Project Evaluation - Introduction

Project Evaluation - Introduction

Project Description

The M8 M73 M74 Motorway Improvements Project comprises the construction of three separately developed schemes:

  • the M8 Baillieston to Newhouse;
  • the M74 Junction 5, Raith; and
  • the M8, M73, M74 Associated Network Improvements.

The general location of the project is presented in Figure 2.

The three separate schemes were combined into a single contract for procurement purposes. The project was procured using a DBFO model and includes the delivery, management and maintenance of this section of the Central Scotland motorway and trunk road network. The project has been delivered and is being managed by the Scottish Roads Partnership (SRP), on behalf of Transport Scotland, until 2047. SRP is responsible for operation and maintenance of the trunk roads associated with the project, including winter maintenance activities, incident response services, inspections, surveys and identification and repair of defects. SRP is a consortium including Pension Infrastructure Platform, Amey, Cintra and Meridiam

The provision of a motorway standard route between Baillieston and Newhouse completes the M8 between Edinburgh and Glasgow. The project commences at Junction 10 Easterhouse with improvement works to the capacity of the existing M8 between Junction 10 and the diverge to the A89 / M73. The main alignment of the new M8 is approximately 12 kilometres in length, running from the existing Baillieston Interchange (Junction 8) at the western extent to the east of the improved Newhouse Junction (Junction 6) at the eastern extent. The motorway includes junctions, some with limited direct motorway connection, at Baillieston Interchange (M8 access to / from the east), Shawhead Junction (A725 access to / from the east), Eurocentral Junction (M8 access to / from the west), Chapelhall Junction (M8 access to / from the west) and Newhouse Junction (M8 access to / from the east). Extensive ITS measures were provided across the upgraded road network, including gantry mounted variable speed limit signs and Variable Message Signs.

In addition to the provision of the new motorway, the overall project delivered an All-Purpose Road (APR) that caters for local movements between the surrounding built up areas including Baillieston, Bargeddie, Coatbridge, Bellshill and Chapelhall and the strategic motorway network.

Figure 2: General Location Plan

The APR also caters for traffic movements that are not directly provided via the motorway junctions. It incorporates significant lengths of the existing A8 trunk road and further lengths of new build. The new sections are at the western extent between the A89 Coatbridge Road and Braehead (Cutty Sark) Railway Bridge and between Orchard Farm Railway Bridge and Eurocentral Junction. To the east of Eurocentral Junction the APR is provided as one-way links to the north and south of the M8. The project also connects with the A725 Bellshill Bypass at the new M8 Junction 7a Shawhead.

Views of the M8 motorway and A8 APR, looking eastbound from the pedestrian / cyclist overbridge located at the Showcase Leisure Complex, and eastbound (towards Eurocentral) from the pedestrian / cyclist overbridge at Carnbroe, are presented in Figure 3 and Figure 4 respectively.

Figure 3: Eastbound view of M8 & A8 APR
Figure 4: Eastbound view of A8 APR (at Carnbroe)

Local roads also affected by construction of the project include but are not limited to the A752, the B799 and the A73 which, in general, are north - south routes which connect into the remodelled junctions, in the case of the B799 and the A73, or remain in their present alignment, as is the case with the A752.

The improvement works at Raith Junction included the construction of a new length of the A725 of around 1.8 kilometres and provision of an underpass structure for the A725, with one bridge carrying the M74 and two bridges carrying the Raith roundabout. This element of the project included provision of a new link road between the B7071 and Raith roundabout, with a signalised junction at the A725 northbound off-slip. A new pedestrian / cyclist link (including bridges over the Raith roundabout to the north and south of the M74) were also provided, with a new link to the proposed National Cycle Network (NCN) 74 and signalised crossing points.

A view of the upgraded Raith Junction, specifically the underpass for A725 traffic through the junction, looking north towards Bellshill, is presented in Figure 5.

Figure 5: Northbound view of A725 Underpass at Raith Junction

The Associated Network Improvements elements of the project principally consisted of widening the existing M8, M73 and M74 carriageways by creating an additional lane at the following locations to tackle congestion at peak times:

  • eastbound carriageway of the M8 from Junction 10, Easterhouse to Junction 8, Baillieston Interchange
  • northbound and southbound carriageways of the M73 between Baillieston Interchange and Maryville Interchange;
  • northbound and southbound carriageways of the M74 from Junction 3 (Daldowie) to Junction 5 (Raith);
  • southbound carriageway of the M74 between Junction 5 (Raith) and Junction 6 (Hamilton)

Views of the M74 motorway, looking north, in the direction of Bothwell Services and Maryville Interchange and looking south, in the direction of Raith Junction, are presented in Figure 6 and Figure 7 respectively.

Figure 6: Northbound view of M74 (north of Junction 5 Raith)
Figure 7: Southbound view of M74 towards Junction 5 Raith

A view of the M73 motorway, looking northbound towards Junction 2 Baillieston and the M73 / M8 merge / diverge, is presented in Figure 8.

Figure 8: Northbound view of M73 (south of Junction 2 Baillieston)

The Associated Network Improvements also included a new slip road from the M74 Junction 3 to the northbound M73 and the modification of the two existing roundabouts at the M74 Junction 3 to a signalised junction.

A graphical representation of the improvements delivered as part of the project are presented in Figure 9.

Figure 9: Location of Improvements

Project Background

The need for the M8 Baillieston to Newhouse project was recognised for a long time, with Government commitments since 1984. A review of trunk and key principal roads by The Scottish Office in 1989 recommended the provision of full motorway standards for the A8 between Baillieston and Newhouse. The Scottish Office policies and programmes for trunk roads were updated at that time by the publication of the Roads, Traffic and Safety policy document in 1992. This stated that an urgent design study had been commissioned for the construction of a new off-line M8 between Baillieston and Newhouse, with the retention of the A8 as a high-quality collector / distributor road to serve existing and future developments.

In 1995 a Public Private Partnership scheme, known as the M8 DBFO project was progressed through a Public Local Inquiry (PLI) and the necessary land acquired through the Compulsory Purchase Order (CPO) process. In June 1997, the incoming UK administration announced a major review of improvements to the trunk road network. No statutory procedures for trunk roads were to be taken forward until a full review of Scotland’s trunk and strategic road programme had been undertaken.

A review of the assessment methods for trunk road projects was carried out, and a new appraisal methodology published in 1998, taking into account the five criteria of accessibility, economy, environmental impact, integration and safety. The results of the Strategic Roads Review were published in 1999, following which decisions on which projects should proceed were announced. These included the carrying out of a multi-modal corridor study considering the A8 between Baillieston and Newhouse, alongside other transport improvements. The Central Scotland Transport Corridor Studies (CSTCS) were carried out between 2000 and 2002.

Following submission of the final report of these studies in May 2002, the Scottish Executive published a decision paper in January 2003, which announced the decisions arising from the CSTCS. Executive Decision 3 stated: “The A8 between Baillieston and Newhouse will be upgraded to dual three-lane equivalent motorway standard, with preparatory work to start immediately for the scheme to be operational prior to 2010”.

Whilst the CSTCS was ongoing, the Executive published Scotland’s Transport – Delivering Improvements, in 2002, which indicated that road traffic was predicted to grow by 27% over the following two decades. This also stated that the Executive would strive to stabilise road traffic at 2001 levels by 2021, through investing in an integrated package of measures. These measures included modernising and improving public transport; promoting alternative modes of transport to the private car; and targeted motorway and trunk roads improvements. Further Government commitment to completing the Central Scotland motorway network was contained in A Partnership for a Better Scotland, 2003 and Scotland’s Transport Future; The Transport White Paper – June 2004.

In 2004, major maintenance work was carried out on the A8, including upgrading the pavement construction; adding a discontinuous hard shoulder; and providing a continuous concrete crash barrier along the central reserve for most of its length.

Building a Better Scotland (Infrastructure Investment Plan: Investing in the Future of Scotland), 2005 reinforced the commitments made in Scotland’s Transport Future, and key major transport infrastructure projects included more effectively linking Scotland’s motorways through the completion of the M74, M8 and M80.

A PLI was held for the M8 Baillieston to Newhouse project in July 2008 and the Reporter’s findings submitted in the autumn of 2008. The Scottish Ministers confirmed their decision to proceed to make the necessary Schemes and Orders in December 2010. A further PLI was held for the M8 / M73 / M74 Improvements project in April 2009. The Scottish Ministers confirmed their decision to proceed with the project in January 2010. A PLI was not held for the Raith project as statutory objections to the Orders were subsequently withdrawn and two non-statutory objections were set aside by virtue of the Ministerial decision to proceed with the project in January 2010.

Scotland’s National Transport Strategy, published in December 2006, identified three key issues: improved journey times and connections; reduced emissions; and improved quality, accessibility and affordability. In the case of trunk roads, the first issue to be addressed was a focus on reliable journey times in the face of anticipated traffic growth. This included tackling traffic congestion where it affected journey time reliability, through maintaining reliable and safe networks, targeted capacity enhancement and managing network demand. A key commitment in the strategy was the delivery of the capital investment programme of improvements to the trunk road network to 2012. Following from Executive Decision 3, the Scottish Executive appointed Mouchel Fairhurst Joint Venture to implement the M8 Baillieston to Newhouse project.

The made Orders (Road and CPOs) for the Raith project and the M8 / M73 / M74 Network Improvements project were published in December 2010. The General Vesting Declaration for these two projects was completed in February 2011. Certain elements of the Made Orders for the M8 Baillieston to Newhouse project were required to be affirmed by Parliament. Following submission of these to Parliament for consideration in January 2011 and publication of a notice in respect of these projects and Orders in February 2011, the Scottish Parliament voted in favour of the M8 project in March 2011. The Orders for the project were subsequently made in March 2011. The General Vesting Declaration for the M8 Baillieston to Newhouse project was completed in May 2013. Watercourse Notices for the combined project were served in June 2013.

Project Construction

Construction works on the project commenced in February 2014, continuing for over 3 years. The project was opened in phases – the upgraded Raith Junction, including the A725 underpass through the junction, opened to traffic on the 16th February 2017. The westbound carriageway of the M8, between Baillieston and Newhouse, was opened to traffic on the 23rd April 2017, with the eastbound carriageway opened to traffic a week later. The combined project, including the M8 / M73 / M74 Associated Network Improvements element of the works, was opened to traffic on 1st June 2017, with the overall project officially opened by The First Minister in August 2017.

A comparison of the predicted and actual construction programme is presented in Table 2.

Table 2: Predicted vs Actual Construction Programme

Activity

Predicted Construction Programme

Actual Construction Programme

Commencement of Works

27th January 2014

13th February 2014

Substantial Completion

Spring 2017

31st May 2017

Final Completion

16th September 2017

20th June 2019

Based on the information presented in Table 2, it can be seen that project final completion extended over a somewhat longer period than was predicted. The project was, however, fully opened to traffic on 1st June 2017. Snagging and finishing works for the project were ongoing until 20th June 2019, which was dependent on a number of factors including weather, traffic management and minimising the impact on road users.

Project Objectives

As the combined project comprises three separate elements, specific TPOs have been set for each individual section, tailored to the expected outcomes.

The TPOs of the M8 Baillieston to Newhouse element of the project were set as follows:

  • To protect the built and natural environment, especially the environment of people, in particular;
    • to reduce the adverse impact of transport on people, and this includes the protection of existing populations in all communities from the intrusive effects of traffic.
    To improve safety, in particular;

The TPOs of the A725 Raith Junction element of the project were set as follows:

  • Provide free flow for A725 traffic.
  • Relieve traffic congestion at the junction.
  • Minimise impact on environment.
  • Design to reflect Scottish Ministers' general policy on strategic traffic growth.

The TPOs of the M8 / M73 / M74 Associated Network Improvements element of the project were set as follows:

  • Relieve traffic congestion.
  • Minimise impacts on the environment.
  • Design to reflect Scottish Ministers' general policy on strategic traffic growth.
  • Optimise benefits of the M8 Baillieston to Newhouse works by improving east - west traffic movement between the M8 and M74.
  • Integrate benefits realised from other works such as the M74 Completion and the M80 Stepps to Haggs scheme.

< Previous | Contents | Next >