fpasts extra: aberdeen north west stations review nestrans...1. a high level railway engineering...

FPASTS Extra: Aberdeen North West Stations Review

Nestrans

Final Report

June 2019

Aberdeen North West Stations Review

AECOM 2

Quality information

Prepared by Checked by Approved by

Louise Brown

Consultant

Richie Fraser

Associate Director

Andy Coates

Regional Director

Revision History

Revision Revision date Details Authorized Name Position

Distribution List

# Hard Copies PDF Required Association / Company Name


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This document has been prepared by AECOM Limited (“AECOM”) for sole use of our client (the “Client”) in

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been checked or verified by AECOM, unless otherwise expressly stated in the document. No third party may rely

upon this document without the prior and express written agreement of AECOM.


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Table of Contents

1. Introduction .................................................................................................................................................. 6

1.1 Background ...................................................................................................................................... 6

1.2 North West Aberdeen Stations Review: Overview ............................................................................ 6

1.3 Document Structure .......................................................................................................................... 8

2. Engineering Review of Compliant Station Sites ......................................................................................... 10

3. Planning Review of Compliant Station Sites .............................................................................................. 11

4. Operational Assessment ............................................................................................................................ 12

5. Airport Spur Review ................................................................................................................................... 13

6. Summary ................................................................................................................................................... 14


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Introduction

01


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1. Introduction

1.1 Background

In 2017, AECOM undertook a study on behalf of Nestrans examining the feasibility of reintroducing

rail services between Aberdeen and Ellon1. Following completion of this initial piece of work, the

findings were submitted to Aberdeenshire Council and Aberdeen City Council for consultation. On the

back of consultation feedback, Nestrans submitted a report to its February 2018 Board Meeting

outlining the potential ‘Next Steps’, stating:

In addition to the calls for reopening the rail line to Ellon, there are a number of other railway

aspirations in the area, and investment in the Dyce-Ellon route could impact on these aspirations,

either positively or negatively. Such aspirations include a second phase of Aberdeen-Inverness

enhancements to facilitate an hourly frequency and a journey time of around two hours, which is a

Transport Scotland/Network Rail proposal in the Strategic Transport Projects Review. Aberdeen City

Council has sought consideration of a rail link to Aberdeen International Airport and the new

Exhibition Centre, the latter of which is currently under construction. Nestrans’ Rail Action Plan

contains an aspiration for an additional station between Aberdeen and Dyce as part of an improved

Local Rail Service.

It is suggested that Nestrans should give consideration to commissioning some additional work from

the rail consultant to gain a better understanding into the possibilities in and around railway

development in the north west of the city region. This would include… consideration of the holistic

rail improvement aspiration for north of Aberdeen to gauge whether collectively these aspirations

can benefit by a single investment (opening new platforms and capacity at Aberdeen station and

upgrading the tunnels north of Aberdeen) unlocking the potential for a suite of rail improvements.

This could then be used to inform the work of the consultants who are currently commissioned to

deliver the early Pre-Appraisal elements of the Strategic Transport Appraisal for the region in

support of the City Region Deal, which will form an important foundation for the long-term transport

needs of the area, which will be incorporated into the next Regional Transport Strategy.

In 2018, AECOM were commissioned to undertaken an investigation into the operational implications

of introducing the various new station aspirations in North West Aberdeen on the Aberdeen-Dyce

railway. This document brings together the technical analysis and review work undertaken to further

Nestrans understanding of opportunities for rail station development on the line and inform further

discussions with the rail industry and other stakeholders.

1.2 North West Aberdeen Stations Review: Overview

An overview of the work packages progressed to facilitate the North West Aberdeen Stations Review

is shown in Figure 1.1, with the remainder of this section summarising these tasks.

1 Fraserburgh / Peterhead to Aberdeen Strategic Transport Study (FPASTS); Ellon Rail Study, AECOM (August 2017).


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Work Package 1: Engineering Review of Compliant Station Sites

Workshop with Rail Industry Stakeholders,

Network Rail and ScotRail

Work Package 2: Planning Review of

Compliant Station Sites

Work Package 3: Operational Assessment

Work Package 4: Airport Spur Review

WP1 Technical Note

WP2 Technical Note

WP3 Technical Note

WP4 Technical Note

Figure 1.1: Task Overview Diagram

WP1: Engineering Review of Compliant Station Sites

An investigation of potential station sites at Kittybrewster, Bucksburn, The Event Complex Aberdeen

and potential sites for a railway branch line to service Aberdeen Airport. This task focussed on

providing a high-level commentary on the physical infrastructure requirements and constraints

associated with track geometry, local topography and physical footprint.

Rail Industry Stakeholder Workshop

A Rail Industry Workshop was held in May 2018 to confirm the Scenarios to be taken through to

Operational Assessment. Through discussions at the workshop, the need for additional analysis to

assist the station site selection process and to better understand the engineering challenges

associated with the Aberdeen Airport Rail Spur were identified.

WP2: Planning Review off Compliant Station Sites

Five potentially compliant station sites between Aberdeen and Dyce were identified for further

assessment based on the engineering review completed as part of WP1. To understand the relative

merits of each of the potential station sites, a high level planning review was undertaken considering

the respective population catchments, socio-economic and travel contexts, site accessibility issues


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and environmental constraints. Findings from this assessment have been used to inform decisions as

to which sites should be taken forward for operational assessment.

WP3: Operational Assessment

Based on the new station scenarios identified through discussion with the rail industry and the

findings from the planning review, a high level operational assessment has been undertaken to

understand the potential operational feasibility and constraints that would require to be addressed in

order to introduce new stations between Aberdeen and Dyce.

WP4: Airport Spur Review

As noted above, the need to better understand the engineering challenges associated with the

Aberdeen Airport Rail Spur were identified at the Rail Industry Workshop. Subsequently, a high level

study of the feasibility and costs associated with introducing a rail link spur to Aberdeen Airport, based

on the corridor identified in the Rowett North Masterplan has been undertaken. Work has included a

high level appraisal of issues associated with the track footprint based on land requirements, physical

footprint, interfaces with surrounding roads, infrastructure and topography. An operational assessment

has also been undertaken.

1.3 Document Structure

This document consolidates the technical work undertaken to progress the Aberdeen North West

Stations Review. The following sections of the document present the detailed technical work

undertaken to deliver the tasks specified above, namely:

WP1: Engineering Review of Compliant Station Sites;

WP2: Planning Review of Compliant Station Sites;

WP3: Operational Assessment; and

WP4: Airport Spur Review.


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Engineering Review of Compliant Station Sites

02

Technical Note Aberdeen North West Stations Review

Engineering Review of Compliant Station Sites

Client name Nestrans

Project name Aberdeen North West Stations Review

Date 19 June 2018

Project number 60534852

Prepared by D Herron

Approved by A Coates

Checked by R Fraser

Review / Revision History

Revision No. Date of Revision: Description of Revision:

Revision Made By: Approved by:

1 16/07/18 Changes following client comments

Elliot Reid Richie Fraser


Louise Brown Richie Fraser

1 Introduction and Scope

In 2017, AECOM undertook a study on behalf of Nestrans examining the feasibility of reintroducing rail

services between Aberdeen and Ellon. Following completion of this initial piece of work, the findings were

submitted to Aberdeenshire Council and Aberdeen City Council for consultation. On the back of consultation

feedback, Nestrans submitted a report to its February 2018 Board outlining potential ‘Next Steps’.

Part of that report concluded that Nestrans should undertake some additional work to gain a better

understanding into the possibilities in and around railway development in the North West of the city region.

AECOM were subsequently appointed to undertake a high level study to identify the potential for introducing

new stations north of Aberdeen on the Aberdeen to Dyce line based on:

1. a high level railway engineering review of potentially compliant sites for new stations between

Aberdeen and Dyce; and

2. a high level operational assessment to understand potential operational feasibility or constraints

that would require to be addressed in order to introduce new stations between Aberdeen and

Dyce.

This Technical Note presents the findings from the first stage of works focusing on the railway engineering

assessment of potentially compliant sections of track for new rail stations. This high level review has been

carried out based on AECOM’s knowledge of current Aberdeen to Inverness (A2I) enhancements and

available source information, such as Network Rail 5 Mile Diagrams.

Despite a long term aspiration for a new ‘city north’ station by transport authorities in the North East, limited

previous work has been undertaken to identify potentially suitable sites. Discussions with Nestrans identified

sites around Kittybrewster and Bucksburn as potentially attractive sites for consideration however the

commissioned study has assessed the full railway between Aberdeen and Dyce to identify potentially

compliant sections of track for new stations from an engineering perspective. Supplementary to this, the

study has involved a high level assessment on the potential for a proposed railway branch line to service

Aberdeen Airport alongside a new station serving the new AECC, following various political aspirations

raised in recent years.

This Technical Note provides a high level commentary on the findings from these assessments based on

physical infrastructure requirements and constraints associated with track geometry, local topography, and

physical footprint for new stations on the Aberdeen to Dyce corridor. The results will be used to inform the

operational assessment and determine the further works required to complete the report on the findings.

Before presenting the results from the assessment, it is to be restated that the works undertaken at this early

stage of the study have focussed on understanding the potential for introducing new stations from an

engineering and, in due course, from an operational perspective. As the study proceeds, future work will

require to be undertaken in line with Scottish Transport Appraisal Guidance (STAG) and respective guidance

on the development of new stations to understand the potential business case for any new sites that emerge

from this review.


2 Requirements used in this Study

In assessing potentially compliant new station sites, the requirements described in Railway Group Standard

GI/RT7016 – Interface Between Station Platform, Track & Trains – have been applied1. The main

requirements for track alignment through the proposed station can be summarised as follows:

Track horizontal alignment

The track through the proposed station should be either straight or on continuous radius greater than 1000m

radius. It is also preferable that no track transitions are location within the footprint of the station.

Track vertical alignment

The gradient of the track through the proposed station should be better than 1 in 500, with no vertical curves

in the track within the footprint of the station.

The track alignment of the Aberdeen to Dyce route was reviewed to identify areas that met these criteria.

3 Compliant Sites Identified

Using the requirements outlined in Section 2, the following areas (Table 1) were identified as having

compliant track alignment suitable for a station:

Table 1: Distances and Lengths of Compliant Sections

Section Distance from Aberdeen*

Distance to Dyce* Length of section Distance to next Section**

S1 2miles 100 yards 4miles 185 yards 220 yards 380 yards

S2 2miles 700 yards 3miles 1345 yards 260 yards 190 yards

S3 2miles 1150 yards 3miles 895 yards 680 yards 1mile 700 yards

S4 4miles 770 yards 1mile 1275 yards 150 yards 1415 yards

S5 5miles 575 yards 1470 yards 235 yards N/A

*Measured from most southerly point on compliant sections **Measured from most northerly point on compliant sections

These locations are shown in green on the plan shown in Figure 1 and Figure 2; the latter of which also

shows the location of stations that historically existed on the line.

1 Subsequent correspondence with Network Rail has suggested that steeper gradients may be acceptable in considering the siting of

new station platforms subject to appropriate risk assessment of the sites. This could increase the number of potentially feasible station sites beyond those identified in this review though this would require further investigation.


Figure 1: Compliant Sites Identified

Figure 2: Compliant Sites in relation to Historical Rail Station Sites


It should be noted that a number of the compliant sites identified coincided with former station sites along the

route2. However, the track through the sites at the former Kittybrewster and Bucksburn sites were found to be

non-compliant. Sections 4 & 5 of this Technical Note discuss the issues associated with these sites in further

detail.

4 Former Kittybrewster Station

The site of the former Kittybrewster station is shown in yellow on the aerial view in Figure 3. The track

through the site is shown in red, with the Waterloo branch line and associated loop identified in green.

Overbridge 293/015 and Overbridge 293/017 at the south and north of the former station site are also shown

in blue.

Figure 3: Former Kittybrewster Station Site

The track approaches the former station site on an approx. 950m radius curve which transitions from approx.

1m 0510yds onto a section of straight track between 1m 0630yds and 1m 0720yds, transitioning back to a

750m radius curve at 1m 0780yds. The track gradient is approx. 1 in 160 throughout. The straight track

available is approximately 90m and therefore not long enough for a station platform (platforms on the

Aberdeen to Inverness Route are typically a minimum length of approx. 160m) and the track gradient is

steeper than 1 in 500. For these reasons the track alignment was found to be non-compliant.

Also, on the Up line side, the former platform is sited in what is now the tenfoot (i.e. the space between the

Up line and the Waterloo branch and turnback facility) so an island platform would be needed. Space for a

platform in this area would be limited and it is unlikely that it would be possible to build a platform in this area

without significantly altering the track layout.

Based on experiences in the developments of the A2I track alignment design relating to gauge clearance,

land and track geometry it is considered that adjustments to the track alignment in this area would prove

difficult. Track adjustments are limited by Overbridge 293/015 and Overbridge 293/017 at either end which

provides a gauge restriction on any potential realignment work. It would also be difficult to carry out any track

realignment and provide the functionality required to operate the Waterloo branch as access is via Switches

2 S1 appears to be situated on the former station site of Don Street and S2 on the former station site of Woodside, with S3 located

between the former station sites of Persley and Woodside. To the north, S4 appears to be situated on the former station site of Bankhead and S5 is located between Dyce station and the former station site of Stoneywood.


& Crossings (S&C) that are tight to the north abutment of OB 293/015 and the location of the bufferstop

protecting the end of the turnback facility is limited by the position of OB 293/017 to the north of the site.

Furthermore, low rockhead was recorded in the area during development of the track design for Aberdeen to

Inverness which would potentially limit any track adjustments. Significant alterations to the track and

provision for the station and any potential car parking would require land purchase. The surrounding area is

urban with the railway boundary tight to the existing railway corridor and therefore land acquisition may be

challenging.

In summary therefore, based on the rail engineering review, it is considered that the site of the former

Kittybrewster station is not suitable for a new station. There are no obvious compliant alternatives in the

immediate vicinity of the former station. However, consideration could be given to the southernmost

compliant areas identified in Figure 1 (referenced as S1, S2 & S3).

5 Former Bucksburn Station

The site of the former Bucksburn Station is shown in yellow on the aerial view in Figure 4. The track through

the site is shown in red. The station sites abuts directly on to the south side on UB 293/031 Bucksburn

viaduct shown in blue and the site is constrained by overbridges OB 293/029 to the south and OB 293/032 to

the north.

Figure 4: Former Bucksburn Station Site

The track is on a 775m radius curve through the former station with the track alignment following a series of

reverse curves on the approaches to and from the station. The track gradient is approx. 1 in 250 throughout.

Due to the curved nature of the track and the steep gradient, the former station site may not be compliant as

a new station, although there is potential for further investigation into whether a through station would be

compliant.


The topography local to the former station does not suit a station site as the track solum is located on a

steep embankment with the northern end of the former platforms supported on UB 293/031 Bucksburn

Viaduct.

To the north of the former station site, the track is on a straight from approx. 4m 0430yds and the gradient

becomes compliant at approx. 4m 0770yds. This area from 4m 0770yds to 4m 0920yds could be considered

as a suitable alternative to the Bucksburn Station site (refer to area identified as S4 in Figure 1).

6 Proposed AECC Station / Aberdeen Airport Rail Connection

The Rowett North Masterplan3 published in October 2015 safeguarded the area shown in Figure 5 for a

potential rail corridor to provide a connection to Aberdeen Airport. AECOM used this identified corridor to

carry out a high level study of the feasibility of the route.

Figure 5: New AECC and Aberdeen International Airport Context

The main line track in the area of the proposed rail connection is on an 800m radius right-hand curve with

the track gradient of approx. 1 in 120 throughout. A high level assessment of the track alignment that would

be required to develop a railway on the corridor identified has been undertaken.

This assessment found that a radius of 160m would be required in order to fit the track within the limited

corridor identified. It was found that even with a 160m radius in place the track would need to pass over the

northern edge of the road on Lade Crescent to fit. It should be noted that for new passenger track, a

minimum radius of 400m is required and hence the track alignment required to fit the corridor would not meet

current standards. Also, the maximum size of S&C for this alignment would be an NR60 C11 transition

turnout which would impose a maximum linespeed of 10mph. The low speed on the turnout would introduce

operational restrictions on the main lines and would increase the journey time of traffic on the route. Also, a

crossover would be needed to return the train to the correct direction of travel on the Up line towards

Aberdeen. This would need to be situated in a compliant location which may not be local to the branch line.

Trains could potentially have to travel in the wrong direction on the Down line for a distance beyond the

branch line further impacting the operation of the railway in this area. For these reasons the corridor

identified appears to be unsuitable.

3 13002G Rowett North Masterplan – Revision S, October 2015


A high level assessment of the footprint of a 400m radius curve (i.e. which would meet current standards)

has also been undertaken. This found that several properties on Lade Crescent would have to be

demolished to fit the track alignment. With a greater track radius, a bigger S&C unit can be used so the likely

linespeed of the turnout would be approx. 30mph. This speed would still impose operational restrictions on

the main lines but they would not be as severe as the 10mph restriction for the tighter curve.

As well as the impacts on land, residential housing and the operational restrictions on the main line, the

corridor would only allow for trains to access the rail connection from Aberdeen, restricting the services that

could be provided. In order to provide access to/from stations to the north a turnback facility or an additional

connection to the north would be needed, adding to land requirements and complexity. For these reasons, it

is unlikely that an Airport connecting line in the corridor as identified from current plans would be suitable.

With this in mind, locations for a proposed AECC station would be limited to locations on the main Aberdeen

to Dyce line. The alternative location S4 previously identified in place of the Bucksburn site could be a

potentially suitable alternative site for access to the new AECC as the conference facility would be within

walking distance of the S4 site.

While initial assessments have indicated the significant constraints associated with developing an airport rail

spur, a separate standalone feasibility assessment of the spur would be required to provide a more robust

evidence base for sifting this option from further consideration at this stage. This assessment will consider

what would be required to achieve engineering compliance, commentary on whole spur engineering and

potential operational impacts assuming no new stations are developed between Aberdeen and Dyce.

7 Conclusions and Next Steps

This Technical Note has sought to identify potentially compliant station locations from a railway engineering

perspective to take forward for further assessment as part of a future operational study.

In total, five potential sites have been identified for further consideration based on their potential compliance

as new station sites. As described in the sections above, the former station locations at Kittybrewster &

Bucksburn are considered unsuitable for a compliant station site and alternative locations have been

proposed. An initial assessment of the potential for an Aberdeen Airport rail connection based on land

safeguarded through development in the area associated with the new AECC development has also

suggested that this option is unfeasible.

In late May 2018, a workshop was held with Nestrans and rail industry stakeholders to discuss the findings

from the engineering assessment and to agree next steps. It was agreed that a maximum total of four

stations (including the existing stations at Dyce and Aberdeen and two new stations on the line) should be

taken forward to the operational assessment.

On this basis, it is proposed that one of the compliant sites from S1, S2 and S3 are taken forward to the

operational assessment. To inform this decision, it was agreed that a high level planning exercise should be

undertaken to establish the relative merits of each of the potential station sites prior to proceeding with the

operational assessment, with a focus on recommending which of these three sites around

Woodside/Tillydrone would be most preferable. A similar high level planning exercise would also be of benefit

to assess the feasibility of alternative sites S4 and S5.

In terms of S4, it is recommended that this compliant site location should be taken forward to the operational

assessment. This site could provide a suitable access to the new AECC from the existing Aberdeen to Dyce

railway.

Through discussion at the workshop, it was also noted that another opportunity that could be explored would

be to relocate Dyce Station to the area identified as S5. The benefits of this alternative site could be

assessed to determine if Dyce station would better serve the residents of Dyce and the surrounding area if

moved further south.

The outcomes from the aforementioned planning exercises will be used to inform the operational study

ahead of any future design development should a business case be identified for any of the station sites

considered in this Technical Note.


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2. Engineering Review of Compliant Station Sites

Planning Review of Compliant Station Sites

03

Prepared For: Nestrans AECOM

1

North West Aberdeen Stations – Planning

Review

Project: NW Aberdeen Stations Study Job No: 60569772

Subject: Potential Station Sites Planning Review – Draft Technical Note

Prepared by: Elliot Reid Date: 26/09/2018

Checked by: Iain Hamilton Date: 04/10/2018

Approved by: Richie Fraser Date: 19/10/2018


Revision No. Date of Revision: Description of Revision:

Revision Made By: Approved by:


Louise Brown Richie Fraser

1. Introduction

1.1 Background

In 2017, AECOM undertook a study on behalf of Nestrans examining the feasibility of reintroducing rail services

between Aberdeen and Ellon. Following completion of the work, findings were submitted to Aberdeenshire

Council and Aberdeen City Council for consultation. On the back of consultation feedback, Nestrans submitted a

report to its 2018 February Board outlining potential ‘Next Steps’.

Part of that report concluded that Nestrans should undertake some additional work to gain a better understanding

into the possibilities in and around railway development in the North West of the city region. AECOM were

subsequently appointed to undertake a high level study to identify the potential for introducing new stations on

the Aberdeen to Dyce line based on:

1. A high level railway engineering review of potentially compliant sites for new stations between Aberdeen

and Dyce; and

2. A high level operational assessment of the identified new stations.

The first element relating to the identification of compliant sites for new stations was completed in May 2018 and

finalised in a Technical Note dated 18 June 2018. This identified a total of five potentially compliant sites between

Aberdeen and Dyce; three of which were located in close proximity around the Woodside/Tillydrone area whilst

the remaining two were located in the Stoneywood/ Dyce area (see Figure 1).

The findings of this engineering assessment were presented at a stakeholder workshop held with Nestrans,

Network Rail and ScotRail on 30 May 2018. At the workshop it was agreed that a maximum of four stations

(including the existing stations at Dyce and Aberdeen and two new stations on the line) should be taken forward

for operational assessment. Prior to this, it was agreed that a high level planning exercise be undertaken to

understand the relative merits of each of the compliant station sites identified from the engineering assessment.

1.2 Purpose of Technical Note

This Technical Note presents the findings from a high level planning review exercise of the identified station sites

to establish the relative merits of these sites prior to proceeding with the operational assessment. This focuses on

recommending which of the three sites around Woodside/Tillydrone (S1, S2 and S3) would be most preferable as

well as considering the contextual planning situation at station sites at Bucksburn (S4) and at Stoneywood (S5).

In preparing this high level review, consideration has been given to:

Population catchments of the potential station sites under review, including existing nearby key facilities

and employment sites, as well as the potential impact of future development;


2

Site accessibility issues associated with accessing each of the potential station sites under review;

The existing socio-economic and travel behaviour context of the areas that would be served by the

introduction of the sites under consideration; and

Environmental constraints in the vicinity of the potential station sites under consideration.

The Note concludes with a summary of the problems, opportunities, issues and constraints identified for each of

the potential station sites, followed by a recommendation on which sites should be taken forward to operational

assessment.

Figure 1: Compliant Station Site Locations


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2. Guidance Review

2.1 Investment in Stations: A Guide for Promoters and Developers (2017)1

Prior to undertaking the review, consideration has been given to relevant guidance regarding the opening of new

stations. Network Rail’s “Investment in Station Guidance” (June 2017) was produced to provide a planning

framework which promoters of investment in a station can adopt to develop a proposal.

The guidance states that investment options including enhancing existing stations or relocating/replacing existing

stations should be considered before proposals for new stations are progressed. Where a new station is

warranted, the key planning related issues to consider are identified in Table 1.

Table 1: Key Planning Related Issues Relating to the Development of New Stations

Issue Key Considerations

Economic and Financial Demonstration of the benefits of a new station contributing to a positive business case for the proposed scheme.

Understanding the cost of building and operating the new station and potential funding sources.

Understanding the commercial interaction with the rail industry

Operational and Performance Ensuring a proposal aligns with Governmental objectives and rail industry plans

Determining whether the solution fits with other services and infrastructure constraints on the chosen route.

Design Concept Review of the basic suitability of the site

Understanding present rail industry standards for new stations.

It is to be noted that at the workshop with rail industry stakeholders it was agreed that, at this stage of the study,

the objective should be to focus on delivering compliant station sites rather than to assess locations that would

require a standards derivation. Accordingly, this study considers only those compliant sites identified from the

engineering review.

From a commercial and financial perspective, the guidance states that the benefits associated with the opening

of a new station should be fully considered. For example, this could include increased revenue from higher

passenger numbers, benefits of encouraging a modal shift to rail and the benefits of providing greater

accessibility to communities. It specifies that any benefits should relate to new markets captured by the

investment rather than re-counting passengers who already travel by rail from an existing station. Further

elements such as the potential negative impacts of a station (for example on increased journey time for existing

passengers) as well as the affordability of the station should also be considered.

In terms of concept design, the guidance identifies that engineering elements such as platform length, track

gradients, track radii and services should be considered. In addition, it also identifies that road access to any new

station is essential both during construction and once the station is operational and that “as a minimum, a pickup

and drop-off point for 3 or 4 vehicles will be necessary.” It goes on to specify that the number of parking spaces

provided should align with the market that the station is intended to serve. For example, a station in a suburban

or non-urban area on a commuter route would likely require significant parking whilst an urban station may only

require minimal parking.

It is to be noted that consideration of any new station facility would be subject to a full appraisal and business

case process in line with Scottish Government guidance to determine station feasibility and to fully address the

criteria noted above.

1 https://cdn.networkrail.co.uk/wp-content/uploads/2017/01/Investment-in-Stations-2017.pdf

https://cdn.networkrail.co.uk/wp-content/uploads/2017/01/Investment-in-Stations-2017.pdf


4

3. Station Catchments Review

3.1 Existing Catchment Comparison

Planning Advice Note (PAN) 75 – Planning for Transport (2005) provides general guidance on the accessibility of

facilities so as to better integrate land use and transport provision. Paragraph B13 identifies that “for accessibility

of housing to public transport the recommended guidelines are less than 400m and up to 800m to rail services.”

In accordance with this guidance, 800m concentric isochrones measured from the centroid of each of the

compliant track locations as well as Dyce Station have been produced. As well as illustrating the walking

catchment from each of the sites, key facilities and employers as well as the wider existing contextual transport

provision and routes are identified. These are shown in Figure 2 – Figure 6.

It is worth noting that the isochrones are based upon a straight line distance (i.e. as the crow flies) and therefore

the catchment area may be smaller in reality due to the impact of physical barriers (e.g. River Don, Aberdeen

Airport) and routing constraints. It should also be noted that whilst 800m is the distance identified in established

guidance, other recent studies2 have suggested that some are willing to walk further to access railway stations.

Figure 2: Existing S1 Walking Catchment and Key Facilities or Employers

2 https://www.wyg.com/uploads/files/news/WYG_how-far-do-people-walk.pdf

https://www.wyg.com/uploads/files/news/WYG_how-far-do-people-walk.pdf


5




6




7

Figure 7: Existing Dyce Station Walking Catchment and Key Facilities or Employers

Table 2 provides a comparison of the existing resident population situated within the 800m concentric catchment

areas shown for each of the sites. This has been informed by data extracted from the 2011 Census for the

relevant Output Areas. In addition, a summary of the key facilities or employers located within both an 800m and

1600m proximity is summarised.

Table 2: Existing Station Site Catchment Summary

Location Existing 800m Pop. Catchment (Approx.)

1 2 Key Facilities / Employers within 800m (Approx.)

Key Facilities or Employers located 800m – 1600m (Approx.)

S1 12,650 St Machar Industrial Area

St Machar Academy

University of Aberdeen

Kittybrewster Retail Park

Aberdeen City Council Roads Depot

Berryden Retail Park

S2 11,733 None

Tesco Danestone

St Machar Road Industrial Area

Aberdeen City Council Roads Depot

St Machar Academy

S3 9,384 Tesco Danestone None

S4 3,903

Bucksburn Academy

Aberdeen Exhibition and Conference Centre

Wellhead Industrial Estate

BP Offices

Aberdeen International Business Park

S5 2,317

BP Offices

Wellhead Industrial Area

Baker Hughes Offices

Aberdeen Exhibition and Conference Centre

Aberdeen International Business Park

ASDA Dyce Superstore

Dyce Town Centre3

Dyce Station

4,253 Dyce Town Centre

Wellhead Industrial Estate

BP Offices

Baker Hughes Offices

Dyce Academy

ASDA Dyce Superstore3


8

Location Existing 800m Pop. Catchment (Approx.)

1 2 Key Facilities / Employers within 800m (Approx.)

Key Facilities or Employers located 800m – 1600m (Approx.)

Notes 1This represents the population catchment extracted from the 2011 Census for the relevant Output Areas located within 800m

proximity. This does not capture any population changes in the intervening period between 2011 and 2018 which may have occurred (e.g. as a result of new residential development). 2The 800m population catchment has been extracted from population information for all Output Areas either partially or entirely

located within 800m proximity. The figures shown could therefore represent an overestimation of the catchment population. 3Aberdeen International Airport is also located within 1600m proximity, however, walking routes to this exceed 1600m due to

the barrier presented by the runway.

The catchment analysis suggests that of the potential station sites located at S1, S2 and S3, Site S1 has the

potential to attract the most passengers given it has the largest residential catchment population and is also

located within a reasonable walking proximity of several key facilities and employers. St Machar Industrial Area

and St Machar Academy are both positioned within 800m of the site whilst the University of Aberdeen, the

Aberdeen City Council Roads Depot and two retail parks are located within 1600m proximity. Both S1 and S2

benefit from their close proximity to bridge connections over the River Don, offering accessibility to these sites

from communities located within Bridge of Don itself. S3 is located relatively remotely from key destinations and

therefore it is likely that this station site would largely only serve a residential catchment.

Whilst S4 would have a relatively low residential catchment of approximately 4,000, depending on the walking

route available it may be located within 800m proximity of the forthcoming Aberdeen Exhibition and Conference

site, to be known as The Event Complex Aberdeen (TECA). It would also be located within 1600m of employers

located within the Wellheads Industrial Estate, the BP offices and the Aberdeen International Business Park.

At the workshop with rail industry stakeholders, there was brief discussion around the potential to relocate Dyce

Station to an alternative site to address existing access constraints associated with Dyce Station; the most likely

alternative site being ‘Site S5’. A review of S5 suggests it would have a lower resident population catchment in

comparison to Dyce Station, however, would be located closer to key employers in the area. In addition, S5

would likely be positioned within 1600m proximity of the forthcoming TECA site.

Station Relocation Precedence

Rochester Station in Kent was relocated 500m further to the west of its former location in 2015 (see Figure below for locational

context)3. The relocation was delivered by Network Rail working in partnership with Medway Council.

Rochester Station Relocation Context

It was determined that the new station site offered the following benefits in comparison to the old station:

Located closer to key facilities / amenities located within Rochester town centre;

Provided the opportunity to unlock development potential;

Ability to accommodate a longer platform; and

Improved land availability to accommodate enhanced interchange opportunities and park and ride facility.

3

https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/401215/Rochester_station_closure.pdf




9

3.2 Future Development Impact

Land allocations within the Aberdeen Local Development Plan (LDP) (2017) have been reviewed to ascertain the

nature of any future impacts as a result of forthcoming development sites. The location of allocated sites within

the vicinity of the potential station sites under consideration are provided in Figure 8. A summary of the content

for key allocated sites is provided in Table 3.

Figure 8: ACC LDP Allocations and Land Use Category

Table 3: ACC LDP Site Allocations Description4

LDP Site Reference

Site Name Land Use Type Description and Content Current Status

OP14 Bankhead Academy

Residential Vacant site

Identified for housing (capacity undefined)

Site of new Stoneywood School opened 2018

OP15 Carden School Residential Vacant site

Identified for housing (capacity undefined)

Unknown

OP16 Davidsons Paper Mill

Mixed Use Development Framework identifies up to 900 homes and 2,000 m

2 of retail use

Unknown

OP17 Stoneywood Residential 500 Homes Nearing completion

OP18 Craibstone North and Walton Farm

Employment Identified for up to 20ha of employment land

Unknown

OP19 Rowett North Employment New TECA Site and complementary employment uses

Under construction

OP20 Craibstone South

Residential Identified for 1,000 homes First phase under construction

OP21 Rowett South Mixed Use Identified for 1,940 homes and retail use of up to 7,500m

2

Unknown

OP22 Greenferns Landward

Residential Identified for 1,500 homes; Unknown

4 https://www.aberdeencity.gov.uk/sites/default/files/LDP_WS_20170328.pdf

https://www.aberdeencity.gov.uk/sites/default/files/LDP_WS_20170328.pdf


10

LDP Site Reference

Site Name Land Use Type Description and Content Current Status

OP23 Dyce Drive Employment 108ha site identified for business and industrial land

Unknown

OP25 Woodside Residential Identified for 300 homes Unknown

OP65 Haudagain Triangle

Other Land allocated for Haudagain RB improvements

Additional land may become available for future development

Unknown

OP66 Manor Walk Residential Identified for social housing (capacity undefined)

Unknown

OP68 1 Western Road Residential Identified for 22 residential units Unknown

OP72 Aberdon House Residential Vacant site

Identified for affordable housing (capacity undefined)

Unknown

OP89 Smithfield Primary School



Unknown

OP9 Grandhome Mixed Use Identified for 7,000 homes and 5 ha of employment land

Under Construction

OP90 St Machar Primary School



Unknown

OP94 Tillydrone Primary School



Unknown

OP101 Woodside Church

Residential Vacant site - Identified for residential use with retail (capacity undefined)

Unknown

A summary of the potential impact of allocations at each of the station sites is provided in Table 4.

Table 4: Summary of Impacts from LDP Allocations at Station Sites Under Consideration

Station Site Potential Impact

S1

Resident population living within 800m walking catchment could be increased if allocated residential sites at OP68, OP72, OP90 and OP94 are developed.

Station site is located immediately adjacent to OP68. If developed, this may limit opportunities for a formal park and ride facility to be provided at the station site.

S2

Resident population living within an 800m walking catchment could be increased if the allocated residential site at OP25 is developed.

Whilst located out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase demand for park and ride if a station was to be developed at this site.

S3

Resident population living within 800m walking catchment could be increased if the allocated residential site at OP25 is developed. This may however also limit opportunities to provide formal park and ride facilities at this potential station site.

Whilst out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase demand for park and ride if a station were to be developed at this site.

S4

Resident population living within 800m walking catchment could be increased if allocated residential sites at OP14, OP16 and OP17 are developed.

New TECA site at OP19 partly located within 800m proximity.

Whilst located out with 800m proximity, development of large residential sites at OP20, OP21 and OP22 could increase park and ride demand if a station were to be developed at this site.

It is to be noted that there is a potentially large residential development at OP9 which could be attracted to this site, though this would require a new bridge connection across the River Don.

S5

Resident population living within 800m walking catchment could be increased if the allocated residential site at OP17 is developed.

New TECA site at OP19 located within 1600m proximity.

It is to be noted that there is a potentially large residential development at OP9 which could be attracted to this site, though this would require a new bridge connection across the River Don.

Dyce Station Resident population living within an 800m walking catchment could be increased if the allocated

residential site at OP15 is developed.


11

In summary, Site S1 has the highest population catchment at present, although a number of future developments

contained within the Aberdeen City LDP could potentially increase the catchment of alternative Sites at S2 and

S3 – namely OP25 (up to 300 units), but also OP9 (Grandhome: up to 7000 units) and OP16 (up to 900 units);

albeit the latter are outwith the defined 800m walking catchment and success of stations in these areas would

likely be reliant on good Park & Ride provision. Considerable developments are also located within the

catchments of Sites S4 and S5; namely site OP17 (understood be nearing completion), while the proposed

Davidsons Paper Mill site may also increase the potential for a station at site S4, although the status of this

development is unknown.


12

4. Station Site Accessibility

4.1 Site S1

A satellite image showing the detailed location and accessibility context of site S1 is identified in Figure9. A

comparison of the key accessibility observations for each mode is provided in Table 5.

Figure 9: S1 Accessibility Overview

Table 5: S1 Site Accessibility Review

Mode / Method Key Observations

Pedestrians

There is an existing pedestrian underpass beneath the railway at this potential station site.

There are established surrounding walking routes and pedestrian provision including footways and crossings on both Western Road to the west and Hayton Road to the east.

There is an existing pedestrian footbridge located approximately 400m to the North West of the site offering connectivity to residential communities located on the north side of the River Don.

Cyclists National Cycle Route 1 and shared use paths are located on Gordon Mills Road approximately

500m to the north east of the site.

Bus

There are approximately six bus stops located within 400m proximity of the site.

Bus stops on Great Northern Road are served by frequent services including Services 17, 18, 727 and X20.

The 17 and 18 service routes between Dyce and Faulds Gate/Cove and operates up to every 12 minutes. The 727 service routes between Aberdeen Airport and Union Square and operates up to every 10 minutes. The X20 operates between Alford and Aberdeen hourly.

Bus stops on Hayton Road served by the Service 19 which operates up to every 15 minutes.

Vehicular (incl. car park availability)

Site well-located to integrate with strategic roads including Great Northern Road and Gordon Mill’s Road (providing onward connectivity with Diamond Bridge to Bridge of Don).

Western Road has a constrained width and is bound by residential properties.

Limited opportunity to provide formal Park and Ride provision due to combined constraints of residential properties, Hayton Road, electricity substation and allocated development site (OP68). However, given the built-up nature of this site and large walking catchment, there is potentially an argument for providing only minimal car parking provision to service this site.

There could be an opportunity to explore the feasibility of incorporating a small Park and Ride facility to the east of the OP68. However, even if this is feasible, it is unlikely to provide significant capacity.


13

4.2 Site S2

A satellite image showing the detailed locational and accessibility context of S2 is identified in Figure 10. A table

summarising the key accessibility observations for each mode is provided in Table 6.




Pedestrians

There is an existing pedestrian underpass beneath the station site located approximately 200m to the east of Station Road.

The footway on Don Terrace is however narrow and does not go all the way to Station Road, while access from Great Northern Road may be problematic due to level differences.

There is an existing pedestrian footpath across Woodside Playing Field which connects with established pedestrian facilities located on Great Northern Road.

There is a nearby existing pedestrian bridge which could offer connectivity to residential communities including Grandholm located on the north side of the River Don.

The walking catchment of the potential site would predominantly be residential and there are limited key destinations located nearby.

Cyclists

National Cycle Route 1 is located immediately to the north of the site

There are existing shared use paths currently available on Great Northern Road approximately 100m to the south of the site.

Bus

There are approximately eleven bus stops located within 400m proximity of the site.

Bus stops on Great Northern Road are served by frequent services including Services 17, 18, 727 and X20.



Station Road has very limited corner radii and visibility which would constrain it as an access route to a potential new station. An alternative access from the south would require construction of a new road and a new junction with Great Northern Road. It is worth noting that there is an existing playground adjacent to the site, potentially constraining station access, with little available space nearby for relocation.

There is a 12’ 3’’ height restriction present beneath the railway on Station Road.

The site is located adjacent to Great Northern Road (A96) whilst the Haudagain roundabout, affording


14


connectivity with the A92 (formerly A90), is located approximately 900m to the west.

There is an existing small car park already provided adjacent to Station Road on the site of the former station.

The feasibility of incorporating a formal Park and Ride facility on the existing site of Woodside Playing Field could be explored further.

4.3 Site S3






Pedestrians

The site is located in an area with limited existing pedestrian infrastructure considering there are no formal pedestrian facilities at present on Station Road to the north of the potential site.

There are established pedestrian footways and crossing facilities on Great Northern Road and on Mugiemoss Road (A92) to the west of the potential site.

Persley Bridge is located approximately 650m north west of the site which would allow connectivity from Danestone located on the north side of the River Don.

The walking catchment of the site would predominantly be residential and there are limited key destinations located nearby.

The steep gradient of the site could be an issue for pedestrian access.

Cyclists National Cycle Route 1 is located approximately 100m to the north of the potential station site.

There is a shared use path on Great Northern Road.

Bus

There are approximately six bus stops located within 400m of the potential site.

Bus stops on Great Northern Road are served by frequent services including the Services 17, 18, 727 and X20.



15



The site could benefit from its proximity to the strategic road network. The Haudagain roundabout (connecting the A96 and A92 (formerly A90)) is located approximately 150m to the south west.

There is no current clear route from which vehicles would access a potential station at site S3, while there may be concerns associated with additional station traffic travelling via the Haudagain roundabout.

Access routes on Station Road are constrained given the limited road width and constraints further east in the vicinity of S2.

The presence of an allocated residential site at OP25 and the existing electricity substation could limit the opportunity to provide a formal Park and Ride facility.

There could be an opportunity to explore the feasibility of a potential Park and Ride site to the east of the electricity substation.

4.4 Site S4






Pedestrians

There is an existing pedestrian underpass beneath the railway located approximately 200m to the north west of the potential site.

There are established footways located on the A947.

There is limited opportunity to directly access residential streets such as Crossgates, Bankhead Road and Ellerslie Road due to the presence of existing residential properties.

The new TECA site is located approximately 800m to the west of the potential site.

Cyclists NCN Route 1 is located immediately adjacent to the potential station site.

Bus

There are approximately three bus stops located within 400m proximity of the site.

These are located on Bankhead Road and Bankhead Avenue and are served by the Service 17 which operates up to every 30 minutes between Dyce and Faulds Gate via the city centre.

Vehicular (incl. car park

The site benefits from its close proximity to the strategic road network including the A947 and the A96 which is located approximately 500m to the south.


16


availability) There is limited opportunity to provide a formal Park and Ride facility immediately at the site given the constraints of residential properties located to the west and the A947 to the east of the railway.

The feasibility of providing a Park and Ride side on the existing location of playing fields located approximately 200m to the west could be explored further.

4.5 Site S5






Pedestrians

There are established footway facilities on Stoneywood Road (A947) including a nearby controlled pedestrian crossing facility.

There is no existing means to cross the railway at the potential station site at present. The closest crossing point is located approximately 500m to the south at Market Street.

The walking catchment from the site includes large employers including BP, Baker Hughes and the Wellheads Industrial Estate.

Cyclists

NCN Route 1 passes immediately adjacent to the site on Stoneywood Road (A947).

There is an existing shared use path located on Wellheads Drive, approximately 250m to the west of the site providing onward connectivity with business parks and Aberdeen Airport.

Bus

There are approximately five bus stops located within 400m proximity of the site.

The closest bus stops on Stoneywood Road are served by both the Service 17 and 18 which are frequent services operating between Dyce and Faulds Gate/Cove via the City Centre up to every 15 minutes.


The site is located immediately to the east of the A947.

There is limited opportunity to provide a dedicated Park and Ride facility given the limited vacant land nearby. The Wellheads Industrial Estate bounds the site to the west with the A947 located to the east.


17

4.6 Summary

Based on the analysis, from an accessibility perspective, Site S1 would appear to offer the greatest accessibility

for pedestrians given its location within a built-up urban environment.

For Site S4, while this site is within relatively proximity to the new TECA site, further work would be required to

ascertain a suitable pedestrian link, with pedestrian access likely to be constrained due to the presence of

residential properties immediately to the south of the site. There is no clear difference in terms of cycling

accessibility to each of the sites, with the National Cycle Route 1 within close proximity to each of the sites.

In terms of bus services, as set out earlier, the catchments around S1, S2 and S3 have the greatest accessibility

by bus and therefore there is potentially greater potential for passenger abstraction from the local bus market

were stations to be developed in these locations.

Further investigation would be required to determine the potential to provide park and ride provision. As noted:

At Site S1, there appears to be limited land available to provide car parking given the built-up residential

environment around this site. Given the large walking catchment of this site, there is however potentially

less of a requirement for park and ride provision in this location.

At Sites S2 and S3, there is a slightly increased prospect of providing a Park and Ride provision although

it is considered that both sites would remain very constrained and would likely require further assessment

to determine their relative feasibility. Vehicular access to the sites would also require more detailed

assessment with a current review suggesting that for Site S2, Station Road would require significant

upgrade given its very limited corner radii and visibility which would constrain it as an access route to a

potential new station. An alternative access from the south would require construction of a new road and a

new junction with Great Northern Road. Similarly at Site S3, there is no current clear route from which

vehicles could access a potential station in this area.

At Site S4 and S5, from initial review, the provision of formal park and ride opportunities may be

challenging given the presence of residential and industrial properties, although further discussions with

Council planners could be beneficial to identify potential suitable sites.


18

5. Socio-Economic and Travel Behaviour Context

5.1 Employment Status

Employment status5 information has been extracted from the 2011 Census from the Output Areas located within

800m radii of the potential station sites under consideration and is presented in Table 10.

Table 10: Employment Status and Economic Activity Comparison

Economic Status amongst those Aged 16 - 74 Output Areas Within 800m of Potential Station Sites

S1 S2 S3 S4 S5 Dyce

Economically Active: Full Time 43.5% 46.9% 46.2% 54.2% 48.5% 46.5%

Economically Active: Part Time 12.0% 13.0% 14.0% 12.1% 12.9% 14.6%

Economically Active: Self-Employed 4.2% 4.0% 4.2% 6.1% 7.2% 6.0%

Economically Active: Full Time Student 7.1% 5.5% 5.0% 2.9% 2.7% 2.7%

Economically Active: Unemployed 5.0% 4.9% 5.3% 2.8% 1.4% 1.7%

Economically Inactive: Retired 8.3% 9.8% 9.5% 12.0% 19.2% 19.6%

Economically Inactive: Student 9.1% 5.4% 4.2% 2.5% 2.4% 2.4%

Economically Inactive: Other 10.7% 10.5% 11.6% 7.3% 5.8% 6.5%

Total Population Aged 16-74 100% 100% 100% 100% 100% 100%

The analysis suggests that the residential communities surrounding S1 have a marginally lower proportion of

residents in full time employment than the areas surrounding both S2 and S3. It is likely that this is explained by

the area surrounding S1 having a higher proportion of students (approximately 16%) than both S2 and S3 where

the equivalent proportion is approximately 10%. Those who are classed as unemployed represent approximately

5% of the populous across each of the Output Areas surrounding S1, S2 and S3.

The area surrounding S4 has the highest proportion of residents who reported they were in full time employment

(54.2%) compared to equivalent figures for S5 and Dyce. This may be partly due to the higher proportion of

retired residents residing within Dyce and surrounding S5.

5.2 Scottish Index of Multiple Deprivation (SIMD)

SIMD is an indicator which applies multi-criteria analysis to measure the level of deprivation across small areas

(data zones). The data zones are then ranked from 1 to 6,976; with those ranked lowest being the most deprived

and those ranked highest being the least deprived. The rankings are based upon income, employment, health,

education/skills, housing, geographic access and crime indices.

Figure 64 illustrates the SIMD ranking of surrounding areas in proximity to the station sites under consideration.

Areas shaded in red demonstrate the highest level of deprivation whilst those shaded in blue represent the lowest

level of deprivation.

5 2011 Census QS601SC – Economic Activity


19

Figure 64: SIMD 2016 Deciles

The analysis identifies that the potential station sites at S1, S2 and S3 are generally located adjacent to output

areas classed as having a higher level of multiple deprivation. The Woodside output area, which is immediately

adjacent to both S1 and S2, is ranked within the lowest SIMD decile.

By contrast, the potential station site at S5 and the existing station at Dyce are located within areas with high

SIMD rankings. S4 is located in an area with average SIMD ranking.

5.3 Mode of Travel to Work or Study

Mode of travel to work or study6 data has been extracted from the 2011 Census from the output areas located

within 800m of the potential station sites under consideration (previously shown in Figure – Figure ). A

comparison of this modal split information is provided in Figure 7.

6 2011 Census QS702SC – Method of Travel to Work or Study


20

Figure 75: Method of Travel to Work or Study Amongst Those Aged 4 – 74

As shown in Figure 15, travel behaviour in proximity to potential station sites located at S1, S2 or S3 is broadly

similar. Given their distance from existing station sites, rail use is very low (approximately 0.2%) amongst

residents in catchments surrounding these sites. In contrast, bus use is relatively high, ranging between 16% and

20% which is higher than the national average rate (13%). Car use in the output areas surrounding these three

potential station sites constitutes approx. 40% of residents and is lower around S1 than both S2 and S3.

The proportion of residents who drive to their place of work or study is marginally higher in Output Areas

surrounding potential station sites S4, S5 and within the vicinity of Dyce Station, representing approximately 50%

of all residents. Public transport use in these areas is also lower; particularly in the vicinity of S5 and to a lesser

extent Dyce Station. Unsurprisingly, residents who travel by train increases based on proximity to Dyce Station.

5.4 Car Ownership

Car ownership7 information has been extracted from the 2011 Census from the output areas located within 800m

of the potential station sites under consideration and is presented in Figure 86.

Figure 86: Car Ownership Comparison In Output Areas Located within 800m from Potential Station Sites

The proportion of households without access to a car is broadly similar in output areas located within 800m of S1,

S2 and S3; constituting approximately 40% of households. In contrast, car ownership rates amongst residents

7 2011 Census KS404SC – Car or Van Availability

0%

10%

20%

30%

40%

50%

60%

Pro

po

rtio

n o

f R

esid

en

ts w

ith

in 8

00m

S1 S2 S3 S4 S5 Dyce Railway Station

0%

10%

20%

30%

40%

50%

60%

No cars or vans One car or van Two cars or vans Three cars or vans Four or more cars orvansP

rop

ort

ion

of

Ho

us

eh

old

s

S1 S2 S3 S4 S5 Dyce Station


21

living close to S4, S5 and Dyce Station are much higher; approximately 80% to 85% of households in these

areas have access to at least one car or van.

5.5 Workplace Location

2011 Census information from the Datashine Scotland Commute resource8 has been extracted to identify

commuting origin-destination patterns and routing at zones9 located in the vicinity of the potential station sites

under consideration.

A summary of the total number of commuters that travel to and from the intermediate zones is provided in Table

11. Maps showing the distribution of these journeys are provided in Appendix A, with an example for trips to and

from the Woodside area provided below (see Figure B1 and Figure 18).

Table 11: Summary of Inward and Outward Commuting Trips

Zone Reference Zone Name Closest Station Sites Total Inward Commuting Trips

10

Total Outward Commuting Trips

11

S02001267 Woodside S1, S2, S3 246 1,600

S02001276 Bucksburn South

S4 743 1,400

S02001277 Bucksburn North

S4, S5, Dyce 15,496 1,376

S02001278 Dyce S5, Dyce 3,733 1,866

Figure 97: Origin Location for Commuting Trips to

Woodside (S1, S2, S3)

Figure 108: Destination Location for Commuting

Trips From Woodside (S1, S2, S3)

As shown from the origin-destination analysis presented in Appendix A, there are a low number of commuters

(approximately 250) who travelled to the area in the vicinity of S1, S2 and S3. Of those that work in this area,

most constitute localised trips. The 1,500 local residents who commute to destinations out with the Woodside

area mainly travel to workplaces located in Bucksburn North, City centre and Cove zones.

The data also identifies that potential station sites located at S4 and S5 as well as the existing Dyce Station are

adjacent to areas with a high number of employers. For example, the Bucksburn North zone which encompasses

a large area including Aberdeen Airport, the Wellheads Industrial Estate and the Kirkhill Industrial Estate attracts

8 http://scotlandcommute.datashine.org.uk/

9 Commuting behaviour is only available at an intermediate zone level and is not available at a detailed localised output area.

This means that there is no specific commuting origin-destination data available to differentiate between S1, S2 and S3. Instead, data for the ‘Woodside’ area which includes the localised area around all three of these sites has been extracted. 10

This represents the total number of commuting trips travelling into the zone from all external zones by all transport modes. It does not account for internal zone trips that have both origins and destinations in the zone under consideration, nor does it account for trips from zones with less than 5 commuters due to data anonymity reasons. 11

This represents the total number of commuting trips travelling out with the zone to all external zones by all transport modes. It does not account for internal zone trips that have both origins and destinations in the zone under consideration, nor does it account for trips to zones with less than 5 commuters due to data anonymity reasons.

http://scotlandcommute.datashine.org.uk/


22

approximately 15,500 commuters. A notable number of these journeys (approximately 1,500 trips) originate

locally in both Dyce and Bucksburn South, however, there are also journeys made from more rural communities

to the north as well as from Bridge of Don, Hilton and locations to the west of the City centre. Those who

commute out with the Dyce and Bucksburn areas travel to workplaces located in the City centre and in Cove.

5.6 Summary

In summary, based on the socio-economic data review, it is considered that Sites S1, S2 and S3, would open up

the opportunities for rail travel to a proportionally lower income population catchment market currently unserved

by rail. This could help to support wider economic development and regeneration objectives, albeit it is to be

noted that the local population in these catchments are currently well-served by bus services including on the

adjacent A96 corridor and there is a risk, therefore, that the introduction of rail services could abstract patronage

from the local bus market. The socio-economic data also suggests that populations within the catchments of

Sites S4 and S5 have higher levels of car ownership and access, therefore the introduction of stations in these

areas may offer an alternative form of travel and reduce the demand for car use, supporting modal shift

objectives.


23

6. Environmental Constraints

Environmental constraints within a 1km buffer area of the rail corridor under consideration are provided in Figure

19. A more detailed version is provided as Appendix B.

Figure 19: Environmental Constaints located within 1km of Rail Corridor

A summary of key environmental constraints at each of the station sites is provided in Table 12.

Table 12: Summary of Environmental Constraints at Potential Station Sites

Potential Station Site Environmental Constraints at or immediately adjacent to site

S1 No major environmental constraints identified.

S2 Scheduled Monument constituting the former Aberdeenshire Canal located approximately 80m to the south of the station site within the playground

12.



S5 Ancient Woodland inventory area located across the site.

12

https://www.aberdeencity.gov.uk/sites/default/files/2018-06/Scheduled%20Monuments.pdf

https://www.aberdeencity.gov.uk/sites/default/files/2018-06/Scheduled%20Monuments.pdf


24

7. Key Findings

7.1 Introduction

Using the information gathered in Sections 2 to 6 of this Technical Note, the following section presents a

summary of the key problems, issues, opportunities and constraints associated with each of the potential station

sites. Based on these identified issues, a high level assessment matrix has been prepared to inform decision-

making regarding which site (of S1, S2 and S3) should be taken forward to operational assessment.

7.2 Summary of Problems, Issues, Opportunities and Constraints

Table 13 to Table 17 presents a summary of the key problems, issues, opportunities and constraints associated

with each of the potential station sites under consideration.

Table 13: Site S1: Problems, Issues, Opportunities and Constraints Summary

Problems Source

Site is located immediately adjacent to a site allocated for potential residential redevelopment (site OP68) as well as an electricity substation which could constrain any station footprint or potential Park and Ride facility.

Future Catchment Comparison, Station Site Accessibility

Issues Source

The surrounding residential properties to the site are already well served by frequent bus services including the 17, 18, 727, X80 and 19 services. Approximately 17% of existing surrounding residents already use the bus to travel to their place of work or study. Introduction of rail services would likely lead to abstraction from the current bus market in this area.

Station Site Accessibility, Existing Socio-Economic and Travel Behaviour Context

There are a low number of inward commuting trips to the Woodside area close to the potential station site considering the low number of key employers located nearby.

Existing Socio-Economic and Travel Behaviour Context

Opportunities Source

The site has the largest residential catchment of the five potential sites given that approximately 12,500 residents currently live within 800m proximity.

Existing Catchment Comparison

The site is located within 800m of several key facilities or employers including St Machar Road Industrial Area and St Machar Academy. The University of Aberdeen, Kittybrewster Retail Park, Berryden Retail Park and Aberdeen City Council Roads Depot are located within 1600m proximity (approximately 20 minute walk).


There are four small sites allocated in the Aberdeen LDP (2017) for residential development located within 800m proximity which could increase the residential catchment in future.

Future Development Impact

Most local residents living within the Woodside area travel to work in locations within Dyce and Aberdeen City Centre. These areas are currently located on the railway corridor and any new station site could facilitate improved access to these areas.


The surrounding areas adjacent to the station are ranked within the lowest SIMD decile. A new station site could potentially enhance employment accessibility which may support regeneration and economic development objectives.


The site is located within 500m proximity of NCN Route 1 which could afford onward cycling connectivity with key destinations.

Station Site Accessibility

The site is located close to the strategic road network including Great Northern Road (A96) and Gordon Mill’s Road which affords onward connectivity with the Diamond Bridge.


There could be an opportunity to explore the feasibility of potentially incorporating a small Park and Ride facility to the east of OP68.


Constraints Source

There is already a relatively low number of people travelling to work or study by car (approximately 35%) in the surrounding residential communities. This suggests there may be a limited opportunity to promote modal shift away from car modes. There is also a risk that introduction of new rail services is at the expense of the local bus market.


Vehicular access to the site could be constrained by Western Road considering its constrained width, on-street parking and given it is bound by residential properties on both sides.



25


Problems Source

There are no major facilities or employers located within 800m proximity of this potential station site. Accordingly, the station would likely be limited to acting as an origin station only.


Issues Source

The surrounding residential properties to the site are already well served by frequent bus services including Services 17, 18, 727, X80 and 19. Approximately 18% of existing surrounding residents already use the bus to travel to their place of work or study.





The existing residential catchment located within 800m of the potential site constitutes approximately 12,000 residents which is the second highest of the five potential station sites.


Most local residents living within the Woodside area travel to work in locations within Dyce and Aberdeen City Centre. These areas are currently located on the railway corridor and any new station site could facilitate access to these areas.


There is a large site allocated for up to 300 homes in the Aberdeen City LDP (2017) (Site OP25) that is partially located within an 800m walk of the site. This could increase the residential catchment in future.


Whilst out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase Park and Ride demand if a station was to be developed at this site.


The surrounding areas adjacent to the station are ranked within the lowest SIMD decile. A new station site could potentially enhance employment accessibility which may support any regeneration or economic development objectives of the area.


The feasibility of incorporating a formal Park and Ride facility on the existing site of Woodside Playing Field could be explored further.


The site is located immediately adjacent to NCN Route 1 and 100m to the south of shared use paths on Great Northern Road.


The site is located adjacent to the strategic road network including Great Northern Road (A96) whilst the Haudagain Roundabout, which offers connectivity with the A92 (formerly A90), is located approximately 900m to the west.


Constraints Source

Station Road has a very limited corner radii and visibility whilst there is a height restriction beneath the railway. This could constrain it as a vehicular access route.


The footway on Don Terrace is narrow and does not go all the way to Station Road, while access from Great Northern Road may be problematic due to level differences.


There is an area designated as a scheduled monument constituting the remains of Aberdeenshire Canal and a bridge located at the southern end of Woodside Playing Field which could constrain any Park and Ride facility.

Environmental Constraints


Problems Source

The site is located remotely from key employers or facilities located within both an 800m and 1600m proximity. Accordingly, the station would likely be limited to acting as an origin station only.


The existing residential catchment of the potential station site is lower than both S1 and S2 with approximately 9,000 residents living within an 800m proximity.


Issues Source

The surrounding residential properties to the site are already well served by frequent bus services including Services 17, 18, 727, X80 and 23. Approximately 20% of existing surrounding residents already use the bus to travel to their place of work or study which is higher than both S1 and S2.






26

Most local residents living within the Woodside area travel to work in locations within Dyce and Aberdeen City Centre. These areas are currently located on the railway corridor and any new station site could facilitate access to these areas.


There are sites allocated for residential development in the Aberdeen City LDP (2017) located at OP25, OP65 and OP66 that are all located within 800m proximity and could increase the future residential population catchment.


Whilst out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase park and ride demand were a station to be developed at this site.


Surrounding areas adjacent to the station are ranked within a low SIMD decile. A new station site could potentially enhance employment accessibility which may regenerate the area.


Potential site located approximately 100m to the south of NCN Route 1 as well as 50m to the north of shared use paths on Great Northern Road.


Potential site located adjacent to the strategic road network including Great Northern Road (A96) whilst the Haudagain Roundabout affording connectivity with the A92 (formerly A90) is located approximately 150m to the south west.


There could be an opportunity to explore the feasibility of a potential park and ride site to the east of the electricity substation.


Constraints Source

The presence of an allocated residential site at OP25 as well as a large electricity substation could limit the opportunity to provide a park and ride facility.


Vehicular access routes on Station Road are constrained at present given the limited width and constraints further east in the vicinity of S2.



Problems Source

The opportunity to provide a station or a Park and Ride facility immediately at the site likely to be constrained by the presence of residential properties to the west and the A947 immediately to the east.


Issues Source

The existing residential population residing within 800m proximity is lower than other sites at S1, S2, S3 and Dyce Station.


There are a high proportion of residents living locally who currently commute to workplaces located relatively locally within the Dyce and Bucksburn areas which could limit commuting rail demand amongst local residents.



The site would likely be located within approximately 800m proximity of part of the new TECA site currently under construction. In addition, key employers including BP Offices and the Wellheads Industrial Estate are located within 1600m of the site.

Existing Catchment Comparison, Future Development Impact

The resident catchment within 800m may notably increase if allocated residential development sites at OP14, OP16 and OP17 are developed (at least 1,400 homes).


Whilst located out with 800m proximity, development of large residential sites at OP20, OP21 and OP22 could increase park and ride demand if a station were to be developed.


The proportion of existing residents that live within 800m proximity and travel to work or their place of study by car is the second highest of all station sites under consideration. This suggests there may be an opportunity to encourage modal shift.


There is a high proportion of local residents who live within 800m of the potential station site that are in full time or part time employment (approximately 65%) which is the highest of all potential station sites.


Existing bus stops currently located locally to the site are served by bus services which operate at a half hourly frequency. This is the lowest frequency of all potential station sites.


NCN Route 1 located immediately adjacent to the potential station site on the A947. Station Site Accessibility

The potential site benefits from its close proximity to the strategic road network including the A947 and the A96 which is located approximately 500m to the south.


Constraints Source

There could be limited opportunity for pedestrians directly accessing residential streets to the west due to the presence of residential properties. This could constrain any walking



27

route to the new TECA site.

There is no bridge connection across the River Don located nearby which could constrain accessibility from the allocated residential development from OP9.

Future Development Impact, Station Site Accessibility

There are limited gap sites around the site for a car park, although the feasibility of providing a potential remote Park and Ride site on the existing location of playing fields located approximately 200m to the west could be explored further.



Problems Source

The opportunity to provide a station or a Park and Ride facility immediately at the site likely to be constrained by the close presence of industrial units to the west and the A947 immediately to the east.


The residential population (approximately 2,000) residing within 800m proximity of the potential station site is the lowest of all station sites under consideration, including Dyce. As a comparison, the existing Dyce station (for which S5 may be considered as a potential replacement station) has a catchment population of over 4,000.


Issues Source

There are a high proportion of residents living locally who currently commute to workplaces located relatively locally within the Dyce and Bucksburn areas which could limit commuting rail demand amongst local residents.



The potential site is located within 800m proximity of a number of key employers including BP, Baker Hughes as well as the Wellheads Industrial Estate.


There are a number of key facilities including the new TECA, Aberdeen International Business Park and Dyce town centre located within 1600m proximity of the site.


The resident population living within an 800m catchment could be increased if the allocated residential development at site OP17 is developed.


The proportion of existing residents that live within 800m proximity and travel to work or their place of study by car is the highest of all station sites under consideration. This suggests there may be an opportunity to encourage modal shift.


Output areas located adjacent to S5 have a very high number of inward commuting trips given the proximity of key employers (approximately 19,000).


NCN Route 1 is located immediately adjacent to the potential station site on the A947 Station Site Accessibility

Constraints Source

Part of the potential site is located within an area containing ancient woodland inventory which could constrain any station development.

Environmental Constraints

There is no bridge connection across the River Don located nearby which could constrain accessibility from the allocated residential development from OP9.

Future Development Impact, Station Site Accessibility

7.3 Site Selection Process

To inform which sites should be taken forward for operational assessment, a high level assessment has been

undertaken considering each site’s performance against various planning criteria, as presented in Table 18. In

preparing this assessment, a RAG (Red, Amber, Green) assessment approach has been adopted whereby:

Site conditions could positively support new station development

Unknown Impact against performance criteria

Site conditions would be unlikely to support new station development

Where appropriate, appropriate supporting information has also been provided.

While the assessment is focussed on informing a decision about the relative merits of taking forward one site out

of S1, S2 and S3, the high level assessment has been completed for each of the sites.


28

Table 18: Summary of Stations Sites Key Planning Criteria Review

Criteria S1 S2 S3 S4 S5

Existing Resident Population Catchment (800m)

(12,650)

(11,733)

(9,384)

-

(3,903)

-

(2,317)

Potential Population Catchment Growth from Future Development (800m)

(Minor developments

unlikely to support rail patronage)

-

(Potentially major developments in vicinity of site but

would require improved access

and parking)

-

(Potentially major developments in vicinity of site but

would require improved access

and parking)

-

(Large developments

within immediate vicinity of site, incl.

TECA)

-

(Potentially major developments in vicinity of site but would require car parking and other

infrastructure)

Key Employers or Facilities located within 800m

-

(Limited key employers and facilities located within immediate

site vicinity)

(Site would be restricted to acting

primarily as an origin station, with

limited key destinations and

employers located within immediate

site vicinity)

(Site would be restricted to acting as an origin station,

with limited key destinations and

employers located within immediate

site vicinity)

(TECA located within immediate

site vicinity)

(Major employers located within immediate site

vicinity)

Key Employers or Facilities located within 800m – 1600m

(Aberdeen University and

other employment sites located just

outside immediate site vicinity)

-

(Limited number of employers and

destinations located just outside

immediate vicinity of site but would

require car parking)

(Site would be restricted to acting as an origin station,

with limited key destinations and

employers located within site vicinity)

(Major employers located out with immediate site

vicinity)

(Major employers and destinations

(TECA) located out with immediate site

vicinity)

No environmental constraints at or adjacent to site

(None identified)

(Scheduled monument could

constrain any Park and Ride facility)

(None identified)

(None identified)

Yes

(Part of site located within an area

containing ancient woodland)

Existing Nearby Pedestrian Routes and Provision

(Established walking routes providing good connectivity for

surrounding community)

-

(Some existing pedestrian inks but

also issues associated with immediate site

access with constraints

associated with Don Terrace and

access from Great Northern Rroad)

-

(Limited existing pedestrian

infrastructure on Station road)

-

(Existing provision, although limited opportunity to directly access

some areas to/from station on foot due

to presence of residential

properties and no clear access route)

-

(Existing provision, although no

existing means to cross railway line at present and closed

crossing point 500m away)

Existing Nearby Cycling Routes and Provision

(NCN located near facility)

(Good provision – NCN and other

paths located within immediate vicinity

of site)

(Good provision – NCN and other

paths located within immediate vicinity

of site)

(Good provision – NCN located within immediate vicinity

of site)

(Good provision – NCN located within immediate vicinity

of site)

Existing Nearby Bus Accessibility

(Numerous stops and services

nearby on key bus corridor)





-

(Bus stops and regular service located nearby)

--

(Bus stops and regular service located nearby)

Existing Accessibility from Nearby Strategic Roads

(Site located near Great Northern

Road and Diamond Bridge, providing

onward connectivity to Bridge of Don)

(Site located near Great Northern Road and is in

close proximity to Haudagain

Roundabout,

(Site located near Haudagain

Roundabout, although access

road/junction to site unclear at this

(Site in close proximity to A96

and A947)

-

(Site located immediately to east

of A947)


29

Criteria S1 S2 S3 S4 S5

although access road/junction to site

considered substandard for

station access and would require improvement).

stage)

Land / Gap Site availability to provide Park and Ride provision

(Limited land likely to be available for

car park)

-

(Potential land availability but requires further investigation)

-


-


-


Informed by this assessment, a summary of the site credentials is provided below.

7.3.1 Sites S1, S2, S3

In terms of potential sites at S1, S2 and S3, a review of existing catchments has demonstrated that S1 would be

anticipated to offer the greatest potential to attract potential users considering it provides the largest resident

population residing within 800m. In addition, there would likely be more key facilities or employers located within

both a 800m and 1600m proximity at S1 than in comparison to both S2 and S3, with potential destinations

including the University of Aberdeen. The site could also benefit from its close proximity to bridge connections

over the River Don, offering accessibility communities located within Bridge of Don, albeit it is anticipated that

there may be limited opportunity to provide a Park and Ride facility at S1 due to constraints presented by existing

access routes and a lack of land availability; this could be offset by its large walking catchment. There is a slightly

increased prospect of providing a Park and Ride facility at S2 and S3, however, it is considered that both sites

would remain very constrained and would require further assessment to determine their relative feasibility.

On the basis of the assessment, it is therefore recommended that Site S1 is taken forward to Operational

Assessment, with Sites S2 and S3 sifted from further consideration at this stage.

7.3.2 Site S4

A station site located at S4 would likely be located within approximately 800m of the new TECA site, however,

this would be dependent on onward pedestrian routing from any future station site via the existing Bankhead

residential area located to the west. Other key employers and facilities would also be located within 1600m of the

site.

It is considered that there may be limited opportunity to provide a Park and Ride site in the vicinity of S4 due to

vehicular and bus access constraints and a lack of land availability.

7.3.3 Site S5 and Dyce Station

The catchment review has demonstrated that S5 would have a lower residential catchment residing within an

800m in comparison to Dyce station at present. Despite this, key employers such as BP, Baker Hughes and

those within the Wellheads Industrial Estate would be located closer than Dyce Station. In addition, the new

TECA site would be located within 1600m of the site.

It is considered that there may be limited opportunity to provide a Park and Ride site in the vicinity of S5 due to

vehicular access constraints and a lack of land availability for the construction of a Park and Ride facility and the

potential environmental impact on designated ancient woodland.

It is also important to consider the significant legal implications of closing and reopening a station which would

require further consideration.


30

8. Summary and Recommendation

8.1 Overview

This Technical Note has been prepared to outline the relative merits of developing potential rail station sites in the

North West of Aberdeen between Aberdeen and Dyce Stations. In addition to providing contextual planning

information about each of the sites under consideration following a previous engineering compliance exercise,

through analysis of desk-based information including planning, transport, socio-economic and environmental data

the work has sought to identify which of three potential sites around Woodside/Tillydrone (S1, S2 and S3) would

be most preferable for taking forward to a future operational assessment. Although the scope of this review did

not include for providing a recommendation regarding Sites S4 and S5, information has also been presented to

set out the contextual planning situation at station sites at Bucksburn (S4) and at Stoneywood (S5).

8.2 Recommendations

Based on the analysis undertaken, it is recommended that Site S1 is taken forward for operational assessment

and Sites S2 and S3 are sifted from further consideration at this stage. Site S1 is considered to offer the greatest

potential owing to its large walking catchment and siting within relative proximity to a number of potential key

destinations, including the University of Aberdeen. In contrast, Sites S2 and S3 would be expected to be limited in

their scope, acting primarily as origin stations with limited employment sites and facilities nearby.

With regards to Site S4, this site has the potential to serve the new TECA site depending on the ability to provide

a clear pedestrian access route, which requires further investigation due to existing constraints. Further review,

including discussion with Council planners, may also be useful to better understand the potential for Park & Ride

provision to be created for the site.

Considering the relocation of Dyce Station to Site S5 would also require careful consideration as this would

constitute a station closure and reopening, which would have significant legal implications and may therefore be

challenging to deliver.

As indicated from this review, Site S5 would offer a lower residential catchment compared to the existing Dyce

Station, while the availability of potential Park & Ride is also unclear from the initial desktop study and would

benefit from discussion with Council planners. That said, the site would offer improved accessibility for major

employers in the area as well as the new TECA site.


31

Appendix A - Study Area Commuting Origin-Destinations

Figure B1: Origin Location for Commuting Trips to Woodside

Figure B2: Destination Location for Commuting Trips From Woodside


32

Figure B3: Origin Location for Commuting Trips To Bucksburn South

Figure B4: Destination Location for Commuting Trips From Bucksburn South


33

Figure B5: Origin Location for Commuting Trips To Bucksburn North

Figure B6: Destination Location for Commuting Trips From Bucksburn North


34

Figure B7: Origin Location for Commuting Trips To Dyce

Figure B8: Destination Location for Commuting Trips From Dyce


35

Appendix B - Environmental Constraints Mapping


AECOM 11

3. Planning Review of Compliant Station Sites

Operational Assessment

04


Operational Assessment

Client name Nestrans

Project name Aberdeen North West Stations Review

Date 07 March 2019

Project Number 60534852

Prepared by: S Roberts

Approved by: A Coates

Checked by: R Fraser


Revision No. Date of Revision: Description of Revision: Revision Made By: Approved by:

1 28/02/19 Operational feasibility of potential additional stations

S Roberts A Coates

1. Scope of Analysis

AECOM have investigated the operational

feasibility of potential additional stations S1/2/3,

S4, alternative station for Dyce (S5) as well as an

Airport Spur. An overview of the additional stations

under consideration is shown in Figure 1.1. They

have been examined in the context of committed

A2I infrastructure enhancements and with the

potential re-instatement of an Ellon branch, a pre-

condition of which is to reinstate double track

through the tunnels north of Aberdeen station1.

Operational feasibility has been assessed by

attempting to create a working timetable for a peak

hour that is compliant with Network Rail’s

operational planning rules. The aim is to show that

additional station stops can be accommodated in a

way that is operationally robust and compliant with

planning rules, or if this is not possible, to identify

what additional infrastructure may be needed to

achieve this.

The timetables are nominally based on the

December 2019 timetable. At the time of

undertaking the work the draft December 2019

timetable supplied by ScotRail was at an early

stage of development and unvalidated. Certain

key times of trains running beyond the study area

have been fixed based on this draft timetable.

2. Limitations

Operational planning and creation of working

timetables is a complex and time-consuming

process that requires many data inputs including

point to point running times, planning headways,

junction margins, station planning rules and so on. The interdependency of various elements of the rail

network means that full validation of a timetable requires a wide area to be considered and therefore

requires significant resource. To keep the scope manageable and appropriate to a study of this scale, only

sample peak hours have been created, and the area of validation limited to the sections of rail network

directly affected.

1 The feasibility of an Ellon Branch was subject to separate investigation as part of the Fraserburgh / Peterhead to Aberdeen Strategic

Transport Study (FPASTS); Ellon Rail Study (AECOM, 2017); See www.nestrans.org.uk/wp-content/uploads/2017/11/FPASTS-1plus-Ellon-Rail-Study_Final-Report.pdf

Figure 1.1: Potential Future Infrastructure Overview

http://www.nestrans.org.uk/wp-content/uploads/2017/11/FPASTS-1plus-Ellon-Rail-Study_Final-Report.pdf



The area of validation has been defined as Aberdeen to Inverurie and Ellon. This captures all of the existing

railway on which new stations would be built, and where the potential Ellon branch and Airport Spur would

diverge. All of the potential changes to infrastructure are located between Aberdeen and the existing station

at Dyce however the section between Dyce and Inverurie was included because:

At least two trains in the peak hour start or terminate at Inverurie and therefore their full journey north of

Aberdeen can be validated; and

Timetable options to be explored in this study potentially included changes to the number of services to

Inverurie.

Creation of a validated peak hour proves only that the train specification can be made to work in the area

considered. It does not guarantee the timetable can be implemented as constraints beyond that area could

create conflicts. To minimise the risk of conflicts beyond the area of validation the times of trains running

beyond the study area have been fixed at Aberdeen and Inverurie based on the draft December 2019

timetable. Affected services are Inverness – Aberdeen and Inverurie – Montrose. Note that in the draft

December 2019 timetable there is considerable variation from hour to hour in the times of these trains exiting

the area of validation, therefore the most common times were adopted. Platforming at Aberdeen has been

planned so that as far as possible there are no conflicts with services from the south that terminate at

Aberdeen and no conflicts have been identified, however full station working at Aberdeen was not reviewed

due to the draft status of the December 2019 timetable at the time of AECOM’s study.

3. Scenarios

The following timetable scenarios were investigated:

Table 3.1: Timetable Scenarios Investigated (all peak hour except where noted)

Station Options A2I Phase 1

Committed

Infrastructure

Ellon 2 tph scheme

Timetable basis: 1

(Dec 2019)

2

(Dec 2019 + Ellon

branch)

A No new stations A-1 (note 2) A-2 (note 3)

B S1/S2/S3 (one of) (note 1) B-1 B-2

C S4 C-1 C-2

D S5 (replacing Dyce) D-1 (note 4) D-2

E S1/S2/S3 (one of) +S4 E-1 E-2

F S1/S2/S3 (one of) + S5 (replacing Dyce) F-1 F-2

X Airport Spur investigation X–2 (note 5)

Y Off-Peak hour Y-2 (note 6)

Notes: 1 – The location of the station options S1/2/3 are so close together that only one (S2) was investigated to represent all three; 2 – This was not in AECOM’s original scope of work but had to be created by AECOM as the draft December 2019 timetable was at too early a stage of development to be used in this study; 3 – This was created based on the Ellon Rail Study undertaken in 2017 by AECOM for Nestrans; 4 – This option was not investigated as the operational impact of moving Dyce station from its existing location to S5 was considered to be negligible (it was found to add only ½ a minute in either direction which would apply to all passenger trains since all call at Dyce); 5 – As A-2 plus Airport Spur. 6 – As B-2 but off-peak with freight train.


4. Assumptions

4.1 Overview

The timetables are based on several critical assumptions such as: sectional running times, the signalling

headway, position of passing loops, the configuration of infrastructure between Inverurie and Aberdeen, and

the train service pattern between Inverurie and Aberdeen. The timetables were based on the following

assumptions:

4.2 Infrastructure

HLOS CP5 commitments for Aberdeen to Inverness Improvements Phase 1 are delivered which results

in double track from north of Aberdeen to Inverurie and resignalling of that section. Note that a short

section of single track will remain immediately north of Aberdeen station, through Schoolhill and

Hutcheon St tunnels.

ScotRail’s Rail Revolution introduces enhanced commuter services in Aberdeen, supported by a fleet of

DMUs (Diesel Multiple Unit trains) that were previously going to go off-lease. These services are

included in the base 2019 timetable developed by ScotRail.

The new station at Kintore is assumed to be in use. It is assumed that in the peak hour Aberdeen –

Inverurie and Montrose – Inverurie trains would stop here, while Aberdeen – Inverness do not have to.

The potential Ellon branch would be single line and:

─ connected to the Aberdeen – Inverness line at Dyce via a flat junction at the north end of Dyce

station2;

─ to support a 2 tph service passing loops of approximately 1 mile in length are provided at

Newmachar; and

─ double track is reinstated through the tunnels north of Aberdeen station eliminating the existing

single track section.

Any changes needed at Aberdeen Station are to be proposed (changes are required, see section 0).

The Ellon branch infrastructure and train service is as per Option 2 of the 2017 Ellon Rail Feasibility study3.

This applied to scenarios A-2 to Y-2.

Figure 4.1: Ellon Branch Infrastructure

2 This differs from the original layout of the Formartine and Buchan Railway due to development that has taken place since closure,

particularly the creation of Dyce station car park and access road on the site of the branch platform. 3 Ellon Rail Study, AECOM (2017). Available at www.nestrans.org.uk/wp-content/uploads/2017/11/FPASTS-1plus-Ellon-Rail-

Study_Final-Report.pdf




4.3 Timetable Planning Rules

2019 v4.0 Timetable Planning Rules were applied except where there is new or different infrastructure, in

which case professional judgement has been used. A clarification was received from Network Rail that a 3

minute margin could be used at Berryden Junction rather than the 5 minutes proposed in v4.0 of the 2019

Timetable Planning Rules.

Train planning rules for the Ellon branch remain as they were reported in the 2017 AECOM Ellon Rail study.

Planning rules were assumed for the changes at Aberdeen station, as found necessary (see Section 0).

Planning rules were assumed for the potential Airport Spur option.

4.4 Sectional Running Times

December 2019 Sectional Running Times (SRTs) were provided by ScotRail. To assess the impact on SRTs

of the potential new station sites and Airport Spur option subject to investigation through this study, AECOM’s

running time calculation tool ARTEM was used. To minimise any risk of under-estimation of running times

ARTEM was used to calculate SRTs with and without the additional stations, and the difference was then

added to the SRTs supplied by ScotRail to create the SRTs used in this assessment. Exceptions to this are

the Ellon branch and Airport Spur options where no ScotRail or other SRTs exist; these were calculated

using ARTEM.

4.5 Train Service Specification

The peak hour train service was assumed to consist of:

1 train per hour between Aberdeen and Inverness;

1 train per hour between Aberdeen and Inverurie;

1 train per hour between Montrose and Inverurie;

1 extra Aberdeen – Inverurie services if possible; and

2 Aberdeen – Ellon trains in the Ellon branch scenarios.

Stopping patterns were assumed as follows, applying in both directions. The rationale for stopping patterns is

explained in Table 4.2

Table 4.1: Stopping Patterns

PEAK

HOURS

1

Aberdeen

–

Inverness

2

Montrose –

Inverurie

3

Aberdeen

–

Inverurie

4

Aberdeen

– Inverurie

EXTRA

5

Aberdeen

– Ellon

6

Aberdeen

– Ellon

A1

Aberdeen -

Airport

A2

Aberdeen -

Airport

Main line

Aberdeen ● ● ● ● ○ ○ ○ ○ S1/2/3 ○ ○ ○ ○ ○ S4 ○ ○ ○ ○ ○ Dyce or S5 ● ● ● ● ○ ○ Kintore ● ● ● Inverurie ● ● ● ● Ellon branch


Newmachar ○ ○ Ellon ○ ○ Airport Spur

The Event

Complex

Aberdeen

○ ○

Aberdeen

Airport ○ ○

OFF-PEAK

HOURS

1

Aberdeen

–

Inverness

2

Montrose –

Inverurie

3

Aberdeen

–

Inverurie

4

Aberdeen

– Inverurie

EXTRA

5

Aberdeen

– Ellon

6

Aberdeen

– Ellon

A1

Aberdeen -

Airport

A2

Aberdeen -

Airport

Main line

Aberdeen ● ● ● D

oes n

ot ru

n o

ff-p

eak

○ ○ ○ ○ S1/2/3 ○ ○ S4 ○ ○ Dyce or S5 ● ● ● ○ ○ Kintore ● ● ● Inverurie ● ● ● Ellon branch

Newmachar ○ ○ Ellon ○ ○ Airport Spur

The Event

Complex

Aberdeen

○ ○

Aberdeen

Airport ○ ○

Note: solid circles (●) apply in all scenarios, hollow circles (○) apply only in scenarios that include those

stations.

Table 4.2: Rationale for Stopping Patterns

Station Notes

Aberdeen All trains call.

S1/2/3 and S4 In off-peak hours they could be served either by the Aberdeen/Montrose – Inverurie service,

or the Aberdeen – Ellon service, either option giving 2 tph to Aberdeen. In peak hours they

can be served by both the Aberdeen/Montrose – Inverurie and Aberdeen – Ellon services,

and also the Aberdeen – Inverurie extra service to maximise commuting opportunities. If this

level of service is not required stops at S1/2/3 and S4 could be deleted from some trains e.g.

from the Ellon trains, and the timetables will still work.


Dyce or S5 All trains passing through Dyce call at Dyce, in scenarios where S5 replaces Dyce all trains

call at S5.

Kintore In off-peak hours the Aberdeen – Inverness service calls at Kintore to provide 3 tph to

Aberdeen, in the peak hour the additional Aberdeen – Inverurie service provides the third

call, allowing the Aberdeen – Inverness journey time to be minimised. If required the

Aberdeen – Inverness service can call at Kintore in the peak to give 4 tph with minor

adjustments to the timetable.

Ellon and

Newmachar

Served by a 2 tph service at all times because 2 tph is the minimum service considered

viable, and the design of the branch prevents running of any more trains in the peak hours.

The Event

Complex

Aberdeen

(‘TECA’) and

Aberdeen Airport

Served by a 2 tph service from Aberdeen. The scope of AECOM’s operational assessment of

the Airport Spur was only to prove whether some form of airport service was viable, hence

other options, including use of the connection to the north have not been investigated.

Fixed times for trains running beyond the area of validation were taken from the draft December 2019

timetable as shown in Table 4.3 below. In the draft December 2019 timetable there is considerable variation

from hour to hour in the times of trains exiting the area of validation, therefore the most common times were

adopted.

Table 4.3: Fixed Times taken from draft December 2019 Timetable

Location Down

Inverness

Down Montrose -

Inverurie Up Inverness

Up Inverurie

- Montrose

Aberdeen xx:15 (dep) xx.29 (arr) xx.25 (dep)

% of trains in the draft Dec 2019

timetable that are within 2

minutes of this time

36% 58% 78%

Inverurie xx.15 (arr)

% of trains in the draft Dec 2019

timetable that are within 2

minutes of this time

25%


5. Findings

The following sections outline the findings from the operational assessment of the timetable scenarios

investigated.

5.1 Impact on Journey Times

Journey times are increased by calling at additional stations due to the deceleration and acceleration time to

make the call, and the dwell time at the station. After calculating new SRTs the direct impact on journey times

can be summarised as:

Stopping at S1/2/3 adds 2½ minutes to train journeys

Stopping at S4 adds 2 minutes

Stopping at both S1/2/3 and S4 adds 4½ minutes

Relocating Dyce station to S5 add ½ minute

Full details are given in Appendix A which presents sample working timetables for each of the assessed

scenarios. In any given timetable journey times may be further increased if it is necessary to insert pathing

time to avoid conflicts between trains.

5.2 Timetable Feasibility

All of the scenarios A-1 to F-2 were found to be feasible4, and in all timetables an additional Aberdeen –

Inverurie service has been accommodated. Timetables and platform occupation charts are provided in

Appendix A.

Timetabled journey times between Aberdeen and Inverurie or Ellon vary among scenarios as follows:

Down5 direction

Aberdeen - Inverness service 20½ - 21 minutes;

Montrose / Aberdeen - Inverurie services 23 – 28 minutes;

Aberdeen – Ellon services 26 – 31 minutes.

Up direction

Inverness - Aberdeen service 22½ - 23 minutes;

Inverurie - Montrose / Aberdeen services 25½ – 30½ minutes;

Ellon - Aberdeen services 27 – 32 minutes.

Journey times for each option are provided in Appendix A.

Additional infrastructure is required at Aberdeen Station to accommodate scenarios A-2 to Y-2. In other

words it is the presence of the additional trains, not the additional stations between Dyce and Aberdeen, that

triggers the requirement for additional infrastructure at Aberdeen Station. This is partly due to re-instatement

of double track through the tunnels north of Aberdeen Station as this will likely result in the loss of the north

siding, which could be used for holding units between working Ellon branch trains. The arrangement required

is indicated in the sketches presented in Figure 5.1, where the proposed alternative offers greater platform

capacity and flexibility than the north siding.

4 Note option D-1 was not specifically investigated but should be feasible given the very small impact on journey times (½ minute) and

uniform impact on passenger services. 5 The ‘Down’ direction is always away from London, in this case northbound, while the ‘Up’ direction is towards London i.e. southbound.


Existing Arrangement (applied in options A-1 to F-1)

Proposed Arrangement 1: Do Minimum

6 (applied to options A-2 to F-

2 and Y-2)

Proposed Arrangement 2 (applied in scenario X-2)

Figure 5.1: Changes Proposed to Aberdeen Station

The sketch on the left shows the current arrangement, the centre sketch shows the minimum additional

infrastructure needed to support the timetables developed in this study. The sketch on the right shows a

variation that provides much greater operational flexibility and may be useful to other train services, as well

as contributing to timetable performance and flexibility during engineering works.

The following timetable planning rules were assumed to apply to this piece of infrastructure (as shown in the

centre sketch only) in addition to those that already apply at Aberdeen Station:

Margin between a movement from the north on the Up line into Platform 8 and departure from Platform 6

or 7 in the down direction: 3 minutes before a down movement, or 2 minutes after.

Adjustment to running time for a movement from the north on the Up line into Platform 8: ½ minute “{½}”

in anticipation of approach-controlled signalling applying to this route due to the track geometry potentially

resulting in a low speed diverging route through the turnout used to access the north end of Platform 8.

5.3 Off-Peak Hour

While the peak hour is challenging to timetable in terms of the number of trains, and particularly platforming

at Aberdeen, the off-peak hours have the challenge of accommodating a freight path. As per AECOM’s

scope an off-peak hour was created for a single scenario (Y-2), based on scenario B-2 for the following

reasons:

Table 5.1: Rationale for Off-Peak Scenario

Reason Explanation Scenarios

Eliminated

More trains Scenarios A-1 to F-1 have the constraint of single track north of

Aberdeen, however the presence of more trains in scenarios A-2 to

F-2 was felt to provide a more stringent test of feasibility, particularly

as Up freight trains from Raiths Farm have to run on the Down line

through Dyce Station which is at least as difficult to timetable as the

single line section in scenarios A-1 to F-1.

A-1 to F-1

6 With reference to the “Do Minimum’ in Figure 5.1, this refers to the least amount of additional infrastructure that would be required at

Aberdeen Station to support scenarios A-2 to F2 and Y2. As illustrated in Figure 5.1, additional infrastructure beyond the “Do Minimum” would be required to support the operation of Scenario X-2.


New stations The purpose of this study is to explore the impact of additional

stations, therefore scenarios A-2 and D-2 would not provide a useful

test of feasibility as they contain no additional stations.

A-2, D-2

Speed differential Freight trains are challenging to path because they are slower than

passenger trains. Adding more station calls to passenger trains

reduces the speed differential with freight trains, and so scenarios

with more additional stations (e.g. E-2) are likely less challenging

than scenarios with only one additional station.

E-2

Of scenarios B-2, C-2 and F-2, scenario B-2 was chosen for operational assessment with analysis showing

that the off-peak hour with freight train path would be feasible.

Currently three principle freight flows use the railway between Aberdeen and Inverurie:

From the south to Aberdeen Waterloo

From the south to Raiths Farm

From the south to Elgin or Inverness

In addition engineering trains occasionally run.

In scenario Y-2, a generic freight path to Raiths Farm was targeted, available in each off-peak daytime hour

that could potentially be adapted to support the other freight flows. The original intention was to create both

Up and Down freight paths that can run independently, but due to the timetabling constraints a compromise

of creating mutually exclusive Up and Down paths has been resorted to. In this option either the Up or Down

path can operate in any single hour, but not both. It is unlikely this would present a significant constraint to

freight train operation on a frequent basis. However, in the hours that the Up freight path runs from Raiths

Farm, the down Montrose – Inverurie needs to run five minutes later.

It should be noted that the different freight flows have different ‘timing loads’ reflecting the speed and weight

of the train. The principle used in this study was to create a moderately slow freight path to accommodate the

slower, heavier Class 6 freight trains. In reality some freight trains will be faster than the path allows for and

therefore less challenging to accommodate, but others will not. Freight trains slower than the generic path

allows for could either be made faster by reducing train weight and operating more than one train, or

operated outside daytime hours when more capacity may be available.

It is to be noted that only the freight path to and from Raiths Farm has been validated.

5.4 Airport Spur

The Airport Spur option was tested based on the A-2 timetable. The A-2 timetable was used because:

Adding two airport services per hour, with a single track airport branch presents much the same

challenge as adding the Ellon branch services. It was found in the Ellon study that to accommodate an

additional 2 tph the single track section north of Aberdeen would need to be eliminated, therefore using

option A-1 as a basis for examining the Airport Spur would likely lead to the same findings as the Ellon

study.

There are more trains in A-2, therefore if it can be achieved in A-2 it should be achievable in other

scenarios.

Two trains were added in the peak hour between Aberdeen and the Airport calling only at The Event

Complex Aberdeen (TECA) and the Airport. SRT’s were estimated based on the alignment shown in the

Airport Spur Review Technical Note, but are approximate given the high level nature of the

engineering/alignment assessment.

Timetable planning rules assumed were:

Only one train can use the spur at a time because it is single track throughout.

1 minute engineering allowance is required for Aberdeen – Airport service (the same as Aberdeen –

Inverurie services and Aberdeen - Ellon).

The new junction with the mainline would require a margin of three minutes between any conflicting

movements.


It was found to be possible to operate the two additional airport trains, however to make this work:

Trains would be required to make the minimum turnaround at the airport (4 minutes) which is not ideal

from a performance point of view, and possibly more so at an Airport Station where there may be

significant volumes of luggage.

To make the platforming work at Aberdeen Station, the airport trains would be required to inter-work with

Ellon branch trains. This is potentially undesirable as the units used on the airport trains are likely to be

modified to have additional luggage capacity, which would be wasted while they work the Ellon branch

and means a larger number of units need to be so adapted.

To make the platforming work at Aberdeen Station, the track layout would need to support simultaneous

southbound arrivals into Platform 7 and northbound departures from Platform 8 – this is more than the ‘Do

Minimum’ option shown in Figure 5.1.

Potential changes that could possibly eliminate these non-ideal features are:

Provision of two platforms at the airport (number of platforms is not currently specified, so only one was

assumed as a starting point).

Double tracking the Airport Spur.

Provision of more platform capacity at Aberdeen e.g. a 9th platform.

If the Ellon branch trains are absent, the ‘Do Minimum’ option shown in Figure 5.1 could support the Airport

Spur services.


6. Summary

6.1 Additional and/or Relocated Stations

Scenarios B-1 to F-2 were designed to test the feasibility of introducing potential additional stations on the

Aberdeen – Dyce railway and/or re-locating Dyce Station itself. This operational assessment has found that -

in scenarios with the A2I Phase 1 committed infrastructure in place - each of these options are feasible in the

peak hour, and the potential level of service, i.e. trains per hour, that can be provided is much higher than

now. These station options could be overlaid on the December 2019 timetable without too much difficulty

(scenarios B-1 to F-1). With the Ellon branch present, with associated infrastructure enhancements in place

on the approaches to Aberdeen and at Aberdeen Station (i.e. Scenario A2), then the operational assessment

has found that each of the new station options (scenarios B-2 to F2) are feasible in the peak hour.

6.2 Off-Peak Hour

A single off-peak scenario was tested to determine if the potential additional stations would preclude the

operation of freight trains during the off-peak. This operational assessment has shown that it is unlikely the

additional stations would preclude the operation of freight trains, and it has been demonstrated to work for

one scenario.

6.3 Airport Spur

The scope of AECOM’s operational assessment of the Airport Spur was to identify whether some form of

airport service was viable to inform further discussion and development of this concept. The findings of this

study do not show it is unviable operationally. There are many potential variations in how the Airport Spur

could be served by trains, either in isolation or with other schemes in place such as additional stations and/or

the Ellon branch. The viability of any of these schemes and whether they require further additional

infrastructure e.g. at Aberdeen, can only be assessed when a firmer train service specification is developed.

6.4 Additional Infrastructure

As found in the operational assessment of scenarios A-2 to F-2, and any Airport Spur scenario, additional

platform capacity is required at Aberdeen Station to handle additional services to the north (see Figure 6.1).

The disused/derelict platforms on the west side of the station offer the potential for developing one or two

additional platforms. For either the Ellon branch or Airport Spur (but not both), as a minimum, one additional

platform with ‘single lead7’ access from only the north is needed, however more comprehensive

arrangements would offer greater benefits.

It is to be restated that the potential additional and/or relocated stations examined as part of this study do not

trigger the requirement for this additional infrastructure if no other schemes (e.g. Ellon branch or Airport

Spur) go ahead.

7 In a single lead arrangement, which minimises the number of S&C units, a southbound train could not arrive into platform 7 while a

northbound train departs platform 8.


Figure 6.1: Potential Infrastructure Enhancements at Aberdeen

Table 6.1 sets out how the additional platform provision could support new services.

Table 6.1: Capability of Different Levels of Infrastructure Enhancements at Aberdeen

Level of Provision Ellon Branch Airport Spur Ellon Branch & Airport Spur

‘Do Minimum’ provision Sufficient for either option but not both Not sufficient

‘Do Minimum’ plus simultaneous southbound arrivals into Platform 7 and northbound departures from Platform 8

Sufficient for either or both options

More comprehensive provision e.g. a ninth platform and/or access from the south

Supports either or both and provides additional benefits:

Supports services from the south

Provides resilience against day-to-day delays

Provides greater flexibility during engineering works

6.5 Conclusion

The findings from the operational assessment indicate that the potential additional or relocated stations on

the Aberdeen to Dyce railway line could be accommodated without the need for additional infrastructure in a

scenario with the A2I Phase 1 committed enhancements in place. As the rail network around Aberdeen is

developed to support more commuting by rail, airport access and so on, the operational challenge primarily

stems from adding additional services, and that requires infrastructure enhancements such as:

Eliminating the single track section north of Aberdeen; and

Enhancements at Aberdeen to increase platform capacity and flexibility of operation.

N N N


Appendix A - Sample Working Timetables A-1 – Y-2


Scenario A-1

DOWN ABERDEEN TO INVERURIE

SERVICE 3 1 2 4Orig. Loc. Name Aberdeen Aberdeen Montrose Aberdeen

Dest. Loc. Name Inverurie Inverness Inverurie Inverurie

EXTRA

Aberdeen arr 17.29

plt 7 7 7 7

dep 17.00 17.15 17.30 17.45

Berryden Jn 17/02 17/17 17/32 17/47

S1/S2/S3 arr

dep

S4 arr

dep

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.08 17.23 17.38 17.53

plt 2 2 2 2

dep 17.09 17.24 17.39 17.54

Raiths Farm

Newmachar arr

dep

Ellon arr

plt

Kintore arr 17.16½ 17.46½ 18.01½

dep 17.17½ 17.47½ 18.02½

[1] [1] [1]

Inverurie arr 17.23 17.35½ 17.53 18.08

plt 1 1 1 1

dep 17.36½

UP INVERURIE TO ABERDEEN

1 3 4 2Inverness Inverurie Inverurie Inverurie

Aberdeen Aberdeen Aberdeen Montrose

EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.28 08.43 08.58

(½)

Kintore arr 08.33½ 08.49 09.03½

dep 08.34½ 08.50 09.04½

Ellon plt

dep

Newmachar arr

dep

Raiths Farm

Dyce arr 08.27½ 08.43½ 08.59 09.13½

plt 1 1 1 1

dep 08.28½ 08.44½ 09.00 09.14½

S5 / Dyce (New) arr

plt

dep

S4 arr

dep

S1/S2/S3 arr

dep

[2] [1] [1] [1]

Berryden Jn 08/36 08/51 09/06½ 09/21

Aberdeen arr 08.38½ 08.53½ 09.09 09.23½

plt 6 7 6 6

dep 9.25


Scenario B-1




EXTRA

Aberdeen arr 17.29

plt 7 7 7 7

dep 17.00 17.15 17.30 17.45

Berryden Jn 17/02 17/17 17/32 17/47

S1/S2/S3 arr 17.04½ 17.34½ 17.49½

dep 17.05½ 17.35½ 17.50½

S4 arr

dep

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.10½ 17.23 17.40½ 17.55½

plt 2 2 2 2

dep 17.11½ 17.24 17.41½ 17.56½

Raiths Farm

Newmachar arr

dep

Ellon arr

plt

Kintore arr 17.19 17.49 18.04

dep 17.20 17.50 18.05

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.26 17.35½ 17.56 18.11

plt 1 1 1 1

dep 17.36½




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.26 08.41 08.56

Kintore arr 08.31½ 08.46½ 09.01½

dep 08.32½ 08.47½ 09.02½

Ellon plt

dep

Newmachar arr

dep

Raiths Farm

Dyce arr 08.27½ 08.41½ 08.56½ 09.11½

plt 1 1 1 1

dep 08.28½ 08.42½ 08.57½ 09.12½

S5 / Dyce (New) arr

plt

dep

S4 arr

dep

S1/S2/S3 arr 08.46½ 09.01½ 09.16½

dep 08.47½ 09.02½ 09.17½

[2] [1] [1] [1]

Berryden Jn 08/36 08/51 09/06 09/21

Aberdeen arr 08.38½ 08.53½ 09.08½ 09.23½

plt 6 7 6 6

dep 9.25


Scenario C-1




EXTRA

Aberdeen arr 17.29

plt 7 7 7 7

dep 17.00 17.15 17.30 17.45

Berryden Jn 17/02 17/17 17/32 17/47

S1/S2/S3 arr

dep

S4 arr 17.05½ 17.35½ 17.50½

dep 17.06½ 17.36½ 17.51½

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.09½ 17.23 17.39½ 17.54½

plt 2 2 2 2

dep 17.10½ 17.24 17.40½ 17.55½

Raiths Farm

Newmachar arr

dep

Ellon arr

plt

Kintore arr 17.18 17.48 18.03

dep 17.19 17.49 18.04

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.25 17.35½ 17.55 18.10

plt 1 1 1 1

dep 17.36½




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.26 08.41 08.56

Kintore arr 08.31½ 08.46½ 09.01½

dep 08.32½ 08.47½ 09.02½

Ellon plt

dep

Newmachar arr

dep

Raiths Farm

Dyce arr 08.27½ 08.41½ 08.56½ 09.11½

plt 1 1 1 1

dep 08.28½ 08.42½ 08.57½ 09.12½

S5 / Dyce (New) arr

plt

dep

S4 arr 08.45 09.00 09.15

dep 08.46 09.01 09.16

S1/S2/S3 arr

dep

[2] [1] [1] [1]

Berryden Jn 08/36 08/51 09/06 09/21

Aberdeen arr 08.38½ 08.53½ 09.08½ 09.23½

plt 6 7 6 6

dep 9.25


Scenario E-1




EXTRA

Aberdeen arr 17.29

plt 7 7 7 7

dep 17.00 17.15 17.30 17.45

Berryden Jn 17/02 17/17 17/32 17/47

S1/S2/S3 arr 17.04½ 17.34½ 17.49½

dep 17.05½ 17.35½ 17.50½

S4 arr 17.08½ 17.38½ 17.53½

dep 17.09½ 17.39½ 17.54½

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.12½ 17.23 17.42½ 17.57½

plt 2 2 2 2

dep 17.13½ 17.24 17.43½ 17.58½

Raiths Farm

Newmachar arr

dep

Ellon arr

plt

Kintore arr 17.21 17.50 18.06

dep 17.22 17.51 18.07½

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.28 17.35½ 17.58 18.13

plt 1 1 1 1

dep 17.36½




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.23 08.39 08.53

(½) (½)

Kintore arr 08.29 08.44½ 08.59

dep 08.30 08.45½ 09.00

Ellon plt

dep

Newmachar arr

dep

Raiths Farm

Dyce arr 08.27½ 08.39 08.54½ 09.09

plt 1 1 1 1

dep 08.28½ 08.40 08.55½ 09.10

S5 / Dyce (New) arr

plt

dep

S4 arr 08.42½ 08.58 09.12½

dep 08.43½ 08.59 09.13½

S1/S2/S3 arr 08.46½ 09.02 09.16½

dep 08.47½ 09.03 09.17½

[2] [1] [1] [1]

Berryden Jn 08/36 08/51 09/06½ 09/21

Aberdeen arr 08.38½ 08.53½ 09.09 09.23½

plt 6 7 6 6

dep 9.25


Scenario F-1




EXTRA

Aberdeen arr 17.29

plt 7 7 7 7

dep 17.00 17.15 17.30 17.45

Berryden Jn 17/02 17/17 17/32 17/47

S1/S2/S3 arr 17.04½ 17.34½ 17.49½

dep 17.05½ 17.35½ 17.50½

S4 arr

dep

S5 / Dyce (New) arr 17.09½ 17.22½ 17.39½ 17.54½

plt

dep 17.10½ 17.23½ 17.40½ 17.55½

Dyce arr

plt

dep

Raiths Farm

Newmachar arr

dep

Ellon arr

plt

Kintore arr 17.19 17.49 18.04

dep 17.20 17.50 18.05

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.26 17.36 17.56 18.11

plt 1 1 1 1

dep 17.37




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.25 08.40 08.55

(½) (½)

Kintore arr 08.31 08.45½ 09.01

dep 08.32 08.46½ 09.02

Ellon plt

dep

Newmachar arr

dep

Raiths Farm

Dyce arr

plt

dep

S5 / Dyce (New) arr 08.28½ 08.42 08.56½ 09.12

plt

dep 08.29½ 08.43 08.57½ 09.13

S4 arr

dep

S1/S2/S3 arr 08.46½ 09.01 09.16½

dep 08.47½ 09.02 09.17½

[2] [1] [1] [1]

Berryden Jn 08/36½ 08/51 08/05½ 08/21

Aberdeen arr 08.39 08.53½ 09.08 09.23½

plt 6 7 6 6

dep 9.25


Scenario A-2

DOWN ABERDEEN TO INVERURIE & ELLON

SERVICE 3 5 1 2 6 4Orig. Loc. Name Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen

Dest. Loc. Name Inverurie Ellon Inverness Inverurie Ellon Inverurie

EXTRA

Aberdeen arr 17.29

plt 7 8 7 7 8 7

dep 17.00 17.11 17.15 17.30 17.41 17.50

Berryden Jn 17/02 17/13 17/17 17/32 17/44 17/52

S1/S2/S3 arr

dep

S4 arr

dep

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.08 17.19 17.23 17.38 17.49 17.58

plt 2 3 2 2 3 2

dep 17.09 17.20 17.24 17.39 17.50 17.59

Raiths Farm

Newmachar arr 17.26 17.56

dep 17.27 17.57

[1] [1]

Ellon arr 17.37 18.07

plt

Kintore arr 17.16½ 17.46½ 18.06½

dep 17.17½ 17.47½ 18.07½

[1] [1] [1]

Inverurie arr 17.23 17.35½ 17.53 18.13

plt 1 1 1 1

dep 17.36½

UP INVERURIE & ELLON TO ABERDEEN

1 6 3 4 5 2Inverness Ellon Inverurie Inverurie Ellon Inverurie

Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose

EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.28 08.43 08.58

(½)

Kintore arr 08.33½ 08.49 09.03½

dep 08.34½ 08.50 09.04½

Ellon plt

dep 08:17 08:47


dep 08.28 08.58

Raiths Farm

Dyce arr 08.27½ 08.33½ 08.43½ 08.59 09.03½ 09.13½

plt 1 3 1 1 3 1

dep 08.28½ 08.34½ 08.44½ 09.00 09.04½ 09.14½

S5 / Dyce (New) arr

plt

dep

S4 arr

dep

S1/S2/S3 arr

dep

[2] [1] [1] [1] [1] [1]

{½} {½}

Berryden Jn 08/36 08/41 08/51 09/06½ 09/11 09/21

Aberdeen arr 08.38½ 08.44 08.53½ 09.09 09.14 09.23½

plt 6 8 7 6 8 6

dep 9.25


Scenario B-2




EXTRA

Aberdeen arr 17.29

plt 7 8 7 7 8 7

dep 17.00 17.09 17.15 17.30 17.39 17.52

Berryden Jn 17/02 17/11 17/17 17/32 17/41 17/54

(½) (½)

S1/S2/S3 arr 17.04½ 17.14 17.34½ 17.44 17.56½

dep 17.05½ 17.15 17.35½ 17.45 17.57½

S4 arr

dep

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.10½ 17.20 17.23 17.40½ 17.50 18.02½

plt 2 3 2 2 3 2

dep 17.11½ 17.21 17.24 17.41½ 17.51 18.03½

Raiths Farm


dep 17.28 17.58

[1] [1]

Ellon arr 17.38 18.08

plt

Kintore arr 17.19 17.49 18.11

dep 17.20 17.50 18.12

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.26 17.35½ 17.56 18.18

plt 1 1 1 1

dep 17.36½




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.26 08.41 08.56

Kintore arr 08.31½ 08.46½ 09.01½

dep 08.32½ 08.47½ 09.02½

Ellon plt

dep 08:17 08:47


dep 08.28 08.58

Raiths Farm

Dyce arr 08.27½ 08.33½ 08.41½ 08.56½ 09.03½ 09.11½

plt 1 3 1 1 3 1

dep 08.28½ 08.34½ 08.42½ 08.57½ 09.04½ 09.12½

S5 / Dyce (New) arr

plt

dep

S4 arr

dep

S1/S2/S3 arr 08.38½ 08.46½ 09.01½ 09.08½ 09.16½

dep 08.39½ 08.47½ 09.02½ 09.09½ 09.17½

[2] [1] [1] [1] [1] [1]

{½} (½) {½} (2)

Berryden Jn 08/36 08/43½ 08/51 09/06½ 09/15½ 09/21

Aberdeen arr 08.38½ 08.46 08.53½ 09.09 09.18 09.23½

plt 6 8 7 6 8 6

dep 9.25


Scenario C-2




EXTRA

Aberdeen arr 17.29

plt 7 8 7 7 8 7

dep 17.00 17.10 17.15 17.30 17.40 17.52

Berryden Jn 17/02 17/12 17/17 17/32 17/42 17/54

(½) (½)

S1/S2/S3 arr

dep

S4 arr 17.05½ 17.16 17.35½ 17.46 17.57½

dep 17.06½ 17.17 17.36½ 17.47 17.58½

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.09½ 17.20 17.23 17.39½ 17.50 18.01½

plt 2 3 2 2 3 2

dep 17.10½ 17.21 17.24 17.40½ 17.51 18.02½

Raiths Farm


dep 17.28 17.58

[1] [1]

Ellon arr 17.38 18.08

plt

Kintore arr 17.18 17.48 18.10

dep 17.19 17.49 18.11

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.25 17.35½ 17.55 18.17

plt 1 1 1 1

dep 17.36½




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.26 08.41 08.56

Kintore arr 08.31½ 08.46½ 09.01½

dep 08.32½ 08.47½ 09.02½

Ellon plt

dep 08:17 08:47


dep 08.28 08.58

Raiths Farm

Dyce arr 08.27½ 08.33½ 08.41½ 08.56½ 09.03½ 09.11½

plt 1 3 1 1 3 1

dep 08.28½ 08.34½ 08.42½ 08.57½ 09.04½ 09.12½

S5 / Dyce (New) arr

plt

dep

S4 arr 08.37 08.45 09.00 09.07 09.15

dep 08.38 08.46 09.01 09.08 09.16

S1/S2/S3 arr

dep

[2] [1] [1] [1] [1] [1]

{½} (½) {½} (2)

Berryden Jn 08/36 08/44 08/51 09/06½ 09/16 09/21

Aberdeen arr 08.38½ 08.46 08.53½ 09.09 09.18 09.23½

plt 6 8 7 6 8 6

dep 9.25


Scenario D-2




EXTRA

Aberdeen arr 17.29

plt 7 8 7 7 8 7

dep 17.00 17.11 17.15 17.30 17.41 17.50

Berryden Jn 17/02 17/13 17/17 17/32 17/43 17/52

S1/S2/S3 arr

dep

S4 arr

dep

S5 / Dyce (New) arr 17.07½ 17.18½ 17.22½ 17.37½ 17.48½ 17.57½

plt

dep 17.08½ 17.19½ 17.23½ 17.38½ 17.49½ 17.58½

Dyce arr

dep

Ellon Branch Jn 17/10½ 17/21½ 17/25½ 17/40½ 17/51½ 18/00½

Raiths Farm (1) (1)


dep 17.28 17.58

[1] [1]

Ellon arr 17.38 18.08

plt

Kintore arr 17.17 17.47 18.07

dep 17.18 17.48 18.08

[1] [1] [1]

(1½) (½) (½)

Inverurie arr 17.25 17.36 17.54 18.14

plt 1 1 1 1

dep 17.37




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.27 08.39 08.57

Kintore arr 08.32½ 08.44½ 09.02½

dep 08.33½ 08.45½ 09.03½

Ellon plt

dep 08:17 08:47


dep 08.28 08.58

Raiths Farm (1)

Ellon Branch Jn 08/27 08/33 08/42 08/55 09/03 09/12

Dyce arr

plt

dep

S5 / Dyce (New) arr 08.28½ 08.34½ 08.43½ 08.56½ 09.04½ 09.13½

plt

dep 08.29½ 08.35½ 08.44½ 08.57½ 09.05½ 09.14½

S4 arr

dep

S1/S2/S3 arr

dep

[2] [1] [1] [1] [1] [1]

{½} (½) {½} (3½)

Berryden Jn 08/36½ 08/42½ 08/50½ 09/03½ 09/17½ 09/20½

Aberdeen arr 08.39 08.45 08.53 09.06 09.18 09.23

plt 6 8 7 6 8 6

dep 9.25


Scenario E-2




EXTRA

Aberdeen arr 17.29

plt 7 8 7 7 8 7

dep 17.00 17.07 17.15 17.30 17.37 17.52

Berryden Jn 17/02 17/09 17/17 17/32 17/39 17/54

(½) (½)

S1/S2/S3 arr 17.04½ 17.12 17.34½ 17.42 17.56½

dep 17.05½ 17.13 17.35½ 17.43 17.57½

S4 arr 17.08½ 17.16 17.38½ 17.46 18.00½

dep 17.09½ 17.17 17.39½ 17.47 18.01½

S5 / Dyce (New) arr

plt

dep

Dyce arr 17.12½ 17.20 17.23 17.42½ 17.50 18.04½

plt 2 3 2 2 3 2

dep 17.13½ 17.21 17.24 17.43½ 17.51 18.05½

Raiths Farm


dep 17.28 17.58

[1] [1]

Ellon arr 17.38 18.08

plt

Kintore arr 17.21 17.50 18.12

dep 17.22 17.51 18.13

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.28 17.35½ 17.58 18.20

plt 1 1 1 1

dep 17.36½




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.23 08.39 08.53

(½) (½)

Kintore arr 08.29 08.44½ 08.59

dep 08.30 08.45½ 09.00

Ellon plt

dep 08:17 08:47


dep 08.28 08.58

Raiths Farm

Dyce arr 08.27½ 08.33½ 08.39 08.54½ 09.03½ 09.09

plt 1 3 1 1 3 1

dep 08.28½ 08.34½ 08.40 08.55½ 09.04½ 09.10

S5 / Dyce (New) arr

plt

dep

S4 arr 08.37 08.42½ 08.58 09.07 09.12½

dep 08.38 08.43½ 08.59 09.08 09.13½

S1/S2/S3 arr 08.41 08.46½ 09.02 09.11 09.16½

dep 08.42 08.47½ 09.03 09.12 09.17½

[2] [1] [1] [1] [1] [1]

{½} (½) {½} (½)

Berryden Jn 08/36 08/45½ 08/51 09/06½ 09/15½ 09/21

Aberdeen arr 08.38½ 08.49 08.53½ 09.09 09.19 09.23½

plt 6 8 7 6 8 6

dep 9.25


Scenario F-2




EXTRA

Aberdeen arr 17.29

plt 7 8 7 7 8 7

dep 17.00 17.09 17.15 17.30 17.39 17.50

Berryden Jn 17/02 17/11 17/17 17/32 17/41 17/52

S1/S2/S3 arr 17.04½ 17.13½ 17.34½ 17.43½ 17.54½

dep 17.05½ 17.14½ 17.35½ 17.44½ 17.55½

S4 arr

dep

S5 / Dyce (New) arr 17.09½ 17.18½ 17.22½ 17.39½ 17.48½ 17.59½

plt

dep 17.10½ 17.19½ 17.23½ 17.40½ 17.49½ 18.00½

Dyce arr

dep

Ellon Branch Jn 17/12½ 17/21½ 17/25½ 17/42½ 17/51½ 18/02½

Raiths Farm (1) (1)


dep 17.28 17.58

[1] [1]

Ellon arr 17.38 18.08

plt

Kintore arr 17.19 17.49 18.09

dep 17.20 17.50 18.10

[1] [1] [1]

(½) (½) (½)

Inverurie arr 17.26 17.36 17.56 18.16

plt 1 1 1 1

dep 17.37




EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.25 08.39 08.55

(½) (½)

Kintore arr 08.31 08.44½ 09.01

dep 08.32 08.45½ 09.02

Ellon plt

dep 08:17 08:47


dep 08.28 08.58

Raiths Farm (½)

Ellon Branch Jn 08/27 08/33 08/40½ 08/54½ 09/03 09/10½

Dyce arr

plt

dep

S5 / Dyce (New) arr 08.28½ 08.34½ 08.42 08.56 09.04½ 09.12

plt

dep 08.29½ 08.35½ 08.43 08.57 09.05½ 09.13

S4 arr

dep

S1/S2/S3 arr 08.39 08.46½ 09.00½ 09.09 09.16½

dep 08.40 08.47½ 09.01½ 09.10 09.17½

[2] [1] [1] [1] [1] [1]

{½} (½) {½} (1½)

Berryden Jn 08/36½ 08/44½ 08/51 09/05 09/15½ 09/21

Aberdeen arr 08.39 08.47 08.53½ 09.07½ 09.18 09.23½

plt 6 8 7 6 8 6

dep 9.25


Scenario X-2

DOWN ABERDEEN TO INVERURIE & ELLON & AIRPORT

SERVICE 3 A1 5 1 2 A2 6 4Orig. Loc. Name Aberdeen Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Aberdeen

Dest. Loc. Name Inverurie Airport Ellon Inverness Inverurie Airport Ellon Inverurie

EXTRA

Aberdeen arr 17.29

plt 7 8 7 7 7N 7

dep 17.00 17.04 17.11 17.15 17.30 17.34 17.41 17.50

Berryden Jn 17/02 17/06 17/13 17/17 17/32 17/36 17/44 17/52

S1/S2/S3 arr

dep

S4 arr

dep

S5 / Dyce (New) arr

plt

dep

(2)

Airport Jn 17/06 17/10½ 17/17 17/21 17/36 17/40½ 17/48 17/58

TECA arr 17.11½ 17.41½

dep 17.12½ 17.42½

[1] (½) [1] (½)

Airport 17.16 17.46

Dyce arr 17.08 17.19 17.23 17.38 17.49 18.00

plt 2 3 2 2 3 2

dep 17.09 17.20 17.24 17.39 17.50 18.02

Raiths Farm


dep 17.27 17.57

[1] [1]

Ellon arr 17.37 18.07

plt

Kintore arr 17.16½ 17.46½ 18.08½

dep 17.17½ 17.47½ 18.09½

[1] [1] [1]

Inverurie arr 17.23 17.35½ 17.53 18.15

plt 1 1 1 1

dep 17.36½

UP INVERURIE & ELLON & AIRPORT TO ABERDEEN

1 6 3 A2 4 5 2 A1Inverness Ellon Inverurie Airport Inverurie Ellon Inverurie Airport

Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose Aberdeen

EXTRA

Inverurie arr 08.15

plt 2 1 1 1

dep 08.16 08.28 08.43 08.58

(½)

Kintore arr 08.33½ 08.49 09.03½

dep 08.34½ 08.50 09.04½

Ellon plt

dep 08:17 08:47


dep 08.28 08.58

Raiths Farm

Dyce arr 08.27½ 08.33½ 08.43½ 08.59 09.03½ 09.13½

plt 1 3 1 1 3 1

dep 08.28½ 08.34½ 08.44½ 09.00 09.04½ 09.14½

S5 / Dyce (New) arr

plt

dep

Airport 08.50 09.20

TECA arr 8.52 9.22

dep 8.53 9.23

Airport Jn 08/30½ 08/36½ 08/46½ 08/54½ 09/02½ 09/06½ 09/16½ 09/24½

S4 arr

dep

S1/S2/S3 arr

dep

[2] [1] [1] [1] [1] [1] [1] [1]

{½} {½} {½} (½)

Berryden Jn 08/36 08/41 08/51 09/01½ 09/06½ 09/11 09/21 09/31½

Aberdeen arr 08.38½ 08.44 08.53½ 09.04 09.09 09.14 09.23½ 09.34

plt 6 8 7 8 6 8 6 7N

dep 9.25


Scenario Y-2

SERVICE 3 5 1 2 2 6Orig. Loc. Name Aberdeen Aberdeen Aberdeen FREIGHT Montrose Montrose Aberdeen

Dest. Loc. Name Inverurie Ellon Inverness Inverurie Inverurie Ellon

Cannot run

in same

hour as Up

freight

path

When Up

Freight

Runs

When

Down

Freight

Runs

Aberdeen arr 10.29 10.29

plt 7 8 7 7 7 7 8

dep 10.00 10.09 10.15 10.19 10.30 10.35 10.39

Berryden Jn 17/02 17/11 17/17 10/23 17/32 17/37 17/41

(½) [2] (½)

S1/S2/S3 arr 10.04½ 10.14 10.34½ 10.39½ 10.44

dep 10.05½ 10.15 10.35½ 10.40½ 10.45

S4 arr

dep

S5 / Dyce (New) arr

plt

dep

(½)

Dyce arr 10.10½ 10.20 10.23 10.40½ 10.46 10.50

plt 2 3 2 2 2 2 3

dep 10.11½ 10.21 10.24 10/37 10.41½ 10.47 10.51

Raiths Farm 10.42


dep 10.28 10.58

[1] [1]

Ellon arr 10.38 11.08

plt

Kintore arr 10.19 10.33½ 10.49 10.54½

dep 10.20 10.43½ 10.50 10.55½

[1] [1] [1]

(½) (½)

Inverurie arr 10.26 10.48 10.56 11.01

plt 1 1 1 1

dep 10.49


1 6 3 5 2Inverness Ellon Inverurie FREIGHT Ellon Inverurie

Aberdeen Aberdeen Aberdeen Aberdeen Montrose

Cannot run

in same

hour as

Down

freight

path

Inverurie arr 10.15

plt 2 1 1

dep 10.16 10.26 10.56

Kintore arr 10.21½ 10.31½ 11.01½

dep 10.22½ 10.32½ 11.02½

Ellon plt

dep 08:17 08:47


dep 10.28 10.58

Raiths Farm 10.47

Dyce arr 10.31½ 10.33½ 10.41½ 11.03½ 11.11½

plt 1 3 1 1 3 1

dep 10.32½ 10.34½ 10.42½ 10/53 11.04½ 11.12½

S5 / Dyce (New) arr

plt

dep

S4 arr

dep

S1/S2/S3 arr 10.38½ 10.46½ 11.08½ 11.16½

dep 10.39½ 10.47½ 11.09½ 11.17½

[2] [1] [1] [4] [1] [1]

{½} {½} (2)

Berryden Jn 08/40 08/43½ 08/51 11/05 09/15½ 09/21

Aberdeen arr 10.42½ 10.46 10.53½ 11.09 11.18 11.23½

plt 6 8 7 6 6 6

dep 9.25

RED

HIGHLIGH

T: TRAIN

RUNS ON

DOWN

LINE


Single Line Occupation North of Aberdeen Station (options A-1 – F1 only) and Platforming Plans for all Options

Note: in the platforming plans the numbers correspond to the numbers given to each service in the sample timetables. If a terminating service forms a different departing service two numbers are shown in the sequence the unit will work the trains e.g. 5-6 denotes a unit arrives as train 5 but departs as train 6.

The train numbers are:

1 Aberdeen – Inverness and Inverness – Aberdeen

2 Montrose - Inverurie and Inverurie – Montrose

3 Aberdeen – Inverurie and Inverurie – Aberdeen

4 Aberdeen – Inverurie EXTRA peak hour train and Inverurie

– Aberdeen EXTRA peak hour train

5 One of the two Aberdeen - Ellon and Ellon- Aberdeen

trains

6 The other Aberdeen - Ellon and Ellon- Aberdeen trains

A1 One of the two Aberdeen – Airport and Airport - Aberdeen trains

A2 The other Aberdeen – Airport and Airport - Aberdeen trains

Single line north of Aberdeen Utilisation

Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½

A-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57%

B-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57%

C-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57%

D-1 0%

E-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57%

F-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57%

Aberdeen Platforms

Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½

Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4

Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4

Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4

Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Up 6

Dn 7

Siding

Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4

Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4

Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Aberdeen Platforms

Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½

Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 > 4 4 4

8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 > 4 4 4

8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 > 4 4 4

8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

Up 6 4 4 4 > 2 2 2 2 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 > 4 4 4

8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 > 4 4 4

8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

Up 6 4 4 4 > 2 2 2 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 2 2 > 4 4 4

8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½

Up 6N 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

6S

Dn 7N A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 2 2 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 > 4 4 4

7S > 1 1 1 1

8 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1

A-2

Airport

F-2

A-1

B-1

C-1

D-1

E-1

F-1

A-2

B-2

C-2

D-2

E-2

Up 6 F 5-6 5-6 5-6 5-6 > 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3

Dn 7 > 1 1 1 1 F 2 2 > 5-6 5-6 5-6 5-6

8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

B-2 Off-

peak


Inverurie Platforms

Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½

Up 1 1 1 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Dn 2 4 4 4 4 3 3 3 3 3 3 3 3 3 3 1 1 2 2 2 2 2 2 2 2 2 2 2

Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Up 1

Dn 2

Siding

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Inverurie Plats

Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½

Up 1 1 1 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Dn 2 4 4 4 4 3 3 3 3 3 3 3 3 3 3 1 1 2 2 2 2 2 2 2 2 2 2 2

Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Dn 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

F-2

A-1

B-1

C-1

D-1

E-1

F-1

A-2

B-2

C-2

D-2

E-2


SRTs used in the Timetables (Timing Load Class 158)

DOWN

FROM TIPLOC CODE

TO TIPLOC CODE

Pass/Stop Pass/Stop SRTs Adopted Source

Aberdeen Berryden Jn Stop Pass 00:02:00 ScotRail

Berryden Jn Dyce Pass Stop 00:06:00 ScotRail

Dyce Kintore Stop Stop 00:07:30 ScotRail

Kintore Inverurie Stop Stop 00:04:30 ScotRail

Dyce Inverurie Stop Stop 00:11:30 ScotRail

Dyce Newmachar Stop Stop 00:06:00 AECOM

Newmachar Ellon Stop Stop 00:09:00 AECOM

Berryden Jn S1/S2/S3 Pass Stop 00:02:30 AECOM

S1/S2/S3 Dyce Stop Stop 00:05:00 AECOM

S1/S2/S3 S4 Stop Stop 00:03:00 AECOM

S1/S2/S3 S5 / Dyce (New) Stop Stop 00:04:00 AECOM

Berryden Jn S4 Pass Stop 00:03:30 AECOM

S4 Dyce Stop Stop 00:03:00 AECOM

Berryden Jn S5 / Dyce (New) Pass Stop 00:05:30 AECOM

S5 / Dyce (New) Inverurie Stop Stop 00:12:30 AECOM

S5 / Dyce (New) Newmachar Stop Stop 00:06:30 AECOM

S5 / Dyce (New) Kintore Stop Stop 00:08:30 AECOM

S5 / Dyce (New) Ellon Branch Jn Stop Pass 00:02:00 AECOM

Berryden Jn Airport Jn Pass Pass 00:04:30 AECOM

Airport Jn TECA Pass Stop 00:01:00 AECOM

TECA Airport Stop Stop 00:02:00 AECOM


UP

FROM TIPLOC CODE

TO TIPLOC CODE

Pass/Stop Pass/Stop SRTs Adopted Source

Dyce Berryden Jn Stop Pass 00:05:30 ScotRail

Berryden Jn Aberdeen Pass Stop 00:02:30 ScotRail

Kintore Dyce Stop Stop 00:09:00 ScotRail

Inverurie Kintore Stop Stop 00:05:30 ScotRail

Inverurie Dyce Stop Stop 00:11:30 ScotRail

Kintore Dyce Pass Pass 00:09:00 ScotRail

Ellon Newmachar Pass Pass 00:10:00 AECOM

Newmachar Dyce Pass Pass 00:05:30 AECOM

Newmachar S5 / Dyce (New) Stop Stop 00:06:30 AECOM

Inverurie S5 / Dyce (New) Stop Stop 00:12:30 AECOM

Kintore S5 / Dyce (New) Stop Stop 00:10:00 AECOM

S5 / Dyce (New) Berryden Jn Stop Pass 00:05:00 AECOM

S5 / Dyce (New) S1/S2/S3 Stop Stop 00:03:30 AECOM

Dyce S1/S2/S4 Stop Stop 00:04:00 AECOM

Dyce S4 Stop Stop 00:02:30 AECOM

S4 S1/S2/S4 Stop Stop 00:03:00 AECOM

S4 Berryden Jn Stop Pass 00:04:00 AECOM

S1/S2/S3 Berryden Jn Stop Pass 00:02:30 AECOM

Ellon Branch Jn S5 Stop Pass 00:01:30 AECOM

Airport TECA Stop Stop 00:02:00 AECOM

TECA Airport Jn Stop Pass 00:01:30 AECOM

Airport Jn Berryden Jn Pass Pass 00:05:30 AECOM


Journey Time Impacts of Additional or Re-located Stations (additional running time and station dwell

time, in minutes)

Scenario

DOWN

Inverness

DOWN

Inverurie

DOWN

Ellon

UP

Inverness

UP

Inverurie

UP

Ellon

A-1 No new stations n/a n/a n/a n/a n/a n/a

B-1 S1/S2/S3 (one of)

(note 1) 0 2.5 n/a 0 2 n/a

C-1 S4 0 1.5 n/a 0 2 n/a

D-1 S5 (replacing Dyce) n/a n/a n/a n/a n/a n/a

E-1 S1/S2/S3 (one of) +S4 0 4.5 n/a 0 4.5 n/a

F-1 S1/S2/S3 (one of) +

S5 (replacing Dyce) 0.5 2.5 n/a 0.5 2.5 n/a

A-2 No new stations n/a n/a n/a n/a n/a n/a


(note 1) 0 2.5 2.5 0 2 2

C-2 S4 0 1.5 1.5 0 2 2

D-2 S5 (replacing Dyce) 0.5 0.5 0 (note 1) 0.5 0.5 0.5

E-2 S1/S2/S3 (one of) +S4 0 4.5 4.5 0 4.5 4.5

F-2 S1/S2/S3 (one of) +

S5 (replacing Dyce) 0.5 2.5 2 (note 1) 0.5 2.5 2.5

Note 1: In the down direction Ellon branch trains are unaffected by the relocation of Dyce station to S5

because they are limited by the speed limit on the diverging route through Ellon branch junction, whereas

trains to Inverurie or Inverness are affected by the relocation to S5.


Timetabled Journey Times Aberdeen – Inverurie / Ellon

Scenario

DOWN

Inverness

Service

DOWN

Inverurie

Services

DOWN

Ellon

UP

Inverness

Service

UP

Inverurie

Services

UP

Ellon

A-1 No new stations 20½ 23 n/a 22½ 25½ - 26 n/a


(note 1) 20½ 26 n/a 22½ 27½ n/a

C-1 S4 20½ 25 n/a 22½ 27½ n/a

D-1 S5 (replacing Dyce) n/a n/a n/a n/a n/a n/a

E-1 S1/S2/S3 (one of) +S4 20½ 28 n/a 22½ 30 – 30½ n/a

F-1 S1/S2/S3 (one of) +

S5 (replacing Dyce) 21 26 n/a 23 28 n/a

A-2 No new stations 20½ 23 26 22½ 25½ - 26 27


(note 1) 20½ 26 29 22½ 27½ - 28 27½ - 31

C-2 S4 20½ 25 28 22½ 27½ - 28 27½ - 31

D-2 S5 (replacing Dyce) 21 24 – 25 27 23 26 – 27 28 - 31

E-2 S1/S2/S3 (one of) +S4 20½ 28 31 22½ 30 – 30½ 32

F-2 S1/S2/S3 (one of) +

S5 (replacing Dyce) 21 26 29 23 28½ 30 - 31


AECOM 12

4. Operational Assessment

Airport Spur Review

05


1

North West Aberdeen Stations – Airport Spur

Review

Project: NW Aberdeen Stations Study Job No: 60569772

Subject: Aberdeen Airport Spur Review – Technical Note

Prepared by: Grant Philp, Steve Roberts Date: 29/11/2018

Checked by: David Herron Date: 29/11/2018

Verified by: Richie Fraser Date: 07/03/2018

Approved by: David Herron, Andy Coates Date: 17/12/2018 / 04/03/2018

1.1 Introduction AECOM have been commissioned to undertake a high level feasibility study into the provision of a passenger rail

link between the existing double track Aberdeen to Dyce line and Aberdeen Airport.

The Rowett North Masterplan published in October 2015 identified the area highlighted in Figure 1 as a potential

rail corridor to provide a connection to Aberdeen Airport. This corridor has therefore been used to carry out a high

level study of the feasibility of the route to the airport and with a view to providing an additional station to service

the new Aberdeen Exhibition Centre (herein referred to as ‘TECA’ - The Event Complex Aberdeen).

Figure 1: Potential Aberdeen Airport Rail Connection

The main line track in the area of the proposed rail connection is on an 800m radius right-hand curve with the

track gradient of approx. 1 in 120 throughout. A high level assessment of the track alignment that would be

required to fit the corridor identified was undertaken. This assessment found that a radius of 160m would be

required in order to make the turnout from the main line fit within the limited corridor identified. Also, the


2

assessment encountered issues fitting curves into the identified corridor along the route of the new spur. It would

also not be possible to provide a spur line allowing access to / from Dyce within the corridor identified.

It should be noted that for new passenger track, the minimum radius is 400m. The footprint of an alignment

based on 400m minimum radius curves that would meet current standards and provide a route as close as

possible to the identified corridor was considered in this study. The ability to connect via a spur from the north

was also considered. This alignment is shown in Figure 2 below.

Figure 2: Potential Aberdeen Airport Rail Connection Route

1.2 General Description of the Route The route shown in Figure 2 ties into the existing Aberdeen to Dyce line at approximately 004 miles 1000 yards

allowing train services from Aberdeen to access the new route. Leaving the Aberdeen to Dyce line, the spur

would start on a high embankment approx. 6.5m from rail level to adjacent ground level. Assuming a 1 in 2

earthwork slope to ensure stability and compliance with relevant standards, this equates to a proposed boundary

offset from the rail line of 13m to each side of the new route. This equates to a 27.5m wide corridor which would

require significant land take and removal of existing residential properties. Due to the need to bridge a number of

roads along the route, the alignment would likely remain on an embankment to maintain the height required to

cross over the carriageways. This could drop into an at-grade alignment towards the terminal at the airport.

The alignment passes over the current runway approach lights for Aberdeen Airport. This interface would have to

be carefully managed to ensure both the railway and airport runway complied with all standards as it would

require relocating some of the airport runway approach lights. An existing drainage ditch runs parallel with the

proposed route which would also necessitate careful consideration to ensure it is diverted sufficiently.

The proposed alignment crosses Market Street between Wellheads Drive and Walton Street. This would require

a new skewed underbridge structure with an approx. 10m span. This could take the form of either pre-stressed

concrete beams, or steel U-type decks to minimise construction depths if headroom is an issue.

200m beyond Market Street, the alignment crosses Wellheads Drive at its junction with International Avenue.

Again, this would require a new skewed short span underbridge. In order to avoid a significant and complex


3

structure or viaduct crossing the entire junction, it would be sensible to relocate International Avenue to the West

as there is no significant infrastructure prohibiting this.

The final 900m of approach to the airport could transition to at-grade to reduce earthworks and land

requirements. The alignment does however pass through several industrial properties. There is a plot of land at

the end of the proposed alignment which could be utilised for platforms and any other associated infrastructure.

To allow the Airport to be serviced by trains approaching from the North and to allow trains leaving the Airport to

head north towards Dyce and beyond, a northbound spur has also been considered. The proposed north spur

route curves back towards the Aberdeen to Dyce line and into the existing alignment within a cutting at

approximately 005 miles 715 yards.

This spur effectively severs the access roads and blocks off a significant residential area between the existing

Aberdeen to Dyce line and the two spurs of the proposed airport link with only a single remaining access via the

existing Market Street overbridge. The earthworks associated with tying into the existing railway cutting would

necessitate the removal of a significant number of properties, both residential and industrial.

The points where the proposed route to/from Aberdeen meets the spur to/from Dyce could be accessed from the

adjacent Wellheads Drive for regular maintenance or in emergency situations, however a vehicle access point

with space for parking and turning would ideally be provided. The area around these points is currently being

utilised for construction of TECA and so the future permanent usage of this land is unknown at this time.

This area would also be considered as the site for a proposed new station servicing the new TECA site. The new

station could potentially be located off Wellheads Drive to the west of where the proposed north and south spur

lines connect and at the north of the proposed TECA site.

It should be noted that the north spur linking to the existing line could potentially be removed if access was only

required to / from Aberdeen or if an alternative means of accessing to/from Dyce could be provided on the main

line (i.e. a turnback siding facility or similar). However, for the purposes of this study a north spur has been

considered.

1.3 Impact of New Alignment As noted in the description of the route above, the route will have a significant impact on existing infrastructure

and properties as well as requiring a significant amount of new infrastructure installed. The high level

requirements and impacts are listed below, while the sketch provided in Appendix 1 indicates the proposed route

and has been annotated to show the significant impacts.

1.3.1 Track

The track alignment for the airport spur would require approx. 3.5km of new track and would involve the

introduction of the following switches and crossings (S&C) to facilitate the required operational train movements:

Turnout from Down Line of Aberdeen to Dyce onto the new spur line at the south;

Turnout from spur line onto the Down Line of Aberdeen to Dyce at the north;

Turnout on the spur line where the route branches off connect to the main line to the north and south;

Cross over at the south to allow trains leaving the spur line heading south to Aberdeen to move onto

the Up line to travel in the correct direction; and

Cross over at the north to allow trains travelling from the North to move from the Up line onto the Down

line to access the spur line leaving the spur line heading south.

The new track would also require suitable trackbed over the extent of the new route and track drainage as

required dependant on prevailing ground conditions and topography.

1.3.2 Railway Lineside Systems

The track alignment shown above would require amendments to the signalling system to facilitate the operational

requirements of the route. Lineside telecoms and lineside mechanical and electrical equipment (M&E) would also

need to be provided to cover the new route. Alterations to signalling and lineside systems would have knock-on

impacts on the main Aberdeen to Inverness route, including alterations at the signalling control centre that would

need to be considered.

1.3.3 Ancillary Civils

Ancillary Civils support including equipment bases, cable routes, walking routes, security fencing and access

points would be required along the route to support the new track and signalling layout.


4

1.3.4 Stations

A new station facility would be required at Aberdeen Airport which would include associated land, car park (if

required), retail M&E, retail telecoms and facilities for turning back trains. The new station retail telecoms would

require alterations to Dunfermline Customer Service Centre (CSC) to control and monitor the CCTV, public

address, customer information and other interfacing equipment.

The aspiration to provide a new station to service the new exhibition centre, TECA, has also been considered.

Infrastructure and equipment similar to that described above for Aberdeen Airport would be required, with the

most likely position for a new station to directly serve TECA being off Wellheads Drive to the west of where the

proposed north and south spur lines connect. An area of compliant track alignment would need to be provided,

which would mean the introduction of a minimum 1 in 1000 curve in the area. It should be noted that this could

potentially push the alignment further west which would result in further impact on International Drive. The station

would comprise a single platform. However, an additional footbridge / underpass structure would be needed to

allow access to the station from the Wellheads Drive area. Given that this station will be used for public transport

access to TECA, a car park has not been considered at this stage.

1.3.5 Structures

As noted in the description above a number of new structures would be required along the route to carry the new

railway over or under existing roads. Significant new structures would be required at Market Street to carry the

railway over the road and a similar structure would be required at Wellheads Drive.

Also, if access is needed to existing properties that will be in the ‘island’ of land bound by the existing railway and

the proposed spur lines, additional road over rail structures would be required.

1.3.6 Earthworks

Earthworks have been considered based on existing topography. As described above, the proposed airport spur

line would leave the existing line on a high embankment and would need to remain high to cross 2 No. road over

rail structures. It would be possible to reduce the embankments and return close to at-grade for the last approx.

900m of the route. Similarly, the north spur line would need to tie into the existing route in a cutting and therefore

earthworks would have to be provided to allow a tie-in to the existing route.

The earthworks needed to support the new route will require a significant railway corridor to be provided, unless

retaining structures were provided.

The earthworks are likely to impact on existing drainage (including drainage ditches noted above), culverts,

existing rights of way and existing buried services that would need to be investigated, protected or diverted as

appropriate.

However, the most significant impact of the new earthworks and railway corridor would be on existing property

and infrastructure which is described in more detail below.

1.3.7 Roads

The route crosses several existing roads. At Market Street and Wellheads Drive, new structures are provided.

However, the proposed route interfaces with International Avenue. In order to avoid installing structures to span

the road twice, the carriageway would need to be realigned. This would also involve providing alternative access

to the turning head to the East of the proposed rail corridor.

1.3.8 Land

Significant additional land would need to be purchased to facilitate the new route, associated earthworks,

realigned roads and access points, new stations and other associated infrastructure. Much of this land is through

existing built-up areas so costs of land are likely to be high. The area around the proposed new station at the

TECA site is currently under development and therefore may not be available for purchase.

1.3.9 Impact on existing property and infrastructure

The route affects a number of commercial properties and residential areas that would need to be purchased and

demolished to facilitate the new route. The north spur has the biggest impact, affecting more than 50 residential

properties and several industrial units.

The installation of the north spur line would also create an ‘island’ between the new link lines and the existing

railway. The properties in this area would be cut off unless alternative access could be provided.

The route also interferes with the approach lights to the runway of Aberdeen Airport. The impact here would need

to be carefully considered to determine if the lights could be repositioned without causing any safety concerns for

aircraft or the new rail route.


5

The disruption to property throughout the route is likely to be high, and could have significant social and

economic impacts.

1.4 Operational Assessment

The scope of AECOM’s operational assessment of the airport spur was to assess whether some form of airport

service was viable. Two trains were added in the peak hour between Aberdeen Station and Aberdeen Airport

calling only at potential station sites at The Event Complex Aberdeen (TECA) and the Airport. Sectional running

times (SRTs) were estimated based on the alignment shown in this Technical Note but are approximate given that

the alignment has been developed to a high level only. Based on the assessment, it was found to be possible to

operate the two additional airport trains although additional works would likely be required at Aberdeen Station –

see WP3 Technical Note (Operational Assessment) for full details of the assessment.

There are many potential variations on how the airport spur could be served by trains, either in isolation or with

other schemes in place such as additional stations and/or the Ellon branch. The viability of any of these schemes

and whether they require further additional infrastructure would require to be assessed when a firmer train

service specification is developed.

1.5 Estimated Costs

Informed by the engineering assessment and associated assumptions, a costing exercise has been undertaken

to develop a rough order of magnitude construction cost for the airport spur line, as presented in Table 1 below.

Table 1: Estimated Scheme Costs

It is to be emphasised that, in line with the preliminary stage of this study, the estimated cost is based on a large

number of assumptions and importantly a number of exclusions apply, including land costs. The full list of

assumptions and exclusions are set out in Appendix 2.

1.6 Conclusion

This Technical Note presents a high level study of the feasibility and costs associated with introducing a rail link

spur between the existing Aberdeen to Dyce Railway and Aberdeen Airport, based on the corridor identified in the

Rowett North Masterplan published in October 2015. Following a feasibility review by AECOM’s track design

team into the track infrastructure that would be required to provide a connection to Aberdeen Airport utilising this

corridor, a high level appraisal of the issues associated with the track footprint based on land requirements,

physical footprint, interfaces with surrounding roads, infrastructure and topography has been undertaken.

The review has identified that the proposed route is subject to some major infrastructure constraints; the most

significant is the volume of associated earthworks and the existing properties and infrastructure that would

Item Est. Cost Commentary

Construction Cost (allowance) £45,567,250 Base construction cost only

(excludes Optimism Bias)

Sub total £45,567,250

Design Costs (Incl.: Design, Project

Management, Cost Management, Site

Supervision)

15% £6,835,088

Miscellaneous Client costs and Project Burdens - Excluded

Sub total £52,402,338

Schedule 4 - Allowance for disruption to Network 6% £3,144,140

Sub total £55,546,478

Network Rail costs 10% £5,554,648

Sub total £61,101,126

Optimism Bias 64% £39,104,720

In line with DfT, WebTAG Unit

A5.3 Rail Appraisal, May 2018

Sub total £100,205,846

TOTAL £100,205,846


6

require complete removal, particularly on the North spur of the rail link tying back into the main line between

Aberdeen and Dyce.

It should be noted that the study only considered the route that would be the closest fit to the area identified in

Rowett North Masterplan with no alternative routes considered. It is also to be restated that the review has been

limited to a high level desktop study and the outcomes would require to be verified through further design and

development work if there is an appetite to undertake any further analysis of this proposal.

DRAFT


7

Appendix 1: Proposed Alignment of Potential Airport Spur and Potential Impacts

DRAFT


8

Appendix 2: Basis and Assumptions for Cost Estimate

Information Used

Alignment Drawings prepared by AECOM Assumptions

1. Any contaminated excavated material will be localised. 2. The design/supervision fee is taken to be 10% of the base construction cost. 3. Costs assume daytime working except where they relate to the existing railway. 4. All works can be carried out without disrupting the existing service with the exception of planned

possessions. 5. Works carried out in a sequential manner. 6. All items marked as provisional items are estimated allowances. 7. The rates have been reviewed to reflect the current prevailing market rates and prices. 8. Optimism Bias is set at 64%. 9. Our costs include for contractor's possession/isolation staff. 10. Network Rail Possession costs include compensation for any disruptive possessions. 11. Assumed appropriate ground bearing capacity with no ground strengthening of piling necessary. 12. Assume that works forming part of the "Aberdeen Peripheral Route" will not affect this.

Exclusions

The following are excluded, and where applicable need to be covered by other budgets within the overall Project Financial Model. The list is intended only as a guide and is therefore not exhaustive: 1. Value Added Tax (VAT). 2. Inflation beyond Q1 2019. 3. Significant ground improvements or soil stabilisation. 4. Flood risk prevention measures. 5. Survey of existing structure / services except where explicitly stated. 6. Replacement of life expired systems and components. 7. All operational risks and costs. 8. Planning costs. 9. Any Land Costs or property costs or compensation payments to land/property owners. 10. Information Technology (IT) upgrade including any telecoms required for station services such as customer

information points. 11. Due to the unknown nature of the existing network capacity and that planned as part of the Aberdeen to

Inverness Route enhancements, any changes required to the Signalling Centre at Inverness or the communications centre at Dunfermline have been excluded from this estimate.

12. Any works related to this project at Aberdeen Station 13. Any works not within the scope of drawings provided 14. Significant earthworks for widening of existing solum or changing the level of rail track. 15. Allowance has been made for actual demolition costs of large warehouses where specifically identified but

NO allowance has been made for the actual purchase of these buildings and no allowance has been made

for any residential properties. 16. No allowance has been made for any additional cost arising from interface with Aberdeen Airport.


AECOM 13

5. Airport Spur Review

Summary

06


AECOM 14

6. Summary

This work has focussed on examining how the various combinations of rail aspirations in the North

East may impact on the operational requirements of the Aberdeen-Dyce railway, particularly given

previously documented constraints on the line, namely the single track tunnels north of Aberdeen

Station and platform capacity at Aberdeen station. The purpose of the work has been to establish

which station scenarios will require additional infrastructure, allowing Nestrans to determine what

other schemes (i.e. beyond Ellon) will require investment between Aberdeen and Dyce, thus

potentially sharing the costs.

WP1: Engineering Review of Compliant Station Sites

This investigation of potential station sites at Kittybrewster, Bucksburn and the AECC and potential

sites for a railway branch line to service Aberdeen Airport found that the sites at Kittybrewster and

Bucksburn were not compliant from an engineering perspective, but identified five compliant sites.

Three of these sites (S1 – S3) are located in relatively close proximity around the Woodside/Tillydrone

area of Aberdeen, while the other two are located nearer Stoneywood/Dyce (S4 and S5).

WP2: Planning Review off Compliant Station Sites

At the Rail Industry Workshop, it was agreed that a maximum total of four stations (including the

existing stations at Dyce and Aberdeen and two new stations on the line) would be subject to the

operational assessment. To inform the selection of the potentially most suitable sites for inclusion in

the assessment, it was agreed that a high level planning review exercise should be undertaken to

establish the relative merits of each of the potential station sites prior to proceeding with the

operational assessment.

This desk based planning exercise recommended that Site S1 should be taken forward for operational

assessment and Sites S2 and S3 should be sifted from further consideration at this stage. Site S1

was considered to offer the greatest potential owing to its large walking catchment and siting within

relative proximity to a number of potential key destinations, including the University of Aberdeen. In

contrast, Sites S2 and S3 were expected to be limited in their scope, acting primarily as origin stations

with limited employment sites and facilities nearby.

With regards to Site S4, this site was deemed to have the potential to serve the new TECA site

depending on the ability to provide a clear pedestrian access route, which would require further

investigation due to existing constraints. Further review, including discussion with Council planners,

may also be useful to better understand the potential for Park & Ride provision to be created for the

site.

The review also identified that relocation of Dyce Station to Site S5 would require careful

consideration. Site S5 would offer a lower residential catchment compared to the existing Dyce

Station, while the availability of potential Park & Ride is also unclear from the initial desktop study and

would benefit from discussion with Council planners. That said, the site would offer improved

accessibility for major employers in the area as well as the new TECA site.

WP3: Operational Assessment

Various scenarios have been assessed to test the feasibility of introducing potential additional stations

on the Aberdeen – Dyce railway and/or re-locating Dyce Station itself. This operational assessment

has found that - in scenarios with the A2I Phase 1 committed infrastructure in place - each of these

options are feasible in the peak hour, and the potential level of service, i.e. trains per hour, that can be

provided is much higher than now. These station options could be overlaid on the December 2019

timetable without too much difficulty (scenarios B-1 to F-1). With the Ellon branch present, with

associated infrastructure enhancements in place on the approaches to Aberdeen and at Aberdeen

Station (i.e. Scenario A2), then the operational assessment has found that each of the new station

options (scenarios B-2 to F2) are feasible in the peak hour.

As identified in the operational assessment of scenarios A-2 to F-2, and any Airport Spur scenario,

additional platform capacity is required at Aberdeen Station to handle additional services to the north.

The disused/derelict platforms on the west side of the station offer the potential for developing one or

two additional platforms. For either the Ellon branch or Airport Spur (but not both), as a minimum, one


AECOM 15

additional platform with ‘single lead’ access from only the north is needed, however more

comprehensive arrangements would offer greater benefits. To be clear, it is considered that the

potential additional and/or relocated stations examined as part of this study do not trigger the

requirement for this additional infrastructure if no other schemes (e.g. Ellon branch or Airport Spur) go

ahead.

WP4: Airport Spur Review

A high level study of the feasibility and costs associated with introducing a rail link spur between the

existing Aberdeen to Dyce Railway and Aberdeen Airport was undertaken, based on the corridor

identified in the Rowett North Masterplan published in October 2015. Following a feasibility review by

AECOM’s track design team into the track infrastructure that would be required to provide a

connection to Aberdeen Airport utilising this corridor, a high level appraisal of the issues associated

with the track footprint based on land requirements, physical footprint, interfaces with surrounding

roads, infrastructure and topography was undertaken.

The review identified that the proposed route is subject to some major infrastructure constraints; the

most significant is the volume of associated earthworks and the existing properties and infrastructure

that would require complete removal, particularly on the North spur of the rail link tying back into the

main line between Aberdeen and Dyce.

Next Steps

Findings from this study indicate that the potential additional or relocated stations on the Aberdeen to

Dyce railway line could be accommodated without the need for additional infrastructure in a scenario

with the A2I Phase 1 committed enhancements in place. As the rail network around Aberdeen is

developed to support more commuting by rail, airport access and so on, the operational challenge

primarily stems from adding additional services, and that requires infrastructure enhancements such

as:

Eliminating the single track section north of Aberdeen; and

Enhancements at Aberdeen to increase platform capacity and flexibility of operation.

The airport spur review only considered the route that would be the closest fit to the area identified in

Rowett North Masterplan with no alternative routes considered. The review was also limited to a high

level desktop study and the outcomes would require to be verified through further design and

development work if there is an appetite to undertake any further analysis of this proposal.


AECOM 16

7. Appendix A

Appendix A

07

1

Workshop Minutes and Actions

Meeting name North West Aberdeen

Stations Study

Meeting date 30 May 2018

Attendees Rab Dickson (RD), Nestrans

Scott Prentice (SP), ScotRail Catherine Hall (CH), Netw ork Rail Richie Fraser (RF), AECOM

Elliot Reid (ER), AECOM Andy Coates (AC), AECOM David Herron (DH), AECOM Steve Roberts (SR), AECOM

Circulation list All

Apologies None

Time 13:00 - 15:00

Location AECOM, Aurora, Bothw ell Street

Prepared by Elliot Reid

Ref Action Initial

1. Introductions and Scope

RF provided an overview of the study purpose. It w as confirmed that the purpose of the study w as rail engineering led to

understand w hat stations could potentially be delivered w ithin the Dyce to Aberdeen corridor, following which an

operational assessment will be undertaken to understand potential operational feasibility or constraints that w ould require

to be addressed. At this stage, no demand appraisal is being undertaken how ever, subject to the f indings of the study,

further appraisal w ork may be undertaken in the future.

2. Station Site Analysis

DH presented the f indings of the rail engineering assessment and presented areas of compliant track w hich could feasibly

accommodate a new station. A total of f ive sections of compliant track betw een Aberdeen and Dyce for new stations (S1 –

S5) w ere identif ied. It w as confirmed that historical station sites at Kittybrew ster and Bucksburn were on sections of track

that are non-compliant as new station sites.

It w as queried whether stations could be theoretically accommodated on non-compliant track. CH confirmed that this w as

a GRIP / RSB standard and enforcement of these compliance standards w as not w ithin Network Rail’s control. It w as

agreed that at this stage of the study the objective should be to achieve compliant station locations, how ever this could be

re-visited at a later date should there be a compelling reason to seek a standards derivation.

An airport railw ay spur would be very challenging to deliver given the reduction in line speeds on the main line, radius

issues, gradient issues, and land acquisition of allotments and section of nearby Waterton Road and footpath (even w ith

non-compliant radius). It w as also specif ied that any spur would only serve the Aberdeen direction and w ould not be able

to include a connection to the north w ithout signif icant land acquisition.

It w as agreed that a further standalone feasibility assessment of the spur w ould be required to provide a more robust

evidence base. This w ould consider aspects such as high level planning w ork, what would be required to ac hieve

engineering compliance, commentary on w hole spur engineering and potential operational impacts assuming no new

stations.

AECOM /

Nestrans

DH suggested that land acquisition in general along the corridor may be challenging considering the experiences during

the initial stages of the A2I Phase 1 improvement w orks. It w as noted the former Kittybrewster station site sits adjacent to

land used as Aberdeen City Council’s major road’s depot, w hich is a major employer and therefore there could be

resistance to development of this area.

3. Option Specification

Due to the potential number of station options and timetable scenarios, AECOM w ere keen for the input of Nestrans,

ScotRail and Netw ork Rail to agree the most sensible options for testing through the operational assessment, avoiding the

need for abortive w ork. Follow ing discussion, it w as agreed that a maximum total of four stations (including the existing

stations at Dyce and Aberdeen and tw o new stations on the line) w ould be subject to the operational assessment.

It w as agreed that station sites at S1, S2, S3 w ould be subject to a further high level desktop based planning assessment,

considering elements such as the potential catchment populations (including future allocated development sites) and

potential site and access constraints, to identify the most preferable site before being subject to the operational

assessment.

AECOM /

Nestrans

Key Minutes and Actions North West Aberdeen Stations Study

AECOM

2

Ref Action Initial

It w as agreed that the close proximity of S5 and Dyce station of approx. 1km w ould mean that w hen considering S5, it

w ould be assumed that Dyce Station w ould be relocated to the site of S5. SP highlighted the Scottish Government’s

position that the quantum of train stations on the Scottish netw ork should be protected, but if there w as merit in closing

and relocating a station to a better location w here justif ied in business case terms, this w arranted consideration.

SP identif ied that any new stations would have to be serviced by ‘local trains’ as opposed to the Aberdeen – Inverness

services considering the tw o hour journey time commitment made by the Scottish Government and the requirement to

serve new Kintore and Dalcross stations.

It w as agreed that the new stations would be served by a frequency of 2 trains per hour (tph). SP agreed to send AECOM

the f inalised ‘Phase 1 Aberdeen to Inverness timetable (Dec 19 w ith times f ixed) to assist in operational assessment; SR

stated that an Excel output w ould be preferable if possible. It w as agreed that Aberdeen to Inverness Phase 2 timetable

w ould not be taken forward into the operational assessment because there would be no difference in train

frequencies/services between Dyce and Aberdeen – the primary change under this scenario relates to the realisation of a

2hr Abz-Inverness journey time.

ScotRail

It w as agreed that a Scenario based on 1 tph to Ellon should not be considered in the operational assessment - given the

potential scale of investment in the Ellon branch, anything less than 2 tph to Ellon w ould not be considered w orthwhile. It

w as agreed that single tracking through the tunnel immediately north of Aberdeen Station w ould be assumed for the A2I

Phase 1 (Committed) timetable scenario, how ever, double tracking w ould be assumed for the Ellon 2 tph timetable

scenario, given this w as a constraint that the previous Ellon Rail Study identif ied w ould require to be addressed in order for

an Ellon service to be operationally feasible. Given the cost benefit f indings of the 2017 Ellon branch study only Option 2

of that study w ill be examined (i.e. w ithout Ellon Park and Ride station).

Taking account of the above points, an options matrix for taking forward the operational assessment was agreed

(see Table over page).

A number of other planning assumptions w ere discussed, with the outcomes from discussion recorded below:

It w as agreed that unlike the Ellon Study the new operational assessment would have to assume fixed times for

the A2I train, and any trains running south of Aberdeen (i.e. the Inverurie – Montrose services).

SP confirmed that for the purposes of the operational assessment, Class 158 ‘local trains’ can be assumed.

SR queried the assumptions on freight paths to include in the operational assessment. SR to send CH freight

assumptions for validation amongst freight colleagues w ithin Netw ork Rail.

In terms of other projects that required consideration, SP w ill send through details of new signal information at

New tonhill to assist in operational assessment.

The analysis w ill be based on the peak hour. This, therefore, assumes no freight path is available. It w as agreed

that a separate analysis of an inter-peak hour w ill be undertaken on selected options that incorporate a freight

path.

Network

Rail

ScotRail

RF queried w hether any additional infrastructure at Aberdeen Station had been considered as part of Aberdeen to

Inverness Phase 2 improvements for the purposes of the operational assessment. SP / CH confirmed that there are no

plans to include an additional platform at Aberdeen; w hile this has been raised in the past to increase capacity/resilience, it

has never been fully explored. The analysis w ill consider whether an additional platform is required at Aberdeen station

under any of the options.

4. AOB/Next Steps

In summary of Next Steps:

AECOM to complete reporting on the Engineering Assessment of compliant station locations betw een Aberdeen and Dyce,

including issues associated with Kittybrewster and Bucksburn.

AECOM to undertake high level planning w ork to inform decision on selection of S1, S2 or S3 as w ell as to provide

background on the case for S4 and S5.

AECOM to undertake Operational assessment of agreed Station Option Scenarios (pending outcomes of planning w ork)

AECOM to undertake separate assessment of Airport Spur

RF thanked all for their contributions.

Key Minutes and Actions North West Aberdeen Stations Study

AECOM

3

NW Aberdeen Stations Study Workshop Outcomes: Options / Scenarios to be assessed

Option Definition Timetable Scenarios

A2I Phase 1 (Committed) Ellon 2 tph

Station Scenarios

No New Stations x 1

S1/S2/S3 (one of)

S4

S5 (-Dyce) x2

S1/S2/S3 (one of) + S4

S1/S2/S3 (one of) + S5 (-Dyce)

1 Timetable to be reworked now that updated A2I Phase 1 timetable is fixed and available. 2 For operational assessment purposes, impacts of S5(-Dyce) would be anticipated to be the same as Dyce Station, hence no

requirement to operationally assess under A2I Phase 1 Timetable Scenario. However, there are potential impacts at Dyce Station under the Ellon 2 tph Scenario, and hence S5(-Dyce) would require to be assessed on its own.

Other Notes: Analysis to be undertaken on basis of a peak hour (which assumes no freight path). One or two options will then be identified

and used to undertake an off-peak hour assessment (i.e. with a freight path)

An additional option will also be modelled which seeks to identify the maximum capacity (trainpaths) available after the interventions have been added e.g. final bit of track re-doubling (and potentially extra platform capacity at Aberdeen). The station scenario upon which this will be based will be confirmed following the earlier analysis.


AECOM 18

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