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1. A1 HADDINGTON TO DUNBAR - DRAFT ORDER SCHEME
The Place of the Scheme in the Network
The A1 is the second-most important cross border route linking central Scotland with northern England. Because of its coastal position, it serves as the all-weather route between Scotland and England. The A1 also links East Lothian and the east Scottish Borders to central Scotland and English markets, to tertiary health, education and employment centres and to strategic surface and non-surface transport facilities.
The existing road is single two-lane carriageway. Operational problems include the formation of queues of vehicles (platooning) due to the high proportion of HGVs on the route (22% or approximately twice the national average). The alignment at Pencraighill, immediately west of East Linton, increases platooning.
A number of A1 Route Action Plan dualling schemes to improve the safety and operational characteristics of the route have been completed or developed to an advanced stage. The A1 Haddington to Dunbar improvement would replace a significant length of stressed historically aligned single carriageway road and extends the existing Edinburgh - Haddington section of dual 2-lane carriageway eastwards to Thistly Cross on the west side of Dunbar.
Following implementation of measures within the A1 Route Action Plan the accident rate and severity ratio over the section to be improved has dropped in line with the national average. Provision of 'near motorway' dual carriageway standards can be expected to reduce the accident and severity rate further.
Route Alignment
The proposed scheme is a dual two lane 'near motorway' special road running parallel to and immediately south of the existing A1 except where it swings to the southeast to cross the River Tyne on a new bridge at East Linton. The location of the bridge has been chosen to avoid an historic monument and to minimise visual intrusion. The location, form of the bridge and landscaping has received the endorsement of the Royal Fine Arts Commission for Scotland. Grade separated junctions will be provided at Monksmuir and Phantassie to serve East Linton. The existing road will be retained as a collector/distributor for local access including improved facilities for cyclists and walkers.
Status of Route Development14
The scheme has been the subject of a public local inquiry. The objections which gave rise to the public local inquiry were largely to matters of detail and not to the scheme in principle. A decision letter has not yet been issued.
2. A1 HADDINGTON TO DUNBAR - EXPRESSWAY OPTION
This option is a variation of the published Haddington to Dunbar scheme. The alignment is identical to the published scheme including the terminal junctions at Haddington East and Thistly Cross, west of Dunbar. The difference comes in the omission of the half diamond grade separated junctions at Monksmuir and Phantassie serving East Linton.
The deletion of the two junctions removes direct access from East Linton to the new road. Local traffic thus has to use the former A1. While the traffic relief to the existing road would still be significant, it would not be as large as that provided by the published scheme and improvements for cyclists and walkers would have a reduced effect.
In addition to the removal of the slip roads at Monksmuir and Phantassie, alternative arrangements would have to be made to accommodate the side roads and accesses which would have used these two junctions to cross the new road.
Removal of the slips at Phantassie would give a little more flexibility with the vertical profile in the area which could be used to reduce the environmental impact locally at the south edge of East Linton. The omission of the junction would be a major environmental improvement as would the removal of the Traprain Road diversion which would reduce the rock cut in the area.
Status of Route Development
Public reaction to this option has not been tested by publication of draft orders. A public local inquiry would almost certainly be required.
3. A68 DALKEITH NORTHERN BYPASS
The Place of the Scheme in the Network
The A68 trunk road connects Edinburgh with the Border towns, NE England, the M6 and Carlisle. It passes through the centre of Dalkeith where the conflict of trunk and local traffic causes congestion and delay and is detrimental to the environmental quality of the historic town centre. There are traffic signals, pedestrian crossings and numerous local road junctions and frontage accesses.
Midlothian Council has plans to improve the environment of the centre of the town by implementing pedestrianisation and redevelopment which requires the removal of the through traffic. The Local Authority also has significant development aspirations for the northern side of the town which depend on the bypass in some form.
Traffic growth on the A68 in recent years has outstripped national high growth. The predicted traffic flow on the bypass is at the lower end of the guidance flow for dual carriageway.
Route Alignment
The scheme would be a dual two-lane carriageway with 1.0m hard strips. It would start at the Edinburgh City Bypass approximately midway between the A1 junction at Old Craighall and the Sheriffhall Roundabout. It would run west across the River Esk and the less formalised part of Dalkeith Park Estate, crossing it at its narrowest point, to a grade separated junction at Salters Road (Salters Road over A68). West of Salters Road the route would continue, terminating in a grade separated junction with the existing A68 at Fordel Mains, to the south of Dalkeith. In all there would be 12 structures with the major one being the crossing of the River Esk.
Status of Route Development
The bypass was first promoted as a single carriageway with a climbing lane on the southern section, and later, following a decision to detrunk the parallel A7 between Edinburgh and the Melrose Bypass, as a dual carriageway. Both options have been successful at a public local inquiry. Only marginal additional land is required for the dualling option beyond that which is already in the ownership of the Secretary of State.
Orders have been confirmed for the scheme but not for the new side road orders and compulsory purchase order required for the dual option. This however is purely administrative and there is nothing which stands in the way of confirmation of the dualling orders (a decision letter has been issued). The land has been acquired for the single carriageway scheme.
4. A78 BYPASS OF ARDROSSAN, SALTCOATS AND STEVENSTON
The Place of the Scheme in the Network
The existing A78 is a single carriageway road that splits residential areas from the town centres resulting in accidents, noise, pollution, visual intrusion and community severance.
Existing traffic flows exceed the capacity of the road and its junctions resulting in delays and congestion and poor access to developments. Conditions for pedestrians and cyclists are poor with conflicts between pedestrian flows and trunk road traffic inevitable due to the position of the road between housing and community facilities.
The three towns form the North Ayrshire Priority Partnership Area and suffer above average unemployment and associated social exclusion problems. Ardrossan is the ferry port for Arran and the three towns are served by a rail route to Glasgow.
Route Alignment
The proposed bypass would be a dual carriageway with two lanes in each direction, with roundabouts are each end and at two intermediate junctions and would extend the existing dual carriageway from Irvine northwards around the three towns. This would remove the congestion for both local and strategic traffic, reduce accidents, reduce noise and pollution in the three towns, reduce community severance and improve conditions for pedestrians and cyclists in the three towns. Access to development sites would be improved.
Status of Route Development
The proposed bypass has been through the three normal stages of assessment. Draft orders for the proposed bypass have been published, but objections are still outstanding. A Compulsory Purchase Order is yet to be published. It is likely that a public local inquiry would be required.
5. A8000 FORTH ROAD BRIDGE TO M8/M9 SPUR
The Place of the Scheme in the Network
An on-line dualling scheme was published in draft in March 1997 as part of the southern Bridgehead Improvements. This was subsequently abandoned, and the off-line solution agreed with all members of the Forth Transport Infrastructure Partnership (Scottish Executive, the City of Edinburgh, Fife and West Lothian Councils and the Forth Road Bridge Joint Board).
The existing A8000 provides the strategic link from the Forth Road Bridge to the central Scotland motorway network and the Edinburgh City Bypass. It is a 7.3m wide single carriageway with a footpath on the west side and currently carries 29,000 vehicles/day of which 10% are HGVs and 95% through traffic. The queues of traffic are caused by lack of capacity at Echline Roundabout.
Route Alignment
The spur from the M9 is dual two-lane motorway and would be extended for 2.8km to the existing A90. The extension would be built to full motorway standard and the existing connections to the A8000 would be severed by removing the roundabout at Humbie and carrying the motorway over the local road. The proposed new road stays close to the railway line passing in deep cutting under the existing road which currently provides access to the Royal Elizabeth Yard. It would then connect via a free flow junction into the existing A90. Motorway regulations would apply from there. The westbound lane of the A90 from Barnton would be redirected and taken over the new motorway. There would be no provision for eastbound movements towards Edinburgh.
If the proposed road is built, all traffic from the bridge heading from the M9 and Newbridge would no longer have to use Echline Roundabout. The existing A8000 would cater for local traffic between Kirkliston and South Queensferry. Traffic flow would be reduced from a projected 33,500 vehicles per day in the opening year to some 1200. The removal of the roundabout north of Kirkliston would reduce rat running through the village and as part of the scheme £0.5m would be spent on traffic calming in Kirkliston itself.
Status of Route Development
Scheme development has not progressed beyond Stage 1, although the road geometry has been developed further. The environmental assessment has used the baseline studies carried out for the Setting Forth project.
6. A830 ARISAIG TO KINSADEL
The Place of the Scheme in the Network
The A830 connects Fort William and Mallaig and forms the principal access to the west of Loch Linnhe. Beyond Lochailort it is the only road access to Arisaig, Morar and Mallaig with its ferry connections to Barra, South Uist and Skye.
The existing road is predominately single track with passing places at intervals. Its vertical and horizontal alignment is extremely poor with very short forward visibility. Traffic volumes are low but there is a wide seasonal variation and tourist traffic in the summer months can cause congestion and delay.
Route Alignment
The scheme comprises the replacement of 10km of existing single track road with a two-lane carriageway 6.0m wide with two 1.0m hardstrips over a length of 7km on a new offline alignment.
The selected route balances function, environment and economics, consistent with the 'Fitting Roads Approach'. It would tie into the existing road south of Arisaig and climb in a narrow corridor between the West Highland Railway and the existing A830 through Arisaig Village to Kinloid. Access to Arisaig and Kinloid would be maintained by provision of side road junctions. After cutting through Achraig Knoll the route would cross Mointeach Mhor and bridge the Allt cam Carach, before climbing to a summit in the upland ridges to the north. It would then descend to Kinsadel through a major rock cut at the wooded Kinsadel Ridge and join the Morar Bypass south of the Morar Bridge. Side road junctions would be provided at Back of Keppoch and Kinsadel.
The existing road would be retained as an alternative coastal route.
Status of Route Development
A Public Local Inquiry has been held into the draft road orders and Compulsory Purchase Orders and a report issued by SOIRU recommending the orders be made. No Decision Letter has issued.
7. A876 KINCARDINE BRIDGE
The Place of the Scheme in the Network
Kincardine is a village of about 3000 people on the north bank of the Forth. Roads from Alloa and Fife feeding traffic onto the bridge at Kincardine cut the village into three, resulting in accidents, community severance, noise, visual intrusion and pollution. Conditions are very difficult for residents of the Conservation Area as the bridge approach is close to properties and passes them at or above first floor level.
The bridge at Kincardine is 60 years old and of historic importance, but the southern approach viaduct has been propped for 6 years due to the concerns over its carrying capacity. Kincardine Bridge is of local, regional and strategic importance as it is the diversion route for high-sided goods vehicles from the Forth Road Bridge during bad weather. Reconstruction of the southern approach viaduct without an alternative crossing close to the existing potentially would have significant adverse impacts on the local economy.
Traffic flows on the bridge exceed the capacity of the roundabout on the north approach to the bridge in the village of Kincardine resulting in congestion and associated environmental damage in Kincardine due to queuing vehicles. The limited traffic capacity and the doubts over the condition of the existing bridge are considered to be a restriction on the development of West Fife and of Clackmannan.
The local ecology at Kincardine is very sensitive. The Forth Estuary at Kincardine is a bird feeding ground of international importance. There is a Site of Special Scientific Interest adjoining the existing bridge on the south bank of the Forth and all the mud flats and inter-tidal areas on both sides of the Forth at Kincardine are a prospective Special Protection Area in accordance with the European Directive protecting the habitat of wild birds.
Route Alignment
The proposed improvement would provide a new single carriageway crossing upstream of the existing as far from the sensitive bird feeding grounds as practicable. Traffic would be diverted to this crossing from the existing and the existing crossing refurbished and an eastern bypass of Kincardine built. Once the refurbishment was completed the new crossing would take the Alloa traffic away from the village and the existing bridge and eastern bypass would take the Fife traffic away from the village. The only traffic remaining in the village would be local traffic and a moderate amount of traffic travelling between Alloa and Rosyth.
Status of Route Development
The proposal has been through the first two standard stages of route option assessment. This alignment was announced as the preferred option in November 1998. Consultants to take forward the third stage of detailed assessment will be appointed shortly.
8 A9 HELMSDALE TO ORD OF CAITHNESS
The Place of the Scheme in the Network
The A9 north of Helmsdale serves Wick and the ferry port at Scrabster near Thurso. Due to the service restrictions imposed by the terrain, the present route has very poor horizontal and vertical alignment. The road is a narrow single carriageway and at the crossing of the burns the existing bends are extremely tight. Lorries generally require the full width of the road in both directions and can require to shunt backwards and forwards to make these turns.
Traffic levels on the road are low and few pedestrians or cyclists use this length of road. Despite the low traffic flows the route can be stressful for drivers due to very poor alignment. Conditions in winter can be very severe.
Route Alignment
The proposed improvement would be a single carriageway, but would remove the tortuous alignment allowing heavy goods vehicles to negotiate the road normally. This would involve new bridges and culverts at the crossings of the burns resulting in an estimated cost of £11.4 million.
Status of Route Development
The proposal has been through all 3 stages of standard assessment and draft road orders are available for publication.
9. A90 BALMEDIE TO TIPPERTY
The Place of the Scheme in the Network
With the exception of the Aberdeen urban area, the existing A90 between Balmedie and Tipperty immediately to the north of Aberdeen is now the only single carriageway section of the A90 trunk road between Dundee and Ellon. It is a key part of the route from Aberdeen northwards to Ellon and onwards to the major ports of Peterhead and Fraserburgh. There is also a significant movement of traffic between Aberdeen and Newburgh via the A975.
The existing road is sub standard vertically and horizontally with high average traffic speeds and high traffic flows. Overtaking opportunities are very limited and the accident rate is slightly higher than the national average for this type of road. There are two main and 14 minor at grade side road junctions, plus numerous direct frontage accesses from individual properties on to the road. There is a primary school at Foveran adjacent to the trunk road.
Route Alignment
The new route would be an off-line dual two-lane carriageway with 1.0m hard strips. Grade separated junctions would be provided at Balmedie (B977), Rashierieve (A975) and Fountainbleau (B9000). Due to the geometry of the existing road, an on-line option is not practical. The existing road would be retained as a collector/distributor.
The main environmental constraints are prominent ridges and knolls, agricultural land, residential properties, including Orrock House (a listed building of national importance) and other heritage sites.
Status of Route Development
Draft orders were published in December 1996 and a number of objections have been received. A public local inquiry would be necessary. The south junction at Balmedie would require to be reassessed due to representations from the farmers and from local residents. Access to isolated properties at the north end would also have to be addressed.
10. A92 PRESTON TO BALFARG
The Place of the Scheme in the Network
The scheme is part of the A92 between the M90 Edinburgh to Perth motorway and NE Fife ultimately connecting to the Tay Bridge and Dundee. It lies along the eastern edge of Glenrothes, a significant traffic origin/destination.
The existing road is 3km of single carriageway linking dual carriageway sections on either side. It is substandard vertically, horizontally and in terms of sight distance. Traffic flows (16,000 vehicles per day) exceed normal design flows (13,000 vehicles per day) for this section of the route and delays and congestion are experienced at the junctions on the road, which are either at grade or roundabouts. The accident rate is approximately twice the national average for this type of road and the severity ratio is also well in excess of the national average.
Route Alignment
The scheme would replace the existing substandard carriageway. This would be dual two-lane with 1.0m hard strips. There would be grade separated interchanges at Preston and Balfarg and minor junctions on to the trunk road would be eliminated. The existing A92 would remain as a collector/distributor road.
The road corridor is both sensitive and restricted. The proposal's main environmental effects would be on the River Leven where a major new bridge would be constructed and on Balbirnie Hill where a significant cutting would be required.
Status of Route Development
Draft orders for the scheme were republished in July 1996. Should the published scheme proceed, a public local inquiry is likely to be required.
11. A96 FOCHABERS/MOSSTODLOCH BYPASS
The Place of the Scheme in the Network
The A96 connects Inverness and Aberdeen and passes through the villages of Fochabers and Mosstodloch approximately 70km east of Inverness. It forms the main street of Fochabers which is congested due to conflict between the significant volume of through and local traffic which includes parked and delivery vehicles. The noise of traffic, fumes, congestion and numerous minor accidents lead to a general loss of amenity with the village centre. Within Mosstodloch perceived road safety problems relate to the increased severity of accidents due to the tendency for excessive speed in the village.
Traffic flows are around 12,000 vehicles per day west of Mosstodloch with a fairly even split of traffic between the A96 and A98 east of Fochabers. Baxters of Speyside is a major tourist facility and attracts in excess of 200,000 visitors a year.
Route Alignment
The proposed scheme comprises a 5km off-line bypass of both villages using wide single carriageway.
From the A96 Dramlachs climbing lane to the east of Fochabers the bypass would run north behind Christies of Fochabers to a new roundabout on the A98. The route would then traverse the edge of the Gordon Castle Estate _ a historic designed landscape _ generally in cutting before crossing the River Spey using the existing bridge which would be widened. From a new roundabout adjacent to Baxters Visitor Centre the route would swing south away from Mosstodloch following the line of a disused railway before curving north to cross the existing road at the west of Mosstodloch and tying into the existing road in the vicinity of Cowfords.
Side roads connections using roundabouts are proposed to Rothes Road, Mosstodloch and Baxters, Fochabers/Spey Bay and the A98. A remote cycleway/footpath for use by non motorised users would be provided linking Fochabers and Mosstodloch, with an underpass adjacent to Baxters.
Status of Route Development
Stage 2 of scheme development has been completed and Stage 3 is well advanced.
12. A96 KEITH BYPASS
The Place of the Scheme in the Network
The A96 connects Inverness and Aberdeen and passes through the town of Keith. It does not form the main shopping street but is affected by the high number of direct assesses including the local primary school.
Traffic flows are around 7,000 vehicles per day either side of Keith although this doubles within the town due to local traffic using the trunk road. Keith is a confluence of several radial routes to local centres.
Route Alignment
The scheme would comprise a 4.4km off-line single carriageway bypass to the south of Keith incorporating climbing lanes and two long multi-span viaducts crossing the Aberdeen-Inverness Railway/A95 and the River Isla Valley. Starting some 2km northwest of the town at the junction with the B9016 the road would cross the valley then swing left into cutting close to Crooksmill and Burnside Farm. It would then cross the railway and the A95 on a 1.3km straight passing through Keith Golf Course until a right turn close to the Toll House on the B9014, where a roundabout is proposed. It would then follow the line of the settlement boundary before crossing the Dufftown Railway and River Isla. Cutting past the Den the road would tie into the existing A96 adjacent to the showground with a junction serving the southeast corner of Keith.
Status of Route Development
A public local inquiry has been held and Decision Letter issued stating that as the scheme would not proceed in the foreseeable future the Compulsory Purchase Order would be allowed to lapse but the road orders would be made in order to protect the line from development. The road orders have not yet been made.
13. A985 ROSYTH BYPASS
The Place of the Scheme in the Network
Following on from the feasibility studies for the Setting Forth Project, Fife Council were asked to carry out a full assessment of Rosyth Bypass and subsequently to prepare draft Orders.
The existing A985 forms part of the trunk link to Kincardine Bridge. The eastern end passes through Rosyth. It carries 18,000 vehicles per day, 11% are HGVs and 70% through traffic. The high traffic flows result in a poor accident record in Rosyth and air quality/noise problems. High flows create community severance and cause conflict with local users, pedestrians etc.
The scheme would reduce the traffic through Rosyth by some 75% with major improvements to accidents, noise and emissions. It would significantly improve conditions for pedestrians in the town and allows improvements in the provision and usage of buses. It might attract traffic from the A994 through Crossford and Cairneyhill, benefiting these communities. The new route would also provide a key spur to the M90 from the area to the south of Dunfermline.
Route Alignment
The existing A823(M) motorway spur from the M90 terminates at present at Pitreavie Roundabout. The spur would be extended westwards for 3.3km as a two lane all purpose dual carriageway passing under a reconstructed grade separated Pitreavie Roundabout.
The road would then pass under the Fife circle railway line. An underbridge solution has been chosen as this would significantly reduce environmental impact. Grange Road would be carried over the bypass on an overbridge and this would be followed by a farm access bridge at Blackhall to minimise severance to Blackhall Farm. The final structure would be a pedestrian footbridge at Bellhills to prevent severance of an existing right of way.
An at grade roundabout on the B9156 Limekilns Road would provide a safe transition from dual to single carriageway with the tie-in back to the existing A985 consisting of 600m of 7.3m wide single carriageway with metre strips.
Status of Route Development
Stage 3 of scheme development has been completed and draft Orders and an Environmental Statement were published in March 1997.
14. M74 FULLARTON ROAD - KINGSTON BRIDGE
The Place of the Scheme in the Network
The strategic route through Glasgow from the City of Glasgow, the West Coast, Glasgow Airport and Clydeport to central and eastern Scotland is the M8. This is heavily congested for much of the working day where it runs alongside the north and west flanks of the City Centre and is likely to become significantly more congested as traffic is prevented from driving across the city centre following traffic restraint measures proposed by the City of Glasgow Council. Existing streets in southern Glasgow are all-purpose with pedestrians, cyclists and public transport vehicles sharing congested road space with cars and heavy lorries. Access for development sites and employment sites in inner south Glasgow is poor.
There are significant areas of contaminated land along the line of the proposed scheme that are a result of previous chemical works dumping chromium waste over a large area.
Route Alignment
The M74 Northern Extension would be a motorway varying in width between 3 and 4 lanes in each direction from the termination of the existing M74 at Fullarton Road Junction to a junction with the M8 at the south of Kingston Bridge. There would be full junctions at Cathcart Road, Rutherglen Road, Cambuslang Road and Fullarton Road. The junction with the M8 near Kingston Bridge would be for M8 traffic to or from the west and for local traffic. There would be a junction at Polmadie Road for traffic to and from the east.
Status of Route Development
The M74 Northern Extension is a local authority scheme, an earlier version of which was taken through planning permission by the then Strathclyde Regional Council and has been inherited within their geographic areas by Glasgow City Council and South Lanarkshire Council. The Special Road Schemes and a compulsory purchase order for that earlier scheme were lodged by Strathclyde Regional Council with the Secretary of State for his consideration. Orders would be needed to be completed to connect the scheme to the existing M74 at Fullarton Road.
15. M77 FENWICK TO MALLETSHEUGH
The Place of the Scheme in the Network
The A77/M77 links Kilmarnock and Ayr with Glasgow and the rest of Central and Eastern Scotland. Between the end of the Kilmarnock Bypass just to the south of Fenwick and the southern end of the M77 Ayr Road Route at Malletsheugh, the A77 is a single carriageway all purpose road without footways, providing for both local and strategic traffic as well as direct access to farms and two golf courses. The southern section of the road has two lanes in each direction, whilst the northern section is reduced to one lane in each direction for road safety reasons.
Traffic flows on the A77 are high and have grown quickly following the opening of the Ayr Road Route. The northern section has been reduced to a single lane in each direction causing significant congestion during peak hours. The road has a high accident rate with a high proportion of serious and fatal accidents. The A77 is daunting for both cyclists and pedestrians and is little used by either. The present condition of the A77 is seen as a restriction on the potential for economic development in Ayrshire.
Route Alignment
The improvement proposed would upgrade the A77 to a dual two-lane motorway between the end of the Kilmarnock Bypass and the end of the Ayr Road Route. This would generally be parallel to the existing A77 which in turn would be reallocated to provide road space for local access, cyclists and pedestrians. There would be grade separated junctions at Kingswell and at Fenwick.
Status of Route Development
The scheme has been through all 3 standard stages of assessment and the scheme and associated orders were published, have been through public local inquiry and a decision letter to confirm the scheme and the orders has been published.
16. M8 BAILLIESTON TO NEWHOUSE - OPTION 1- OFF-LINE
Place of the Scheme in the Network
The A8 between Baillieston and Newhouse is a dual carriageway with two lanes in each direction, without hard shoulders, footways or cycleways. It is the only non-motorway length on the route between Glasgow and Edinburgh. Its main junctions are grade separated, but direct access to farms is provided. Adjacent to the A8 are some of the largest commercial development areas in Scotland. The 3 main developments at Eurocentral, Strathclyde Business Park and Tannochside between them are intended to provide about 16,000 jobs. Eurocentral is also Scotland's freight terminal for Channel Tunnel rail traffic.
The Motherwell North Priority Partnership Area includes Viewpark just to the south of the A8 and the North Lanarkshire Regeneration Programme includes areas close to the A8 at Bargeddie, Shawhead, Bellshill and Chapelhall. Few cyclists or pedestrians use the A8 and although a small number of pedestrians cross away from the main junctions this is very dangerous.
Traffic on the A8 is a mixture of local, regional and long distance flows. Traffic levels are very high and expected to increase sharply as commercial developments are completed. Driving conditions are stressful and joining the A8 is difficult at the major junctions in peak hours and impracticable from the farm accesses. Queues on the Bellshill Bypass (A726) at its junction with the A8 reach a mile in length in peak hours. Congestion on the A8 and its junctions leads to traffic using local routes, with additional accidents, noise, pollution and community severance.
Route Alignment
The proposed scheme is partly a widening of the existing A8 and partly an off-line route, based on a minimum motorway of two lanes in each direction. This would be widened between junctions to 3 lanes in each direction to accommodate traffic joining and leaving the motorway, except between Eurocentral and Chapelhall where link roads parallel to the motorway would be needed. The off-line section would be required to avoid the existing complex junction at Shawhead. A bridge crossing the motorway would be provided for part of the millennium cycle route. This option has an estimated cost of £108 million,
Status of Route Development
Orders for a previous scheme were made but are being held in abeyance until an alternative can be identified. This option has not been through any of the stages of normal assessment. New connecting road schemes, side road orders and a compulsory purchase order would be needed to progress this option.
17. M8 BAILLIESTON TO NEWHOUSE - OPTION 2- ON-LINE
The Place of the Scheme in the Network
This is an alternative to the off-line option (scheme number 16).
Route Alignment
The proposed scheme is an on-line widening of the A8 to a minimum motorway of two lanes in each direction. This would be widened between junctions to 3 lanes in each direction to accommodate traffic joining and leaving the motorway, except between Eurocentral and Chapelhall where link roads parallel to the motorway would be needed. The complex junction at Shawhead would be replaced by a substantial grade separated signal controlled roundabout. A bridge crossing the motorway would be provided for part of the millennium cycle route. The estimated cost of this option is £100 million
Status of Route Development
Orders for a previous scheme were made but are being held in abeyance until an alternative can be identified. This option has not been through any of the stages of normal assessment. A new main line scheme, new connecting road schemes, side road orders and a further compulsory purchase order would be needed to progress this option.
18. M8/M6 FASTLINK
The Place of the Scheme in the Network
M8/M6 Fastlink was recommended for development by the Routes South of Edinburgh Study as a Design Build Finance and Operate scheme to provide a high speed link from the M74/M6 via the existing M8 to the Forth Valley and Edinburgh and onto the North East of Scotland via the Forth Road Bridge/M90/A90.
The proposed link is to serve primarily long distance commercial and industrial traffic and to encourage development in the corridor through which it would run. It would run from Junction 12 of the M74 at Douglas to Junction 4 on the M8 at Whitburn and in so doing would build on the investment in upgrading the M74 (Junction 12 in the northern limit of the 3-lane section).
Route Alignment
Three grade separated interchanges would be provided where the A73, the A721 and the A71 cross the line of the proposed road. Fastlink would form a free-flowing eastbound junction with the M8. Westbound traffic would have to join the M8 via the A705. The Fastlink was proposed as a high quality dual two lane special road (near motorway standard).
Status of Route Development
Following a feasibility study, advisors were appointed in 1994 and by late 1995 Stage 1, the selection of a route corridor, had been completed and Stage 2 had started. A preferred route had been selected, but at that point work on the scheme ceased. No horizontal or vertical alignment has been developed for the project and all environmental work has been based on a qualitative assessment of the probable impacts.
19. M80 STEPPS HAGGS A80 ON LINE ROUTE
The Place of the Scheme in the Network
The existing A80 forms part of the national strategic road network, connecting the M80 from Glasgow and the M73 from the south to the M80 to Stirling and the north and the M876 to Kincardine Bridge and Fife. The route serves roughly equal proportions of business, commercial, leisure and commuter traffic. The majority of the commuter traffic is not city centre tidal flows, but reflects diverse central Scotland wide origins and destinations. A high proportion of the journeys are long distance business and tourism.
The existing road is a two lane dual carriageway all purpose road constructed to 1960s standards. It is seriously overloaded, with over 70,000 vehicles a day on its busiest section. There are two roundabouts and two sets of traffic lights, numerous substandard slip roads and weaving sections, frontage accesses, right turns and poor geometric standards. Combined with the heavy traffic, these shortcomings produce extended congestion on a daily basis. Accidents and breakdowns cause widespread disruption to the A80, its connecting motorways and the surrounding road network. It is no longer possible to carry out maintenance work during the working day, and this is now scheduled for the middle of the night or Sundays.
Route Alignment
The proposed scheme consists of a dual two lane motorway extending the M80 Stepps Bypass in a north-easterly direction across open farmland and bypassing Chryston and Moodiesburn. The line would then turn in a more easterly direction to rejoin the existing A80 at an interchange near Mollinsburn. Thereafter, the motorway would be built on the line of the existing A80. From Mollinsburn, a four lane motorway would pass between Condorrat and Westfield to join up with the Cumbernuald distributor road system, replicating the existing interchange at Low Wood. From this point the standard would be reduced to dual three lane. Beyond Low Wood, a new grade separated interchange with the A73 and the B8948 would replace Auchenkilns Roundabout. The motorway would then continue to Old Inns interchange, where the existing connection to the Cumbernauld distributor road system would again be replicated. The motorway would then descend towards Castlecary Arches, swinging somewhat off-line to the south to give a better line through the spans of the existing bridge. In order to accommodate the additional running land and hard shoulder, the carriageways would bifurcate, the hard shoulder and slow lane passing through one arch, and the middle and fast lanes through the adjacent arch. After crossing the Forth and Clyde Canal on a new navigable bridge, the motorway would tie into the M80 at the Haggs, where the existing interchange would be remodelled.
Status of Route Development
Approaching completion of Stage 3.
20. M80 STEPPS HAGGS KELVIN VALLEY ROUTE
The Place of the Scheme in the Network
This is an alternative to the on-line option (scheme number 19).
Route Alignment
The scheme would consist of a two lane motorway connecting to the end of Stepps Bypass and heading in a north easterly direction through open agricultural land to the valley of the Luggie Water, where it would join the extended M73 motorway at Sauchenhall Interchange. It would continue, at three-lane standard, north-eastward to cross the main Glasgow-Edinburgh railway line and the B8048 to Kirkintilloch, to which road it would be connected by north facing slips. The line would cross an area of raised bogs, generally degraded by landfill, and woodland to cross the B802 and the line of the Antonine Wall at Croy. Skirting the disused quarries at Croy, the road would cross the Forth and Clyde Canal near Craigmarloch and cross the Kelvin Valley on the outskirts of Kilsyth. Crossing the A803 at a full interchange, the road would then run parallel to it along the foothills of the Kilsyth Hills, passing to the south of Banton. Traversing an area of former mining and industrial activity, the road would pass to the north of Banknock, and connect into the M80 at an interchange north of The Haggs. The existing A80 would be detrunked, but because of substantial residual traffic would be retained as a dual carriageway.
Status of Route Development
Stage 2 complete.
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