Scottish Electrification - Post 2029

[TrainViation]

As the entirety of the Fife & Borders electrification projects are due to be complete by 2029, what could be next for the teams at Network Rail Scotland?
I have a few suspects:
- Dunblane to Perth
- Dundee to Montrose
- Ladybank to Dundee (+ Perth?)

 

[GRALISTAIR]

As the entirety of the Fife & Borders electrification projects are due to be complete by 2029, what could be next for the teams at Network Rail Scotland?
I have a few suspects:
- Dunblane to Perth
- Dundee to Montrose
- Ladybank to Dundee (+ Perth?)

What about southwest? Kilmarnock? Then rolling to Carlisle?

 

[hwl]

As the entirety of the Fife & Borders electrification projects are due to be complete by 2029, what could be next for the teams at Network Rail Scotland?
I have a few suspects:
- Dunblane to Perth
- Dundee to Montrose
- Ladybank to Dundee (+ Perth?)

First round: Patches from Dundee - Aberdeen and something around Perth post rebuild.

 

[The exile]

Enough bits of discontinuous wiring to cover Fife - Aberdeen and possibly from there rounded to Inverness. Following that, fill into Aberdeen from the south, allowing the transfer of the bimodes to either the Highland Main Line or the GSWR following similar treatment.

 

[TrainViation]

First round: Patches from Dundee - Aberdeen and something around Perth post rebuild.

It would make sense as the Stannergate feeder station which is being planned is due to enter service around 2029 too, which means construction of wires could happen around then or even before.
And as discussed elsewhere, the limits for the OLE in that area are: Invergowrie + Tay Bridge north - Montrose (Brechin Rd overbridge). Quite fitting for the bi-modes.

 

[stevieinselby]

As the entirety of the Fife & Borders electrification projects are due to be complete by 2029, what could be next for the teams at Network Rail Scotland?
I have a few suspects:
- Dunblane to Perth
- Dundee to Montrose
- Ladybank to Dundee (+ Perth?)

What about southwest? Kilmarnock? Then rolling to Carlisle?

Kilmarnock makes sense as it has 1.5tph to Glasgow that would be completely on electric ... but I'm less convinced about continuing from there to Carlisle, with only 8tpd it doesn't look like a high priority. It would make more sense to start from Carlisle to Dumfries, which if you were thinking of having BEMUs on the line would be more useful as it would completely cover the 10tpd short turns between Carlisle and Dumfries and would be better for maintaining charge on the long runs between Carlisle and Glasgow.

Dundee to Dunblane is used by 2tph (with 1tph continuing to Aberdeen) plus the odd journey from Inverness that joins at Perth, so that would definitely be a good bet as well – along with continuing up the coast from Dundee to Aberdeen, which is broadly 2tph split between Glasgow and Edinburgh.

 

[Topological]

For other underused bits of track, the sections that would allow Lumo to run all-electric to Stirling.

 

[waverley47]

For other underused bits of track, the sections that would allow Lumo to run all-electric to Stirling.

They can already. Everything Lumo could and would use, any and all diversionary routes, up to and including a reversal at Edinburgh, have already been done. Lumo won't be using electric for reasons other than the limits of electrification in Scotland.

In answer to what the next priorities are, it's up to Aberdeen/Kintore for BEMUs, followed by Dundee to Dunblane, Kilmarnock, and then the infill bits of Fife and the Borders. Inverness both ways will be a long way off yet, and it's unlikely that Dumfries to Carlisle will come before the 170s are life expired.

Basically, switch as much as possible onto BEMUs, then go along later and do the middle bits. BEMUs and part wiring is cheaper from a CAPEX standpoint, but EMUs and full wiring is cheaper from an OPEX standpoint, and DMUs are the most expensive units to run. So while the money keeps coming, the general trend will be to spread the up front capital costs over as long as possible, but reduce the running costs as quickly as possible by switching to BEMUs.

 

[Harpo]

If the GSW were electrified, you have to suspect that it might not be continuous.

 

[Strathclyder]

Cowlairs North Junction-Maryhill-Anniesland/Knightswood North Junction has to be in the queue somewhere.

On top of eliminating the last purely diesel island in the Glasgow area, it would open up a new diversionary route that avoids the heavily congested Hyndland-Finnieston section of the Argyle/North Clyde Lines, allow future West Highland stock to be bimode and run on the juice all the way from Glasgow to Craigendoran. A fringe beneficiary would be freight. GBRF, who if I recall correctly indentified the North Blyth - Fort William Alcan flow as a candidate for conversion from 66 to 99 haulage sometime in the future, could better utilize the latter traction if the Cowlairs North - Knightswood North 'in-fill' section were, well, filled in.

I suspect the hassle of sorting out the Forth & Clyde Canal tunnels at Lochburn combined with the sparse usage the line recieves compared to other Glasgow suburban lines and it's short length all combined to rule the cost of full electification of the line before the end of the 2020s out in favour of lines with heavier usage and would overall better benefit from it. If it is getting wired, I can't see it happening on this side of 2030 as things stand. Frustrating, but not surprising taking into account the reasons already outlined here and elsewhere.

 

[Falcon1200]

Kilmarnock makes sense as it has 1.5tph to Glasgow that would be completely on electric ... but I'm less convinced about continuing from there to Carlisle, with only 8tpd it doesn't look like a high priority.

I agree, plus the short link from Kilmarnock to Barassie, allowing the sets which start and finish the day at Kilmarnock to stable at Ayr (as they do now), and the Kilmarnock terminators to extend on a regular basis to and from Ayr. Possibly Gretna Jc/Dumfries as well, however I cannot see that the traffic between Dumfries and Kilmarnock justifies the cost, especially with the almost total lack of freight plus the rarity of its use for WCML diversions. BEMUs make sense however, especially with electrification at both ends (to Dumfries and Kilmarnock).

 

[Transilien]

I agree, plus the short link from Kilmarnock to Barassie, allowing the sets which start and finish the day at Kilmarnock to stable at Ayr (as they do now), and the Kilmarnock terminators to extend on a regular basis to and from Ayr. Possibly Gretna Jc/Dumfries as well, however I cannot see that the traffic between Dumfries and Kilmarnock justifies the cost, especially with the almost total lack of freight plus the rarity of its use for WCML diversions. BEMUs make sense however, especially with electrification at both ends (to Dumfries and Kilmarnock).

In my opinion, Kilmarnock-Ayr should at least be an hourly extension of the terminator. Kilmarnock is the largest town in Ayrshire and Ayr is the historic capital of the county. If there just was a curve north of Kilmarnock and a Station to serve the trains that use it, then it could be a viable alternative to the Ayrshire Coast Line as well.

 

[Snow1964]

Apparently Network Rail has issued a £450m electrification framework market engagement in Scotland

Network Rail has launched early market engagement for a £450m single-supplier electrification framework covering projects across Scotland.

The framework will support the development, delivery, entry into service and handback of overhead line and traction power systems under Scotland’s railway

Network Rail trails £450m Scotland electrification framework

Network Rail has launched early market engagement for a £450m single-supplier electrification framework covering projects across Scotland. The fram...

www.facilitiesmanagement-now.com

No idea which lines, or how far £450m will electrify

 

[waverley47]

Apparently Network Rail has issued a £450m electrification framework market engagement in Scotland

Network Rail trails £450m Scotland electrification framework

Network Rail has launched early market engagement for a £450m single-supplier electrification framework covering projects across Scotland. The fram...

www.facilitiesmanagement-now.com

No idea which lines, or how far £450m will electrify

I can say keep your eyes peeled for this one.

The framework is basically an extension to the existing rolling program, and is expected to include up to three new feeder stations and approximately between two and three hundred single track kilometres of new wiring.

 

[GRALISTAIR]

Apparently Network Rail has issued a £450m electrification framework market engagement in Scotland. No idea which lines, or how far £450m will electrify

I can say keep your eyes peeled for this one.
The framework is basically an extension to the existing rolling program, and is expected to include up to three new feeder stations and approximately between two and three hundred single track kilometres of new wiring.

I am going to be slightly brave and say that because this is Scotland and a (continuing of a) ROLLING programme, cost will be £2 million per Single Track Kilometres. So 450/2 = 225 single track kilometres electrified.

 

[mcmad]

It should be higher than that as the framework is for the OLE system only so all the bridge reconstruction/resignalling costs would be outwith this....however, it presumably will include the grid substations and the like and I do wonder if by then they will also be looking at replacement of the early electrification in Glasgow so may not all be for new works.

 

[MatthewHutton]

I am going to be slightly brave and say that because this is Scotland and a (continuing of a) ROLLING programme, cost will be £2 million per Single Track Kilometres. So 450/2 = 225 single track kilometres electrified.

I cannot believe England isn’t doing this. Surely lots of people have told the DfT they should do a rolling programme.

it’s basically the only thing we all agree on.

 

[702]

They can already. Everything Lumo could and would use, any and all diversionary routes, up to and including a reversal at Edinburgh, have already been done. Lumo won't be using electric for reasons other than the limits of electrification in Scotland.

In answer to what the next priorities are, it's up to Aberdeen/Kintore for BEMUs, followed by Dundee to Dunblane, Kilmarnock, and then the infill bits of Fife and the Borders. Inverness both ways will be a long way off yet, and it's unlikely that Dumfries to Carlisle will come before the 170s are life expired.

Basically, switch as much as possible onto BEMUs, then go along later and do the middle bits. BEMUs and part wiring is cheaper from a CAPEX standpoint, but EMUs and full wiring is cheaper from an OPEX standpoint, and DMUs are the most expensive units to run. So while the money keeps coming, the general trend will be to spread the up front capital costs over as long as possible, but reduce the running costs as quickly as possible by switching to BEMUs.

Thanks waverley, always a pleasure to read your informed posts!

Just one query, up to Aberdeen/Kintore for BEMUs, is that partial from Dundee to Aberdeen/Kintore to be filled in later, or full wiring first time round (but still for BEMUs because Fife won't be fully wired at that point)?

 

[TrainViation]

Thanks waverley, always a pleasure to read your informed posts!

Just one query, up to Aberdeen/Kintore for BEMUs, is that partial from Dundee to Aberdeen/Kintore to be filled in later, or full wiring first time round (but still for BEMUs because Fife won't be fully wired at that point)?

Expanding on this, since I've just realised something.

Taking the current rolling electrification costs of roughly £2m/STK, and given Invergowrie to Montrose is only around 100STK, that means £200m out of the £350m or £450m (not exactly sure what figure to use) is being spent on that section. Which leads me to believe that this project and sum of money also includes electrification around the Aberdeen area too, to allow battery trains to run up there as well. I'm not too sure where the Aberdeen section of electrification will lie, but I'm definitely sure it will definitely include Aberdeen station to Kintore, possibly to Inverurie.

 

[Snow1964]

Taking the current rolling electrification costs of roughly £2m/STK, and given Invergowrie to Montrose is only around 100STK, that means £200m out of the £350m or £450m (not exactly sure what figure to use) is being spent on that section. Which leads me to believe that this project and sum of money also includes electrification around the Aberdeen area too, to allow battery trains to run up there as well. I'm not too sure where the Aberdeen section of electrification will lie, but I'm definitely sure it will definitely include Aberdeen station to Kintore, possibly to Inverurie.

Having read about number of European BEMU schemes, the electrification limits are different to an EMU scheme. With an EMU (or electric loco) electrify to just beyond shunt limit where they will reverse.

For a scheme where BEMUs are expected, electrify to where the trains are coasting, so can changeover without being on full power. The worst thing can do is finish the electrification just before where they accelerate.

I understand in an ideal world, in UK, if BEMUs are to become common, there are dozens of short bits (from quarter mile approaching a junction) to about mile leaving a mainline that really need doing to optimise the range of the BEMUs, otherwise got to fit even bigger batteries.

 

[hwl]

I understand in an ideal world, in UK, if BEMUs are to become common, there are dozens of short bits (from quarter mile approaching a junction) to about mile leaving a mainline that really need doing to optimise the range of the BEMUs, otherwise got to fit even bigger batteries.

Now we just need the politicians to get it!

 

[TrainViation]

Just a thought that popped into my head.

I'd imagine it would come along with the "infilling bits of Fife" part of the programme, but I'm wondering when the Winchburgh Chord will be electrified? It's technically a passenger line now that 1N79 and 1N80 run along it every day, but nothing more than the odd freight and ECS move uses it. And I won't even get started on the "Almond Chord"... hopefully it is built in the future.

It would definitely be a port of call if a Leven to Glasgow service was introduced via Inverkeithing and Falkirk, but then again it's unlikely unless the Longannet branch opens again, which I highly doubt it will any time soon.

 

[Snow1964]

A 5 year £450m Scotland framework electrification tender has been issued.

Scotland's Railway Electrification Framework

• Source: Find a Tender
• Published: Fri 10 Apr 2026

The framework will support the efficient, consistent development, delivery, entry into service and handback of electrification elements that are key to the delivery of the decarbonisation programme in Scotland.

https://bidstats.uk/tenders/?ntype=tender#868351999-868221229-41

 

[TrainViation]

As this is a speculative discussion, I wonder if the A2CB electrification will be fully complete by 2040?

Given the following timescales:
- Fife Partial by 2029
- Dundee Montrose by 2032
- Dunblane Dundee by 2035
- Fife Infill by 2038
- Aberdeen Montrose by 2040

Again, all speculative and I may well be talking out my backside…

 

[numtot12345]

Dunblane-Dundee timescale makes sense as I suppose they are concentrating in the east of Scotland; and also gives time for them to decide what they are doing with re-modelling Perth as that seems to have gone quiet (presumably will be done in conjunction with electrification)

 

[MadMac]

Dunblane-Dundee timescale makes sense as I suppose they are concentrating in the east of Scotland; and also gives time for them to decide what they are doing with re-modelling Perth as that seems to have gone quiet (presumably will be done in conjunction with electrification)

I saw a signalling plan about a week ago:

• Station stays broadly the same, keeps same number of platforms
• Existing Perth box stays and is repurposed as “Perth Signalling Centre“, takes over Hilton Junction and Barnhill, rationalisation of redundant pointwork
• Stabling moves to Muirton

Implementation planned for 2029.

 

[snookertam]

I saw a signalling plan about a week ago:

• Station stays broadly the same, keeps same number of platforms
• Existing Perth box stays and is repurposed as “Perth Signalling Centre“, takes over Hilton Junction and Barnhill, rationalisation of redundant pointwork
• Stabling moves to Muirton

Implementation planned for 2029.

Any track rationalisation for the station? The carriage sidings would probably go, if stabling is moving elsewhere (and not a moment too soon).

 

[Class83]

Do the BEMUs have lower power output on batteries than under wires, as if so infill electrification of sections where they need to accelerate, particularly uphill. The current strategy seems to be deploying a minimum viable product level electrification on Fife & Borders, then presumably to cover up to Aberdeen, but after that the infill of all but the extremely difficult, e.g. Forth and Tay Bridges would make sense to be prioritised to improve journey times with better acceleration.

 

[The exile]

Do the BEMUs have lower power output on batteries than under wires, as if so infill electrification of sections where they need to accelerate, particularly uphill. The current strategy seems to be deploying a minimum viable product level electrification on Fife & Borders, then presumably to cover up to Aberdeen, but after that the infill of all but the extremely difficult, e.g. Forth and Tay Bridges would make sense to be prioritised to improve journey times with better acceleration.

I suspect something like Kinghorn Tunnel is further up the “extremely difficult “ list than either of the bridges.

 

[jadmor]

Any track rationalisation for the station? The carriage sidings would probably go, if stabling is moving elsewhere (and not a moment too soon).

And is there any plan to refurbish or rationalise the station buildings?