R A I LT R AC K - The Railways Archive

Route characteristics
DESCRIPTION The route is the largest suburban passenger railway outside of
London, with freight carried on many of the lines. The route is mainly double
track, although 23% is single line. In the Glasgow Central area, there are multiple
tracks. Speeds vary considerably, ranging from 40mph to 90mph. Signalling is
predominantly colour-light using route-relay interlockings. 58% of track miles is
electrified using 25kV OLE.
The route is largely co-terminus with the Strathclyde Passenger Transport
(SPT) area of responsibility and runs through 12 local authority areas in
whole or in part.
Route vision
The Strathclyde route is the primary public transport network for the Glasgow
area. Our vision is to develop the network to maintain its position and grow its
share of an expanding market.
SPT is responsible for setting the service specification and standards on
these routes. ScotRail is the service provider. SPT is responsible for funding these
services and is keen to promote expansion where this can be viably achieved.
We envisage a dynamic urban railway providing fast, frequent and reliable
services radiating out from Glasgow’s city centre throughout the conurbation.
The rail service plays a key role in an integrated system throughout the area,
helping to improve the environment by reducing road congestion, thereby
ensuring the economic and cultural growth of Scotland’s largest city.
Our analysis of projected passenger travel predicts an underlying growth
of up to 35% over the next ten years, much of which will be off-peak travel.
SPT will need to continue its proactive marketing policy, seen as of vital
importance – as is punctuality, performance and quality image. Other
growth areas will be addressed by the provision of additional capacity in
the form of extra train paths and services, and in the opening of new lines
and stations.
Route development and customer requirements
Strathclyde Passenger Transpor t requirements can be divided into
three groups.
• Faster and more frequent services, such as Glasgow–Cumbernauld–Croy, Ayr,
Kilmarnock, Paisley Canal, Whifflet, Maryhill and East Kilbride as well as
Bellgrove–Dalmuir and Newton–Neilston. Railtrack has appropriate
measures/plans in place to meet these.
• New stations at Howwood and Gartcosh, and improvements to the Partick
interchange. Improvements in disabled access, customer-information systems,
CCTV and car parking which are being delivered at some stations.
• New routes to Larkhall, between Maryhill and Anniesland, and to Glasgow
Airport. We are expecting to reach a PFI agreement to allow the Larkhall
extension to be built.
In addition, SPT desires include improved performance, reduced journey times
and fewer interruptions due to engineering work. We have introduced an
enhanced maintenance policy at key locations to improve performance.
These are the route improvements we plan to deliver
BOTTLENECK ANALYSIS Two potential bottlenecks have been identified on
the route: at Glasgow Central and between Barrhead and Kilmarnock.
Our analysis at Glasgow Central shows that there is sufficient capacity for all
the identified existing and future services, although specific provision may have to
be made to accommodate a possible 15-minute interval service to Glasgow
Airport (see Route 1 for more details).
To accommodate the proposed service increase on the Barrhead–Kilmarnock
Line, an additional loop will be needed between Stewarton and Dunlop.
Most lines in the Stra t h c lyde Route carry freight tra f fi c, with the main flows in
t e rms of tonnage and tra f fic levels being concentrated in the Mossend–Coatbri d g e
area where the main English Welsh & Scottish Railw ay and Freightliner Ltd term i n a l s
are located in Scotland. Significant tra f fic is now being generated by Cly d e p o rt ’s
H u n t e rston Bulk Handling Te rminal on the Largs Branch. Seve ral smaller freight
facilities are encompassed within this route. We forecast freight tra f fic will continu e
to expand ra p i d ly.
G l a s g ow Central The largest single station regeneration scheme in Scotland
costing £35M is at Glasgow Central, which invo l ves upgrading the facilities fo r
p a s s e n g e rs and renewing the roof. The Argyle Street Bridge renovation received a
special mention in the recent Ian Allan Heritage Awards.
In addition, we are reviewing the ability of the station to accommodate the
forecast passenger growth, together with a number of customer requirements,
including improved waiting facilities, and are preparing a development progra m m e.
ScotRail’ s requirements for this route include those of the SPT with the
addition of facilities to discharge on-train toilets at Ayr, Corkerhill and Yoker, and
expansion of driver-only operation for Paisley Canal, Whifflet and to West Calder.
They also require the extension of the overhead electrification to Paisley Canal
and between Rutherglen and Coatbridge and the construction of a new station
at Abronhill.
DRS, EWS and F reightliner require the provision for piggyback services
from the south to Mossend. The general ability to move larger-gauge traffic and
improved performance are requirements for all routes. We have completed our
assessment of their proposals at Motherwell Depot, which would provide
additional facilities and we look forward to its implementation.
CAPACITY CHANGES TO MEET FRANCHISING DIRECTOR, PTE AND CUSTOMER REQUIREMENTS AND DELIVER ROUTE VISION
LOCATION PROPOSEDSOLUTION YEAR REF
Glasgow Central Improved performance arising from enhanced reliability as a consequence of the resignalling scheme 2003
Barrhead–Kilmarnock Provide a dynamic loop allowing trains to pass without stopping, between In agreement with SPT
Stewarton and Dunlop
Larkhall–Milngavie Construct 4.65km of electrified railway between Larkhall and Haughead Junction 2001
(south east of Hamilton) and provide three stations
Reinstate a 1.65km line between Maryhill Park and Anniesland and build a new station
Glasgow Central–Glasgow Airport Construct a new electrified railway off the Glasgow to Gourock line 2006
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