Background to the EARL Project

In 2001, the Scottish Executive in association with the British Airports Authority, Scottish Enterprise, the Strategic Rail Authority and the Department for Transport commissioned experienced technical consultants, Sinclair Knight Merz, to carry out a detailed economic and engineering study on the options to link Glasgow and Edinburgh Airports to the rail network.

Following the publication of the consultants’ report in February 2003, the Scottish Executive, in association with the British Airports Authority, announced its commitment to further development of the proposals for a link to Edinburgh Airport.

The Scottish Executive appointed tie ltd, which is owned by the City of Edinburgh Council, to develop the proposals for the Edinburgh Airport Rail Link because of its experience in delivering large scale transport projects. tie ltd are at this time the authorised undertakers of the EARL Project, and will carry the project through to completion and implementation.

Further details on the specific plans are available in the plans area of the website.

The Public Consultation

A widespread public consultation exercise on the proposals was undertaken in 2002 with residents, communities and businesses in the affected areas. Following initial consultation, 48 objections were received by the Scottish Parliament of which 17 remained at the beginning of the Consideration Phase of the Parliamentary Process. The Consideration Stage Report was published on the 13th February and the Committee concluded that the benefits of the scheme outweigh the disbenefits. No objections were upheld and the Committee thanked tie for its conciliatory and transparent approach to objectors.

Cosultation has continued past the Parliamentary Process, and tie is committed to ongoing consultation through Newsletters, formal letter and Meetings with Stakeholders

Construction of the rail link is expected to begin early 2008 and it is anticipated the link be operational late 2011.

Why was this Option Chosen?

A number of options were considered for the provision of the rail link, including spur lines from the Fife lines or the Edinburgh – Glasgow lines as well as providing extra tracks on a part of the existing Edinburgh – Glasgow route. A number of options for through routes with surface access to the airport were also considered. The preferred route offers the best in terms of:

• Highest number of trains able to serve the airport – 8-10/ hour in each direction
• Ability to serve the widest catchment area possible for the airport
• Greatest benefits overall to the Scottish economy
• Helping to reduce road congestion
• Least disruption to the existing rail network and neighbouring properties during construction

Making the Rail Link a Reality

The proposed scheme for a rail link to Edinburgh Airport will involve high capital costs but is regarded overall as the most attractive and economically robust option.

The scheme would incur very small additional operating costs as no new services would be required and no additional capacity at Waverley Station in Edinburgh would be necessary. The Sinclair Knight Merz report on the viability of links to Glasgow and Edinburgh Airports also concluded that potential revenues from the runway tunnel scheme at Edinburgh Airport are the highest of all options.

The construction phase of the project would last three years but the proposed scheme offers the least disruption to existing rail services and neighbouring properties compared with the other options considered.

The scheme would enable the diversion of existing services to run via the airport. The rail link would be connected to the main Edinburgh–Glasgow line and the main Edinburgh–Fife lines. The link would also pass under the airport runway.

The scheme involves the rail alignment passing into a tunnel south of the Hilton Hotel at the airport to arrive at a subsurface station close to, but not beneath, the terminal building. From the station, the alignment would continue in tunnel passing under the main runway and the River Almond before returning to join the Glasgow and Fife lines. At present, the proposed length of the tunnel is approximately 1,500m and it is anticipated that trains traveling in opposite directions will run in separate tunnels.

Large stretches of the route are expected to be in cutting, but the rail link may be visible from many locations where the lines connect to the existing rail network. The route would cross agricultural land but the calculated loss would be relatively minor and is not expected to affect the viability of farm holdings.

The route would also pass close to or cross several features of archeological significance. These features would have an influence in the design of the final route alignment, and further measures may be required to further reduce potential impacts on the archeological interest of the area. No residential buildings would require demolition.

The Private Bill will give the promoter powers to compulsorily acquire land for the railway using the applicable compensation code. The three main types of compensation would be compensation for land acquired, compensation for severance and injurious affection, and compensation for disturbance. The Bill applys the law relating to planning blight where, in certain circumstances, landowners can require their property to be purchased if it has become unsaleable due to the compulsory purchase scheme.

Consultation with rail users and those who may be affected by the construction of the rail link has formed an integral part of the scheme’ s development.

The Edinburgh Airport Rail Link is an ambitious national project but one that has the potential to deliver great benefits throughout Scotland.