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Scottish Electrification updates & discussion

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47271

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I've reread the piece. I wonder if
Transport operator Scotrail said the reason for the change was to ensure normal timetables can resume on Monday morning and the first Glasgow train is in the right place to go north.
really is a direct quote from Scotrail to the P&J or if it's Rhoda Grant's (probably accidental) misrepresentation of what she was told in the context of the electrification closures?
 
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Aictos

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With the Shotts line being wired up we ought to see linespeed increases right?
 

smtglasgow

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Has there ever been any indication of what level of service will be operated on the Shotts line once electrification is complete and the 385s have all arrived – presumably May 2019 at the earliest? Assuming journey times will improve slightly, but it would be good to see the evening service boosted to hourly. Maybe an extra peak train into Edinburgh?
 

The_Engineer

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With the Shotts line being wired up we ought to see linespeed increases right?
The quick answer is line speed has little to do with the electrification. It is the track geometry, condition and clearances that mainly governs that..... So, rather it depends on track/clearance improvement.
 

route101

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At one point they were wanted the Shotts services to go through Glasgow Central Low level.
 

deltic08

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The quick answer is line speed has little to do with the electrification. It is the track geometry, condition and clearances that mainly governs that..... So, rather it depends on track/clearance improvement.
Surely it is a route improvement like Manchester-Blackpool and not just electrification otherwise a waste of 100 mph units?
 

TheAlbanach_

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Has there ever been any indication of what level of service will be operated on the Shotts line once electrification is complete and the 385s have all arrived – presumably May 2019 at the earliest? Assuming journey times will improve slightly, but it would be good to see the evening service boosted to hourly. Maybe an extra peak train into Edinburgh?
I personally would love better service at the Edinburgh end of the route. The stations are so under used for the area they are all in. So much faster than the bus into town too. It's the service frequency and reliability that put people off. Hopefully the electric trains when up and running improve things drastically.
 

The_Engineer

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Surely it is a route improvement like Manchester-Blackpool and not
You may be correct, I don't know the total scope of work. The post I replied to asked if electrification allowed line speed improvements and I answered that.

Having travelled the route, I would rather think a lot of it limited in speed by line curvature and structure. Unless you can get rid of most lower speed restriction to runs at a more consistently higher speed, even with EMU performance the braking and accelerating for these minimise the effect of raising line speeds in other parts of the route.

But, if someone can enlighten us a to what work has been carried out to the infrastructure, we will get a better idea.
 

RLBH

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Surely it is a route improvement like Manchester-Blackpool and not just electrification otherwise a waste of 100 mph units?
If the line is able to make use of the better acceleration of new units, it's presumably sensible to order one fleet of 100mph units than to have a slightly smaller order of 100mph units and a micro-fleet of (say) 75mph units for one particular route.
 

The_Engineer

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Surely it is a route improvement like Manchester-Blackpool and not just electrification otherwise a waste of 100 mph units?

I have just had a quick on line search, and all the articles that I have found refer to electrification only. No track or line speed changes. The only other infrastructure mentioned were bridge work to raise parapets and increase electrical clearances, plus the station improvements. I think the same is true for Larbert to Dunblane and Alloa
 

takno

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Faster acceleration and a massive increase in the number of signals on the line should make a significantly faster service doable within existing speed limits. It should also make a more regular service achievable, with higher reliability. It's already not an incredibly slow route

In terms of the Edinburgh local stations I can't see them doing much there - that bit hasn't been resignalled, so additional local stoppers would potentially get quite badly in the way of faster Shotts trains and the west coast expresses.
 

Ginaro

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I think it's 70 from Slateford then 95 to Midcalder Junction, and back to 70 through to Holytown Junction. But the stations aren't that far apart so not sure if they could even reach 100mph - better acceleration will be more useful here.
 

MadMac

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Being familiar with the route, there isn’t a lot of scope for linespeed improvements. Improved acceleration will certainly help.
 

deltic08

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Excellent shots - thanks
As someone who very passionate about electrification, it is very satisfying to see a scheme go so well and relatively smoothly.

That applies to Dunblane/Alloa too. Pity they couldn't just keep going north to Hilton Tunnel until Perth remodelling is complete then there wouldn't be much to do when it is.

At least it would keep the teams together.
 

snowball

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Which one?
Stirling-Dunblane-Alloa, according to this press release.

https://www.networkrail.co.uk/feeds/stirling-dunblane-alloa-electrification-goes-live/

The public are being warned that overhead power cables on lines from Larbert through Stirling, Dunblane and Alloa will be live from Sunday, November 4.

Electrification work on the line will shortly enter its testing and safety validating process, which will enable the introduction of electric trains later this year.

With the overhead wires carrying 25,000 volts of electricity, a campaign is underway to highlight the new dangers an electrified railway poses to those who trespass on the tracks or accidentally make contact with overhead lines.

Iain McFarlane, Network Rail’s delivery director for the Stirling- Dunblane-Alloa electrification, said: “Energisation is an important phase of work to test and validate the new equipment and ensure it is operating as it should. As well as ‘live testing’ the equipment, the energisation phase of the work is critical to ensuring the safe introduction of the electric trains that will operate on the route from December.

“Electrification also marks a significant change to the railway in terms of risk for those living or working nearby so it is important we do what we can to make people, particularly young people, aware of this change and encourage them to stay safe.

“Electric trains will be quieter and accelerate faster than the diesel ones they replace. The overhead power lines we have installed carry 25,000 volts of electricity – enough to kill anyone who comes into contact with them.”

As well as more than 40,000 safety leaflets being delivered through every door in lineside communities and messages online through social media, Network Rail has worked with industry partners in schools and through local groups to take the safety message into the classroom and into the community.

Network Rail is working in partnership with the British Transport Police, Scottish Football Association and local council education departments across the area to deliver the rail safety message in fun, interactive and engaging formats.

Additionally, a range of resources is available to highlight the changes in an electrified railway including Rail Life; an initiative aimed at young people which provides teachers and parents with a range of resources on rail safety issues. Further information can be found at Rail Safety Resources

The electrification of central Scotland’s railway is part of the Scottish Government’s investment to modernise and upgrade our railway infrastructure. It will enable:
  • The introduction of class 385 electric trains which will offer a better travelling experience and reduce some journey times from Stirling to Glasgow and Edinburgh
  • More seats on services between Alloa, Dunblane, Bridge of Allan and Stirling to Glasgow and Edinburgh
  • A reduction of noise and better air quality for those who live and work near the railway
 

MadMac

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Why the hell am I imagining a large part of the line being single track?

There was a well-advanced scheme in the 1980s to single the G&SW from Kilmarnock - Dumfries. Kilmarnock box would take as far as, I think, Mauchline with Dumfries controlling loops at New Cumnock, Kirkconnel, Thornhill and Holywood. It got as far as relay rooms being built and cables/troughing being installed. Scottish Region upper management eventually realised what an error of judgement they'd made, but before they could pull the plug, the signals contractor (GEC) came forward and said they had made a huge error in their quote and would like to pull out, an offer which was gratefully accepted!
 
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