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Roseburn Corridor Area C Lead Objectors

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Roseburn Corridor Area C Lead Objectors GROUP 35 – ROSEBURN CORRIDOR AREA C LEAD OBJECTORS: 30 – JOHN AND WENDY BARKESS 96 – GARSCUBE TERRACE RESIDENTS 174 – KATHY AND LES KINGSTONE 180 – RICHARD VANHAGAN PROMOTER WITNESS STATEMENT STUART TURNBULL Contents 1. Resume 2. Scope of Evidence 3 Initial Review of Options – Work Package One Report 4 Review of Telford Road and Craigleith Route Options 5. Conclusions 1. Resume 1.1 I am Stuart Turnbull, a Divisional Director with Jacobs Babtie. I have 17 years experience in transport planning and traffic engineering in Scotland. I am a Chartered Engineer and a Member of the Institution of Highways and Transportation and the Chartered Institute of Logistics and Transport. 1.2 I have been responsible for managing the input from Jacobs Babtie on the Edinburgh Tram Line One scheme. This has involved me working closely with other members of tie’s Technical Advisers team and officials of the City of Edinburgh Council in developing appropriate junction configurations along the length of the Edinburgh Tram Line One (ETL1) route that could accommodate the needs of tram and other road users. I was also a member of the Modelling and Appraisal Working Group, the remit of which was to ensure a common approach was being taken by the Technical Advisers working on the three tram lines. 1.3 I am also Project Director on a commission for the City of Edinburgh Council where Jacobs Babtie has been providing transport planning advisory services since November 2001. This commission has involved developing a number of schemes aimed at improving provision for buses, pedestrians and cyclists throughout Edinburgh. 1.4 In addition to my extensive experience within Edinburgh I have worked on the proposed light rail schemes in Dublin, Manchester and South Hampshire. 2 Scope of Evidence 2.1 The scope of evidence relates to the proposed alignment of the Edinburgh Tram Line One (ETL1) within the Roseburn section. 2.2 My colleagues will present evidence on the overall route selection process and the specific tram alignment, costs, patronage and environmental considerations. My evidence will cover the highway and traffic impacts associated with the preferred alignment and the other options considered. 3 Initial Review of Options 3.1 Mr Oldfield has explained in his witness statement the process involved during the Work Package One report in evaluating the various alternative sections that could comprise the route of the ETL1. In summary this involved: • Appraisal of link options; and • Comparison of route options 3.2 The paragraphs below outline the key traffic related issues within this process. 3.3 On the western leg of the ETL1 approximately 25 possible links were examined. In all cases other than via the former railway corridor these links involved on-street running. In traffic terms the routing of the tram along on-street sections is clearly less desirable than the option of segregated running. The areas of particular concern in traffic interface terms are: • Impact on traffic, servicing and levels of congestion resulting from running on Haymarket Terrace, as opposed to the promoted route through the Haymarket Yards area; • Impact on traffic, servicing and levels of congestion resulting from running on Corstorphine Road, as opposed to the promoted route through the Haymarket Yards area; • Congestion impacts of turning right across heavy flows on Corstorphine road into Murrayfield Road; • Impact on parking resulting from running on Belford Road; • Impact on traffic and levels of congestion resulting from running on Queensferry Road, as opposed to the promoted route through the former rail corridor; • Difficulty in negotiating Crewe Toll Roundabout connecting Ferry Road and Telford Road; • Need for shared running on Crewe Road South and the consequential impacts on tram reliability; • Need for right turning manoeuvres for tram at a number of junctions, impacting on operation of the tram. Figure 3.1 Plan showing the route sections considered during Work Package One 3.4 Following the examination of individual link sections, two loop options within the western section of ETL1 emerged, one incorporating the former rail corridor in Roseburn and one involving on-street running north from Hope Street, Queensferry Street, Orchard Brae and Crewe Road, to Crewe Toll. 3.5 In comparing these options an assumption was made within the transport models that absolute priority would be afforded to the tram at junctions along the route. This therefore if anything will overestimate the benefits of the on-street options compared to the option of running on the former rail corridor through Roseburn. 3.6 Taking cognisance of the traffic related concerns outlined in paragraph 3.3 it is clear that on traffic grounds the preferred route is the option that utilises the former rail corridor and therefore minimises the interaction with other road users. 4 Further Review of Options 4.1 As Mr Oldfield has explained, following the initial review of individual sections undertaken as part of the Work Package One Report three basic loop options were identified, and in the case of option 3 two sub options were identified, for further analysis, as shown in Figure 4.1: • Option A- Tram route would continue on the former railway corridor from Craigleith Road north to Ferry Road; • Option B – Tram route would leave the former railway corridor at South Groathill Avenue, where it would head north to Telford Road. It would then head west before Crewe Toll and rejoin the former railway corridor at Ferry Road; • Option C1 – Tram route would leave the former railway corridor at the junction of A90 Queensferry Road / Craigleith Road where it would travel eastwards along Craigleith Road, northwards along Crewe Road South to Crewe Toll roundabout, then westwards along Ferry Road to rejoin the former Railway corridor at Ferry Road. • Option C2 –Tram would leave the former railway corridor to north of A90 Queensferry Road / Craigleith Road junction and would progress along south west corner of Craigleith Retail Park before joining Craigleith Road and would continue as C1 above. Figure 4.1 Plan showing the Reserved Railway Corridor option [blue], the Telford Road option [red] and the Crewe Road-Craigleith Road option [black] 4.2 When considering the highway and traffic impacts of each of the options, the key issue is the overall lengths of the routes and the degree of segregation from other traffic. The following table summarises the route lengths and degree of segregation: Option Total Length %age on- %age on- %age off (m) street street with street segregated traffic segregated A – Former 1480 0 0 100 Railway Corridor B – Telford Rd 1670 61 23 16 C – 2810 39 53 8 Craigleith/Crewe Rd For comparison purposes, lengths are taken from the hotel access overbridge to Crewe Toll Stop (at Ferry Road Junction). The “best case” Crewe Road Option is assumed as segregated running on Craigleith Road. 4.3 Due to the increased level of on-street running, the on-street alignment on Telford Road and Craigleith Road/Crewe Road would reduce highway capacity, causing a negative impact on non tram operation. In addition, four new signalised junctions would be required for operation of these options. Whilst it may be possible to design the traffic signals as far as possible to offer the tram priority over other traffic, each additional junction would likely introduce a delay to tram operation and potentially other road users. 4.4 The Craigleith route would involve a significant element of on-street running and interaction with a number of busy junctions on the route. Although detailed modelling of these junctions was not undertaken at this stage I would estimate that on average the additional delays caused to the tram vehicle as it travels through these junctions would be approximately 1 minute. It should be noted that these delays were not taken into account on the patronage assessments for the Craigleith/Crewe Road option. If theses delays were taken into account the predicted run times would increase and the patronage levels would decrease. The route along the Railway Corridor would suffer no such delays. 4.5 Of greatest concern with the Craigleith option, in respect of traffic interface, would be the need for the tram to negotiate the Crewe Toll junction (connecting Ferry Road/Crewe Road and Telford Road). Along the length of the proposed tram route it would be generally preferable to reconfigure the junctions to a signalised form as this would provide the most efficient and safest layout. In August 2002 the Scottish Executive awarded the City of Edinburgh Council £10.5m to fund a series of measures aimed at improving public transport access to three of Edinburgh’s growth areas. Within this initiative, known as “Access to Growth Areas”, was the proposal to reconfigure the Crewe Toll roundabout to a signalised form, incorporating bus priority measures. However further work commissioned by the City of Edinburgh Council concluded that it is not possible within the constraints of the available land, to reconfigure the Crewe Toll junction to a signalised form that would operate more effectively than the current layout. On this basis I believe that there is a significant risk that it will not be possible to design a layout that could successfully accommodate the tram and other road users that would be acceptable to the Roads Authority. 4.6 Furthermore less reliable operation could be expected due to the need to mix with general traffic on Crewe Road South. It will also be likely that significant impacts on parking and servicing on Craigleith Road would be expected to enable the tram to operate in a segregated manner. 4.7 The Telford Road option would avoid the congested junction at Crewe Toll and in general result in less interaction with general traffic.
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