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The real horror will the bridge at Clarkston. So many traffic flows converge there and a prolonged job will result major disruption of traffic to and from Glasgow.
This afternoon, I went to the public information event at Thornliebank.
I asked one of the engineers - he told me that there is sufficient clearance at Clarkston Toll bridge for electrification and so they don't plan to replace it. Apart from higher balustrades, it is out of scope.
The public information event was held in a small room. Network Rail, Story and SPL staff were present. Firstbus was not represented, even though the long diversion of bus routes 57 and 57A will have a significant impact over 14 months. East Renfrewshire Council was not represented - there is a lot of public concern about the impact on side streets of additional traffic from unplanned and unofficial diversions.
They displayed a drawing of the rebuilt Thornliebank Road bridge. It will have footpaths on both side of the road. They will remove the existing separate footbridge on the station side of the road. This drawing shows the temporary footbridge too, although they will remove it once the new road bridge is open. There are 6 utilities to divert, including a water main, before they demolish the old bridge in the last weekend of September.
There were raised voices in the room - the relationships between the project and some residents are clearly strained. It seems to me that they should have scheduled this information exercise before they began piling.
This afternoon, I went to the public information event at Thornliebank.
I asked one of the engineers - he told me that there is sufficient clearance at Clarkston Toll bridge for electrification and so they don't plan to replace it. Apart from higher balustrades, it is out of scope.
The public information event was held in a small room. Network Rail, Story and SPL staff were present. Firstbus was not represented, even though the long diversion of bus routes 57 and 57A will have a significant impact over 14 months. East Renfrewshire Council was not represented - there is a lot of public concern about the impact on side streets of additional traffic from unplanned and unofficial diversions.
They displayed a drawing of the rebuilt Thornliebank Road bridge. It will have footpaths on both side of the road. They will remove the existing separate footbridge on the station side of the road. This drawing shows the temporary footbridge too, although they will remove it once the new road bridge is open. There are 6 utilities to divert, including a water main, before they demolish the old bridge in the last weekend of September.
There were raised voices in the room - the relationships between the project and some residents are clearly strained. It seems to me that they should have scheduled this information exercise before they began piling.
That’s a big plus for the project if they don’t have to replace the Clarkston Road bridge (possibly Strawhill Road too?). Other sources of information seemed to suggest otherwise but hopefully the engineer knows his stuff. I went along to one of the drop in sessions during a previous false start and the Network Rail staff knew less about the project than I did.
That’s a big plus for the project if they don’t have to replace the Clarkston Road bridge (possibly Strawhill Road too?). Other sources of information seemed to suggest otherwise but hopefully the engineer knows his stuff. I went along to one of the drop in sessions during a previous false start and the Network Rail staff knew less about the project than I did.
Yes Masts have been going up this week upto a mile past Giffnock and more next week. The bridge at Thornliebank will be out for 14 MONTHS. There is a heck of a lot of services to be rerouted and reinstalled. Also some hefty shoring up works to the road on the Manswood side. 1 temporary pedestrian footbridge on ether side will be erected. The bridge itself won't be coming out until around September. There well be a press release, soon, with possibility of a fly through video Clarkston Toll Rail Bridge is basically only having coping work done and Not Coming Out. Track lowering is the option
is there sufficient distance from the bridge to the station to get the track back to the correct height or will there be a need for rebuilding the platforms a bit lower too?
is there sufficient distance from the bridge to the station to get the track back to the correct height or will there be a need for rebuilding the platforms a bit lower too?
So in my previous post I had worked out that it is approximately 150m from the bridge to the end of the platform, the current slope is 1:68, so the track drops 2.2m Southerners post indicates that a lowering of 420mm is required (say 0.5m) so a drop of 2.7m. By my calculations that requires a slope of 1:55 from the platform end to the bridge, well within the capabilities of most trains, never mind a modern EMU.
So in my previous post I had worked out that it is approximately 150m from the bridge to the end of the platform, the current slope is 1:68, so the track drops 2.2m Southerners post indicates that a lowering of 420mm is required (say 0.5m) so a drop of 2.7m. By my calculations that requires a slope of 1:55 from the platform end to the bridge, well within the capabilities of most trains, never mind a modern EMU.
Sounds like a workable plan. That rise will assist with braking for the station and speed things up going down the hill. Any blocks in place for this work to be carried out? Reckon Thornliebank road bridge is a little bit more pressing.
Sounds like a workable plan. That rise will assist with braking for the station and speed things up going down the hill. Any blocks in place for this work to be carried out? Reckon Thornliebank road bridge is a little bit more pressing.
Some Mast Hunting Today. Burnfield Road Cottages, There is 1 right at the end of this road, to the left through the trees, at Robslee Drive, can just be seen another. Towards Thornliebank station,again through the trees, there is possibly 5 or 6 that can be seen. From Burnfield Road OB there are none to be seen in either direction. At Giffnock Station the Glasgow platform extension and just past the Office has been Smartly resurfaced. There is 1 mast positioned just beyond the platform end coming from EK.. Church Rd. OB towards Clarkston 7 can be seen in situ. From Clarkston Toll OB back to Church Rd. those 7 masts can be seen but 2 Capped of piles can be seen with 1 mast base and possibly another between the 7
Some Mast Hunting Today. Burnfield Road Cottages, There is 1 right at the end of this road, to the left through the trees, at Robslee Drive, can just be seen another. Towards Thornliebank station,again through the trees, there is possibly 5 or 6 that can be seen. From Burnfield Road OB there are none to be seen in either direction. At Giffnock Station the Glasgow platform extension and just past the Office has been Smartly resurfaced. There is 1 mast positioned just beyond the platform end coming from EK.. Church Rd. OB towards Clarkston 7 can be seen in situ. From Clarkston Toll OB back to Church Rd. those 7 masts can be seen but 2 Capped of piles can be seen with 1 mast base and possibly another between the 7
IIRC it's been mentioned that TTCs are preferred, as obviously only one mast is needed, but that mast needs a larger pile to support it. Several things would suggest the use of a single track cantilever, STC or a portal. Ground conditions, signal sighting, the zig zag to accommodate a curve etc.
IIRC it's been mentioned that TTCs are preferred, as obviously only one mast is needed, but that mast needs a larger pile to support it. Several things would suggest the use of a single track cantilever, STC or a portal. Ground conditions, signal sighting, the zig zag to accommodate a curve etc.
TTCs seem to be a recent phenomenon. Also piled foundations for the masts seem to be a more recent practice. I used to have not infrequent journeys up and down the M74 and that part of the WCML looked like drilled and concreted was the preferred method. Concrete is still used where piles aren't suitable.
post #1692 gives a heads up on the line closure to come in 2025 along the route from Busby jncn to EK station.
This will include no services running to/from East Kilbride for 16 weeks from 01/02/25 to 24/05/25 then another 4 weeks closure from 02/08/25 to 30/08/25. Between those two main periods there will also be successive Sunday closures across the summer.
I'm not sure the options put forward by the project team, a few years ago, about how to deliver these works included such a sustained period of withdrawn rail services. The alternative during the 16 week closure will offer passengers a much poorer, longer road journey during a time of poor weather.
Link to Network Rail Engineering Access Statement [EAS] for 2025 in Scotland.
The Engineering Access Statement (EAS) and the Timetable Planning Rules (TPR) are collectively referred to as the Operational Rules.
www.networkrail.co.uk
Hopefully passengers will return after this extended service disruption to fully utilise the greatly enhanced accessibility, upgraded station provision and new passenger facilities. But with little sign of journey time improvements, more efficient train door open/closing operation, electric rolling stock across all EK services, extra capacity or enhanced frequency on the route being delivered from late 2025 this may not be a given.
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Scottish Government information relating to projects with a capital value of £5 million or more which are at the outline business case (or equivalent) approved stage or beyond.
www.gov.scot
Latest Scottish Government update on its finances across all capital investment plans and the latest news, quoted below, on the specific East Kilbride rail project delivery and revised timescales. Challenging times ahead for providing funds for future electrification vs all the other SG investment pressures due to a continuing drift in delivery timescales and cost increases.
Project: East Kilbride Rail Enhancement
Business case approved stages: Project is part of the East Kilbride and Barrhead Rail Enhancement scheme. The scheme will make rail services reliable, efficient, and attractive to passengers and support modal shift whilst progressing against the Scottish Government's target to decarbonising the rail network. The OBC outlined that total project cost was estimated to be £100 million to £120 million and that it was estimated to be operational in December 2024. The FBC outlines that total project cost is estimated to be £139.8 million and that it is estimated to be operational in December 2025.
Progress at March 2023: No change to timing since the last report (as outlined at OBC, project is estimated to be operational December 2024).
The total cost of the project is now estimated at £136.8 million which is an increase in that previously reported. This is due to further refinement of the Full Business Case (FBC) cost and additional scope of the Hairmyres Loop extension and accessibility enhancements.
The project went to Transport Scotland's Investment and Decision-Making Board (IDM) in November 2022 and instruction was given to provide further assurance on the programme and the cost. Network Rail is working through providing further details to Transport Scotland and this should be finalised in the coming months. The project will then return to IDM Board prior to being provided to the Minister for Transport for endorsement.
Progress at December 2023: The FBC was approved in June 2023, with funding announced by the Minister for Transport in September 2023. The project is now in construction.
The total cost of the project is now estimated at £139.8 million which is an increase to that previously reported. This is due to further refinement of the cost and additional scope of the Hairmyres Loop extension and accessibility enhancements.
As per the approved FBC, the project is now estimated to be operational in December 2025 which is later than that outlined at OBC. This is due to re-phasing of the delivery of the electrification programme and seeking increased cost and programme assurance from Network Rail.
Scottish Government information relating to projects with a capital value of £5 million or more which are at the outline business case (or equivalent) approved stage or beyond.
www.gov.scot
Latest Scottish Government update on its finances across all capital investment plans and the latest news, quoted below, on the specific East Kilbride rail project delivery and revised timescales. Challenging times ahead for providing funds for future electrification vs all the other SG investment pressures due to a continuing drift in delivery timescales and cost increases.
I think that's the same document I linked in post #249 of the Scottish Decarbonisation thread, though the bits I quoted were limited to schemes that may come after EK:
The refresh of the Decarbonisation Action Plan was ongoing and would be published ‘in due course’. The fact that he's saying nothing more specific than that sounds a bit ominous. There have been ministerial promises that it will be published by the end of the year, an ever-narrowing window...
As mentioned above and elsewhere, TTCs mean only one pile being needed which must be cheaper and quicker AND lessens the chances of hitting signalling cables, etc. Unfortunately the structures are bulkier and more visually intrusive with more metalwork in the sky. And unless I'm much mistaken, the distance between structures on straight track has been lessened since halcyon MKIII days, so more structures to contend with.
There were raised voices in the room - the relationships between the project and some residents are clearly strained. It seems to me that they should have scheduled this information exercise before they began piling.
This is unsurprising. The length of closure is very long, a large area is being cut off from bus services, the bus diversions are less than idea and lengthy (10-15 minutes at least to do what is currently 2-3 minutes). The official diversion routes are going to be largely ignored in favour of 'adhoc' diversions though pretty unsuitable roads too and the diversion route isn't great either.
And unless I'm much mistaken, the distance between structures on straight track has been lessened since halcyon MKIII days, so more structures to contend with.
The article I've linked this morning (Haymarket-Dalmeny thread, post #400) has this to say on the distance between structures:
Another opportunity to reduce electrification costs is increasing span length to reduce the number of masts. A recent review of the master series OLE has shown that spans of 95 metres are possible which compares with those achievable by the higher-tensioned Siemens Sicat system. Lee advised that spans of up to 80 metres had been achieved for the Haymarket to Dalmeny electrification but ultimately the mean average span would be dictated by the geometry of the track, areas of long straight railway seeing the greatest benefit.
That's very interesting thank you. I think the MKIIIa maximum distance was 71 metres, so 80 (or wow! 95 metres) is electrification with seven-league-boots on. That should make a very noticeable difference.
That's very interesting thank you. I think the MKIIIa maximum distance was 71 metres, so 80 (or wow! 95 metres) is electrification with seven-league-boots on. That should make a very noticeable difference.
Precisely - the EK job (and indeed most of the post-MkIII jobs in Scotland) have used UKMS 100 (11kN Catenary/11kN Contact) or its Series 2 equivalent.
You'd be needing UKMS 125 (12kN Catenary/15kN Contact) to get the larger span lengths.
@OB23Gone thank you for these photographs. The last time I went up to East Kilbride, there were piles but no masts, so these were erected quickly, perhaps as a result of the increased pre-fabrication prior to erection.
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