. Tram-trains could then access existing and proposed electrified lines to the east and south of the city.

Kirkby to Wigan

In 1977, the Liverpool to Kirkby section of the Liverpool-to-Bolton route was electrified and merged into Merseyrail. Kirkby became the terminus of the Northern Line Kirkby branch. The former through service to Bolton was split in two, with passengers wanting to make through journeys forced to change at Kirkby from the Merseyrail electric network to the Northern Rail diesel network onwards to Bolton.

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; however, no work commenced.^[70] Further mention of this was made in Merseytravel's 30-year plan.^[61]

The electrification extending Merseyrail through to Wigan Wallgate was a long-term aspiration of Merseytravel in 2014^[61][71] and was identified by Network Rail as a route where electrification would enable new patterns of passenger service to operate.^[72] There is acceleration of the aspiration as in March 2015 the Electrification Task force placed electrifying the line from Kirkby to Salford Crescent in a Tier 1 priority category.^[73][74]

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.^[71] However, in 2008 Network Rail said the benefit-to-cost ratio of the scheme was insufficient to justify this scheme in the near future^[75] though the scheme continued to be mentioned by Network Rail.^[72] Third rail electric/battery train trials are to be undertaken in 2020 by Merseyrail on this section of track.^[76]

Bidston to Wrexham

The Bidston interchange terminal of the Borderlands Line and through station for the Wirral Line to West Kirby.

The Borderlands Line from Bidston to Wrexham Central is operated by Transport for Wales using diesel trains on unelectrified track. Using zero emissions trains operating on electric traction motors, would allow trains to operate in the underground section of the Wirral Line, which continues on the same alignment as the Borderland Line. This would connect the Borderlands Line at Bidston onto the section of Wirral Line heading towards Liverpool, giving a direct service from Wrexham through to central Liverpool via Birkenhead's centre.

There has been various proposals to electrify some or all of the line over the years. 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,^[77] Merseytravel announced that cheaper overhead line electrification would be considered instead. This would require dual-voltage trains with third-rail and overhead-wire capability.^[78] The Welsh government is pushing for improved rail connections between North Wales and Liverpool which may accelerate the electrification of the line,^[79] and the scheme continues to be mentioned by Network Rail^[72] and Merseytravel.^[61] Merseytravel believe that increasing the frequency of the trains will increase the levels of passengers and make the case for electricification stronger.^[80]

A trial of a converted Electrostar train using energy from overhead wires and batteries when on non-electrified sections of track was undertaken in January and February 2015 on the Mayflower line.^[81] A month later in March 2015, the introduction of battery powered trains was proposed for the Borderlands line by Network Rail.^[82] The Network Rail document proposes that using battery powered rolling stock precluding full electrification of the line, provides a cheaper method of increasing connectivity into the electrified Birkenhead and Liverpool sections of the Wirral line. From the document:

"In the longer term, potential deployment of rolling stock with the ability to operate on battery power for part of their journey may provide the ability in an affordable manner to improve the service offering between the Wrexham – Bidston route and Liverpool."^[82]

In June 2018, KeolisAmey Wales were announced as the winners of the bid to operate the Wales and Borders rail service.^[83] Part of their plans are to use refurbished Class 230 Metro trains with battery/diesel power to serve the line between Wrexham and Bidston.^[84] Welsh Economy Secretary, Ken Skates, stated that the Welsh government were in an advanced stage of talks with Merseytravel about running a direct service from Wrexham to Liverpool.^[85]

Hunts Cross to Warrington

The Strategic Plan for the North West, the SPNW, in 1973 envisaged that the Liverpool to Warrington line would be electrified and integrated into Merseyrail by 1991 as a part of the Northern Line.^[54] In March 2015 the Electrification Task force placed electrifying the line from Liverpool to Manchester via Warrington Central in the Tier 1 priority category.^[73]

Southport to Wigan

Southport to Wigan has been identified by Network Rail as a route where electrification in conjunction with extension of electrification from Ormskirk to Preston and reinstatement of the Burscough Curves would enable new patterns of passenger service to operate.^[72] In March 2015 the Electrification Task force placed the electrifying the line from Southport to Salford Crescent via Wigan in the Tier 1 priority category.^[73][74]

Other electrification proposals

The Ellesmere Port to Helsby route is included in Merseytravel's rail strategy as a "long-term aspiration".^[61][71] No detailed analysis has been carried out into the feasibility. Third rail electric/battery train trials are to be undertaken in 2020 by Merseyrail on this section of track.^[76]

Burscough Curves

The Burscough Curves were short chords linking the Ormskirk to Preston Line with the Manchester to Southport Line. The curves allowed northbound trains from Ormskirk to run directly to Southport to the west, and southbound trains from Preston run west to Southport. 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 & Ormskirk-Southport services and provide an alternative Liverpool-Southport route via Ormskirk. Network Rail has recommended that a strategy for the Burscough Curves be developed further.^[72][75]

In a parliamentary debate on 27 April 2011, the Burscough Curves were a prime point of the debate. The transport minister wished to meet Southport MP John Pugh regarding the reinstatement of the curves.^[86] The latest refresh of Merseytravel's Long Term Strategy puts the opening of the curves in Network Rail's CP7 period.^[87]

A review in 2020 to introduce new Merseyrail battery trains will be undertaken, as stated in the Liverpool City Region Combined Authority, Long Term Rail Strategy document of October 2017, page 37. The document highlights that Battery train introduction may improve the business case to reopen the Burscough Curves, allowing Northern Line trains to travel from Ormskirk to Southport, giving two routes from Liverpool to Southport. If realised Burscough Junction, Burscough Bridge, New Lane, Bescar Lane and Meols Cop stations may be incorporated into Merseyrail.^[76]

Edge Hill to Bootle

Liverpool2 Container terminal extension under construction, which is served by the Bootle Branch line.

Known as either the Canada Dock Branch line or the Bootle Branch line^[88] is an unelectrified line running from Edge Hill Junction in the east of the city in a long curve to the container terminal to the north of the city. Originally only serving Canada Dock, the line was extended north to the container terminal in the 1970s. The line meets and runs parallel to Merseyrail's Northern Line at a junction between Bank Hall and Bootle Oriel Road stations. The line's last passenger trains were withdrawn in 1977. This was a temporary service from Southport to Liverpool Lime Street during the construction of the Merseyrail network of tunnels under Liverpool's city centre. On the completion of Merseyrail, trains from Southport used the Merseyrail network. Being the only line currently into Liverpool docks, freight to Seaforth Container Terminal ensures constant use.^[89]

The line has been mooted on many occasions for electrifying and reopening to passengers, giving scope to reopen stations along its length: Spellow, Walton & Anfield, Breck Road, Tuebrook, Stanley and Edge Lane. The line from Edge Lane would continue through Edge Hill junction via Edge Hill station and terminate at Lime Street. A disadvantage is that the northern end of the line does not loop back to Liverpool city centre at Kirkdale. The line would be a point to point line from Lime Street station to Bootle reducing the appeal to attract passengers. To loop the line back to Liverpool's city centre giving greater passenger appeal, branching into the Northern Line, would entail constructing sweeping curves after Kirkdale station or short tunnels from the deep cutting before Kirkdale station into the unused twin Breeze Hill tunnels near parallel to the tunnels. One tunnel is complete, the other was never fully completed and abandoned by the Victorians, however, the western section emerging at Kirkdale station is nearly complete. The tunnels which run north east from Kirkdale station to the Rice Lane road flyover at Queens Drive, have two portals at an ideal location for trains to run onto the platforms at Kirkdale station.^[61]

Network Rail investigated options for the Canada Dock Branch in its March 2009 Route Utilisation Strategy for Merseyside^[67] and concluded that the expected benefits did not justify the investment in new infrastructure.

The Department for Transport's Rail electrification document of July 2009 stated that the route to Liverpool Docks would be electrified via overhead wires. The Canada Dock Branch Line is the only line into the docks.^[89] 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 document states "route to Liverpool docks for electrically-operated freight trains", which is the Bootle Branch line being the only line into Liverpool docks. However, the initial phases of electrification scheduled until 2016 do not list this line.^[90] This delay may impede the efficiency of Liverpool docks container terminal which is being extended to accommodate the largest post-Panamax container ships increasing container throughput of the terminal by 25%, entailing increased usage of the line. Local residents are campaigning to have the majority of containers to be transported by rail easing road congestion and pollution, which may increase rail traffic even further.^[91] This delay in electrification may delay any proposed passenger use for the line.

The March 2009 Merseyside RUS document was published before the Department for Transport's Rail electrification document of July 2009. Major infrastructure costs will be met with the electrification project which now casts a positive light on future passenger usage for this line. To elevate the case further Merseyrail is acquiring dual-voltage, third-rail and overhead-wire passenger trains which can operate on the line. These points plus serving Liverpool and Everton FC's stadia, would lever recommissioning of passenger train introduction.^[92]

The Liverpool City Region Combined Authority, Long Term Rail Strategy document of October 2017, page 37, states:

A long term proposal which will need to be considered alongside the developing freight strategy for the region and the expansion of the Port of Liverpool. The proposal envisages the introduction of passenger services which will operate from the Bootle Branch into Lime Street. An initial study is required to understand fully the freight requirements for the line and what the realistic potential for operating passenger services over the line is.^[76]

The Institution of Mechanical Engineers in January 2018 recommended:

DfT instruct Network Rail to develop an appropriate specification for railway electrification that will achieve an affordable business case for a rolling programme to complete the electrification of the main lines between Britain’s principal cities and ports, and of the urban rail networks through our major city centres.^[93]

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 has long-term goals to reopen and electrify the line.^[61][71] 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.^[67]

A 1909 map showing some of the rail lines around Liverpool

Skelmersdale Branch

The reopening of a section of the Skelmersdale Branch from Upholland to Skelmersdale town centre has been proposed.^[61] The line was completely closed in 1963. This would give Skelmersdale, the second largest town in North West England without a railway service, direct access to Liverpool city centre. Network Rail has recommended that a further feasibility study be carried out.^[67][94] In the 1969 MALTS report, this section is referred to as the Tawd Vale branch. 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.^[95][96] The report proposes extending the line from Ormskirk railway station by laying 3 miles of new single track along the previous route towards Rainford Junction, at a cost estimated to be in the region of £31m. The route is largely intact, however, a slight deviation north of Westhead where houses have been built on the old trackbed would be required. The proposed station would be on the north-west corner of the town near the Skelmersdale Ring Road, next to where the old station once stood.^[96][97]

In December 2012 Merseytravel commissioned Network Rail to study route options and costs of connecting to Skelmersdale with Merseytravel contributing £50,000 and West Lancashire Council contributing £100,000.^[98] The range of options considered including a simple park and ride on the existing Northern Line Kirkby branch, an extension of the Northern Line Kirkby branch to a new terminus in Skelmersdale and finally a connection from the Northern Line Ormskirk branch, possibly extended to create a loop via Skelmersdale between Kirkby and Ormskirk. Merseytravel are represented on a board led by Lancashire County Council which has developed a flowchart detailing how the scheme may be delivered.^[99]

Lancashire County Council announced in January 2017 that the preferred site for the railway terminal station was the former Glenburn Sports College and Skelmersdale College's West Bank Campus. Whilst the council owns the land that Glenburn Sports College occupies, the currently unused West Bank Campus site is owned by Newcastle College and the council have started the process of acquiring this land. A partnership formed between the council, Merseytravel and West Lancashire Borough Council hope to deliver a service of two trains an hour to Liverpool from Skemersdale.^[100] Network Rail expect the construction of the project to start in 2021 with the station being ready in 2023.^[101] An October 2014 plan envisaged the station also providing services to Wigan.^[102]

On page 36 of the Liverpool City Region Combined Authority, Long Term Rail Strategy document of October 2017, it states that Merseytravel is currently working with Lancashire County Council and Network Rail to develop a plan to extend the Merseyrail network from Kirkby through to Skelmersdale, with work completed in 2019. They are considering 3rd rail electrification and other alternatives with a new station at Headbolt Lane to serve the Northwood area of Kirkby.^[76]

Halton Curve

Alstom Coradia iLint hydrogen fuel cell train to be trialled on the Halton Curve.

The Halton Curve is a short section of track from Frodsham to Runcorn which currently operates one passenger train per week. The line escaped closure during the Beeching Cuts during the 1960s but all passenger services were withdrawn by the 1970s. The curve was threatened with closure in 2004 being later reprieved.

In 2016 the Liverpool City Region Combined Authority approved works to make the track bi-directional with improved signalling which would allow a greater volume of traffic to be handled by the line. The Curve will allow an hourly service from Liverpool Lime Street via Liverpool South Parkway (John Lennon Airport) to Chester.^[103] Work started on the project in June 2017 with the track being ready to accept new routes by December 2018.^[104][105]

The Chester to Liverpool line via the Halton Curve, which is scheduled to open in December 2018, is proposed for a trial by Alstom of their zero emissions hydrogen fuel cell trains. The line was chosen as Alstom's new technology facility is at Halebank on the Liverpool border adjacent to the line, with hydrogen supplied via the nearby Stanlow refinery.^[106]

The Outer Rail Loop

West Derby station on the North Liverpool Extension Line which was to be a part of Merseyrail's Outer Loop.

The Orbital Outer Rail Loop was a part of the initial Merseyrail plans of the 1970s. The route circled the outer fringes of the city of Liverpool using primarily existing rail lines merged to create the loop. With Liverpool city having a semi-circular footprint with the city centre at the western fringe against the River Mersey, the western section of the loop would run through the city centre. The scheme was started along with the creation of Merseyrail however postponed due to cost cutting.

The concept of using the former Cheshire Lines Committee's North Liverpool Extension Line^[107] route through the eastern suburbs of Liverpool as the eastern section of a rapid-transit orbital route circling the outskirts of the city first emerged before the Second World War. The proposal was for a 'belt' line using the now demolished Liverpool Overhead Railway, which ran along the river front, as its western section. In the 1960s during the planning for Merseyrail, this was developed into the Outer Rail Loop scheme - an electric rapid-transit passenger line circling the outer districts of the city by using a combination of newly electrified existing lines and a new link tunnel under the city centre merging lines to the north and south of the city centre completing the loop. A feature was that passengers on the mainline radial routes into Lime Street from the east and south could transfer onto the Outer Loop at two parkway interchange stations and complete their journey to Liverpool suburbs avoiding the need to travel into the city centre - Liverpool South Parkway was one of these stations opening thirty years after the initial proposal. The Outer Loop would have connected the eastern suburbs of the city: Gateacre, Childwall, Broad Green, Knotty Ash, West Derby, Norris Green and Walton with the city centre.^[57]

As finally developed, the Outer Loop consisted of two sub-loops - serving the northern and southern suburbs with both running through the city centre from the east. These sub-loops allowed more direct journeys to the city centre from the eastern suburbs giving the overall scheme greater viability.

The eastern section of the Outer Rail Loop project was cancelled in the late 1970s because of delays and cost overruns on the Loop (Wirral Line) and Link (Northern Line) projects and local political opposition. Only the western section was built of the loop. The project was abandoned as a working proposal by Merseytravel in the 1980s. Much expense was incurred in constructing a large bridge taking the M62 over the eastern section and header tunnels at Liverpool Central station. The route is still largely intact, complete with bridges, although now the eastern section mainly forms the Liverpool Loop Country Park - a walking and cycling trail through the suburbs.

The key components of the Loop were as follows:

The West Section - The existing Merseyrail Electrics Northern Line from Sandhills in the north (later Aintree on the Ormskirk branch) to Hunts Cross. This section includes the most expensive part of the Outer Rail Loop - the Link Line tunnel under Liverpool city centre - and the reopened and electrified line from Liverpool Central to Hunts Cross.

The East Section - The former Cheshire Lines Committee North Liverpool Extension Line initially from Hunts Cross to Walton however amended to Aintree. This is now the Country Park.

The North Section - Originally the CLC line from Walton to Kirkdale via the Breeze Hill tunnel. In later versions of the scheme the North Mersey Branch from Aintree to Bootle was substituted. The latter is still intact although only used by maintenance trains whilst the former is now partially built over.

The Central Section - The central section was a later addition to the plan and effectively divided the loop into two sub-loops and also gave city centre access for the towns east of Merseyside. This included the unrealised Edge Hill Spur scheme from Liverpool Central Low Level to Edge Hill using the Waterloo Tunnel and a section of the City Line from Edge Hill to Broad Green. A major junction was to have been formed at Broad Green with the eastern section of the Outer Loop with a six platform underground station to be named Rocket under the car park of the Rocket pub near the M62/Queens Drive road junction.

The Outer Rail Loop would have been double track throughout and electrified using the 750 V DC third-rail system used by the Merseyrail Electrics network.

Although no official proposals have been made to revive the scheme in recent years, the route is effectively safeguarded with periodic calls being made by local politicians for the revival of the complete project or just the short stretch of route from Hunts Cross to Gateacre. The Gateacre service was the last to operate out of the former Liverpool Central High Level Station prior to its closure in 1972.

Since the postponement of the project, a number of Route Utilisation Strategy documents have mentioned re-opening the North Mersey Branch line, the northern section of the loop, to form a passenger link between Bootle and Aintree with stations to serve Ford and Girobank.^[57][108]

The Edge Hill Spur

Victoria/Waterloo Tunnel portal at Edge Hill Station. The tunnel is an option for the Edge Hill Spur scheme.

In the 1960s/early 1970s the Edge Hill Spur scheme was proposed, to link the east of the city with the central underground section. It would have extended the Merseyrail underground network from Liverpool Central Station to Edge Hill Station using existing freight tunnels. Although part of the original Merseyrail plan with construction started, the scheme was dropped. A junction and two headers tunnels to facilitate future construction of the Spur, were built south of Central station during the construction of the Northern Line tunnel, which is a Liverpool north-south crossrail line.^[109]

The construction of the Spur would have connected the City Line branches to the east of Liverpool into the electrified Merseyrail network and importantly the underground section in Liverpool's city centre. An increase in integration and connectivity of the network would have been achieved. The Spur would have also formed the central section of the proposed Outer Rail Loop splitting the loop into two smaller loops (see Outer Loop section). An additional and substantial benefit was diverting local urban trains entering the city from the east underground in the city centre. This would release platform space at Lime Street mainline terminus station for the use of only mid and long-haul mainline routes.

The initial and cheaper proposal was to re-use the 1829 Wapping freight tunnel, by means of two new single-track tunnels branched off the Northern Line tunnel at a new junction named Liverpool Central South Junction, south of Central Station. The Wapping Tunnel would have given access to Edge Hill via the historic Cavendish cutting, built for the 1830 Liverpool and Manchester Railway. Access to the City Line would have been obtained via a flyover to the east of Edge Hill Station over the main lines from Lime Street. This flyover has since been demolished.

In the early 1970s, 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, behind the Student's Union building in Mount Pleasant. It would extend the two connecting tunnels from Central Station in a large radius curve to the north, passing beneath the mainline Lime Street station approach cutting accessing Edge Hill via a section of the Waterloo/Victoria Tunnel. On emerging from this tunnel at the existing Edge Hill Station, the route would be on the north side of the main lines thereby removing the need for a flyover.^[57]

Although powers were obtained to build this line under the 1975 Merseyside Metropolitan Railway Act, construction was postponed due to the financial cutbacks and political opposition that also halted the Outer Rail Loop project. The east of Liverpool has suffered in many aspects ever since. An attempt was made to revive the project in the mid-1980s but it was found to be not financially viable.

Following the collapse of the Merseytram scheme in 2006, proposals were considered to revive the project.^[110] and the route of the tunnels is safeguarded. Further references are made to the scheme, as a future option, in MerseyTravel's 30-year plan.^[61]

A further proposal to resurrect the Edge Hill spur scheme with a new station at Paddington Village was revealed in 2016 by Liverpool's mayor Joe Anderson, as part of a scheme to extend Liverpool's Knowledge Quarter onto the site of the former Archbishop Blanche School.^[111] A feasibility study to reopen the Wapping Tunnel was commissioned and delivered in May 2016. The report found that the Wapping Tunnel was in good condition though suffered from flooding in places and would require some remedial work, but that the concept of re-opening the tunnel was viable^[112]

St James Station

Liverpool’s Strategic Investment Framework, the blueprint for the city’s regeneration published in November 2012, states the importance of reopening St James’ station.^[113] further mention was made in Merseytravel's 30-year plan of 2014.^[61] The station, which is located on the corner of St.James' Place and Parliament Street - immediately south of Liverpool's city centre - was closed in 1917. The station saw little use being the next station to Liverpool Central high-level terminus station. The station is in a deep cutting on the operational crossrail Northern Line tunnel section between Liverpool Central Station and Brunswick Station. Being on a well connected crossrail line the station now gives greater appeal for passenger usage than in 1917.

The original platforms and surface level buildings have mainly been removed leaving some platform level rooms carved out of the rock in the sides of the cutting. The cutting the original station was built in is not long enough to accommodate platforms for a six car train, and would entail the station being partially built inside the tunnel. As the cutting formerly contained three tracks with now only two tracks using the tunnel, ample room should be available for the construction of full width platforms to modern requirements. The original stair access would likely need to be replaced with lifts or escalators. Although located in a deep cutting, with tunnelled sections either side, the station should be sufficiently open to the air not to be classed as a sub-surface station and therefore not subject to the requirement for costly fire prevention measures as was the case with Conway Park railway station on the Merseyrail network in Birkenhead.

One aim of the Strategic Investment Framework is to boost the Baltic Triangle, which is becoming an important location for the city's creative sector. Local people and businesses have pledged to work with Liverpool Vision and Merseytravel to assess if the station may be re-opened. If so, the next step will be the development of a business plan for presentation to Network Rail.^[114]