WAVERLEY RAILWAY (SCOTLAND) BILL
CONSIDERATION STAGE EVIDENCE: PROMOTER RESPONSE TO GROUP 5
RESPONSE TO OBJECTIONS
SUSTRANS, 162 FOUNTAINBRIDGE, EDINBURGH (OBJECTION 76)
RAILWAY PATHS LTD. 35 KING STREET, BRISTOL (OBJECTION 118)
Background 1. The Promoter has met with Sustrans and Railway Paths Ltd (RPL) on a number of occasions to discuss their objection to the Waverley Railway Project. As a result of these meetings two reports have been produced namely, "Alternative Routes to National Cycle Route 1 within the Dalkeith area" (commissioned by Midlothian Council and produced by Sustrans), and "Proposed Newtongrange to Borthwick Castle Cycle Route" (produced by Turner & Townsend on behalf of the Waverley Railway Partnership). These reports are attached to this response as Appendices 1 and 2.
2. Sustrans and Railway Paths Ltd have provided group evidence, which splits the route into 7 distinct sections. The Promoter therefore has answered the objections of “Acquisition of Land” and “Loss of Amenity (cycle paths)” under the 7 sections referred to by the objectors.
A. Acquisition of land
Promoter’s Response 3. The Promoter notes that the objectors state that their specific interests in connection with the National Cycle Network (NCN), which runs, or is proposed to run, on parts of the currently disused Waverley railway, have not been taken into account, particularly in relation to the communities of Dalkeith and Galashiels. It notes the objectors' comments that existing NCNs are the Eskbank Viaduct to Hardengreen and Galashiels to Tweedbank, and that proposed NCNs are at Millerhill, Sheriffhall to Eskbank Viaduct and Newbattle to Borthwick.
4. Although not referred to in the group submission, Railway Paths Ltd (RPL) in its objection states that, in respect of any existing bridges or structures on the objector’s land, or any existing statutory or accommodation works obligations, the Promoter should take full responsibility for these, instead of simply operating under rights which cover such uses.
1 5. In response to these comments, the Promoter has dealt with the question of land acquisition in Part A and any proposed alternative provision in Part B, as follows:
6. Section 1 - Newcraighall (Map 1): The Promoter is not acquiring any land from the objectors in this section.
7. Section 2 - Millerhill Wayleave (Map 2): The Promoter is not acquiring any land from the objectors in this section.
8. Section 3 - The City of Edinburgh City Bypass and Esk Viaduct (Map 3): The Promoter has identified two areas of land believed to be in the ownership of RPL that will be acquired for the railway. The first is a small plot of land (116 sq.m. field and land - Plot Number 150b on the Parliamentary Plans) located beside the bridge carrying the proposed railway under the A68 Trunk Road. As this is a small isolated plot of land the Promoter does not intend providing an alternative.
9. In relation to Glenesk Viaduct, the Promoter believes that RPL may have joint ownership, although Midlothian Council records indicate that the viaduct is in the sole ownership of the Edinburgh Greenbelt Trust. Details of proposed alternatives to this part of the route are detailed below in the section on "Loss of Amenity (Cycle Paths)" below.
10. Section 4 - Dalkeith/Eskbank (Map 4): The Promoter is not acquiring any land from the objectors in this section
11. Section 5 - Newbattle Viaduct (Map 5): Lothianbridge or Newbattle Viaduct as it is sometimes known is currently in the ownership of RPL. Although the Promoter intends acquiring this structure to build the railway it is not clear how the objectors would develop the use of this structure for future cycleway provision as they do not own the north or south approaches to the viaduct, their ownership only extending to the structure itself. The Promoter's proposals for alternatives in this area are listed in the following section on "Loss of Amenity (Cycle Paths)" below.
12. Section 6 - Newtongrange and Gorebridge (Map 6): RPL own a number of plots along the route of the proposed railway notably between the proposed Newtongrange station and the access to the Kirkhill House just to the north of Gore Glen Country Park. These plots will be acquired by the Promoter to construct the railway. The remainder of the route shown on map 6 is not in the ownership of the objector, with the possible exception of the bridge carrying Lady Brae, Gorebridge, over the former Waverley Route. Midlothian Council's records however, indicate that this structure is now in the ownership of the Council having had it transferred to them by BRB (Residuary). The Promoter's proposals for alternatives
2 in this area are listed in the following section on "Loss of Amenity (Cycle Paths)" below.
13. Section 7 - Galashiels and Tweedbank (No accompanying map): in respect of acquisition of land and loss of amenity, the Promoter notes the objector’s support of the proposals set out below.
14. An alternative amenity path extending from Clovenfords, some six miles west of Galashiels, through Galashiels to Tweedbank, has been approved in principle at a projected cost of £700,000 by Scottish Borders Council. This proposal was presented to Sustrans at a meeting held in their offices on 14 January 2005 where it was given a favourable review.
15. The proposal not only addresses the severance of the National Cycle Network by providing an alternative route between Tweedbank Station and Wheatlands Road Galashiels but also takes the opportunity to extend it to Clovenfords. It is off road with the exception of an 800m length through the centre of Galashiels where a new transport interchange is planned as part of a major redevelopment. This redevelopment will include an improved cycle/walkway provision.
16. Section 8 - Access to Stations (No map): The Promoter is not acquiring any land from the objector for this purpose.
17. Taking full responsibility for assets (RPL's Objection): The Promoter agrees that there are substantial structures and other elements of the former railway remaining that are now in the ownership of Railway Paths Ltd. To the extent that these elements come within Bill limits and so form part of the railway to be constructed pursuant to the Bill, the Promoter accepts that responsibility for them should rest with the person responsible for the railway itself. There is therefore no issue of principle between the parties on this issue.
Witnesses 18. The witnesses for the Promoter on this topic are: Douglas Muir, Transportation Policy Manager, Midlothian Council; Chris Bone, Senior Project Manager, Turner and Townsend; Bill Sandland, Consultant, Scottish Borders Council; and Alison Gorlov, Partner, John Kennedy & Co, Parliamentary Agents. The Promoter estimates its evidence on this topic lasting 15 minutes.
B. Loss of Amenity (cycle paths) 19. The objectors claim that the Bill to reinstate the railway will lead to a loss of amenity, because no provision has been made for replacing the National Cycle Network route or for an enhanced network of local walking and cycling routes to stations.
3 Promoter’s Response 20. The Promoter has split the response on "Loss of Amenity" into the eight sections of route as outlined in the response to “A – Acquisition of Land” above.
21. Section 1 – Newcraighall (Map 1): As the Promoter is not acquiring land nor carrying out any works, which affect this section of route, there is no loss of amenity.
22. Section 2 – Millerhill Wayleave (Map 2): NCN1 does not currently run over this section of the route.
23. It is not clear from the plan submitted by the objector how access from Whitehill Road down into the Millerhill Marshalling Yard to access their wayleave is intended. The Promoter however, proposes that the existing country lane between Whitehill Road and Shawfair Farm could be used to reach the proposed bridge crossing the line from east to west (Works Number 1A on Parliamentary Plan Sheet Number 2). From here access can be gained to the western edge of Millerhill Marshalling Yard where RPL has a wayleave.
24. The Shawfair Local Plan, adopted by resolution of Midlothian Council on 25 September 2003 places a strong emphasis on the provision of walking and cycling facilities as an important element of the development. The Plan sets out the Council's vision for the development as creating a "more sustainable pattern of development that is more reliant on public transport, cycling and walking" with "particular emphasis placed upon securing community access to the surrounding countryside, where the plan proposes the planting of woodlands and the creation of parks".
25. The Development Aims contained in the Local Plan seek to achieve "the provision of public access to the countryside for existing communities and new residents through walkways, cycleways, bridlepaths ….." .
26. The Shawfair Masterplan reflects the visions and aims of the Local Plan and a series of local service paths, strategic paths and countryside paths are now being further developed as part of the Development Briefs and through the Planning Applications submitted for the development.
27. As Shawfair develops there will be a number of cycling and walking opportunities developed for the area covered by Map 2.
Section 3 – The City of Edinburgh Bypass and Esk Viaduct (Map 3): NCN1 does not currently run over this section of the route. There is currently no route between the southern end of the Millerhill Wayleave and start of the Midlothian cycle path just south of Sheriffhall other than by the existing road network, which includes the Sheriffhall
4 Roundabout on the A720 City Bypass, and is not an attractive route for cyclists. There is currently a “black path” between the A68 just south of Sheriffhall and Glenesk Viaduct (Part of Midlothian’s cycle network). There are however a number of proposals currently being promoted by others which would address the question of access over or under the A720 City Bypass. These include:
• Scottish Executive proposals for grade separation of Sheriffhall Roundabout. The Executive currently have JMP Consultants developing proposals for the upgrading of Sheriffhall Roundabout any of the proposals currently being assessed would provide a much safer access over the A720 City Bypass than currently exists. • South East Wedge cycle network proposals with a link using the existing farm access bridge under the bypass leading into the Dalkeith Country park area from where the NCN1 at Salters Road/Thorniebank can be accessed.
28. The objector is suggesting that the Promoter should provide a wayleave between Millerhill and Glenesk Viaduct including space under the Bypass and under Old Dalkeith Road. The Promoter does not have sufficient land within Limits to provide this wayleave nor would it consider the additional cost in widening the structure under the A720, already a complex and expensive bridge, to be cost effective when the other alternatives mentioned above are being developed.
29. The detailed design for the railway has not yet been carried out and the Promoter would note that the proposed Shawfair dynamic loop passes under the A720 City Bypass and terminates just short of where the railway passes through a masonry arch tunnel under the A68, Dalkeith Road. To agree a wayleave at this stage would compromise the optimum design if the Promoter were unable to extend the dynamic loop through the tunnel, should this prove necessary. There is insufficient width in the tunnel to accommodate twin track and a cycle path. Any compromise to the design could result in the Promoter being unable to reduce journey times, which is the Promoter is seeking to achieve.
30. The Promoter considered at an early stage the provision of a footbridge alongside the Glenesk Viaduct but had to dismiss the idea due to the technical difficulties involved, mainly with the topography of the area and the unusual curved wing walls of the Viaduct. The objector’s suggestion could also require a further bridge to cross over or under the railway in order to reach Dalkeith. Again due to the topography of the area, the physical constraints and the limits sought in the Bill, it is not readily apparent how this might be achieved.
31. The Promoter held various discussions with interested groups including Sustrans and brought forward the alternative proposals
5 contained in the Severance Report an extract of which is appended to this response (Appendix 3). The Promoter considers the proposed alternatives are cost effective and meet the needs of not only cyclists but also the needs of walkers in the area. The proposals suggested by the objector would, by comparison, be extremely costly to implement.
32. The Promoter has concerns about the attractiveness of a long section of cycle path being constructed in a narrow cutting alongside a high-speed train line (up to 90 mph). The Promoter accepts that this can provide a solution where no suitable alternative exists, particularly over relatively short lengths. However, over this section of the line the Promoter considers that there are more attractive alternatives.
33. Section 4 - Dalkeith/Eskbank (Map 4): NCN1 currently runs between Hardengreen and the A6094 Eskbank Road via a "black path" following the line of the proposed railway to a point just south of Glenesk Viaduct where it then follows the former Dalkeith Branch line to Cemetery Road and onto the A6094 Eskbank Road. Cyclists then follow the A6094 negotiating Dalkeith town centre, including a staggered junction with the A68 Trunk Road before joining the next section of NCN1 at Thorniebank. Midlothian Council commissioned Sustrans to investigate how the section of the route lost to the railway could be replaced and also to look at any alternative routes that would ultimately allow cyclists to miss the busy town centre if they wished.
34. Sustrans produced a report entitled "Alternative Routes to National Cycle Route 1 within the Dalkeith area". This report proposed that two routes be considered. Route Y leads from the current NCN1 at Eskbank station over the proposed fully accessible footbridge (Works Number 2A on Parliamentary Plan Sheet 9) and via the new footpath link to Dalhousie Road. A new footpath link through the soon to be revamped Jewel and Esk Valley College will be provided by the College. The current access road to the college, from Newbattle Road will carry very little traffic after the college re- development, as the main access will be from Dalhousie Road so will be suitable as a safe cycle route. At Newbattle Road Midlothian Council is programmed this financial year, to install a signalised crossing at the junction with Abbey Road, a requirement highlighted in Sustrans report. The new development on the site of the former St David's High School will provide an off-road cycle/walkway running parallel to Abbey Road until it reaches Newbattle Golf Club.
35. Although the Sustrans report then seeks a link through the golf course to meet the proposed route X, which Midlothian Council supports, the Promoter proposes that the existing path network in Kings Park will lead cyclists to the A6094 Eskbank Road opposite Cemetery Road where the original NCN1 joined the A6094. The
6 Promoter therefore, considers that route Y in the Sustrans report with the added section through Kings Park, is virtually all off-road and is an adequate replacement for the section of NCN1 lost to the railway.
36. Midlothian Council has a good record of providing cycle paths throughout the area and would be happy to work with Sustrans, and any other interested groups, in progressing Route X which is identified in the Sustrans report. Route X would provide a generally off-road link from NCN1 at Thorniebank in the east of Dalkeith to NCN1 at Cockpen, which lies to the south of Bonnyrigg. This would provide an attractive alternative to the current route, which passes through the centre of Dalkeith.
37. Section 5 – Newbattle Viaduct (Map 5) NCN1 does not currently run over any of the land being acquired by the railway to the south of Eskbank station. The current NCN1 alignment shown on the objector’s Map 5 between Cockpen and Hardengreen (Eskbank station) is not affected by the railway so there is no loss of amenity. The Promoter acknowledges that there exists a potential for RPL to develop a route over the Viaduct if land on either side could be obtained, an access up to the Viaduct at the northern end established and a solution could be found to safely get cyclists across the A7 at Hardengreen Roundabout.
38. The alternatives suggested by the objector are effectively Route X from the "Alternative Routes to National Cycle Route 1 within the Dalkeith area" report with an additional key connection between Newtongrange and Route X through Lady Lothian’s plantation.
39. The Promoter is facilitating development of this route with the provision of paths and footbridges in Newtongrange (see paragraph 46 below). Midlothian Council is keen to work with the objector and other interested groups such as The Esk Valley Trust, who are also developing plans for access tracks in this area, to explore how these proposals could be progressed.
40. The Promoter however, feels that it is not incumbent on it to provide this alternative route but would be supportive of the proposals and would be happy to discuss these further with the objectors.
41. Section 6 – Newtongrange and Gorebridge (Map 6) NCN1 does not currently run over this section of the route.
The Promoter has carried out a study into a potential replacement for this proposed route (“Proposed Newtongrange to Borthwick Castle Cycle Route” Appendix 2). A draft copy of this report was issued to RPL on 21 October 2005 and the route shown on the objector’s Map 6 reflects the route detailed in the report with the exception of a short length within Gorebridge where the objector
7 shows a route between Gorebridge Main Street and Vogrie Road using Lady Brae. Lady Brae is a narrow road on a steep incline with poor forward visibility and in some places little or no footpaths. The Promoter would therefore not recommend this particular section of the objector’s proposed route but would recommend the proposals set out in the Promoter’s report which use traffic calmed residential streets and/or sections of off-road paths.
42. The Promoter would also like to note that although this is a potential route identified by the objectors, the Promoter and Midlothian Council are fully supportive of the proposals and either as part of this project or through Midlothian Council are providing the following:
a. Two footbridges at Newtongrange crossing the line (Works Number 2E and 2F on Parliamentary Plan Sheets 12 and 13) -Approximately 200m of replacement footway at Station Road, Newtongrange. b. A link path from Jenks Loan to the A7 Murderdean Road and a signalised crossing of the A7 (recently installed by Midlothian Council). c. Upgrading of paths within Gore Glen Country Park (Midlothian Council currently carrying out £100,000 to upgrade paths in the Country Park). d. Installation of a new footbridge over the line at the southern end of Gore Glen Country Park (Work Number 3B on Parliamentary Plan Sheet 17). e. A new footbridge from the A7/Gore Glen car park (Work Number 3A on Parliamentary Plan Sheet 16). f. A new section of path network linking the footbridge to the existing path network being provided by the Promoter. g. A new footpath link from the southern Gore Glen footbridge to Millbank Grove and Moorfoot View, Newtongrange. h. New footbridge at Robertsons Bank (Works Number 3D on Parliamentary Plan Sheet 20). i. New track from footbridge to Vogrie Road.
43. By using some of the alternative routes suggested in the "Proposed Newtongrange to Borthwick Castle Cycle Route" report then this section of route could be brought into use now with the remaining sections of the preferred route provided by the Promoter as part of the railway scheme.
44. Midlothian Council has a good record of providing cycle facilities in the area and wish to continue to develop routes and facilities wherever possible. The Council has in the past worked with organisations such as Sustrans to procure cycle facilities and are keen that this continues.
45. Section 7 – Galashiels to Tweedbank (No map): This is dealt with in the section above on “Acquisition of land”.
8
46. Section 8 – Access to Stations (No map): The Promoter notes the objector's statement “We anticipate that each station will be made readily accessible on foot and cycle and that appropriate linking routes and paths are integral with the railway development taking particular care to ensure that they are direct and advantageous to use”. The Promoter is keen to maximise the potential for walking and cycling to stations and would refer the Committee to the Promoter’s evidence to the Waverley Railway (Scotland) Bill Committee on 7 March 2005 by Panel 6 and in other written evidence to Committee such as the STAG report.
Witnesses 47. The witnesses for the Promoter on this topic are: Douglas Muir, Transportation Policy Manager, Midlothian Council; Chris Bone, Senior Project Manager, Turner and Townsend; and Bill Sandland, Consultant, Scottish Borders Council. The Promoter estimates its evidence on this topic lasting 30 minutes.
9
Alternative Routes to National Cycle Route 1
within the Dalkeith area
March 2005
Midlothian Council
Rev 02 Contents
1. Introduction 3
2. Route Choice 5
3. Proposals – Route X 9
4. Proposals – Route Y 19
5. Costs 26
Appendices
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1 Introduction
The National Cycle Network (NCN) is the UK’s Midlothian Council, one of the Borders Railway flagship cycling project and at present comprises a promoters, commissioned this study. network of 10,000 miles of cycle routes, many of which are off-road. In Scotland, 1600 miles are open with a further 750 miles planned (Map 1 NCN in Scotland).
National Route 1 goes from Harwich to Inverness and also forms part of the North Sea Cycle Route (NSCR), the first transnational Eurovelo project.
In Scotland NCR1 runs through the Scottish Borders, Midlothian, East Lothian to Edinburgh as the ‘Coasts and Castles Cycleroute’.
Around Dalkeith, NCR1 uses part of the disused Waverley Line between Newbattle and Eskbank. The proposal to reopen this line as the Borders Railway has prompted a study to be made of an alternative route to this section and given an opportunity to provide a missing link to the route that currently runs through busy Dalkeith.
The brief for the study called for the following elements to be included: • Carry out site survey • Identification of preferred routes • Investigation of any ownership and development issues affecting the routes • Identification and initial contact with affected landowners • Recommendations for on- and off-road design measures • Budget costings
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NATIONAL CYCLE NETWORK IN SCOTLAND
Berwick to John O’Groats through Edinburgh and Aberdeen Route 1
Lochs and Glens North Route 7 Aberdeen
Dundee to Pitlochry Route 77
Glasgow Edinburgh Round the Forth Route 76 Kilmarnock to Ardrossan to Brodick Route 73
Lochs and Glens South Route 7 Edinburgh to Gourock Route 75
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2 Route Choice
A – Congested, very busy, poor roadside 2.1 Route Criteria environment B – Difficult crossing of A68 with steps into The new routes have been designed around the Bruce Gardens and steep path to Waterfall following criteria: Park • Safety. The routes should be as safe as C – Difficult crossing of A68 and path very possible and avoid using any road with vehicle muddy and overgrown. Also close to GC flows in excess of 1,000 vehicles per day. D - In cutting at backs of gardens – unlikely to Unnecessary main road crossings should be receive planning permissionand neighbour avoided and where required will be protected. support E – Overgrown and steep – unsuitable for • Attractiveness. The route should be as cycling interesting as possible and be shielded from F – Very narrow and not suitable for multi-use the main roads. G - Very narrow and not suitable for multi-use • Accessibility. In order to generate maximum public use, the route should be easily accessible and visible and be suitable for use 2.3 Negotiations by cyclists, walkers, disabled users and, where appropriate, horse riders. Achieving the recommended routes rely on concluding satisfactory negotiations with 3 • User-friendliness. The route should not make landowners and one leaseholder. significant deviations, have the minimum These are: number of steep sections, be easy to follow 1. Bellway Homes and convenient. 2. Newbattle College Trustees • Cost-effectiveness. As many of the routes as 3. Grange Estates on behalf of the Marquess of possible should use existing infrastructure. Lothian 4. Newbattle Golf Club who lease land from the • Negotiable. Where the routes use private two landowners above. land, they should not be so sensitive that it
would be unlikely that public access can be See Map 3. negotiated
Initial communication with the landowners 1 to 3 2.2 Survey Work has proved positive in response to the new route alignment. Their individual responses can be From map-based research, a number of routes found in the letters held in Appendix A but in were checked on the basis of the above criteria summary: and field surveys on foot and by bicycle were carried out. Bellway Homes have no objection in principle These are shown on Map 2 with reasons for and to contact the company solicitor to take this rejection given. forward.
The chosen routes offer a reasonable off-road The Newbattle College Trustees welcome this alternative. feasibility study as it comes at a time when they are looking to improve walking and cycling access to the college. Grange Estates managed land issues for Marquis of Lothian and Newbattle College Trustees on behalf of their clients agreement in principle is offered with conditions. The Newbattle Golf Club have not been contacted as part of this study.
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MAP 2 – Route Choice
B
A Current National Cycle Route 1
C
D
A68 (T) E F
G A7 (T) Chosen routes
Restrictive point
0 1km N
Rejected routes and reasons for rejection
A – Congested, very busy, poor roadside environment B – Difficult crossing of A68 with steps into Bruce Gardens and steep path to Waterfall Park C – Difficult crossing of A68 and path very muddy and overgrown. Also close to Golf Course D - In cutting at backs of gardens – unlikely to receive planning permission and neighbour support E – Overgrown and steep – unsuitable for cycling F – Very narrow and not suitable for multi-use G - Very narrow and not suitable for multi-use
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MAP 3 – Negotiations
Route X
Route Y Landowners
Midlothian Council Newbattle College Trustees Golf Club leased Bellway Homes Marquess of Lothian Ownership not resolved
0 1km N
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3 Proposals
MAP 4 – Location of detailed maps Route X: 5 – 9 5 Route Y: 10 - 12 Maps are not to scale
6
12 11
4 Costs
7 Appendix 2 shows a breakdown of costs for each phase of the project. 10 Below the summary table of8 costs and funding include a 5.0% contingency and a 12.5% design and management fee. All costs exclude VAT.
9
Start of Proposed Route X
The proposed route links into the established National Cycle Route 1 as it comes south from to continue until it reaches a break in the wall at Thornybank Industrial Estate to the north of Salter’s Grove. This is the beginning of the proposed Dalkeith, crosses B6414 via a pedestrian crossing alternative Route X. and travels along the south side of the road on a widen multi-use path. It crosses Salter’s Road by a raised zebra crossing
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MAP 5
3 1 2
4
A68(T)
Map 5 junction to egress via an access track to Waterfall Park 10m south on the A68(T). Good 1 Access into Salter’s Grove sightlines are present at this junction travelling Signpost required opposite the entrance to in the south direction, however, travelling north direct cyclists into Salter’s Grove or along they are not. To provide a safe route a toucan B6414 if travelling the in opposite direction. crossing would be appropriate at this location The running surface is a tarred road and is although a signalised crossing already exists satisfactory. just to the north of this junction and there may
2 Gibson Drive be insufficient room to fit another one in without At end of Salter’s Grove a sign for both alterations to the first. Therefore one proposal directions can be erected on lamppost is to erect warning signage and lay rumble opposite. strips on the approach to this crossing point. See Fig 1. Cycle lanes are being proposed as 3 James Lean Avenue part of a scheme design by Amey, which The route continues to join James Lean requires to take account of this difficult crossing Avenue where the road has been traffic for cyclists. calmed with speed humps to an advisory The route for this section is acceptable and 20mph. therefore deliverable in the short term but alternatives can be explored if there were further 4 Junction with A68 (T) developments in the area. The housing estate road egresses directly onto the busy Newmills Road and the route follows a staggered
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Photo 1 – Looking east along the A68: Cyclist desire lines of travel
Rumble strips min. FIG 1 1m apart
Existing pedestrian crossing Diag No.950 Note: Distance plate Diag No.572 may be applied
Newmills Rd A68(T)
Warning signs for pedestrians James Lean required Avenue
Masonry walls
Existing lamppost can be used for directional signage
Diag No.950 Note: Distance plate Diag No.572 may be Entrance to Waterfall Park: applied Construct an asphalt apron on the approach to the junction. Rumble strips min. 1m apart Dalkeith Alternative Routes to NCR 1Page - 11 -
MAP 6
1
2
3
4
Map 6
1. Access into Waterfall Park management, removal of restrictions and The first section is a shared access track for laying a path as specified in Fig 2. the sewage works. Where the route enters the Waterfall Park access controls are 4. Maiden Bridge required to prevent vehicle entry. Here an The path goes up a gradient to join an arrangment of galvanised steel bollards, established track that lies in the grounds of recessed at the top for a reflective strip, at the Newbattle Golf Course. The sightlines 1500 centres should be provided. are not particularly good therefore warning signs to cyclists and the main path users 2. Path construction through the Park are required as well as directional signage. An established 2m wide path exists through Vegetation management at this corner the park. Widen and upgrade to form the would assist in improving the sightlines. minimum standard with a 3m width as shown Over the bridge the surfacing is of a rough in Fig 2. open material suitable for receiving maintenance vehicles. Minor pothole repairs 3. Area through copse are required. The path runs into a copse for a section and requires vegetation A matter of metres over the bridge the route into a copse. Vegetation management, direction requires to turn left down and warning signage are required at this point. The path follows the edge of the riverbank within a meadow. There is sufficient room to pull the path away from the river edge and build a 3m
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wide path. Construction detail requires to be as shown in Fig 2.
Fig 2 – Standard path construction: Drainage detail optional
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MAP 7
1
2
4
3
Map 7
1. Woodland path Where the path enters the wood there is insufficient room to continue the route adjacent to the river. The proposal is to move the route to the west side of the line of beech trees. Vegetation management and construction to Fig 2 detail required. Signage can be provided to direct cyclists along the new rote leaving the riverside path for pedestrians only.
2. Path enters Newbattle Abbey Grounds As shown in Photo 2 the path continues out of the wood and into the gardens of Newbattle Abbey. The route is to follow the grass path and fork left after a short hedge to follow the path to the edge of a wide paving slabbed promenade. Path construction as detailed in Fig. 2.
Photo 2
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3. Steps at Newbattle Abbey The paved promenade comes to a flight of steps. Permission by the college has been given to construct a ramp to allow access. Ramp access will require being between 15 and 20m long and preferably 2.5m wide. Handrailing will need to be considered.
4. Gravel Path At the front of the college the paving slabs abut a gravel path. This should be widened to 3m as Fig 2 to marry in with the tarmac drive.
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MAP 8
1
2
3
Map 8
1 Newbattle Abbey Drive The route joins the tarmacadam drive and follows it down to the junction with the B703. Warning signs and directional signage require to be erected.
2 Crossing the B703 Coming out of the Newbattle Abbey college entrance the sightlines are particularly poor it sits on the apex of a curve. The proposal is cross directly over the road into the access track area and build a path across the grass area adjacent to Newbattle Abbey Crescent. The road is 30mph with advisory 20mph signs. Warning signs and rumble strips are proposed to slow the traffic down on the approach to the crossing. 3 Newbattle Abbey Crescent The route is to follow the residential road with directional signage required.
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MAP 9
1
2
3 Restrictive point
Minor road to Carrington Newbattle Viaduct – Proposed Borders Route: The Waverley Line
Map 9
1 Newbattle Abbey Crescent The route continues turning left at a T- junction within the estate to come to a row of garages. An existing path exists up the west side of the garages. From this point a 2.5m wide 50m long link path requires to be built across the grass to join up with the riverside path.
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2 Riverside Path The route continues along the edge of the river again. Path construction requires to be as the standard detail in Fig 2. There is the opportunity to expand the width of the path and shift its position westward into the field.
3 Access under the A7 As the route approaches the main road it is required to swing back towards the river bank edge. This is to allow the path to join up with the proposal to eliminate the crossing of the A7 at a particularly difficult point. The two options being put forward require approach ramps being built to gain access down to the appropriate level and differ as described: A – The route is to be carried under the two bridges via a boardwalk type structure on stilts driven into the riverbed. B – As above but the crossing is a gantry supported by cantilevers bolted to the bridge
abutment and retaining wall. Elevated access under the bridges to provide
an alternative crossing to the busy A7 above. Faber Maunsell was commissioned by Sustrans to carry out a study into the feasibility of the proposal and their full report can be found in Appendix 2.
The path then links up with the original route on the minor road to Carrington.
Start of Proposed Route Y
This route is a west to east route linking the The link commences at the bridge over the A7 original National Cycle Route 1 with the proposed adjacent to the Tesco Supermarket. Route X at Maiden Bridge within the Newbattle Golf Course.
MAP 10
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Tesco Superstore
2
3
Dalhousie Road A7 (T) 1
Bridge over the A7
Map 10
1 Bridge over the A7 The existing route crosses the bridge and then turns right to follow a track to join the southern end of the Eskbank railway path. The new route requires the path to cross the track, not turn down it but follow the perimeter fence of some local works and a housing estate. Path construction to be as the standard detail in Fig 2.
2 Eskbank New Station The path is to come out and cross over the new railway line at the Eskbank Station. The new bridge is required to accommodate all user types as part of the Waverley Line re- opening.
Proposed new rail line along original railway at
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Eskbank.
3 New path to Dalhousie Road Similar to the route from the A7 bridge the path requires to run along the back of Hardengreen Business Estate to come out onto Dalhousie Road opposite the Jewel and Esk College.
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MAP 11
4
3
2
1
Map 11
1 Crossing Dalhousie Road The path comes out onto Dalhousie Road approximately 10m within the 30mph limit of the town. A cycle track give way crossing should be provided as shown in Fig 3.
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Fig 3 – From Cycling By Design – Fig 6.5b Cycle Track Give Way Crossing
2 Jewel And Esk College The path should then cut across the green in front of the Jewel and Esk College to join the existing path way with a dropped flush kerb and continue down the footway. The footway surfacing requires to be upgraded and thermoplastic bicycle signs laid down.
3 Link into Abbey Road The route continues past the Lothian Police Headquarters remaining on the footway. A raised crossing is required across the entrance road to give priority to cyclists. See Fig 4
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Fig 4 – From NCN Guidelines and Practical Details – Issue 2 Fig 5.5: Cycle track priority crossing at minor road.
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4 Junction with Abbey Road On the approach to Abbey Road the route is to remain on the footway following it around the corner. Sightlines are very short in both directions at this point and therefore warning signs are required. Swinging the path out slightly to provide more room for manoeuvre would also assist at this location.
The crossing point of Abbey Road is located as the footway broadens out to the roadside. This is a busy road and a toucan crossing at this point is suggested as specified in Cycling By Design Cl 6.105 Toucan Crossing.
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MAP 12
2
1 3
Map 12
1 Entrance into Old School Site The grand entrance gates to the now demolished St David’s School sit opposite the crossing to Abbey Road. The site is currently being redeveloped and is to be built to ensure that the road/footpath network within the site is to be safe for all to use. As the main route, the council has also requested that the development provide a shared footway/cycleway along the Abbey Road side of the site to turn and then follow the Golf Club south boundary.
2 Joining golf course track The route then requires to join the established track that runs through the golf course. The track is muddy with potholes in certain areas.
It carries maintenance traffic and therefore requires to be built up to withstand this.
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Ideally a hardcore base with a good camber and dressed with whindust to provide an even-running surfacing.
2 Maiden Bridge Continue along established golf track to meet Route X (red) on the east side of Maiden Bridge. The path construction requires to marry in with that proposed for the first route.
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5 Costings
The two following tables show a brief breakdown of the costs envisaged with respect to implementing the two routes Route X and Y.
Route X
Quantity Unit Rate Cost Map 5 – Through Woodburn Housing Estate Signage along the route sum 2,500 Toucan crossing on Newmills Road or sum 35,000 Junction advisory crossing sum 3,000 40,500 Map 6 – Waterfall Park Access control at Waterfall Park sum 1,500 Path works – ground prep, herbicide, foundation and 600 m 60 36,000 2.5m wide bitmac surfacing, dress verges plus signage 37,500 Map 7 – Newbattle Abbey College Estate Path works – ground prep, herbicide, foundation and 300 m 60 18,000 2.5m wide bitmac surfacing, dress verges plus signage Construction of ramp sum 10,000 28,000 Map 8 – Newbattle Abbey Housing Estate Signage sum 4,000 Junction advisory crossing sum 3,000 7,000 Map 9 – River South Esk Path Path works – ground prep, herbicide, foundation and 650 m 60 39,000 2.5m wide bitmac surfacing, dress verges plus signage Access under A7 bridge and Newbattle Viaduct sum 60,000 99,000
Overall total for Route X £ 212,000
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Route Y
Quantity Unit Rate Cost Map 10 – A7 footbridge to Dalhousie Road Path works – ground prep, herbicide, foundation and 500 m 60 30,000 2.5m wide bitmac surfacing, dress verges plus signage
Map 11 – Dalhousie Road to Abbey Road Advisory crossing sum 3,000 Path works across college green – ground prep, 75 m 60 4,500 herbicide, foundation and 2.5m wide bitmac surfacing, dress verges plus signage Resurface footway from college to Abbey Road 200 m 30 6,000 Priority crossing sum 5,000 Pathworks at corner to Abbey Road sum 2,000 Toucan crossing on Abbey Road 35,000 55,500 Map 12 – Through old school area and golf course Path works to grand gates – ground prep, herbicide, 15 m 50 750 foundation and 2.5m wide bitmac surfacing, dress verges plus signage Signage through residential development sum 1,000 Shared use footway along Abbey Road and Golf sum 500 Course Boundary – developer’s cost Signage Path works along established golf track – ground prep, 500 m 30 15,000 herbicide, foundation and top surface dressing 3.0m wide plus signage 17,250
Overall total for Route Y £ 102,750
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report
This report has been written for Chris Bone Midlothian Council Senior Project Manager in response to Objection No. 118 raised by Railway Turner & Townsend Project Management Paths Ltd against Osborne House the proposed 1 Osborne Terrace Waverley Railway Edinburgh Project EH12 5HG
t: +44 (0) 131 347 3400 f: +44 (0) 131 347 3401 e: [email protected] w: turnerandtownsend.com
Proposed Newtongrange to Borthwick Castle Cycle Route
October 2005 making the difference
Response to Waverley Railway Project Objection No. 118
Contents
1 Introduction 1 2 Route Choice 2 3 Survey Work 2 4 Conslusions 23
Rev Originator Approved Date
1 C Bone D Muir 13th October 2005
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1 Introduction
The National Cycle Network (NCN) is the UK’s flagship cycling project and at present comprises a network of 10,000 miles of cycle routes many of which are off-road. In Scotland 1,600 miles are open with a further 750 miles planned.
National Route 1 goes from Harwick to Inverness and also forms part of the North Sea Cycle Route (NSCR), the first transnational Eurovelo project.
In Scotland NCN1 runs through the Scottish Borders, Midlothian, East Lothian to Edinburgh as the “Coasts and Castles Cycleroute”.
Following on from the draft report prepared for Midlothian Council by Sustrans titled “Alternative Routes for National Cycle Route 1 and Penicuik to Dalkeith Railway Path within Dalkeith Area” produced in March 2005, it has been identified that there is a need to consider an alternative cycle route South, linking Newtongrange to Borthwick Castle to replace the potential use of the former Waverley Railway track-bed. The purpose of this study is to examine the feasibility of creating this link. This study has been commissioned by Midlothian Council to address the objection to the Waverley Railway (Scotland) Bill.
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2 Route Choice
This study identifies various alternative routes for consideration that form a link between Newtongrange and Borthwick Castle. The Brief for this study takes into account the following road criteria:
• Safety
• Attractiveness
• Accessibility
• User-friendliness
• Cost-effectiveness
3 Survey Work
From map based research, various routes were identified and then verified by a survey, on foot, undertaken on 10th October 2005. The three routes shown on the maps below indicate the three viable options available that take into the above route criteria.
The preferred route (Route A) is shown in light blue with the second preference (Route B) shown in red and the third preference (Route C) shown in yellow.
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START
Map 1 Showing Start of Route at Roundabout on A7 Murderdean Road, Newtongrange heading South.
Route Description: The route starts at the above mentioned Roundabout and heads south through the new Orchard Grange housing estate on the outskirts of Newtongrange (Photo 1).
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Map 2 Showing Route between the new Orchard Grange housing estate and Butlerfield Industrial Estate then crossing over the B704 and heading South along country lane towards Redheugh Farm.
Route Description: The route follows the main access road through Orchard Grange housing estate which is a relatively flat, wide and quiet traffic calmed dead-end road with a 30mph speed limit (Photo 2). At the end of this road there is a safe and simply negotiated footpath link between the estate and Butlerfield Industrial estate (Photos 3 & 4). Butlerfield Industrial Estate is a small, quiet modern industrial estate made up of small light industry units. The road through the estate is also a dead-end road with a 30mph speed limit. This road ends at a T-junction with the B704. At this point the route crosses the B704 then turns right and immediately left along the small quiet country lane heading towards Redheugh farm. This lane is relatively
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flat, picturesque, surfaced and in good condition and is currently only used to access Redheugh Farm, by walkers and by cyclists (Photos 6,7,8,9 & 10). After passing Redheugh Farm on your left the path exits on to an unclassified road (Photo 11). At this point there are 2 options available (Route A shown in blue and Route B shown in red) shown on Photo 11.
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Route C Route A Route B
Map 3 Showing 3 Possible Routes from Redheugh Farm to Gorebridge.
Route Descriptions:
Route A : This route takes you through Gore Valley Woodland Park and is shown in blue on the map above. As you turn right onto the unclassified country road, the road slopes steeply downwards under an old masonry arch bridge onto a pleasant single track road (Photo 12). At the bottom of this hill you enter Gore Valley Woodland Park and the route turns into a pleasant woodland path (Photo 13 & 14). This path heads down the leafy valley through the woodland park heading towards Gorebridge, under the A7. This part of the route is currently undergoing improvement works which will ensure a safe and clear passage is possible along it’s entire length. After the route passes under the A7 the path will require to pass over the Waverley Railway.
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A new bridge will be provided by the Waverley Railway Project specifically designed for this purpose. In addition to this, a new path will be constructed between the new bridge and the residential housing estate to the south west of Gorebridge. At this point the route will follow roads with a 30mph speed limit prior to reaching the main street in Gorebridge (B704) still heading south (Photo 15).
Route B : This route crosses the A7 and heads East up Engine Road to Gorebridge and is shown in red on the map above. At the end of the country lane past Redheugh farm, continue straight on along a short length of an unclassified road (Photo 11). This road forms a T-junction with the A7. The route then crosses the A7 and passes along the pavement to the East of the A7 heading south for a short distance prior to turning up Engine Road heading towards Gorebridge (Photo 27). The route follows Engine Road climbing steeply up to a T-junction with the B704 through Gorebridge. At the B704 turn right and follow the main road through Gorebridge, which has a 30mph speed limit and is also traffic calmed (Photo 26). Travel through this small village until Gore Avenue at which point the route passes up Gore Avenue and then turns right heading towards the junction with the B6372. At his point the road passes through the junction and continues south east towards Borhwick.
Route C : This route follows Route B, however does not pass up Engine Road but continues along he pavement to the East of the A7 towards the South west of Gorebridge and is shown in yellow on the map above (Photos 22, 23 & 24).
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Route C Route A Route B
END
Map 4 Showing 3 Alternative Routes converging then heading South East to Borthwick Castle
Route Descriptions:
Route A: Head south along the B704 through Gorebridge until the road takes a sharp turn right. At this point take the path to the left up the steep hill (Robertson’s Bank) towards the unclassified Vogrie Road that heads towards Crichton (Photo 16). The path in this area is currently planned to be upgraded to enable safe and easy passage. At the fork in the road take the left fork heading for Crichton. From this point onwards the roads that the route follows are all very similar in nature to the roads that the NCN1 follows south of Borthwick. Continue on this pleasant country road heading east (Photos 18 & 19). At the crossroads at Wrights Houses the route turns right towards Borthwick
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(Photo 20). The route ends at the location shown on the map above (Photo 21).
Route B: This route heads south and joins up with Route A at the junction with the B6372
Route C: This route follows the A7 and turns left up to Gorebridge and then follows the same route as Route A above.
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1. Start: Looking South through Orchard Grange Housing Estate
2. Continuing South through Orchard Grange Housing Estate
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3. Linked Pavement between Housing Estate and Butlerfield Ind. Estate
4. Link Between Housing Estate and Butlerfield Industrial Estate
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5. Entrance to Country Lane to Redheugh off the B704 Looking South
6. Country Lane to Redheugh (cont.)
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7 Country Lane to Redheugh (cont.)
8. Country Lane to Redheugh (cont.)
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9. Looking North up Country Lane to Redheugh (cont.)
10. Looking South along Country Lane to Redheugh (cont.)
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11. Exit from Country Lane to Redheugh onto Road Leading to Kirkhill House (Route A and B shown)
12. Road to Gore Glen Woodland Park
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13. Start of Path Heading South Through Gore Glen Woodland park
14. Path Through Gore Glen Woodland Park Heading South (cont.)
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15. B704 Through Gorebridge Heading South East
16. Heading Out of Gorebridge Heading South East on Road to Crichton
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17. Fork in Road to Crichton – Take Road on the Left
18. Heading East on Road to Crichton
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19. Heading East on Road to Crichton (cont.)
20. Crossroads at Wright’s Houses – Turn Right towards Borthwick Mains
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21. End: Heading South East Towards Borthwick Mains
22. Looking North Up the A7 at Harvieston Mains (Route C on pavement)
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23. Looking South Up the A7 at Harvieston Mains (Route C on pavement)
24. Looking South along A7 From Millbank House (Route C on pavement)
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25. Looking South East Along Road From Gore Avenue towards Junction with B6372 (Route B)
26. Looking South East Along B704 As it Passes Through Gorebridge (Route B)
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27. Looking East up Engine Road heading up the hill from The A7 towards Gorebridge (Route B)
4 Conclusions
It can be concluded that it is feasible to create a new route from Newtongrange to Borthwick Castle within the Route Criteria presented in Section 2 of this report. Furthermore, to achieve this aim would be relatively simple and would require minimal work to be undertaken as most of the route is already in existence and in good condition.
Three options on this route have been presented for the purpose of completeness. Route A is the preferred option as it is the best fit with the route criteria given the attractiveness of cycling through the Gore Valley Woodland Park. Route B is the second favourite option as it minimises the distance of travel along the pavement adjacent to the A7 trunk road and also minimises the gradients of the route. Route C is the least favourite given the need to pass along a long stretch of the A7 corridor along the pavement.
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APPENDIX 3 - EXTRACT FROM SEVERANCE REPORT
SECTION 1: NEWCRAIGHALL TO SHERIFFHALL
1.1 Background Midlothian Council adopted the Shawfair Local Plan in September 2003 following lengthy consultation, which included a public inquiry. The Plan sets out the proposals for the Shawfair development, which forms part of the greater proposal for the South East Wedge, identified in the Lothian Structure Plan 1994 approved with modifications, by the then Scottish Secretary of State in 1997.
The Shawfair development proposes a new community of around 3,500 houses, two new primary schools and a town centre. There will be two extensions to the existing Danderhall settlement totalling 490 houses along with 23.5ha of economic development at three locations. The site of the former Monktonhall Colliery is also being promoted for economic development.
There are no dedicated walking or cycling facilities within the existing area at present other than footways within the few existing built up areas. The impact of the Waverley railway, as described in the Bill, will be mitigated by the measures proposed for the Shawfair development.
The Promoter of the Railway and the Shawfair Developers have worked closely in determining that the railway proposals compliment the proposals for the Shawfair development. It is anticipated that discussions, particularly with regards phasing of the respective works will continue.
1.2 Walking and Cycling Proposals The Shawfair Local Plan and the Shawfair Development Masterplan promote the Waverley railway alignment through the development along with a requirement for a network of walking and cycling routes throughout the development. The Plan promotes a transport network that encourages walking, cycling and public transport with roads being designed and managed to reduce car speeds while prioritising public transport, walking and cycling. A further important objective of the Plan is to promote opportunities for walking and cycling for travel to work and for recreational use through the provision of a planned, well managed and safe path network.
The Masterplan, submitted by the developer in support of their outline planning application and currently being considered by Midlothian Council, develops these requirements in Section 11.5 (Appendix 2) identifies proposed routes linking communities, rural and urban areas and the provision of priority crossing points over core roads.
The key routes identified in the Masterplan do not illustrate every proposed
2 route but highlight those that might be signposted as part of a wider path network. Throughout the development there is an extensive network of paths proposed, to provide opportunities for transport and recreation through walking, cycling and horse riding. These are part of a hierarchy of routes that include bitmac surfacing and whin multi-use paths. The network includes strategic links between the new development and neighbouring centres such as Edinburgh, Dalkeith, Musselburgh and Bonnyrigg as well as providing access to the National Cycle Network. The strategic routes comprise 3m wide tarmac or whin paths with the main links into and through Shawfair being of tarmac. Cycle paths through Shawfair form part of the strategic road network or are segregated from roads to allow direct access between areas for pedestrians and cyclists. The urban design of the development will ensure that these are overlooked by residential properties. Within the urban areas the main paths will be lit at night.
The A720 City Bypass and Sheriffhall roundabout currently present a major deterrent to pedestrian and cycle movements across this major trunk road. The introduction of the Waverley line, which crosses under the A720 some 300m to the east of Sheriffhall roundabout, will not impact on the current situation.
Discussions are ongoing between Midlothian Council and the Scottish Executive regarding improvements to Sheriffhall roundabout, which would allow easier passage of north/south public transport, cycling and walking manoeuvres. The Executive and their consultants are currently carrying out a study of this junction. Discussions are also taking place regarding the provision of a temporary foot/cycle bridge crossing the A720 at Sheriffhall.
The Shawfair development plans a link from the extensive path network proposed for the development, under the A720 by utilising an existing farmer’s underpass located approximately midway between Sheriffhall and Oldcraighall roundabouts. This would provide a link through Dalkeith Country Park to link with National Cycle Network 1 (NCN1) at Salters Road, Dalkeith.
1.3 Road Closures Within the new Shawfair development a number of existing roads will be closed and replaced with a new road network. The plan in Appendix 3 details the new core road proposals. There are however a number of roads which may be severed by the railway project before the Shawfair developers have completed the entire strategic road network. These roads are: • Access to former Monktonhall Colliery Site • Newton Church Road, Longthorn • Access road to Seriffhall Mains • Millerhill Road between Sheriffhall Roundabout and the Cockatoo Public House
The Promoter has allowed for the construction of alternative access either as part of the permanent Shawfair development road network, or temporary accesses until the permanent network is constructed by the development. 3
Should the permanent road network be completed before the railway line is constructed then the Promoter will work with the Shawfair developers to ensure that access is maintained at all times.
1.4 A720 City Bypass/Sheriffhall Roundabout The proposed railway crosses under the A720, Edinburgh City Bypass some 150m east of Sheriffhall roundabout. In order to construct the new bridge required to carry the road over the railway it may be necessary to divert traffic onto a temporary carriageway alongside the road until the bridge is constructed. This will depend on the chosen method of construction for the structure. Any work will be carried out to the requirements of the Scottish Executive who are roads authority for the A720 trunk road.
SECTION 2: SHERIFFHALL TO HARDENGREEN
EXISTING BLACK PATH
2.1 Background
Since the early 1990s various sections of the former railway have been converted to form a good quality walking and cycling route from Sheriffhall to Hardengreen. The route consists of an asphalt-surfaced path (Black Path), which is lit over a short section between Eskbank and Hardengreen. The route is predominantly used as a leisure facility (locally a well-used dog- walking path) rather than a strategic transport route. A recent survey has been carried out to ascertain the number of user and this is included in Appendix 4.
Initial investigations have shown that an alternative parallel black path for the full length of this section would not be possible due to site restraints and topography. As it is not possible to provide one alternative path to comparable standards, a mixture of on and off road routes have therefore been proposed to provide the varied user groups with viable alternatives.
There are three alternative routes proposed and are referred to throughout as the green route, blue route and pink route. These are shown on T/SSS/P/027/001 (Appendix 5) 4
2.2 Green Route The green route consists mostly of an on road route commencing at Sheriffhall continuing down the recently constructed shared path alongside the A68 to Melville Gate. The Scottish Executive, as Roads Authority for this section of the A68, has been asked to consider installing traffic signals, including a pedestrian/cycle phase at this junction. The Executive has indicated that this will not be possible at this stage until a decision has been taken on the Sheriffhall roundabout. The route would continue along Melville Gate Road to Gilmerton Road then on to Eskbank Roundabout, along Dalhousie Road to the end of the built up area. At this point a new section of shared path is proposed to link Dalhousie Road to the proposed Eskbank Station where a fully accessible bridge crossing the line will be provided. Walkers and cyclists will then be able to join the existing cycleway to Bonnyrigg and beyond.
CYCLEWAY AT A68 / MELVILLE GATE
2.3 Blue Route The initial part of the blue route comprises of mostly off road paths, perhaps more suitable for walking trips (dog walking and leisure) than cycling. It would however allow an adventurous cyclist the opportunity for some off road challenges along certain sections of the route.
5
EXISTING WOODLAND PATH THROUGH HIGH WOODS
Consideration was given to a route, which would commence at Melville Gate continuing from the Green route. A new path was proposed along the top of the existing railway embankment to Glenesk viaduct before connecting into a network of woodland paths within the area known as the High Woods leading into Ironmills Park. As this route would pass through the Site of an Ancient Monument, discussions took place with Historic Scotland regarding the viability of this proposal. In view of Historic Scotland's concerns and following discussions with Sustrans a decision was taken not to pursue this link. However, with the recently completed shared path alongside the A68 between Sheriffhall Roundabout and the Lugton Inn there are other opportunities for walkers and cyclists to access the network of woodland paths within the High Woods and still provide access to Ironmills Park. Access to the information/viewpoint above Glenesk Viaduct will be maintained from the High Woods but the steps leading down to the former railway line will be closed. In Ironmills Park there is a new section of path proposed around the park basin. A spur then continues out of the park along Ironmills Road to Old Edinburgh Road. The main route continues along Cemetery Road where walkers/cyclists have the opportunity to join Eskbank Road leading to Dalkeith (East) or Eskbank/Bonnyrigg (West).
JUNCTION OF CEMETERY ROAD AND ESKBANK ROAD
Alternatively walkers and cyclists can access the existing surfaced walkway/cycle track behind Glenesk Crescent/Eskview Villas. This links back to the walkway replaced by the railway proposals at a point some 140m south of the Glenesk Viaduct. A new section of path would link into the existing road network at Garden Cottage/Avenue Road. From Avenue Road the route continues on road through Glenesk Crescent, across Eskbank Road into Waverley Road, along Park Road, Newbattle Road and into Ancrum Bank past Dalkeith Police Station and Esk Valley College to meet with the green route on Dalhousie Road. 6
PARK ROAD (FROM NEWBATTLE ROAD)
2.4 Pink Route The pink route is an alternative route to the second part of the green route using existing roads and comprising primarily additional route signage.
DUNDAS CRESCENT
The route commences at Eskbank Toll along Lasswade Road to Dundas Crescent onto Bonnyrigg Road (through the bollards at the junction of Dundas Crescent and Broomhill Drive). From Bonnyrigg Road, the route continues along Hardengreen Lane onto the existing footway link into the supermarket, continuing onto the existing access road linking to the existing footbridge and cycle route to Bonnyrigg.
Various improvements are proposed on these routes to make it more attractive for walking and cycle use. (See recommendations).
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2.5 Paths to be closed which access or cross the former railway between Sheriffhall and Hardengreen
Replacements for the paths between Glenesk Viaduct and the High Woods and the path between Cemetery Road and Garden Cottage/Avenue Road are described in the Blue Route above.
The access path from Station Road, Eskbank to the former Eskbank station site will be closed as the railway proposals do not allow for re-opening this station at present.
The path between Hardengreen Industrial Estate and Westfield Bank will be closed. Diversions will be via Hardengreen Lane to the new station site where the line can be crossed by the fully accessible footbridge to be provided at the new station. The Promoter had originally considered erecting a footbridge at this location but following representations from the adjacent house owners, whose bedroom windows would be a few metres from the bridge, this proposal was re-assessed. A variety of people were consulted including the Esk Valley Trust, Sustrans and Midlothian Council none of whom objected to the closure of this short link.
The short track leading from Hardengreen Lane to the railway immediately north of the proposed Eskbank Station site will be closed. Alternative access will be via the Hardengreen Lane/Tesco/Eskbank Station link. The Promoter had considered retaining this link as a more direct route from Hardengreen Lane to the station but following representations from local residents and consideration being given to re-locating the station slightly to the south, this proposal was dropped (Appendix 6). 8
APPENDIX 5
Work required to construct the Blue, Green and Pink Routes referred to in Section 2 of this report
Note: Any new sections of path will require to be maintained by Midlothian Council. However the cost of this will partly be offset by not having to maintain the section of path removed to accommodate the railway.
Blue Route – Part 1 - Ironmills Park (Refer To Plan A1)
The recommended works to provide a walkway / cycleway on the blue route include:
1. Upgrade the existing woodland path through the High Wood where necessary (section A-B and D-G), 2. Upgrade existing 0.5m wide whin path from Glenesk Viaduct to High Wood to a 2m wide path. (Section B-C), 3. Provide a pedestrian / cycle gate at Lugton Brae to prevent motor vehicle access. 4. Provide a new 2m wide whin path around the edge of the park following the route of the river. (Section G-H) 5. Upgrade existing steps from Ironmills Park to Cemetery Road (section H-I) 6. Provide 12 No directional sign posts denoted as S1 – S12 on Plan A1.
There is scope to accommodate cyclists from Sheriffhall to Lugton Brae or alternatively the mini-roundabout on Edinburgh Road. The proposed cycle route does not however provide a continuous off-road link between Sheriffhall and Eskbank, which is the route of the existing cycle path. The reason for this is that on the south bank of the River North Esk there is a steep flight of steps that cannot be re-graded due to site topography (see photographs below).
STEPS LEADING FROM IRONMILLS PARK TO CEMETERY ROAD
Consideration is being given to creating a channel to enable cyclists to push 9 their cycles up/down the flight of steps. This will be discussed with Sustrans who have offered some detailed information on such a provision. However, this may not be possible due to the steepness of the flight of steps.
Blue Route – Part 2 – On Road (Refer to Plan A2) The recommended works to improve the existing pedestrian and cycling facilities on the on road section of the blue route are as follows:
1. Construct 3-metre cycleway with street lighting from the Jewel and Esk College car park to the B6392. (A) 2. Install traffic signals on the staggered junction on Newbattle Road at the access to Jewel and Esk Valley College. (B) 3. Construct pedestrian refuge islands on A6094, Eskbank Road near to junction with Glenesk Crescent. (E) 4. Provide 16 No directional signs and 8 No sign posts. (Denoted S1 – S16)
Pink Route – Option 1 (Refer to Plan B1) The recommended works to improve the existing pedestrian and cycling facilities on the pink route are as follows:
1. Convert the existing Puffin crossing across A6094 Bonnyrigg Road, Eskbank to a Toucan crossing for joint pedestrian/cyclist use. (D) 2. Provide pedestrian refuge islands at the junction of Dundas Crescent/A768 Lasswade Road. (B) 3. Provide 14 No directional signs and 7 sign poles. (Denoted S1-S14)
Pink Route – Option 2 (Refer to Plan B2) 1. Lay 1 metre cycle lanes on both sides of Bonnyrigg Road between the existing pedestrian crossing and Eskbank Roundabout. (Section A - B) 2. Provide 4 No directional signs and 2 No sign posts for the alternative route through Station Road. (Denoted S1-4) 3. Convert the existing Puffin crossing across A6094 Bonnyrigg Road, Eskbank to a Toucan crossing for joint pedestrian/cyclist use. (as on plan B1) 4. Lay 1 metre cycle lanes on both sides of Lasswade Road between the existing pedestrian crossing and Eskbank Roundabout. (Section A- A1)
Green Route (Refer to Plan C) The green route is well used by cyclists at present. The recommended works to improve the existing pedestrian and cycling facilities on the green route are as follows:
1. Install traffic signals with Toucan crossing facilities at the A68/ Melville Gate Road junction. In addition to the obvious benefits to pedestrians and cyclists on this route, buses would also benefit greatly from this improvement. However the work can not be carried out until The Scottish Executive has carried out improvements to Sheriffhall as existing traffic volumes are too great to accommodate signals at this 10
location. (C) 2. Lay 1 metre cycle lanes from Melville Gate Road to Eskbank Roundabout to Dalhousie Road. (Section C – D) 3. Widen footpath to 2 metres on the B6392 from Melville Gate mini roundabout to Eskbank Roundabout. (Section C - D) 4. Install street lighting columns on B6392 from existing street lighting on Melville Road to mini roundabout at Melville Gate. (optional). 5. Install Toucan crossing on B6392 opposite southern edge of Hardengreen Industrial Estate. (E) 6. Construct 300 metres of 3 metre wide cycleway with street lighting from the B6392 to the A7 overbridge. Land to be acquired. (Section E - H) 7. Provide 12 No directional signs and 6 sign poles. (Denoted S1-S8)
Consideration should also be given to lowering the speed limit along Melville Gate Road and the B6392 from Melville Gate Mini Roundabout to Eskbank Roundabout. Additionally thought should be given to extending the current 30 mph by 100 – 150 metres on the B6392 Dalhousie Road because of the close proximity of the existing 30 mph speed limit signs to the proposed pedestrian crossing.
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