Levenmouth rail link to reopen: project updates

[Brissle Girl]

I can see the rationale for facilitating charter trains on the Borders Railway, but unless I am missing something, I can’t see why this branch would be a compelling destination for charter trains, except for those who (like me) like going on different branch lines, (which is probably not a market TS should be spending money on).

 

[najaB]

I can see the rationale for facilitating charter trains on the Borders Railway, but unless I am missing something, I can’t see why this branch would be a compelling destination for charter trains, except for those who (like me) like going on different branch lines, (which is probably not a market TS should be spending money on).

I suspect the thinking is exactly that - Leven to Tweedbank as an end to end service that won't tie up platforms at a major station at either end of the route.

 

[Baxenden Bank]

Is it gold plating?

If the station was built to a minimum specification now, then needed to be extended later to cope with normal service trains, people would complain about the extra cost and disruption at that later point in time. Why on earth wasn't the work carried out all in one go? etc.

What would be the absolute minimum specification?
A single sided platform facing a single track able to cope with a 2 / 3 / 4 car unit of 23m carriages (so 46m to 92m plus whatever allowance for ramps, inaccurate stopping, buffers).

What is a realistic minimum specification?
As above except providing two platforms, or in this case an island platform with two faces of a similar length. As per the station being built at Headbolt Lane where a layover is required to achieve the timetable (trains will layover instead of a simple arrive and return immediately arrangement).

Extending the platform to 205m (or 210m, sources differ) provides for two 4-car units, with a gap between, in each platform (23m x 4-cars x 2 units = 184m plus gap). It also allows for three 3-car units, with a gap between each, in each platform (23m x 3-car x 3 units - 207m plus gaps).

So basically this 'gold-plated' proposal merely allows for four 4-car, or six 3-car units to be accommodated eg overnight berthing.

Are there proposals to have trains stabled overnight at the terminus, as per the Borders line? In which case is four 4-car or six 3-car units sufficient even?

(edit - maths corrected!)

 

[snowball]

But it's not even gold-plating... A typical Steam special has 2 Locos and a support coach before you even get to the passenger accomodation. That's 60m of non-revenue space immediately. leaving 145m, or 7 coaches for passengers.

Couldn't the locos and support coach extend beyond the platform?

 

[zwk500]

So basically this 'gold-plated' proposal merely allows for eight 4-car, or nine 3-car units to be accommodated eg overnight berthing.

Seems like massive overprovision given the distance to Edinburgh. The current journey time from Edinburgh to Thornton Sth jn on a Perth train is 51'30", so you're looking at just over an hour to Leven. Meaning a unit can easily operate on a 150-minute cycle (Hour each way + 30 minutes layover between the two ends). If you're operating a 30 minute service therefore you need 5 trains before the 1st one gets back to Level to repeat (0, 30, 60, 90, 120, 150).

Importantly, you only need 3 units overnight at Leven, as the first Edinburgh Departure will arrive at Leven to take the +90 service back (you can get away with 2 at Leven depending on the turnround/offset). One of these could work in ECS from Haymarket, but even if it didn't you don't a 150m platform would allow you to stable 1x 4-car in one platform and 2x 3-car in the other, giving you the 3 units for the start of service. If you need to strengthen to 6-Cars then either strengthen at Edinburgh or run an early unit ECS to Level to pick up the second 3-car.

Couldn't the locos and support coach extend beyond the platform?

At Leven, they'll need to fit between the buffers and the signal, unless additional signals and a local instruction are provided. This has been done at Cleethorpes but the justification there was actually for the early-morning HST, not Charters.

 

[Baxenden Bank]

Seems like massive overprovision given the distance to Edinburgh. The current journey time from Edinburgh to Thornton Sth jn on a Perth train is 51'30", so you're looking at just over an hour to Leven. Meaning a unit can easily operate on a 150-minute cycle (Hour each way + 30 minutes layover between the two ends). If you're operating a 30 minute service therefore you need 5 trains before the 1st one gets back to Level to repeat (0, 30, 60, 90, 120, 150).

Importantly, you only need 3 units overnight at Leven, as the first Edinburgh Departure will arrive at Leven to take the +90 service back (you can get away with 2 at Leven depending on the turnround/offset). One of these could work in ECS from Haymarket, but even if it didn't you don't a 150m platform would allow you to stable 1x 4-car in one platform and 2x 3-car in the other, giving you the 3 units for the start of service. If you need to strengthen to 6-Cars then either strengthen at Edinburgh or run an early unit ECS to Level to pick up the second 3-car.

That depends on available berthing space elsewhere. Northern have that problem and have been seeking locations to berth (if not service / maintain) units away from their crowded depots.

At Leven there is a good opportunity to provide similar overnight berthing capacity, at a cost, but with less disruption than doing so at other locations. What is the cost at Leven over and above the absolute minimum / realistic minimum I suggested above? Taking the only cost I have, that of the Barrow Haven rebuild, (£22,000 per linear metre* for a basic platform) an additional £22,000 x 2 (for both faces) x whatever length from minimum up to the proposed 205m.

Whilst I agree with keeping costs and specifications under control, I equally see the folly in full throttle 'value engineering' which later requires remediation.

* Barrow Haven cost £1.3m for a 60m platform.

 

[Wynd]

205m makes sense to me, and per snowball, why not have the locos beyond the platforms? I wouldn't call it gold plating or any other pejorative tag.

There is little sense in building a platform too short, whilst you have all the plant and possession in place.

Right first time. Do it once. Imagine the cost, and PR, of extending platforms mere years after the line is built. It would be far far more expensive to do after the fact. The cost of an extra 50m or whatever it is is trivial at this stage of the build.

Interestingly, how's this for a charter, Leven - Tweedbank, via, Edinburgh or even the south sub.

 

[zwk500]

205m makes sense to me, and per snowball, why not have the locos beyond the platforms? I wouldn't call it gold plating or any other pejorative tag.

Bit of a problem running them beyond the platform at a terminus.

There is little sense in building a platform too short, whilst you have all the plant and possession in place.

There's also little sense building a length that is never used for the everyday service. Maybe 10-car trains are coming soon to the Fife circle and this is important provision, but at a time when other lines can't even get a lift to the right platform this does seem rather mad.

Right first time. Do it once. Imagine the cost, and PR, of extending platforms mere years after the line is built. It would be far far more expensive to do after the fact. The cost of an extra 50m or whatever it is is trivial at this stage of the build.

Depends what needs to happen to make that 50m - does it have an impact on linespeed, or bridge alignments for instance? I'm all for leaving the space to do it later, but I think the cost of the extra 50m could actually have been used far more effectively on good passenger provision where trains are actually going to stop.

Interestingly, how's this for a charter, Leven - Tweedbank, via, Edinburgh or even the south sub.

Painful through Edinburgh, and the idea of having to find a gap to cross the South Lines to get from the Sub to the Forth Bridge gives me painful memories. You've also got the loco facing the wrong way for half the trip. I suspect it is more like that if charters are running into Leven it'll be from the ECML - Edinburgh - Leven, diesel drag back out either to Kirkcaldy (for the steam to do a loop of the Fife Circle or the Inverkeithing triangle (to do a 3-point turn) and get the chimney facing the right way round. TS may be envisioning it as a better servicing option than Joppa Straight.

 

[najaB]

Depends what needs to happen to make that 50m - does it have an impact on linespeed, or bridge alignments for instance? I'm all for leaving the space to do it later, but I think the cost of the extra 50m could actually have been used far more effectively on good passenger provision where trains are actually going to stop.

It's a terminus so linespeed isn't a consideration. I'm not sure about bridge alignments but mostly at this point it's just concrete and facing bricks. I doubt you'd get much in the way of passenger provision anywhere else for the amount extra needed to make the platforms longer than they otherwise needed to be.

 

[Meerkat]

It's a terminus so linespeed isn't a consideration. I'm not sure about bridge alignments but mostly at this point it's just concrete and facing bricks. I doubt you'd get much in the way of passenger provision anywhere else for the amount extra needed to make the platforms longer than they otherwise needed to be.

If its an island platform then its also more trackwork. On the other hand if it is an island then its a lot more involved to lengthen it at a later date.

 

[Trainbike46]

Bit of a problem running them beyond the platform at a terminus.

There's also little sense building a length that is never used for the everyday service. Maybe 10-car trains are coming soon to the Fife circle and this is important provision, but at a time when other lines can't even get a lift to the right platform this does seem rather mad.

Depends what needs to happen to make that 50m - does it have an impact on linespeed, or bridge alignments for instance? I'm all for leaving the space to do it later, but I think the cost of the extra 50m could actually have been used far more effectively on good passenger provision where trains are actually going to stop.

Painful through Edinburgh, and the idea of having to find a gap to cross the South Lines to get from the Sub to the Forth Bridge gives me painful memories. You've also got the loco facing the wrong way for half the trip. I suspect it is more like that if charters are running into Leven it'll be from the ECML - Edinburgh - Leven, diesel drag back out either to Kirkcaldy (for the steam to do a loop of the Fife Circle or the Inverkeithing triangle (to do a 3-point turn) and get the chimney facing the right way round. TS may be envisioning it as a better servicing option than Joppa Straight.

If you were building a shorter platform futureproofed for extension, then the track would be located as needed for a longer platform anyway, so the only saving would be the actual platform, which would be pretty cheap, no?

 

[Wynd]

Bit of a problem running them beyond the platform at a terminus.

There's also little sense building a length that is never used for the everyday service. Maybe 10-car trains are coming soon to the Fife circle and this is important provision, but at a time when other lines can't even get a lift to the right platform this does seem rather mad.

Depends what needs to happen to make that 50m - does it have an impact on linespeed, or bridge alignments for instance? I'm all for leaving the space to do it later, but I think the cost of the extra 50m could actually have been used far more effectively on good passenger provision where trains are actually going to stop.

Painful through Edinburgh, and the idea of having to find a gap to cross the South Lines to get from the Sub to the Forth Bridge gives me painful memories. You've also got the loco facing the wrong way for half the trip. I suspect it is more like that if charters are running into Leven it'll be from the ECML - Edinburgh - Leven, diesel drag back out either to Kirkcaldy (for the steam to do a loop of the Fife Circle or the Inverkeithing triangle (to do a 3-point turn) and get the chimney facing the right way round. TS may be envisioning it as a better servicing option than Joppa Straight.

Is it? I have heard that rails can be laid beyond platform ends. I'm sure I picked that up somewhere....

Yes, everyday use, doing the absolute minimum has served us well in Uk rail infrastructure over the decades. Oh, wait... Its very apt you mention madness.

What needs to happen, more bricks and an extra day or 2 of labour. Oh and the 5 mins on CAD to make the appropriate design change. Maybe another hour to get it approved.
Cost? Trivial against an 8 figure budget. Barely a rounding error. Utterly worth it.

Double head the train I think, as was done in previous Borders trips. Accepted on the rest.

I, as a Scottish resident and contributor to the Holyrood budget, am delighted to hear that so many lessons learned on Borders have fed in to Leven. Its massive progress and is to be commended at all levels.

 

[zwk500]

Is it? I have heard that rails can be laid beyond platform ends. I'm sure I picked that up somewhere....

Only if there isn't a concourse at the platform end

Yes, everyday use, doing the absolute minimum has served us well in Uk rail infrastructure over the decades. Oh, wait... Its very apt you mention madness.

Equally, spending vast amounts on infrastructure that is used a handful of times a year for no net benefit to the railway (Charters don't make money for NR) is not a sensible use of public money.

What needs to happen, more bricks and an extra day or 2 of labour. Oh and the 5 mins on CAD to make the appropriate design change. Maybe another hour to get it approved.
Cost? Trivial against an 8 figure budget. Barely a rounding error. Utterly worth it.

It's a bit more design than that. But granted, against 8 figures not an awful lot in the scheme of things.

Double head the train I think, as was done in previous Borders trips. Accepted on the rest.

You need to top/tail the train, rather than double head. As you do on the Borders.

 

[rower40]

While the platforms are 205m long, the pointwork is further out, and there's a special signal that's been provided for Charter trains departing from platform 2.
This provides standage of 376m from bufferstops to signal. Charter passengers will have to be trusted not to open doors if there's no platform there.

The special signal will clear in preset-mode for normal trains departing from platform 2.

(I've finally got sight of a scheme plan.)

 

[zwk500]

While the platforms are 205m long, the pointwork is further out, and there's a special signal that's been provided for Charter trains departing from platform 2.
This provides standage of 376m from bufferstops to signal. Charter passengers will have to be trusted not to open doors if there's no platform there.

The special signal will clear in preset-mode for normal trains departing from platform 2.

(I've finally got sight of a scheme plan.)

The doors will be stewarded - standard practice at other stations where overlength trains are done.

This is a reasonably significant length to go to in order to accommodate tours. I hope they've confirmed anybody will want to run them.

 

[gingertom]

I suspect it is more like that if charters are running into Leven it'll be from the ECML - Edinburgh - Leven, diesel drag back out either to Kirkcaldy (for the steam to do a loop of the Fife Circle or the Inverkeithing triangle (to do a 3-point turn) and get the chimney facing the right way round.

no need to go that far. There's a triangle at Thornton where a 3 point turn could be made.

 

[zwk500]

no need to go that far. There's a triangle at Thornton where a 3 point turn could be made.

Tbh the triangle at Thornton is so awkwardly signalled you may as just continue round through Dunfermline to get back to Edinburgh facing the correct way.

 

[LMRC]

The main compound for construction along the branch line is at the Fife Heritage Railway yard (there are other smaller ones), so I wonder if the Heritage Railway features in some thinking around excursions. That plus the fact that a coastal stop at the end of/extension of the Fife Circle might be of some appeal to planning journeys ... perhaps in conjunction with the Alloa-Dunfermline line which is also used for occasional similar purposes

 

[snowball]

Fife Today:

Leven rail link: bridge parapets to be raised to accommodate new rail line project

Work to complete the re-opening of the Leven branch line will see the parapets of a bridge raised, according to a new planning submission.

www.fifetoday.co.uk

Work to complete the re-opening of the Leven branch line will see the parapets of a bridge raised, according to a new planning submission.

Network Rail has submitted a prior approval notice to Fife Council to carry out the work at Elmpark Sawmill, Leven.

Its focus is a metal bridge over the railway which is also a designated core path.

In a planning statement, Network Rail said: “The existing parapets comprise metal girders. The parapets are approximately 1.4 metres high and as such are non-compliant with electrification standards.

“It is proposed to extend the height of the existing bridge parapets by 500mm to ensure full compliance with electrification standards. These works are required to facilitate the reopening of the Leven Branch Line as part of the Levenmouth Re-connected project, which will see the railway reopened as a twin-track electrified line under this overbridge.

The application falls under permitted development rights for the massive transport project which is scheduled to be completed next year.

Edit: I think this is the bridge in question, immediately adjacent to the larger road-over-river bridge:

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---------------------- automerge



And a press release with video

Levenmouth Rail Link remains firmly on track

Track work on the Levenmouth Rail Link has passed the half-way point.

www.networkrailmediacentre.co.uk

Levenmouth Rail Link remains firmly on track

Track work on the Levenmouth Rail Link has passed the half-way point.

Completion of the latest phase of track installation marks a significant milestone on the Scottish Government-funded project with the first three miles of rail now in place from Thornton Junction – now extending more than half-way to Leven.

Since the start of work on the line, the track bed has been dug out with 30,000 tonnes of spoil removed. The ground has been waterproofed and approximately 37,000 tonnes of new stone ballast laid.

Engineers have installed more than 18,000 sleepers and 22 km of rail in 100, 215-metre-long sections of rail to complete the new section of track.

Work to reinstate the six-mile Levenmouth Rail Link got underway in March 2022 and includes repairs to existing bridges, construction of two new stations at Cameron Bridge and Leven as well as laying six miles of new track.

The £116 million project, which is due for completion in 2024, will reconnect Leven to the rail network for the first time in more than five decades.

Patrick Harvie MSP, Minister for Zero Carbon Buildings, Active Travel and Tenants’ Rights said: “It is really encouraging to see the halfway point for track laying being reached as work continues to reconnect Leven to the mainline rail network.

“With work now underway on both stations and activity all along the rail corridor, I really get the sense that momentum is building around the project as well as the feeling of excitement in the community in anticipation of the benefits the new line will bring.

“So, my thanks to the teams on the ground who are working hard in all weathers to bring this project to life to enable low-carbon transport options and make real the Government’s net-zero transport ambitions.”

Joe Mulvenna, Network Rail’s project manager for the Levenmouth Rail Link, said: “Reaching the half-way point in the track work is a real milestone for the project and it shows the significant progress that has been made in little over a year.

“While the track is now in place for the first three miles, there is still significant heavy engineering work ongoing on those sections, such as piling and signalling and we would again encourage local people to stay away from the track for their safety, and for the safety of those operating the equipment.

“It’s been incredible to watch the progress of the track works as they have been delivered but the focus now turns more towards the construction of the new stations on the route and inevitably towards reconnecting these communities to the leisure, education and employment opportunities that the completed railway will deliver.”

...

Current Status:

The first mile of track completed by the project, has already been brought into use to support construction of the subsequent phases of work. The second phase of track work is also now complete.

Current work to the west of the route includes fencing, re-profiling of embankments, drainage and cabling works.

Work is now underway on both Cameron Bridge and Leven stations.

Preparatory work on the (Bawbee) Leven bridge is now underway as we prepare to close the road in May 2023. This includes construction of the temporary road and bridge for a diversion route during the closure.
Planning applications for both station developments on the line were submitted to Fife Council in October 2022.

 

[najaB]

And a press release with video

Levenmouth Rail Link remains firmly on track

Track work on the Levenmouth Rail Link has passed the half-way point.

www.networkrailmediacentre.co.uk

Minor nit-pick, in the video the minister says that it's been 50 years since there were trains on the route, but Methil power station was operational and receiving coal into the early 90s at least.

I guess he was speaking of passenger services.

 

[Xenophon PCDGS]

Minor nit-pick, in the video the minister says that it's been 50 years since there were trains on the route, but Methyl power station was operational and receiving coal into the early 90s at least.

I guess he was speaking of passenger services.

Indeed that was the case, so a fellow contributor tells me, as it was the passenger services from days long gone that was uppermost in his mind.

 

[snowball]

Minor nit-pick, in the video the minister says that it's been 50 years since there were trains on the route, but Methyl power station was operational and receiving coal into the early 90s at least.

I guess he was speaking of passenger services.

Even more minor nit-pick, CH3 is not the same as a place in Fife.

 

[najaB]

Even more minor nit-pick, CH3 is not the same as a place in Fife.

That'll be autocorrect at it's best. Thanks for pointing that out.

 

[lancastrian]

A question for those in the "Know". Are they planning to install all the electrification infrastructure while they are building the line?
Or will it be bad planning as usual, so they will wait to do it after it has been opened.
To me common sense dictates that they will do it all during the construction, but I have seen the increased cost caused by so called "savings" before now.

 

[najaB]

A question for those in the "Know". Are they planning to install all the electrification infrastructure while they are building the line?

Everything that's been said publicly is that it will be built as an electrified railway. I don't know if the wires will be live from day one or not.

As an example. the press release quoted above says:

Following successful completion of a range of preparatory activities the project to deliver the new Levenmouth Rail Link kicked off in March 2022.

Work includes:

• 19 single track kilometres of new / reinstated railway. (Fully double tracked railway)
• Two new modern accessible stations
• Electrification of the line
• Work with partners to optimise interchange options connecting stations.
• The project is a £116.6m Scottish Government investment.

The programme is scheduled to complete in Spring 2024.

 

[snowball]

One thing we do know is that the wires, if in place, will not be live before the feeder station at Thornton is operational. Post #170 in the Haymarket-Dalmeny thread states that it will be installed later this year, but the only official source I've seen is this which says Nov 2024.

Putting up the wires long before they can be juiced may make them vulnerable to thieves.

Another thing we know is that the battery trains required to make any use of the wires are not due until 2027 (a date which may have slipped further since we saw it).

We also know that piling has begun for mast foundations (see #265 above).

 

[najaB]

Putting up the wires long before they can be juiced may make them vulnerable to thieves.

One solution to that would be to temporarily electrify them at 25kV - though without enough power to run a train service - from a temporary substation.

 

[snowball]

One solution to that would be to temporarily electrify them at 25kV - though without enough power to run a train service - from a temporary substation.

It would be a lot easier to delay putting them up until they are needed. I don't think the actual stringing of the wires causes much disruption to services if the masts are in place.

 

[Nicholas Lewis]

One thing we do know is that the wires, if in place, will not be live before the feeder station at Thornton is operational. Post #170 in the Haymarket-Dalmeny thread states that it will be installed later this year, but the only official source I've seen is this which says Nov 2024.

Putting up the wires long before they can be juiced may make them vulnerable to thieves.

Another thing we know is that the battery trains required to make any use of the wires are not due until 2027 (a date which may have slipped further since we saw it).

We also know that piling has begun for mast foundations (see #265 above).

Useful document shame other NR regions dont produce one. Anyhow expanded below so readers know what it is

https://www.networkrail.co.uk/wp-co...Enhancements-Delivery-Plan-September-2022.pdf

 

[snowball]

Useful document shame other NR regions dont produce one. Anyhow expanded below so readers know what it is

https://www.networkrail.co.uk/wp-co...Enhancements-Delivery-Plan-September-2022.pdf

It has its own thread (later continued to discuss another roughly similar document):

New edition Jul 2022 of Enhancements Delivery Plan Scotland

There doesn't seem to be any still-open, recent general thread for enhancements in Scotland, so I'm creating one. A few years ago there used to be regular published updates to Network Rail's Enhancements Delivery Plan. This process seems to have ended with respect to England and Wales, but...

www.railforums.co.uk