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Scottish Electrification updates & discussion
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59CosG95
Established Member
Any news on the first electric service to Grangemouth by the way?
Edinburgh2000
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Points failure at Newbridge Junction (1630 on 15/3/2019), with trains reversing at Linlithgow and returning to Glasgow.
Shame the EGIP electrification did not include the line to Dalmeny. Diesel units would have used that diversion, reversing at Dalmeny, but the new electric trains are just stuck.
Shame the EGIP electrification did not include the line to Dalmeny. Diesel units would have used that diversion, reversing at Dalmeny, but the new electric trains are just stuck.
Would they have? Or is this just a case of "they hypothetically could have, if there was capacity on the line to/from Dalmeny for the reversals and drivers all knew the line to Dalmeny"?
No doubt the reversals would interfere with trains to/from the bridge, and the complaints at that point would be "shame the EGIP didn't include the Almond/Dalmeny* chord".
*should really be an official name for it
Dr Hoo
Established Member
Yes, it only goes to show that five electrified services between Glasgow and Edinburgh (including Shotts) plus numerous sub-variations of capability through Lanarkshire just aren’t enough.
They pretty much always did - IIRC the usual emergency plan for a problem between Winchburgh & Haymarket was E&G every 30 mins via Dalmeny, SDA chucking out at Polmont, tram back from Haymarket for Edinburgh Park. Whether that would happen for this particular disruption or whether it would just be a case of cranking the points & buses to Bathgate is a different question
Maybe the new strategic plan should be to send the E&Gs
Perhaps the new strategic plan should be to route the E&Gs by the nice new Shotts route.to Glasgow Central.
We certainly need a plan.
Perhaps the new strategic plan should be to route the E&Gs by the nice new Shotts route.to Glasgow Central.
We certainly need a plan.
gordonjahn
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Via Shotts to Holytown, Mossend, Gartcosh, Springburn and on into Queen St High Level where the passengers will be? No idea what the journey time would be on that!
do E&G drivers sign that route as well?
Class 170101
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No they don't. Didn't Inverness and Aberdeen services have to be routed conducted to Glasgow Central when they went there for the Queen Street High Level Blockade?
Yes, they were. I think it was GBRf drivers doing the conducting.
Highlandspring
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Route Conductors (for drivers and guards) were from DB Cargo, boarding and alighting at Cumbernauld.
Thanks for the correction - I remembered that they were wearing a FOC jacket, but obviously didn't remember the right one.
After investing so much on the Shotts route It would be disappointing if there was no improvement in journey times and frequency. Altnabreac’s suggestion of 2tph end to end semi fasts and 1tph local stoppers at either end sounds ideal.
Glasgow’s CBD is expanding to the west and south of Central ie. further away from Queen Street. For example, Barclays recently announced it was building a huge new HQ in Tradeston where 5000 staff will be based. Morgan Stanley, JP Morgan, Clydesdale Bank, HMRC are all building or seeking new HQs west of Central. The remaining gap sites for office development are further west towards the Kingston Bridge.
The case for improving connectivity between Central and Edinburgh is getting stronger.
smtglasgow
Member
What the Shotts line needs more than anything is a decent evening service. The drop-off in service levels immediately after the evening peak is more pronounced than any other central belt route. I’d be very surprised (and disappointed) if this isn’t a feature of the post-electrification t/table.
The Barclay’s development is a real game-changer. Just as the BBC move to Pacific Quay brought other media companies in their wake, the riverside developments will transform the city economy. A fast (sub-60 min?) train into Central would work in both directions. Already you see people from the south side simply switching to the semi-fast at Central rather than trek to Queen St. It’s a safe bet that new trains, a new timetable and (hopefully) faster journey times will bring a significant uplift in passenger numbers. Squeezing extra trains through Haymarket or into Central is unlikely, so hopefully Scotrail will run 6 coaches during the peaks.
The Barclay’s development is a real game-changer. Just as the BBC move to Pacific Quay brought other media companies in their wake, the riverside developments will transform the city economy. A fast (sub-60 min?) train into Central would work in both directions. Already you see people from the south side simply switching to the semi-fast at Central rather than trek to Queen St. It’s a safe bet that new trains, a new timetable and (hopefully) faster journey times will bring a significant uplift in passenger numbers. Squeezing extra trains through Haymarket or into Central is unlikely, so hopefully Scotrail will run 6 coaches during the peaks.
edwin_m
Veteran Member
Does this mean the Shotts trains should be through-routed to the Argyle line to serve these areas? Even if that would mean a slower journey to Central?
Replacing which other services on the Partick/Hyndland section?
Highlandspring
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Giving another way for delay to spread between the east side and the North Electrics network? No thanks!
that has to be the plan otherwise a waste of money doing platform extension works?
I think all SDA platforms can take 6-car but are unlikely to see 6-car services. I’d be quite surprised if they run 6-car on the Shotts line.
d9009alycidon
Member
I can see Cambuslang in particular becoming a choke point soon, there are currently between 10 and 12 trains per hour in each direction, with a difficult mix of stopping and express services, absolutely no prospect of threading extra tracks through the station as it is in a cramped cutting.
Highlandspring
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Agreed. It's already a disaster whenever anything disruptive happens between Rutherglen Central Junction and Uddingston. There's very little that could be done about it.
d9009alycidon
Member
One option would be to reinstate the Newton to Carmyle (via Westburn) line that was closed as recently as 1983, the Clyde viaduct is still intact but probably in poor condition, part of the embankment was removed to the south of the bridge and the M74 has partially encroached on the formation bu there is land to reinstate, currently a "pie in the sky" idea but a possibility as a diversionary/relief route nonetheless. It was last used for passenger services in 1973 when the line through Cambuslang was excavated to give sufficient clearance for the OHLE
d9009alycidon
Member
I think that you are thinking about another old route! The one I am referring to used to have a junction on the Rutherglen to Whifflet line at Carmyle station which went south over the Clyde to Newton Station, it effectively bypassed Cambuslang station
59CosG95
Established Member
On a lighter note: https://twitter.com/DRSgovuk/status/1110205315616854017?s=19
88002 has become the first electric locomotive to use the wires at Grangemouth.
88002 has become the first electric locomotive to use the wires at Grangemouth.
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