Expansions for Scotland's rail network proposed

Discussion in 'Infrastructure & Stations' started by och aye, 21 Nov 2014.

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  1. JLUK144

    JLUK144 Member

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    I’d say the best place for access would be through a car park and then a footbridge onto the platform.
     
  2. Altnabreac

    Altnabreac Established Member

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    As others have said there are plans for a new station at Auchenback around half a mile further west than Lyoncross. This is a relatively advanced project, with City Deal money. Given the current pattern of development in the area, the proposed Auchenback location is almost certainly more useful than the historic Lyoncross location.
     
  3. Tormod

    Tormod Member

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    Actually, Dumfries-Stranraer is a must IF a fixed Link to Northern Ireland is instituted. As is a road link to M74. Now that would be a mega project!
     
  4. Clayton

    Clayton Member

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    There would never be a bridge to Northern Ireland! Apart from the cost and lack of need think of the politics
     
  5. Class 170101

    Class 170101 Established Member

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    How far is Scotland from Northern Ireland at the shortest (viable) point compared with Denmark and Sweden?
     
  6. MadMac

    MadMac Member

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    I believe the problem with trying to link Scotland to NI is the large amount of decaying munitions dumped in the sea.....
     
  7. Macwomble

    Macwomble Member

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    Google reckons 40Km between Portpatrick & Whitehead. According to Wiki the Oresund Bridge is approx 16Km
    map.png
     
  8. najaB

    najaB Veteran Member

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    As well as the deceptively deep water into which the munitions were dumped!
     
  9. RLBH

    RLBH Member

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    The munitions are irrelevant compared to the depth, and the complete lack of an economic case for it.
     
  10. och aye

    och aye Member

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    A tunnel then? :lol:
     
  11. najaB

    najaB Veteran Member

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    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.
     
  12. NotATrainspott

    NotATrainspott Established Member

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    The Irish Sea fixed link will always suffer from the fact that there is a misalignment between the shortest, easiest and most useful routes, unlike the Channel. Dover to Calais is simultaneously short and useful, since it provides a fairly direct and natural routing for any truck traffic between most of the UK and Ireland, and most of the continent.

    The most useful route for an Irish Sea crossing would be Dublin to Holyhead, as it'd be fairly in-line with general traffic flows and would link the population and economic centre of the island of Ireland (NI included) with the population and economic centre of Great Britain. The problem then is that you need the longest of the fixed links on top of massively enhanced corridor specifications along the north coast of Wales. In my view, we'd really be talking about two fixed links with Holyhead acting as a natural island join and intermediate access between them, as you wouldn't want to dump a new motorway along the North Wales coast. Any shuttle terminals would be near Dublin, obviously, but then quite inland in the Cheshire-Lancashire area.

    In any case, it's well beyond the scope of Scottish rail network expansions now!
     
  13. Clayton

    Clayton Member

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    We don’t needs fixed link to Ireland! And most of the Irish won’t want a fixed link to Britain!!
     
  14. Tormod

    Tormod Member

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    Wouldn't say never, as a number of projects have been mooted, of which this is one. See Wikipaedia. But unlikely, I agree. And certain;y not funded entirely from TS, whether in CP or any other!
     
  15. kylemore

    kylemore Member

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    Could any of these "fantasy" re-openings be built as "light railways" (does that legislation still exist?) or narrow gauge? The swiss don't seem to mind transferring onto different gauges where necessary with well planned connections etc.

    Metre gauge from Dunblane to Crianlarich with light scenic railcars, Swiss style, would be an enormous tourist attraction but would also perform a useful transport function connecting Callander to the national network at Dunblane. The Callander section could be constructed first to try out the concept.

    No doubt this will be regarded as fantastical nonsense by many on here, but why is it not regarded as fantastical nonsense in Switzerland - whose rail operations make Scotland's look like the amateur half hour!
     
  16. och aye

    och aye Member

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    Apologies for posting an on-topic post. :lol:

    https://www.scottishconstructionnow...ll-awarded-new-aberdeenshire-station-contract

     
  17. Steamysandy

    Steamysandy Member

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    There's an Irish Rebel song called the sea around us
    The hook line in the chorus is - Thank God we're surrounded by water!
     
  18. route:oxford

    route:oxford On Moderation

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    There are many people on here and beyond who strongly believe that the DD&C should never have closed.

    It was a relatively flat, well engineered line with a single level crossing at Doune. Everything else, even the most basic farm crossings, were bridged.

    The line could readily have operated as a single track with terminus at Callander and a two platform station at Doune to allow services to cross.

    However, any prospect of a reopening was sealed around 1984 when Springbank Mill was redeveloped for housing and residential development was built across the former tracks. Further building has since taken place in Dunblane & Doune.

    It's a real shame that the late Lord Doune, 20th Earl of Moray wasn't a bit of a steam train buff - thing might have been very different!
     
  19. edwin_m

    edwin_m Veteran Member

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    The LR Act itself is no longer in force, but you can adopt any operating regime you like within the framework of the ROGS regulations, providing you can convince yourself and an independent assessor that you are safe enough. It's likely you'd need a TAWS order (Scottish equivalent of TWA) but the good news is it gets signed off by the Scottish government so doesn't get anywhere near Grayling's desk.
     
  20. Southsider

    Southsider Member

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    Would a second platform at East Kilbride negate the need for double tracking? It’s only ten minutes from Busby to EK (would be less with 1/3, 2/3 door rolling stock, the 156 dwell time is awful) so one train leaving immediately after another’s arrival could, in theory, support regular four trains per hour and also reduce platform occupancy at Central. I appreciate it would need to work in with other diagrams but may be preferable to trying to lay a second track where none has existed before.
     
  21. Clansman

    Clansman Established Member

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    I must admit I am a sucker for the future St. Enoch HSR idea - it's one of the more logical ones with a reasonable enough argument behind it.

    On that subject though, are there, if any, draft proposals floating about that illustrate how capacity at Queen Street and Central would be expanded to cope with post 2040 demand - particularly in anticipation of future HSR?

    If I remember rightly, studies such as the SRS don't go into much examination as to the impact that predicted post-2040 service and network improvement proposals would have on both Glasgow termini in relation to station infrastructural improvements. Long term it seems unlikely at a glance that both stations in their current forms would suffice, by any stretch of imagination, without substantial need for long term capacity solutions.
     
  22. EMU303

    EMU303 Member

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    Think this is the link to David Beggs’ recent report for Glasgow City Council which covers your questions
    https://www.glasgow.gov.uk/index.aspx?articleid=23513
     
  23. Clansman

    Clansman Established Member

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    Thanks for sharing. Good to see the much discussed cross-Glasgow tunnel being highlighted in there.
     
  24. och aye

    och aye Member

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    Probably other lines ahead of the Borders to get electrified?

    Scottish Government is considering plans to electrify the Borders Railway


    https://www.scotsman.com/news/trans...ns-to-electrify-the-borders-railway-1-4948207

     
    Last edited: 17 Jun 2019
  25. och aye

    och aye Member

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    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/

     
  26. 47271

    47271 Established Member

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    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.
     
  27. Hagbard Celine

    Hagbard Celine Member

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    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.
    Other lines which ought to be ahead in the queue, eg East Kilbride, would take longer and cost significantly more per mile due to clearance issues or the double tracking that is probably necessary.
     
  28. railjock

    railjock Member

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    Governments everywhere like low hanging fruit.
     
  29. Class 170101

    Class 170101 Established Member

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    But haven't wired Anniesland to Glasgow Queen Street via Ashfield which I would expect to be the lowest hanging fruit of all.
     
  30. takno

    takno Established Member

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    Is that even fruit?
     
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