Edinburgh Glasgow Improvement Programme (EGIP)
Presentation to June 2012 Railfuture Summer Conference
Geoff Cook
2 Edinburgh Glasgow Improvement Programme (EGIP)
Background Consultation Process Feedback by Council Area Next Steps
3 Edinburgh Glasgow Improvement Programme (EGIP)
What is EGIP ?
• The next phase of improvements to Central Scotland’s rail network • Priority Scottish Government STPR Project • Faster, more frequent and more reliable trains • 350km of electrified railway • A significant contribution to a sustainable Scotland
4 Edinburgh Glasgow Improvement Programme (EGIP)
Why EGIP ?
Strong passenger demand forecast to continue :
• Edinburgh Suburban : 90% - 115% • Glasgow Suburban : 27% - 38% • Inter Urban : 48% - 74% • Rural : 27% – 48%
5
Edinburgh Glasgow Improvement Programme (EGIP)
Transport Scotland Industry Stakeholders Business Case Owner Programme Funder Specification of Outputs ScotRail Rolling Stock Delivery Timetabling
Network Rail Resource Implications Programme Financing Operational Advice Infrastructure Delivery
Programme Management Systems Integration
6 Edinburgh Glasgow Improvement Programme (EGIP)
EGIP Scope
KEY :
. Network Rail’s Industry PartnEersxisting Electrified Routes
Route Electrified by the Airdrie to Bathgate project
Stirling Area Greenhill Upper & Lower Winchburgh Jcn EGIP Electrification Proposals Stabling Facilities Jcn Enhancement Enhancement
Winchburgh to Dalmeny Upgrade EGIP Infrastructure Projects
Queen Street HL Dalmeny Chord Other EGIP Projects Infrastructure Capacity
Croy Station Turnback Edinburgh Gateway Interchange
Haymarket to Inverkeithing Signalling Headways
New EMU Depot
DRUMGELLOCH Edinburgh Waverley Infrastructure Capacity
Haymarket Interchange
Hyndland Springburn Newton Turnback Remodelling Remodelling 7 1 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Timescales
• 1st Tranche : Completed January 2012 • Review and consider all comments • 2nd Tranche : Autumn/Winter 2012 report findings • Spring 2013 : Transport and Works Act lodged
8 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Scope
Potentially one of the largest consultations in Britain :
• Covers two thirds of Scotland’s population • 8 Central Scotland Local Authorities • 90 MP’s/MSP’s, 298 Councillors and 61 Community Councils • 230 meetings over a 6 month period
9 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Media
• Web page, Email address and help line • Radio campaign, advertising and exhibitions • Social media • Creation of informed groups liaising with the project
10 Consultation Themes
Operations Management GRIP 4 Car Parking During 2016 Strategy works Timetable EGIP EGIP Electrification Infrastructure Integrated Transport Impact of Strategy Electrification Current Performance EGIP Rolling Stock Issues SCOPE Specification + Output Procurement Station Scope Facilities predetermined Re-franchising Improvement
11 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : Clackmannanshire
Services to Fife Services to Edinburgh Potential new station at Cambus
12 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : East Dunbartonshire
Car Parking Through services to Stirling / Dunblane Improved Edinburgh services Potential new stations at Westerhill and Woodilee
13 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : Edinburgh
• South Suburban Line electrification • Haymarket Station access / cycling improvements • Portobello Jcn improvements • Potential new station at Abbeyhill
14 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : Falkirk
• Service improvements / review of stopping patterns • Impact of proposed electrification works • Potential new stations at Grangemouth and Bonnybridge
15 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : Glasgow
• Garngad Chord • Glasgow to Anniesland Services • Enabler for Glasgow Crossrail • Hyndland – fully accessible design solution • Queen St HL – accessibility / cycling provision • Potential new station at Robroyston
16 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : North Lanarkshire
• Garngad Chord • Croy Station – fully accessible design solution • Improved services to Edinburgh • Impact of construction activities on the community
17 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : Stirling
• New stabling facilities • Stirling station improvements • Potential new station at Bannockburn
18 Edinburgh Glasgow Improvement Programme (EGIP)
Consultation Feedback : West Lothian
• Linlithgow – car parking and platform congestion • Overhead line installation • Impact of construction activities on the community • Potential new station at Winchburgh
19 Edinburgh Glasgow Improvement Programme (EGIP)
Conclusions / Next Steps
• EGIP delivers a major enhancement of Scotland’s rail network. • NR / TS to close out responses to consultation feedback received. • TAWS Order to be lodged in early 2013. • NR to commence procurement of contractors to deliver EGIP. • Finalise detailed implementation programme.
20
Airdrie-Bathgate Rail Link Reconnecting Communities
Ann Glen
A regional injustice put right
Presentation to RailFuture conference – 16th June 2012
Bill Jamieson and David Spaven Today’s presentation
1. Decline, closure & abandonment 1963-1972 2. Wilderness years, then the tide turns 3. Parliamentary progress 2000-2006 4. The abortive DBFM process 5. Network Rail takes over in 2011 6. Looking ahead to 2014/15 re-opening 1963 – the Beeching Report • one of the longest lines threatened • Hawick & Gala in highest revenue category • passengers & freight in decline • up to 5 hours between trains • less uproar than in the Highlands • Scottish Office / MoT skirmishes • conflict with economic plans
1966 – closure proposal & hearing • the whole route to go – 97 miles & 24 stations • 508 objectors – but East Suffolk line 1,916! • TUCC verdict – “substantial hardship” • then 19 months in limbo • small stations destaffed • dieselisation, but few DMUs • service pattern unchanged
1968 – the final decision • 2nd May – Barbara Castle backs closure • 6th May – Marsh takes over from Castle • 21st May Ministerial Committee meeting: - Willie Ross backs Edinburgh-Hawick retention - but a majority votes for complete closure • 23rd May Ross memo to Harold Wilson: - “I would beg you to look at the…consequences” • 5th June Wilson memo: - “I do not think it would be right to reopen the the decisions reached by the Committee.”
Closure: 6th January 1969
• last train: 21.56 Edinburgh-St Pancras
• David Steel MP on board
• Hawick delay while pilot runs ahead • the Rev Brydon Maben and the the Newcastleton blockade • David Steel’s appeal to the crowd • the train finally departs 2 hrs late • the Anglo-Scottish route is dead 1969-72: a lingering death • Hawick trip survives till 25th April • the Border Union Railway Co: - breathtakingly ambitious - commuters / tourism / steam / timber - financial projections debatable - BR negotiations break down late 1969 • the last tracks lifted in 1972 • “by far the largest population grouping in Britain with no accessible railway services”
Why was the Waverley Route lost? 1. The Central Borders economic dev. plan: - lukewarm support for the railway / roads seen as the priority 2. BR management: - the culture of the time was closure = progress - no strategic decision 10 years earlier, to develop or rationalise 3. Government structures: - no rail powers at Scottish Office 4. ‘Realpolitik’: - financial symbolism of the route - no marginal constituencies! 5. The campaign: - too little / too late / Borders apathy
Wilderness years, then the tide turns • 1975 – BR Edinburgh-Gala re-opening proposal • route protection is abandoned • Simon Longland’s 1992 motor-bike survey - 24 breaches, in particular roads and buildings - 66% of rail overbridges extant - 74% of road overbridges extant - further development threats eg A7 road “..it is clear that before this asset is irrevocably thrown away, a full comparative economic cost / benefit analysis of the rail investment option for the region which it represents should be carried out as a matter of urgency..”
Borders Transport Futures • launched 1994 with aim of re-opening the railway • Pre-feasibility Study for a N. Borders Rail Link (1994) - Edinburgh-Galashiels £28m
• Pre-feasibility Study for a S. Borders Rail Link (1995) - Longtown-Riccarton-Kielder £18m for timber traffic
• Border Rail Links Study (1995) by Oscar Faber - South Borders £20m / North Borders £18m! - Railtrack / EWS / First Eng. fund South Borders project development • Railtrack pulls out of S. Borders project in 1997
Campaign for Borders Rail • launched in early 1999 • three conferences & region-wide campaigning • 17,200 signatures on petition to Parliament • historic visit of Public Petitions Committee to Gala • evidence to Bill Committee in 2004-5 • still campaigning strongly in 2012!
Rail re-opening goes mainstream • 1998 – Borders factory closures • Scottish Office picks up BTF North Borders Rail Link Study • rail seen as agent of economic regeneration • CBR leading the grassroots campaign • 1999 – Scottish Office commissions Scott Wilson report on re-opening options • 1999-2000 – Scott Wilson at work on the study, examining a ‘wide’ range of options Scott Wilson report – 2000 • heavily ‘steered’ towards CrossRail extension?
• half-hourly all-stations to Tweedbank / 55 minutes
• estimated £73m capital cost
• report did not evaluate: - Melrose as the terminus - two-tier Regional Express / Inner Suburban service - the tourist charter train market • 2000 SW report has remained the core spec
The Waverley Railway Partnership • set up 2001 as Waverley Railway Project promoter • led by Scottish Borders Council, with Edinburgh & Midlothian Councils & Sc Borders Enterprise • Scottish Executive set up the Councils to be the ‘fall guys’ if the project went pear-shaped? • faced many hurdles as the ‘guinea pig’ for rail re- openings under the Scottish Executive • without WRP commitment and enthusiasm, might the project have foundered?
The Waverley Route Trust • established 2002 • concerns about Waverley Railway Project: - escalating capital cost - one-size-fits-all timetable / slow journey time - lack of provision for charters and freight - social enterprise / community model not considered • commissioned Corus to undertake the ‘Delivering an Innovative Borders Railway’ study in 2004
• Corus endorsed WRT concerns and proposed alternative spec – but rejected by WRP
The Waverley Railway (Scotland) Act • Waverley Railway Bill C’ttee deliberates for 2 years
• final report endorses project, with stations at Stow and Shawfair [but 61-minute journey]
• The Waverley Railway (Scotland) Act is passed in June 2006, with just one MSP dissenting
• estimated re-opening date 2011
• 2008 – Transport Scotland becomes promoter and switches from NR to DBFM model
2009 DBFM pre-qual. document
• maximum 55 mins journey time to Tweedbank • encouragement for freight & charters • new structures to accommodate W12 & RA10 • provision for future electrification • passive provision for double track to Gorebridge • allow for extension south from Tweedbank Progress, but… • 2009-11 – advance works
• 2010 – ‘Mastermind’ clause
• 2010 – three DBFM bidders drop to two • 2011 – down to one DBFM bidder • 2011 – Network Rail takes over • 2012 – further advance works
Where are we now? • Transport Scotland and Network Rail completing due diligence for ‘statutory undertaker’ • final deal expected in August – £235m-£295m • Tweedbank station to be marginally relocated but no ‘passive provision’ for freight / extension south • still no provision for charters: - Tweedbank platform tracks too short - no paths other than evenings / Sundays • CBR pressing hard on charters and the community rail dimension
The overall verdict? • a regional injustice put right after 45 years • 31 miles – the longest British rail re-opening • a step change in public transport – 50 minutes Edinburgh-Gala v. 86 minutes by bus • well-located stations, but Melrose should have been the terminus • better dialogue with campaigners would have produced a better scheme • book your ticket for 2014! Questions and discussion
Route knowledge
Railfuture 2012
Stirling – Alloa – Kincardine Railway Brief History of the Route
• 1850 – • 1968 Alloa and Cambus 1851 Rail Link • 1983 Alloa – Kincardine Dunfermline and • 1993 Stirling - Cambus Alloa • 1996 Kincardine-
Longannet • 1852 Alloa – • 2005 SAK construction Stirling Link commences
• 1893 Kincardine Line
Fit with Local Planning and Transport Policy
• 1970’s- Clackmannanshire County Council • 1980’s- Clackmannanshire District Council • 2002- Clackmannanshire Finalised Local Plan • 2001 – 2004- Clackmannanshire Transport Strategy
Stirling- Alloa- Kincardine
• Re-opening 21km of railway between Stirling Station and Longannet Power Station
• New Railway Station at Alloa
• Hourly Passenger Services between Alloa, Stirling and Glasgow, services on to Edinburgh • 17 passenger trips and 15 freight trips in each direction per day • Freight link from Hunterston and west of Scotland to Longannet Alloa Station 2008 Power Station National Strategic Transport Objectives
• Improves the strategic accessibility of Clackmannanshire
• Alleviates capacity constraints on the central Scotland rail network
• Contributes to the reduction in carbon emissions associated with road borne freight transport
• Key link in the strategic rail network to allow increased flexibility for freight transport
• More efficient freight route from the West of Scotland to Longannet Power Station
• Reduces road congestion along the Alloa Station site from the route – both passenger and freight West 2004 traffic Local Policy Objectives
.
Development Plan Vision • Promote Inclusion • Promote alternatives to private car • Environmental protection
Corporate Priorities • Improved Transport infrastructure • Protect and enhance the built environment • Good Road and Rail Links
• Note the new flats and town houses to the north of the line a number of which have been purchased by Alloa Station from the West 2008 First Engineering (one of the main contractors) personnel who have been impressed by the scenery, local facilities and the rail link to Glasgow
Strategic Overview
SAK implements a number of the key objectives of the National Transport Strategy. The Local Transport Strategy for Clackmannanshire and the Vision set out in the Clackmannanshire Local Plan National Objectives Scotland’s Transport Future
↓
Local Transport Strategy- Development Plan Vision ↓
Clackmannanshire ↓Corporate Priorities
STIRLING - ALLOA - KINCARDINE RAILWAY Economic Development Social Inclusion
“One of the keys to building any new business is
location. Lawscript based itself in Alloa • SAK is an essential key plank in the specifically to recruit locally from within Clackmannanshire. As the company continues to Economic Development Strategy for grow it is clear that our net will have to be cast Clackmannanshire. It is key to the further afield. The reintroduction of a rail link to regeneration of Alloa Town Centre Alloa will mean we can attract employees from other areas in the Central belt.” Lorna Edwards Managing Director, Lawscript
• Rail links from Alloa to Stirling, Glasgow and Edinburgh contribute A key objective of this Council in terms of the significantly to the improved economic “regeneration of the area, the reopening of the Stirling-Alloa-Kincardine rail line connectivity that is essential for the in 2008 is a tremendous boost opening economic well being of Clackmannanshire up to the world. The economic effects of the railway are already being Clackmannanshire. felt in the county” Janet Cadenhead, Leader Clackmannanshire • SAK provides Clackmannanshire Council
residents with significantly improved “The advent of passenger services linking Alloa access to opportunities for to the major cities of Glasgow and Edinburgh will allow greater tourism travel opportunities as well employment, further education and as encouraging economic growth.“ leisure activities. Paul Sutton, Chair Clackmannanshire Tourism Association Regeneration
The Project has regenerated Alloa Town Centre. A former derelict brewery site- a symbol of Alloa’s former decline – has been replaced by the new railway station, station square, new public realm and impressive public art. The station’s strong visual image is symbolic of Alloa’s regeneration. Integration
Alloa Station - a multi modal transport interchange and public transport focus for the town.
• A new, high quality, fully DDA compliant walkway links Alloa Railway Station with Alloa Town Centre and Alloa bus station. The station adjacent to bus and taxi services.
Usage
• Original Business Case forecast 80,000 passenger trips per annum.
• Revised upwards to 155,000 in light of better than expected patronage on Larkhall- Milngavie railway.
• Actual usage indicates that in its first year SAK will generate 400,000 passenger journeys
Roles and Responsibilities
• Transport Scotland • Clackmannanshire Council • Network Rail • TOCs and FOCs
The Bill Process
• First Rail Bill • Core Documents • Consultations • Pre construction condition surveys Core Documents
• Promoters statement • Memoranda on need • Memorandum on Human rights • Explanatory Note on Other Railway Processes • Environmental Statement Environmental Impact Assessment
• Assumptions • Mitigation measures • Peer Review • Committee conclusions Dealing with Noise and Vibration
• Mitigation through design • Post construction mitigation • Rationale for timing • Updating the Environmental Statement • Basis for Measurement • Timescale for completion
Railway Operations
• Limitations of SAK Act • Evidence to Bill Committee • Implications of Open Access Railway
Noise and Vibration
• Environmental Statement • FOC requirements • Dealing with the fallout
Facts and figures
• 22,630m plain line and cable troughing • 33,846 sleepers • 79,094 tonnes ballast – pink Scottish granite
• 29 Signals -29 AWS units • 19 Overbridges • 13 Underbridges • 4 Footbridges
• 3 public level crossings (waterside, Blackgrange, Cambus) • 3 Private level crossings (Manor Neuk, Manor Powis, & Kincardine) • 1 Superstructure (the Forth Viaduct) • A new station
Challenges
• Geotechnical • Grouting • Level crossing design • Cambus • Cuttings and embankments • Ballast • Signals • Coal trains Summary of benefits
• 13km new line • Extension ot Alloa’s eastern relief road • Freight traffic speeds • Reduction in congestion • Road freight • The Clacks effect
Environment
SAK will enable more efficient delivery of coal to Longannet by rail. The reduction on CO2 emissions resulting from this modal shift are set out below.
Current SAK and Current SAK and all rail Road deliveries delivered
Lorry Journeys p.a. 15,600 15,600 0 Rail Journeys p.a. 3,680 2,333 2,666
Rail CO2 emissions p.a 119,000 tonnes 100,800 tonnes 115,200 tonnes
Road CO2 emissions p.a. 14,500 tonnes 14,500 tonnes 0
Total CO2 emissions p.a 133,500 tonnes 115,300 tonnes 115,200 tonnes
“I eagerly anticipate seeing a reduction in traffic “Freight use for Longannet Power Station will help congestion on the roads leading to Stirling as car keep the County’s roads free of heavy goods traffic to users switch to using the rail service” make tourist visits more enjoyable and stress free” Councillor Graham Reed Stirling Council Paul Sutton SAK and EGIP
• Upgrade Central Scotland’s Rail Links • New Service levels • Journey time improvements Alloa/Dunblane • Additional path per hour Stirling – Alloa (passenger) • Alloa – Glasgow half hourly – 10minute reduction to journey time • Electric units • Possibility of station at Cambus
Local children race the train on opening day. Community participation was exceptional with over 1200 people riding the route on opening day. QUESTIONS