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Dunblane - Perth - Dundee - Aberdeen electrification updates

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numtot12345

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I remember this article about the Aberdeen-Central Belt improvements funded by City Region Deal: https://www.pressandjournal.co.uk/f...t-rail-upgrades-on-track-for-2026-completion/

Followed laterally by this PR by Network Rail:

1) the graphic in the P&J suggests services would route via Stirling, however assume that's not based on any concrete proposal?

2) how does this work tie in with the Electritification? And do the JTs associated with the City Region Deal work accout for electrification or not?

Thanks
 
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snowball

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I remember this article about the Aberdeen-Central Belt improvements funded by City Region Deal: https://www.pressandjournal.co.uk/f...t-rail-upgrades-on-track-for-2026-completion/

Followed laterally by this PR by Network Rail:

1) the graphic in the P&J suggests services would route via Stirling, however assume that's not based on any concrete proposal?

2) how does this work tie in with the Electritification? And do the JTs associated with the City Region Deal work accout for electrification or not?

Thanks
There was a bit of discussion of that press release when it first came out - see posts #103 and #106-#108 on page 4 of this thread:


I don't think anyone here knows how it relates to the electrification. There has been no announcement about the electrification, which we only know about because Marty82 discovered the Aberdeen planning application last week.

But it's perhaps beginning to look as if electrification is actually the core of the upgrade, and that that's why the graphic shows the route via Stirling, whether or not Edinburgh services will actually go that way.
 
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gingertom

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There was a bit of discussion of that press release when it first came out - see posts #103 and #106-#108 on page 4 of this thread:


I don't think anyone here knows how it relates to the electrification. There has been no announcement about the electrification, which we only know about because Marty82 discovered the Aberdeen planning application last week.

But it's perhaps beginning to look as if electrification is actually the core of the upgrade, and that that's why the graphic shows the route via Stirling, whether or not Edinburgh services will actually go that way.
one of the documents that forms part of the planning application listed a whole raft of interventions to do with electrification of the route. As mentioned a few posts ago, conspicuous by their absence are works to Moncrief tunnel and Tay viaduct, Perth- perhaps these will be taken care of during the station upgrade works or gauge enhancement ie different budget?
 

waverley47

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one of the documents that forms part of the planning application listed a whole raft of interventions to do with electrification of the route. As mentioned a few posts ago, conspicuous by their absence are works to Moncrief tunnel and Tay viaduct, Perth- perhaps these will be taken care of during the station upgrade works or gauge enhancement ie different budget?

As I've mentioned in other threads, there are three possible funding streams in Scotland.

Renewals is for like-for-like replacements of life expired assets, agreed in five year increments, and basically is NR's operating budget.

Enhancements is for upgrades or changes, such as remodelling junctions or providing new loops ect. This is also agreed in five year increments, but is set after such schemes have already been costed and approved. Carstairs falls into this scheme, as will any improvements to Perth or the Tay Viaduct.

The electrification budget is separate. Its a completely ring-fenced fund, in that NR can only spend it on wiring, however the amount is not set in advance. Its basically a separate enhancements budget given to NR over ten years or which will amount in total to the cost of wiring the network.
 

snowball

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The point about the mysterious absence of Moncrieffe tunnel and the Tay viaduct from the list in Appendix D is that they are thus not described as requiring OLE to be fitted, whereas other viaducts and Dock Street Tunnel, Dundee, which I think is the only other tunnel on the route, are described as requiring it. Perth station itself, two footbridges at the station, and some road bridges between the tunnel and the station, are on the list.

Now that we have a list of (not quite all) the structures that require work, we are left wanting to know about the sequencing of all the proposed works on the line, whether funded from the electrification budget or the enhancements budget.
 
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snowball

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Some docs there that seem to have no equivalents in the Aberdeen application.

Works to Moncrieff Tunnel (on the southern approach to Perth) are not proposed as part
of this project but there is a possibility of a separate freight project emerging in the future
which would involve a potential track lower.

...

The greatest levels of change within stations are anticipated to be around Arbroath and
Broughty Ferry Stations. In Arbroath, proposals are under development considering the
proximity of the station, level crossing, listed footbridge and listed signal box. The works
will require the removal of the listed lattice footbridge, and closure of the adjacent level
crossing. There is a potential need for a track lower through the station and works to the
surrounding bridges (including Guthrie Port bridge) and whilst all these interventions are
unlikely to be required when detailed design is complete, this has been considered as a
worst-case scenario for EIA screening purposes.
In Broughty Ferry, there are 7 road overbridge interventions, 5 of which are close to the
town centre. The approach to interventions is impacted by the Broughty Ferry Level
Crossing, where the wire height must be higher to allow for safe electrification. The
closure of Broughty Ferry Level Crossing can be avoided because the level of bridge works
and other works would remain broadly the same in either (open/closed) scenario. This is
because wire heights at Broughty Ferry are driven by the station platforms of Broughty
Ferry station rather than the level crossing. The alternative to bridge decks is the closure
and relocation of the station. The result is that most of the interventions in Broughty Ferry
are bridge re-decks. The demolition of two road bridge are required: bridge 090/195 which
is west of Broughty Ferry (Broughty Ferry Road), and 090/201 (Fort Street) and bridge)
which is closer to the town centre. There is also a need to replace 134/032 (the Sailing
Club footbridge).

...

There is another Network Rail project under development which seeks to make
improvements to the journey time from Aberdeen along the A2CB corridor to Edinburgh
(20 minutes) and Glasgow (3 minutes). This would be achieved via works addressing
existing corridor constraints – i.e., single track sections, shortage of freight loops,
signalling constraints and track layout constraints at Montrose, Arbroath, Dundee and
Aberdeen stations. A separate but interlinked signalling strategy is also being developed
which may propose additional passing loops. Final decisions on funding are yet to be
made, and such proposals would be subject of a separate EIA screening request to the
relevant Councils.
Work is also progressing on a Perth Station masterplan which will address the station and
its environment. As proposals are at an early stage, this EIA screening request cannot take
into account any proposals which arising from the masterplan. However, where
interventions are required, these would usually be undertaken ahead of the introduction
of OLE. If appropriate such works would be subject of a separate EIA screening request to
P&KC.

Timing of works remain under development, with advanced design/consenting
anticipated to start in mid-2022. The overall construction process is expected to take
approximately 6-7 years delivering engineering works to bridges, tunnels and track
including installation of OLE foundations , signalling infrastructure and OLE
masts/overhead wiring at the end This is anticipated from 2023-2028/9. New rolling
stock is expected to be introduced by winter 2029.
Phasing of the works is yet to be fully determined. However, to maximise efficiency it is
envisaged that works may occur concurrently across the geographical extent of the route.
The tunnel works are likely to be undertaken partly under a blockade (where the railway is
shut for a period of weeks) whereas bridge deconstruction/demolition could occur over
weekend possession (when the railway is temporarily shut). Reconstruction of a bridge
may be feasible during weekday and weekend nightshifts. More widely, work is likely to
occur over weekdays and weekends with the likelihood of nightshifts. As for other Network
Rail projects, any impacts on stakeholders, passengers and the wider community will be
carefully managed through a Stakeholder Engagement Plan (see Mitigations section).
 
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Class 170101

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The point about the mysterious absence of Moncrieffe tunnel and the Tay viaduct from the list in Appendix D is that they are thus not described as requiring OLE to be fitted, whereas other viaducts and Dock Street Tunnel, Dundee, which I think is the only other tunnel on the route, are described as requiring it. Perth station itself, two footbridges at the station, and some road bridges between the tunnel and the station, are on the list.

Now that we have a list of (not quite all) the structures that require work, we are left wanting to know about the sequencing of all the proposed works on the line, whether funded from the electrification budget or the enhancements budget.

Perhaps they aren't being done at all and discontinuous electrification is on the cards?
 

ld0595

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Perhaps they aren't being done at all and discontinuous electrification is on the cards?
I thought discontinuous electrification was always the plan. Wire up the easy bits first and then use EMUs with batteries to operate in the gaps.
 

NotATrainspott

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The route plan attached to the application doesn't show any gaps.

My understanding is that isolated sections of OHLE near feeder stations and major stations will be completed and activated first. Discontinuous electrification means a lot more flexibility in programming each stage of work even if the end goal is to have wires from end to end. A traditional scheme would mean there'd be no choice but to start at Dunblane and complete it to Perth (including fixing Montcrieffe Tunnel and the station), then the complete section to Dundee and so on. With the service pattern being as it is, there'd be relatively few services able to convert to electric traction until the very end, and possibly not even until wires reach Inverurie.
 

snowball

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Among the documents in the Dundee application found by exilis in #36, the most informative one is the Request for Screening Opinion. Part way through section 2.1, at the top of page 8, it says

"The A2CB line proposals are anticipated to comprise a full electrification system with overhead lines required from end-to-end."

[A2CB = Aberdeen to Central Belt]

We have seen other documents saying that the general strategy for long-distance electrification in Scotland is the use of discontinuous electrification as a stepping-stone to continuous electrification, as said by Id0595 in #39 and in more detail by NotATrainspot in #41. It may well be that this will happen on A2CB but there's nothing to say it in the Request for Screening Opinion. Its inclusion would probably be irrelevant to the purposes of the document, and the details may not yet have been decided.

Presumably it would require battery trains but these are not yet on order. The Request for Screening Opinion mentions new rolling stock but only around 2029, around the time the project is supposed to be completed.

A possible explanation for the omission of Moncrieffe Tunnel from Appendix D is quoted by me in #37 but this doesn't cover the omission of the Tay Viaduct.

By the way, welcome to the forum, exilis.
 

calycentral

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There must be a good case for making Inverurie - Stonehaven the first stretch. Cross-Aberdeen trains would be frequent, Inverurie to Aberdeen is ready to wire, and wiring Aberdeen would reduce the amount of diesel used by the Azumas. Aberdeen City Deal and Aberdeen decarbonisation would also be ticked. That could be followed by Dundee - Arbroath and ultimately Dundee - Aberdeen all on 385s. The argument for continuous operational areas is a good one but has to be broken at some point when new regions are electrified (eg the first blue trains back in the 60s).
 

numtot12345

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There must be a good case for making Inverurie - Stonehaven the first stretch. Cross-Aberdeen trains would be frequent, Inverurie to Aberdeen is ready to wire, and wiring Aberdeen would reduce the amount of diesel used by the Azumas. Aberdeen City Deal and Aberdeen decarbonisation would also be ticked. That could be followed by Dundee - Arbroath and ultimately Dundee - Aberdeen all on 385s. The argument for continuous operational areas is a good one but has to be broken at some point when new regions are electrified (eg the first blue trains back in the 60s).
This is a good shout. Only thing to consider is the Hutcheon St tunnel which might not be easy. However of they use BEMUs that shouldn't be a problem as they could run on battery through that section.

Reason I say that is depending if they were to do any work to double track the tunnel to increase capacity and reliability to facilitate A-I phase 2 services but also potential for Ellon link, the electrification could happen as part of that. However based on other threads this has been discussed this is probably very unlikely given costs involved.
 

snowball

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Are there many services from Edinburgh via Fife which go no further than Perth, Dundee or Arbroath? I think the south Fife wiring announced last week may not be enough to reliably decarbonise such services. A train might get to Perth or Dundee OK but with low batteries to start the return journey. So I think some extra wiring through or near Perth or Dundee may be needed next.
 

Clansman

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Are there many services from Edinburgh via Fife which go no further than Perth, Dundee or Arbroath? I think the south Fife wiring announced last week may not be enough to reliably decarbonise such services. A train might get to Perth or Dundee OK but with low batteries to start the return journey. So I think some extra wiring through or near Perth or Dundee may be needed next.
The full timetable has both Perth and Dundee being served 18 times a day each, by terminating trains via Fife from Edinburgh.
 

waverley47

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Are there many services from Edinburgh via Fife which go no further than Perth, Dundee or Arbroath? I think the south Fife wiring announced last week may not be enough to reliably decarbonise such services. A train might get to Perth or Dundee OK but with low batteries to start the return journey. So I think some extra wiring through or near Perth or Dundee may be needed next.
Roughly half the trains to Fife go as far north as Glenrothes. 1tph around the coast to Glenrothes, 1tph each way the full way around the circle, plus 1tph to Cowdenbeath via Dunfermline.

When the Thornton wiring is finished, that will give 4tph (Levenouth timetable still pending but likely to remain 4tph) that can switch over to battery EMUs.

Beyond that, you have 1tph stopper terminating at Arbroath, and 1tp2h semi-fast to Perth that aren't beyond the realms of possibility to switch over, but may be pushing the range slightly.

That's 4tph each way of 3/4/5 coach stopping, commuter spec DMUs that can be binned relatively easily.

After that the next easy wins are wiring to Arbroath to let the semi-fasts switch over.

Edit: pre-Covid timetable
 

59CosG95

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Barnhill Jcn just the other side of the Tay Viaduct is getting renewed soon with a speed increase on a faster turnout, along with some associated curve works I understand.
Speaking of Barnhill Jn...


Piling specialists Van Elle were contracted out by RSAS (Rail Systems Alliance Scotland) to Barnhill Jn about 3-4 days ago to install CHS (cylindrical hollow section) piles as part of the works.

Whether this is for OLE or signalling I don't yet know; it's most likely OLE based upon the pile size, but some signal gantries have been installed using piles identical to the one in the picture.
 

Speed43125

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Speaking of Barnhill Jn...


Piling specialists Van Elle were contracted out by RSAS (Rail Systems Alliance Scotland) to Barnhill Jn about 3-4 days ago to install CHS (cylindrical hollow section) piles as part of the works.

Whether this is for OLE or signalling I don't yet know; it's most likely OLE based upon the pile size, but some signal gantries have been installed using piles identical to the one in the picture.
Apologies if this has been mentioned up thread, but as part of EGIP, signal boxes in the Stirling have been retained, albeit all semaphore signals under the wires replaced with colour light equivalents, is this likely to be carried forward towards Perth?
 

snowball

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Press release


Activity is ramping up over the next few months between Perth and Aberdeen, as part of Network Rail’s ongoing enhancement work across Scotland’s Railway.

The coming weeks will see a significant increase in activity as Network Rail and recently appointed contractor AECOM carry out a £5 million package of work to assess a number of existing bridge structures including in Perth, Dundee, Broughty Ferry, Arbroath Angus, Aberdeen and Aberdeenshire.

In the last year, Network Rail and Siemens engineers have carried out ground investigation work across 72 miles of railway as part of the Aberdeen to Central Belt enhancement project.

The enhancement project, funded by £200 million from the Scottish Government, is part of an ongoing investment in Scotland’s Railway to reduce rail journey times from Aberdeen to Glasgow, Edinburgh and Dundee, and to improve connectivity and enhance capacity for both passenger and freight trains.

As well as the Aberdeen to Central Belt enhancement, the ground investigation work is also informing future plans for the route, including enabling higher and wider freight traffic and for the future design of the infrastructure as part of the Scottish Government’s programme to decarbonise Scotland’s Railway for passenger services by 2035.

Iain McFarlane, Network Rail route delivery director, said: “Our lineside neighbours will see increased activity over the next few months at specific locations across the route, as our engineers undertake more detailed ground investigation work.

“We’re pleased to welcome AECOM on board as we begin a comprehensive assessment of a number of bridges. This will provide valuable information that will inform our plans to decarbonise Scotland’s Railway and will help shape what a decarbonised railway might look like in the future, including potential electrification.

“Ultimately, the work informing both the enhancement project and future opportunities will benefit passengers and freight customers by improving capacity, connectivity and journey times, as well as further developing a sustainable and greener railway environment.”

For further information on the works, please contact Network Rail via the 24-hour helpline on 03457 11 41 41 or at www.scotlandsrailway.com. Updates on progress on the work will also be available on Twitter: @NetworkRailSCOT.

Note to editors:

The Aberdeen to Central Belt enhancement focuses on the delivery of improved journey times, connectivity and enhanced capacity for both passenger and freight services on the Aberdeen to Dundee Corridor.
The project is funded by a £200 million investment from the Scottish Government that was announced alongside the 2016 Aberdeen City Deal. This funding is to be invested in the same timescales, completing in 2026.
Over the last 12-months, Network Rail and supply chain partner Siemens have undertaken ground investigation work as part of the enhancement project
Rail Services Decarbonisation Action Plan - In July 2020, the Scottish Government published plans for rail delivery over the next 15-20 years, including electrification of more of the rail network and transition from diesel to zero emission trains.
Rail is already the most sustainable mode of public transport, contributing just one percent to Scotland’s overall transport emissions.
 

fgwrich

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Press release


They've certainly been busy and made a start on it already - a friend of mine was recently involved in some of the bridge surveys in the Montrose area.
 

Wynd

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This is a good shout. Only thing to consider is the Hutcheon St tunnel which might not be easy. However of they use BEMUs that shouldn't be a problem as they could run on battery through that section.

Reason I say that is depending if they were to do any work to double track the tunnel to increase capacity and reliability to facilitate A-I phase 2 services but also potential for Ellon link, the electrification could happen as part of that. However based on other threads this has been discussed this is probably very unlikely given costs involved.


Upgrading the tunnels north of Aberdeen is important for Freight, timetabling, electrification and for unlocking the required capacity to support a successful Peterhead and Fraserburgh railway.

The campaign to reconnect peterhead and Fraserburgh continues apace. The Transport Minister has attended an onsite.

As for the Stirling piece, IIRC Alex Hynes said this was happening to support the Aberdeen freight paths. He also mentioned that barely a week goes past where someone doesn't ask about more freight capacity to Aberdeen, which was very encouraging to hear. This underlines further the case for reconnecting Peterhead and Fraserburgh.

Yes, it will be expensive, as all new rail is. But it will, as with all of the Scottish reopening's so far, be money well spent.
 

snowball

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I don't have a subscription to the Courier, but it appears to have two subscription-only articles/reports on its website that are relevant to this thread and are new within the last few days. One is titled "7 years of disruption ahead as Network Rail electrifies line through Perth, Dundee and Angus." The other is titled "Electric train bridge demolitions could cut off Broughty Ferry shops".

7 years of disruption ahead as Network Rail electrifies line through Perth, Dundee and Angus

Tayside passengers face seven years of travel disruption as railway engineers electrify the east coast line, demolishing scores of local bridges...

Electric train bridge demolitions could cut off Broughty Ferry shops

Plans to electrify the train line through Dundee could create a significant problem for people trying to visit the shops in Broughty Ferry...
 
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92002

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I don't have a subscription to the Courier, but it appears to have two subscription-only articles/reports on its website that are relevant to this thread and are new within the last few days. One is titled "7 years of disruption ahead as Network Rail electrifies line through Perth, Dundee and Angus." The other is titled "Electric train bridge demolitions could cut off Broughty Ferry shops".



Guess tou need to have the pain to get the gain.

7 years of work sounds just a bit long though.
 

themiller

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I don't have a subscription to the Courier, but it appears to have two subscription-only articles/reports on its website that are relevant to this thread and are new within the last few days. One is titled "7 years of disruption ahead as Network Rail electrifies line through Perth, Dundee and Angus." The other is titled "Electric train bridge demolitions could cut off Broughty Ferry shops".



Sounds like speculation on the part of the journalist, to me. Grab a press release and then do a catastrophising article to wind up the readers. No quote from NR on how many bridges will be affected nor plans regarding mitigation of disruption.
 

Morayshire

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First article

7 years of disruption ahead as Network Rail electrifies line through Perth, Dundee and Angus​

By Peter John Meiklem
October 14 2022, 6.00am
2
The Invergowrie footbridge, built in 1847, will be demolished and rebuilt under east coast electrification plans

The Invergowrie footbridge, built in 1847, will be demolished and rebuilt under the plan.
Tayside passengers face seven years of travel disruption as railway engineers electrify the east coast line, demolishing scores of local bridges.
Network Rail is planning huge changes to the line to allow engineers to install overhead electric powerlines.
Six overline road bridges in Broughty Ferry alone require an upgrade – two of them facing demolition.
Historic listed bridges – such as the footbridges at Invergowrie and Arbroath stations and the Sailing Club footbridge leading to the beach at Broughty Ferry – face demolition and reconstruction.
Network Rail has also drawn up plans to build a ‘feeder station’ for the new electric trains between Riverside Avenue and the line between Dundee and Invergowrie.
Engineers will lower the track in the Dock Street Tunnel in Dundee, likely leading to further disruption on train journeys through the station.
Network Rail hope to begin work next year and finish in 2029, according to a project outline the company has lodged with councils to give them “context” on the “whole project.”

45 bridges over east coast line face demolition to enable train electrification​

The plan involves rebuilding 24 bridges across the line and demolishing 21 completely. A total of 152 bridges and 16 stations will require some kind of work.
The overhead powerlines for electric rail can reach up to 9m above the track.

Leading Dundee University academic Professor Sir Philip Cohen has lived next to the footbridge at Invergowrie Station for 50 years.
Sir Philip said his home, between the river and the station, could be “cut off” if work is done concurrently on nearby bridges.
Professor Sir Philip Cohen who says the train electrification works should be done as quickly as possible.
Professor Sir Philip Cohen.
“It will be a huge nuisance. If they are going to do this work then it should be done as quickly as possible,” he added.
Teams will work “concurrently across the geographical extent of the route” with road closures and train service disruptions expected throughout.
St Leonards Road bridge next to Perth station will also require an upgrade.
A Network Rail map, giving detail on where work will be required in Dundee.
A Network Rail map, giving detail on where work will be required in Dundee.
Network Rail planners say Broughty Ferry and Arbroath Stations will face the “greatest level of change”, with the latter seeing its listed lattice footbridge replaced and level crossing closed.
Lib Dem Ferry councillor Craig Duncan welcomed news of the plan to electrify the line and said he hoped it would lead to more trains leaving from his local station.
Councillor Craig Duncan near Broughty Ferry rail station.
Councillor Craig Duncan near Broughty Ferry rail station. Image: Mhairi Edwards/DC Thomson.
“However a project of this magnitude will require careful and sympathetic consideration to manage its effect on traffic,” he added.
“And to ensure the work is in keeping with the history and heritage of Broughty Ferry.”
Level crossings at Pitcoag in Perth and Forgandenny in Angus will also shut permanently, under the plans.

Network Rail say they are still working on east coast train electrification plan​

A Network Rail spokesman said the plans submitted to councils were not final.
He said the track operator is “currently developing options for decarbonising Scotland’s passenger railway, including potential future electrification of the line between Dunblane and Aberdeen”.

He said documents submitted with the relevant councils are part of the overall assessment process.
“Ongoing ground and site investigation work across the route are informing the proposals,” he added.
A Network Rail map of the entire line.
A Network Rail map of the entire line.
“We are not yet in a position to confirm what, if any work is required on specific structures or bridges.
“We will fully engage with the community when plans have been agreed.”
The overall construction process is expected to take “approximately six to seven years”, according to the plan.

Electrification of train lines across Scotland​

The Scottish Government plans to decarbonise train travel in Scotland by 2035. Around a quarter of the track in Scotland is already electric.
Engineers electrified the main Glasgow to Edinburgh line in 2017. Glasgow Queen Street High Level closed for a 20-week period in 2016 as engineers completed the work.
Electric trains produce between 20-35% less carbon than diesel trains. They have the potential to be carbon neutral as energy supply shifts to renewables.
Rail bosses also hope to increase the amount of electric freight on the east coast line, further reducing carbon emissions.

Second article

Electric train bridge demolitions could cut off Broughty Ferry shops​

By Peter John Meiklem
October 17 2022, 6.00am
10
Donald Gordon, chairman of the Dundee Civic Trust.

Donald Gordon, chairman of the Dundee Civic Trust. Image: G Jennings / DC Thomson.
Plans to electrify the train line through Dundee could “create a significant problem” for people trying to visit the shops in Broughty Ferry.
That is according to members of the Dundee Civic Trust, who have written to Network Rail to outline their concerns.
They centre on plans to demolish two bridges that cross into the Ferry over the train line, most pressingly on Fort Street.
Network Rail is planning huge changes to the east coast line to allow engineers to install overhead electric powerlines.

‘Significant problem’ for local access to Broughty Ferry​

Donald Gordon is chairman of the trust.
He warned demolishing the overline road bridge on Fort Street would increase the amount of traffic using the potentially dangerous level crossing on Gray Street.
“The only access to central Broughty Ferry that is convenient to everybody is the Fort Street bridge.
“It is therefore of considerable importance to the economic and social life of Broughty Ferry,” he told The Courier.
The railway bridge on Fort Street.
Railway bridge on Fort Street.
Dundee Civic Trust is a voluntary body set up in 1973. Its members encourage the highest standards of design in new buildings and regeneration projects.
Mr Gordon said his members did not object to the majority of the works, but “see a problem” with the Broughty Ferry proposals.

The trust’s letter to Network Rail states: “This bridge [on Fort Street] already has a steep hump and we can quite understand why you think that it should be removed.
“But doing so will create a significant problem for local access to Broughty Ferry’s main commercial area.
“It will result in the diversion of most of the pedestrian and vehicle traffic to the Gray Street level crossing.
“This is surely the last place you would want to see an increase in traffic crossing the railway line.”
Track operator Network Rail has been closing level crossings across the UK due to safety concerns.

Network Rail hope to start work in 2023​

Network Rail hope to begin work next year and finish the project by 2029, but they have not yet applied for formal planning permission.
Details of the plan come from a screening opinion request submitted ahead of a planning application.
Mr Gordon hopes Network Rail will change their plans and he said the Dundee Civic Trust would continue to lobby the track operator.
The east coast train route.
East coast train route.
A Network Rail spokesman said they were considering “potential future electrification of the line between Dunblane and Aberdeen”.
“We are not yet in a position to confirm what, if any, work is required on specific structures or bridges.

“We will fully engage with the community when plans have been agreed,” he said.

Hopefully this works - a bit of work with Google was needed.

Morayshire
 

Trainbike46

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First article



Second article



Hopefully this works - a bit of work with Google was needed.

Morayshire
Thank you!

Those articles are quite sensationalist - specifically when they imply works on specific bridges will take 7 years, which seems very unlikely. They do truly seem to be exaggarating the impact quite a lot.
 

numtot12345

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23 Feb 2021
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Glasgow
Must be a slow news day. But good to see some hype about the Electrification work up to Aberdeen. Hopefully with a project of this magnitude they will be able to resolve the possible issues around Broughty Ferry (or any other bridges) and doesn't hold the scheme back.

Also, you'd be thinking bus and coach operators between Dundee and Aberdeen will quids in on people shifting to bus, or bus replacement services.
 
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