The Anonymous Widower

North From Thornton Junction

This Google Map shows how all the railways connect at Thornton junction.


  1. The village of Cameron Bridge is in the North-East corner of the map.
  2. The A 915 running diagonally across the map and to the East of the village of Cameron Bridge.
  3. In The New Cameron Bridge Station On The Levenmouth Rail Link, I showed how Cameron Bridge station was positioned to the East of the A915 and the village.
  4. The Levenmouth Rail Link would appear to pass to the South of the village, according to a Network Rail map in the related post.

Thornton junction is a large triangular junction in the South-West corner of the map.

  • Thornton North junction is close to Thornton Golf Club, which is shown by the green marker.
  • Glenrothes with Thornton station is at the Eastern point of Thornton junction.
  • Trains going West from Glenrothes with Thornton station go through Dunfermline and over the Forth bridge to Edinburgh.
  • Thornton South junction is South of Thornton Golf Club and leads South through Kirkcaldy station and over the Forth bridge to Edinburgh.

This second Google Map shows the main Edinburgh and Dundee rail line between Thornton Golf Club (Thornton North junction) and Markinch station, which is the next station to the North.


  1. The village of Cameron Bridge in the East of the map.
  2. Markinch station is in the North-West corner of the map.
  3. Thornton Golf Club (Thornton North junction) is in the South-West corner of the map.

Looking at various maps, Thornton Junction appears very complicated.

  • The North-South leg of the junction is at least double-track.
  • The North-East leg of the junction appears to be single-track.
  • The South-East leg of the junction appears to be single-track.
  • The former Levenmouth Rail Link appeared to join the main line at a single-track junction to the North of Thornton North junction
  • There is lots of space.

.I’m sure Network Rail can come up with an efficient track layout, that will enable the following.

  • Trains can go between Glenrothes with Thornton and Kirkcaldy stations in both directions, as they do now.
  • Trains can go between Glenrothes with Thornton and Levenmouth Rail Link in both directions.
  • Trains can go between Kirkcaldy station and Levenmouth Rail Link in both directions.

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

What Will Be Electrified At Thornton Junction?

This page on the Network Rail web site, says this about the trains that will run the service on the Levenmouth Rail Link.

And while the line will be electrified with overhead wires, services will be operated initially by battery electric units in order to reduce the number of diesels operating on the network as early as possible.

I wouldn’t be surprised to see full electrification between Glenrothes with Thornton and Leven stations, to make sure that the battery-electric trains had full batteries for the run South to Edinburgh.

  • The other two legs of Thornton junction  would also be fully electrified to give all passing trains a good charge.
  • The distance between Kirkcaldy and Markinch stations is 7.3 miles and trains take about ten minutes. I suspect most of this section of the Edinburgh and Dundee line will be electrified. There looks to be about six overbridges that might need raising, but I suspect it would be nothing too terrible, with about the same degree of engineering difficulty as electrifying the Gospel Oak to Barking Line in London.
  • I feel with good engineering and guile, enough electrification can be added to the route through Kirkcaldy to get the trains to the South.
  • West of Glenrothes with Thornton station, the track looks to be good territory for electrification and enough wires can be added, so that by Cardenden station, there is enough power in the batteries to get the trains to the South.

I have a feeling that by intelligently using the two routes via Kirkcaldy and Dunfermline, Network Rail can increase the frequency of trains over the Forth Bridge.

  • This probably partly explains, why trains to Leven go alternatively via Kirkcaldy and Dunfermline.
  • 100 mph battery-electric trains help too with their sparkling acceleration.
  • Who’d have thought, that at the age of one hundred and thirty, the Forth Bridge will be at the heart of an electrified local train network?

And the only new electrification is based on Thornton junction, over twenty miles to the North.

Electrification Between The Forth Bridge And Edinburgh

Without doubt, the electrification to the South of the Firth of Forth must reach as far North as possible.

Dalmeny station is the most Northerly station South of the bridge and I feel that this could be a practical place for the electrification to end.

Distances from Dalmeny to stations further North include.

  • Leuchars – 41.4 miles
  • Leven – via Dunfermline – 28.2 miles
  • Leven – via Kirkcaldy – 27.3 miles
  • Dundee – 48.8 miles
  • Perth – 47.4 miles

All these destinations would be within range of Hitachi Regional Battery Trains, which are described in this Hitachi infographic.

Note that the range on battery power alone is 90 km or 56 miles.

Given that the battery-electric trains would be able to grab a battery charge as they passed through Thornton junction, I am fairly certain that Hitachi Regional Battery Trains could reach Leuchars, Dundee or Perth.

An Electric Service Between Edinburgh And Dundee

Dundee is a new station and I doubt, that it was rebuilt without provision for full electrification.

It has two through platforms for Aberdeen and Edinburgh services.

There are also two South-facing bay platforms for regional services from the South.

This picture shows the two bay platforms with an Edinburgh-bound train to the left.


  1. In the picture the two Class 170 diesel trains will be going to Edinburgh or Glasgow.
  2. Scotrail’s plans include an hourly train to both of Edinburgh and Glasgow.

If these two bay platforms were electrified with 25 KVAC overhead wires, these battery-electric services will be possible.

  • Edinburgh and Dundee via Haymarket, Kirkcaldy, Thornton junction and intermediate stations.
  • Glasgow Queen Street and Dundee via Stirling, Dunblane, Perth, Gleneagles and intermediate stations.

I suspect other routes battery-electric will be possible.

An Electric Service Between Dundee And Aberdeen

The distance between Dundee and Aberdeen stations is 72 miles.

In Solving The Electrification Conundrum, I described techniques being developed by Hitachi Rail and Hitachi ABB Power Grids to electrify routes like Dundee and Aberdeen.

With Hitachi looking to give battery-electric trains a range of over forty miles, it could be just two hops between Dundee and Aberdeen.

I suspect Montrose could be the charging point, as it is forty miles South of Aberdeen.


It appears that the proposed electrification of Levenmouth Rail Link creates an electrification island at Thornton junction, that enables battery-electric trains to reach Dundee.

Coupled with plans to electrify between Stirling and Perth, this means that both Perth and Dundee will be connected to Scotland’s electrified rail network.

I suspect it is also possible to easily extend battery-electric trains all the way to Aberdeen, with only short sections of carefully positioned overhead wires.

Related Posts

The New Leven Station On The Levenmouth Rail Link

The New Cameron Bridge Station On The Levenmouth Rail Link

Service Provision On The Levenmouth Rail Link

Trains On The Levenmouth Rail Link

Whisky Galore!

July 29, 2021 Posted by | Transport/Travel | , , , , , , , , , , | 5 Comments

Glasgow Queen Street Station – August 10th 2018

I took these pictures as I passed through Glasgow Queen Street station.

Note the four-car InterCity 125 in the station, testing and training staff for new services to Aberdeen, Dundee, Inverness, Perth and Stirling.

August 13, 2018 Posted by | Transport/Travel | , , , | Leave a comment

Mystery Tours Of Glasgow

On Saturday, I was staying at Stirling near to the station and wanted to get to Glasgow to have a look at the closure of Queen Street station, for upgrading Queen Street Tunnel, platform lengthening and electrification work.

This article on Network Rail’s web site, which is entitled Glasgow Queen Street Tunnel upgrade, says this.

The work is starting just before the Easter bank holiday weekend, and lasting much longer, with a 20-week closure of the high-level Glasgow Queen Street Tunnel from Sunday 20 March to Monday 8 August so that the concrete slab track inside the tunnel can be renewed safely.

It’s the largest piece of engineering on the Edinburgh to Glasgow line since the railway was built. Renewing more than 1,800 metres of slab will mean 10,000 tonnes of existing concrete slab will be removed, as well as 4,000 metres of new rails laid, and more than 150 staff will be working on the project every day during the 140-day period.

A lot of other work will also be done at the same time.

So Network Rail and Scotrail have called up the spirit of Baldrick, and devised a cunning plan. This map shows the rail lines in the Glasgow area.

Glasgow Rail Lines

Glasgow Rail Lines

My route in from Stirling to the low-level platform at Queen Street was something like.

  • Larbert
  • Croy
  • Lenzie
  • Bishopbriggs
  • Springburn
  • Duke Street
  • Belgrove
  • High Street

Coming back from Glasgow Central, the route was something like.

  • Mount Vernon
  • Bargewddie
  • Kirkwood
  • Coatbridge Central
  • Cumbernauld

Although the train didn’t stop until Stirling.

These are some pictures taken on the Jouney into Glasgow

And these were taken on the way out.

It certainly seems there are more wayus of moving trains through Glasgow, than most other cities.

You almost wonder looking at these pictures and the routes that I took, that Network Rail and Scotrail have an alternative philosophy.

  • Most platforms seem to have been lengthened to at least eight cars, which mean they’ll handle two Class 385 trains coupled together.
  • Most of the lines through Glasgow seem to either be electrified or seem to be having wires installed.
  • It should be noted that the route I took back to Stirling, would also enable a service to be run from Carlisle to Perth via Motherwell, Coatbridge, Cumbernauld and Stirling.
  • Once, the TransPennine routes are electrified, Manchester to Edinburgh can go up the East Coast.
  • Are Network Rail going to apply some of the innovative interchange philosophy I wrote about in Better East-West Train Services Across Suffolk?

If electric trains can get everywhere and they are twice the capacity of the current diesel trains, then mathematics and scheduling rules, says you can get more trains through the system.

So could they be looking to increase the capacity of the two Glasgow stations and open up circular routes between them?

I don’t know the answer, but I do believe that when the EGIP program is complete, it will be interesting to see if more passengers are able to use the trains. What is being done is very different to previous proposals.

June 21, 2016 Posted by | Transport/Travel | , , , | Leave a comment