Edinburgh Glasgow Improvement Programme (EGIP) · Edinburgh Glasgow Improvement Programme (EGIP)...

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Edinburgh Glasgow Improvement Programme (EGIP)

Presentation to June 2012 Railfuture Summer Conference

Geoff Cook

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Background

Consultation Process

Feedback by Council Area

Next Steps


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• The next phase of improvements to Central Scotland’s rail network • Priority Scottish Government STPR Project • Faster, more frequent and more reliable trains • 350km of electrified railway • A significant contribution to a sustainable Scotland

What is EGIP ?

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Why EGIP ?

Strong passenger demand forecast to continue : • Edinburgh Suburban : 90% - 115% • Glasgow Suburban : 27% - 38% • Inter Urban : 48% - 74% • Rural : 27% – 48%

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Transport Scotland Business Case Owner

Programme Funder

Specification of Outputs

Rolling Stock Delivery

Network Rail Programme Financing

Infrastructure Delivery

Programme Management

Systems Integration

ScotRail Timetabling

Resource Implications

Operational Advice


Industry Stakeholders

http://www.networkrail.co.uk/

http://www.networkrail.co.uk/

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EGIP Scope

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Network Rail’s Industry Partners.

DRUMGELLOCH

KEY :

Existing Electrified Routes

Route Electrified by the Airdrie to Bathgate project

EGIP Electrification Proposals

Croy Station Turnback

Queen Street HL Infrastructure Capacity Dalmeny Chord

Edinburgh Gateway Interchange

Winchburgh to Dalmeny Upgrade

Winchburgh JcnEnhancement

Greenhill Upper & Lower Jcn Enhancement

Haymarket to InverkeithingSignalling Headways

Edinburgh Waverley Infrastructure Capacity

Haymarket Interchange

Stirling Area Stabling Facilities

HyndlandTurnback

Newton Remodelling

EGIP Infrastructure Projects

Other EGIP Projects

Springburn Remodelling

New EMU Depot

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Consultation Timescales

• 1st Tranche : Completed January 2012 • Review and consider all comments • 2nd Tranche : Autumn/Winter 2012 report findings • Spring 2013 : Transport and Works Act lodged

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Potentially one of the largest consultations in Britain : • Covers two thirds of Scotland’s population • 8 Central Scotland Local Authorities • 90 MP’s/MSP’s, 298 Councillors and 61 Community Councils

• 230 meetings over a 6 month period

Consultation Scope

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Consultation Media

• Web page, Email address and help line • Radio campaign, advertising and exhibitions • Social media • Creation of informed groups liaising with the project

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EGIP Infrastructure

EGIP Electrification

GRIP 4 2016

Timetable

Rolling Stock Specification +

Procurement

Car Parking Strategy

Current Performance

Issues

Station Facilities

Improvement

Integrated Transport Strategy

EGIP

SCOPE

Operations Management

During works

Impact of Electrification

Output Scope

predetermined

Re-franchising

Consultation Themes

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Consultation Feedback : Clackmannanshire

Services to Fife Services to Edinburgh Potential new station at Cambus

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Consultation Feedback : East Dunbartonshire

Car Parking Through services to Stirling / Dunblane Improved Edinburgh services Potential new stations at Westerhill and Woodilee

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Consultation Feedback : Edinburgh

• South Suburban Line electrification • Haymarket Station access / cycling improvements • Portobello Jcn improvements • Potential new station at Abbeyhill

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Consultation Feedback : Falkirk

• Service improvements / review of stopping patterns • Impact of proposed electrification works • Potential new stations at Grangemouth and Bonnybridge

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Consultation Feedback : Glasgow

• Garngad Chord • Glasgow to Anniesland Services • Enabler for Glasgow Crossrail • Hyndland – fully accessible design solution • Queen St HL – accessibility / cycling provision • Potential new station at Robroyston

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Consultation Feedback : North Lanarkshire

• Garngad Chord • Croy Station – fully accessible design solution • Improved services to Edinburgh • Impact of construction activities on the community

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Consultation Feedback : Stirling

• New stabling facilities • Stirling station improvements • Potential new station at Bannockburn

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Consultation Feedback : West Lothian

• Linlithgow – car parking and platform congestion • Overhead line installation • Impact of construction activities on the community • Potential new station at Winchburgh

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Conclusions / Next Steps

• EGIP delivers a major enhancement of Scotland’s rail network. • NR / TS to close out responses to consultation feedback received. • TAWS Order to be lodged in early 2013. • NR to commence procurement of contractors to deliver EGIP. • Finalise detailed implementation programme.

Airdrie-Bathgate Rail Link Reconnecting Communities

Ann Glen

A regional injustice put right Presentation to RailFuture conference – 16th June 2012

Bill Jamieson and David Spaven

Today’s presentation

1. Decline, closure & abandonment 1963-1972

2. Wilderness years, then the tide turns

3. Parliamentary progress 2000-2006

4. The abortive DBFM process

5. Network Rail takes over in 2011

6. Looking ahead to 2014/15 re-opening

1963 – the Beeching Report • one of the longest lines threatened

• Hawick & Gala in highest revenue category

• passengers & freight in decline

• up to 5 hours between trains

• less uproar than in the Highlands

• Scottish Office / MoT skirmishes

• conflict with economic plans

1966 – closure proposal & hearing • the whole route to go – 97 miles & 24 stations

• 508 objectors – but East Suffolk line 1,916!

• TUCC verdict – “substantial hardship”

• then 19 months in limbo

• small stations destaffed

• dieselisation, but few DMUs

• service pattern unchanged

1968 – the final decision • 2nd May – Barbara Castle backs closure

• 6th May – Marsh takes over from Castle

• 21st May Ministerial Committee meeting: - Willie Ross backs Edinburgh-Hawick retention - but a majority votes for complete closure

• 23rd May Ross memo to Harold Wilson: - “I would beg you to look at the…consequences”

• 5th June Wilson memo: - “I do not think it would be right to reopen the the decisions reached by the Committee.”

http://upload.wikimedia.org/wikipedia/en/5/5b/Barbara_Castle_27.jpg

http://en.wikipedia.org/wiki/File:Dodwilson.JPG

Closure: 6th January 1969

• last train: 21.56 Edinburgh-St Pancras

• David Steel MP on board

• Hawick delay while pilot runs ahead

• the Rev Brydon Maben and the the Newcastleton blockade

• David Steel’s appeal to the crowd

• the train finally departs 2 hrs late

• the Anglo-Scottish route is dead

1969-72: a lingering death • Hawick trip survives till 25th April

• the Border Union Railway Co: - breathtakingly ambitious - commuters / tourism / steam / timber - financial projections debatable - BR negotiations break down late 1969

• the last tracks lifted in 1972

• “by far the largest population grouping in Britain with no accessible railway services”

Why was the Waverley Route lost? 1. The Central Borders economic dev. plan: - lukewarm support for the railway / roads seen as the priority

2. BR management: - the culture of the time was closure = progress - no strategic decision 10 years earlier, to develop or rationalise

3. Government structures: - no rail powers at Scottish Office

4. ‘Realpolitik’: - financial symbolism of the route - no marginal constituencies!

5. The campaign: - too little / too late / Borders apathy

Wilderness years, then the tide turns • 1975 – BR Edinburgh-Gala re-opening proposal • route protection is abandoned • Simon Longland’s 1992 motor-bike survey - 24 breaches, in particular roads and buildings - 66% of rail overbridges extant - 74% of road overbridges extant - further development threats eg A7 road

“..it is clear that before this asset is irrevocably thrown away, a full comparative economic cost / benefit analysis of the rail investment option for the region which it represents should be carried out as a matter of urgency..”

Borders Transport Futures • launched 1994 with aim of re-opening the railway

• Pre-feasibility Study for a N. Borders Rail Link (1994) - Edinburgh-Galashiels £28m

• Pre-feasibility Study for a S. Borders Rail Link (1995) - Longtown-Riccarton-Kielder £18m for timber traffic

• Border Rail Links Study (1995) by Oscar Faber - South Borders £20m / North Borders £18m! - Railtrack / EWS / First Eng. fund South Borders project development

• Railtrack pulls out of S. Borders project in 1997

Campaign for Borders Rail • launched in early 1999

• three conferences & region-wide campaigning

• 17,200 signatures on petition to Parliament

• historic visit of Public Petitions Committee to Gala

• evidence to Bill Committee in 2004-5

• still campaigning strongly in 2012!

Rail re-opening goes mainstream • 1998 – Borders factory closures • Scottish Office picks up BTF North Borders Rail

Link Study • rail seen as agent of economic regeneration • CBR leading the grassroots campaign • 1999 – Scottish Office commissions Scott Wilson

report on re-opening options • 1999-2000 – Scott Wilson at work on the study,

examining a ‘wide’ range of options

Scott Wilson report – 2000 • heavily ‘steered’ towards CrossRail extension?

• half-hourly all-stations to Tweedbank / 55 minutes

• estimated £73m capital cost

• report did not evaluate: - Melrose as the terminus - two-tier Regional Express / Inner Suburban service - the tourist charter train market

• 2000 SW report has remained the core spec

The Waverley Railway Partnership • set up 2001 as Waverley Railway Project promoter

• led by Scottish Borders Council, with Edinburgh & Midlothian Councils & Sc Borders Enterprise

• Scottish Executive set up the Councils to be the ‘fall guys’ if the project went pear-shaped?

• faced many hurdles as the ‘guinea pig’ for rail re-openings under the Scottish Executive

• without WRP commitment and enthusiasm, might the project have foundered?

The Waverley Route Trust • established 2002

• concerns about Waverley Railway Project: - escalating capital cost - one-size-fits-all timetable / slow journey time - lack of provision for charters and freight - social enterprise / community model not considered

• commissioned Corus to undertake the ‘Delivering an Innovative Borders Railway’ study in 2004

• Corus endorsed WRT concerns and proposed alternative spec – but rejected by WRP

The Waverley Railway (Scotland) Act • Waverley Railway Bill C’ttee deliberates for 2 years

• final report endorses project, with stations at Stow and Shawfair [but 61-minute journey]

• The Waverley Railway (Scotland) Act is passed in June 2006, with just one MSP dissenting

• estimated re-opening date 2011

• 2008 – Transport Scotland becomes promoter and switches from NR to DBFM model

2009 DBFM pre-qual. document • maximum 55 mins journey time to Tweedbank

• encouragement for freight & charters

• new structures to accommodate W12 & RA10

• provision for future electrification

• passive provision for double track to Gorebridge

• allow for extension south from Tweedbank

Progress, but… • 2009-11 – advance works

• 2010 – ‘Mastermind’ clause

• 2010 – three DBFM bidders drop to two

• 2011 – down to one DBFM bidder

• 2011 – Network Rail takes over

• 2012 – further advance works

Where are we now? • Transport Scotland and Network Rail completing

due diligence for ‘statutory undertaker’

• final deal expected in August – £235m-£295m

• Tweedbank station to be marginally relocated but no ‘passive provision’ for freight / extension south

• still no provision for charters: - Tweedbank platform tracks too short - no paths other than evenings / Sundays

• CBR pressing hard on charters and the community rail dimension

The overall verdict? • a regional injustice put right after 45 years

• 31 miles – the longest British rail re-opening

• a step change in public transport – 50 minutes Edinburgh-Gala v. 86 minutes by bus

• well-located stations, but Melrose should have been the terminus

• better dialogue with campaigners would have produced a better scheme

• book your ticket for 2014!

Questions and discussion

Route knowledge

Railfuture 2012

Stirling – Alloa – Kincardine Railway

Brief History of the Route

• 1850 – 1851 Rail Link Dunfermline and Alloa

• 1852 Alloa – Stirling Link

• 1893 Kincardine Line

• 1968 Alloa and Cambus • 1983 Alloa – Kincardine • 1993 Stirling - Cambus • 1996 Kincardine-

Longannet • 2005 SAK construction

commences

Fit with Local Planning and Transport Policy

• 1970’s- Clackmannanshire County Council

• 1980’s- Clackmannanshire District Council

• 2002- Clackmannanshire Finalised Local Plan

• 2001 – 2004- Clackmannanshire Transport Strategy

Stirling- Alloa- Kincardine • Re-opening 21km of railway

between Stirling Station and Longannet Power Station

• New Railway Station at Alloa

• Hourly Passenger Services between Alloa, Stirling and Glasgow, services on to Edinburgh

• 17 passenger trips and 15 freight trips in each direction per day

• Freight link from Hunterston and west of Scotland to Longannet Power Station

Alloa Station 2008

National Strategic Transport Objectives • Improves the strategic accessibility

of Clackmannanshire

• Alleviates capacity constraints on the central Scotland rail network

• Contributes to the reduction in carbon emissions associated with road borne freight transport

• Key link in the strategic rail network to allow increased flexibility for freight transport

• More efficient freight route from the West of Scotland to Longannet Power Station

• Reduces road congestion along the route – both passenger and freight traffic

Alloa Station site from the West 2004

Local Policy Objectives

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Development Plan Vision • Promote Inclusion • Promote alternatives to private car • Environmental protection

Corporate Priorities

• Improved Transport infrastructure • Protect and enhance the built

environment • Good Road and Rail Links • Note the new flats and town houses to the north of

the line a number of which have been purchased by First Engineering (one of the main contractors) personnel who have been impressed by the scenery, local facilities and the rail link to Glasgow

Alloa Station from the West 2008

Strategic Overview

SAK implements a number of the key objectives of the National Transport Strategy. The Local Transport Strategy for Clackmannanshire and the Vision set out in the Clackmannanshire Local Plan

National Objectives Scotland’s Transport Future

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Local Transport Strategy- Development Plan Vision

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↓ Clackmannanshire Corporate Priorities

STIRLING - ALLOA - KINCARDINE RAILWAY

Economic Development Social Inclusion

• SAK is an essential key plank in the Economic Development Strategy for Clackmannanshire. It is key to the regeneration of Alloa Town Centre

• Rail links from Alloa to Stirling, Glasgow and Edinburgh contribute significantly to the improved connectivity that is essential for the economic well being of Clackmannanshire.

• SAK provides Clackmannanshire residents with significantly improved access to opportunities for employment, further education and leisure activities.

“One of the keys to building any new business is location. Lawscript based itself in Alloa specifically to recruit locally from within Clackmannanshire. As the company continues to grow it is clear that our net will have to be cast further afield. The reintroduction of a rail link to Alloa will mean we can attract employees from other areas in the Central belt.” Lorna Edwards Managing Director, Lawscript

A key objective of this Council in terms of the economic “regeneration of the area, the reopening of the Stirling-Alloa-Kincardine rail line in 2008 is a tremendous boost opening Clackmannanshire up to the world. The economic effects of the railway are already being felt in the county”

Janet Cadenhead, Leader Clackmannanshire Council

“The advent of passenger services linking Alloa to the major cities of Glasgow and Edinburgh will allow greater tourism travel opportunities as well as encouraging economic growth.“

Paul Sutton, Chair Clackmannanshire Tourism Association

Regeneration

The Project has regenerated Alloa Town Centre. A former derelict brewery site- a symbol of Alloa’s former decline – has been replaced by the new railway station, station square, new public realm and impressive public art. The station’s strong visual image is symbolic of Alloa’s regeneration.

Integration

Alloa Station - a multi modal transport interchange and public transport focus for the town.

• A new, high quality, fully

DDA compliant walkway links Alloa Railway Station with Alloa Town Centre and Alloa bus station. The station adjacent to bus and taxi services.

Usage

• Original Business Case forecast 80,000 passenger trips per annum.

• Revised upwards to 155,000 in light of better than expected patronage on Larkhall- Milngavie railway.

• Actual usage indicates that in its first year SAK will generate 400,000 passenger journeys

Roles and Responsibilities

• Transport Scotland • Clackmannanshire

Council • Network Rail • TOCs and FOCs

The Bill Process

• First Rail Bill • Core Documents • Consultations • Pre construction condition

surveys

Core Documents

• Promoters statement • Memoranda on need • Memorandum on Human

rights • Explanatory Note on

Other Railway Processes • Environmental Statement

Environmental Impact Assessment

• Assumptions • Mitigation measures • Peer Review • Committee conclusions

Dealing with Noise and Vibration

• Mitigation through design • Post construction

mitigation • Rationale for timing • Updating the

Environmental Statement • Basis for Measurement • Timescale for completion

Railway Operations

• Limitations of SAK Act • Evidence to Bill

Committee • Implications of Open

Access Railway

Noise and Vibration

• Environmental Statement • FOC requirements • Dealing with the fallout

Facts and figures

• 22,630m plain line and cable troughing • 33,846 sleepers • 79,094 tonnes ballast – pink Scottish granite

• 29 Signals

-29 AWS units • 19 Overbridges • 13 Underbridges • 4 Footbridges

• 3 public level crossings (waterside, Blackgrange, Cambus) • 3 Private level crossings (Manor Neuk, Manor Powis, & Kincardine) • 1 Superstructure (the Forth Viaduct) • A new station

Challenges

• Geotechnical • Grouting • Level crossing design • Cambus • Cuttings and embankments • Ballast • Signals • Coal trains

Summary of benefits

• 13km new line • Extension ot Alloa’s eastern

relief road • Freight traffic speeds • Reduction in congestion • Road freight • The Clacks effect

Environment

SAK will enable more efficient delivery of coal to Longannet by rail. The reduction on CO2 emissions resulting from this modal shift are set out below.

“I eagerly anticipate seeing a reduction in traffic congestion on the roads leading to Stirling as car users switch to using the rail service” Councillor Graham Reed Stirling Council

“Freight use for Longannet Power Station will help keep the County’s roads free of heavy goods traffic to make tourist visits more enjoyable and stress free” Paul Sutton

Current SAK and Current Road deliveries

SAK and all rail delivered

Lorry Journeys p.a. 15,600 15,600 0

Rail Journeys p.a. 3,680 2,333 2,666

Rail CO2 emissions p.a 119,000 tonnes 100,800 tonnes 115,200 tonnes

Road CO2 emissions p.a. 14,500 tonnes 14,500 tonnes 0

Total CO2 emissions p.a 133,500 tonnes 115,300 tonnes 115,200 tonnes

SAK and EGIP

• Upgrade Central Scotland’s Rail Links

• New Service levels • Journey time improvements

Alloa/Dunblane • Additional path per hour

Stirling – Alloa (passenger) • Alloa – Glasgow half hourly –

10minute reduction to journey time

• Electric units • Possibility of station at

Cambus

Local children race the train on opening day. Community participation was exceptional with over 1200 people riding the route on opening day.

QUESTIONS

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