The Anonymous Widower

Service Provision On The Levenmouth Rail Link

The reinstated Levenmouth Rail Link, will have two stations; Leven and Cameron Bridge.

According to this section in Wikipedia, which is entitled Service Provision, this will be the service.

The expected level of services is two trains per hour between Leven railway station and Edinburgh Waverley. Both will call at Cameron Bridge. One train will travel via Kirkcaldy and along the coast, while the other train will travel via Dunfermline along the inner Fife Circle Line.

In the Wikipedia entry for Leven station, it says that the service will take just over an hour.


  • Services between Edinburgh and Glenrothes with Thornton take about an hour whether the go via Kirkcaldy or Dunfermline.
  • The current timings are based on Class 158 or Class 170 diesel trains.
  • If as I surmise in Trains On The Levenmouth Rail Link, the trains are battery-electric Class 385 trains, these trains with their electric power will at least match the schedules of the diesel trains.
  • Network Rail will design the track layout at Thornton junction, so that trains will clear the junction efficiently.
  • Glenrothes with Thornton station is only half a mile from Thornton Junction.
  • Leven station is only 5.9 miles from Thornton Junction.

I can see battery-electric trains moving smoothly and quietly up and down the Levenmouth Rail Line and around Thornton junction to provide a very efficient service to Edinburgh.

Could we even see trains from Edinburgh take this route?

Edinburgh, Haymarket, Edinburgh Gateway, Dalmeny, North Queensferry, Inverkeithing, Dalgety Bay, Aberdour, Burntisland, Kinghorn, Kirkaldy, Cameron Bridge, Leven, Cameron Bridge, Glenrothes with Thornton, Cardenden, Lochgelly, Cowdenbeath, Queen Margaret, Dunfermline,  Dunfermline Town, Rosyth, Inverkeithing, North Queensferry, Dalmeny, Edinburgh Gateway and Haymarket.


  1. A second service would run in the opposite direction.
  2. Trains would reverse and the drivers would change cabs at Leven station.
  3. Trains would charge batteries on the Levenmouth Rail Link and at Edinburgh.
  4. Every station on the route would get two trains per hour (tph) in both directions.

The hourly service between Edinburgh and Cowdenbeath could continue.

The Bridges Across The Firth Of Forth

There would be a battery-electric train every thirty minutes in both directions  across the Forth Bridge.

This Google Map shows the three bridges across the Firth of Forth.


  1. The most Westerly bridge is the  Queensferry Crossing, which carries the M90 and was opened in 2017.
  2. The bridge in the middle is Forth Road Bridge, which opened in 1964.
  3. The Forth Bridge is the most Easterly bridge and it opened in 1890.
  4. North Queensberry station is to the North of the bridge and Dalmeny is to the South.

After opening of the Levenmouth Rail Link, there could be a battery-electric train every thirty minutes in both directions  across the Forth Bridge.

This sounds like an opportunity to develop the bridge with its battery trains as a tourist attraction.

Battery-electric trains could run from Edinburgh to the following places.

  • Dundee
  • Perth
  • St. Andrews

And that’s just for starters.


There is a lot more to the Levenmouth Rail Link, than just a double-track railway to Leven, as it enables so much.

Related Posts

The New Leven Station On The Levenmouth Rail Link

The New Cameronbridge Station On The Levenmouth Rail Link

North From Thornton Junction

Trains On The Levenmouth Rail Link

Whisky Galore!






July 28, 2021 - Posted by | Transport/Travel | , , , , , ,


  1. […] Service Provision On The Levenmouth Rail Link […]

    Pingback by Trains On The Levenmouth Rail Link « The Anonymous Widower | July 28, 2021 | Reply

  2. […] Service Provision On The Levenmouth Rail Link […]

    Pingback by The New Cameron Bridge Station On The Levenmouth Rail Link « The Anonymous Widower | July 28, 2021 | Reply

  3. […] Service Provision On The Levenmouth Rail Link […]

    Pingback by The New Leven Station On The Levenmouth Rail Link « The Anonymous Widower | July 28, 2021 | Reply

  4. Personally I wouldn’t wire Leven but do the following.

    Wire Haymarket to Dalemny maybe 4 O/B’s to rebuild (13km). Then recommence at Inverkeithling avoiding the tunnels where there is a potential grid connection just North of here. There are 18 o/b’s and one short tunnel that might need rebuild/track lowering upto jcn with Leven (29km). This benefits Fife circle and Leven services along with LNER (oh and while we are at get Hitachi to build a few more Azumas and Scotrail is well on the way to moving its IC services under the wires).
    Interestingly the Fife circle route has only 5 o/b’s that may need rebuilding and is criss crossed by 132 and 275kv pylon routes so potential connection opportunities (30km) although again like Leven probably best left to battery given service levels.

    So nett 6km battery running or diesel on main line but no big issue pushing onto south side of Tay Bridge another 42km and 18 o/b’s.

    Comment by Nicholas Lewis | July 28, 2021 | Reply

  5. I have followed UK electrification performance now for some years.

    Where new UK railways are electrified like the CTRL, which used my planning software, electrification is usually on-time and on-budget. But electrify a Victorian line like the GWR, the TransPennine, Manchester Preston and in London, the Gospel Oak to Barking Line, you get into more trouble, than Frank Spencer on a bad day. The problem is the Victorians didn’t document anything.

    The classic is the electrification of Preston to Blackpool. They got into a right mess and in the end effectively rebuilt the railway and then went back and added the electrification later. It worked, because they’d got lots of images of where the gantries would go.

    Remember too, that battery-electric trains can use existing overbridges without modification.

    I think this helps to explain the future electrification of the Levenmouth Rail Link. Thornton junction to Leven station will be effectively a new railway and will be enough electrification to charge the battery-trains for return to Edinburgh, where the electrification runs between Edinburgh and Dalmeny.

    It may be a risk-averse approach, but it works.

    The next phase would be to electrify between Thornton junction and Ladybank junction and battery-electric trains will reach Perth and Dundee from Edinburgh.

    Comment by AnonW | July 28, 2021 | Reply

  6. […] This would enable the service provision, that was specified in Service Provision On The Levenmouth Rail Link. […]

    Pingback by North From Thornton Junction « The Anonymous Widower | July 29, 2021 | Reply

  7. […] Service Provision On The Levenmouth Rail Link […]

    Pingback by Whisky Galore! « The Anonymous Widower | July 29, 2021 | Reply

    • I also saw that some of the track that was replaced at Bedford has been send to Scotland to be used at Mossend.

      Comment by AnonW | October 10, 2021 | Reply

  8. Just been past site of jcn and new track being installed from the main line already

    Comment by Nicholas Lewis | February 21, 2022 | Reply

    • I could be that Scotland is doing an Okehampton on the track. I wonder if they’ve brought in Balfour Beattie’s machine.

      Comment by AnonW | February 21, 2022 | Reply

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