Works to Moncrieff Tunnel (on the southern approach to Perth) are not proposed as part
of this project but there is a possibility of a separate freight project emerging in the future
which would involve a potential track lower.
...
The greatest levels of change within stations are anticipated to be around Arbroath and
Broughty Ferry Stations. In Arbroath, proposals are under development considering the
proximity of the station, level crossing, listed footbridge and listed signal box. The works
will require the removal of the listed lattice footbridge, and closure of the adjacent level
crossing. There is a potential need for a track lower through the station and works to the
surrounding bridges (including Guthrie Port bridge) and whilst all these interventions are
unlikely to be required when detailed design is complete, this has been considered as a
worst-case scenario for EIA screening purposes.
In Broughty Ferry, there are 7 road overbridge interventions, 5 of which are close to the
town centre. The approach to interventions is impacted by the Broughty Ferry Level
Crossing, where the wire height must be higher to allow for safe electrification. The
closure of Broughty Ferry Level Crossing can be avoided because the level of bridge works
and other works would remain broadly the same in either (open/closed) scenario. This is
because wire heights at Broughty Ferry are driven by the station platforms of Broughty
Ferry station rather than the level crossing. The alternative to bridge decks is the closure
and relocation of the station. The result is that most of the interventions in Broughty Ferry
are bridge re-decks. The demolition of two road bridge are required: bridge 090/195 which
is west of Broughty Ferry (Broughty Ferry Road), and 090/201 (Fort Street) and bridge)
which is closer to the town centre. There is also a need to replace 134/032 (the Sailing
Club footbridge).
...
There is another Network Rail project under development which seeks to make
improvements to the journey time from Aberdeen along the A2CB corridor to Edinburgh
(20 minutes) and Glasgow (3 minutes). This would be achieved via works addressing
existing corridor constraints – i.e., single track sections, shortage of freight loops,
signalling constraints and track layout constraints at Montrose, Arbroath, Dundee and
Aberdeen stations. A separate but interlinked signalling strategy is also being developed
which may propose additional passing loops. Final decisions on funding are yet to be
made, and such proposals would be subject of a separate EIA screening request to the
relevant Councils.
Work is also progressing on a Perth Station masterplan which will address the station and
its environment. As proposals are at an early stage, this EIA screening request cannot take
into account any proposals which arising from the masterplan. However, where
interventions are required, these would usually be undertaken ahead of the introduction
of OLE. If appropriate such works would be subject of a separate EIA screening request to
P&KC.
www.networkrailmediacentre.co.uk
