Appendix C – Interventions that are not progressed following Appraisal

Appendix C – Interventions that are not progressed following Appraisal

Please click on the intervention title for further information

Intervention ID

Title

Location

Intervention Description

Rationale for not progressing

Preferred Alternatives (if appropriate)

67

Aberdeen Airport Public Transport Interchange

Aberdeen

Co-locate Aberdeen Airport terminal and railway stations on the same site to create a public transport interchange.

The costs of this intervention are considered to be high, relative to the potential benefits achieved. Other interventions in this urban network and adjacent corridors are likely to contribute more significantly to objectives and provide greater value for money.

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

77

Edinburgh Waverley Public Transport Interchange

Edinburgh

Creation of a rail / bus / coach interchange at Edinburgh Waverley Station, requiring significant station reconstruction works.

The significant costs associated with this proposal far outweigh the benefits and as such it is not recommended for progressing.

Recent improvements at Waverley have increased the capacity and ability to accommodate cross city services. While further significant enhancements would contribute towards the objectives for Edinburgh, these would require rebuilding of the station building. Given the protected status of the station building and the costs associated with a major upgrade, this intervention has not been recommended for further analysis in favour of enhancing Haymarket Interchange.

D28 - Upgrade Edinburgh Haymarket Public Transport Interchange

114

Edinburgh Suburban Line Services

Edinburgh

Cross Edinburgh service from Livingston North to Shawfair utilising the Edinburgh South Suburban Line. This would require enhancement of the infrastructure, additional rolling stock and signalling.

Recent studies have concluded that the business case for introducing passenger services on this line is poor. This intervention uses very scarce capacity through Waverley and Haymarket and uses train paths that could be deployed more effectively for use by strategically important services.

Other interventions in this urban network or adjacent corridors, such as D6 (Using Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations), D11 ((Strategic) Park-&-Ride/Park-&-Choose Strategy) and D23 (Rail Enhancements in the East of Scotland) give similar benefits and are more cost effective.

D6 - Using Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

D23 - Rail Enhancements in the East of Scotland

51

Lengthen Trains and Platforms in Strathclyde

Glasgow

This would involve the introduction of longer trains across the Strathclyde area. The introduction of longer trains would necessitate the lengthening of platforms at stations within this area, additional rolling stock and capacity enhancements at Glasgow Queen Street and Glasgow Central.

The lengthening of platforms across the entire region would be costly and in some cases would not be required to accommodate the predicted demand for travel by rail. A more focused intervention aimed at platform lengthening on the most congested routes is considered to be more appropriate and is therefore taken forward, as part of Interventions D8 (Enhancing Rail System Capacity through Targeted Improvements) and D27 (Rail Enhancements between Inverclyde/Ayrshire and Glasgow).

D25 – Addressing Rail Terminal Capacity in Glasgow

D27 - Rail Enhancements between Inverclyde/Ayrshire and Glasgow

D8 - Enhancing Rail System Capacity through Targeted improvements

126

Rail Infrastructure and Service Enhancements on the Far North Line

Corridor 1

Improvements on the existing railway line between Inverness and Wick/Thurso to improve line speeds, reduce journey times and increase service frequencies. This would involve a new Dornoch Crossing, new rolling stock, better quality track, dynamic loops and improved signalling.

The costs of this intervention are excessive in comparison to the likely benefits. Although this intervention would contribute to the objectives of improving accessibility to public transport, it would not provide good value for money.

Selected improvements could be taken forward as part of Intervention D8 (Enhancing Rail System Capacity through Targeted Improvements).

D8 - Enhancing Rail System Capacity through targeted Improvements

8

Upgrade the A96 to Dual Carriageway between Inverness and Aberdeen

Corridor 4

Upgrade the existing single carriageway A96 to dual carriageway along the entire length between Aberdeen and Inverness, with bypasses around the towns of Nairn, Keith and Elgin.

Partial dualling of the A96, with a series of complementary measures (Interventions D16 (Upgrade A96 to Dual Carriageway between Inverness and Nairn) and D24 (Targeted Road Congestion / Environmental Relief Schemes)), are more likely to address the strategic objectives in a cost effective manner.

Based on the flow profiles and composition of traffic along the length of the corridor, the dualling of the entire route would not provide value for money. Dualling the A96 could also have significant adverse impacts on water and landscape and a slight adverse impact on noise.

D3 - Targeted Programme of Measures to Reduce Accident Severity

D16 - Upgrade A96 to Dual Carriageway between Inverness and Nairn

D24 - Targeted Road Congestion / Environmental Relief Schemes

152

Express Coach Service Facilities between Aberdeen and Inverness

Corridor 4

Facilities along the corridor to support an express coach service between Aberdeen and Inverness. This would include high quality waiting facilities, real time passenger information, integration with rail and local bus services, bus priority measures and bus lanes

.

While this intervention would provide some improvements to public transport competitiveness in the corridor, more significant benefits could be delivered for longer distance trips through the alternative public transport interventions being considered by the STPR.

(D11) - Strategic Park-&-Ride/Park-&-Choose Strategy

D17 - Rail Enhancements between Aberdeen and Inverness

167

Roll On-Roll Off Rail Freight Enhancements between Mossend, Grangemouth and Aberdeen/Inverness via Perth

Corridor 5

A full upgrade of the route between the Central Belt, Aberdeen and Inverness to allow roll-on/roll-off freight trains to operate. This would require; extensive works to increase the loading gauge to enable a greater number of trains to operate; signalling improvements to allow for bi-directional running and 24 hour access to the route; new facilities in the Central Belt, Perth, Aberdeen and in Inverness to allow lorries to drive on and off; and new trains to carry lorries. It may also be necessary to electrify the route to allow services to be operated by electric locomotives.

The infrastructure enhancements required to achieve the necessary clearances are likely to be significant and would require extensive station modifications. Costs are estimated to be very high and these are likely to outweigh any benefits associated with the intervention.

On the Highland Mainline route, the required improvements to infrastructure could also result in an adverse environmental impact.

D18 - Rail Enhancements between Aberdeen and the Central Belt

D15 - Rail Enhancements on the Highland Mainline between Perth and Inverness

23

Upgrade of M80 Junction 1/M8 Junction 13

Corridor 9

Upgrading the merge between the M80 and M8 in Glasgow to improve the operation of the junction. This would involve the reconfiguration of the merges to reduce conflict between vehicles on the M8 and M80 motorways.

The costs involved in this intervention far outweigh the likely economic benefits gained in reducing congestion and improving journey times. In addition, there are potentially significant technical constraints, due to the relative position of adjacent junctions and the urban form, that are likely to impact on the ability to deliver this intervention. Furthermore, the motorway network would be better managed by taking forward Intervention D6 (Using Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations).

D6 - Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations

17

Lengthen Trains and Platforms Between Edinburgh and Dunblane

Corridor 10

Lengthen trains and platforms to provide more capacity per train between Edinburgh and Dunblane.

While this intervention would provide some improvements to public transport competitiveness in the corridor, more significant benefits would result through Intervention D8 (Enhancing Rail System Capacity through Targeted Improvements).

D22 - Edinburgh to Glasgow Rail Improvements Programme

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

D8 - Enhancing Rail System

Capacity through Targeted

Improvements

32

New Light Rapid Transit Line between Edinburgh and Livingston

Corridor 13

Extension of Edinburgh Tram from Gogar to Livingston, with a loop around Livingston serving both railway stations.

The costs of this intervention are considered excessive compared to alternative interventions such as D23 (Rail Enhancements in the East of Scotland), D6 (Using Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations) and D11 (Strategic Park-&-Ride/Park-&-Choose Strategy).

D23 - Rail Service Enhancements in the East of Scotland

D6 - Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

172

New Road Link between M8 and M74

Corridor 13

Corridor 19

New dual carriageway link road between the M74 at Junction 12 and the M8 at Junction 4.

This new road alignment would have a major negative environmental impact as it is a largely greenfield route, extending over 40km. In addition, the cost of the intervention, estimated at £500m to £1bn, would far outweigh any benefits generated.

 

69

Cross Forth Ferry Facilities

Corridor 14

Provision of facilities at Newhaven (for Leith) and at Burntisland and Kirkcaldy in Fife for a fast ferry or hovercraft service across the Firth of Forth.

This intervention is unlikely to provide a significant impact at a strategic level in encouraging modal shift, particularly when compared to other potential interventions. These other interventions include D11 ((Strategic) Park-&-Ride/Park-&-Choose Strategy), D18 (Rail Enhancements between Aberdeen and the Central Belt), D23 (Rail Service Enhancements in the East of Scotland) and D30 (Light Rapid Transit connections between Fife and Edinburgh). It may however address local and regional objectives.

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

D18 - Rail Enhancements between Aberdeen and the Central Belt

D23 - Rail Enhancements in the East of Scotland

D30 – Light Rapid Transit connections between Fife and Edinburgh

108

New Rail Connections in Fife

Corridor 14

New passenger (rail) lines to serve St Andrews, Levenmouth and Glenrothes town centre, connecting to the existing East Coast Mainline. This would require new track, signalling, rolling stock and construction of stations.

Planned bus link improvements would provide a more cost effective and affordable alternative to a heavy rail line connection to St Andrews.

Initial appraisal has indicated that benefits of the connections to Levenmouth are considered to be focused at the local and regional level. In light of further appraisal this intervention would not contribute significantly towards the strategic objectives.

Improvements to Markinch Station and associated bus services to Glenrothes would provide a more effective public transport connection between Glenrothes and the strategic rail network.

In summary, other Public Transport interventions in this corridor are more likely to contribute towards the strategic objective of improving connections between and to Edinburgh/Dundee, such as D23 (Rail Enhancements in the East of Scotland), D30 (Light Rapid Transit connections between Edinburgh and Fife) and D11 ((Strategic) Park-&-Ride/Park-&-Choose Strategy).

D23 - Rail Enhancements in the East of Scotland

D30 - Light Rapid Transit Line connections between Edinburgh and Fife

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

165

Double-deck trains between Glasgow and the Ayrshire Coast

Corridor 15

Upgrading of rail infrastructure to support double-deck trains operating between Glasgow and the Ayrshire Coast.

This intervention would require significant infrastructure works associated with platform enhancements and bridge clearances. There would be significant operational impacts at Glasgow Central where approaches and platforms are likely to require realignment. There would be inefficiencies due to the lack of interoperability between routes across Glasgow and this could restrict the future-proofing of rail network improvements.

D27 - Rail Enhancements between Inverclyde/Ayrshire and Glasgow

166

Double-deck trains between Glasgow and Kilmarnock

Corridor 15

Upgrading of rail infrastructure to support double-deck trains operating between Glasgow and Kilmarnock.

This intervention would require significant infrastructure works associated with platform enhancements and bridge clearances. There would be significant operational impacts at Glasgow Central where approaches and platforms are likely to require realignment. There would be inefficiencies due to the lack of interoperability between routes across Glasgow and this could restrict the future-proofing of rail network improvements.

D27 - Rail Enhancements between Inverclyde/Ayrshire and Glasgow

90

New Bypass Around Greenock

Corridor 17

A new bypass around Greenock and Port Glasgow.

Although this intervention would deliver improved connections to Greenock Port, it would not contribute significantly towards the public transport objectives on this corridor when compared to other alternatives. The intervention does contribute towards some STPR objectives, however in light of further appraisal, other interventions provide similar or better benefits for a better value for money.

More focused improvements to the road network at key junctions on the A8 are likely to provide greater value for money.

D27 - Rail Enhancements between Inverclyde/Ayrshire and Glasgow

D6 - Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations

135

New Rail Line between Wemyss Bay and Largs

Corridor 17

Construction of a new direct rail link between Wemyss Bay and Largs.

The benefits of this intervention, at a strategic level, are considered to be relatively small as this only provides a small increase in capacity. Alternative rail-based interventions are more likely to contribute to the objective of increasing capacity and reducing journey times between Glasgow and Inverclyde/Ayrshire and would represent a better solution in terms of value for money.

D27 - Rail Enhancements between Inverclyde/Ayrshire and Glasgow

150

Roll-On Roll-off Rail Freight Enhancements between Glasgow and the Border via Lockerbie/Dumfries

Corridor 18

A full upgrade of the route between the Central Belt and the border via Lockerbie/Dumfries to allow roll-on/roll-off freight trains to operate. This would allow standard lorries to drive on to a freight train at one end and drive off at the other, similar to the trains used in the Channel Tunnel.

This intervention would require extensive works to increase the loading gauge, increase the route availability and allow for an increase in the number of trains operating, and signalling improvements to allow for bi-directional running. In light of further appraisal, it was found that this intervention would require similar improvements and operational enhancements south of the border to have a significant impact.

Other interventions aimed at providing more competitive rail freight opportunities in this corridor are considered to be a more effective alternative, providing a better value for money.

D29 - Enhancements to Rail Freight between Glasgow and the Border via West Coast Main Line

80

New Tram Line from Edinburgh to Haddington

Corridor 20

Extension of Edinburgh Tram or alternative light rapid transit system from Edinburgh to Haddington via Portobello, Musselburgh and Tranent. This would require construction of light rail infrastructure, additional rolling stock and station enhancements.

The costs of this intervention would be excessive relative to the potential benefits. Other interventions in this corridor and in Edinburgh are therefore likely to contribute more significantly to meeting the objectives and provide greater value for money.

D23 - Rail Enhancements in the East of Scotland

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

83

New Rail Line from the East Coast Mainline between Longniddry and Haddington

Corridor 20

Reopened branch line from Longniddry to Haddington, with a service to west Edinburgh (e.g., Edinburgh Park or South Gyle and beyond to Livingston, Glasgow, Stirling or Fife). This is likely to require some capacity enhancements at the east end of Waverley. This intervention may include an extension of services currently terminating at Waverley from the west.

The costs of this intervention would be excessive relative to the potential benefits. Other interventions in this corridor and in Edinburgh, such as D23 (Rail Enhancements in the East of Scotland), are therefore expected to contribute more significantly to meeting the objectives and provide greater value for money.

D23 - Rail Enhancements in the East of Scotland

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

120

New Rail Line from the Borders Rail Link at Eskbank to Penicuik

Corridor 20

Heavy rail branch line from the Borders Rail Link at Eskbank to Penicuik, using the existing disused alignment past Rosewell and Auchendinny where possible.

The costs of this intervention would be excessive relative to the potential benefits. Other interventions in this corridor and in Edinburgh are therefore likely to contribute more significantly to the objectives and provide greater value for money.

D23 - Rail Enhancements in the East of Scotland

D11 – (Strategic) Park-&-Ride/Park-&-Choose Strategy

130

Rail Freight Enhancements between Glasgow and the Border via Dumfries

Corridor 18

The intervention would include an increase in the number of freight paths on the Glasgow and South Western line between Glasgow and the border by measures such as:

  • lengthening of loops;
  • removal of speed limits that are below 75mph for freight trains; and
  • increasing the loading gauge on the route.

This would require extensive works to increase the loading gauge, the route availability, the number of trains operating and signalling improvements to allow for bi-directional running. In light of further appraisal, it was found that this intervention would require similar improvements and operational enhancements south of the border to have a significant impact.

Other interventions aimed at providing more competitive rail freight opportunities in this corridor are considered to be a more effective alternative in terms of cost and benefits.

D29 - Enhancements to Rail freight between Glasgow and the Border via West Coast Main Line

174

Roll-On Roll-Off Rail Freight Enhancements between Stranraer, Kilmarnock and the Border

Corridor 16

A full upgrade of the route between Stranraer and the border via Kilmarnock to allow roll-on/roll-off freight trains to operate. This would allow standard lorries to drive on to a freight train at one end and drive off at the other, similar to the trains used in the Channel Tunnel.

This would require extensive works to increase the loading gauge, the route availability, the number of trains operating and signalling improvements to allow for full bi-directional running along the route. In light of further appraisal, it was found that this intervention would require similar improvements and operational enhancements south of the border to have a significant impact.

Low floor wagons should be considered as a possible option, however this would require operation from the ScotRail Franchise.

Intervention D29 (Enhancements to Rail freight between Glasgow and the Border via West Coast Main Line), aimed at providing more competitive rail freight opportunities in this corridor are considered to be more effective alternatives.

D4 – Targeted Programme of Measures to improve the Trans European Network linkage to Loch Ryan port facilities

D29 - Enhancements to Rail freight between Glasgow and the Border via West Coast Main Line