Merseyrail vs picc-vic alternate reality what if Manchester had have won instead?

[Jaymc]

Please note that this is an alternative history piece, and is not an accurate portrait of real events of those individuals and organisations mentioned. I am just explaining what might have happened if Manchester had it’s underground railway approved instead of Liverpool. I was also wondering if people would prefer these arrangements over the existing ones in Merseyside. What do people think of this alternate reality?

In 1968 Liverpool was served by five rail termini. Services from the Wirral terminated at an underground station called Central low level. Almost directly above this station, was the Liverpool terminus of the Cheshire lines committee - known as Central High level station. Liverpool Riverside station handled boat trains, while services from the north terminated at Exchange station. The reminder of services terminated at Lime street.

A proposal (called Merseyrail) was made to link these routes. Unfortunately it lost out to Manchester’s Pic-Vic tunnel, when it came to funding. Their plan was to link it’s two biggest termini with Royal Exchange.

The routes from Manchester to Bolton, Wilmslow via Styal, Rochdale Via Oldham, Bury and Altrincham via Timperly were electrified at 750v dc and routed into the new tunnel. The high service frequency required automatic signalling. These routes became a self contained network. Dedicated platforms were used at all stations. Two dedicated tracks ran alongside the WCML between styal and Wilmslow. A fleet of custom build fleet of Emus were built and painted Orange, with a brown band around the windows, and brown roof. They were subsequently dubbed “Jaffa Cake” units and officially designated class 507. The completed network opened in 1978. The CLC route to Warrington was later also added.

A fleet of class 508 EMUs would be transferred from the southeast to replace the elderly class 502 and 503 EMUs, while pacers replaced the elderly DMUS

The Merseyrail plans dictated that the Bootle branch would be freight only once the loop line opened. However rebel managers hadn’t read the script. They re-opened Spellow lane and Breck road stations, as well as building to new stations by Anfield and on East Prescot road. Business started to boom on the line.

Liverpool was chosen to be 2008 European capital of culture in 2003, and it was quickly realised that heavy investment in it’s public transport was required. The council favoured Merseytram – a new tram network for the city, that would connect with a new station called Liverpol South Park way. Merseytravel still favoured Merseyrail, and for the first time in their history, Merseytravel and Liverpool city council found themselves on a collision course with each other. Indeed Liverpool South Parkway was the only thing they agreed on. By now we were living in a digital age, and when Meresytravel’s plans to demolish the Cavern club and build an access tunnel in part of St George’s hall were revealed, outrage spread across the world. An American news channel ran a feature on it while Merseytravel and Liverpool city council were bombarded by emails from all over the world. To make matters worse unfounded rumours about tunnelling damaging the foundations of listed buildings surfaced. The protest had their desired effect and Liverpool city council officially opposed Merseyrail. The department for transport were faced with the inevitable decision to back Merseytram and kill off Merseyral

It was at this time the Transport ministers secretary opened an email from the public addressed to him, and decided that he needed to see it. He was indeed impressed and asked Merseytravel to have a look.

The document was a radical proposal. It suggested :

1) Moving all intercity services to Exchange, as this was nearer the big hotels, and waterfront that many visitors came to see. This would be achieved by building two double bore tunnels from the existing Liverpool to Edge Hill line under Trowbridge street to Love lane where it would emerge in cuttings and run along side the L&YR route into Exchange. There was even provision for a station in Pembroke Place.

2) A second tunnel to break off the route near Russell street and link up with the Mersey railway tunnel in Paradise street.

3) Incorporating the CLC route to Gatacre into a Light rapid transit route. This route would leave Exchange and run parallel along Leeds street, before heading south. Stations would be provided at The new cruise liner terminal and Pier head. It would then run along Mann Island, before crossing the Strand on a level crossing. It would the run parallel to the Strand on dedicated track into Liverpool one bus station. Here it would be met by a branch from the Echo arena, which ran along Gower street. It would then cross the Stand on another level crossing . It would then proceed along Hanover street before joining the CLC route at a downsized and converted two platform Central High level. At Garston it leaves the tracks and runs along Horrocks road and Speke road, before passing Speke Hall on dedicated tracks. It would pass John Lennon airport before proceeding along Speke hall avenue and Speke hall road before rejoining the CLC, and continuing as far as Gatacre, with all stations on the route reopened either metro only or dual stations.

4) The proposed south - west spur would be created at Broadgreen to allow heavy rail Gatacre to Liverpool services via Edge Hill.

5) linking the Bootle branch with the closed CLC Liverpool extension using an underground chord between Hale road and Roxburgh street. This would allow Bootle branch trains to proceed back to Exchange via Kirkdale, creating a north Liverpool circle line

6) Partial reopening of Rainford to Ormskirk, with the line terminating on a new alignment that crossed Southway and came to a finish in-between Skelmersdale concourse and Asda

7) A spur that left the L&YR between Aintree and old Roan, crossed Dunnings bridge road and Copy lane, then followed the CLC route to the former Sefton station before a new alignment skirted Maghull and Terminated in the Lydiate area, There would be new stations at Copy lane, Maghull square, and Lydiate. While, Sefton would be reopened.

The plan was accepted all round, however Liverpool city council was of the opinion that a new terminus was required for the city. Exchange was rebuilt with extra platforms and an extension on Dale street (splitting Tithebarn street in two) Underground travelators would link the new terminal with a rebuilt James street. Another underground travelator would link to another ticket office in Mathew street.

Funding was found for this proposal, as well as electrification of all the routes into Merseyside

The PTE became inspired by tram trains at the same time. They proposed reopening of Rainford to St Helens Junction, with tram trains to replace built on tracks and to pass through St Helens town centre.

Liverpool South Parkway was built and Garston closed Similar arrangements were made at Rice lane, and Bankhall, with Walton, Orrell Park Kikdale and Sandhills all closing. The North Mersey Branch also reopened, with Stations at Hawthorne road and Netherton way.

The works were fully completed in 2011.

Elsewhere Burscough curves were reinstated. Blackpool tramway was extended to Squires gate station, where the route to Blackpool South was closed and the route To Kirkham converted to tramway, with new station at Blackpool Airport and Wrea Green. Wrexham to Hawarden was also converted to light rail, with the route extended to the nearby business park, where a new parkway station was built

On a typical weekday Exchange had half hourly services to Southport via Ainsdale, Lydiate Via the north Mersey branch, Southport via Burscough, Blackpool North, Skelmersdale, and Birmingham New street. The Circle line would run every 20 minutes in both Directions. There would also be hourly services to Manchester Victoria Via Kirkby, Manchester Airport via Kirkby, Sunderland Via Newcastle, Scarborough, Warrington Bank Quay and Skegness, as well as an hourly Blackpool North to Euston via Exchange service. The station would also enjoy four hourly services to Glasgow, Edinburgh (Both via Ormskirk) Southampton, Cardiff, Bristol and Norwich via Stoke. As well as peak hour services from Southport to Euston and a few trains daily to Paris and Brussels curtsey of a dedicated international platform, (which could also be used for charter trains.) There would also be a shuttle between Southport and an extended Bootle new strand in between Exchange services. This would give the people of Liverpool access to most of Britain, as well as bringing business into the city.

James street would have services every fifteen minutes between the following stations: Hawarden and Wigan North Western, West Kirby and Warrington Central, New Brighton and Gatacre (via Edge Hill). There would also be a half hourly service between Chester and Manchester Airport and Chester and Manchester Piccadilly. An Hourly service would also run between Manchester Piccadilly and Holyhead via James Street. A shuttle would also run from Hooton to Runcorn via Ellesmereport and Halton curve to connect into Liverpool – Chester and London/Birmingham – Liverpool services