Appendix D - Interventions Retained after Detailed Appraisal
...
D25 - West of Scotland Strategic Rail Enhancements
This intervention supports the terminal capacity issues in Glasgow, which significantly constrain the future ability of the rail network in the West of Scotland to respond to challenges and facilitate change. This intervention supports the objectives to address rail capacity issues in central Glasgow and increase public transport access to areas of economic activity. It also assists in contributing to objectives within corridors that serve Glasgow. The detail of the strategy to address this includes some or all of the following components, recognising the opportunity for early wins and an incremental and scalable solution:
• The provision of a new city centre surface station to the east of Glasgow Central linking the rail network to the south and east of the city;
• The provision of a new city centre sub-surface station as part of a tunnel below the city centre linking the north and south rail networks; and/or
• The development of a Metro network across Glasgow comprising a mixture of conversion of heavy rail (e.g. part or all of the Cathcart Circle), lines on existing redundant infrastructure (e.g. Great Western Road / Botanic Gardens), new lines (e.g.
Clyde Waterfront) and some on-road or next-to-road sections.
Both of the new city centre station options would provide additional platform capacity in the city centre and permit crosscity services to be provided.
A Metro system could include new stations, improved service frequencies and improved access to and across central
Glasgow. The system would be rolled out on a phased basis. The operational concept for the system using proven
technology could be expanded to include a new crossing of the Clyde to around the Southern General Hospital and other lines to link areas not currently served by the heavy rail network.
Approximate cost of intervention:
£1.5bn – £3bn
Summary: Rationale for selection:
Existing Glasgow rail terminal capacity will be at capacity within the timeframe of STPR. The lack of future rail terminal capacity places a significant constraint on the provision of additional rail services to meet future growth.
The analysis has identified that previous development of the rail network in the West of Scotland has been successful in making best use of the network by implementing small scale interventions and targeting individual constraints. The issue of terminal capacity cannot be addressed in this way, meaning that a ‘step-change’ is required in order to meet predicted future demand. This ‘step-change’ will be supported by some smaller scale interventions and enabling works. Some of these may be deliverable earlier than the major component(s) and allow some interim relief to be gained.
Detailed analysis of the problems has been undertaken to understand the function of the terminal capacity issues within the wider West of Scotland context. This analysis in conjunction with the objectives has allowed the identification of three broad core elements, each of which could form the basis of the strategy to address the objectives:
• New surface station east of Glasgow Central;
• New sub-surface station between Glasgow Central and Glasgow Queen Street; and
• Development of a Metro network.
Development of these core elements has been undertaken to a level to confirm that each could provide a workable solution. This has included consideration of phasing and interaction both within and beyond the STPR period to deliver a meaningful solution. The elements identified vary in terms of cost, risk, phasing, potential benefits, delivery timescale and in the way that they address the objectives. The elements are also not exclusive, so the strategy could for example include a new city centre station and the development of certain Metro lines.
...
Appendix E - Interventions not retained after Detailed Appraisal
...
E3 - Construction of Glasgow Crossrail
This intervention supports the objectives to address rail capacity issues in central Glasgow and increase public transport access to areas of economic activity.
Glasgow Crossrail consists of a range of infrastructure measures that could be implemented in phases over time. For the purposes of this assessment, the intervention consists of the reopening of the Glasgow City Union Line over the Clyde to passenger trains, with two new spurs:
• The Strathbungo Link from Muirhouse to the City Union Line allowing trains from East Kilbride and Kilmarnock to access the City Union Line; and
• The High Street curve from the City Union Line to the North Electric Line heading west at High Street.
Additional services would be provided, such as Ayr to Edinburgh and Croy to Barrhead, with a new turnback facility at Croy.
Some services that currently operate into Central High Level would be diverted to Charing Cross via Queen Street Low Level, such as East Kilbride services, with a new turnback facility at Kelvinhaugh.
Approximate cost of intervention:
£100m - £250m
Rationale for not recommending
On balance, as a ‘stand alone’ intervention, Glasgow Crossrail performs reasonably well, however, it does not make best use of the rail network or integrate well with the menu of schemes required to satisfy the objectives of the STPR. The interventions set out in D25 (West of Scotland Strategic Rail Enhancements) offer better opportunities to enhance connectivity for the heaviest rail demand patterns in and around Glasgow, and could use elements of this intervention.
The committed improvements on the rail network between Edinburgh and Glasgow also provide a ‘step change’ in the connectivity of Glasgow Central to Edinburgh, resulting in enhanced connections for those travelling to and from the south and south west of Glasgow. This is likely to negate much of the potential benefit of Glasgow Crossrail.
