A canal aqueduct! If that’s low hanging fruit then it’s pretty rotten. For me, Muirhouse to Busby jct should be the first priority, then onwards to either or both of EK or Killie. Once at Kilmarnock, extend to Barassie.I thought there was structures work needed there?
As I understand it there's not much benefit to doing it, because the Anniesland shuttles are worked by West Highland diesel stock as an infill turn. You'd wind up running diesels under the wires or using stock inefficiently.But haven't wired Anniesland to Glasgow Queen Street via Ashfield which I would expect to be the lowest hanging fruit of all.
A canal aqueduct! If that’s low hanging fruit then it’s pretty rotten. For me, Muirhouse to Busby jct should be the first priority, then onwards to either or both of EK or Killie. Once at Kilmarnock, extend to Barassie.
Alternatively, extend from Ayr to Girvan and finally build Ayr South Parkway station next to the bypass.
Was this ever a viable scheme?
Rising costs may end rail link plan between airport and new arena in Aberdeen
https://www.eveningexpress.co.uk/fp...ail-link-plan-between-airport-and-new-arena1/
As I understand it there's not much benefit to doing it, because the Anniesland shuttles are worked by West Highland diesel stock as an infill turn. You'd wind up running diesels under the wires or using stock inefficiently.
pretty straightforward and quick to dangle the wires but if there's a new feeder station needed (near the wind farm near Bowshank tunnel?) that will take some time. Improved journey times would be at the mercy of the passing loops and further infrastructure work to increase the double track sections could be essential to ensure a robust timetable. Both are a considerable cost.There ought to be, but if the Scottish Government are looking for a quick result then the Borders Railway could give them that. They've declared a climate emergency so might want to be seen to be doing something quickly.
The Borders Railway was built with passive provision for electrification so there are no structures which require alteration.
But wouldn't all this low hanging fruit infringe the new standards on clearances?But haven't wired Anniesland to Glasgow Queen Street via Ashfield which I would expect to be the lowest hanging fruit of all.
I wouldn't say irrelevant - the Beaufort Dyke is one of the largest munition dumps in the Western Hemisphere. But yes, the fact that it's over 200m deep is the main challenge.
It's not the absolute depth that matters, it's the slope down to that depth.Funny how Norway can construct tunnels in much deeper water though....
It means an excessively long (read "expensive") tunnel.Yes. And?
Was this ever a viable scheme?
Rising costs may end rail link plan between airport and new arena in Aberdeen
https://www.eveningexpress.co.uk/fp...ail-link-plan-between-airport-and-new-arena1/
Technically, building the tunnel would be the easy part. The problem would be the length.Funny how Norway can construct tunnels in much deeper water though....
EK and Killie at once . Possible with new stock . DA canal aqueduct! If that’s low hanging fruit then it’s pretty rotten. For me, Muirhouse to Busby jct should be the first priority, then onwards to either or both of EK or Killie. Once at Kilmarnock, extend to Barassie.
Alternatively, extend from Ayr to Girvan and finally build Ayr South Parkway station next to the bypass.
I'm now wondering if a revised version of the Almond Chord scheme could drop grade separation at the Winchburgh end of the chord?
If the planned Winchburgh station were moved onto the new chord then there would be very little need for much traffic to use the current mainline at all. Edinburgh Gateway works just as well as Edinburgh Park for access into the west Edinburgh employment sites and the airport so you could just move the vast majority of services (or even all regular services) off the current line and avoid the need for grade separation at the west end of the chord at all.
Only question would be if the north lines at Haymarket could cope with all 10tph (4tph Falkirk High, 2tph Stirling, 2tph Cumbernauld, 2tph extra Falkirk High) going via the chord on top of 8tph to Fife / Dundee?
South lines would be looking much quieter at something more like 10tph (3tph Shotts, 1tph Carstairs, 2tph Carlisle, 4tph Bathgate).
But if all the north line trains are grade separated at Turnhouse it may actually be easier to run 18tph on the north lines than to operate with the existing flat junctions at Newbridge and Haymarket East junction.
How many trains would call at Gateway in this scenario? I had my first visit to Gateway today and it was eerily quiet with not a single person in the large ticket hall.
The airport isn't all that busy on Sundays, and Gogarburn and the Edinburgh park area are virtually deserted. You wouldn't expect a new railway station that serves them via a not-particularly regular service to be that busy would you?How many trains would call at Gateway in this scenario? I had my first visit to Gateway today and it was eerily quiet with not a single person in the large ticket hall.
There’s also the more regular tram service.The airport isn't all that busy on Sundays, and Gogarburn and the Edinburgh park area are virtually deserted. You wouldn't expect a new railway station that serves them via a not-particularly regular service to be that busy would you?
The airport isn't all that busy on Sundays, and Gogarburn and the Edinburgh park area are virtually deserted. You wouldn't expect a new railway station that serves them via a not-particularly regular service to be that busy would you?
Lots of development planned around it as well now that the old runway has been closed.Indeed, outside of events at Murrayfield and the weekday peak, Edinburgh Gateway is currently a fairly quiet station. But if you are there at 8am on a weekday it does a reasonable trade.
The airport isn't all that busy on Sundays
I'd expect there to be an additional 4tph at Edinburgh Gateway if all trains from Linlithgow direction went on Almond Chord. 2tph from Stirling and 2tph from Glasgow.
If the Stirling trains continues to run via Edinburgh Park then perhaps only an extra 2tph calling at Edinburgh Gateway.
Yeah, for all that oil they've nothing to show. Dundee otoh with a shiny new station and a good selection of stations to Arbroath seem to be doing reasonably well.Nope. A rail scheme dreamt up by the Scottish local authority that's got to be the most clueless about public transport was never going to happen.
If they'd just focus on delivering two or three stations between Aberdeen and Dyce thereby opening up opportunities for some of the city's most deprived areas then we'd all be a lot better off.
Actually, a challenge for this thread. Is Aberdeen City the most useless in this respect? Considering the population, the state of its bus service and that there are only two rail stations within its boundaries then I can't think of anywhere worse for public transport delivery.
https://askia.skyhightech.co.uk/Web...urvey=GDODXGDDKHCLVDOB&Intvw=JJWOWBKWUGYFIMKM
I'm not sure if this link will work. Fife council and ScotRail are promoting a survey on improving links across the Forth
Is there any other option besides figuring out how to get electric trains (by whatever means) and probably intermediate signal sections onto the bridge?
Earlier proposals for the Queensferry Crossing were for a multi-modal bridge or tunnel. A missed opportunityI think there are already multiple signal sections on the bridge, not sure you could fit any more in without having an effect on line speed, which is already restricted.
Some day (not necessarily soon) the nettle may need to be grasped regarding a new link across the water. It will be very expensive though.