R A I LT R AC K - The Railways Archive

Route characteristics
D E S C R I P T I O N The Ayr–Stranraer route is primarily single track with passing
loops. This is a passenger route providing connections with the ferry to Northern
Ireland as well as an essential local service. Coal traffic runs over the northern
section between Ayr and Dalrymple Junction. In contrast, the Kilmarnock–Carlisle
Line is double track as far as Annan. This is a busy, mixed traffic line with very
high and increasing levels of freight traffic, mainly coal en route to power stations
in England, from local open-cast sites and imported via Clydeport’s Hunterston
Terminal. The line from Kilmarnock to Gretna Junction also acts as a diversionary
route for WCML. The route is controlled from 14 signal boxes and has
maximum linespeeds from 50mph to 80mph.
BOTTLENECK ANALYSIS The Kilmarnock to Gretna Junction route has
several interlinked restrictions on capacity, which together create bottlenecks
identified in the 1998 NMS.
Route vision
The route provides links between smaller towns and larger conurbations and
forms part of the Anglo–Scottish and Ireland–Scottish transport corridors. Our
analysis predicts further significant increases of Anglo–Scottish freight trains, while
other markets will continue to grow.
Our vision for the route is one of a very busy rural railway with a significant
requirement for freight train movements. We will provide the additional train
paths and the new infrastructure to support them by providing additional loops
and crossovers between Gretna and Kilmarnock. The existing infrastructure will
be improved to allow larger and heavier trains. The route makes an important
contribution to the economic growth of South West Scotland with its important
ferry services.
Route development and customer requirements
ScotRail is primarily seeking to maintain and improve performance. They are
concerned that increased numbers of slower freight trains do not impede the
movement of scheduled passenger trains. Dedicated freight train paths and the
addition of a loop between Dumfries and New Cumnock will increase the
capacity and maintain ScotRail’s performance. ScotRail is satisfied with the current
track quality. They are also keen that facilities at stations are improved.
EWS and D R S require the provision to operate more trains with more flexibl e
pathing arrangements between Carlisle and Kilmarnock. EWS also desires
i m p r oved access to operate larg e r, heavier and longer trains. Both EWS and their
The 125km route has a 13km single-line section, no passing loops, and long
signalling sections which restrict train movements to a maximum of three per
hour in each direction and 16–20 hours of operation per day.
The recent growth in freight train movements means that most of the
route’s capacity has been used.
To accommodate predicted growth in freight train movements, we have
already increased the opening hours of the route, as well as introducing
dedicated paths for freight train services to maintain the high-punctuality
standards required by ScotRail. During 1999/2000 we will provide a passing loop
facility, which will provide capacity for predicted train movements. If, however,
these continue to expand above the predicted level, we will undertake a series of
incremental enhancement schemes.
Our vision for passenger traffic is that it will grow, but that most of this growth
will be accommodated. We are supporting this growth by providing better
station facilities, and infrastructure works to provide improved reliability and
performance.
We see the Ireland–Scottish Route as vital for the economy of Stranraer.
We will work in partnership with our customers and the local authorities to
develop, expand and improve both passenger and freight business with the
objective of benefiting the community and the environment by encouraging the
transfer from road to rail.
c u s t o m e rs are seeking to reopen disused sidings and provide suitable loading and
unloading facilities. In part n e rship with EWS, we are curr e n t ly inve s t i g a t i n g
extensions to loops and improved operation of the Knockshinnoch bra n c h ,
together with sidings at Girvan, Stra n raer and in the New Cummock area.
Local authorities want to see the facilities at stations improved as well as a
faster and a more frequent level of services. This is particularly relevant at
Stranraer, where the local authority is anxious to retain and expand rail links with
the sea crossing to Belfast. A key issue in this area is connections from remote
rural areas with major towns and long-distance services.
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