Borders Railway
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Electrification | OHLE Waverley to Newcraighall, unelectrified Newcraighall to Tweedbank | ||
Operating speed | 90 mph (145 km/h) max. | ||
Highest elevation | 880 ft (270 m) | ||
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The Borders Railway connects the city of
The railway was rebuilt as a
Background
Closure of the Waverley Route
In 1849, the
Campaign to revive Borders rail
In 1992, Borders architect Simon Longland conducted a motorbike survey of the route which led him to set up the company Borders Transport Futures (BTF) to evaluate the possibility of reopening.[12][13] Having carried out feasibility work,[14][15] in 1997 the company came close to lodging Parliamentary plans for what would effectively be a long siding for timber traffic from the West Coast Main Line at Gretna to Longtown and Riccarton Junction where the line would branch off along the former Border Counties Railway to Kielder Forest.[16][12] This scheme, known as the South Borders Railway, was one of two projects promoted by BTF, the other being the North Borders Railway - a commuter line from Edinburgh to Galashiels.[17] There were no plans to link the two lines.[18] The South Borders Railway ran into difficulties as a result of the unwillingness of landowners to sell land.[16]
Based on the BTF's groundwork, the Campaign for Borders Rail, founded in 1999, was able to advance a project to reopen a section between Galashiels and Tweedbank to passengers.[12][19] The first moves came in 1999 when the Scottish Parliament supported a motion by Christine Grahame MSP which called for the reinstatement of the line as a means of reversing the economic decline of the Borders region.[20] This was followed by a £400,000 feasibility study conducted by Scott Wilson and commissioned by the Scottish Office which reported in February 2000 that there were "no insurmountable planning or environmental constraints" to reinstatement as much of the original line could be reused, although several major obstacles would need to be overcome which would entail substantial costs.[21][22][23][24]
A number of blockages were identified in the 12-mile (19 km) section between Edinburgh and
Despite the recommendations in the Scott Wilson report, political pressure on the Scottish Government to reconnect the Borders region eventually resulted in it giving support to the extension of the Edinburgh commuter network by 30 miles (48 km) as far as the Galashiels area.[26]
Pressure came in particular from the Campaign for Borders Rail on behalf of which Petra Biberbach in February 2000 presented a petition with 17,261 signatures to the
Edinburgh Crossrail
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While the proposed Borders Railway was undergoing a lengthy period of consultation, passenger services were reintroduced on the surviving freight-only section of the Waverley Route between Portobello Junction and Millerhill.
A half-hourly service was launched using
Business case
The full business case for the line was published in mid-2004, showing a modest benefit to cost ratio of 1.01 to 1.[40] The case was in some part built on projected housing developments – 700 in the Borders and 1,100 in Midlothian – that led to an anti-rail backlash in local elections with the success of the Borders Party.[41] Representing the party, Councillor Nicholas Watson described the scheme as "a colossal waste of money" and called for the funds to be used instead on the Glasgow Airport Rail Link.[42] The Campaign for Borders Rail indicated that the low ratio followed from the choice to build a single-track line for half-hourly commuter services with no capacity for freight or specials.[42] A revised benefit-cost ratio of 1.32 was announced in March 2008 despite costs of construction having risen to between £235 million and £295 million.[43]
In February 2013, the final business case was released by the Scottish Government, which showed a benefit-cost ratio of just 0.5:1.[44] This led the journal Local Transport Today to comment that the line was "one of the worst-performing major transport projects to be funded in recent times."[44] The Campaign for Borders Rail responded stating that the ratio was based on modelling that underestimated the route's potential patronage, predicting only 23,431 yearly return trips from Galashiels equivalent to only 70 passengers a day or three per train, which would be less than the number using the existing bus service.[44]
Parliamentary approval
In July 2005, the Waverley Railway Bill Committee came out in support of reopening as far as Galashiels.
The line is the longest stretch of railway to be reopened in modern British history,[51] 2 miles (3.2 km) longer than the Robin Hood Line project, as well as the longest line in Scotland since the opening of the West Highland Line in 1901.[52] On 6 August 2008, the Waverley Railway project was renamed the Borders Railway project and put under the control of Transport Scotland as statutory undertaker.[33][53]
Building works
Tendering process
In October 2009, the launch of a
Transport Scotland announced in June 2010 that three consortiums that had submitted expressions of interest in the project were to be invited to participate in a competitive dialogue; these were
In December 2012, Network Rail appointed
Project specifications
The line comprises 40 miles (65 km) of single-line track over a distance of 31 miles (50 km), plus 42 new bridges, 95 refurbished bridges and two refurbished tunnels, and required 1.5 million tonnes of earth to be moved.[64][65][66] Stations are provided at Shawfair, Eskbank, Newtongrange, Gorebridge, Stow, Galashiels, and Tweedbank.[52] According to Network Rail, the line was not suitable for double track and, in any event, there was no business case for doubling the line from the outset.[64] As a result, 21+1⁄4 miles (34.2 km) of the line are single-track with three "dynamic" passing loops providing 9+1⁄2 miles (15.3 km) of double-track to allow for half-hourly services.[26][64][65] The route is not electrified but provision has been made to install overhead line if required as bridges have been built to W12 gauge.[64][67] Although certain sections of the line are designed for speeds of up to 90 miles per hour (140 km/h), average speeds over the whole line are in the region of 35–39 miles per hour (56–63 km/h).[68]
Amongst the line's 27 substantial structures, the greatest engineering challenge was posed by the point where the track met the Edinburgh City Bypass. At that point, a tunnel had to be constructed under the
Works commence
The first sod was turned at Galashiels on 3 March 2010, when Scottish transport minister Stewart Stevenson attended a ceremony in the presence of campaigner Madge Elliot.[71][72] This triggered a clause in the 2006 Waverley Railway Act, which committed the Scottish Government to complete the line to Tweedbank once works had been commenced.[73]
Construction began in earnest on 18 April 2013 after completion of remedial and preparatory works such as land acquisition, removal of vegetation, demolition of certain structures and remedial works on old mines in Midlothian, for which over £54 million was spent by Network Rail.[52][74] The first task was the excavation of the track alignment through Monktonhall and the clearing of the site for Shawfair station.[74] Construction of the line's first bridge, Rye Haugh Bridge at Millerhall,[69] were underway on 6 August 2013 as part of works to deviate the line out of Edinburgh from Newcraighall before it returns to the original alignment.[75] The 23-arch Newbattle Viaduct (or Lothianbridge Viaduct) was used by lorries removing spoil from the construction site which eased traffic on local roads.[75]
The first track was laid in the Bowshank Tunnel on 4 April 2014.
Completion
On 5 February 2015, Network Rail's tracklaying machine reached the end of the line at Tweedbank station where a large crowd had gathered.[79][80] As there was not enough track for the train to complete tracklaying into the second platform, it had to return the next day.[79] The formal completion took place on 12 February when Keith Brown clipped the final length of rail into place.[79][81] During the period of construction, more than 1,000 rails were laid across 100,000 sleepers.[79] With the infrastructure complete, attention was turned to the installation of signalling and communications equipment as well as finalising the stations.[82] A GSM-R system controlled from the IECC next to Edinburgh Waverley was in place by April 2015.[81]
On 13 May 2015, the first test train, DRS Class 37 604 with DBSO 9702, worked the 1Q13 Tweedbank-Millerhill.[83][84] On 4 June 2015, a ceremony was held at Edinburgh Waverley to mark the final stages of the completion of works during which Madge Elliot, a veteran campaigner and founder member of the Campaign for Borders Rail, had Class 66 528 renamed in her honour.[85][86] Official completion and handover of the line to the ScotRail Alliance, a group formed by Network Rail and Abellio ScotRail, took place on 14 June 2015.[87] A 12-week period of driver training for 64 drivers and 64 guards began on 7 June 2015,[86][88][89][90] with Abellio ScotRail Class 170 170414 in livery promoting the new line undertaking a proving run to measure stepping distances from platforms to trains.[91] The train, which carried a large number of Network Rail staff, stopped at all stations from Newcraighall to Tweedbank in the presence of large crowds of spectators.[91] The following day Class 158 158741 was used for the first driver-training runs.[91] On 26 July 2015, a driver-training train carried Borders rail campaigner Madge Elliot.[92] The Borders Railway was named the Scottish infrastructure project of 2016 by the Royal Institution of Chartered Surveyors.[93] The final cost of the project was £353 million, of which £295 million was construction costs (in 2012 prices).[94]
Opening
Regular passenger services began on 6 September 2015 when the 08:45 Tweedbank - Edinburgh Waverley departed formed of two-car ScotRail Class 158s led by 158701.[95] On the first day more than 2,500 journeys were made.[95] A special VIP press trip had run on 4 September which left Edinburgh Waverley at 10:20 for Tweedbank.[96]
The railway was officially opened by
During its first month of operations, 125,971 passengers travelled on the Borders Railway.[104] Demand was far in excess of what ScotRail had expected, with the line carrying 19.4% of its predicted annual patronage of 650,000 in one month.[104] The unexpected level of patronage resulted in overcrowding on services and passengers unable to board at intermediate stations, leading ScotRail to run four or six carriages with morning and peak trains.[104] ScotRail also leased additional parking space near Tweedbank station as the 235-space car park provided was generally full before 9am.[104] The National Mining Museum near Newtongrange station reported a hike in visitor numbers, while the nearby towns of Melrose and St Boswells confirmed a rise in business and tourism.[104]
Route details
Line characteristics
The line begins at Newcraighall South Junction where the track veers off the former Waverley Route to a parallel alignment just to the west which crosses over the former Monktonhall Colliery, part of the Midlothian Coalfield.[26][62][105] The first of three double-track dynamic loops begins here and continues for 2.1 mi (3.4 km) to King's Gate Junction just beyond the Edinburgh Bypass.[26][106] The new alignment - some 660 yards (600 m) to the south-west of the original route - avoids new roads and mining subsidence on the Waverley Route trackbed through Millerhill, whilst also serving new housing at Shawfair.[26][106] There is a maximum speed limit on the Shawfair loop of 60 miles per hour (97 km/h), with restrictions of 40 miles per hour (64 km/h) at the northern entrance to the loop and 55 miles per hour (89 km/h) at King's Gate.[106] A new bridge carries the Edinburgh bypass across the double-track.[26] The Waverley Route is rejoined at King's Gate where it becomes single-track for 5+1⁄2 miles (8.9 km) through Eskbank, Newtongrange and Gorebridge.[26]
Immediately after Eskbank, Hardengreen viaduct, an 87-yard (80 m) concrete span bridge, carries the line over the A7 road at Hardenbridge, thereby correcting the damage caused by the Dalkeith Western Bypass.
The final section of double-track begins at Galabank Junction on the approach to Stow where a 3+1⁄4 mi (5.2 km) loop is entered by a 60 miles per hour (97 km/h)
In terms of gradients, the line proceeds on the level until Eskbank where it climbs to the summit at Falahill (880 feet
Potential for further doubling exists around Newtongrange where passive provision has been made.[62][108] The line has seven sets of points, two for each of the three dynamic loops, and one at the Tweedbank terminus.[116]
Places served
The 30-mile (48 km) long route serves Tweedbank, Galashiels, Stow, Gorebridge, Newtongrange, Eskbank, Shawfair, Newcraighall, Brunstane and Edinburgh Waverley stations, with a total running time of 55 minutes for most services.[62][117] Certain services are slowed due to conflicts with other operators' services in the Edinburgh area.[62] The new stations are not staffed, but ticket machines and train information have been provided.[10] All stations other than Galashiels have park and ride facilities; at Galashiels, the local council built a £5.2 million bus/rail interchange.[62][64][69][118] The station at Stow was a late addition to the scheme after lobbying by the Campaign for Borders Rail.[52] Campaigning also resulted in the extension of platforms at the line's Tweedbank terminus to 312 yards (285 m), to accommodate tourist charter trains of up to 10–12 carriages in length.[52][119] Passive provision has been made for the extension of all other station platforms from 170 yards (160 m) to 257 yards (235 m).[108] Eskbank station is convenient for an Edinburgh College campus, as well as the Midlothian Community Hospital.[118]
Naming of the line
The first recorded use of the term Borders Railway to describe the reopened line was in a paper by the Corus Rail Consultancy in January 2004, entitled Delivering an innovative Borders Railway, which had been commissioned by the Waverley Route Trust.
Patronage
The Transport Scotland Business Case for Borders Railway, published in November 2012, central patronage forecast estimated that the additional passenger return journeys made for the first year of operation would be 647,136.[121] This was broken down into Edinburgh Park (4,071), Haymarket (35,329), Edinburgh Waverley (220,533), Brunstane and Newcraighall combined (986), Shawfair (61,860), Eskbank (130,525), Newtongrange (52,918), Gorebridge (90,019), Stow (5,843), Galashiels (23,431) and Tweedbank (21,621).[122]
After the first month, the actual number of passengers was 125,971,[123] compared to the predicted annual total of around 650,000 additional return journeys, i.e. 2.6 million additional entries and exits across all stations.[124] By 23 January 2016, 537,327 passengers had been carried on the line with weekly figures consistently showing over 20,000 journeys made.[121] Figures released on 31 May 2016 showed that 694,373 persons had been carried since 6 September 2015.[125] Tweedbank station saw 183,918 passengers compared to a predicted 18,978 returns, while Galashiels had 104,593 against predicted 20,567.[125] However, Eskbank, Gorebridge and Shawfair recorded less than their predicted usage.[126] In September 2016, it was announced that one million passengers had been carried on the reopened line.[127]
The final annual rail passenger usage figures for 2015/16 for each station were as follows: Edinburgh Waverley (21,723,960), Brunstane (165,978), Newcraighall (224,026), Shawfair (13,202), Eskbank (128,298), Newtongrange (86,298), Gorebridge (59,304), Stow (39,656), Galashiels (213,760) and Tweedbank (300,602).[128] For the period 2017–18, patronage rose by 5.5% to 1.5 million.[129]
Operation
This section may be too long to read and navigate comfortably. (May 2022) |
The route was operated by the ScotRail franchisee, Abellio ScotRail, which had taken control in April 2015,[65] followed in April 2022 by Scottish Government-owned ScotRail.
Services
Timetabling
Monday to Saturday services are half-hourly in each direction until 20:00, with an hourly service provided after 20:00 and on Sundays.[130] The first weekday service departs at 05:20 from Tweedbank[131] with the last service leaving Edinburgh at 23:54. Departure times from Edinburgh are usually at 24 and 54 minutes past the hour, while from Tweedbank trains depart at 28 and 58 minutes past the hour; individual timings may vary by a minute or so.[131] The trains starting close to on the hour do not call at Stow except in the peaks and evenings; the Sunday service stops at Stow.[130] Most services operate between Edinburgh and Tweedbank except for a few morning peak services that continue to Glenrothes with Thornton via the Fife Circle Line and a few evening peak services that originate at Glenrothes with Thornton.[132]
According to the Scottish transport minister Keith Brown, the timetable allows charter train promoters to run special excursion services within the hourly evening and Sunday services.[119] Trains with 10:54, 12:54 and 14:24 departures from Edinburgh and 11:59, 13:59 and 15:28 departures from Tweedbank may be affected by scheduled steam trains.[65][98][131][133]
From March 2020, the service was reduced to one train per hour as a result of the COVID-19 pandemic.[134] The half-hourly service is expected to return in May 2022.[135]
Rolling stock
From 2018, Class 170s became the primary unit on the line.[136] These will operate a new 3-coach hourly service to Fife.[136]
Fares
Initial plans announced in February 2014 indicated an end-to-end fare of less than £10 and stipulated an average fare across the Borders Railway working out at just £3.50.
Community rail partnership
With the launching of the railway, a
Project benefits
Speaking in November 2012, Scottish transport minister Keith Brown predicted that the Borders Railway would bring inward investment into local communities as well as £33 million of benefits for the wider Scottish economy.[59] The construction phase itself would support 400 jobs and would act as a catalyst to increased business development and housing as the area became within commuting distance of Edinburgh.[59] Car journeys would be reduced by 60,000 peak trips per year, which would reduce carbon emissions and alleviate traffic and accidents on the A7 and A68 roads.[59] The housing prediction came to pass when, as reported in the Edinburgh Evening News on 5 August 2013, a housing boom had been triggered along the line, with the number of new houses in Midlothian having doubled in the previous year, many of which were located in proximity to the line's stations.[75] It is expected that 4,000 houses will be built in the Shawfair area in the next 25 years.[118] On 20 August 2014, Alex Salmond, then First Minister of Scotland, announced to a meeting with members of the Scottish Borders Council that he expected the railway to benefit the Scottish economy by millions of pounds and that a feasibility study would be conducted to identify ways in which the line could boost tourism in the Borders region.[65]
Research by the Moffat Centre for Travel and Tourism Business Development has shown that visitor numbers for Midlothian and Borders tourist attractions increased by 4% and 6.9% respectively during the first seven months of 2016, while
A study released on 15 June 2017 and commissioned by Transport Scotland and Borders Railway Blueprint Group showed that 50% of the line's users had moved to the region and that more than 80% of those who had changed jobs cited the railway as a factor in their decision.[142] The study estimated that 40,000 car journeys had been saved per year as well as 22,000 fewer bus journeys.[142] The report also indicated that 23% of visitors to the area would not have done so without the railway.[142]
Criticism
Infrastructure capability
The line's construction has been described as resembling a "basic railway" built to a tight budget and incorporating a number of cost-saving features, such as using elderly two-carriage diesel trains and running the line as single track.
Similarly, key underbridges on the section as far as Gorebridge were also built to single-track only, notably Bridges 16a and 24a over the A7 at Hardengreen and Gore Glen.[144] This was in contrast to the quality of local roads built over the new line, including the A720, which is wider than required to accommodate possible extra road lanes.[144] A press release by BAM Nuttall indicated that, in addition to the 30 miles (49 km) of new line, the Borders Railway project was funding 6+1⁄5 miles (10 km) of new roads.[144] It was later revealed that these late changes to the rail infrastructure were insisted upon by Network Rail to ensure that the project remained on budget and on time.[145]
In addition, the lack of a
These fears were to prove justified as, during the line's first month of operation, there were a number of well-publicised problems ranging from overcrowding resulting in passengers standing for the whole journey to timekeeping difficulties due to excessive
Timetabling
Whilst the Campaign for Borders Rail acknowledged that the half-hourly weekday stopping service would be useful for commuters, it questions whether this is the best use of a line, which could carry other types of traffic.[68] The organisation had proposed a two-tier service, whereby both a half-hourly stopping train and an hourly limited express service would continue north of Gorebridge.[68]
Failure to continue to Melrose
The Scott Wilson Report did not consider extending the line beyond Tweedbank due to the increased capital and operating costs of continuing further without a corresponding increase in passenger demand.[148] The Campaign for Borders Rail consider nevertheless that there would have been a strong case for reaching Melrose on the basis of the town's role in Borders tourism.[68]
Overcrowding
Since the opening of the Borders Railway, there have been many complaints about lack of seats, provision of ticket machines and lack of parking, especially at Tweedbank. The high demand has led ScotRail to increase some services to three or four carriage trains. However this and the general opening of the line have also contributed to there being a general shortage of train carriages across the ScotRail network, leading them to hire extra trains.[149][150]
Service performance
The Campaign for Borders Rail claimed in February 2016 that only 35.5% of services were arriving on time at Tweedbank, which made the Borders Railway one of ScotRail's most poorly-performing services.[121] In addition, reliability issues with the Class 158 units and traincrew problems resulted in at least one train being cancelled on 74 of the 143 days between 31 March 2016 and 20 August 2016.[151] This comprised 14 days of severe disruption due to crew shortages, 18 days as a result of issues with the Class 158s and nine days for signalling failures.[151] Crew shortages came about due to higher than expected levels of sickness as well as the difficulty of replacing staff during a popular period for annual leave.[151][152] Reliability issues with the Class 158s were encountered during hot weather which caused radiators to overheat, particularly on steep gradients with a heavy load, as coolant systems became stressed.[151][152] To deal with the problem, ScotRail sought to replace the faulty radiators with superior quality models.[151] Signalling problems were mainly due to water ingress into axle counters as well as a faulty telecommunications link coupled with a failure on the part of the automated fault-finding system to detect the problem locations.[151]
Extending the line
Proposals
The Campaign for Borders Rail has called for the continuation of the line to
Support for the reconstruction of the 70 miles (110 km) to Carlisle was given by Alex Salmond, then First Minister of Scotland, in April 2014.[155] The comment was given as part of a speech in Carlisle in the run-up to the Scottish independence referendum.[155] Reinstating the line would not only provide an opportunity to access the vast areas of forestry land around Kielder, but also provide a strategic diversionary route in the event of closure of the East Coast or West Coast Main Lines.[118] Calls for the line's reopening have also come from the House of Commons Scottish Affairs Select Committee.[156] Transport Scotland has ruled out a 17-mile (27 km) extension of the line from Tweedbank to Hawick in favour of connecting bus services and improved cycling and walking routes.[69]
In May 2013, it was reported that
In January 2018, John Lamont, Member of Parliament for Berwickshire, Roxburgh and Selkirk, called for the extension of the Borders Railway to the next phase of HS2.[159]
In June 2019, the Scottish Government confirmed it was considering electrifying the railway.[160]
Feasibility study
In June 2015, the Scottish Infrastructure Minister Keith Brown confirmed that talks were underway on the commissioning of a feasibility study for an extension to Hawick and Carlisle.
In September 2016, the
On 30 May 2017, the Campaign for Borders Rail published its Summary Case for a New Cross-Border Rail Link which was distributed to Parliamentary candidates before the General Election.[170] It estimated the costs of rebuilding the line to Carlisle at £644 million at 2012 prices and added that 96% of the trackbed remained unobstructed.[170]
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External links
External videos | |
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Network Rail – Borders Railway Construction |