Welcome to Railfuture Scotland

Forth Bridge - photo from Wikipedia


In mid-November 2014 Railfuture Scotland published its proposals to expand Scotland's rail network - read our press release.

The Scottish media publicised Railfuture Scotland's proposals - see below.

These proposals include a "top 50 list of stations to be opened or re-opened from Beattock to Culloden, with a further 45 to follow. This is quite realistic considering that about 70 stations have been added to the Scottish network over the past 30 years. New passenger and freight lines are also proposed.

However, it's not all about new infrastructure. Railfuture Scotland is calling for faster and more frequent trains on existing routes, including more electrification, which should be speeded up.


Patronage has far exceeded expectations

Passenger services on the re-built Borders Railway from Edinburgh to Tweedbank commenced on Sunday 6 September 2015, more than 46 years after the last trains ran on 6 January 1969, as described in details (with photos) HERE (also see the BBC report). The line, which is the longest domestic rail line in Britain constructed in more than a century, cost £353 million comprising £295 million (2012 prices) for construction plus almost £60 million for legal and land costs. A speeded-up video of the journey from the rear cab of the train can be watched on BBC web-site.

Railfuture Scotland has produced a leaflet about the Borders Railway reopening (published as a pull-out in Railwatch magazine issue 145) and also held a public event in the new Transport Interchange at Galashiels a few weeks after the reopening. In the first month since reopening there were 125,000 passengers, which is double the predicted monthly average, with some trains being overcrowded. At Galashiels station more people boarded a single train than predicted for the entire day. The latest published figures for the Borders Railway show 1.3 million passenger single journeys in the first 12 months of its reopening. This was almost 100,000 above the year 1 forecast in the business case that was produced in 2012. Although just 7.5% above forecast it is likely that patronage was negatively affected by late-running trains and an unacceptable number of cancelled trains because of train faults and limitations of the largely single-track route. Even so, this headline figure hides the real success story.

The economics of a rail service is determined not simply by the patronage but by the proportion of the time that seats are occupied. In fact the service has been much more economically viable than comparison against the business case would suggest. This is because the number of passengers at the Tweedbank terminus was 681% higher than predicted and the penultimate stop at Galashiels was 330% above prediction - a total of 550,000 passengers in the year versus the 90,000 estimated. Passenger numbers for stations closer to Edinburgh (where the journeys would have been much shorter) mainly fell short of predictions. If, as appears to be the case, the majority of the unpredicted journeys were along the full length of the line to/from Edinburgh Waverley station then the number of passenger kilometres - and therefore the revenue collected - is substantially higher than the estimates in the business case. Despite the poor performance of the rail service - something that will hopefully be improved soon - this is really good news for people promoting rail reopenings, which includes Railfuture, of course.

Further evidence of the value of the new railway comes from the Scottish Tourism Economic Assessment Monitor. It says that from January to June 2016 visitor days in the Scottish Borders are up by almost 11% compared to the same period in 2015, which was just before the railway reopened.

The media has reported that Scottish Borders Council and Scotrail are considering improvements to the 'inadequate' facilities at Tweedbank station, which is the terminus, to cope with a much higher than expected number of passengers.

A book entitled "WAVERLEY ROUTE: The life, death and rebirth of the Borders Railway" by David Spaven can be bought at a discount from the Railfuture Online Shop. He was one of the speakers at Railfuture's national conference in Newtongrange on 18th June 2016.


On 1st April 2015 Scotland got two new train operators. Abellio took over the ScotRail franchise from First Group and a new Caledonian Sleeper franchise (run by Serco) commenced, operating the 'sleeper' services that were previously run as part of the ScotRail operation.

Railfuture Scotland issued a press release on 9th October 2014, the day after Abellio was announced as the winner of the new ScotRail franchise after a bidding competition that lasted many months.

Titled "Rail campaigners have given a cautious welcome to news that Abellio has won the Scotrail franchise", the press release stated:

Allison Cosgrove, Chair of Railfuture Scotland said: "Railfuture Scotland has enjoyed a good relationship with First during the current franchise, and First management have always been approachable and helpful. We appreciated the re-instatement of the Edinburgh-Dunbar local service which they instigated in 2010. However, having talked with all the bidders, Abellio were the most receptive to our ideas on new stations, and were the only bidder to ask us back for an in depth study of our 50 Stations proposals. We await with interest to see what is included in the optional additions to the franchise, and hope that they have adopted some of our suggestions. In recent years First introduced a small funding scheme for local groups with railway connections, and we hope that Abellio will continue to engage with local communities. We look forward to working with them."

Since then the good news is that Abellio has signed a contract with Hitachi for 46 three-car and 24 four-car AT200 EMUs to operate along the Edinburgh-Glasgow and Stirling-Alloa-Dunblane lines. They are due to go into service in 2017. There will also be a full refurbishment of the existing train fleet and passengers will be able to use a new Scottish nationwide smart-card as an alternative to paper tickets.

The Caledonian sleeper service will also see €200m investment for 75 new coaches comprising four trains of 16 coaches (plus 11 spare coaches) operating the Highland and Lowland services.


Railfuture Scotland sympathised with passengers whose journeys were disrupted for several weeks by the closure of the railway line between Linlithgow and Edinburgh Park. The closure, which had been known about for several years, was necessary to fit paved track (and renew drainage) in Winchburgh tunnel to create more clearance to carry overhead wires for the electrification of the line (something that Railfuture Scotland had campaigned for over many years). The work was soon completed and the line reopened in July.

The significant, and unnecessary, disruption resulted in many people taking to the roads instead leading to more congestion. It could have been avoided if, as Railfuture suggested, the new Almond Chord (which is going ahead) was built in advance of the closure as had been originally proposed. However, in a deliberate decision by the Scottish Government it was postponed in 2012. Click here to see our flier about it.

The electrification project, which is part of the £742m Edinburgh-Glasgow Improvement Programme (EGIP), will electrify 150km of track is progressing. The first wires were installed in October 2015 at which time 320 of the planned 2,366 stanchions had been erected.


City of Edinburgh councillors have been looking at options to extend the Edinburgh tram network to Newhaven, Ocean Terminal or the foot of Leith Walk. All of these were on route '1a' (the first of several lines planned), which gained planning approved but was cancelled when the scheme was cut back to York Place to save money. A council report recommended an extension to Newhaven (the original phase '1a' limit) at a cost of £144.7m, and on 19th November 2015 Edinburgh City councillors voted to take the project to the next step - see BBC News Report (19/11/2015).

Edinburgh City Council has since authorised £3.25m to develop the project and a further £1.75m has also been set aside to secure land along line '1b'. On 21st September 2017 the council approved the outline business case for the 4.6km extension to Leith and Newhaven, provisionally budgeted at £165m. The planned works include eight new tram stops, the demolition of York Place tram stop, two substations, bridge works. Construction is expected to take three years, followed by around four months of testing, perhaps opening in 2022. Seven contractors submitted applications to construct the extension (design and construction of all track, overhead line, tram stops, systems infrastructure, road infrastructure and public realm between York Place and Newhaven). Following a pre-qualification process, in March 2018 a shortlist of four companies was announced. The tender process is likely to last until late summer 2018.

Also from March 2018 a six-week public consultation exercise will seek feedback on a) traffic management and business support plans for the construction period and b) the outline road layout for Leith Walk and the rest of the route. Further consultations will take place until the end of 2018. An independent survey carried out in Leith in November 2017 found that the majority of respondents believe Leith would benefit from the introduction of a tram.

The council will the update the Final Business Case and seek a Council decision in late 2018 as to whether the project should go ahead. If so, then the contract would probably be signed in late 2018, with the line between York Place and Newhaven due to become operational in 2022. Click [HERE] for more information.

Edinburgh Trams

In the first year of tram operation, which commenced on 31st May 2014 (see BBC report), passenger number were 10% higher than forecast with three million people using them. During the first year of operation, as is expected with most businesses, the trams made a loss, which was less than 10 pence per journey, and the trams will start making a profit in the third year. The better-than-forecast patronage has continued: 4.92 million passengers used Edinburgh's tram network in its first year, with 5.38 in the second year, which is 6.7% greater than the target set before the opening, making 10.3 million in the first two years.

In July 2016 a new timetable was introduced - trams now run every five minutes in the morning and evening peaks.


Railfuture is the UK's leading independent organisation campaigning for better rail services for passengers and freight. Railfuture is a voluntary group representing rail users, with 20,000 affiliated and individual members. It is not affiliated to or funded by train companies, political parties or trade unions, and uses one-member one-vote democracy.

Railfuture campaigns for cheap and convenient rail services for everyone; better links for buses, bikes and pedestrians; policies to get more heavy lorries on to rail; new lines, stations and freight terminals - a better rail service and a bigger rail system for both passengers and freight. Our volunteer members in branches and around 300 local rail user groups campaign to get stations and lines reopened, and services and facilities improved, for the benefit of the community, economy and environment.

Over the past 50 years we have played a major part in getting over 370 new and reopened stations and over 500 miles of route to join the network. Apply to join our campaign today - click Join Now using your credit/debit card via PayPal.

Railfuture Scotland Campaigns, News, Events and Contacts

Campaigns - Click [here] for a list of the main Railfuture Scotland campaigns.

Campaign resources - Click [here] for a list Railfuture Scotland campaign resources.

Newsletter - Click [here] to read back issues of 'Branch Notes' the Railfuture Scotland newsletter.

Events - Click [here] for details of conferences and other events organised by Railfuture Scotland.

Contacts - Click [here] for Railfuture Scotland contacts.

Gallery - Click [here] for the Railfuture Scotland photo gallery.

Links - Click [here] for links to external Scottish web-sites (including other campaign groups).

Twitter - Twitter Click @RailfutureScot for the Railfuture Scotland twitter account.

Working with Railfuture

Railfuture engages with politicians from all political parties at Westminster and the devolved governments in Scotland and Wales. At the national AGM Railfuture members appoint Honorary Vice Presidents. These include rail professionals, specialist journalists and politicians amongst others. Railfuture has Vice Presidents from all major political parties. In Scotland one such person is Stewart Stevenson MSP. In early 2015 the Railfuture Scotland committee took him out for a meal and he then attended the committee meeting afterwards.

Railfuture meets Stewart Stevenson

The photo above (click it for a higher resolution image) shows (left to right) Allison Cosgrove, chair, Stewart Stevenson, Ron McLean, Lawrence Marshall, Jane Ann Liston, secretary, Anthony Lennon, Barrie Forrest, Roddy McDougall and Ken Sutherland. Stewart has extensive knowledge of the rail network and as well as being very informative and helpful to Railfuture.

As well as organising the annual national conference for rail users and user groups, Railfuture works at local and national level with train operators and other stakeholders to secure a better railway. Railfuture makes awards to campaigners from its Fighting Fund to bring about improvements. Awards have been given, for example, for publicity initiatives and feasibility studies.

Join Us - Become a Member

If you would like to join our campaign for a rail future please go to the Join Us page to apply for membership. It is just £18 (concessions available) which provides four all-colour magazines a year plus more. If you have any questions or comments about the work of Railfuture Scotland you can contact piur secretary (see contacts page).

The independent campaign for a better passenger and freight rail network

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About Railfuture

Railfuture is an independent, voluntary group representing rail users in Britain with 20,000 affiliated and individual members. It is not funded by train companies, political parties or trade unions, and all members have an equal say.

Railfuture campaigns for cheap and convenient rail services for everyone; better links for buses, bikes and pedestrians; policies to get more heavy lorries on to rail; new lines, stations and freight terminals. In short, a better rail service and a bigger rail system for both passengers and freight.

Railfuture is pro-rail but not anti-road or anti-air. However, we campaign for a switch from road and air to rail. We do not interfere in the running of the railway - we campaign for the quality and range of services provided, not how they are delivered. We are the only champion of all rail users.

Railfuture is the campaigning name of Railfuture Ltd.

A not-for-profit Company Limited by Guarantee.

Registered in England and Wales No. 5011634.

Registered Office: 24 Chedworth Place, Tattingstone, Suffolk IP9 2ND.

© Copyright Railfuture 2018.

Railfuture is happy for extracts to be used by journalists, researchers and students. We would, however, appreciate a mention of Railfuture in any article, website or programme. Except with Railfuture's express written permission, no one should distribute or commercially exploit the content.

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