The Skelmersdale Rail Feasability Study has been completed and the scheme moving to Grip 3 has been approved by Lancashire CC. http://council.lancashire.gov.uk/documents/s63651/Appendix A.pdf Scheme studied is two new stations at Kirkby Headbolt Lane and Skelmersdale with 3rd rail extended to Skelmersdale. Basic scheme is 4tph to Headbolt Lane with 2tph continuing to Skelmersdale and 1tph to Manchester along with an enhanced option of 2tph to Manchester. Capital cost is not finalised before Grip 3 but work done so far has produced Low/Medium/High estimate £250m £320m £350m, in addition £10.2m for Merseyrail to purchase 2 extra 3 car EMU to operate the service in their fleet renewal since they insist they want to own the stock outright rather than lease, theres no extra leasing cost to Northern in base plan but enhanced plan requires leasing two additional DMU to operate 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 evenings while no trains would operate to Manchester in evenings or on Sundays. Merseyrail insists Headbolt Lane would be fully manned while the assumption is Skelmersdale would have a ticket office as it will also be a bus interchange. Forecast that because of forced interchange demand from Kirkby to other stations would see a small drop of just over 2k each in existing passenger demand while other stations would all see increased demand. Overall Moira model 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 annum to Wigan and 3,000 to Manchester, Meanwhile Kirkby would also generate an additional 2k trips per annum 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 annum 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.