Environmental Statement Page 1 1.0 INTRODUCTION 1.1 The Scheme Proposal The scheme proposals are to re-open the Airdrie to Bathgate section of the former Bathgate and Coatbridge Railway (Monklands Railway) line and to carry out linked improvements to the existing railways between Airdrie and Drumgelloch in the west and Bathgate and Edinburgh in the east. These proposals will enable the provision of a passenger service which runs from west of Glasgow s Queen Street Station to Edinburgh s Waverley Station, via Airdrie and Bathgate, with intermediate stations at Drumgelloch, Caldercruix and Armadale. The proposal arose from the Scottish Executive s Central Scotland Transport Corridor Studies (CSTCS) as a potential mitigation measure to alleviate traffic pressure on the M8 east-west motorway route and enhance public transport through Central Scotland. 1.2 Initial Technical Feasibility Study and Scheme Development In January 2003, the Scottish Ministers accepted the recommendations of the CSTCS seeking to re-open the Airdrie to Bathgate rail link as part of a frequent service from West of Glasgow to Edinburgh, and committed to provide funding for the development of the project. The detailed routeing and engineering feasibility of the rail link was assessed by Jacobs Babtie in an Initial Technical Feasibility Report completed in June 2004. Jacobs Babtie were later appointed in February 2005, through competitive tendering as the Project Manager for the subsequent development stages through to construction completion. Network Rail accepted the invitation to act as Promoter of the schemed, in principle, in May 2005 and formally took on this role on 1 st October 2005. The Promoter has worked with Jacobs Babtie and other key stakeholders to develop the details of the scheme including engineering design, stakeholder and public consultations, timetabling, and station locations, leading to the preparation of the Bill documents. A Design Development Appraisal to demonstrate compliance of the scheme with the principles of planning and appraisals described in Scottish Transport Appraisal Guidance (STAG) has been completed. 1.3 Proposed Passenger Service The scheme will significantly improve public transport opportunities for the large population residing in the suburbs of the major cities and outlying towns along the route, in order to reach employment locations away from the centres of Glasgow and Edinburgh. By reducing the current need to change modes during journeys it will increase the attractiveness of public transport to less mobile groups and to car users alike. This service will attract some patronage from alternative public transport services, such as competing bus and parallel train services, by virtue of the direct suburb to suburb links it provides. The higher frequency train services will provide a more attractive alternative to the private car for many journeys in the M8 corridor. Journey times by public transport for these journeys will be considerably shorter than at present. The Promoters estimate that the introduction of this proposal will offer good value for money with a Benefit/Cost Ratio of 1.81. The new railway will provide a passenger service using electric trains with 4 trains per hour frequency in each direction. It will restore and enhance a public transport link that has been lacking since the railway was closed. Buses have not provided an alternative to a railway service with the result that access to the area is difficult. This has left the area in North Lanarkshire cut off from sources of employment and education in Edinburgh and the area in West Lothian finding the same difficulty travelling to Glasgow and the west.
Environmental Statement Page 2 The 23km (14.4 miles) of re-opened railway along with the upgraded Bathgate Branch would enable the 4 trains per hour (tph) in each direction to operate in the following pattern: All existing stations west of and including a relocated Drumgelloch Station are to maintain their current service pattern of 4 tph to Airdrie and 2tph at Drumgelloch. Intermediate stations at Caldercruix and Armadale to have stops at 2tph frequency Relocated Bathgate Station, Livingston North, and Uphall are to have their stops increased from 2tph to 4tph. 1.4 Proposed Works between Drumgelloch and Bathgate The proposal is that the line be double tracked and electrified throughout, with the potential of extension of the Helensburgh and Balloch services beyond Airdrie and Drumgelloch to Edinburgh. There will also be potential to operate services to Paisley and Glasgow Airport. The proposed route is split between active parts of the Scottish rail network and a section between Drumgelloch and Bathgate where the previous rail alignment has largely been converted to cyclepath. Considerable work is required to bring back the former alignment into use as a modern passenger railway. This would include: Laying track along the entire route length to current standards; Realignment of sections of the alignment to meet the line speed criteria and utilise the available solum; Assessment of impact and identification of possible mitigation options for residential and other developments adjacent to the proposed alignment; Assessment of and proposed remedial works to the numerous bridges, culverts and retaining walls along the route; Upgrading or closure of various crossings of the former railway; Electrification of the route; Installation of an appropriate signalling and telecommunications system along the route, including two radio masts; Associated civil engineering works along the route; and Re-alignment of the existing cyclepath. 1.5 Linked Improvements The linked improvements are required on the existing railway to ensure there is sufficient track capacity to accommodate the new services and to electrify those sections that are not currently electrified. This includes: Works necessary to re-double the Airdrie-Drumgelloch and Bathgate-Cawburn Junction sections of line; An assessment of clearances and works necessary to electrify the line from Airdrie/ Drumgelloch to Haymarket; Changes to signalling; Installation and/or upgrading of overhead line equipment and power supplies.
Environmental Statement Page 3 1.6 Statutory Context 1.6.1 Scottish Private Bills The construction of new railway infrastructure requires specific statutory authorisation. (This is needed so as to give statutory sanction to what could otherwise be a public or private nuisance and as the only means of authorising the compulsory purchase of the land required for the railway). Prior to devolution, railways in Scotland were authorised by means of provisional orders made under the Private Legislation Procedure (Scotland) Act 1936, which confers functions on the Secretary of State and the UK Parliament. The Scotland Act 1998 (Modifications of Schedule 5) Order 2002 had the effect of devolving to the Scottish Parliament functions connected with the promotion and construction of railways which start, end and remain in Scotland. Such railways must now be authorised by a Private Bill in the Scottish Parliament. 1.6.2 Environmental Impact Assessment (Scotland) Regulations 1999 (SI 1999/1) European legislation (EC Directive 85/337 EEC as amended by EC Directive 97/11/EC) provides the framework for Environmental Impact Assessment ( EIA ). In Scotland, this is transposed into domestic law for development projects consented under planning legislation through the Environmental Impact Assessment (Scotland) Regulations 1999 (as amended by the Environmental Impact Assessment (Scotland) Amendment Regulations 2002) ( the EIA Regulations ). The requirements of the EIA Regulations are applied to the procedures for Scottish Private Bills authorising works by virtue of Rule 9A.2.3(c)(iii) of the Standing Orders of the Scottish Parliament and Annexes K to N of the Presiding Officer s Determinations. This ES has been prepared for and on behalf of Network Rail in accordance with those requirements. 1.6.3 Permitted Development Rights The Bill, if passed, will effectively operate as a granting of planning permission in respect of the works it authorises. This is because article 3 of the Town and Country Planning (General Permitted Development) (Scotland) Order 1992 ( the 1992 Order ) grants planning permission for the classes of development specified in Schedule 1 to the Order, in particular Class 29 in Part 11 (Development under Local or Private Acts or Orders) and Class 34 of Part 13 (Development by Statutory Undertakers). Class 29 specifies development authorised by (among other legislative instruments) an Act of the Scottish Parliament. The extent of permission granted is restricted in the ways described in Class 29 and Class 34 and development authorised by article 3 may require environmental assessment. 1.7 Bill Objectives The purpose of the Bill is to seek and obtain all necessary powers to construct and reopen the rail link between Airdrie and Bathgate with an electrified double track railway that would generally follow the solum of the old railway line. The Bill also provides for linked improvements to existing railway lines to provide for an electrified double track railway between west of Glasgow and Edinburgh via Airdrie and Bathgate. This involves works on and adjacent to sections of the existing railway lines at Airdrie to Drumgelloch, and Bathgate to Edinburgh. Additional stations are proposed for Caldercruix and Armadale and relocated stations at Drumgelloch and Bathgate. The existing cycle track on the former railway solum is to be relocated.
Environmental Statement Page 4 The objectives of such a railway are: to improve direct access to labour markets in Glasgow, Edinburgh, and West Lothian for people living in the Airdrie to Uphall corridor. to stimulate economic growth of the Airdrie to Uphall corridor by improving the connectivity of the area. to assist in the delivery of social inclusion to communities in the Airdrie to Uphall corridor by providing enhanced public transport opportunities to those without access to private cars. to contribute towards increasing the number of people using public transport in Central Scotland and provide these communities with improved access into the national rail network. to offer a public transport alternative to the M8 thus helping to reduce the rise in road congestion and subsequent environmental impacts. to construct a rail link that will allow for existing services on the Glasgow North electrics to operate as through services to Edinburgh providing an alternative to the Edinburgh - Glasgow main line service, thus assisting in reducing congestion at peak times Delivery of the Airdrie to Bathgate rail link is a key aim of national, regional and local transport and planning policy. In addition to authorising the construction of a railway between Airdrie and Bathgate, the Bill includes powers to do the following: Authorise the compulsory purchase of land or rights required for the works specifically authorised in the Bill or where further land is required for the linked improvements; Authorise the construction of replacement crossings of the railway and accesses to premises; Authorise the acquisition and use of land for two new stations, at Caldercruix and Armadale and relocated stations at Bathgate and Drumgelloch; Authorise the acquisition of rights to construct and maintain improvements to bridge and other railway structures; Provide for the relocation of the cyclepath which currently runs along the former Airdrie to Bathgate railway line; Authorise the acquisition and use of land for a light maintenance depot and a replacement rail served car storage yard, both at Bathgate. In connection with the works the Bill provides for the closure and/or diversion of some roads and footpaths that currently cross the former railway to avoid potential road/ rail incursions, and the construction of various ancillary works along the route as necessary to accommodate the railway. The linked improvements which form part of the project but which do not require special powers in the Bill, require the upgrading of the existing railway between Airdrie and Drumgelloch and east of the relocated Bathgate station on what is currently the Bathgate to Edinburgh line. These works include in particular: upgrading a section of existing single track through Livingston to double track renewal of existing freight line near Bathgate to passenger standard electrification of the route
Environmental Statement Page 5 re-construction of Livingston North and Uphall stations to accommodate double track bridge renewals. Some of these linked improvements may be carried out by the Promoter under its existing statutory powers and permitted development rights. However, many of the works require additional land outwith the existing operational railway where existing powers may not apply. Accordingly, the Bill contains the necessary powers for the Promoters to acquire the land and execute these works. The works at Livingston North and Uphall stations will require planning permission while listed building consent will be required for installation of overhead line equipment (OLE) on Birdsmill viaduct. 1.8 The Consultant Team To prepare the Environmental Statement to accompany the planning Private Bill, Jacobs Babtie commissioned Ironside Farrar, Environmental Consultants. Specialist input has been provided by the following consultants: Hamilton & McGregor Acoustics Division: Noise Andy Irwin Associates: Vibration Institute of Occupational Medicine: Air Quality AOC Archaeology: Cultural Heritage ECOS Countryside Services: Ecology, Biodiversity and Nature Conservation JDC Ecology: Badger Survey S J Pritchard: Bat Survey
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