adrock1976
Established Member
I have had a go at creating a Taktplan (clock face departures) for the Grangemouth branch, Stirling - Dunfermline, and the Levenmouth branch.
My starting point after measuring the mileages of the various sections on Google Maps was by projecting forwards the present Glasgow Queen Street - Alloa trains to Dunfermline Queen Margaret (useful place for a depot as there are large sidings there), and likewise in the opposite direction. I then decided to continue those trains to Methil, based on the assumption that the missing track is reinstated beyond Leven. Furthermore, I have opted for a simple Stirling - Grangemouth shuttle, which connects into and out of both the extended Alloa - Methil and the existing Glasgow Queen Street - Edinburgh via Cumbernauld trains therefore providing a dual use in one fell swoop.
I have identified where double track is required based upon the projection of the trains beyond Alloa. As can be seen in the attached spreadsheet, I have highlighted these in a yellow background with red text. Double track at the very minimum would be required between Alloa and Clackmannan, Cairneyhill (dynamic passing loop extending beyond the station at both sides), and between Leven and Methil. I am unsure if those sections were ever double track or not.
A thought that came into my mind afterwards was I was unsure whether to stop the Alloa extensions at Dunfermline Queen Margaret, combined with extending the present Edinburgh - Cowdenbeath via Dunfermline trains to Leven/Methil and switching the present Edinburgh - Glenrothes via Kirkcaldy (the one that does not return via Dunfermline but goes back via Kirkcaldy) to Leven/Methil, which would give direct trains to Edinburgh every 30 minutes combined frequency with one each alternating via Dunfermline or Kirkcaldy. This would still connect Methil/Leven with both the county town of Fife (Glenrothes with Thornton) and Scotland's historic capital Dunfermline.
When compiling the suggested timetable, I have based the average speed on one mile a minute between the locations that I measured on Google Maps, all rounded to the nearest quarter mile where no passenger services run at present. Furthermore, I have based this on the assumption that the routes would have for the most part overhead wires, and if bimodes were to feature in Fife, there could be a specially dedicated fleet based at Dunfermline Queen Margaret as there seems to be space there.
If anybody feels like having a go at an alternative version, I am happy for others to borrow the spreadsheet that is attached.
My starting point after measuring the mileages of the various sections on Google Maps was by projecting forwards the present Glasgow Queen Street - Alloa trains to Dunfermline Queen Margaret (useful place for a depot as there are large sidings there), and likewise in the opposite direction. I then decided to continue those trains to Methil, based on the assumption that the missing track is reinstated beyond Leven. Furthermore, I have opted for a simple Stirling - Grangemouth shuttle, which connects into and out of both the extended Alloa - Methil and the existing Glasgow Queen Street - Edinburgh via Cumbernauld trains therefore providing a dual use in one fell swoop.
I have identified where double track is required based upon the projection of the trains beyond Alloa. As can be seen in the attached spreadsheet, I have highlighted these in a yellow background with red text. Double track at the very minimum would be required between Alloa and Clackmannan, Cairneyhill (dynamic passing loop extending beyond the station at both sides), and between Leven and Methil. I am unsure if those sections were ever double track or not.
A thought that came into my mind afterwards was I was unsure whether to stop the Alloa extensions at Dunfermline Queen Margaret, combined with extending the present Edinburgh - Cowdenbeath via Dunfermline trains to Leven/Methil and switching the present Edinburgh - Glenrothes via Kirkcaldy (the one that does not return via Dunfermline but goes back via Kirkcaldy) to Leven/Methil, which would give direct trains to Edinburgh every 30 minutes combined frequency with one each alternating via Dunfermline or Kirkcaldy. This would still connect Methil/Leven with both the county town of Fife (Glenrothes with Thornton) and Scotland's historic capital Dunfermline.
When compiling the suggested timetable, I have based the average speed on one mile a minute between the locations that I measured on Google Maps, all rounded to the nearest quarter mile where no passenger services run at present. Furthermore, I have based this on the assumption that the routes would have for the most part overhead wires, and if bimodes were to feature in Fife, there could be a specially dedicated fleet based at Dunfermline Queen Margaret as there seems to be space there.
If anybody feels like having a go at an alternative version, I am happy for others to borrow the spreadsheet that is attached.