Highland Mainline upgrade ideas

[Highland37]

No politics please, just technical and cost discussion. I am starting this thread with the view that there are measures that could be taken to improve various aspects of the Highland Mainline from Perth to Inverness, both for freight and passengers. I am not suggesting that these are achievable in the current financial climate, more interested in the technical and cost aspects.

What schemes could be implemented and what are the costs?

• Killiekrankie Tunnel enlarging and higher speeds - cost and challenges?
• Re-doubling - where and how much and which challenges are there?
• New double track sections - Newtonmore to Dalwhinnie? Newtonmore to Aviemore? Dunkeld to Pitlochry? Challenges and costs?
• Realignment near Dunkeld to allow the A9 to be expanded and faster speeds on the railway?
• New stations? Tomatin?
• Signalling upgrade to modern standards?
• Others?

I have read the various threads on similar subjects but can't respond to them.

 

[hexagon789]

No politics please, just technical and cost discussion. I am starting this thread with the view that there are measures that could be taken to improve various aspects of the Highland Mainline from Perth to Inverness, both for freight and passengers. I am not suggesting that these are achievable in the current financial climate, more interested in the technical and cost aspects.

What schemes could be implemented and what are the costs?

• Killiekrankie Tunnel enlarging and higher speeds - cost and challenges?
• Re-doubling - where and how much and which challenges are there?
• New double track sections - Newtonmore to Dalwhinnie? Newtonmore to Aviemore? Dunkeld to Pitlochry? Challenges and costs?
• Realignment near Dunkeld to allow the A9 to be expanded and faster speeds on the railway?
• New stations? Tomatin?
• Signalling upgrade to modern standards?
• Others?

I have read the various threads on similar subjects but can't respond to them.

I can't think of much that's still single track that was once double, just a bit south of Inverness. Double what you could would be my approach, I think the added capacity is of more benefit than raising permissible speeds by that's just my view

 

[GRALISTAIR]

I can't think of much that's still single track that was once double, just a bit south of Inverness. Double what you could would be my approach, I think the added capacity is of more benefit than raising permissible speeds by that's just my view

That with modern signaling. I think sparks north of Perth will be after 2030 - my 2 penn’orth

 

[Stopper]

Double as much as possible, and sort out the section between Ladybank and Perth. Ideally have a proper alternate bi-hourly service from both Edinburgh & Glasgow. Hopefully the Edinburgh ones running fast to Perth, and the Glasgow ones doing the same with the exception of Stirling.

 

[hexagon789]

That with modern signaling. I think sparks north of Perth will be after 2030 - my 2 penn’orth

Electrification would be a long-term "aspiration", sadly I think even 2030 may be a bit optimistic.

 

[hexagon789]

Ideally have a proper alternate bi-hourly service from both Edinburgh & Glasgow. Hopefully the Edinburgh ones running fast to Perth, and the Glasgow ones doing the same with the exception of Stirling.

I think that's broadly the plan when the HSTs are in full service.

 

[GRALISTAIR]

Electrification would be a long-term "aspiration", sadly I think even 2030 may be a bit optimistic.

Yes because let’s say MML or other does get electrified in 2030 ish timeframe the surplus bimodes could be then deployed to the Highland mainline for the chunks not electrified because surely by then the shortened refurbished HST pocket rockets will go to the great scrap heap in the sky.

 

[hexagon789]

because surely by then the shortened refurbished HST pocket rockets will go to the great scrap heap in the sky.

Sacrilege! The HSTs will live forever!

Bi-modes are the logical step, can we just make sure we get the more power ones, the Highlands are a bit hilly Hitachi.

 

[Bald Rick]

The railway isn’t being realigned at Dunkeld for the A9 work.

 

[Class 170101]

Double as much as possible, and sort out the section between Ladybank and Perth. Ideally have a proper alternate bi-hourly service from both Edinburgh & Glasgow. Hopefully the Edinburgh ones running fast to Perth, and the Glasgow ones doing the same with the exception of Stirling.

If fast running why run the Edinburgh's via Ladybank at all? Just send them all via Stirling and save on the infrastructure spend between Ladbank and Hilton Jn.

I can't think of much that's still single track that was once double, just a bit south of Inverness. Double what you could would be my approach, I think the added capacity is of more benefit than raising permissible speeds by that's just my view

I think there is a bit around Inverness over the Culloden Viaduct and around Newtonmore than may have been double at one time that isn't now but beyond that I don't think there is much left to be restored either. Whether its easy to create some additional loops is another matter it will be mainly constrained by rural topography and some structures rather than large settlements so I wouldn't consider that to be an issue in environmental terms (the lobbyists).

 

[hexagon789]

If fast running why run the Edinburgh's via Ladybank at all? Just send them all via Stirling and save on the infrastructure spend between Ladbank and Hilton Jn.



I think there is a bit around Inverness over the Culloden Viaduct and around Newtonmore than may have been double at one time that isn't now but beyond that I don't think there is much left to be restored either. Whether its easy to create some additional loops is another matter it will be mainly constrained by rural topography and some structures rather than large settlements so I wouldn't consider that to be an issue in environmental terms (the lobbyists).

I think that while doubling is preferable it will pose so engineering challenges. Dymanic loops might be a half-decent solution.

 

[Altnabreac]

The railway isn’t being realigned at Dunkeld for the A9 work.

Might involve moving the station a wee bit further north but it almost certainly won't involve moving the track. Although moving the track is one of the ideas suggested in the community led "Co-creative Process"

 

[Glenmutchkin]

Dymanic loops might be a half-decent solution.

Is that a Welsh solution?

 

[Ben.A.98]

Existing works so far are the improvements round the Aviemore area including the closing of the box with control moving up to Inverness. Due to complete spring 2019.

Minor signal works at Kingussie, and between Dalwhinnie and Blair.

Closing of Dunkeld Box to be controlled from Stanley whatever happens with the A9. (Possibly Pitlochry as well but still unconfirmed)

 

[Railsigns]

Closing of Dunkeld Box to be controlled from Stanley whatever happens with the A9. (Possibly Pitlochry as well but still unconfirmed)

Pitlochry box is certainly closing, with control moving to Stanley Junction box. Work is progressing to the detailed design stage.

 

[Ben.A.98]

Pitlochry box is certainly closing, with control moving to Stanley Junction box. Work is progressing to the detailed design stage.

Thanks, didn't know that.

 

[InOban]

The section from Culloden viaduct south to daviot was double at one time.

However the location of extra, dynamic loops must be dictated by where they would be most useful. The timetabling is constrained by the availability of fast paths into and out of qs and Edinburgh, so the places where they need to pass are predetermined.

The only way to get any such work done will also mean sticking do what can be done at reasonable cost, including the costs of disruption.

 

[railjock]

If fast running why run the Edinburgh's via Ladybank at all? Just send them all via Stirling and save on the infrastructure spend between Ladbank and Hilton Jn.

Is it not quicker from Edinburgh via Ladybank?

 

[hexagon789]

Is it not quicker from Edinburgh via Ladybank?

Not sure, at least via Stirling you have 90-100 Perth-Stirling and Polmont to Edinburgh, via Ladybank the linespeeds are lower and there's less sustained higher speeds.

 

[clc]

Might involve moving the station a wee bit further north but it almost certainly won't involve moving the track. Although moving the track is one of the ideas suggested in the community led "Co-creative Process"

If the station is moved they might have to extend the existing double track section.

 

[Class 170101]

Is it not quicker from Edinburgh via Ladybank?

Timing wise yes although I think its only just possible to run an hourly service each way via Ladybank due to the single Line. Note both the Highland Chieftain and the Inverness Sleeper run via Falkirk rather than via Kirkcaldy.

 

[hexagon789]

Timing wise yes although I think its only just possible to run an hourly service each way via Ladybank due to the single Line. Note both the Highland Chieftain and the Inverness Sleeper run via Falkirk rather than via Kirkcaldy.

Re-doubling and raising linespeeds via Ladybank would make the much faster route

 

[HSTEd]

It is worth noting that on single track lines, increasing line speeds actually increases capacity - unlike on twin track systems.

also, rather than redoubling the existing alignment, wouldn't it be better from an operational perspective to build a largely parallel single track alignment adjacent to but outside the existing boundary?

It would reduce disruption during construction and allow the new track to built with a faster routing.

 

[hexagon789]

It is worth noting that on single track lines, increasing line speeds actually increases capacity - unlike on twin track systems.

also, rather than redoubling the existing alignment, wouldn't it be better from an operational perspective to build a largely parallel single track alignment adjacent to but outside the existing boundary?

It would reduce disruption during construction and allow the new track to built with a faster routing.

Provided both lines were bi-directional, then you could have fast passenger services on the 'fast' new alignment and stopping passenger/freight on the older 'slow' alignment.

 

[Stopper]

If fast running why run the Edinburgh's via Ladybank at all? Just send them all via Stirling and save on the infrastructure spend between Ladbank and Hilton Jn.



I think there is a bit around Inverness over the Culloden Viaduct and around Newtonmore than may have been double at one time that isn't now but beyond that I don't think there is much left to be restored either. Whether its easy to create some additional loops is another matter it will be mainly constrained by rural topography and some structures rather than large settlements so I wouldn't consider that to be an issue in environmental terms (the lobbyists).

Would imagine it would be quite hard to path a decent non-stop run fast to Perth via Stirling, or even as far as Stirling. Especially with the pointless Cumbernaulds entering service soon to clog up capacity between Edinburgh and Carmuirs.

 

[HSTEd]

Provided both lines were bi-directional, then you could have fast passenger services on the 'fast' new alignment and stopping passenger/freight on the older 'slow' alignment.

The lines could also be operated as a single two track line or two single track lines as required by the timetable.

 

[hexagon789]

The lines could also be operated as a single two track line or two single track lines as required by the timetable.

That's what I was thinking of, that way you maximise the efficiency hopefully.

 

[smtglasgow]

I wonder if there is scope to build a dynamic loop anywhere at the northern end of the line by linking two existing loops? The topography is pretty unforgiving, but would doubling between Kingussie and Kincraig be feasible – and would that help? Kingussie to Dalwhinnie always seems to be the area where delays build up, but not sure if anything could be done here.

I’d also like to see Tomatin station reopen in the not too distant future. Don’t suppose it would meet criteria today, but there is new housing planned in the coming years and the upgraded A9 will make the village part of the Inverness commuter belt – or more so than it already is. Having the Carrbridge stoppers call here would give the village a decent service…

 

[Altnabreac]

I wonder if there is scope to build a dynamic loop anywhere at the northern end of the line by linking two existing loops? The topography is pretty unforgiving, but would doubling between Kingussie and Kincraig be feasible – and would that help? Kingussie to Dalwhinnie always seems to be the area where delays build up, but not sure if anything could be done here.

I’d also like to see Tomatin station reopen in the not too distant future. Don’t suppose it would meet criteria today, but there is new housing planned in the coming years and the upgraded A9 will make the village part of the Inverness commuter belt – or more so than it already is. Having the Carrbridge stoppers call here would give the village a decent service…

I suspect Kingussie to Kincraig would be quite difficult and expensive as the Insh Marshes National Nature Reserve will make widening technically and environmentally challenging. Not impossible but it may not be technically the easiest section to double up.

Kingussie to Newtonmore may be a simpler section to double although the cost of a second platform and new bridge over the tracks at Newtonmore wouldn't help any business case.

Aviemore - Carrbridge involves land purchase and demolition issues so is probably a non starter, perhaps linking Tomatin and Moy loops might be possible for a non astronomical sum?

 

[adrock1976]

Is there already a southbound platform (albeit disused) next to the level crossing at Newtonmore?