FPASTS Extra: Aberdeen North West Stations Review

Nestrans

Final Report

June 2019

Aberdeen North West Stations Review

Quality information

Prepared by Checked by Approved by

Louise Brown Richie Fraser Andy Coates Consultant Associate Director Regional Director

Revision History

Revision Revision date Details Authorized Name Position

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Aberdeen North West Stations Review

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Aberdeen North West Stations Review

Table of Contents

1. Introduction ...... 6 1.1 Background ...... 6 1.2 North West Aberdeen Stations Review: Overview ...... 6 1.3 Document Structure ...... 8 2. Engineering Review of Compliant Station Sites ...... 10 3. Planning Review of Compliant Station Sites ...... 11 4. Operational Assessment ...... 12 5. Airport Spur Review ...... 13 6. Summary ...... 14

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Aberdeen North West Stations Review

Introduction

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Aberdeen North West Stations Review

1. Introduction

1.1 Background

In 2017, AECOM undertook a study on behalf of Nestrans examining the feasibility of reintroducing rail services between Aberdeen and Ellon1. Following completion of this initial piece of work, the findings were submitted to Aberdeenshire Council and Aberdeen City Council for consultation. On the back of consultation feedback, Nestrans submitted a report to its February 2018 Board Meeting outlining the potential ‘Next Steps’, stating: In addition to the calls for reopening the rail line to Ellon, there are a number of other railway aspirations in the area, and investment in the Dyce-Ellon route could impact on these aspirations, either positively or negatively. Such aspirations include a second phase of Aberdeen-Inverness enhancements to facilitate an hourly frequency and a journey time of around two hours, which is a Transport Scotland/Network Rail proposal in the Strategic Transport Projects Review. Aberdeen City Council has sought consideration of a rail link to Aberdeen International Airport and the new Exhibition Centre, the latter of which is currently under construction. Nestrans’ Rail Action Plan contains an aspiration for an additional station between Aberdeen and Dyce as part of an improved Local Rail Service. It is suggested that Nestrans should give consideration to commissioning some additional work from the rail consultant to gain a better understanding into the possibilities in and around railway development in the north west of the city region. This would include… consideration of the holistic rail improvement aspiration for north of Aberdeen to gauge whether collectively these aspirations can benefit by a single investment (opening new platforms and capacity at Aberdeen station and upgrading the tunnels north of Aberdeen) unlocking the potential for a suite of rail improvements. This could then be used to inform the work of the consultants who are currently commissioned to deliver the early Pre-Appraisal elements of the Strategic Transport Appraisal for the region in support of the City Region Deal, which will form an important foundation for the long-term transport needs of the area, which will be incorporated into the next Regional Transport Strategy.

In 2018, AECOM were commissioned to undertaken an investigation into the operational implications of introducing the various new station aspirations in North West Aberdeen on the Aberdeen-Dyce railway. This document brings together the technical analysis and review work undertaken to further Nestrans understanding of opportunities for rail station development on the line and inform further discussions with the rail industry and other stakeholders.

1.2 North West Aberdeen Stations Review: Overview

An overview of the work packages progressed to facilitate the North West Aberdeen Stations Review is shown in Figure 1.1, with the remainder of this section summarising these tasks.

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

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Aberdeen North West Stations Review

Work Package 1: Engineering Review of Compliant Station Sites

WP1 Technical Note

Workshop with Rail Industry Stakeholders, Network Rail and ScotRail

Work Package 2: Planning Review of Compliant Station Sites

WP2 Technical Note

Work Package 3: Operational Assessment

WP3 Technical Note

Work Package 4: Airport Spur Review

WP4 Technical Note

Figure 1.1: Task Overview Diagram  WP1: Engineering Review of Compliant Station Sites An investigation of potential station sites at Kittybrewster, Bucksburn, The Event Complex Aberdeen and potential sites for a railway branch line to service Aberdeen Airport. This task focussed on providing a high-level commentary on the physical infrastructure requirements and constraints associated with track geometry, local topography and physical footprint.  Rail Industry Stakeholder Workshop A Rail Industry Workshop was held in May 2018 to confirm the Scenarios to be taken through to Operational Assessment. Through discussions at the workshop, the need for additional analysis to assist the station site selection process and to better understand the engineering challenges associated with the Aberdeen Airport Rail Spur were identified.

 WP2: Planning Review off Compliant Station Sites Five potentially compliant station sites between Aberdeen and Dyce were identified for further assessment based on the engineering review completed as part of WP1. To understand the relative merits of each of the potential station sites, a high level planning review was undertaken considering the respective population catchments, socio-economic and travel contexts, site accessibility issues

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Aberdeen North West Stations Review

and environmental constraints. Findings from this assessment have been used to inform decisions as to which sites should be taken forward for operational assessment.

 WP3: Operational Assessment Based on the new station scenarios identified through discussion with the rail industry and the findings from the planning review, a high level operational assessment has been undertaken to understand the potential operational feasibility and constraints that would require to be addressed in order to introduce new stations between Aberdeen and Dyce.  WP4: Airport Spur Review As noted above, the need to better understand the engineering challenges associated with the Aberdeen Airport Rail Spur were identified at the Rail Industry Workshop. Subsequently, a high level study of the feasibility and costs associated with introducing a rail link spur to Aberdeen Airport, based on the corridor identified in the Rowett North Masterplan has been undertaken. Work has included a high level appraisal of issues associated with the track footprint based on land requirements, physical footprint, interfaces with surrounding roads, infrastructure and topography. An operational assessment has also been undertaken.

1.3 Document Structure

This document consolidates the technical work undertaken to progress the Aberdeen North West Stations Review. The following sections of the document present the detailed technical work undertaken to deliver the tasks specified above, namely:

 WP1: Engineering Review of Compliant Station Sites;

 WP2: Planning Review of Compliant Station Sites;

 WP3: Operational Assessment; and

 WP4: Airport Spur Review.

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Aberdeen North West Stations Review

Engineering Review of Compliant Station Sites

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Technical Note Aberdeen North West Stations Review

Engineering Review of Compliant Station Sites

Client name Project name Date Project number Nestrans Aberdeen North West Stations Review 19 June 2018 60534852 Prepared by Approved by Checked by D Herron A Coates R Fraser

Review / Revision History

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

1 16/07/18 Changes following client Elliot Reid Richie Fraser comments 2 03/06/2019 Changes following client Louise Brown Richie Fraser comments

1 Introduction and Scope

In 2017, AECOM undertook a study on behalf of Nestrans examining the feasibility of reintroducing rail services between Aberdeen and Ellon. Following completion of this initial piece of work, the findings were submitted to Aberdeenshire Council and Aberdeen City Council for consultation. On the back of consultation feedback, Nestrans submitted a report to its February 2018 Board outlining potential ‘Next Steps’. Part of that report concluded that Nestrans should undertake some additional work to gain a better understanding into the possibilities in and around railway development in the North West of the city region. AECOM were subsequently appointed to undertake a high level study to identify the potential for introducing new stations north of Aberdeen on the Aberdeen to Dyce line based on: 1. a high level railway engineering review of potentially compliant sites for new stations between Aberdeen and Dyce; and 2. a high level operational assessment to understand potential operational feasibility or constraints that would require to be addressed in order to introduce new stations between Aberdeen and Dyce. This Technical Note presents the findings from the first stage of works focusing on the railway engineering assessment of potentially compliant sections of track for new rail stations. This high level review has been carried out based on AECOM’s knowledge of current Aberdeen to Inverness (A2I) enhancements and available source information, such as Network Rail 5 Mile Diagrams. Despite a long term aspiration for a new ‘city north’ station by transport authorities in the North East, limited previous work has been undertaken to identify potentially suitable sites. Discussions with Nestrans identified sites around Kittybrewster and Bucksburn as potentially attractive sites for consideration however the commissioned study has assessed the full railway between Aberdeen and Dyce to identify potentially compliant sections of track for new stations from an engineering perspective. Supplementary to this, the study has involved a high level assessment on the potential for a proposed railway branch line to service Aberdeen Airport alongside a new station serving the new AECC, following various political aspirations raised in recent years. This Technical Note provides a high level commentary on the findings from these assessments based on physical infrastructure requirements and constraints associated with track geometry, local topography, and physical footprint for new stations on the Aberdeen to Dyce corridor. The results will be used to inform the operational assessment and determine the further works required to complete the report on the findings. Before presenting the results from the assessment, it is to be restated that the works undertaken at this early stage of the study have focussed on understanding the potential for introducing new stations from an engineering and, in due course, from an operational perspective. As the study proceeds, future work will require to be undertaken in line with Scottish Transport Appraisal Guidance (STAG) and respective guidance on the development of new stations to understand the potential business case for any new sites that emerge from this review. Technical Note Aberdeen North West Stations Review

2 Requirements used in this Study

In assessing potentially compliant new station sites, the requirements described in Railway Group Standard GI/RT7016 – Interface Between Station Platform, Track & Trains – have been applied1. The main requirements for track alignment through the proposed station can be summarised as follows: Track horizontal alignment The track through the proposed station should be either straight or on continuous radius greater than 1000m radius. It is also preferable that no track transitions are location within the footprint of the station. Track vertical alignment The gradient of the track through the proposed station should be better than 1 in 500, with no vertical curves in the track within the footprint of the station. The track alignment of the Aberdeen to Dyce route was reviewed to identify areas that met these criteria. 3 Compliant Sites Identified

Using the requirements outlined in Section 2, the following areas (Table 1) were identified as having compliant track alignment suitable for a station: Table 1: Distances and Lengths of Compliant Sections Distance from Distance to next Section Distance to Dyce* Length of section Aberdeen* Section** S1 2miles 100 yards 4miles 185 yards 220 yards 380 yards S2 2miles 700 yards 3miles 1345 yards 260 yards 190 yards S3 2miles 1150 yards 3miles 895 yards 680 yards 1mile 700 yards S4 4miles 770 yards 1mile 1275 yards 150 yards 1415 yards S5 5miles 575 yards 1470 yards 235 yards N/A *Measured from most southerly point on compliant sections **Measured from most northerly point on compliant sections

These locations are shown in green on the plan shown in Figure 1 and Figure 2; the latter of which also shows the location of stations that historically existed on the line.

1 Subsequent correspondence with Network Rail has suggested that steeper gradients may be acceptable in considering the siting of new station platforms subject to appropriate risk assessment of the sites. This could increase the number of potentially feasible station sites beyond those identified in this review though this would require further investigation. Technical Note Aberdeen North West Stations Review

Figure 1: Compliant Sites Identified

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

Technical Note Aberdeen North West Stations Review

It should be noted that a number of the compliant sites identified coincided with former station sites along the route2. However, the track through the sites at the former Kittybrewster and Bucksburn sites were found to be non-compliant. Sections 4 & 5 of this Technical Note discuss the issues associated with these sites in further detail. 4 Former Kittybrewster Station

The site of the former Kittybrewster station is shown in yellow on the aerial view in Figure 3. The track through the site is shown in red, with the Waterloo branch line and associated loop identified in green. Overbridge 293/015 and Overbridge 293/017 at the south and north of the former station site are also shown in blue.

Figure 3: Former Kittybrewster Station Site The track approaches the former station site on an approx. 950m radius curve which transitions from approx. 1m 0510yds onto a section of straight track between 1m 0630yds and 1m 0720yds, transitioning back to a 750m radius curve at 1m 0780yds. The track gradient is approx. 1 in 160 throughout. The straight track available is approximately 90m and therefore not long enough for a station platform (platforms on the Aberdeen to Inverness Route are typically a minimum length of approx. 160m) and the track gradient is steeper than 1 in 500. For these reasons the track alignment was found to be non-compliant. Also, on the Up line side, the former platform is sited in what is now the tenfoot (i.e. the space between the Up line and the Waterloo branch and turnback facility) so an island platform would be needed. Space for a platform in this area would be limited and it is unlikely that it would be possible to build a platform in this area without significantly altering the track layout. Based on experiences in the developments of the A2I track alignment design relating to gauge clearance, land and track geometry it is considered that adjustments to the track alignment in this area would prove difficult. Track adjustments are limited by Overbridge 293/015 and Overbridge 293/017 at either end which provides a gauge restriction on any potential realignment work. It would also be difficult to carry out any track realignment and provide the functionality required to operate the Waterloo branch as access is via Switches

2 S1 appears to be situated on the former station site of Don Street and S2 on the former station site of Woodside, with S3 located between the former station sites of Persley and Woodside. To the north, S4 appears to be situated on the former station site of Bankhead and S5 is located between Dyce station and the former station site of Stoneywood. Technical Note Aberdeen North West Stations Review

& Crossings (S&C) that are tight to the north abutment of OB 293/015 and the location of the bufferstop protecting the end of the turnback facility is limited by the position of OB 293/017 to the north of the site. Furthermore, low rockhead was recorded in the area during development of the track design for Aberdeen to Inverness which would potentially limit any track adjustments. Significant alterations to the track and provision for the station and any potential car parking would require land purchase. The surrounding area is urban with the railway boundary tight to the existing railway corridor and therefore land acquisition may be challenging. In summary therefore, based on the rail engineering review, it is considered that the site of the former Kittybrewster station is not suitable for a new station. There are no obvious compliant alternatives in the immediate vicinity of the former station. However, consideration could be given to the southernmost compliant areas identified in Figure 1 (referenced as S1, S2 & S3). 5 Former Bucksburn Station

The site of the former Bucksburn Station is shown in yellow on the aerial view in Figure 4. The track through the site is shown in red. The station sites abuts directly on to the south side on UB 293/031 Bucksburn viaduct shown in blue and the site is constrained by overbridges OB 293/029 to the south and OB 293/032 to the north.

Figure 4: Former Bucksburn Station Site The track is on a 775m radius curve through the former station with the track alignment following a series of reverse curves on the approaches to and from the station. The track gradient is approx. 1 in 250 throughout. Due to the curved nature of the track and the steep gradient, the former station site may not be compliant as a new station, although there is potential for further investigation into whether a through station would be compliant. Technical Note Aberdeen North West Stations Review

The topography local to the former station does not suit a station site as the track solum is located on a steep embankment with the northern end of the former platforms supported on UB 293/031 Bucksburn Viaduct. To the north of the former station site, the track is on a straight from approx. 4m 0430yds and the gradient becomes compliant at approx. 4m 0770yds. This area from 4m 0770yds to 4m 0920yds could be considered as a suitable alternative to the Bucksburn Station site (refer to area identified as S4 in Figure 1). 6 Proposed AECC Station / Aberdeen Airport Rail Connection

The Rowett North Masterplan3 published in October 2015 safeguarded the area shown in Figure 5 for a potential rail corridor to provide a connection to Aberdeen Airport. AECOM used this identified corridor to carry out a high level study of the feasibility of the route.

Figure 5: New AECC and Aberdeen International Airport Context The main line track in the area of the proposed rail connection is on an 800m radius right-hand curve with the track gradient of approx. 1 in 120 throughout. A high level assessment of the track alignment that would be required to develop a railway on the corridor identified has been undertaken. This assessment found that a radius of 160m would be required in order to fit the track within the limited corridor identified. It was found that even with a 160m radius in place the track would need to pass over the northern edge of the road on Lade Crescent to fit. It should be noted that for new passenger track, a minimum radius of 400m is required and hence the track alignment required to fit the corridor would not meet current standards. Also, the maximum size of S&C for this alignment would be an NR60 C11 transition turnout which would impose a maximum linespeed of 10mph. The low speed on the turnout would introduce operational restrictions on the main lines and would increase the journey time of traffic on the route. Also, a crossover would be needed to return the train to the correct direction of travel on the Up line towards Aberdeen. This would need to be situated in a compliant location which may not be local to the branch line. Trains could potentially have to travel in the wrong direction on the Down line for a distance beyond the branch line further impacting the operation of the railway in this area. For these reasons the corridor identified appears to be unsuitable.

3 13002G Rowett North Masterplan – Revision S, October 2015 Technical Note Aberdeen North West Stations Review

A high level assessment of the footprint of a 400m radius curve (i.e. which would meet current standards) has also been undertaken. This found that several properties on Lade Crescent would have to be demolished to fit the track alignment. With a greater track radius, a bigger S&C unit can be used so the likely linespeed of the turnout would be approx. 30mph. This speed would still impose operational restrictions on the main lines but they would not be as severe as the 10mph restriction for the tighter curve. As well as the impacts on land, residential housing and the operational restrictions on the main line, the corridor would only allow for trains to access the rail connection from Aberdeen, restricting the services that could be provided. In order to provide access to/from stations to the north a turnback facility or an additional connection to the north would be needed, adding to land requirements and complexity. For these reasons, it is unlikely that an Airport connecting line in the corridor as identified from current plans would be suitable. With this in mind, locations for a proposed AECC station would be limited to locations on the main Aberdeen to Dyce line. The alternative location S4 previously identified in place of the Bucksburn site could be a potentially suitable alternative site for access to the new AECC as the conference facility would be within walking distance of the S4 site. While initial assessments have indicated the significant constraints associated with developing an airport rail spur, a separate standalone feasibility assessment of the spur would be required to provide a more robust evidence base for sifting this option from further consideration at this stage. This assessment will consider what would be required to achieve engineering compliance, commentary on whole spur engineering and potential operational impacts assuming no new stations are developed between Aberdeen and Dyce. 7 Conclusions and Next Steps

This Technical Note has sought to identify potentially compliant station locations from a railway engineering perspective to take forward for further assessment as part of a future operational study. In total, five potential sites have been identified for further consideration based on their potential compliance as new station sites. As described in the sections above, the former station locations at Kittybrewster & Bucksburn are considered unsuitable for a compliant station site and alternative locations have been proposed. An initial assessment of the potential for an Aberdeen Airport rail connection based on land safeguarded through development in the area associated with the new AECC development has also suggested that this option is unfeasible. In late May 2018, a workshop was held with Nestrans and rail industry stakeholders to discuss the findings from the engineering assessment and to agree next steps. It was agreed that a maximum total of four stations (including the existing stations at Dyce and Aberdeen and two new stations on the line) should be taken forward to the operational assessment. On this basis, it is proposed that one of the compliant sites from S1, S2 and S3 are taken forward to the operational assessment. To inform this decision, it was agreed that a high level planning exercise should be undertaken to establish the relative merits of each of the potential station sites prior to proceeding with the operational assessment, with a focus on recommending which of these three sites around Woodside/Tillydrone would be most preferable. A similar high level planning exercise would also be of benefit to assess the feasibility of alternative sites S4 and S5. In terms of S4, it is recommended that this compliant site location should be taken forward to the operational assessment. This site could provide a suitable access to the new AECC from the existing Aberdeen to Dyce railway. Through discussion at the workshop, it was also noted that another opportunity that could be explored would be to relocate Dyce Station to the area identified as S5. The benefits of this alternative site could be assessed to determine if Dyce station would better serve the residents of Dyce and the surrounding area if moved further south. The outcomes from the aforementioned planning exercises will be used to inform the operational study ahead of any future design development should a business case be identified for any of the station sites considered in this Technical Note.

Aberdeen North West Stations Review

2. Engineering Review of Compliant Station Sites

Planning Review of Compliant Station

Sites

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North West Aberdeen Stations – Planning Review

Project: NW Aberdeen Stations Study Job No: 60569772

Subject: Potential Station Sites Planning Review – Draft Technical Note

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

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

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

Review / Revision History

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

1 29/05/2019 Changes following client Louise Brown Richie Fraser comments 1. Introduction

1.1 Background

In 2017, AECOM undertook a study on behalf of Nestrans examining the feasibility of reintroducing rail services between Aberdeen and Ellon. Following completion of the work, findings were submitted to Aberdeenshire Council and Aberdeen City Council for consultation. On the back of consultation feedback, Nestrans submitted a report to its 2018 February Board outlining potential ‘Next Steps’.

Part of that report concluded that Nestrans should undertake some additional work to gain a better understanding into the possibilities in and around railway development in the North West of the city region. AECOM were subsequently appointed to undertake a high level study to identify the potential for introducing new stations on the Aberdeen to Dyce line based on:

1. A high level railway engineering review of potentially compliant sites for new stations between Aberdeen and Dyce; and 2. A high level operational assessment of the identified new stations. The first element relating to the identification of compliant sites for new stations was completed in May 2018 and finalised in a Technical Note dated 18 June 2018. This identified a total of five potentially compliant sites between Aberdeen and Dyce; three of which were located in close proximity around the Woodside/Tillydrone area whilst the remaining two were located in the Stoneywood/ Dyce area (see Figure 1).

The findings of this engineering assessment were presented at a stakeholder workshop held with Nestrans, Network Rail and ScotRail on 30 May 2018. At the workshop it was agreed that a maximum of four stations (including the existing stations at Dyce and Aberdeen and two new stations on the line) should be taken forward for operational assessment. Prior to this, it was agreed that a high level planning exercise be undertaken to understand the relative merits of each of the compliant station sites identified from the engineering assessment.

1.2 Purpose of Technical Note

This Technical Note presents the findings from a high level planning review exercise of the identified station sites to establish the relative merits of these sites prior to proceeding with the operational assessment. This focuses on recommending which of the three sites around Woodside/Tillydrone (S1, S2 and S3) would be most preferable as well as considering the contextual planning situation at station sites at Bucksburn (S4) and at Stoneywood (S5).

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

 Population catchments of the potential station sites under review, including existing nearby key facilities and employment sites, as well as the potential impact of future development;

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

 The existing socio-economic and travel behaviour context of the areas that would be served by the introduction of the sites under consideration; and

 Environmental constraints in the vicinity of the potential station sites under consideration. The Note concludes with a summary of the problems, opportunities, issues and constraints identified for each of the potential station sites, followed by a recommendation on which sites should be taken forward to operational assessment.

Figure 1: Compliant Station Site Locations

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2. Guidance Review

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

Prior to undertaking the review, consideration has been given to relevant guidance regarding the opening of new stations. Network Rail’s “Investment in Station Guidance” (June 2017) was produced to provide a planning framework which promoters of investment in a station can adopt to develop a proposal.

The guidance states that investment options including enhancing existing stations or relocating/replacing existing stations should be considered before proposals for new stations are progressed. Where a new station is warranted, the key planning related issues to consider are identified in Table 1.

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

Issue Key Considerations

Economic and Financial  Demonstration of the benefits of a new station contributing to a positive business case for the proposed scheme.  Understanding the cost of building and operating the new station and potential funding sources.  Understanding the commercial interaction with the rail industry

Operational and Performance  Ensuring a proposal aligns with Governmental objectives and rail industry plans  Determining whether the solution fits with other services and infrastructure constraints on the chosen route.

Design Concept  Review of the basic suitability of the site  Understanding present rail industry standards for new stations.

It is to be noted that at the workshop with rail industry stakeholders it was agreed that, at this stage of the study, the objective should be to focus on delivering compliant station sites rather than to assess locations that would require a standards derivation. Accordingly, this study considers only those compliant sites identified from the engineering review.

From a commercial and financial perspective, the guidance states that the benefits associated with the opening of a new station should be fully considered. For example, this could include increased revenue from higher passenger numbers, benefits of encouraging a modal shift to rail and the benefits of providing greater accessibility to communities. It specifies that any benefits should relate to new markets captured by the investment rather than re-counting passengers who already travel by rail from an existing station. Further elements such as the potential negative impacts of a station (for example on increased journey time for existing passengers) as well as the affordability of the station should also be considered.

In terms of concept design, the guidance identifies that engineering elements such as platform length, track gradients, track radii and services should be considered. In addition, it also identifies that road access to any new station is essential both during construction and once the station is operational and that “as a minimum, a pickup and drop-off point for 3 or 4 vehicles will be necessary.” It goes on to specify that the number of parking spaces provided should align with the market that the station is intended to serve. For example, a station in a suburban or non-urban area on a commuter route would likely require significant parking whilst an urban station may only require minimal parking.

It is to be noted that consideration of any new station facility would be subject to a full appraisal and business case process in line with Scottish Government guidance to determine station feasibility and to fully address the criteria noted above.

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

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3. Station Catchments Review

3.1 Existing Catchment Comparison

Planning Advice Note (PAN) 75 – Planning for Transport (2005) provides general guidance on the accessibility of facilities so as to better integrate land use and transport provision. Paragraph B13 identifies that “for accessibility of housing to public transport the recommended guidelines are less than 400m and up to 800m to rail services.”

In accordance with this guidance, 800m concentric isochrones measured from the centroid of each of the compliant track locations as well as Dyce Station have been produced. As well as illustrating the walking catchment from each of the sites, key facilities and employers as well as the wider existing contextual transport provision and routes are identified. These are shown in Figure 2 – Figure 6.

It is worth noting that the isochrones are based upon a straight line distance (i.e. as the crow flies) and therefore the catchment area may be smaller in reality due to the impact of physical barriers (e.g. River Don, Aberdeen Airport) and routing constraints. It should also be noted that whilst 800m is the distance identified in established guidance, other recent studies2 have suggested that some are willing to walk further to access railway stations.

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

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

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Figure 3: Existing S2 Walking Catchment and Key Facilities or Employers

Figure 4: Existing S3 Walking Catchment and Key Facilities or Employers

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Figure 5: Existing S4 Walking Catchment and Key Facilities or Employers

Figure 6: Existing S5 Walking Catchment and Key Facilities or Employers

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

Table 2 provides a comparison of the existing resident population situated within the 800m concentric catchment areas shown for each of the sites. This has been informed by data extracted from the 2011 Census for the relevant Output Areas. In addition, a summary of the key facilities or employers located within both an 800m and 1600m proximity is summarised.

Table 2: Existing Station Site Catchment Summary

Location Existing 800m Pop. Key Facilities / Employers within Key Facilities or Employers located 800m Catchment (Approx.)1 2 800m (Approx.) – 1600m (Approx.)  University of Aberdeen  St Machar Industrial Area  Kittybrewster Retail Park S1 12,650  St Machar Academy  Aberdeen City Council Roads Depot  Berryden Retail Park  Tesco Danestone  St Machar Road Industrial Area S2 11,733 None  Aberdeen City Council Roads Depot  St Machar Academy

S3 9,384  Tesco Danestone None

 Bucksburn Academy  Wellhead Industrial Estate S4 3,903  Aberdeen Exhibition and  BP Offices Conference Centre  Aberdeen International Business Park  Aberdeen Exhibition and Conference  BP Offices Centre S5 2,317  Wellhead Industrial Area  Aberdeen International Business Park  Baker Hughes Offices  ASDA Dyce Superstore  Dyce Town Centre3  Wellhead Industrial Estate  BP Offices Dyce 4,253  Dyce Town Centre  Baker Hughes Offices Station  Dyce Academy  ASDA Dyce Superstore3

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Location Existing 800m Pop. Key Facilities / Employers within Key Facilities or Employers located 800m Catchment (Approx.)1 2 800m (Approx.) – 1600m (Approx.)

Notes 1This represents the population catchment extracted from the 2011 Census for the relevant Output Areas located within 800m proximity. This does not capture any population changes in the intervening period between 2011 and 2018 which may have occurred (e.g. as a result of new residential development). 2The 800m population catchment has been extracted from population information for all Output Areas either partially or entirely located within 800m proximity. The figures shown could therefore represent an overestimation of the catchment population. 3Aberdeen International Airport is also located within 1600m proximity, however, walking routes to this exceed 1600m due to the barrier presented by the runway.

The catchment analysis suggests that of the potential station sites located at S1, S2 and S3, Site S1 has the potential to attract the most passengers given it has the largest residential catchment population and is also located within a reasonable walking proximity of several key facilities and employers. St Machar Industrial Area and St Machar Academy are both positioned within 800m of the site whilst the University of Aberdeen, the Aberdeen City Council Roads Depot and two retail parks are located within 1600m proximity. Both S1 and S2 benefit from their close proximity to bridge connections over the River Don, offering accessibility to these sites from communities located within Bridge of Don itself. S3 is located relatively remotely from key destinations and therefore it is likely that this station site would largely only serve a residential catchment.

Whilst S4 would have a relatively low residential catchment of approximately 4,000, depending on the walking route available it may be located within 800m proximity of the forthcoming Aberdeen Exhibition and Conference site, to be known as The Event Complex Aberdeen (TECA). It would also be located within 1600m of employers located within the Wellheads Industrial Estate, the BP offices and the Aberdeen International Business Park.

At the workshop with rail industry stakeholders, there was brief discussion around the potential to relocate Dyce Station to an alternative site to address existing access constraints associated with Dyce Station; the most likely alternative site being ‘Site S5’. A review of S5 suggests it would have a lower resident population catchment in comparison to Dyce Station, however, would be located closer to key employers in the area. In addition, S5 would likely be positioned within 1600m proximity of the forthcoming TECA site.

Station Relocation Precedence

Rochester Station in Kent was relocated 500m further to the west of its former location in 2015 (see Figure below for locational context)3. The relocation was delivered by Network Rail working in partnership with Medway Council.

Rochester Station Relocation Context

It was determined that the new station site offered the following benefits in comparison to the old station:  Located closer to key facilities / amenities located within Rochester town centre;  Provided the opportunity to unlock development potential;  Ability to accommodate a longer platform; and  Improved land availability to accommodate enhanced interchange opportunities and park and ride facility.

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

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3.2 Future Development Impact

Land allocations within the Aberdeen Local Development Plan (LDP) (2017) have been reviewed to ascertain the nature of any future impacts as a result of forthcoming development sites. The location of allocated sites within the vicinity of the potential station sites under consideration are provided in Figure 8. A summary of the content for key allocated sites is provided in Table 3.

Figure 8: ACC LDP Allocations and Land Use Category

Table 3: ACC LDP Site Allocations Description4

LDP Site Site Name Land Use Type Description and Content Current Status Reference

OP14 Bankhead Residential  Vacant site  Site of new Stoneywood Academy  Identified for housing (capacity undefined) School opened 2018

OP15 Carden School Residential  Vacant site  Unknown  Identified for housing (capacity undefined)

OP16 Davidsons Mixed Use  Development Framework identifies up to  Unknown 2 Paper Mill 900 homes and 2,000 m of retail use

OP17 Stoneywood Residential  500 Homes  Nearing completion

OP18 Craibstone Employment  Identified for up to 20ha of employment  Unknown North and land Walton Farm

OP19 Rowett North Employment  New TECA Site and complementary  Under construction employment uses

OP20 Craibstone Residential  Identified for 1,000 homes  First phase under South construction

OP21 Rowett South Mixed Use  Identified for 1,940 homes and retail use  Unknown of up to 7,500m2

OP22 Greenferns Residential  Identified for 1,500 homes;  Unknown Landward

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

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LDP Site Site Name Land Use Type Description and Content Current Status Reference

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

OP25 Woodside Residential  Identified for 300 homes  Unknown

OP65 Haudagain Other  Land allocated for Haudagain RB  Unknown Triangle improvements  Additional land may become available for future development

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

OP68 1 Western Road Residential  Identified for 22 residential units  Unknown

OP72 Aberdon House Residential  Vacant site  Unknown  Identified for affordable housing (capacity undefined)

OP89 Smithfield Residential  Vacant site  Unknown Primary School  Identified for affordable housing (capacity undefined)

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

OP90 St Machar Residential  Vacant site  Unknown Primary School  Identified for affordable housing (capacity undefined)

OP94 Tillydrone Residential  Vacant site  Unknown Primary School  Identified for affordable housing (capacity undefined)

OP101 Woodside Residential  Vacant site - Identified for residential use  Unknown Church with retail (capacity undefined)

A summary of the potential impact of allocations at each of the station sites is provided in Table 4. Table 4: Summary of Impacts from LDP Allocations at Station Sites Under Consideration

Station Site Potential Impact  Resident population living within 800m walking catchment could be increased if allocated residential sites at OP68, OP72, OP90 and OP94 are developed. S1  Station site is located immediately adjacent to OP68. If developed, this may limit opportunities for a formal park and ride facility to be provided at the station site.  Resident population living within an 800m walking catchment could be increased if the allocated residential site at OP25 is developed. S2  Whilst located out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase demand for park and ride if a station was to be developed at this site.  Resident population living within 800m walking catchment could be increased if the allocated residential site at OP25 is developed. This may however also limit opportunities to provide formal park and ride S3 facilities at this potential station site.  Whilst out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase demand for park and ride if a station were to be developed at this site.  Resident population living within 800m walking catchment could be increased if allocated residential sites at OP14, OP16 and OP17 are developed.  New TECA site at OP19 partly located within 800m proximity. S4  Whilst located out with 800m proximity, development of large residential sites at OP20, OP21 and OP22 could increase park and ride demand if a station were to be developed at this site.  It is to be noted that there is a potentially large residential development at OP9 which could be attracted to this site, though this would require a new bridge connection across the River Don.  Resident population living within 800m walking catchment could be increased if the allocated residential site at OP17 is developed. S5  New TECA site at OP19 located within 1600m proximity.  It is to be noted that there is a potentially large residential development at OP9 which could be attracted to this site, though this would require a new bridge connection across the River Don.  Resident population living within an 800m walking catchment could be increased if the allocated Dyce Station residential site at OP15 is developed.

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In summary, Site S1 has the highest population catchment at present, although a number of future developments contained within the Aberdeen City LDP could potentially increase the catchment of alternative Sites at S2 and S3 – namely OP25 (up to 300 units), but also OP9 (Grandhome: up to 7000 units) and OP16 (up to 900 units); albeit the latter are outwith the defined 800m walking catchment and success of stations in these areas would likely be reliant on good Park & Ride provision. Considerable developments are also located within the catchments of Sites S4 and S5; namely site OP17 (understood be nearing completion), while the proposed Davidsons Paper Mill site may also increase the potential for a station at site S4, although the status of this development is unknown.

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4. Station Site Accessibility

4.1 Site S1

A satellite image showing the detailed location and accessibility context of site S1 is identified in Figure9. A comparison of the key accessibility observations for each mode is provided in Table 5.

Figure 9: S1 Accessibility Overview

Table 5: S1 Site Accessibility Review

Mode / Method Key Observations  There is an existing pedestrian underpass beneath the railway at this potential station site.  There are established surrounding walking routes and pedestrian provision including footways and Pedestrians crossings on both Western Road to the west and Hayton Road to the east.  There is an existing pedestrian footbridge located approximately 400m to the North West of the site offering connectivity to residential communities located on the north side of the River Don.  National Cycle Route 1 and shared use paths are located on Gordon Mills Road approximately Cyclists 500m to the north east of the site.  There are approximately six bus stops located within 400m proximity of the site.  Bus stops on Great Northern Road are served by frequent services including Services 17, 18, 727 and X20. Bus  The 17 and 18 service routes between Dyce and Faulds Gate/Cove and operates up to every 12 minutes. The 727 service routes between Aberdeen Airport and Union Square and operates up to every 10 minutes. The X20 operates between Alford and Aberdeen hourly.  Bus stops on Hayton Road served by the Service 19 which operates up to every 15 minutes.  Site well-located to integrate with strategic roads including Great Northern Road and Gordon Mill’s Road (providing onward connectivity with Diamond Bridge to Bridge of Don).  Western Road has a constrained width and is bound by residential properties. Vehicular (incl. car  Limited opportunity to provide formal Park and Ride provision due to combined constraints of residential properties, Hayton Road, electricity substation and allocated development site (OP68). park availability) However, given the built-up nature of this site and large walking catchment, there is potentially an argument for providing only minimal car parking provision to service this site.  There could be an opportunity to explore the feasibility of incorporating a small Park and Ride facility to the east of the OP68. However, even if this is feasible, it is unlikely to provide significant capacity.

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4.2 Site S2

A satellite image showing the detailed locational and accessibility context of S2 is identified in Figure 10. A table summarising the key accessibility observations for each mode is provided in Table 6.

Figure 20: S2 Accessibility Overview

Table 6: S2 Site Accessibility Review

Mode / Method Key Observations  There is an existing pedestrian underpass beneath the station site located approximately 200m to the east of Station Road.  The footway on Don Terrace is however narrow and does not go all the way to Station Road, while access from Great Northern Road may be problematic due to level differences.  There is an existing pedestrian footpath across Woodside Playing Field which connects with Pedestrians established pedestrian facilities located on Great Northern Road.  There is a nearby existing pedestrian bridge which could offer connectivity to residential communities including Grandholm located on the north side of the River Don.  The walking catchment of the potential site would predominantly be residential and there are limited key destinations located nearby.  National Cycle Route 1 is located immediately to the north of the site Cyclists  There are existing shared use paths currently available on Great Northern Road approximately 100m to the south of the site.  There are approximately eleven bus stops located within 400m proximity of the site.  Bus stops on Great Northern Road are served by frequent services including Services 17, 18, 727 and X20. Bus  The 17 and 18 service routes between Dyce and Faulds Gate/Cove and operates up to every 12 minutes. The 727 service routes between Aberdeen Airport and Union Square and operates up to every 10 minutes. The X20 operates between Alford and Aberdeen hourly.  Station Road has very limited corner radii and visibility which would constrain it as an access route to a potential new station. An alternative access from the south would require construction of a new road Vehicular (incl. and a new junction with Great Northern Road. It is worth noting that there is an existing playground car park adjacent to the site, potentially constraining station access, with little available space nearby for availability) relocation.  There is a 12’ 3’’ height restriction present beneath the railway on Station Road.  The site is located adjacent to Great Northern Road (A96) whilst the Haudagain roundabout, affording

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Mode / Method Key Observations connectivity with the A92 (formerly A90), is located approximately 900m to the west.  There is an existing small car park already provided adjacent to Station Road on the site of the former station.  The feasibility of incorporating a formal Park and Ride facility on the existing site of Woodside Playing Field could be explored further.

4.3 Site S3

A satellite image showing the detailed locational and accessibility context of S3 is identified in Figure 3. A table summarising the key accessibility observations for each mode is provided in Table 7.

Figure 31: S3 Accessibility Overview

Table 7: S3 Site Accessibility Review

Mode / Method Key Observations  The site is located in an area with limited existing pedestrian infrastructure considering there are no formal pedestrian facilities at present on Station Road to the north of the potential site.  There are established pedestrian footways and crossing facilities on Great Northern Road and on Mugiemoss Road (A92) to the west of the potential site. Pedestrians  Persley Bridge is located approximately 650m north west of the site which would allow connectivity from Danestone located on the north side of the River Don.  The walking catchment of the site would predominantly be residential and there are limited key destinations located nearby.  The steep gradient of the site could be an issue for pedestrian access.  National Cycle Route 1 is located approximately 100m to the north of the potential station site. Cyclists  There is a shared use path on Great Northern Road.  There are approximately six bus stops located within 400m of the potential site.  Bus stops on Great Northern Road are served by frequent services including the Services 17, 18, 727 and X20. Bus  The 17 and 18 service routes between Dyce and Faulds Gate/Cove and operates up to every 12 minutes. The 727 service routes between Aberdeen Airport and Union Square and operates up to every 10 minutes. The X20 operates between Alford and Aberdeen hourly.

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Mode / Method Key Observations  The site could benefit from its proximity to the strategic road network. The Haudagain roundabout (connecting the A96 and A92 (formerly A90)) is located approximately 150m to the south west.  There is no current clear route from which vehicles would access a potential station at site S3, while there may be concerns associated with additional station traffic travelling via the Haudagain Vehicular (incl. roundabout. car park  Access routes on Station Road are constrained given the limited road width and constraints further availability) east in the vicinity of S2.  The presence of an allocated residential site at OP25 and the existing electricity substation could limit the opportunity to provide a formal Park and Ride facility.  There could be an opportunity to explore the feasibility of a potential Park and Ride site to the east of the electricity substation.

4.4 Site S4

A satellite image showing the detailed locational and accessibility context of S4 is identified in Figure 4. A table summarising the key accessibility observations for each mode is provided in Table 8.

Figure 42: S4 Accessibility Overview

Table 8: S4 Site Accessibility Review

Mode / Method Key Observations  There is an existing pedestrian underpass beneath the railway located approximately 200m to the north west of the potential site.  There are established footways located on the A947. Pedestrians  There is limited opportunity to directly access residential streets such as Crossgates, Bankhead Road and Ellerslie Road due to the presence of existing residential properties.  The new TECA site is located approximately 800m to the west of the potential site.

Cyclists  NCN Route 1 is located immediately adjacent to the potential station site.  There are approximately three bus stops located within 400m proximity of the site. Bus  These are located on Bankhead Road and Bankhead Avenue and are served by the Service 17 which operates up to every 30 minutes between Dyce and Faulds Gate via the city centre.

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

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Mode / Method Key Observations availability)  There is limited opportunity to provide a formal Park and Ride facility immediately at the site given the constraints of residential properties located to the west and the A947 to the east of the railway.  The feasibility of providing a Park and Ride side on the existing location of playing fields located approximately 200m to the west could be explored further.

4.5 Site S5

A satellite image showing the detailed locational and accessibility context of S5 is identified in Figure 5. A table summarising the key accessibility observations for each mode is provided in Table 9.

Figure 5: S5 Accessibility Overview

Table 9: S5 Site Accessibility Review

Mode / Method Key Observations  There are established footway facilities on Stoneywood Road (A947) including a nearby controlled pedestrian crossing facility.  There is no existing means to cross the railway at the potential station site at present. The closest Pedestrians crossing point is located approximately 500m to the south at Market Street.  The walking catchment from the site includes large employers including BP, Baker Hughes and the Wellheads Industrial Estate.  NCN Route 1 passes immediately adjacent to the site on Stoneywood Road (A947). Cyclists  There is an existing shared use path located on Wellheads Drive, approximately 250m to the west of the site providing onward connectivity with business parks and Aberdeen Airport.  There are approximately five bus stops located within 400m proximity of the site. Bus  The closest bus stops on Stoneywood Road are served by both the Service 17 and 18 which are frequent services operating between Dyce and Faulds Gate/Cove via the City Centre up to every 15 minutes.

Vehicular (incl.  The site is located immediately to the east of the A947. car park  There is limited opportunity to provide a dedicated Park and Ride facility given the limited vacant land availability) nearby. The Wellheads Industrial Estate bounds the site to the west with the A947 located to the east.

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4.6 Summary

Based on the analysis, from an accessibility perspective, Site S1 would appear to offer the greatest accessibility for pedestrians given its location within a built-up urban environment.

For Site S4, while this site is within relatively proximity to the new TECA site, further work would be required to ascertain a suitable pedestrian link, with pedestrian access likely to be constrained due to the presence of residential properties immediately to the south of the site. There is no clear difference in terms of cycling accessibility to each of the sites, with the National Cycle Route 1 within close proximity to each of the sites.

In terms of bus services, as set out earlier, the catchments around S1, S2 and S3 have the greatest accessibility by bus and therefore there is potentially greater potential for passenger abstraction from the local bus market were stations to be developed in these locations.

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

 At Site S1, there appears to be limited land available to provide car parking given the built-up residential environment around this site. Given the large walking catchment of this site, there is however potentially less of a requirement for park and ride provision in this location.

 At Sites S2 and S3, there is a slightly increased prospect of providing a Park and Ride provision although it is considered that both sites would remain very constrained and would likely require further assessment to determine their relative feasibility. Vehicular access to the sites would also require more detailed assessment with a current review suggesting that for Site S2, Station Road would require significant upgrade given its very limited corner radii and visibility which would constrain it as an access route to a potential new station. An alternative access from the south would require construction of a new road and a new junction with Great Northern Road. Similarly at Site S3, there is no current clear route from which vehicles could access a potential station in this area.

 At Site S4 and S5, from initial review, the provision of formal park and ride opportunities may be challenging given the presence of residential and industrial properties, although further discussions with Council planners could be beneficial to identify potential suitable sites.

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5. Socio-Economic and Travel Behaviour Context

5.1 Employment Status

Employment status5 information has been extracted from the 2011 Census from the Output Areas located within 800m radii of the potential station sites under consideration and is presented in Table 10.

Table 10: Employment Status and Economic Activity Comparison

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

S1 S2 S3 S4 S5 Dyce

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

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

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

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

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

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

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

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

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

The analysis suggests that the residential communities surrounding S1 have a marginally lower proportion of residents in full time employment than the areas surrounding both S2 and S3. It is likely that this is explained by the area surrounding S1 having a higher proportion of students (approximately 16%) than both S2 and S3 where the equivalent proportion is approximately 10%. Those who are classed as unemployed represent approximately 5% of the populous across each of the Output Areas surrounding S1, S2 and S3.

The area surrounding S4 has the highest proportion of residents who reported they were in full time employment (54.2%) compared to equivalent figures for S5 and Dyce. This may be partly due to the higher proportion of retired residents residing within Dyce and surrounding S5.

5.2 Scottish Index of Multiple Deprivation (SIMD)

SIMD is an indicator which applies multi-criteria analysis to measure the level of deprivation across small areas (data zones). The data zones are then ranked from 1 to 6,976; with those ranked lowest being the most deprived and those ranked highest being the least deprived. The rankings are based upon income, employment, health, education/skills, housing, geographic access and crime indices.

Figure 64 illustrates the SIMD ranking of surrounding areas in proximity to the station sites under consideration. Areas shaded in red demonstrate the highest level of deprivation whilst those shaded in blue represent the lowest level of deprivation.

5 2011 Census QS601SC – Economic Activity

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Figure 64: SIMD 2016 Deciles

The analysis identifies that the potential station sites at S1, S2 and S3 are generally located adjacent to output areas classed as having a higher level of multiple deprivation. The Woodside output area, which is immediately adjacent to both S1 and S2, is ranked within the lowest SIMD decile.

By contrast, the potential station site at S5 and the existing station at Dyce are located within areas with high SIMD rankings. S4 is located in an area with average SIMD ranking.

5.3 Mode of Travel to Work or Study

Mode of travel to work or study6 data has been extracted from the 2011 Census from the output areas located within 800m of the potential station sites under consideration (previously shown in Figure – Figure ). A comparison of this modal split information is provided in Figure 7.

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

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60%

50%

40%

30%

20%

10%

0% Proportion of Residents within 800m within of Residents Proportion

S1 S2 S3 S4 S5 Dyce Railway Station

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

As shown in Figure 15, travel behaviour in proximity to potential station sites located at S1, S2 or S3 is broadly similar. Given their distance from existing station sites, rail use is very low (approximately 0.2%) amongst residents in catchments surrounding these sites. In contrast, bus use is relatively high, ranging between 16% and 20% which is higher than the national average rate (13%). Car use in the output areas surrounding these three potential station sites constitutes approx. 40% of residents and is lower around S1 than both S2 and S3.

The proportion of residents who drive to their place of work or study is marginally higher in Output Areas surrounding potential station sites S4, S5 and within the vicinity of Dyce Station, representing approximately 50% of all residents. Public transport use in these areas is also lower; particularly in the vicinity of S5 and to a lesser extent Dyce Station. Unsurprisingly, residents who travel by train increases based on proximity to Dyce Station.

5.4 Car Ownership

Car ownership7 information has been extracted from the 2011 Census from the output areas located within 800m of the potential station sites under consideration and is presented in Figure 86.

60%

50% 40% 30% 20% 10% 0% No cars or vans One car or van Two cars or vans Three cars or vans Four or more cars or

Proportion of of Households Proportion vans

S1 S2 S3 S4 S5 Dyce Station

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

The proportion of households without access to a car is broadly similar in output areas located within 800m of S1, S2 and S3; constituting approximately 40% of households. In contrast, car ownership rates amongst residents

7 2011 Census KS404SC – Car or Van Availability

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living close to S4, S5 and Dyce Station are much higher; approximately 80% to 85% of households in these areas have access to at least one car or van.

5.5 Workplace Location

2011 Census information from the Datashine Scotland Commute resource8 has been extracted to identify commuting origin-destination patterns and routing at zones9 located in the vicinity of the potential station sites under consideration.

A summary of the total number of commuters that travel to and from the intermediate zones is provided in Table 11. Maps showing the distribution of these journeys are provided in Appendix A, with an example for trips to and from the Woodside area provided below (see Figure B1 and Figure 18).

Table 11: Summary of Inward and Outward Commuting Trips

Zone Reference Zone Name Closest Station Sites Total Inward Commuting Total Outward Trips10 Commuting Trips11

S02001267 Woodside S1, S2, S3 246 1,600

S02001276 Bucksburn S4 743 1,400 South

S02001277 Bucksburn S4, S5, Dyce 15,496 1,376 North

S02001278 Dyce S5, Dyce 3,733 1,866

Figure 97: Origin Location for Commuting Trips to Figure 108: Destination Location for Commuting Woodside (S1, S2, S3) Trips From Woodside (S1, S2, S3)

As shown from the origin-destination analysis presented in Appendix A, there are a low number of commuters (approximately 250) who travelled to the area in the vicinity of S1, S2 and S3. Of those that work in this area, most constitute localised trips. The 1,500 local residents who commute to destinations out with the Woodside area mainly travel to workplaces located in Bucksburn North, City centre and Cove zones.

The data also identifies that potential station sites located at S4 and S5 as well as the existing Dyce Station are adjacent to areas with a high number of employers. For example, the Bucksburn North zone which encompasses a large area including Aberdeen Airport, the Wellheads Industrial Estate and the Kirkhill Industrial Estate attracts

8 http://scotlandcommute.datashine.org.uk/ 9 Commuting behaviour is only available at an intermediate zone level and is not available at a detailed localised output area. This means that there is no specific commuting origin-destination data available to differentiate between S1, S2 and S3. Instead, data for the ‘Woodside’ area which includes the localised area around all three of these sites has been extracted. 10 This represents the total number of commuting trips travelling into the zone from all external zones by all transport modes. It does not account for internal zone trips that have both origins and destinations in the zone under consideration, nor does it account for trips from zones with less than 5 commuters due to data anonymity reasons. 11 This represents the total number of commuting trips travelling out with the zone to all external zones by all transport modes. It does not account for internal zone trips that have both origins and destinations in the zone under consideration, nor does it account for trips to zones with less than 5 commuters due to data anonymity reasons.

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approximately 15,500 commuters. A notable number of these journeys (approximately 1,500 trips) originate locally in both Dyce and Bucksburn South, however, there are also journeys made from more rural communities to the north as well as from Bridge of Don, Hilton and locations to the west of the City centre. Those who commute out with the Dyce and Bucksburn areas travel to workplaces located in the City centre and in Cove.

5.6 Summary

In summary, based on the socio-economic data review, it is considered that Sites S1, S2 and S3, would open up the opportunities for rail travel to a proportionally lower income population catchment market currently unserved by rail. This could help to support wider economic development and regeneration objectives, albeit it is to be noted that the local population in these catchments are currently well-served by bus services including on the adjacent A96 corridor and there is a risk, therefore, that the introduction of rail services could abstract patronage from the local bus market. The socio-economic data also suggests that populations within the catchments of Sites S4 and S5 have higher levels of car ownership and access, therefore the introduction of stations in these areas may offer an alternative form of travel and reduce the demand for car use, supporting modal shift objectives.

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6. Environmental Constraints

Environmental constraints within a 1km buffer area of the rail corridor under consideration are provided in Figure 19. A more detailed version is provided as Appendix B.

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

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

Table 12: Summary of Environmental Constraints at Potential Station Sites

Potential Station Site Environmental Constraints at or immediately adjacent to site

S1 No major environmental constraints identified.

S2 Scheduled Monument constituting the former Aberdeenshire Canal located approximately 80m to the south of the station site within the playground12.

S3 No major environmental constraints identified.

S4 No major environmental constraints identified.

S5 Ancient Woodland inventory area located across the site.

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

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7. Key Findings

7.1 Introduction

Using the information gathered in Sections 2 to 6 of this Technical Note, the following section presents a summary of the key problems, issues, opportunities and constraints associated with each of the potential station sites. Based on these identified issues, a high level assessment matrix has been prepared to inform decision- making regarding which site (of S1, S2 and S3) should be taken forward to operational assessment.

7.2 Summary of Problems, Issues, Opportunities and Constraints

Table 13 to Table 17 presents a summary of the key problems, issues, opportunities and constraints associated with each of the potential station sites under consideration.

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

Problems Source

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

Issues Source  The surrounding residential properties to the site are already well served by frequent bus services including the 17, 18, 727, X80 and 19 services. Approximately 17% of existing Station Site Accessibility, surrounding residents already use the bus to travel to their place of work or study. Existing Socio-Economic and Introduction of rail services would likely lead to abstraction from the current bus market in Travel Behaviour Context this area.

 There are a low number of inward commuting trips to the Woodside area close to the Existing Socio-Economic and potential station site considering the low number of key employers located nearby. Travel Behaviour Context

Opportunities Source

 The site has the largest residential catchment of the five potential sites given that Existing Catchment approximately 12,500 residents currently live within 800m proximity. Comparison  The site is located within 800m of several key facilities or employers including St Machar Road Industrial Area and St Machar Academy. The University of Aberdeen, Kittybrewster Existing Catchment Retail Park, Berryden Retail Park and Aberdeen City Council Roads Depot are located Comparison within 1600m proximity (approximately 20 minute walk).  There are four small sites allocated in the Aberdeen LDP (2017) for residential development located within 800m proximity which could increase the residential catchment Future Development Impact in future.  Most local residents living within the Woodside area travel to work in locations within Dyce and Aberdeen City Centre. These areas are currently located on the railway corridor and Existing Socio-Economic and any new station site could facilitate improved access to these areas. Travel Behaviour Context  The surrounding areas adjacent to the station are ranked within the lowest SIMD decile. A new station site could potentially enhance employment accessibility which may support Existing Socio-Economic and regeneration and economic development objectives. Travel Behaviour Context  The site is located within 500m proximity of NCN Route 1 which could afford onward cycling connectivity with key destinations. Station Site Accessibility  The site is located close to the strategic road network including Great Northern Road (A96) and Gordon Mill’s Road which affords onward connectivity with the Diamond Bridge. Station Site Accessibility  There could be an opportunity to explore the feasibility of potentially incorporating a small Park and Ride facility to the east of OP68. Station Site Accessibility

Constraints Source  There is already a relatively low number of people travelling to work or study by car (approximately 35%) in the surrounding residential communities. This suggests there may Existing Socio-Economic and be a limited opportunity to promote modal shift away from car modes. There is also a risk Travel Behaviour Context that introduction of new rail services is at the expense of the local bus market.  Vehicular access to the site could be constrained by Western Road considering its constrained width, on-street parking and given it is bound by residential properties on both Station Site Accessibility sides.

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Table 14: Site S2: Problems, Issues, Opportunities and Constraints Summary

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

Issues Source

 The surrounding residential properties to the site are already well served by frequent bus Station Site Accessibility, services including Services 17, 18, 727, X80 and 19. Approximately 18% of existing Existing Socio-Economic and surrounding residents already use the bus to travel to their place of work or study. Travel Behaviour Context

 There are a low number of inward commuting trips to the Woodside area close to the Existing Socio-Economic and potential station site considering the low number of key employers located nearby. Travel Behaviour Context

Opportunities Source  The existing residential catchment located within 800m of the potential site constitutes approximately 12,000 residents which is the second highest of the five potential station Station Site Accessibility sites.  Most local residents living within the Woodside area travel to work in locations within Dyce and Aberdeen City Centre. These areas are currently located on the railway corridor and Existing Socio-Economic and any new station site could facilitate access to these areas. Travel Behaviour Context  There is a large site allocated for up to 300 homes in the Aberdeen City LDP (2017) (Site OP25) that is partially located within an 800m walk of the site. This could increase the Future Development Impact residential catchment in future.  Whilst out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase Park and Ride demand if a station was to be developed at this site. Future Development Impact  The surrounding areas adjacent to the station are ranked within the lowest SIMD decile. A new station site could potentially enhance employment accessibility which may support Existing Socio-Economic and any regeneration or economic development objectives of the area. Travel Behaviour Context  The feasibility of incorporating a formal Park and Ride facility on the existing site of Woodside Playing Field could be explored further. Station Site Accessibility  The site is located immediately adjacent to NCN Route 1 and 100m to the south of shared use paths on Great Northern Road. Station Site Accessibility  The site is located adjacent to the strategic road network including Great Northern Road (A96) whilst the Haudagain Roundabout, which offers connectivity with the A92 (formerly Station Site Accessibility A90), is located approximately 900m to the west.

Constraints Source  Station Road has a very limited corner radii and visibility whilst there is a height restriction beneath the railway. This could constrain it as a vehicular access route. Station Site Accessibility  The footway on Don Terrace is narrow and does not go all the way to Station Road, while access from Great Northern Road may be problematic due to level differences. Station Site Accessibility  There is an area designated as a scheduled monument constituting the remains of Aberdeenshire Canal and a bridge located at the southern end of Woodside Playing Field Environmental Constraints which could constrain any Park and Ride facility.

Table 15: Site S3: Problems, Issues, Opportunities and Constraints Summary

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

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

Issues Source  The surrounding residential properties to the site are already well served by frequent bus services including Services 17, 18, 727, X80 and 23. Approximately 20% of existing Station Site Accessibility, surrounding residents already use the bus to travel to their place of work or study which is Existing Socio-Economic and higher than both S1 and S2. Travel Behaviour Context

 There are a low number of inward commuting trips to the Woodside area close to the Existing Socio-Economic and potential station site considering the low number of key employers located nearby. Travel Behaviour Context

Opportunities Source

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 Most local residents living within the Woodside area travel to work in locations within Dyce and Aberdeen City Centre. These areas are currently located on the railway corridor and Existing Socio-Economic and any new station site could facilitate access to these areas. Travel Behaviour Context  There are sites allocated for residential development in the Aberdeen City LDP (2017) located at OP25, OP65 and OP66 that are all located within 800m proximity and could Future Development Impact increase the future residential population catchment.  Whilst out with 800m proximity, large prospective residential sites located at OP16 and OP9 could increase park and ride demand were a station to be developed at this site. Future Development Impact  Surrounding areas adjacent to the station are ranked within a low SIMD decile. A new station site could potentially enhance employment accessibility which may regenerate the Existing Socio-Economic and area. Travel Behaviour Context  Potential site located approximately 100m to the south of NCN Route 1 as well as 50m to the north of shared use paths on Great Northern Road. Station Site Accessibility  Potential site located adjacent to the strategic road network including Great Northern Road (A96) whilst the Haudagain Roundabout affording connectivity with the A92 (formerly A90) Station Site Accessibility is located approximately 150m to the south west.  There could be an opportunity to explore the feasibility of a potential park and ride site to the east of the electricity substation. Station Site Accessibility

Constraints Source  The presence of an allocated residential site at OP25 as well as a large electricity substation could limit the opportunity to provide a park and ride facility. Station Site Accessibility  Vehicular access routes on Station Road are constrained at present given the limited width and constraints further east in the vicinity of S2. Station Site Accessibility

Table 16: Site S4: Problems, Issues, Opportunities and Constraints Summary

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

Issues Source

 The existing residential population residing within 800m proximity is lower than other sites Existing Catchment at S1, S2, S3 and Dyce Station. Comparison  There are a high proportion of residents living locally who currently commute to workplaces located relatively locally within the Dyce and Bucksburn areas which could Existing Socio-Economic and limit commuting rail demand amongst local residents. Travel Behaviour Context

Opportunities Source

 The site would likely be located within approximately 800m proximity of part of the new Existing Catchment TECA site currently under construction. In addition, key employers including BP Offices Comparison, Future and the Wellheads Industrial Estate are located within 1600m of the site. Development Impact  The resident catchment within 800m may notably increase if allocated residential development sites at OP14, OP16 and OP17 are developed (at least 1,400 homes). Future Development Impact  Whilst located out with 800m proximity, development of large residential sites at OP20, OP21 and OP22 could increase park and ride demand if a station were to be developed. Future Development Impact  The proportion of existing residents that live within 800m proximity and travel to work or their place of study by car is the second highest of all station sites under consideration. Existing Socio-Economic and This suggests there may be an opportunity to encourage modal shift. Travel Behaviour Context  There is a high proportion of local residents who live within 800m of the potential station site that are in full time or part time employment (approximately 65%) which is the highest Existing Socio-Economic and of all potential station sites. Travel Behaviour Context  Existing bus stops currently located locally to the site are served by bus services which operate at a half hourly frequency. This is the lowest frequency of all potential station Station Site Accessibility sites.

 NCN Route 1 located immediately adjacent to the potential station site on the A947. Station Site Accessibility  The potential site benefits from its close proximity to the strategic road network including the A947 and the A96 which is located approximately 500m to the south. Station Site Accessibility

Constraints Source  There could be limited opportunity for pedestrians directly accessing residential streets to Station Site Accessibility the west due to the presence of residential properties. This could constrain any walking

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route to the new TECA site.

 There is no bridge connection across the River Don located nearby which could constrain Future Development Impact, accessibility from the allocated residential development from OP9. Station Site Accessibility  There are limited gap sites around the site for a car park, although the feasibility of providing a potential remote Park and Ride site on the existing location of playing fields Station Site Accessibility located approximately 200m to the west could be explored further.

Table 17: Site S5: Problems, Issues, Opportunities and Constraints Summary

Problems Source  The opportunity to provide a station or a Park and Ride facility immediately at the site likely to be constrained by the close presence of industrial units to the west and the A947 Station Site Accessibility immediately to the east.  The residential population (approximately 2,000) residing within 800m proximity of the potential station site is the lowest of all station sites under consideration, including Dyce. Existing Catchment As a comparison, the existing Dyce station (for which S5 may be considered as a potential Comparison replacement station) has a catchment population of over 4,000.

Issues Source  There are a high proportion of residents living locally who currently commute to workplaces located relatively locally within the Dyce and Bucksburn areas which could Existing Socio-Economic and limit commuting rail demand amongst local residents. Travel Behaviour Context

Opportunities Source

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

 There are a number of key facilities including the new TECA, Aberdeen International Existing Catchment Business Park and Dyce town centre located within 1600m proximity of the site. Comparison  The resident population living within an 800m catchment could be increased if the allocated residential development at site OP17 is developed. Future Development Impact  The proportion of existing residents that live within 800m proximity and travel to work or their place of study by car is the highest of all station sites under consideration. This Existing Socio-Economic and suggests there may be an opportunity to encourage modal shift. Travel Behaviour Context

 Output areas located adjacent to S5 have a very high number of inward commuting trips Existing Socio-Economic and given the proximity of key employers (approximately 19,000). Travel Behaviour Context

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

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

 There is no bridge connection across the River Don located nearby which could constrain Future Development Impact, accessibility from the allocated residential development from OP9. Station Site Accessibility

7.3 Site Selection Process

To inform which sites should be taken forward for operational assessment, a high level assessment has been undertaken considering each site’s performance against various planning criteria, as presented in Table 18. In preparing this assessment, a RAG (Red, Amber, Green) assessment approach has been adopted whereby:

Site conditions could positively support new station development

Unknown Impact against performance criteria

Site conditions would be unlikely to support new station development

Where appropriate, appropriate supporting information has also been provided.

While the assessment is focussed on informing a decision about the relative merits of taking forward one site out of S1, S2 and S3, the high level assessment has been completed for each of the sites.

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Table 18: Summary of Stations Sites Key Planning Criteria Review

Criteria S1 S2 S3 S4 S5

Existing Resident    - - Population Catchment (800m) (12,650) (11,733) (9,384) (3,903) (2,317)

- - - - Potential Population  (Potentially major (Potentially major (Potentially major (Large Catchment Growth (Minor developments in developments in developments in developments from Future developments vicinity of site but vicinity of site but vicinity of site but within immediate Development unlikely to support would require would require would require car vicinity of site, incl. (800m) rail patronage) improved access improved access parking and other TECA) and parking) and parking) infrastructure)

  (Site would be (Site would be restricted to acting - restricted to acting primarily as an  as an origin station,  Key Employers or (Limited key origin station, with with limited key (Major employers Facilities located employers and limited key (TECA located destinations and located within within 800m facilities located destinations and within immediate employers located immediate site within immediate employers located site vicinity) within immediate vicinity) site vicinity) within immediate site vicinity) site vicinity)

 -  (Site would be (Limited number of  (Aberdeen restricted to acting  Key Employers or employers and (Major employers University and as an origin station, (Major employers Facilities located destinations located and destinations other employment with limited key located out with within 800m – just outside (TECA) located out sites located just destinations and immediate site 1600m immediate vicinity with immediate site outside immediate employers located vicinity) of site but would vicinity) site vicinity) within site vicinity) require car parking)

 Yes No environmental  (Scheduled   (Part of site located constraints at or monument could within an area (None identified) (None identified) (None identified) adjacent to site constrain any Park containing ancient and Ride facility) woodland)

- - (Some existing (Existing provision, pedestrian inks but -  although limited also issues (Existing provision, (Established - opportunity to associated with although no Existing Nearby walking routes (Limited existing directly access immediate site existing means to Pedestrian Routes providing good pedestrian some areas to/from access with cross railway line at and Provision connectivity for infrastructure on station on foot due constraints present and closed surrounding Station road) to presence of associated with crossing point community) residential Don Terrace and 500m away) properties and no access from Great clear access route) Northern Rroad)

    (Good provision – (Good provision – Existing Nearby  (Good provision – (Good provision – NCN and other NCN and other Cycling Routes and (NCN located near NCN located within NCN located within paths located within paths located within Provision facility) immediate vicinity immediate vicinity immediate vicinity immediate vicinity of site) of site) of site) of site)

   - -- (Numerous stops (Numerous stops (Numerous stops Existing Nearby Bus (Bus stops and (Bus stops and and services and services and services Accessibility regular service regular service nearby on key bus nearby on key bus nearby on key bus located nearby) located nearby) corridor) corridor) corridor)

   Existing (Site located near (Site located near (Site located near  - Great Northern Accessibility from Great Northern Haudagain (Site in close (Site located Road and Diamond Nearby Strategic Road and is in Roundabout, proximity to A96 immediately to east Bridge, providing Roads close proximity to although access and A947) of A947) onward connectivity Haudagain road/junction to site to Bridge of Don) Roundabout, unclear at this

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Criteria S1 S2 S3 S4 S5 although access stage) road/junction to site considered substandard for station access and would require improvement).

- - - - Land / Gap Site  (Potential land (Potential land (Potential land (Potential land availability to (Limited land likely availability but availability but availability but availability but provide Park and to be available for requires further requires further requires further requires further Ride provision car park) investigation) investigation) investigation) investigation)

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

7.3.1 Sites S1, S2, S3

In terms of potential sites at S1, S2 and S3, a review of existing catchments has demonstrated that S1 would be anticipated to offer the greatest potential to attract potential users considering it provides the largest resident population residing within 800m. In addition, there would likely be more key facilities or employers located within both a 800m and 1600m proximity at S1 than in comparison to both S2 and S3, with potential destinations including the University of Aberdeen. The site could also benefit from its close proximity to bridge connections over the River Don, offering accessibility communities located within Bridge of Don, albeit it is anticipated that there may be limited opportunity to provide a Park and Ride facility at S1 due to constraints presented by existing access routes and a lack of land availability; this could be offset by its large walking catchment. There is a slightly increased prospect of providing a Park and Ride facility at S2 and S3, however, it is considered that both sites would remain very constrained and would require further assessment to determine their relative feasibility.

On the basis of the assessment, it is therefore recommended that Site S1 is taken forward to Operational Assessment, with Sites S2 and S3 sifted from further consideration at this stage.

7.3.2 Site S4

A station site located at S4 would likely be located within approximately 800m of the new TECA site, however, this would be dependent on onward pedestrian routing from any future station site via the existing Bankhead residential area located to the west. Other key employers and facilities would also be located within 1600m of the site. It is considered that there may be limited opportunity to provide a Park and Ride site in the vicinity of S4 due to vehicular and bus access constraints and a lack of land availability.

7.3.3 Site S5 and Dyce Station

The catchment review has demonstrated that S5 would have a lower residential catchment residing within an 800m in comparison to Dyce station at present. Despite this, key employers such as BP, Baker Hughes and those within the Wellheads Industrial Estate would be located closer than Dyce Station. In addition, the new TECA site would be located within 1600m of the site. It is considered that there may be limited opportunity to provide a Park and Ride site in the vicinity of S5 due to vehicular access constraints and a lack of land availability for the construction of a Park and Ride facility and the potential environmental impact on designated ancient woodland.

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

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8. Summary and Recommendation

8.1 Overview

This Technical Note has been prepared to outline the relative merits of developing potential rail station sites in the North West of Aberdeen between Aberdeen and Dyce Stations. In addition to providing contextual planning information about each of the sites under consideration following a previous engineering compliance exercise, through analysis of desk-based information including planning, transport, socio-economic and environmental data the work has sought to identify which of three potential sites around Woodside/Tillydrone (S1, S2 and S3) would be most preferable for taking forward to a future operational assessment. Although the scope of this review did not include for providing a recommendation regarding Sites S4 and S5, information has also been presented to set out the contextual planning situation at station sites at Bucksburn (S4) and at Stoneywood (S5).

8.2 Recommendations

Based on the analysis undertaken, it is recommended that Site S1 is taken forward for operational assessment and Sites S2 and S3 are sifted from further consideration at this stage. Site S1 is considered to offer the greatest potential owing to its large walking catchment and siting within relative proximity to a number of potential key destinations, including the University of Aberdeen. In contrast, Sites S2 and S3 would be expected to be limited in their scope, acting primarily as origin stations with limited employment sites and facilities nearby. With regards to Site S4, this site has the potential to serve the new TECA site depending on the ability to provide a clear pedestrian access route, which requires further investigation due to existing constraints. Further review, including discussion with Council planners, may also be useful to better understand the potential for Park & Ride provision to be created for the site.

Considering the relocation of Dyce Station to Site S5 would also require careful consideration as this would constitute a station closure and reopening, which would have significant legal implications and may therefore be challenging to deliver.

As indicated from this review, Site S5 would offer a lower residential catchment compared to the existing Dyce Station, while the availability of potential Park & Ride is also unclear from the initial desktop study and would benefit from discussion with Council planners. That said, the site would offer improved accessibility for major employers in the area as well as the new TECA site.

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Appendix A - Study Area Commuting Origin-Destinations

Figure B1: Origin Location for Commuting Trips to Woodside

Figure B2: Destination Location for Commuting Trips From Woodside

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Figure B3: Origin Location for Commuting Trips To Bucksburn South

Figure B4: Destination Location for Commuting Trips From Bucksburn South

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Figure B5: Origin Location for Commuting Trips To Bucksburn North

Figure B6: Destination Location for Commuting Trips From Bucksburn North

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Figure B7: Origin Location for Commuting Trips To Dyce

Figure B8: Destination Location for Commuting Trips From Dyce

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Appendix B - Environmental Constraints Mapping

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Aberdeen North West Stations Review

3. Planning Review of Compliant Station Sites

Operational Assessment

AECOM 0411

Technical Note Aberdeen North West Stations Review

Operational Assessment

Client name Project name Date Project Number Nestrans Aberdeen North West Stations Review 07 March 2019 60534852 Prepared by: Approved by: Checked by: S Roberts A Coates R Fraser

Review / Revision History

Revision No. Date of Revision: Description of Revision: Revision Made By: Approved by: 1 28/02/19 Operational feasibility of S Roberts A Coates potential additional stations

1. Scope of Analysis AECOM have investigated the operational feasibility of potential additional stations S1/2/3, S4, alternative station for Dyce (S5) as well as an Airport Spur. An overview of the additional stations under consideration is shown in Figure 1.1. They have been examined in the context of committed A2I infrastructure enhancements and with the potential re-instatement of an Ellon branch, a pre- condition of which is to reinstate double track through the tunnels north of Aberdeen station1. Operational feasibility has been assessed by attempting to create a working timetable for a peak hour that is compliant with Network Rail’s operational planning rules. The aim is to show that additional station stops can be accommodated in a way that is operationally robust and compliant with planning rules, or if this is not possible, to identify what additional infrastructure may be needed to achieve this. The timetables are nominally based on the December 2019 timetable. At the time of undertaking the work the draft December 2019 timetable supplied by ScotRail was at an early stage of development and unvalidated. Certain key times of trains running beyond the study area have been fixed based on this draft timetable.

2. Limitations

Operational planning and creation of working timetables is a complex and time-consuming process that requires many data inputs including Figure 1.1: Potential Future Infrastructure Overview point to point running times, planning headways, junction margins, station planning rules and so on. The interdependency of various elements of the rail network means that full validation of a timetable requires a wide area to be considered and therefore requires significant resource. To keep the scope manageable and appropriate to a study of this scale, only sample peak hours have been created, and the area of validation limited to the sections of rail network directly affected.

1 The feasibility of an Ellon Branch was subject to separate investigation as part of the Fraserburgh / Peterhead to Aberdeen Strategic Transport Study (FPASTS); Ellon Rail Study (AECOM, 2017); See www.nestrans.org.uk/wp-content/uploads/2017/11/FPASTS-1plus- Ellon-Rail-Study_Final-Report.pdf Technical Note Aberdeen North West Stations Review

The area of validation has been defined as Aberdeen to Inverurie and Ellon. This captures all of the existing railway on which new stations would be built, and where the potential Ellon branch and Airport Spur would diverge. All of the potential changes to infrastructure are located between Aberdeen and the existing station at Dyce however the section between Dyce and Inverurie was included because:  At least two trains in the peak hour start or terminate at Inverurie and therefore their full journey north of Aberdeen can be validated; and  Timetable options to be explored in this study potentially included changes to the number of services to Inverurie. Creation of a validated peak hour proves only that the train specification can be made to work in the area considered. It does not guarantee the timetable can be implemented as constraints beyond that area could create conflicts. To minimise the risk of conflicts beyond the area of validation the times of trains running beyond the study area have been fixed at Aberdeen and Inverurie based on the draft December 2019 timetable. Affected services are Inverness – Aberdeen and Inverurie – Montrose. Note that in the draft December 2019 timetable there is considerable variation from hour to hour in the times of these trains exiting the area of validation, therefore the most common times were adopted. Platforming at Aberdeen has been planned so that as far as possible there are no conflicts with services from the south that terminate at Aberdeen and no conflicts have been identified, however full station working at Aberdeen was not reviewed due to the draft status of the December 2019 timetable at the time of AECOM’s study.

3. Scenarios

The following timetable scenarios were investigated: Table 3.1: Timetable Scenarios Investigated (all peak hour except where noted)

Station Options A2I Phase 1 Ellon 2 tph scheme Committed Infrastructure Timetable basis: 1 2 (Dec 2019) (Dec 2019 + Ellon branch) A No new stations A-1 (note 2) A-2 (note 3)

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

C S4 C-1 C-2

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

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

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

X Airport Spur investigation X–2 (note 5)

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

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

4. Assumptions

4.1 Overview

The timetables are based on several critical assumptions such as: sectional running times, the signalling headway, position of passing loops, the configuration of infrastructure between Inverurie and Aberdeen, and the train service pattern between Inverurie and Aberdeen. The timetables were based on the following assumptions:

4.2 Infrastructure

 HLOS CP5 commitments for Aberdeen to Inverness Improvements Phase 1 are delivered which results in double track from north of Aberdeen to Inverurie and resignalling of that section. Note that a short section of single track will remain immediately north of Aberdeen station, through Schoolhill and Hutcheon St tunnels.  ScotRail’s Rail Revolution introduces enhanced commuter services in Aberdeen, supported by a fleet of DMUs (Diesel Multiple Unit trains) that were previously going to go off-lease. These services are included in the base 2019 timetable developed by ScotRail.  The new station at Kintore is assumed to be in use. It is assumed that in the peak hour Aberdeen – Inverurie and Montrose – Inverurie trains would stop here, while Aberdeen – Inverness do not have to.  The potential Ellon branch would be single line and: ─ connected to the Aberdeen – Inverness line at Dyce via a flat junction at the north end of Dyce station2; ─ to support a 2 tph service passing loops of approximately 1 mile in length are provided at Newmachar; and ─ double track is reinstated through the tunnels north of Aberdeen station eliminating the existing single track section.  Any changes needed at Aberdeen Station are to be proposed (changes are required, see section 0). The Ellon branch infrastructure and train service is as per Option 2 of the 2017 Ellon Rail Feasibility study3. This applied to scenarios A-2 to Y-2.

Figure 4.1: Ellon Branch Infrastructure

2 This differs from the original layout of the Formartine and Buchan Railway due to development that has taken place since closure, particularly the creation of Dyce station car park and access road on the site of the branch platform. 3 Ellon Rail Study, AECOM (2017). Available at www.nestrans.org.uk/wp-content/uploads/2017/11/FPASTS-1plus-Ellon-Rail- Study_Final-Report.pdf Technical Note Aberdeen North West Stations Review

4.3 Timetable Planning Rules

2019 v4.0 Timetable Planning Rules were applied except where there is new or different infrastructure, in which case professional judgement has been used. A clarification was received from Network Rail that a 3 minute margin could be used at Berryden Junction rather than the 5 minutes proposed in v4.0 of the 2019 Timetable Planning Rules. Train planning rules for the Ellon branch remain as they were reported in the 2017 AECOM Ellon Rail study. Planning rules were assumed for the changes at Aberdeen station, as found necessary (see Section 0). Planning rules were assumed for the potential Airport Spur option.

4.4 Sectional Running Times

December 2019 Sectional Running Times (SRTs) were provided by ScotRail. To assess the impact on SRTs of the potential new station sites and Airport Spur option subject to investigation through this study, AECOM’s running time calculation tool ARTEM was used. To minimise any risk of under-estimation of running times ARTEM was used to calculate SRTs with and without the additional stations, and the difference was then added to the SRTs supplied by ScotRail to create the SRTs used in this assessment. Exceptions to this are the Ellon branch and Airport Spur options where no ScotRail or other SRTs exist; these were calculated using ARTEM.

4.5 Train Service Specification

The peak hour train service was assumed to consist of:  1 train per hour between Aberdeen and Inverness;  1 train per hour between Aberdeen and Inverurie;  1 train per hour between Montrose and Inverurie;  1 extra Aberdeen – Inverurie services if possible; and  2 Aberdeen – Ellon trains in the Ellon branch scenarios. Stopping patterns were assumed as follows, applying in both directions. The rationale for stopping patterns is explained in Table 4.2 Table 4.1: Stopping Patterns

PEAK 1 2 3 4 5 6 A1 A2 HOURS Aberdeen Montrose – Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen - Aberdeen - – Inverurie – – Inverurie – Ellon – Ellon Airport Airport Inverness Inverurie EXTRA Main line Aberdeen ● ● ● ● ○ ○ ○ ○ S1/2/3 ○ ○ ○ ○ ○ S4 ○ ○ ○ ○ ○ Dyce or S5 ● ● ● ● ○ ○ Kintore ● ● ● Inverurie ● ● ● ● Ellon branch Technical Note Aberdeen North West Stations Review

Newmachar ○ ○ Ellon ○ ○ Airport Spur The Event Complex ○ ○ Aberdeen

Aberdeen Airport ○ ○

OFF-PEAK 1 2 3 4 5 6 A1 A2 HOURS Aberdeen Montrose – Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen - Aberdeen - – Inverurie – – Inverurie – Ellon – Ellon Airport Airport Inverness Inverurie EXTRA Main line Aberdeen ● ● ● ○ ○ ○ ○

S1/2/3 ○ ○

peak - S4 ○ ○ Dyce or S5 ● ● ● ○ ○ Kintore

● ● ● Doesnot run off Inverurie ● ● ● Ellon branch Newmachar ○ ○ Ellon ○ ○ Airport Spur The Event Complex ○ ○ Aberdeen

Aberdeen Airport ○ ○

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

Table 4.2: Rationale for Stopping Patterns Station Notes

Aberdeen All trains call.

S1/2/3 and S4 In off-peak hours they could be served either by the Aberdeen/Montrose – Inverurie service, or the Aberdeen – Ellon service, either option giving 2 tph to Aberdeen. In peak hours they can be served by both the Aberdeen/Montrose – Inverurie and Aberdeen – Ellon services, and also the Aberdeen – Inverurie extra service to maximise commuting opportunities. If this level of service is not required stops at S1/2/3 and S4 could be deleted from some trains e.g. from the Ellon trains, and the timetables will still work. Technical Note Aberdeen North West Stations Review

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

Kintore In off-peak hours the Aberdeen – Inverness service calls at Kintore to provide 3 tph to Aberdeen, in the peak hour the additional Aberdeen – Inverurie service provides the third call, allowing the Aberdeen – Inverness journey time to be minimised. If required the Aberdeen – Inverness service can call at Kintore in the peak to give 4 tph with minor adjustments to the timetable.

Ellon and Served by a 2 tph service at all times because 2 tph is the minimum service considered Newmachar viable, and the design of the branch prevents running of any more trains in the peak hours.

The Event Served by a 2 tph service from Aberdeen. The scope of AECOM’s operational assessment of Complex the Airport Spur was only to prove whether some form of airport service was viable, hence Aberdeen other options, including use of the connection to the north have not been investigated. (‘TECA’) and Aberdeen Airport

Fixed times for trains running beyond the area of validation were taken from the draft December 2019 timetable as shown in Table 4.3 below. In the draft December 2019 timetable there is considerable variation from hour to hour in the times of trains exiting the area of validation, therefore the most common times were adopted. Table 4.3: Fixed Times taken from draft December 2019 Timetable Down Down Montrose - Up Inverurie Location Up Inverness Inverness Inverurie - Montrose Aberdeen xx:15 (dep) xx.29 (arr) xx.25 (dep) % of trains in the draft Dec 2019 timetable that are within 2 36% 58% 78% minutes of this time Inverurie xx.15 (arr) % of trains in the draft Dec 2019 timetable that are within 2 25% minutes of this time

Technical Note Aberdeen North West Stations Review

5. Findings

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

5.1 Impact on Journey Times

Journey times are increased by calling at additional stations due to the deceleration and acceleration time to make the call, and the dwell time at the station. After calculating new SRTs the direct impact on journey times can be summarised as:  Stopping at S1/2/3 adds 2½ minutes to train journeys  Stopping at S4 adds 2 minutes  Stopping at both S1/2/3 and S4 adds 4½ minutes  Relocating Dyce station to S5 add ½ minute Full details are given in Appendix A which presents sample working timetables for each of the assessed scenarios. In any given timetable journey times may be further increased if it is necessary to insert pathing time to avoid conflicts between trains.

5.2 Timetable Feasibility

All of the scenarios A-1 to F-2 were found to be feasible4, and in all timetables an additional Aberdeen – Inverurie service has been accommodated. Timetables and platform occupation charts are provided in Appendix A. Timetabled journey times between Aberdeen and Inverurie or Ellon vary among scenarios as follows: Down5 direction  Aberdeen - Inverness service 20½ - 21 minutes;  Montrose / Aberdeen - Inverurie services 23 – 28 minutes;  Aberdeen – Ellon services 26 – 31 minutes. Up direction  Inverness - Aberdeen service 22½ - 23 minutes;  Inverurie - Montrose / Aberdeen services 25½ – 30½ minutes;  Ellon - Aberdeen services 27 – 32 minutes. Journey times for each option are provided in Appendix A. Additional infrastructure is required at Aberdeen Station to accommodate scenarios A-2 to Y-2. In other words it is the presence of the additional trains, not the additional stations between Dyce and Aberdeen, that triggers the requirement for additional infrastructure at Aberdeen Station. This is partly due to re-instatement of double track through the tunnels north of Aberdeen Station as this will likely result in the loss of the north siding, which could be used for holding units between working Ellon branch trains. The arrangement required is indicated in the sketches presented in Figure 5.1, where the proposed alternative offers greater platform capacity and flexibility than the north siding.

4 Note option D-1 was not specifically investigated but should be feasible given the very small impact on journey times (½ minute) and uniform impact on passenger services. 5 The ‘Down’ direction is always away from London, in this case northbound, while the ‘Up’ direction is towards London i.e. southbound. Technical Note Aberdeen North West Stations Review

Existing Arrangement (applied in Proposed Arrangement 1: Do Proposed Arrangement 2 (applied in options A-1 to F-1) Minimum6 (applied to options A-2 to F- scenario X-2) 2 and Y-2)

Figure 5.1: Changes Proposed to Aberdeen Station The sketch on the left shows the current arrangement, the centre sketch shows the minimum additional infrastructure needed to support the timetables developed in this study. The sketch on the right shows a variation that provides much greater operational flexibility and may be useful to other train services, as well as contributing to timetable performance and flexibility during engineering works. The following timetable planning rules were assumed to apply to this piece of infrastructure (as shown in the centre sketch only) in addition to those that already apply at Aberdeen Station:  Margin between a movement from the north on the Up line into Platform 8 and departure from Platform 6 or 7 in the down direction: 3 minutes before a down movement, or 2 minutes after.

 Adjustment to running time for a movement from the north on the Up line into Platform 8: ½ minute “{½}” in anticipation of approach-controlled signalling applying to this route due to the track geometry potentially resulting in a low speed diverging route through the turnout used to access the north end of Platform 8.

5.3 Off-Peak Hour

While the peak hour is challenging to timetable in terms of the number of trains, and particularly platforming at Aberdeen, the off-peak hours have the challenge of accommodating a freight path. As per AECOM’s scope an off-peak hour was created for a single scenario (Y-2), based on scenario B-2 for the following reasons: Table 5.1: Rationale for Off-Peak Scenario Reason Explanation Scenarios Eliminated

More trains Scenarios A-1 to F-1 have the constraint of single track north of A-1 to F-1 Aberdeen, however the presence of more trains in scenarios A-2 to F-2 was felt to provide a more stringent test of feasibility, particularly as Up freight trains from Raiths Farm have to run on the Down line through Dyce Station which is at least as difficult to timetable as the single line section in scenarios A-1 to F-1.

6 With reference to the “Do Minimum’ in Figure 5.1, this refers to the least amount of additional infrastructure that would be required at Aberdeen Station to support scenarios A-2 to F2 and Y2. As illustrated in Figure 5.1, additional infrastructure beyond the “Do Minimum” would be required to support the operation of Scenario X-2.

Technical Note Aberdeen North West Stations Review

New stations The purpose of this study is to explore the impact of additional A-2, D-2 stations, therefore scenarios A-2 and D-2 would not provide a useful test of feasibility as they contain no additional stations.

Speed differential Freight trains are challenging to path because they are slower than E-2 passenger trains. Adding more station calls to passenger trains reduces the speed differential with freight trains, and so scenarios with more additional stations (e.g. E-2) are likely less challenging than scenarios with only one additional station.

Of scenarios B-2, C-2 and F-2, scenario B-2 was chosen for operational assessment with analysis showing that the off-peak hour with freight train path would be feasible. Currently three principle freight flows use the railway between Aberdeen and Inverurie:  From the south to Aberdeen Waterloo  From the south to Raiths Farm  From the south to Elgin or Inverness In addition engineering trains occasionally run. In scenario Y-2, a generic freight path to Raiths Farm was targeted, available in each off-peak daytime hour that could potentially be adapted to support the other freight flows. The original intention was to create both Up and Down freight paths that can run independently, but due to the timetabling constraints a compromise of creating mutually exclusive Up and Down paths has been resorted to. In this option either the Up or Down path can operate in any single hour, but not both. It is unlikely this would present a significant constraint to freight train operation on a frequent basis. However, in the hours that the Up freight path runs from Raiths Farm, the down Montrose – Inverurie needs to run five minutes later. It should be noted that the different freight flows have different ‘timing loads’ reflecting the speed and weight of the train. The principle used in this study was to create a moderately slow freight path to accommodate the slower, heavier Class 6 freight trains. In reality some freight trains will be faster than the path allows for and therefore less challenging to accommodate, but others will not. Freight trains slower than the generic path allows for could either be made faster by reducing train weight and operating more than one train, or operated outside daytime hours when more capacity may be available. It is to be noted that only the freight path to and from Raiths Farm has been validated.

5.4 Airport Spur

The Airport Spur option was tested based on the A-2 timetable. The A-2 timetable was used because:  Adding two airport services per hour, with a single track airport branch presents much the same challenge as adding the Ellon branch services. It was found in the Ellon study that to accommodate an additional 2 tph the single track section north of Aberdeen would need to be eliminated, therefore using option A-1 as a basis for examining the Airport Spur would likely lead to the same findings as the Ellon study.  There are more trains in A-2, therefore if it can be achieved in A-2 it should be achievable in other scenarios. Two trains were added in the peak hour between Aberdeen and the Airport calling only at The Event Complex Aberdeen (TECA) and the Airport. SRT’s were estimated based on the alignment shown in the Airport Spur Review Technical Note, but are approximate given the high level nature of the engineering/alignment assessment. Timetable planning rules assumed were:  Only one train can use the spur at a time because it is single track throughout.  1 minute engineering allowance is required for Aberdeen – Airport service (the same as Aberdeen – Inverurie services and Aberdeen - Ellon).  The new junction with the mainline would require a margin of three minutes between any conflicting movements. Technical Note Aberdeen North West Stations Review

It was found to be possible to operate the two additional airport trains, however to make this work:  Trains would be required to make the minimum turnaround at the airport (4 minutes) which is not ideal from a performance point of view, and possibly more so at an Airport Station where there may be significant volumes of luggage.  To make the platforming work at Aberdeen Station, the airport trains would be required to inter-work with Ellon branch trains. This is potentially undesirable as the units used on the airport trains are likely to be modified to have additional luggage capacity, which would be wasted while they work the Ellon branch and means a larger number of units need to be so adapted. To make the platforming work at Aberdeen Station, the track layout would need to support simultaneous southbound arrivals into Platform 7 and northbound departures from Platform 8 – this is more than the ‘Do Minimum’ option shown in Figure 5.1. Potential changes that could possibly eliminate these non-ideal features are:  Provision of two platforms at the airport (number of platforms is not currently specified, so only one was assumed as a starting point).  Double tracking the Airport Spur.  Provision of more platform capacity at Aberdeen e.g. a 9th platform. If the Ellon branch trains are absent, the ‘Do Minimum’ option shown in Figure 5.1 could support the Airport Spur services.

Technical Note Aberdeen North West Stations Review

6. Summary

6.1 Additional and/or Relocated Stations

Scenarios B-1 to F-2 were designed to test the feasibility of introducing potential additional stations on the Aberdeen – Dyce railway and/or re-locating Dyce Station itself. This operational assessment has found that - in scenarios with the A2I Phase 1 committed infrastructure in place - each of these options are feasible in the peak hour, and the potential level of service, i.e. trains per hour, that can be provided is much higher than now. These station options could be overlaid on the December 2019 timetable without too much difficulty (scenarios B-1 to F-1). With the Ellon branch present, with associated infrastructure enhancements in place on the approaches to Aberdeen and at Aberdeen Station (i.e. Scenario A2), then the operational assessment has found that each of the new station options (scenarios B-2 to F2) are feasible in the peak hour.

6.2 Off-Peak Hour

A single off-peak scenario was tested to determine if the potential additional stations would preclude the operation of freight trains during the off-peak. This operational assessment has shown that it is unlikely the additional stations would preclude the operation of freight trains, and it has been demonstrated to work for one scenario.

6.3 Airport Spur

The scope of AECOM’s operational assessment of the Airport Spur was to identify whether some form of airport service was viable to inform further discussion and development of this concept. The findings of this study do not show it is unviable operationally. There are many potential variations in how the Airport Spur could be served by trains, either in isolation or with other schemes in place such as additional stations and/or the Ellon branch. The viability of any of these schemes and whether they require further additional infrastructure e.g. at Aberdeen, can only be assessed when a firmer train service specification is developed.

6.4 Additional Infrastructure

As found in the operational assessment of scenarios A-2 to F-2, and any Airport Spur scenario, additional platform capacity is required at Aberdeen Station to handle additional services to the north (see Figure 6.1). The disused/derelict platforms on the west side of the station offer the potential for developing one or two additional platforms. For either the Ellon branch or Airport Spur (but not both), as a minimum, one additional platform with ‘single lead7’ access from only the north is needed, however more comprehensive arrangements would offer greater benefits. It is to be restated that the potential additional and/or relocated stations examined as part of this study do not trigger the requirement for this additional infrastructure if no other schemes (e.g. Ellon branch or Airport Spur) go ahead.

7 In a single lead arrangement, which minimises the number of S&C units, a southbound train could not arrive into platform 7 while a northbound train departs platform 8. Technical Note Aberdeen North West Stations Review

Figure 6.1: Potential Infrastructure Enhancements at Aberdeen

N N N

Table 6.1 sets out how the additional platform provision could support new services. Table 6.1: Capability of Different Levels of Infrastructure Enhancements at Aberdeen Level of Provision Ellon Branch Airport Spur Ellon Branch & Airport Spur ‘Do Minimum’ provision Sufficient for either option but not both Not sufficient ‘Do Minimum’ plus simultaneous southbound arrivals into Platform 7 and Sufficient for either or both options northbound departures from Platform 8 Supports either or both and provides additional benefits: More comprehensive  Supports services from the south provision e.g. a ninth platform and/or access  Provides resilience against day-to-day delays from the south  Provides greater flexibility during engineering works

6.5 Conclusion

The findings from the operational assessment indicate that the potential additional or relocated stations on the Aberdeen to Dyce railway line could be accommodated without the need for additional infrastructure in a scenario with the A2I Phase 1 committed enhancements in place. As the rail network around Aberdeen is developed to support more commuting by rail, airport access and so on, the operational challenge primarily stems from adding additional services, and that requires infrastructure enhancements such as:  Eliminating the single track section north of Aberdeen; and  Enhancements at Aberdeen to increase platform capacity and flexibility of operation. Technical Note Aberdeen North West Stations Review

Appendix A - Sample Working Timetables A-1 – Y-2

Technical Note Aberdeen North West Stations Review

Scenario A-1

DOWN ABERDEEN TO INVERURIE UP INVERURIE TO ABERDEEN SERVICE 3 1 2 4 1 3 4 2 Orig. Loc. Name Aberdeen Aberdeen Montrose Aberdeen Inverness Inverurie Inverurie Inverurie Dest. Loc. Name Inverurie Inverness Inverurie Inverurie Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 7 7 7 plt 2 1 1 1 dep 17.00 17.15 17.30 17.45 dep 08.16 08.28 08.43 08.58 Berryden Jn 17/02 17/17 17/32 17/47 (½) Kintore arr 08.33½ 08.49 09.03½ S1/S2/S3 arr dep 08.34½ 08.50 09.04½ dep Ellon plt dep S4 arr dep Newmachar arr dep S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.43½ 08.59 09.13½ plt 1 1 1 1 Dyce arr 17.08 17.23 17.38 17.53 dep 08.28½ 08.44½ 09.00 09.14½ plt 2 2 2 2 dep 17.09 17.24 17.39 17.54 S5 / Dyce (New) arr Raiths Farm plt arr Newmachar dep dep S4 arr dep Ellon arr plt S1/S2/S3 arr dep Kintore arr 17.16½ 17.46½ 18.01½ dep 17.17½ 17.47½ 18.02½ [2] [1] [1] [1] [1] [1] [1] Berryden Jn 08/36 08/51 09/06½ 09/21 Inverurie arr 17.23 17.35½ 17.53 18.08 Aberdeen arr 08.38½ 08.53½ 09.09 09.23½ plt 1 1 1 1 plt 6 7 6 6 dep 17.36½ dep 9.25 Technical Note Aberdeen North West Stations Review

Scenario B-1

DOWN ABERDEEN TO INVERURIE UP INVERURIE TO ABERDEEN SERVICE 3 1 2 4 1 3 4 2 Orig. Loc. Name Aberdeen Aberdeen Montrose Aberdeen Inverness Inverurie Inverurie Inverurie Dest. Loc. Name Inverurie Inverness Inverurie Inverurie Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 7 7 7 plt 2 1 1 1 dep 17.00 17.15 17.30 17.45 dep 08.16 08.26 08.41 08.56 Berryden Jn 17/02 17/17 17/32 17/47 Kintore arr 08.31½ 08.46½ 09.01½ S1/S2/S3 arr 17.04½ 17.34½ 17.49½ dep 08.32½ 08.47½ 09.02½ dep 17.05½ 17.35½ 17.50½ Ellon plt dep S4 arr dep Newmachar arr dep S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.41½ 08.56½ 09.11½ plt 1 1 1 1 Dyce arr 17.10½ 17.23 17.40½ 17.55½ dep 08.28½ 08.42½ 08.57½ 09.12½ plt 2 2 2 2 dep 17.11½ 17.24 17.41½ 17.56½ S5 / Dyce (New) arr Raiths Farm plt arr Newmachar dep dep S4 arr dep Ellon arr plt S1/S2/S3 arr 08.46½ 09.01½ 09.16½ dep 08.47½ 09.02½ 09.17½ Kintore arr 17.19 17.49 18.04 dep 17.20 17.50 18.05 [2] [1] [1] [1] [1] [1] [1] (½) (½) (½) Berryden Jn 08/36 08/51 09/06 09/21 Inverurie arr 17.26 17.35½ 17.56 18.11 Aberdeen arr 08.38½ 08.53½ 09.08½ 09.23½ plt 1 1 1 1 plt 6 7 6 6 dep 17.36½ dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario C-1

DOWN ABERDEEN TO INVERURIE UP INVERURIE TO ABERDEEN SERVICE 3 1 2 4 1 3 4 2 Orig. Loc. Name Aberdeen Aberdeen Montrose Aberdeen Inverness Inverurie Inverurie Inverurie Dest. Loc. Name Inverurie Inverness Inverurie Inverurie Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 7 7 7 plt 2 1 1 1 dep 17.00 17.15 17.30 17.45 dep 08.16 08.26 08.41 08.56 Berryden Jn 17/02 17/17 17/32 17/47 Kintore arr 08.31½ 08.46½ 09.01½ S1/S2/S3 arr dep 08.32½ 08.47½ 09.02½ dep Ellon plt dep S4 arr 17.05½ 17.35½ 17.50½ dep 17.06½ 17.36½ 17.51½ Newmachar arr dep S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.41½ 08.56½ 09.11½ plt 1 1 1 1 Dyce arr 17.09½ 17.23 17.39½ 17.54½ dep 08.28½ 08.42½ 08.57½ 09.12½ plt 2 2 2 2 dep 17.10½ 17.24 17.40½ 17.55½ S5 / Dyce (New) arr Raiths Farm plt arr Newmachar dep dep S4 arr 08.45 09.00 09.15 dep 08.46 09.01 09.16 Ellon arr plt S1/S2/S3 arr dep Kintore arr 17.18 17.48 18.03 dep 17.19 17.49 18.04 [2] [1] [1] [1] [1] [1] [1] (½) (½) (½) Berryden Jn 08/36 08/51 09/06 09/21 Inverurie arr 17.25 17.35½ 17.55 18.10 Aberdeen arr 08.38½ 08.53½ 09.08½ 09.23½ plt 1 1 1 1 plt 6 7 6 6 dep 17.36½ dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario E-1

DOWN ABERDEEN TO INVERURIE UP INVERURIE TO ABERDEEN SERVICE 3 1 2 4 1 3 4 2 Orig. Loc. Name Aberdeen Aberdeen Montrose Aberdeen Inverness Inverurie Inverurie Inverurie Dest. Loc. Name Inverurie Inverness Inverurie Inverurie Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 7 7 7 plt 2 1 1 1 dep 17.00 17.15 17.30 17.45 dep 08.16 08.23 08.39 08.53 Berryden Jn 17/02 17/17 17/32 17/47 (½) (½) Kintore arr 08.29 08.44½ 08.59 S1/S2/S3 arr 17.04½ 17.34½ 17.49½ dep 08.30 08.45½ 09.00 dep 17.05½ 17.35½ 17.50½ Ellon plt dep S4 arr 17.08½ 17.38½ 17.53½ dep 17.09½ 17.39½ 17.54½ Newmachar arr dep S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.39 08.54½ 09.09 plt 1 1 1 1 Dyce arr 17.12½ 17.23 17.42½ 17.57½ dep 08.28½ 08.40 08.55½ 09.10 plt 2 2 2 2 dep 17.13½ 17.24 17.43½ 17.58½ S5 / Dyce (New) arr Raiths Farm plt arr Newmachar dep dep S4 arr 08.42½ 08.58 09.12½ dep 08.43½ 08.59 09.13½ Ellon arr plt S1/S2/S3 arr 08.46½ 09.02 09.16½ dep 08.47½ 09.03 09.17½ Kintore arr 17.21 17.50 18.06 dep 17.22 17.51 18.07½ [2] [1] [1] [1] [1] [1] [1] (½) (½) (½) Berryden Jn 08/36 08/51 09/06½ 09/21 Inverurie arr 17.28 17.35½ 17.58 18.13 Aberdeen arr 08.38½ 08.53½ 09.09 09.23½ plt 1 1 1 1 plt 6 7 6 6 dep 17.36½ dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario F-1

DOWN ABERDEEN TO INVERURIE UP INVERURIE TO ABERDEEN SERVICE 3 1 2 4 1 3 4 2 Orig. Loc. Name Aberdeen Aberdeen Montrose Aberdeen Inverness Inverurie Inverurie Inverurie Dest. Loc. Name Inverurie Inverness Inverurie Inverurie Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 7 7 7 plt 2 1 1 1 dep 17.00 17.15 17.30 17.45 dep 08.16 08.25 08.40 08.55 Berryden Jn 17/02 17/17 17/32 17/47 (½) (½) Kintore arr 08.31 08.45½ 09.01 S1/S2/S3 arr 17.04½ 17.34½ 17.49½ dep 08.32 08.46½ 09.02 dep 17.05½ 17.35½ 17.50½ Ellon plt dep S4 arr dep Newmachar arr dep S5 / Dyce (New) arr 17.09½ 17.22½ 17.39½ 17.54½ plt Raiths Farm dep 17.10½ 17.23½ 17.40½ 17.55½ Dyce arr plt Dyce arr dep plt dep S5 / Dyce (New) arr 08.28½ 08.42 08.56½ 09.12 Raiths Farm plt arr Newmachar dep 08.29½ 08.43 08.57½ 09.13 dep S4 arr dep Ellon arr plt S1/S2/S3 arr 08.46½ 09.01 09.16½ dep 08.47½ 09.02 09.17½ Kintore arr 17.19 17.49 18.04 dep 17.20 17.50 18.05 [2] [1] [1] [1] [1] [1] [1] (½) (½) (½) Berryden Jn 08/36½ 08/51 08/05½ 08/21 Inverurie arr 17.26 17.36 17.56 18.11 Aberdeen arr 08.39 08.53½ 09.08 09.23½ plt 1 1 1 1 plt 6 7 6 6 dep 17.37 dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario A-2

DOWN ABERDEEN TO INVERURIE & ELLON UP INVERURIE & ELLON TO ABERDEEN SERVICE 3 5 1 2 6 4 1 6 3 4 5 2 Orig. Loc. Name Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Inverness Ellon Inverurie Inverurie Ellon Inverurie Dest. Loc. Name Inverurie Ellon Inverness Inverurie Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 8 7 7 8 7 plt 2 1 1 1 dep 17.00 17.11 17.15 17.30 17.41 17.50 dep 08.16 08.28 08.43 08.58 Berryden Jn 17/02 17/13 17/17 17/32 17/44 17/52 (½) Kintore arr 08.33½ 08.49 09.03½ S1/S2/S3 arr dep 08.34½ 08.50 09.04½ dep Ellon plt dep S4 arr 08:17 08:47 dep Newmachar arr 08.27 08.57 dep 08.28 08.58 S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.33½ 08.43½ 08.59 09.03½ 09.13½ plt 1 3 1 1 3 1 Dyce arr 17.08 17.19 17.23 17.38 17.49 17.58 dep 08.28½ 08.34½ 08.44½ 09.00 09.04½ 09.14½ plt 2 3 2 2 3 2 dep 17.09 17.20 17.24 17.39 17.50 17.59 S5 / Dyce (New) arr Raiths Farm plt arr Newmachar 17.26 17.56 dep dep 17.27 17.57 S4 arr [1] [1] dep Ellon arr 17.37 18.07 plt S1/S2/S3 arr dep Kintore arr 17.16½ 17.46½ 18.06½ dep 17.17½ 17.47½ 18.07½ [2] [1] [1] [1] [1] [1] [1] [1] [1] {½} {½} Berryden Jn 08/36 08/41 08/51 09/06½ 09/11 09/21 Inverurie arr 17.23 17.35½ 17.53 18.13 Aberdeen arr 08.38½ 08.44 08.53½ 09.09 09.14 09.23½ plt 1 1 1 1 plt 6 8 7 6 8 6 dep 17.36½ dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario B-2

DOWN ABERDEEN TO INVERURIE & ELLON UP INVERURIE & ELLON TO ABERDEEN SERVICE 3 5 1 2 6 4 1 6 3 4 5 2 Orig. Loc. Name Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Inverness Ellon Inverurie Inverurie Ellon Inverurie Dest. Loc. Name Inverurie Ellon Inverness Inverurie Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 8 7 7 8 7 plt 2 1 1 1 dep 17.00 17.09 17.15 17.30 17.39 17.52 dep 08.16 08.26 08.41 08.56 Berryden Jn 17/02 17/11 17/17 17/32 17/41 17/54 (½) (½) Kintore arr 08.31½ 08.46½ 09.01½ S1/S2/S3 arr 17.04½ 17.14 17.34½ 17.44 17.56½ dep 08.32½ 08.47½ 09.02½ dep 17.05½ 17.15 17.35½ 17.45 17.57½ Ellon plt dep S4 arr 08:17 08:47 dep Newmachar arr 08.27 08.57 dep 08.28 08.58 S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.33½ 08.41½ 08.56½ 09.03½ 09.11½ plt 1 3 1 1 3 1 Dyce arr 17.10½ 17.20 17.23 17.40½ 17.50 18.02½ dep 08.28½ 08.34½ 08.42½ 08.57½ 09.04½ 09.12½ plt 2 3 2 2 3 2 dep 17.11½ 17.21 17.24 17.41½ 17.51 18.03½ S5 / Dyce (New) arr Raiths Farm plt arr Newmachar 17.27 17.57 dep dep 17.28 17.58 S4 arr [1] [1] dep Ellon arr 17.38 18.08 plt S1/S2/S3 arr 08.38½ 08.46½ 09.01½ 09.08½ 09.16½ dep 08.39½ 08.47½ 09.02½ 09.09½ 09.17½ Kintore arr 17.19 17.49 18.11 dep 17.20 17.50 18.12 [2] [1] [1] [1] [1] [1] [1] [1] [1] {½} (½) {½} (2) (½) (½) (½) Berryden Jn 08/36 08/43½ 08/51 09/06½ 09/15½ 09/21 Inverurie arr 17.26 17.35½ 17.56 18.18 Aberdeen arr 08.38½ 08.46 08.53½ 09.09 09.18 09.23½ plt 1 1 1 1 plt 6 8 7 6 8 6 dep 17.36½ dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario C-2

DOWN ABERDEEN TO INVERURIE & ELLON UP INVERURIE & ELLON TO ABERDEEN SERVICE 3 5 1 2 6 4 1 6 3 4 5 2 Orig. Loc. Name Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Inverness Ellon Inverurie Inverurie Ellon Inverurie Dest. Loc. Name Inverurie Ellon Inverness Inverurie Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 8 7 7 8 7 plt 2 1 1 1 dep 17.00 17.10 17.15 17.30 17.40 17.52 dep 08.16 08.26 08.41 08.56 Berryden Jn 17/02 17/12 17/17 17/32 17/42 17/54 (½) (½) Kintore arr 08.31½ 08.46½ 09.01½ S1/S2/S3 arr dep 08.32½ 08.47½ 09.02½ dep Ellon plt dep S4 arr 17.05½ 17.16 17.35½ 17.46 17.57½ 08:17 08:47 dep 17.06½ 17.17 17.36½ 17.47 17.58½ Newmachar arr 08.27 08.57 dep 08.28 08.58 S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.33½ 08.41½ 08.56½ 09.03½ 09.11½ plt 1 3 1 1 3 1 Dyce arr 17.09½ 17.20 17.23 17.39½ 17.50 18.01½ dep 08.28½ 08.34½ 08.42½ 08.57½ 09.04½ 09.12½ plt 2 3 2 2 3 2 dep 17.10½ 17.21 17.24 17.40½ 17.51 18.02½ S5 / Dyce (New) arr Raiths Farm plt arr Newmachar 17.27 17.57 dep dep 17.28 17.58 S4 arr 08.37 08.45 09.00 09.07 09.15 [1] [1] dep 08.38 08.46 09.01 09.08 09.16 Ellon arr 17.38 18.08 plt S1/S2/S3 arr dep Kintore arr 17.18 17.48 18.10 dep 17.19 17.49 18.11 [2] [1] [1] [1] [1] [1] [1] [1] [1] {½} (½) {½} (2) (½) (½) (½) Berryden Jn 08/36 08/44 08/51 09/06½ 09/16 09/21 Inverurie arr 17.25 17.35½ 17.55 18.17 Aberdeen arr 08.38½ 08.46 08.53½ 09.09 09.18 09.23½ plt 1 1 1 1 plt 6 8 7 6 8 6 dep 17.36½ dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario D-2

DOWN ABERDEEN TO INVERURIE & ELLON UP INVERURIE & ELLON TO ABERDEEN SERVICE 3 5 1 2 6 4 1 6 3 4 5 2 Orig. Loc. Name Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Inverness Ellon Inverurie Inverurie Ellon Inverurie Dest. Loc. Name Inverurie Ellon Inverness Inverurie Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 8 7 7 8 7 plt 2 1 1 1 dep 17.00 17.11 17.15 17.30 17.41 17.50 dep 08.16 08.27 08.39 08.57 Berryden Jn 17/02 17/13 17/17 17/32 17/43 17/52 Kintore arr 08.32½ 08.44½ 09.02½ S1/S2/S3 arr dep 08.33½ 08.45½ 09.03½ dep Ellon plt S4 arr dep 08:17 08:47 dep Newmachar arr 08.27 08.57 S5 / Dyce (New) arr 17.07½ 17.18½ 17.22½ 17.37½ 17.48½ 17.57½ dep 08.28 08.58 plt Raiths Farm (1) dep 17.08½ 17.19½ 17.23½ 17.38½ 17.49½ 17.58½ Ellon Branch Jn 08/27 08/33 08/42 08/55 09/03 09/12 Dyce arr Dyce arr plt dep dep Ellon Branch Jn 17/10½ 17/21½ 17/25½ 17/40½ 17/51½ 18/00½ Raiths Farm (1) (1) S5 / Dyce (New) arr 08.28½ 08.34½ 08.43½ 08.56½ 09.04½ 09.13½ Newmachar arr 17.27 17.57 plt dep 17.28 17.58 dep 08.29½ 08.35½ 08.44½ 08.57½ 09.05½ 09.14½

[1] [1] S4 arr Ellon arr 17.38 18.08 dep plt S1/S2/S3 arr Kintore arr 17.17 17.47 18.07 dep dep 17.18 17.48 18.08 [1] [1] [1] [2] [1] [1] [1] [1] [1] (1½) (½) (½) {½} (½) {½} (3½) Inverurie arr 17.25 17.36 17.54 18.14 Berryden Jn 08/36½ 08/42½ 08/50½ 09/03½ 09/17½ 09/20½ plt 1 1 1 1 Aberdeen arr 08.39 08.45 08.53 09.06 09.18 09.23 dep 17.37 plt 6 8 7 6 8 6 dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario E-2

DOWN ABERDEEN TO INVERURIE & ELLON UP INVERURIE & ELLON TO ABERDEEN SERVICE 3 5 1 2 6 4 1 6 3 4 5 2 Orig. Loc. Name Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Inverness Ellon Inverurie Inverurie Ellon Inverurie Dest. Loc. Name Inverurie Ellon Inverness Inverurie Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 8 7 7 8 7 plt 2 1 1 1 dep 17.00 17.07 17.15 17.30 17.37 17.52 dep 08.16 08.23 08.39 08.53 Berryden Jn 17/02 17/09 17/17 17/32 17/39 17/54 (½) (½) (½) (½) Kintore arr 08.29 08.44½ 08.59 S1/S2/S3 arr 17.04½ 17.12 17.34½ 17.42 17.56½ dep 08.30 08.45½ 09.00 dep 17.05½ 17.13 17.35½ 17.43 17.57½ Ellon plt dep S4 arr 17.08½ 17.16 17.38½ 17.46 18.00½ 08:17 08:47 dep 17.09½ 17.17 17.39½ 17.47 18.01½ Newmachar arr 08.27 08.57 dep 08.28 08.58 S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.33½ 08.39 08.54½ 09.03½ 09.09 plt 1 3 1 1 3 1 Dyce arr 17.12½ 17.20 17.23 17.42½ 17.50 18.04½ dep 08.28½ 08.34½ 08.40 08.55½ 09.04½ 09.10 plt 2 3 2 2 3 2 dep 17.13½ 17.21 17.24 17.43½ 17.51 18.05½ S5 / Dyce (New) arr Raiths Farm plt arr Newmachar 17.27 17.57 dep dep 17.28 17.58 S4 arr 08.37 08.42½ 08.58 09.07 09.12½ [1] [1] dep 08.38 08.43½ 08.59 09.08 09.13½ Ellon arr 17.38 18.08 plt S1/S2/S3 arr 08.41 08.46½ 09.02 09.11 09.16½ dep 08.42 08.47½ 09.03 09.12 09.17½ Kintore arr 17.21 17.50 18.12 dep 17.22 17.51 18.13 [2] [1] [1] [1] [1] [1] [1] [1] [1] {½} (½) {½} (½) (½) (½) (½) Berryden Jn 08/36 08/45½ 08/51 09/06½ 09/15½ 09/21 Inverurie arr 17.28 17.35½ 17.58 18.20 Aberdeen arr 08.38½ 08.49 08.53½ 09.09 09.19 09.23½ plt 1 1 1 1 plt 6 8 7 6 8 6 dep 17.36½ dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario F-2

DOWN ABERDEEN TO INVERURIE & ELLON UP INVERURIE & ELLON TO ABERDEEN SERVICE 3 5 1 2 6 4 1 6 3 4 5 2 Orig. Loc. Name Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Inverness Ellon Inverurie Inverurie Ellon Inverurie Dest. Loc. Name Inverurie Ellon Inverness Inverurie Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 8 7 7 8 7 plt 2 1 1 1 dep 17.00 17.09 17.15 17.30 17.39 17.50 dep 08.16 08.25 08.39 08.55 Berryden Jn 17/02 17/11 17/17 17/32 17/41 17/52 (½) (½) Kintore arr 08.31 08.44½ 09.01 S1/S2/S3 arr 17.04½ 17.13½ 17.34½ 17.43½ 17.54½ dep 08.32 08.45½ 09.02 dep 17.05½ 17.14½ 17.35½ 17.44½ 17.55½ Ellon plt dep S4 arr 08:17 08:47 dep Newmachar arr 08.27 08.57 dep 08.28 08.58 S5 / Dyce (New) arr 17.09½ 17.18½ 17.22½ 17.39½ 17.48½ 17.59½ Raiths Farm (½) plt Ellon Branch Jn 08/27 08/33 08/40½ 08/54½ 09/03 09/10½ dep 17.10½ 17.19½ 17.23½ 17.40½ 17.49½ 18.00½ Dyce arr plt Dyce arr dep dep Ellon Branch Jn 17/12½ 17/21½ 17/25½ 17/42½ 17/51½ 18/02½ S5 / Dyce (New) arr 08.28½ 08.34½ 08.42 08.56 09.04½ 09.12 Raiths Farm (1) (1) plt arr Newmachar 17.27 17.57 dep 08.29½ 08.35½ 08.43 08.57 09.05½ 09.13 dep 17.28 17.58 S4 arr [1] [1] dep Ellon arr 17.38 18.08 plt S1/S2/S3 arr 08.39 08.46½ 09.00½ 09.09 09.16½ dep 08.40 08.47½ 09.01½ 09.10 09.17½ Kintore arr 17.19 17.49 18.09 dep 17.20 17.50 18.10 [2] [1] [1] [1] [1] [1] [1] [1] [1] {½} (½) {½} (1½) (½) (½) (½) Berryden Jn 08/36½ 08/44½ 08/51 09/05 09/15½ 09/21 Inverurie arr 17.26 17.36 17.56 18.16 Aberdeen arr 08.39 08.47 08.53½ 09.07½ 09.18 09.23½ plt 1 1 1 1 plt 6 8 7 6 8 6 dep 17.37 dep 9.25

Technical Note Aberdeen North West Stations Review

Scenario X-2

DOWN ABERDEEN TO INVERURIE & ELLON & AIRPORT UP INVERURIE & ELLON & AIRPORT TO ABERDEEN SERVICE 3 A1 5 1 2 A2 6 4 1 6 3 A2 4 5 2 A1 Orig. Loc. Name Aberdeen Aberdeen Aberdeen Aberdeen Montrose Aberdeen Aberdeen Aberdeen Inverness Ellon Inverurie Airport Inverurie Ellon Inverurie Airport Dest. Loc. Name Inverurie Airport Ellon Inverness Inverurie Airport Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Aberdeen Montrose Aberdeen EXTRA EXTRA Aberdeen arr 17.29 Inverurie arr 08.15 plt 7 8 7 7 7N 7 plt 2 1 1 1 dep 17.00 17.04 17.11 17.15 17.30 17.34 17.41 17.50 dep 08.16 08.28 08.43 08.58 Berryden Jn 17/02 17/06 17/13 17/17 17/32 17/36 17/44 17/52 (½) Kintore arr 08.33½ 08.49 09.03½ S1/S2/S3 arr dep 08.34½ 08.50 09.04½ dep Ellon plt S4 arr dep 08:17 08:47 dep Newmachar arr 08.27 08.57 dep 08.28 08.58 S5 / Dyce (New) arr plt Raiths Farm dep Dyce arr 08.27½ 08.33½ 08.43½ 08.59 09.03½ 09.13½ (2) plt 1 3 1 1 3 1 Airport Jn 17/06 17/10½ 17/17 17/21 17/36 17/40½ 17/48 17/58 dep 08.28½ 08.34½ 08.44½ 09.00 09.04½ 09.14½ TECA arr 17.11½ 17.41½ dep 17.12½ 17.42½ S5 / Dyce (New) arr [1] (½) [1] (½) plt Airport 17.16 17.46 dep

Airport 08.50 09.20 Dyce arr 17.08 17.19 17.23 17.38 17.49 18.00 plt 2 3 2 2 3 2 TECA arr 8.52 9.22 dep 17.09 17.20 17.24 17.39 17.50 18.02 dep 8.53 9.23 Raiths Farm Newmachar arr 17.26 17.56 Airport Jn 08/30½ 08/36½ 08/46½ 08/54½ 09/02½ 09/06½ 09/16½ 09/24½ dep 17.27 17.57 S4 arr [1] [1] dep Ellon arr 17.37 18.07 plt S1/S2/S3 arr dep Kintore arr 17.16½ 17.46½ 18.08½ dep 17.17½ 17.47½ 18.09½ [2] [1] [1] [1] [1] [1] [1] [1] [1] [1] [1] {½} {½} {½} (½) Berryden Jn 08/36 08/41 08/51 09/01½ 09/06½ 09/11 09/21 09/31½ Inverurie arr 17.23 17.35½ 17.53 18.15 Aberdeen arr 08.38½ 08.44 08.53½ 09.04 09.09 09.14 09.23½ 09.34 plt 1 1 1 1 plt 6 8 7 8 6 8 6 7N dep 17.36½ dep 9.25 Technical Note Aberdeen North West Stations Review

Scenario Y-2

SERVICE 3 5 1 2 2 6 UP INVERURIE & ELLON TO ABERDEEN Orig. Loc. Name Aberdeen Aberdeen Aberdeen FREIGHT Montrose Montrose Aberdeen 1 6 3 5 2 Dest. Loc. Name Inverurie Ellon Inverness Inverurie Inverurie Ellon Inverness Ellon Inverurie FREIGHT Ellon Inverurie Aberdeen Aberdeen Aberdeen Aberdeen Montrose Cannot run When Cannot run in same When Up Down in same hour as Up Freight Freight hour as freight Runs Runs Down path freight path Aberdeen arr 10.29 10.29 Inverurie arr 10.15 plt 7 8 7 7 7 7 8 plt 2 1 1 dep 10.00 10.09 10.15 10.19 10.30 10.35 10.39 dep 10.16 10.26 10.56 Berryden Jn 17/02 17/11 17/17 10/23 17/32 17/37 17/41 (½) [2] (½) Kintore arr 10.21½ 10.31½ 11.01½ S1/S2/S3 arr 10.04½ 10.14 10.34½ 10.39½ 10.44 dep 10.22½ 10.32½ 11.02½ dep 10.05½ 10.15 10.35½ 10.40½ 10.45 RED HIGHLIGH Ellon plt T: TRAIN S4 arr dep 08:17 08:47 RUNS ON dep DOWN Newmachar arr 10.27 10.57 LINE S5 / Dyce (New) arr dep 10.28 10.58 plt dep Raiths Farm 10.47 (½) Dyce arr 10.31½ 10.33½ 10.41½ 11.03½ 11.11½ Dyce arr 10.10½ 10.20 10.23 10.40½ 10.46 10.50 plt 1 3 1 1 3 1 plt 2 3 2 2 2 2 3 dep 10.32½ 10.34½ 10.42½ 10/53 11.04½ 11.12½ dep 10.11½ 10.21 10.24 10/37 10.41½ 10.47 10.51 Raiths Farm 10.42 S5 / Dyce (New) arr plt Newmachar arr 10.27 10.57 dep dep 10.28 10.58

S4 arr [1] [1] dep Ellon arr 10.38 11.08 plt S1/S2/S3 arr 10.38½ 10.46½ 11.08½ 11.16½ dep 10.39½ 10.47½ 11.09½ 11.17½ Kintore arr 10.19 10.33½ 10.49 10.54½ dep 10.20 10.43½ 10.50 10.55½ [2] [1] [1] [4] [1] [1] [1] [1] [1] {½} {½} (2) (½) (½) Berryden Jn 08/40 08/43½ 08/51 11/05 09/15½ 09/21 Inverurie arr 10.26 10.48 10.56 11.01 Aberdeen arr 10.42½ 10.46 10.53½ 11.09 11.18 11.23½ plt 1 1 1 1 plt 6 8 7 6 6 6 dep 10.49 dep 9.25 Technical Note Aberdeen North West Stations Review

Single Line Occupation North of Aberdeen Station (options A-1 – F1 only) and Platforming Plans for all Options

Single line north of Aberdeen Utilisation Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½ A-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57% B-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57% C-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57% D-1 0% E-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57% F-1 d d d d m m m m m m U U U U U M M D D D D M M M M M M U U U U u M M D D D D M M M M M M U U U U U M M D D D D M M M M M M u u u u U M M 57%

Note: in the platforming plans the numbers correspond to the numbers given to each service in the sample timetables. If a terminating service forms a different departing service two numbers are shown in the sequence the unit will work the trains e.g. 5-6 denotes a unit arrives as train 5 but departs as train 6.

The train numbers are:

1 Aberdeen – Inverness and Inverness – Aberdeen 3 Aberdeen – Inverurie and Inverurie – Aberdeen 5 One of the two Aberdeen - Ellon and Ellon- Aberdeen A1 One of the two Aberdeen – Airport and Airport - Aberdeen trains trains 2 Montrose - Inverurie and Inverurie – Montrose 4 Aberdeen – Inverurie EXTRA peak hour train and Inverurie A2 The other Aberdeen – Airport and Airport - Aberdeen trains – Aberdeen EXTRA peak hour train 6 The other Aberdeen - Ellon and Ellon- Aberdeen trains Aberdeen Platforms Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½ Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn A-1 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4 Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn B-1 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4 Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn C-1 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4 Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Up 6 Dn D-1 7 Siding Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn E-1 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4 Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Up 6 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn F-1 7 > 1 1 1 1 2 2 4 4 4 4 4 4 4 4 Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4

Aberdeen Platforms Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½ Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn A-2 7 > 1 1 1 1 2 2 > 4 4 4 8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn B-2 7 > 1 1 1 1 2 2 > 4 4 4 8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn C-2 7 > 1 1 1 1 2 2 > 4 4 4 8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 Up 6 4 4 4 > 2 2 2 2 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn D-2 7 > 1 1 1 1 2 2 > 4 4 4 8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 Up 6 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn E-2 7 > 1 1 1 1 2 2 > 4 4 4 8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 Up 6 4 4 4 > 2 2 2 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 Dn F-2 7 > 1 1 1 1 2 2 > 4 4 4 8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 5-6 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5

Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½ Up 6N 4 4 4 > 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 6S A-2 Dn 7N A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 A2-5 2 2 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 A1-6 > 4 4 4 Airport 7S > 1 1 1 1 8 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 5-A2 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1 6-A1

Up 6 F 5-6 5-6 5-6 5-6 > 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 1 1 1 1 > 3 3 3 3 3 3 3 3 3 3 3 3 3 B-2 Off- Dn 7 > 1 1 1 1 F 2 2 > 5-6 5-6 5-6 5-6 peak 8 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 6-5 Technical Note Aberdeen North West Stations Review

Inverurie Platforms Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½ Up 1 1 1 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Dn A-1 2 4 4 4 4 3 3 3 3 3 3 3 3 3 3 1 1 2 2 2 2 2 2 2 2 2 2 2 Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Dn B-1 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Dn C-1 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Up 1 Dn D-1 2 Siding Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 Dn E-1 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Dn F-1 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2

Inverurie Plats Option Minutes 00 00½ 01 01½ 02 02½ 03 03½ 04 04½ 05 05½ 06 06½ 07 07½ 08 08½ 09 09½ 10 10½ 11 11½ 12 12½ 13 13½ 14 14½ 15 15½ 16 16½ 17 17½ 18 18½ 19 19½ 20 20½ 21 21½ 22 22½ 23 23½ 24 24½ 25 25½ 26 26½ 27 27½ 28 28½ 29 29½ 30 30½ 31 31½ 32 32½ 33 33½ 34 34½ 35 35½ 36 36½ 37 37½ 38 38½ 39 39½ 40 40½ 41 41½ 42 42½ 43 43½ 44 44½ 45 45½ 46 46½ 47 47½ 48 48½ 49 49½ 50 50½ 51 51½ 52 52½ 53 53½ 54 54½ 55 55½ 56 56½ 57 57½ 58 58½ 59 59½ Up 1 1 1 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Dn A-2 2 4 4 4 4 3 3 3 3 3 3 3 3 3 3 1 1 2 2 2 2 2 2 2 2 2 2 2 Siding 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Dn B-2 2 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Dn C-2 2 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Dn D-2 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 Dn E-2 2 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Up 1 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Dn F-2 2 4 4 4 4 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 1 1 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 Siding 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 2-3 4 4 4 4 4 4 4 4 4 4 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 3-2 Technical Note Aberdeen North West Stations Review

SRTs used in the Timetables (Timing Load Class 158)

DOWN FROM TIPLOC TO TIPLOC Pass/Stop Pass/Stop SRTs Adopted Source CODE CODE Aberdeen Berryden Jn Stop Pass 00:02:00 ScotRail Berryden Jn Dyce Pass Stop 00:06:00 ScotRail Dyce Kintore Stop Stop 00:07:30 ScotRail Kintore Inverurie Stop Stop 00:04:30 ScotRail Dyce Inverurie Stop Stop 00:11:30 ScotRail Dyce Newmachar Stop Stop 00:06:00 AECOM Newmachar Ellon Stop Stop 00:09:00 AECOM

Berryden Jn S1/S2/S3 Pass Stop 00:02:30 AECOM S1/S2/S3 Dyce Stop Stop 00:05:00 AECOM S1/S2/S3 S4 Stop Stop 00:03:00 AECOM S1/S2/S3 S5 / Dyce (New) Stop Stop 00:04:00 AECOM

Berryden Jn S4 Pass Stop 00:03:30 AECOM S4 Dyce Stop Stop 00:03:00 AECOM

Berryden Jn S5 / Dyce (New) Pass Stop 00:05:30 AECOM S5 / Dyce (New) Inverurie Stop Stop 00:12:30 AECOM S5 / Dyce (New) Newmachar Stop Stop 00:06:30 AECOM

S5 / Dyce (New) Kintore Stop Stop 00:08:30 AECOM

S5 / Dyce (New) Ellon Branch Jn Stop Pass 00:02:00 AECOM

Berryden Jn Airport Jn Pass Pass 00:04:30 AECOM Airport Jn TECA Pass Stop 00:01:00 AECOM TECA Airport Stop Stop 00:02:00 AECOM

Technical Note Aberdeen North West Stations Review

UP FROM TIPLOC TO TIPLOC Pass/Stop Pass/Stop SRTs Adopted Source CODE CODE

Dyce Berryden Jn Stop Pass 00:05:30 ScotRail Berryden Jn Aberdeen Pass Stop 00:02:30 ScotRail Kintore Dyce Stop Stop 00:09:00 ScotRail Inverurie Kintore Stop Stop 00:05:30 ScotRail Inverurie Dyce Stop Stop 00:11:30 ScotRail Kintore Dyce Pass Pass 00:09:00 ScotRail Ellon Newmachar Pass Pass 00:10:00 AECOM Newmachar Dyce Pass Pass 00:05:30 AECOM

Newmachar S5 / Dyce (New) Stop Stop 00:06:30 AECOM Inverurie S5 / Dyce (New) Stop Stop 00:12:30 AECOM Kintore S5 / Dyce (New) Stop Stop 00:10:00 AECOM S5 / Dyce (New) Berryden Jn Stop Pass 00:05:00 AECOM

S5 / Dyce (New) S1/S2/S3 Stop Stop 00:03:30 AECOM Dyce S1/S2/S4 Stop Stop 00:04:00 AECOM Dyce S4 Stop Stop 00:02:30 AECOM S4 S1/S2/S4 Stop Stop 00:03:00 AECOM S4 Berryden Jn Stop Pass 00:04:00 AECOM

S1/S2/S3 Berryden Jn Stop Pass 00:02:30 AECOM Ellon Branch Jn S5 Stop Pass 00:01:30 AECOM

Airport TECA Stop Stop 00:02:00 AECOM TECA Airport Jn Stop Pass 00:01:30 AECOM Airport Jn Berryden Jn Pass Pass 00:05:30 AECOM

Technical Note Aberdeen North West Stations Review

Journey Time Impacts of Additional or Re-located Stations (additional running time and station dwell time, in minutes) DOWN DOWN DOWN UP UP UP Scenario Inverness Inverurie Ellon Inverness Inverurie Ellon

A-1 No new stations n/a n/a n/a n/a n/a n/a

S1/S2/S3 (one of) B-1 0 2.5 n/a 0 2 n/a (note 1)

C-1 S4 0 1.5 n/a 0 2 n/a

D-1 S5 (replacing Dyce) n/a n/a n/a n/a n/a n/a

E-1 S1/S2/S3 (one of) +S4 0 4.5 n/a 0 4.5 n/a

S1/S2/S3 (one of) + F-1 0.5 2.5 n/a 0.5 2.5 n/a S5 (replacing Dyce)

A-2 No new stations n/a n/a n/a n/a n/a n/a

S1/S2/S3 (one of) B-2 0 2.5 2.5 0 2 2 (note 1)

C-2 S4 0 1.5 1.5 0 2 2

D-2 S5 (replacing Dyce) 0.5 0.5 0 (note 1) 0.5 0.5 0.5

E-2 S1/S2/S3 (one of) +S4 0 4.5 4.5 0 4.5 4.5

S1/S2/S3 (one of) + F-2 0.5 2.5 2 (note 1) 0.5 2.5 2.5 S5 (replacing Dyce)

Note 1: In the down direction Ellon branch trains are unaffected by the relocation of Dyce station to S5 because they are limited by the speed limit on the diverging route through Ellon branch junction, whereas trains to Inverurie or Inverness are affected by the relocation to S5.

Technical Note Aberdeen North West Stations Review

Timetabled Journey Times Aberdeen – Inverurie / Ellon DOWN DOWN DOWN UP UP UP Inverness Inverurie Ellon Inverness Inverurie Ellon Scenario Service Services Service Services

A-1 No new stations 20½ 23 n/a 22½ 25½ - 26 n/a

S1/S2/S3 (one of) B-1 20½ 26 n/a 22½ 27½ n/a (note 1)

C-1 S4 20½ 25 n/a 22½ 27½ n/a

D-1 S5 (replacing Dyce) n/a n/a n/a n/a n/a n/a

E-1 S1/S2/S3 (one of) +S4 20½ 28 n/a 22½ 30 – 30½ n/a

S1/S2/S3 (one of) + F-1 21 26 n/a 23 28 n/a S5 (replacing Dyce)

A-2 No new stations 20½ 23 26 22½ 25½ - 26 27

S1/S2/S3 (one of) B-2 20½ 26 29 22½ 27½ - 28 27½ - 31 (note 1)

C-2 S4 20½ 25 28 22½ 27½ - 28 27½ - 31

D-2 S5 (replacing Dyce) 21 24 – 25 27 23 26 – 27 28 - 31

E-2 S1/S2/S3 (one of) +S4 20½ 28 31 22½ 30 – 30½ 32

S1/S2/S3 (one of) + F-2 21 26 29 23 28½ 30 - 31 S5 (replacing Dyce)

Aberdeen North West Stations Review

4. Operational Assessment

Airport Spur Review

05 AECOM 12

North West Aberdeen Stations – Airport Spur Review

Project: NW Aberdeen Stations Study Job No: 60569772

Subject: Aberdeen Airport Spur Review – Technical Note

Prepared by: Grant Philp, Steve Roberts Date: 29/11/2018

Checked by: David Herron Date: 29/11/2018

Verified by: Richie Fraser Date: 07/03/2018

Approved by: David Herron, Andy Coates Date: 17/12/2018 / 04/03/2018

1.1 Introduction AECOM have been commissioned to undertake a high level feasibility study into the provision of a passenger rail link between the existing double track Aberdeen to Dyce line and Aberdeen Airport. The Rowett North Masterplan published in October 2015 identified the area highlighted in Figure 1 as a potential rail corridor to provide a connection to Aberdeen Airport. This corridor has therefore been used to carry out a high level study of the feasibility of the route to the airport and with a view to providing an additional station to service the new Aberdeen Exhibition Centre (herein referred to as ‘TECA’ - The Event Complex Aberdeen).

Figure 1: Potential Aberdeen Airport Rail Connection

The main line track in the area of the proposed rail connection is on an 800m radius right-hand curve with the track gradient of approx. 1 in 120 throughout. A high level assessment of the track alignment that would be required to fit the corridor identified was undertaken. This assessment found that a radius of 160m would be required in order to make the turnout from the main line fit within the limited corridor identified. Also, the

Prepared For: Nestrans AECOM 1

assessment encountered issues fitting curves into the identified corridor along the route of the new spur. It would also not be possible to provide a spur line allowing access to / from Dyce within the corridor identified. It should be noted that for new passenger track, the minimum radius is 400m. The footprint of an alignment based on 400m minimum radius curves that would meet current standards and provide a route as close as possible to the identified corridor was considered in this study. The ability to connect via a spur from the north was also considered. This alignment is shown in Figure 2 below.

Figure 2: Potential Aberdeen Airport Rail Connection Route

1.2 General Description of the Route The route shown in Figure 2 ties into the existing Aberdeen to Dyce line at approximately 004 miles 1000 yards allowing train services from Aberdeen to access the new route. Leaving the Aberdeen to Dyce line, the spur would start on a high embankment approx. 6.5m from rail level to adjacent ground level. Assuming a 1 in 2 earthwork slope to ensure stability and compliance with relevant standards, this equates to a proposed boundary offset from the rail line of 13m to each side of the new route. This equates to a 27.5m wide corridor which would require significant land take and removal of existing residential properties. Due to the need to bridge a number of roads along the route, the alignment would likely remain on an embankment to maintain the height required to cross over the carriageways. This could drop into an at-grade alignment towards the terminal at the airport. The alignment passes over the current runway approach lights for Aberdeen Airport. This interface would have to be carefully managed to ensure both the railway and airport runway complied with all standards as it would require relocating some of the airport runway approach lights. An existing drainage ditch runs parallel with the proposed route which would also necessitate careful consideration to ensure it is diverted sufficiently. The proposed alignment crosses Market Street between Wellheads Drive and Walton Street. This would require a new skewed underbridge structure with an approx. 10m span. This could take the form of either pre-stressed concrete beams, or steel U-type decks to minimise construction depths if headroom is an issue. 200m beyond Market Street, the alignment crosses Wellheads Drive at its junction with International Avenue. Again, this would require a new skewed short span underbridge. In order to avoid a significant and complex

Prepared For: Nestrans AECOM 2

structure or viaduct crossing the entire junction, it would be sensible to relocate International Avenue to the West as there is no significant infrastructure prohibiting this. The final 900m of approach to the airport could transition to at-grade to reduce earthworks and land requirements. The alignment does however pass through several industrial properties. There is a plot of land at the end of the proposed alignment which could be utilised for platforms and any other associated infrastructure. To allow the Airport to be serviced by trains approaching from the North and to allow trains leaving the Airport to head north towards Dyce and beyond, a northbound spur has also been considered. The proposed north spur route curves back towards the Aberdeen to Dyce line and into the existing alignment within a cutting at approximately 005 miles 715 yards. This spur effectively severs the access roads and blocks off a significant residential area between the existing Aberdeen to Dyce line and the two spurs of the proposed airport link with only a single remaining access via the existing Market Street overbridge. The earthworks associated with tying into the existing railway cutting would necessitate the removal of a significant number of properties, both residential and industrial. The points where the proposed route to/from Aberdeen meets the spur to/from Dyce could be accessed from the adjacent Wellheads Drive for regular maintenance or in emergency situations, however a vehicle access point with space for parking and turning would ideally be provided. The area around these points is currently being utilised for construction of TECA and so the future permanent usage of this land is unknown at this time. This area would also be considered as the site for a proposed new station servicing the new TECA site. The new station could potentially be located off Wellheads Drive to the west of where the proposed north and south spur lines connect and at the north of the proposed TECA site. It should be noted that the north spur linking to the existing line could potentially be removed if access was only required to / from Aberdeen or if an alternative means of accessing to/from Dyce could be provided on the main line (i.e. a turnback siding facility or similar). However, for the purposes of this study a north spur has been considered. 1.3 Impact of New Alignment As noted in the description of the route above, the route will have a significant impact on existing infrastructure and properties as well as requiring a significant amount of new infrastructure installed. The high level requirements and impacts are listed below, while the sketch provided in Appendix 1 indicates the proposed route and has been annotated to show the significant impacts. 1.3.1 Track The track alignment for the airport spur would require approx. 3.5km of new track and would involve the introduction of the following switches and crossings (S&C) to facilitate the required operational train movements:

 Turnout from Down Line of Aberdeen to Dyce onto the new spur line at the south;  Turnout from spur line onto the Down Line of Aberdeen to Dyce at the north;  Turnout on the spur line where the route branches off connect to the main line to the north and south;  Cross over at the south to allow trains leaving the spur line heading south to Aberdeen to move onto the Up line to travel in the correct direction; and

 Cross over at the north to allow trains travelling from the North to move from the Up line onto the Down line to access the spur line leaving the spur line heading south. The new track would also require suitable trackbed over the extent of the new route and track drainage as required dependant on prevailing ground conditions and topography. 1.3.2 Railway Lineside Systems The track alignment shown above would require amendments to the signalling system to facilitate the operational requirements of the route. Lineside telecoms and lineside mechanical and electrical equipment (M&E) would also need to be provided to cover the new route. Alterations to signalling and lineside systems would have knock-on impacts on the main Aberdeen to Inverness route, including alterations at the signalling control centre that would need to be considered. 1.3.3 Ancillary Civils Ancillary Civils support including equipment bases, cable routes, walking routes, security fencing and access points would be required along the route to support the new track and signalling layout.

Prepared For: Nestrans AECOM 3

1.3.4 Stations A new station facility would be required at Aberdeen Airport which would include associated land, car park (if required), retail M&E, retail telecoms and facilities for turning back trains. The new station retail telecoms would require alterations to Dunfermline Customer Service Centre (CSC) to control and monitor the CCTV, public address, customer information and other interfacing equipment. The aspiration to provide a new station to service the new exhibition centre, TECA, has also been considered. Infrastructure and equipment similar to that described above for Aberdeen Airport would be required, with the most likely position for a new station to directly serve TECA being off Wellheads Drive to the west of where the proposed north and south spur lines connect. An area of compliant track alignment would need to be provided, which would mean the introduction of a minimum 1 in 1000 curve in the area. It should be noted that this could potentially push the alignment further west which would result in further impact on International Drive. The station would comprise a single platform. However, an additional footbridge / underpass structure would be needed to allow access to the station from the Wellheads Drive area. Given that this station will be used for public transport access to TECA, a car park has not been considered at this stage. 1.3.5 Structures As noted in the description above a number of new structures would be required along the route to carry the new railway over or under existing roads. Significant new structures would be required at Market Street to carry the railway over the road and a similar structure would be required at Wellheads Drive. Also, if access is needed to existing properties that will be in the ‘island’ of land bound by the existing railway and the proposed spur lines, additional road over rail structures would be required. 1.3.6 Earthworks Earthworks have been considered based on existing topography. As described above, the proposed airport spur line would leave the existing line on a high embankment and would need to remain high to cross 2 No. road over rail structures. It would be possible to reduce the embankments and return close to at-grade for the last approx. 900m of the route. Similarly, the north spur line would need to tie into the existing route in a cutting and therefore earthworks would have to be provided to allow a tie-in to the existing route. The earthworks needed to support the new route will require a significant railway corridor to be provided, unless retaining structures were provided. The earthworks are likely to impact on existing drainage (including drainage ditches noted above), culverts, existing rights of way and existing buried services that would need to be investigated, protected or diverted as appropriate. However, the most significant impact of the new earthworks and railway corridor would be on existing property and infrastructure which is described in more detail below. 1.3.7 Roads The route crosses several existing roads. At Market Street and Wellheads Drive, new structures are provided. However, the proposed route interfaces with International Avenue. In order to avoid installing structures to span the road twice, the carriageway would need to be realigned. This would also involve providing alternative access to the turning head to the East of the proposed rail corridor. 1.3.8 Land Significant additional land would need to be purchased to facilitate the new route, associated earthworks, realigned roads and access points, new stations and other associated infrastructure. Much of this land is through existing built-up areas so costs of land are likely to be high. The area around the proposed new station at the TECA site is currently under development and therefore may not be available for purchase. 1.3.9 Impact on existing property and infrastructure The route affects a number of commercial properties and residential areas that would need to be purchased and demolished to facilitate the new route. The north spur has the biggest impact, affecting more than 50 residential properties and several industrial units. The installation of the north spur line would also create an ‘island’ between the new link lines and the existing railway. The properties in this area would be cut off unless alternative access could be provided. The route also interferes with the approach lights to the runway of Aberdeen Airport. The impact here would need to be carefully considered to determine if the lights could be repositioned without causing any safety concerns for aircraft or the new rail route.

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The disruption to property throughout the route is likely to be high, and could have significant social and economic impacts. 1.4 Operational Assessment The scope of AECOM’s operational assessment of the airport spur was to assess whether some form of airport service was viable. Two trains were added in the peak hour between Aberdeen Station and Aberdeen Airport calling only at potential station sites at The Event Complex Aberdeen (TECA) and the Airport. Sectional running times (SRTs) were estimated based on the alignment shown in this Technical Note but are approximate given that the alignment has been developed to a high level only. Based on the assessment, it was found to be possible to operate the two additional airport trains although additional works would likely be required at Aberdeen Station – see WP3 Technical Note (Operational Assessment) for full details of the assessment.

There are many potential variations on how the airport spur could be served by trains, either in isolation or with other schemes in place such as additional stations and/or the Ellon branch. The viability of any of these schemes and whether they require further additional infrastructure would require to be assessed when a firmer train service specification is developed. 1.5 Estimated Costs Informed by the engineering assessment and associated assumptions, a costing exercise has been undertaken to develop a rough order of magnitude construction cost for the airport spur line, as presented in Table 1 below.

Table 1: Estimated Scheme Costs

Item Est. Cost Commentary

Construction Cost (allowance) £45,567,250 Base construction cost only (excludes Optimism Bias)

Sub total £45,567,250 Design Costs (Incl.: Design, Project Management, Cost Management, Site 15% £6,835,088 Supervision) Miscellaneous Client costs and Project Burdens - Excluded Sub total £52,402,338 Schedule 4 - Allowance for disruption to Network 6% £3,144,140 Sub total £55,546,478 Network Rail costs 10% £5,554,648 Sub total £61,101,126 In line with DfT, WebTAG Unit Optimism Bias 64% £39,104,720 A5.3 Rail Appraisal, May 2018

Sub total £100,205,846

TOTAL £100,205,846

It is to be emphasised that, in line with the preliminary stage of this study, the estimated cost is based on a large number of assumptions and importantly a number of exclusions apply, including land costs. The full list of assumptions and exclusions are set out in Appendix 2. 1.6 Conclusion This Technical Note presents a high level study of the feasibility and costs associated with introducing a rail link spur between the existing Aberdeen to Dyce Railway and Aberdeen Airport, based on the corridor identified in the Rowett North Masterplan published in October 2015. Following a feasibility review by AECOM’s track design team into the track infrastructure that would be required to provide a connection to Aberdeen Airport utilising this corridor, a high level appraisal of the issues associated with the track footprint based on land requirements, physical footprint, interfaces with surrounding roads, infrastructure and topography has been undertaken.

The review has identified that the proposed route is subject to some major infrastructure constraints; the most significant is the volume of associated earthworks and the existing properties and infrastructure that would

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require complete removal, particularly on the North spur of the rail link tying back into the main line between Aberdeen and Dyce.

It should be noted that the study only considered the route that would be the closest fit to the area identified in Rowett North Masterplan with no alternative routes considered. It is also to be restated that the review has been limited to a high level desktop study and the outcomes would require to be verified through further design and development work if there is an appetite to undertake any further analysis of this proposal.

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DRAFT

Appendix 1: Proposed Alignment of Potential Airport Spur and Potential Impacts

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DRAFT

Appendix 2: Basis and Assumptions for Cost Estimate

Information Used Alignment Drawings prepared by AECOM

Assumptions 1. Any contaminated excavated material will be localised. 2. The design/supervision fee is taken to be 10% of the base construction cost. 3. Costs assume daytime working except where they relate to the existing railway. 4. All works can be carried out without disrupting the existing service with the exception of planned possessions. 5. Works carried out in a sequential manner. 6. All items marked as provisional items are estimated allowances. 7. The rates have been reviewed to reflect the current prevailing market rates and prices. 8. Optimism Bias is set at 64%. 9. Our costs include for contractor's possession/isolation staff. 10. Network Rail Possession costs include compensation for any disruptive possessions. 11. Assumed appropriate ground bearing capacity with no ground strengthening of piling necessary. 12. Assume that works forming part of the "Aberdeen Peripheral Route" will not affect this. Exclusions The following are excluded, and where applicable need to be covered by other budgets within the overall Project Financial Model. The list is intended only as a guide and is therefore not exhaustive: 1. Value Added Tax (VAT). 2. Inflation beyond Q1 2019. 3. Significant ground improvements or soil stabilisation. 4. Flood risk prevention measures. 5. Survey of existing structure / services except where explicitly stated. 6. Replacement of life expired systems and components. 7. All operational risks and costs. 8. Planning costs. 9. Any Land Costs or property costs or compensation payments to land/property owners. 10. Information Technology (IT) upgrade including any telecoms required for station services such as customer information points. 11. Due to the unknown nature of the existing network capacity and that planned as part of the Aberdeen to Inverness Route enhancements, any changes required to the Signalling Centre at Inverness or the communications centre at Dunfermline have been excluded from this estimate. 12. Any works related to this project at Aberdeen Station 13. Any works not within the scope of drawings provided 14. Significant earthworks for widening of existing solum or changing the level of rail track. 15. Allowance has been made for actual demolition costs of large warehouses where specifically identified but NO allowance has been made for the actual purchase of these buildings and no allowance has been made for any residential properties. 16. No allowance has been made for any additional cost arising from interface with Aberdeen Airport.

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Aberdeen North West Stations Review

5. Airport Spur Review

Summary

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Aberdeen North West Stations Review

6. Summary

This work has focussed on examining how the various combinations of rail aspirations in the North East may impact on the operational requirements of the Aberdeen-Dyce railway, particularly given previously documented constraints on the line, namely the single track tunnels north of Aberdeen Station and platform capacity at Aberdeen station. The purpose of the work has been to establish which station scenarios will require additional infrastructure, allowing Nestrans to determine what other schemes (i.e. beyond Ellon) will require investment between Aberdeen and Dyce, thus potentially sharing the costs.

WP1: Engineering Review of Compliant Station Sites This investigation of potential station sites at Kittybrewster, Bucksburn and the AECC and potential sites for a railway branch line to service Aberdeen Airport found that the sites at Kittybrewster and Bucksburn were not compliant from an engineering perspective, but identified five compliant sites. Three of these sites (S1 – S3) are located in relatively close proximity around the Woodside/Tillydrone area of Aberdeen, while the other two are located nearer Stoneywood/Dyce (S4 and S5).

WP2: Planning Review off Compliant Station Sites At the Rail Industry Workshop, it was agreed that a maximum total of four stations (including the existing stations at Dyce and Aberdeen and two new stations on the line) would be subject to the operational assessment. To inform the selection of the potentially most suitable sites for inclusion in the assessment, it was agreed that a high level planning review exercise should be undertaken to establish the relative merits of each of the potential station sites prior to proceeding with the operational assessment. This desk based planning exercise recommended that Site S1 should be taken forward for operational assessment and Sites S2 and S3 should be sifted from further consideration at this stage. Site S1 was considered to offer the greatest potential owing to its large walking catchment and siting within relative proximity to a number of potential key destinations, including the University of Aberdeen. In contrast, Sites S2 and S3 were expected to be limited in their scope, acting primarily as origin stations with limited employment sites and facilities nearby. With regards to Site S4, this site was deemed to have the potential to serve the new TECA site depending on the ability to provide a clear pedestrian access route, which would require further investigation due to existing constraints. Further review, including discussion with Council planners, may also be useful to better understand the potential for Park & Ride provision to be created for the site. The review also identified that relocation of Dyce Station to Site S5 would require careful consideration. Site S5 would offer a lower residential catchment compared to the existing Dyce Station, while the availability of potential Park & Ride is also unclear from the initial desktop study and would benefit from discussion with Council planners. That said, the site would offer improved accessibility for major employers in the area as well as the new TECA site.

WP3: Operational Assessment Various scenarios have been assessed to test the feasibility of introducing potential additional stations on the Aberdeen – Dyce railway and/or re-locating Dyce Station itself. This operational assessment has found that - in scenarios with the A2I Phase 1 committed infrastructure in place - each of these options are feasible in the peak hour, and the potential level of service, i.e. trains per hour, that can be provided is much higher than now. These station options could be overlaid on the December 2019 timetable without too much difficulty (scenarios B-1 to F-1). With the Ellon branch present, with associated infrastructure enhancements in place on the approaches to Aberdeen and at Aberdeen Station (i.e. Scenario A2), then the operational assessment has found that each of the new station options (scenarios B-2 to F2) are feasible in the peak hour. As identified in the operational assessment of scenarios A-2 to F-2, and any Airport Spur scenario, additional platform capacity is required at Aberdeen Station to handle additional services to the north. The disused/derelict platforms on the west side of the station offer the potential for developing one or two additional platforms. For either the Ellon branch or Airport Spur (but not both), as a minimum, one

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additional platform with ‘single lead’ access from only the north is needed, however more comprehensive arrangements would offer greater benefits. To be clear, it is considered that the potential additional and/or relocated stations examined as part of this study do not trigger the requirement for this additional infrastructure if no other schemes (e.g. Ellon branch or Airport Spur) go ahead.

WP4: Airport Spur Review A high level study of the feasibility and costs associated with introducing a rail link spur between the existing Aberdeen to Dyce Railway and Aberdeen Airport was undertaken, based on the corridor identified in the Rowett North Masterplan published in October 2015. Following a feasibility review by AECOM’s track design team into the track infrastructure that would be required to provide a connection to Aberdeen Airport utilising this corridor, a high level appraisal of the issues associated with the track footprint based on land requirements, physical footprint, interfaces with surrounding roads, infrastructure and topography was undertaken.

The review identified that the proposed route is subject to some major infrastructure constraints; the most significant is the volume of associated earthworks and the existing properties and infrastructure that would require complete removal, particularly on the North spur of the rail link tying back into the main line between Aberdeen and Dyce.

Next Steps

Findings from this study indicate that the potential additional or relocated stations on the Aberdeen to Dyce railway line could be accommodated without the need for additional infrastructure in a scenario with the A2I Phase 1 committed enhancements in place. As the rail network around Aberdeen is developed to support more commuting by rail, airport access and so on, the operational challenge primarily stems from adding additional services, and that requires infrastructure enhancements such as:

 Eliminating the single track section north of Aberdeen; and  Enhancements at Aberdeen to increase platform capacity and flexibility of operation. The airport spur review only considered the route that would be the closest fit to the area identified in Rowett North Masterplan with no alternative routes considered. The review was also limited to a high level desktop study and the outcomes would require to be verified through further design and development work if there is an appetite to undertake any further analysis of this proposal.

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7. Appendix A

Appendix A

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Workshop Minutes and Actions

Meeting name Meeting date Attendees Circulation list Apologies North West Aberdeen 30 May 2018 Rab Dickson (RD), Nestrans All None Stations Study Scott Prentice (SP), ScotRail Catherine Hall (CH), Netw ork Rail Time Location Richie Fraser (RF), AECOM 13:00 - 15:00 AECOM, Aurora, Elliot Reid (ER), AECOM Bothw ell Street Andy Coates (AC), AECOM Prepared by David Herron (DH), AECOM Elliot Reid Steve Roberts (SR), AECOM

Ref Action Initial 1. Introductions and Scope

RF provided an overview of the study purpose. It w as confirmed that the purpose of the study w as rail engineering led to understand w hat stations could potentially be delivered w ithin the Dyce to Aberdeen corridor, following which an operational assessment will be undertaken to understand potential operational feasibility or constraints that w ould require to be addressed. At this stage, no demand appraisal is being undertaken how ever, subject to the findings of the study, further appraisal w ork may be undertaken in the future.

2. Station Site Analysis

DH presented the findings of the rail engineering assessment and presented areas of compliant track w hich could feasibly accommodate a new station. A total of five sections of compliant track betw een Aberdeen and Dyce for new stations (S1 – S5) w ere identified. It w as confirmed that historical station sites at Kittybrew ster and Bucksburn were on sections of track that are non-compliant as new station sites.

It w as queried whether stations could be theoretically accommodated on non-compliant track. CH confirmed that this w as a GRIP / RSB standard and enforcement of these compliance standards w as not w ithin Network Rail’s control. It w as agreed that at this stage of the study the objective should be to achieve compliant station locations, how ever this could be re-visited at a later date should there be a compelling reason to seek a standards derivation.

An airport railw ay spur would be very challenging to deliver given the reduction in line speeds on the main line, radius issues, gradient issues, and land acquisition of allotments and section of nearby Waterton Road and footpath (even w ith non-compliant radius). It w as also specified that any spur would only serve the Aberdeen direction and w ould not be able to include a connection to the north w ithout significant land acquisition.

It w as agreed that a further standalone feasibility assessment of the spur w ould be required to provide a more robust AECOM / evidence base. This w ould consider aspects such as high level planning w ork, what would be required to ac hieve Nestrans engineering compliance, commentary on w hole spur engineering and potential operational impacts assuming no new stations.

DH suggested that land acquisition in general along the corridor may be challenging considering the experiences during the initial stages of the A2I Phase 1 improvement w orks. It w as noted the former Kittybrewster station site sits adjacent to land used as Aberdeen City Council’s major road’s depot, w hich is a major employer and therefore there could be resistance to development of this area.

3. Option Specification

Due to the potential number of station options and timetable scenarios, AECOM w ere keen for the input of Nestrans, ScotRail and Netw ork Rail to agree the most sensible options for testing through the operational assessment, avoiding the need for abortive w ork. Follow ing discussion, it w as agreed that a maximum total of four stations (including the existing stations at Dyce and Aberdeen and tw o new stations on the line) w ould be subject to the operational assessment.

It w as agreed that station sites at S1, S2, S3 w ould be subject to a further high level desktop based planning assessment, AECOM / considering elements such as the potential catchment populations (including future allocated development sites) and Nestrans potential site and access constraints, to identify the most preferable site before being subject to the operational assessment.

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Key Minutes and Actions North West Aberdeen Stations Study

Ref Action Initial It w as agreed that the close proximity of S5 and Dyce station of approx. 1km w ould mean that w hen considering S5, it w ould be assumed that Dyce Station w ould be relocated to the site of S5. SP highlighted the Scottish Government’s position that the quantum of train stations on the Scottish netw ork should be protected, but if there w as merit in closing and relocating a station to a better location w here justified in business case terms, this w arranted consideration.

SP identified that any new stations would have to be serviced by ‘local trains’ as opposed to the Aberdeen – Inverness services considering the tw o hour journey time commitment made by the Scottish Government and the requirement to serve new Kintore and Dalcross stations.

It w as agreed that the new stations would be served by a frequency of 2 trains per hour (tph). SP agreed to send AECOM the finalised ‘Phase 1 Aberdeen to Inverness timetable (Dec 19 w ith times fixed) to assist in operational assessment; SR ScotRail stated that an Excel output w ould be preferable if possible. It w as agreed that Aberdeen to Inverness Phase 2 timetable w ould not be taken forward into the operational assessment because there would be no difference in train frequencies/services between Dyce and Aberdeen – the primary change under this scenario relates to the realisation of a 2hr Abz-Inverness journey time.

It w as agreed that a Scenario based on 1 tph to Ellon should not be considered in the operational assessment - given the potential scale of investment in the Ellon branch, anything less than 2 tph to Ellon w ould not be considered w orthwhile. It w as agreed that single tracking through the tunnel immediately north of Aberdeen Station w ould be assumed for the A2I Phase 1 (Committed) timetable scenario, how ever, double tracking w ould be assumed for the Ellon 2 tph timetable scenario, given this w as a constraint that the previous Ellon Rail Study identified w ould require to be addressed in order for an Ellon service to be operationally feasible. Given the cost benefit findings of the 2017 Ellon branch study only Option 2 of that study w ill be examined (i.e. w ithout Ellon Park and Ride station).

Taking account of the above points, an options matrix for taking forward the operational assessment was agreed (see Table over page).

A number of other planning assumptions w ere discussed, with the outcomes from discussion recorded below:

 It w as agreed that unlike the Ellon Study the new operational assessment would have to assume fixed times for the A2I train, and any trains running south of Aberdeen (i.e. the Inverurie – Montrose services).

 SP confirmed that for the purposes of the operational assessment, Class 158 ‘local trains’ can be assumed.

 SR queried the assumptions on freight paths to include in the operational assessment. SR to send CH freight Netw ork assumptions for validation amongst freight colleagues w ithin Netw ork Rail. Rail  In terms of other projects that required consideration, SP w ill send through details of new signal information at ScotRail New tonhill to assist in operational assessment.

 The analysis w ill be based on the peak hour. This, therefore, assumes no freight path is available. It w as agreed that a separate analysis of an inter-peak hour w ill be undertaken on selected options that incorporate a freight path.

RF queried w hether any additional infrastructure at Aberdeen Station had been considered as part of Aberdeen to Inverness Phase 2 improvements for the purposes of the operational assessment. SP / CH confirmed that there are no plans to include an additional platform at Aberdeen; w hile this has been raised in the past to increase capacity/resilience, it has never been fully explored. The analysis w ill consider whether an additional platform is required at Aberdeen station under any of the options.

4. AOB/Next Steps

In summary of Next Steps:

. AECOM to complete reporting on the Engineering Assessment of compliant station locations betw een Aberdeen and Dyce, including issues associated with Kittybrewster and Bucksburn.

. AECOM to undertake high level planning w ork to inform decision on selection of S1, S2 or S3 as w ell as to provide background on the case for S4 and S5.

. AECOM to undertake Operational assessment of agreed Station Option Scenarios (pending outcomes of planning w ork)

. AECOM to undertake separate assessment of Airport Spur

RF thanked all for their contributions.

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Key Minutes and Actions North West Aberdeen Stations Study

NW Aberdeen Stations Study Workshop Outcomes: Options / Scenarios to be assessed

Timetable Scenarios Option Definition A2I Phase 1 (Committed) Ellon 2 tph

No New Stations x 1

S1/S2/S3 (one of)  

Station S4   Scenarios S5 (-Dyce) x2 

S1/S2/S3 (one of) + S4  

S1/S2/S3 (one of) + S5 (-Dyce)  

1 Timetable to be reworked now that updated A2I Phase 1 timetable is fixed and available. 2 For operational assessment purposes, impacts of S5(-Dyce) would be anticipated to be the same as Dyce Station, hence no requirement to operationally assess under A2I Phase 1 Timetable Scenario. However, there are potential impacts at Dyce Station under the Ellon 2 tph Scenario, and hence S5(-Dyce) would require to be assessed on its own.

Other Notes: . Analysis to be undertaken on basis of a peak hour (which assumes no freight path). One or two options will then be identified and used to undertake an off-peak hour assessment (i.e. with a freight path) . An additional option will also be modelled which seeks to identify the maximum capacity (trainpaths) available after the interventions have been added e.g. final bit of track re-doubling (and potentially extra platform capacity at Aberdeen). The station scenario upon which this will be based will be confirmed following the earlier analysis.

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