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SCOTTISH STRATEGIC RAIL STUDY: Working Paper 7 - Medium Resource Scenario
APPENDIX B
Train Paths and Capacity Analysis
B2 Train Paths and Capacity Analysis
Methodology
B1.1 The Railtrack Capacity Study has been used as the basis for the train path and capacity analysis implications of the medium resource scenario. The Railtrack study details current peak and off peak maximum train path utilisation. This analysis includes passenger services, empty stock movements and freight movements. The Railtrack study also presents a set of "committed" service enhancements and revised train path utilisation of after such enhancements have been implemented. These are:
- Edinburgh Crossrail
- Stirling/Alloa/Kincardine
- Larkhall to Milngavie
- Virgin Cross Country Upgrade
- West Coast Route Modernisation
- East Coast Main line Upgrade
- Incremental Output Statement (IoS) Programme Items
B1.2 The first three of the above list are committed schemes within the SSRS and form part of the Do Minimum network. The Virgin Cross Country, WCML and ECML upgrades have not been included in the Do Minimum network, however, the project steering group has indicated that the capacity implications of these should be included within the SSRS analysis. The incremental output statement programme items have also not been treated as committed within the SSRS. However this is because the study aims to report on the priority of these items within the overall context of national rail priorities within Scotland.
B1.3 The train path analysis undertaken as part of this study therefore utilises the Railtrack analysis with the removal of any additional train paths generated as part of the IOS programme.
B1.4 As part of this analysis it has also been necessary to assume an acceptable ratio of peak hour train paths to off peak train paths. This is necessary so as to allow the rail system to recover after operating at or close to capacity for a short period of time. The following ratios were therefore adopted:
- Within the Central Belt
- Glasgow or Edinburgh mainline stations: 85% (i.e. the maximum number of off peak trains is 85% of the practical capacity)
- Other areas: 75% (i.e. the maximum number of off peak trains is 75% of the practical capacity)
- Outwith the Central Belt
- Maximum peak and off peak demand no more than 80% of maximum capacity (as used in the Railtrack capacity study)
B1.5 Desired capacity is therefore the maximum of either the peak hour train path requirement or the required practical capacity to provide the off peak capacity buffer.
B1.6 The following tables set out the train path analysis and Desired Capacity for key parts of the study area. It should be noted that this analysis reflects the "optimised" services with respect to capacity problems at Edinburgh Waverley and Glasgow Central HL.
Table B.1 Tay and NESTRANS Train Path Analysis
Region | Track Location | Existing Capacity | Existing Maximum Demand | SSRS Proposed Increment | SSRS Utilised Train Paths | SSRS Desired Capacity |
Tay | Perth to Barnhill | 3 | 2 | 1 | 3 | 4 |
Tay | Errol to Longforgan | 6 | 2 | 1 | 3 | 4 |
Tay | Longforgan to Dundee | 7 | 2 | 1 | 3 | 4 |
Tay | Carnoustie to Arbroath | 5 | 3 | 2 | 5 | 6 |
Tay | Usan to Montrose | 3.5 | 3 | 0 | 3 | 4 |
NESTRANS | Stonehaven to Newtonhill | 6 | 3 | 2 | 5 | 6 |
NESTRANS | Newtonhill to Aberdeen | 5 | 3 | 2 | 5 | 6 |
NESTRANS | Aberdeen to Dyce | 2.5 | 2 | 3 | 5 | 6 |
NESTRANS | Dyce to Inverurie | 2 | 2 | 1 | 3 | 4 |
Table B.2 - Table B.8.pdf (32k)
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