Markinch
Member
Recently, I spoke with a chap from TrainspotScotland about the new Forth crossing - and examined the glossies they produced. It seems that one Stewart Stevenson (Minister of Trainspot) - and the folk behind the new crossing proposal in TS - have been told by Knotwork Rail that "capacity can be increased over the Forth Bridge".
At present, the entire Forth Bridge - over 2 Km of it - is one signalling section. The usual section length between Haymarket and Kirkcaldy is about 1 Km. At present, therefore, no northbound service can leave Dalmeny until the previous train has cleared North Queensferry Station - and vice versa for southbound services. This effectively reduces the maximum frequency of trains to one every 4 to 5 minutes each way over the brig.
However, just sticking an extra red signal in the middle of the brig will not solve the problem. While it will increase frequency over the brig to a maximum of one each way every 3 minutes, it does not address the other common causes of delay on this route. Apart from the somewhat crowded approaches to Waverley (not helped by the single-lead Castle Junction), delays are commonly experienced on limited-stop services (a) northbound, on the approach to Inverkeithing and (b) southbound, around South Gyle. I personally have experienced (b) several times - even when the preceding all-station train was clear of Dalmeny before we got to the Forth Bridge.
So, unless the service is rejigged, e.g. so that all-station trains north of Inverkeithing run non-stop to Haymarket, while limited-stop services call all stations Inverkeithing to Haymarket (a very user-unfriendly solution: many Fifers work in Dalmeny and South Gyle, while there is not exactly an overwhelming demand for folk from (e.g.) Aviemore to go to North Queensferry), splitting the Forth Bridge into two sections will do nothing to increase capacity. Indeed, all it will do is to close the route to heavy trains, as the Forth Bridge is weight-restricted.
The only way capacity could be increased is if the splitting is done together with the Edinburgh Airport Rail Link. This would enable limited-stop services to get past all-station services by diverting the latter through the Airport. However, my understanding is that EARL is currently under threat. And, of course, the down side is that the Forth Bridge would then be closed to coal trains: they would have little option but to use the yet-to-be-built line between Longannet and Stirling (is that still going ahead?).
Anyway, the Scottish Executive and TrainspotScotland are currently using the false "increased capacity" argument to justify not putting light rail in the new Forth crossing. I would ask that all those with an interest in the new Forth crossing proposals make their views kent to TrainspotScotland (and any MSPs you happen to know) forthwith. Details can be found at www.forthreplacementcrossing.info and probably also going via http://www.transportscotland.gov.uk. The current "consultation" finishes on Friday 7th September.
At present, the entire Forth Bridge - over 2 Km of it - is one signalling section. The usual section length between Haymarket and Kirkcaldy is about 1 Km. At present, therefore, no northbound service can leave Dalmeny until the previous train has cleared North Queensferry Station - and vice versa for southbound services. This effectively reduces the maximum frequency of trains to one every 4 to 5 minutes each way over the brig.
However, just sticking an extra red signal in the middle of the brig will not solve the problem. While it will increase frequency over the brig to a maximum of one each way every 3 minutes, it does not address the other common causes of delay on this route. Apart from the somewhat crowded approaches to Waverley (not helped by the single-lead Castle Junction), delays are commonly experienced on limited-stop services (a) northbound, on the approach to Inverkeithing and (b) southbound, around South Gyle. I personally have experienced (b) several times - even when the preceding all-station train was clear of Dalmeny before we got to the Forth Bridge.
So, unless the service is rejigged, e.g. so that all-station trains north of Inverkeithing run non-stop to Haymarket, while limited-stop services call all stations Inverkeithing to Haymarket (a very user-unfriendly solution: many Fifers work in Dalmeny and South Gyle, while there is not exactly an overwhelming demand for folk from (e.g.) Aviemore to go to North Queensferry), splitting the Forth Bridge into two sections will do nothing to increase capacity. Indeed, all it will do is to close the route to heavy trains, as the Forth Bridge is weight-restricted.
The only way capacity could be increased is if the splitting is done together with the Edinburgh Airport Rail Link. This would enable limited-stop services to get past all-station services by diverting the latter through the Airport. However, my understanding is that EARL is currently under threat. And, of course, the down side is that the Forth Bridge would then be closed to coal trains: they would have little option but to use the yet-to-be-built line between Longannet and Stirling (is that still going ahead?).
Anyway, the Scottish Executive and TrainspotScotland are currently using the false "increased capacity" argument to justify not putting light rail in the new Forth crossing. I would ask that all those with an interest in the new Forth crossing proposals make their views kent to TrainspotScotland (and any MSPs you happen to know) forthwith. Details can be found at www.forthreplacementcrossing.info and probably also going via http://www.transportscotland.gov.uk. The current "consultation" finishes on Friday 7th September.
