6.0 planning policy context · airdrie - bathgate railway and linked improvements bill part four...

Airdrie - Bathgate Railway and Linked Improvements Bill Part Four – Assessment of Environmental Effects Design Development Proposal Chapter 6 Planning Policy Context Environmental Statement Page 49

IronsideFarrar May 2006/ 6665

6.0 PLANNING POLICY CONTEXT Summary The scheme is supported by both national planning and transport policy and by the policies and strategies of the Glasgow and Clyde Valley Joint Structure Plan, 2000, and the Edinburgh and the Lothians Structure Plan, 2004. Airdrie to Bathgate: A review of Structure and Local Plans and the relevant Local Transport Strategies indicates that the proposed development complies with statutory planning policy for the rail link corridor. North Lanarkshire Council’s planning policies contained in both the Monklands District Plan and the Airdrie and Coatbridge Areas Issues report broadly support the proposal. The proposal meets objectives for sustainability, economic activity and transportation and accessibility. Where potential non-compliance occurs, for example in policies related to the Green Belt and Sites of Importance to Nature Conservation (SINCs), and access for pedestrians and cyclists, mitigation measures will be put in place to minimise adverse effects. The proposal also complies with the Glasgow and Clyde Valley Draft Finalised Alteration 2005, in that the main locations most consistent with the guiding principles for the location of extra housing are located along the Airdrie to Bathgate Railway and it is envisaged that the line will serve this new housing. The Finalised Alteration of the Structure Plan also states that the timing and form of the line should also be taken into account when selecting and master planning specific locations. West Lothian Council supports the reopening of the line. The Finalised West Lothian Local Plan 2005 has safeguarded land for the track and for the potential expansion of the existing stations at Livingston North and for new stations at Bathgate and Armadale, including land for associated park and ride facilities and new road links to the stations.

Bathgate to Edinburgh: The relocation of the STVA yard to the Boghall site is contrary to the Countryside Belt designation in the West Lothian Finalised Local Plan. However, its re-siting can be justified in terms of specific locational need for the use of its existing site at Bathgate for the train light maintenance depot at Bathgate, and STVA’s requirements for a large flat site, close to Bathgate, with direct access to the rail and strategic road networks. City of Edinburgh planning policies are contained in six local plans. There are no significant policy conflicts with either adopted or emerging Local Plan policies. The City of Edinburgh Council have safeguarded two potential station sites at Ratho Station and Newbridge Industrial Estate. The proposal also supports the aims of Edinburgh’s Local Transport Strategy 2004-2007. Environmental Scoping The Environmental Scoping exercise, as reported in Section 5.5 of this ES Report, was undertaken to:

• focus the EIA on the environmental issues and potential impacts which need the most thorough attention;

• identify those which are likely to need detailed study;

• identify those which are unlikely to need detailed study; and

• provide an early indication of where mitigation measures are necessary. The Scoping Exercise considered the nature of the project, the site and the environment in the context of each of the environmental factors and also drew on the knowledge of the planning authorities and consultees to allow key issues to be



identified. The conclusion of the Scoping Exercise for Policies and Plans was as follows:

Airdrie to Bathgate Bathgate to Edinburgh

Issue requiring detailed assessment. Assessment of compliance with national, regional and local planning policies and transport strategies.

Issue requiring detailed assessment. Assessment of compliance with national, regional and local planning policies and transport strategies.

6.1 Introduction 6.1.1 Structure of Chapter 6

This chapter considers National Policy and Guidance which is relevant to the entire route, before considering the relevant Development Plans for each of the two sections of route: Airdrie to Bathgate and Bathgate to Edinburgh.

6.1.2 Methodology

This chapter considers the compliance of both the rail route and its associated stations, car parks and accesses, as detailed in the Project Description in Chapter 4. The objective is to undertake sufficient assessment to determine the significance of the impacts of the scheme on the achievement of national and local policy objectives. The methodology includes:

• Identify relevant national policy and guidance;

• Identify relevant Structure Plan Policies;

• Identify all relevant adopted and emerging Local Plans and draw up a schedule of relevant policies;

• Assess the compliance of the proposals with the policies and guidance at all levels; and

• Consult with relevant planning authorities and record their responses. 6.1.3 Planning Policy and Guidance Hierarchy

Central Government planning policy is expressed through a series of guidelines including the National Planning Framework, Scottish Planning Policies (SPPs), National Planning Policy Guidelines (NPPGs), Planning Advice Notes (PANs) and Planning Circulars. As part of the Review of Strategic Planning, it was agreed that NPPGs should be renamed Scottish Planning Policies (SPPs). The renaming of these policies will occur as and when each policy is reviewed). The SPPs and NPPGs contain government policy on nationally important land use and other planning matters, supported where appropriate by a locational framework. Structure Plans set out the broad planning strategy for structure plan areas and Local Plans list the main planning policies and proposals at a detailed level for local plan areas. The objective of the assessment of the impact of the proposals on policies and plans is to identify at national, regional and local levels, those policies whose stated objectives could be affected by the proposals. The reopening of the Airdrie to Bathgate railway line lies within the council areas of North Lanarkshire and West Lothian. The Linked Improvements from Bathgate to Edinburgh include works within the City of Edinburgh Council Area. The current hierarchy of planning guidance and plans for the railway route corridor is as follows:



Central Government: National Planning Framework Scottish Planning Policies (SPPs) and National Planning Policy Guidelines (NPPGs) Planning Circulars Planning Advice Notes (PANs)

Structure Plans: Glasgow and the Clyde Valley Structure Plan 2000, Approved January 2003

Edinburgh and the Lothians Structure Plan, Approved June 2004 Local Plans: Monklands District Local Plan 1991, Adopted January 1995, amended

September 1996 Broxburn Area Local Plan, 1989 Livingston Local Plan, 1996 Bathgate Area Local Plan, Adopted 1998 North West Edinburgh Local Plan, adopted January 1992 South West Edinburgh Local Plan, adopted March 1993 Central Edinburgh Local Plan, adopted May 1997 Ratho, Newbridge and Kirkliston Local Plan Adopted October 1985

Emerging Plans: Glasgow and the Clyde Valley 2025, Consultative Draft Structure Plan Alteration 2005 Airdrie and Coatbridge Areas Issues Report, August 1998 West Lothian Local Plan, Finalised April 2005 Rural West Edinburgh Local Plan, re-finalised June 2003 Draft West Edinburgh Local Plan, July 2003.

6.1.4 National Transport Policy

The scheme is entirely in line with, and explicitly supported by, national, regional and local transport policy. “Scotland’s Transport: Delivering Improvements” (March 2002) highlights priority projects to reduce road vehicle usage and encourage sustainable transport choice. The proposed Airdrie-Bathgate railway and linked improvements is included as one of the key projects flowing from the M8/A8 corridor study, which will contribute towards these objectives. The Scottish Executive White Paper “Scotland’s Transport Future” (June 2004) sets out five transport policy objectives:-

• Promote economic growth by enhancing transport services and infrastructure;

• Promote social inclusion by connecting remote and disadvantaged communities;

• Protect the environment by investing in public transport

• Improve safety of journeys; and

• Improve integration between different forms of transport. The White Paper identifies the delivery of new rail infrastructure as being one of the most important elements of opening new opportunities to use public transport and reducing reliance on the private car. The proposed Airdrie-Bathgate railway and linked improvements is specifically identified in the White Paper as one of the main rail projects, which will meet Scottish Executive transport policy objectives: “By reinstating the railway between Airdrie and Bathgate, we will create a new route between Glasgow and Edinburgh that will increase travel choices and open new opportunities for employment, education and recreation to communities in North Lanarkshire and West Lothian.”

6.1.5 Consultation with Planning Authorities Written consultations and meetings were undertaken with North Lanarkshire Council, West Lothian Council and City of Edinburgh Council. Formal consultations were completed as part of the Mandatory Consultations procedures required by the Private Bill. Informal consultations were ongoing throughout the preparation of the ES.



6.2 Scheme Compliance with National Planning Policy and Guidance SPPs, NPPGs, Circulars and PANS relevant to the proposal are listed in Table 6.1.

Table 6.1: Policy and Guidance Schedule: Central Government

Code/date Title

Circular 15/1999 The Environmental Impact Assessment (Scotland) Regulations 1999

Circular 24/1985 Development in the Countryside and Green Belts

SPP 1/2002 The Planning System

SPP 2/2002 Economic Development

NPPG 5/1994 Archaeology and Planning

SPP 7/2004 Planning and Flooding

NPPG 10/1996 Planning and Waste Management

NPPG 14/1996 Natural Heritage

SPP 15/2005 Planning for Rural Development

SPP 17/2005 Planning for Transport

NPPG18/1999 Planning and the Historic Environment

NPPG 19/2001 Radio Telecommunications

PAN 42/1994 Archaeology

PAN 44/1994 Fitting New Developments into the Landscape

PAN 49/1996 Local Planning

PAN 51/1997 Planning and Environmental Protection

PAN 56/1999 Planning and Noise

PAN 58/1999 Environmental Impact Assessment

PAN 60/ 2000 Planning for Natural Heritage

PAN 61/2001 Planning and Sustainable Urban Drainage Systems

PAN 62/2001 Radio Telecommunications

PAN 65/2003 Planning and Open Space

PAN 75/2005 Planning for Transport

Compliance with key national policy and guidance is noted below.

6.2.1 National Planning Framework

Scotland’s first National Planning Framework (NPF) is a non-statutory document published by the Scottish Executive in 2004. It is a key element in the Scottish Executive’s package of measures to modernise and reform the planning system. The NPF looks at Scotland from a spatial perspective and identifies key strategic infrastructure needs in order to guide development into the right places in Scotland to 2025. The Framework describes Scotland as it is in 2004, identifies key issues and drivers of change, sets out a vision to 2025, and identifies priorities and opportunities for different parts of the country in spatial perspectives for the Central Belt, East Coast, Ayrshire and the South West and Rural Scotland. The Central Belt and the East Coast are the dominant strategic corridors for communication for the Lowlands. In the Central Belt, the Clyde Corridor and West Edinburgh are identified as areas where major change is already occurring. The NPF identifies the Executive’s transport infrastructure commitments to 2010. Committed projects included are:

• The reopening of the Airdrie-Bathgate railway and linked improvements

• Redeveloping Waverley Station in co-operation with the Strategic Rail Authority

• Delivering a rail link to Edinburgh Airport A key aspect of inclusion of the re-opening of the Airdrie to Bathgate railway is that the scale and complexity of the issues to be addressed will require co-ordinated actions in the national interest.

Airdrie - Bathgate Railway and Linked Improvements Bill Part Four – Assessment of Environmental Effects Design Development Proposal Chapter 6 Planning Policy Context Environmental Statement 3


6.2.2 Scottish Planning Policies (SPPs) and National Planning Policy Guidelines (NPPGs)

The main aim of the Airdrie-Bathgate Railway and linked improvements is to provide improved rail services between Edinburgh and Glasgow, via Airdrie and Bathgate. In support of SPP1 The Planning System, the railway will help to improve integrated transport in North Lanarkshire and West Lothian and will address the issues of sustainability, economic development and competitiveness and an enhanced built environment. The railway re-opening proposals also support SPP2 Economic Development by improving public transport and the re-use of brownfield land. The White Paper on Integrated Transport referred to the need to reduce car travel and promote accessibility by public transport, walking and cycling. The re-opening of the Airdrie to Bathgate Rail Route will address the issues of improved rail transport, access to rural services and increased accessibility to public transport. The Airdrie to Bathgate Railway and linked improvements fully supports the principles established in SPP17 Planning for Transport by improving the transport system and supporting economic growth. The provision of additional rail services between Edinburgh and Glasgow will address the issues of public transport integration, sustainable travel, a more inclusive society and better protection of the environment. Further, the railway will provide integrated transport serving the economy and communities in North Lanarkshire and West Lothian, promote a genuine choice of transport mode, facilitate a reduction in car use and support public transport. Good access is a key element in enabling the local economy to be successful in producing profitable goods and services, which can be competitive in wider markets. The archaeological impacts of the proposals will be fully considered at all stages in compliance with guidelines contained in NPPG5 Archaeology and Planning and NPPG18 Planning and the Historic Environment. All development on land within the floodplain of a watercourse, drained via a culvert is at some risk of flooding. In assessing the development of a site or area, the risk of a flood occurring, as expressed by a return period, has to be considered alongside the scale and type of proposal. In respect of SPP7 Planning and Flooding February 2004, SEPA has identified sites considered to be at risk of flooding. Flood risk assessments at these locations will be carried out at the Detailed Design Phase.

The re-opening of the Airdrie to Bathgate Railway is in compliance with the policy objectives contained in NPPG10 Planning and Waste Management. By re-using an existing route, the scheme will minimise the effects on the land use and surrounding environment, as well as being the Best Practicable Environmental Option (BPEO) for the improved rail service. The BPEO is the option that provides the most benefit with the least damage to the environment as a whole, at an acceptable cost in the short and long term. In support of the policy objectives contained in NPPG14 Natural Heritage, construction of the Airdrie to Bathgate Railway and linked improvements will provide an opportunity to improve the route corridor’s natural heritage through restoration, landscape works and habitat creation.

NPPG 19 includes policy guidance and advice on siting and design of communications masts, of which there are two associated the proposals; at Caldercruix and Blackridge. The siting and design is in compliance with the guidance contained in NPPG19 and with further advice on good practice contained in PAN 62, Radio Telecommunications. The rail route scheme is in full compliance with the policy objectives contained in SPP15 Rural Development. The White Paper on Integrated Transport referred to the



need to reduce car travel and promote accessibility by public transport, walking and cycling. The re-opening of the Airdrie to Bathgate Railway will address the issues of improved rail transport, access to rural services and increased accessibility to public transport.

A I R D R I E T O B A T H G A T E

6.3 Scheme Compliance with Structure Plan Policy 6.3.1 Glasgow and the Clyde Valley Structure Plan 2000 - Baseline

The Glasgow and the Clyde Valley Joint Structure Plan 2000, sets out a common strategy for eight local authority areas, including North Lanarkshire. The Metropolitan Development Strategy for the area is based on three key themes:

• Strengthening Communities by meeting their diverse social needs and improving health

• A Corridor of Growth through the heart of the area stimulating economic growth

• A Green Network creating a competitive quality environment The Structure Plan aims to guide future development and use of land in Glasgow and the Clyde Valley, to safeguard and improve the environment and to balance the need for development with the protection of the environment. The Structure Plan’s aims are as follows:

Aim 1 To increase economic competitiveness By identifying a framework of development opportunities which will meet

the needs of new and expanding businesses, develop an inclusive economy and improve the attractiveness of the area for investment.

Aim 2 To promote greater social inclusion and integration By improving the quality of life and identity of local communities in terms

of jobs, housing, services and environmental conditions, particularly for the most disadvantaged in society

Aim 3 To sustain and enhance natural and built environment Particularly by the re-use of existing urban land and buildings and the

sustainable use of natural resources; All three above aims require to be underpinned by: Aim 4 To integrate land uses and transportation

By promoting improved access to and between work, home leisure and shops in particular by public transport, and an increase in the proportion of goods moved by rail.

The key policies in the Glasgow and Clyde Valley Joint Structure Plan 2000, which are of relevance to the proposal, are listed below and set out in Appendix 2. Strategic Policy 1 Strategic Development Locations: The Glasgow and Clyde

Valley Green Belt Strategic Policy 3 Strategic Management of Travel Demands Strategic Policy 5 Competitive Economic Framework Strategic Policy 8 Sustainable Development of Natural Resources Strategic Policy 9 Assessment of Development Proposals



6.3.2 Structure Plan Alteration

In May 2005, the Glasgow and Clyde Valley Joint Structure Plan Committee published Glasgow and the Clyde Valley 2025, a formal alteration to the 2000 Plan, which will be known as the 2005 Plan. This update is in response to a desire by the Treasury and Scottish Ministers to achieve a more sustainable pattern of development throughout the UK and to contribute to the renaissance of Scotland. Key points of relevance to the proposed Airdrie to Bathgate railway and linked improvements are as follows:

• The Corridor of Growth, through the heart of the area stimulating economic growth, will continue as a Key Theme. Also, the Glasgow to Edinburgh corridor is noted as a key link to Glasgow and the Clyde Valley.

• Airdrie is noted as a local centre, in the Hierarchy of Centres, which will continue to be protected and supported.

• Central Scotland Plateau is retained as a Rural Investment Area. The 2005 Plan supports national guidance (PAN 72 & PAN 73), which encourages local authorities to adopt a proactive approach to bring appropriate development to these areas, which are in urgent need of environmental improvement and economic stimulation.

The Finalised Alteration of the Plan also raises the following point:

• Taking into account housing shortfall in Airdrie-Coatbridge housing sub-market areas, it is more appropriate for the selection of locations to meet the housing allocations in Schedule 6(b)(ii) to the local planning process (2150 houses in the period 2011-2018). This should reflect, however, the assessment that has guided this allocation (TR B/05 of Plan) relating to Airdrie/Coatbridge sub market housing area. This states there are a number of development opportunities that could make a significant contribution to meeting the local shortfall within the sub-market area and the wider conurbation shortfall.

These are being assessed as part of the local plan review by North Lanarkshire Council in terms of the range of criteria that should guide the choice of any required greenfield development. The main areas that are most consistent with the guiding principles are along the line of the Airdrie-Bathgate rail line and in Coatbridge North and West where they relate to the rail network and to the need for improvement of the urban areas. When selecting and master planning specific locations for housing, the form and timing of the Airdrie-Bathgate Railway line should be taking into account. The Structure Plan clearly envisages that the extra 2150 houses will be served by the new railway. The reopening of the Airdrie to Bathgate railway will therefore support a fundamental part of the revised Structure Plan’s housing strategy. These changes greatly enhance the Structure Plan support for the railway scheme.

6.3.3 Scheme Compliance with the Glasgow and Clyde Valley Structure Plan

The compliance of the rail line re-opening with the key policies of the Structure Plan is noted below.

• The construction of the Airdrie to Bathgate Railway and linked improvements supports the implementation of the Structure Plan’s Strategic Policy 1 Strategic



Development Locations, by way of supporting public transport and encouraging investment in listed Rural Investment Areas. Both Plains and Caldercruix are listed in Schedule 1(d) as being Rural Investment Areas.

• Although there is a presumption against development in the countryside within the Glasgow and Clyde Valley Green Belt, the re-opening of the Airdrie to Bathgate Railway takes precedence and any impacts on the Green Belt will be minimised by mitigation measures which include restoration, landscape works and habitat creation.

• In terms of transportation policies, the Airdrie to Bathgate Railway and linked improvements fully supports Strategic Policy 3 Strategic Management of Travel Demands by providing an external transport link from North Lanarkshire to the Lothians. This external link is listed in Schedule 3(b) as being a Strategic Transportation Corridor within the Priority Corridors for Management.

• The re-opening of the Airdrie to Bathgate railway also supports Strategic Policy 5 Competitive Economic Framework by providing a new link to Airdrie, which is listed as being an area of Core Economic Development. The rail route will assist in the redevelopment of industrial, commercial, residential and leisure facilities within and around Airdrie town centre.

• The Airdrie to Bathgate railway and linked improvements supports Strategic Policy 8 Sustainable Development of Natural Resources as the rail scheme is based on the principles of sustainable development in transport. Structure planting and landscaping proposals will be included to safeguard and enhance the landscape character of the Green Belt.

• The proposed rail route scheme complies with Strategic Policy 9 Assessment of Development Proposals in that it will address the issues of promoting sustainable transport, promoting urban regeneration, safeguard and promote the viability of town centres, and avoid isolated and sporadic development in the Green Belt.

• The rail line reopening proposals are also supportive of the desire to achieve a more sustainable pattern of development expressed in the Glasgow and Clyde Valley 2005 Structure Plan Alteration.

6.3.4 Edinburgh and the Lothians Structure Plan 2004 - Baseline

The Edinburgh and the Lothians Structure Plan was approved by the Scottish Ministers in June 2004. The plan was prepared by East Lothian Council, City of Edinburgh Council, Midlothian Council and West Lothian Council, and replaced the Lothian Structure Plan, 1994. The overarching aim of the Structure Plan is to provide in full for the development needs of Edinburgh and the Lothians in accordance with the principle of sustainable development, whilst maintaining and enhancing the environmental heritage that underpins the area’s way of life. The structure plan will encourage a more sustainable pattern of development by:

• maintaining and enhancing economic competitiveness;

• promoting a more inclusive society; protecting and enhancing the natural and built environment; and

• integrating land use and transport.



To achieve a more sustainable pattern of development, the transport policies of the Structure Plan aim to:

• ensure that the location and design of new development, especially major new development, reduces the need to travel by car and encourages the use of public transport, walking and cycling;

• maximise accessibility for all in the community by foot, cycle and public transport;

• manage car use through parking policies, particularly by applying development control maximum parking standards, in conjunction with public transport improvements;

• encourage the movement of freight by rail and sea or, where road freight is dominant, along the strategic road network;

• support transport strategies by safeguarding land for improvements to transport networks and prioritising the provision of new transport infrastructure required to support the development strategy; and

• ensure that development caters for its transport needs.

The Structure Plan identifies the following key transport investment proposals to be safeguarded pending decisions by stakeholders on implementation: West Lothian: Bathgate line upgrading including new station at

Boghall with park-and-ride and interchange, and re-opening to Airdrie.

Edinburgh and the Lothians: Bus priority and cycle/walking networks The Structure Plan notes the following: Significant opportunities for rail-based park-and-ride already exist. The structure plan transport investment package will support the expansion of these opportunities. Walking and cycling are the most sustainable modes of transport and can compete well with the car for short journeys when safe, secure and attractive routes are available. Local plans should facilitate the development of safe and attractive pedestrian and cycle networks, safeguarding routes where necessary. Former rail alignments represent a valuable asset, because of their potential for renewed use for rail transport, or for re-use as walkways/ cyclepaths or for other transport purposes. In recognition of this, these alignments will be safeguarded where they have a reasonable prospect of such re-use. In some cases the prospects of such re-use might be beyond the plan period but the unique opportunity afforded by these alignments is sufficient to justify their retention.

Policy TRAN 1: Safeguardings for Transport Schemes, states: Local plans should safeguard land for the transport proposals identified (above) and take into account any changes to safeguarding requirements contained in a Local Transport Strategy and/or the Regional Transport Strategy. All former rail alignments not already covered by transport proposals and with reasonable prospect of future transport use should be safeguarded in local plans. Safeguardings should protect the potential for a return to rail use, including the construction of stations and accesses, as well as re-use as walkways/ cyclepaths.

The policies for the environment in this structure plan aim to achieve a more sustainable pattern of development by providing a framework within which the key



elements of the natural and built environment of Edinburgh and the Lothians can be protected and enhanced. Environment policies relevant to the proposed Airdrie to Bathgate railway and linked improvements include: Policy ENV1 states that Local Plans should include policies and, where

appropriate, proposals for the protection and enhancement of the following:

ENV1 A International Natural Heritage Designations ENV1 B National Natural Heritage Designations ENV1 C International and National Historic or Built Environment

Designations ENV1 D Regional and Local Natural And Built Environment

Interests ENV1 E Features of Local Importance ENV1 F Environmental or biodiversity assessments, and ENV1 G High quality design in new development

Policy ENV2 Green Belt, which seeks to maintain and protect the Edinburgh Green

Belt Policy ENV3 Development in the Countryside, which seeks to ensure that

countryside development, is compatible with the rural character of the area.

Policy ENV4: Landscape, which notes that Local plans should take account of landscape designations in accordance with new guidance produced by Scottish Natural Heritage.

These policies are set out in full in Appendix 2.

6.3.5 Scheme Compliance with the Edinburgh and the Lothians Structure Plan 2004 The Structure Plan identifies the Bathgate line, upgrading including new station at Boghall with Park & Ride and interchange, and re-opening to Airdrie as transport investment proposals, as well as bus priority and cycle/walking networks in Edinburgh and Lothians. Policy TRAN 1: Safeguarding for Transport Schemes, which seeks to safeguard former rail alignments including the construction of stations and accesses, is supportive of the proposed Airdrie to Bathgate railway and linked improvements scheme. Whilst a new station with Park and Ride at Boghall is no longer proposed, the upgrading of the Bathgate line and reopening to Airdrie fully support the Structure Plan proposals. Compliance with the environmental policies in the Structure Plan, ENV1, ENV2, ENV3 and ENV4 are noted as follows: ENV1 Protecting and Enhancing the Natural and Built Environment: The scheme does not result in any significant long term adverse impacts on designated international or national sites, the historic or built environment, regional and local natural and built environmental interests, or non statutory features of local interest. All mitigation measures to minimise environmental impacts have been developed in discussion with the relevant statutory agencies and local authorities.



6.4 Local Plan Policy 6.4.1 Monklands District Local Plan 1991 (Adopted January 1995, amended

September 1996) - Baseline

The Monklands District Local Plan 1991 (adopted in 1995 with Finalised First Alterations A, B & C, September 1996) is the approved local plan for the Airdrie to Raiziehill part of the proposed railway. Relevant policies include: Policy TR1 Support Rail Transport Policy CU1/3 Safety Restraint Areas – Gas Pipeline Safety Zones Policy HG9/A Housing Policy for Existing Residential Areas Policy LR7/1 Develop Network of Long Distance Paths Policy LR10/1 Develop Leisure and Recreation in the Countryside Policy LR11 Improve Public Open Space Policy ENV4 Clearance of Derelict Sites Policy ENV15/2 Conservation Area Policy LI1 Landscape Improvement Policy GB1 Restrict Development in Green Belt Policy GB2 Restrict Development in Countryside Around Towns Since the Monklands District Local Plan was adopted in January 1995 and amended in 1996, Monklands District Council and Motherwell District Council combined to become North Lanarkshire Council. North Lanarkshire is divided into local areas for planning purposes, one of which is the Airdrie and Coatbridge area. The Airdrie and Coatbridge Areas Issue Report (November 1997) is the first stage in the review and replacement of the Monklands District Local Plan 1991, and the issues raised in that document have also been considered below:

6.4.2 Scheme Compliance with Monklands District Local Plan 1991 The construction of the proposed Airdrie to Bathgate Railway and linked improvements supports Local Plan Policy TR1 – Support Rail Transport in that it will achieve the objective to re-open the Airdrie to Bathgate Railway for passenger use. The proposed rail scheme runs through a 400m zone of high pressure gas pipeline, as protected in Policy CU1/3 – Safety Restraint Areas – Gas Pipeline Safety Zones, however, neither the Health and Safety Executive nor British Gas have noted concerns with the development. The proposed Airdrie to Bathgate Railway and linked improvements supports Policy HG9/A – Housing Policy for Existing Residential Areas in that the route will improve accessibility for the communities. Although the proposed railway may have some adverse effects on the amenity of the surrounding residential housing areas, suitable landscaping and noise mitigation will be included in the proposals, where required. The re-opening of the Airdrie to Bathgate railway will require the relocation of the North Calder Path, located along a section of the route as listed in Policy LR7/1 – Develop Network of Long Distance Paths. However, mitigation measures to minimise disruption to existing paths will be included in the proposals. The proposed railway runs adjacent to the Hillend Reserve listed as being an area of further development in Policy LR10/1 – Develop Leisure and Recreation in the Countryside. The proposals will include mitigation measures to maintain and enhance opportunities for further development of the reservoir for recreation.



The proposed railway runs adjacent to the Craigneuk Playing Fields, one of the open space areas noted in Policy LR11 – Improve Public Open Space. However, the reopening of the railway will not have any adverse impacts on the adjacent public open space.

Policy ENV4 – Clearance of Derelict Sites includes two sites at Caldercruix: Site 4/31, Caldercruix Countryside Park, (formerly a derelict site at Glengowan), and Site 4/37, the site of the former Caldercruix paper Mill. The Caldercruix Country Park site will not be significantly affected by the proposals. Part of the former paper mill site, which is identified by North Lanarkshire Council as both a derelict site and a SINC (Site of Importance for Nature Conservation), is proposed for a car park and access to the new Caldercruix Station. North Lanarkshire Council has indicated that while the SINC designation was made after the adoption of the Monklands Local Plan, the ecological status of the site would be protected by Policies NAT 2, which recognises the Nature Conservation value of ‘key’ sites and NAT 4 which seeks to encourage Nature Conservation. North Lanarkshire Council has indicated that the use of part of the SINC for the car park would not result in a policy conflict, assuming appropriate mitigation is included in the proposals. The proposed railway will run adjacent to the new boundary of the Drumgelloch, Airdrie Conservation Area, as listed in Policy ENV15/2 – Conservation Area, however the railway should have no adverse impacts on the Conservation Area. Should any adverse effects occur, they would be mitigated by landscape and habitat enhancing measures. The proposed railway re-opening supports Policy LI1 – Landscape Improvement in that the construction of the scheme will seek to improve the quality of the existing landscape by appropriate landscape and habitat planting. The proposed railway runs through Green Belt Area as listed in Policies GB1 – Restrict Development in Green Belt and GB2 – Restrict Development in Countryside Around Towns. However, the rail link will be constructed on the existing solum. There will be a positive economic benefit from the proposed railway including additional rail access between Edinburgh and Glasgow. The infrastructure implications will be kept to a minimum due to the pre-existence of the rail route and the environmental impacts will be minimal due to the construction being, in the main, on the existing solum.

6.4.3 Airdrie & Coatbridge Areas Issues Report, August 1998 - Baseline

Since the Monklands Local Plan was adopted in January 1995 and amended in 1996, Monklands District Council and Motherwell combined to become North Lanarkshire Council. North Lanarkshire then re-divided itself into different local areas, one of which is the Airdrie and Coatbridge area. The Airdrie and Coatbridge Areas Issue Report (November 1997) is the first stage in the review and replacement of the Monklands District Local Plan 1991, and the raised issues in that document have also been considered as part of this ES. The report has been compiled to highlight the significant changes in land use and Government advice, which have taken place since the Local Plan was prepared in 1991.

6.4.4 Scheme Compliance with Airdrie & Coatbridge Areas Issues Report

The Airdrie to Bathgate rail route fully supports the Council’s sustainability objectives as it contributes towards a more sustainable pattern of land use for the area by helping to integrate land use and transportation policies.



TRP2 notes the need to link the Council’s Transport Strategy with its emerging land use policies. The re-opening of the rail link complies with this recognised need. The Airdrie to Bathgate Rail Link will also address the issues of improving accessibility and encouraging social and economic activity, as well as integrating transport links throughout the Airdrie area. This will contribute to the implementation of the Airdrie Town Centre Action Plan (TRP3).

6.4.5 Bathgate Area Local Plan 1998 - Baseline

The Bathgate Area Local Plan was adopted in March 1998. The main purposes of the Local Plan are to identify and promote development opportunities and environmental improvements in the Bathgate area and to protect and enhance existing assets. The Plan has a ten-year life span, although an early review has been carried out in the preparation of the West Lothian Local Plan. The relevant Bathgate Area Local Plan policies are listed below and set out in Appendix 2. Policy H2 Settlement Envelope Policy B3 Area of Special Control Policy S3 Shopping Centre Policy T2 & T4 Dualling Safeguard Policy T5 Bathgate East Station Policy T7 West Lothian Cycle Route including Bathgate – Airdrie

Safeguarded Rail Route Policy T10 Proposed Bathgate Town Walk Policy C6 Area of Special Landscape Control Policy C9 Bathgate – Whitburn Countryside Belt Policy C10 Protection of Footpath

6.4.6 Scheme Compliance with the Bathgate Area Local Plan The proposed railway lies within the Bathgate settlement envelope, as identified in Policy H2 – Settlement Envelope. However the rail solum has already been identified and safeguarded for reopening of the railway . There is no policy conflict. The proposed railway lies within the Bathgate Town Centre Area of Special Control, as listed in Policy B3 – Area of Special Control, however it will not adversely affect the area or its policies. The proposed railway supports Policy S3 – Shopping Centre by improving accessibility and community service issues for the Bathgate Shopping Centre and surrounding areas. The proposed railway supports Policies T2 & T4 – Dualling Safeguard as these roads pre-date the reopening of the Airdrie to Bathgate railway. The railway will not adversely affect the safeguarding of these routes for dualling. Policy T5 seeks to safeguard a site at Boghall Farm for a Bathgate East Station. This land has been identified as the preferred location for relocation of the STVA car storage yard, which is currently on the site of the proposed relocated Bathgate Station and light maintenance depot, an integral part of the Airdrie to Bathgate Railway and linked improvements scheme. See 6.4.8 below. The re-opening of the Airdrie to Bathgate railway supports Policy T7 – West Lothian Cycle Route including Bathgate – Airdrie Safeguarded Rail Route as the policy objective of reopening the former Bathgate-Airdrie railway will be achieved.



The re-opening of the railway will have no affect on Policy T10 - Proposed Bathgate Town Walk, as the walk will be maintained underneath the Airdrie to Bathgate Rail Route at Boghead Bridge. The Airdrie to Bathgate railway supports Policy C6 – Area of Special Landscape Control as the scheme will create opportunities to enhance and promote some of these areas. However, some mitigation measures may be required during construction of the railway in order to retain the landscape character of the area. The site of the proposed relocation of the STVA yard is within an area designated in the plan as the Livingston Countryside Belt. Policy C7 notes that there will be a presumption against development in this area. However, the siting of the car storage yard has been justified on operational and locational grounds. The Airdrie to Bathgate safeguarded railway lies within the Bathgate-Whitburn Countryside Belt, as listed in Policy C9 – Bathgate - Whitburn Countryside Belt. However, the rail route is safeguarded and is not in conflict with this policy. Landscape mitigation will be included for the proposed railway where it crosses the Bathgate-Whitburn Countryside Belt. The proposed site of Armadale Station and car park also lies within the Bathgate – Whitburn Countryside Belt. However, the station is considered to be an integral part of the Bathgate - Airdrie safeguarded route. The Airdrie to Bathgate railway runs alongside part of a protected footpath between Trees Farm and Whiteside Town and crosses over the rail line at West Mains, as noted in Policy C10 – Protection of Footpath. The railway may have some effects on the Whitburn and Bathgate Town Walk routes, and mitigation measures will be required to retain the safety and landscape character of the routes.

6.4.7 West Lothian Local Plan, Finalised Written Statement, April 2005 - Baseline The West Lothian Local Plan provides guidance on the location of development across West Lothian based on meeting the requirements set by the approved Edinburgh and Lothians Structure Plan 2015. On adoption, this plan will become the first district wide local plan for West Lothian. Two strategies underpin the Local Plan:

• to encourage the economic regeneration of West Lothian; and

• to protect and enhance the district’s built and natural heritage. A further overarching theme is to follow the principles of sustainability. The relevant West Lothian Local Plan policies are listed below and detailed in Appendix 2. Policy TRAN23 Safeguarded for re-opening of Bathgate-Airdrie line Policy ENV21 Area of Special Landscape Control Policy ENV22 Designation of Countryside Belts Policy ENV 23 Constraints within Countryside Belts Policy COM2 Protection of leisure and recreational areas. Proposal HOU1 Housing Allocation Policy TC7, TC12 Town Centres Policy HER 12-14 Scheduled Monuments Policy EM3 Core Development Area Policy CDA8 Armadale



6.4.8 Scheme Compliance with the Finalised West Lothian Local Plan The Airdrie-Bathgate railway and linked improvements scheme supports Policy TRAN 23, which seeks to safeguard land for the track and station proposals. However, the safeguarded site for a potential Bathgate East Station at Boghall Farm has been identified as the preferred site for the relocated STVA car storage yard, which is currently on the site of the proposed relocated Bathgate station and light maintenance depot, an integral part of the Airdrie to Bathgate Railway and linked improvements proposals. The railway re-opening proposals do affect one of the six Areas of Special Landscape Control (to the west of Bathgate), protected by Policy ENV 21. However, the scheme will create opportunities for landscape enhancement and, with appropriate mitigation, the proposals will not adversely affect the landscape character and biodiversity value of the area. Policies ENV22 & ENV23 seek to protect the Bathgate-Whitburn Countryside Belt. The rail route lies within this area but is safeguarded and is not in conflict with this policy. Landscape mitigation will be included for the proposed rail route where it crosses the Bathgate-Whitburn Countryside Belt. The proposed site for the relocation of the STVA Vehicle Storage Yard from Bathgate to Boghall is located in the Countryside Belt and is subject to policies ENV22-23. The site is located adjacent to the site safeguarded in the Structure Plan and the Local Plan for an additional railway station at Boghall.

The location of the STVA yard on the identified site at Boghall is contrary to the Countryside Belt designation in the emerging West Lothian Local Plan. However, Policy ENV23 provides scope for the proposed re-siting of the STVA yard to be justified on the basis of specific location need for:

• release of STVA’s existing site in Bathgate for the relocated Bathgate station and light maintenance depot.;

• a large flat site, close to Bathgate;

• direct access to the Bathgate to Haymarket West railway line; and

• direct access to the strategic road network. Policy COM2 seeks to protect sports and recreation facilities, formal and informal open space, including protection for the area of Bathgate golf course. Mitigation will be required to maintain access to the golf course and to avoid loss of or damage to golf course land. Policy HOU1 identifies housing sites, which contribute to meeting the district’s long term housing requirements. Five sites are located adjacent or close to the proposed railway: H Bg 37 Whiteside Industrial Estate, Bathgate, 122 units H Bg 39 Wester Inch, Bathgate, 1800 units H Bg 48 Bathgate Foundry South, Bathgate, 73 units H Br 5 Harthill Road, Blackridge, 120 units H Br 8 Craiginn Terrace, Blackridge, 209 units (estimated) Consideration will be given to access and environmental impacts on these sites and it is considered that, with appropriate mitigation, they will not be adversely affected. Bathgate Town Centre Policies include Policy TC7, encouraging retail, commercial leisure, offices and higher density housing and Policy TC12, supporting retail and other town centre uses. The proposed railway and station proposals for Bathgate will not result in any conflict with these policies.



Policies HER12–14 seek to protect the historic interest, character and setting of scheduled monuments. The rail line proposals will not result in any significant direct impact on the Bathgate Castle Scheduled Ancient Monument (SAM), although there may be a minor adverse impact on its setting. Development of the proposals is being progressed in consultation with West Lothian Council and Historic Scotland and appropriate mitigation will minimise impacts on the SAM to an acceptable level. Policy EM3 allocates three Core Development Areas for employment uses, including one to the south of Armadale, adjacent to the proposed railway. The railway re-opening proposals will not adversely impact on the potential of this CDA. The plan identifies a number of Greenfield locations to the south of Armadale where redevelopment is encouraged, including Tarrareoch, which includes the site of the proposed Armadale Station and car park. Policy CDA 8 identifies these sites as mixed use areas which will be primarily for residential development. Non-residential developments which are compatible with residential use and do not conflict with other policies in the local plan will be supported. The station and car park proposals are considered to be compatible with this mixed use policy.

6.5 Local Transport Strategies 6.5.1 North Lanarkshire Local Transport Strategy - Baseline

The North Lanarkshire Local Transport Strategy ‘Delivering Tomorrow – Partnerships for Transportation in North Lanarkshire’ published in 2000, sets out the local transport strategy for the North Lanarkshire area. The LTS notes the following: Location: North Lanarkshire has an excellent location at the heart of Scotland’s Central

Belt, between Edinburgh and Glasgow. Rail access is good with extensive local and long distance facilities from 23 stations, including the passenger rail hub at Motherwell. However, the current connections to Edinburgh are limited. The Glasgow to Edinburgh cyclepath runs through Airdrie and Coatbridge.

Public Transport: The delivery of public transport in North Lanarkshire is fragmented. The bus and rail industries are largely privatised and fall beyond effective community control. The flexibility of passenger rail is more limited and the costs of providing new tracks or stations can be very high. Rail service delivery offers great potential to promote passenger and freight movement both locally and nationally.

Current Rail Links: While the rail connections to Glasgow and South Lanarkshire are extensive, the links to Edinburgh and the east are more limited. Croy will benefit from a direct hourly train service to Edinburgh to be introduced by Scotrail.

Environmental Protection:

For this transport strategy, improvements along access corridors such as railways, roads, cyclepaths and canals will be important.

Rail Programme: Airdrie and Coatbridge lie at the end of the line to Helensburgh. Formerly, this line continued through to Bathgate and on to Edinburgh. The potential to reinstate a link to the east should be investigated, either along this route, or a path more closely linked to the recent developments along the A8 corridor. This scheme would complement current proposals for congestion management and capacity improvement along this strategic route.

6.5.2 Scheme Compliance with the North Lanarkshire Local Transport Strategy

The re-opening of the Airdrie to Bathgate railway fully supports the aims of the North Lanarkshire Local Transport Strategy (LTS). The rail scheme has been cited as an important future development in the LTS. The redevelopment of this route will allow for additional rail facilities to be provided from North Lanarkshire to Edinburgh, an area in which provision of rail links are currently considered to be limited.



6.5.3 West Lothian Local Transport Strategy

The Local Transport Strategy for West Lothian (October 2000) states the following: Public Transport - Trains:

The council commissioned a report by the Railway Development Society (Scotland) on the re-opening of the line between Bathgate and Airdrie. This would provide a service for passengers wishing to go from Bathgate to Airdrie and Glasgow and in the other direction from Airdrie to Bathgate, Livingston and Edinburgh.

The cost of reopening the line is likely to be in the order of £19m and the cost of operating an hourly service is approximately £1m/annum. The estimated passenger figures are in the order of 3,300 passengers/ day.

The relatively short length of the line (14 miles) and the existing services via the main stations at either end of the line, make it a serious contender for reopening. By extending existing services at Airdrie, there is no effect on capacity constraints at Haymarket and Waverley.

6.5.4 Scheme Compliance with the West Lothian Local Transport Strategy

The reopening of the Airdrie to Bathgate railway is directly in line with the aims and objectives of the West Lothian LTS. In addition, the rail scheme is fully supported by West Lothian Council.

6.6 Summary of Compliance with National, Structure and Local Planning Policy Airdrie to Bathgate The review of compliance with relevant policies in the approved Structure Plans, adopted Local Plans, together with emerging Structure and Local plan policies has identified no significant conflicts. The proposed development does not comply with the general Local Plan policies presuming against development in the Green Belt. However, the emerging local plans consistently identify the route as safeguarded for the railway re-opening. The Finalised West Lothian Local Plan has safeguarded land for the track and for the potential expansion of the existing stations at Livingston North and for new stations at Boghall, Bathgate, Armadale and Blackridge, including land for associated park and ride facilities and new road links to the stations. The proposal is also compliant with the non-statutory Local Transport Strategies. The proposal also meets national and local objectives for sustainability, economic activity and transportation and accessibility. Where potential non-compliance occurs, for example in policies related to the Green Belt and access for pedestrians and cyclists, there are also clearly stated polices supporting the re-opening of the railway, which give the special circumstances required to override Green Belt policies. In particular, the Finalised West Lothian Local Plan, 2005 clearly recognises the locational justification for the railway in its transport policies.

B A T H G A T E T O E D I N B U R G H

6.7 Introduction – Bathgate to Edinburgh 6.7.1 Assessment Requirements

The following paragraphs report on additional planning policy baseline information, assessment and mitigation for the linked improvement works on the section of line



between Bathgate and Edinburgh. The proposals are on an existing operational railway line from Bathgate to Edinburgh Waverley, and fall within the areas of two local authorities: West Lothian Council and the City of Edinburgh Council. Much of the planning policy baseline information for the section of the Bathgate to Edinburgh route within West Lothian Council, has been addressed earlier in this chapter, 6.3.4. Additional policies relevant to the remaining section of the route within West Lothian are discussed below. Policy baseline information and compliance are considered in detail for the section of the route, which lies within the boundaries of the City of Edinburgh

6.8 Scheme Compliance with National and Structure Plan Policies Baseline information for National and Structure Plan policies has been addressed earlier in sections 6.2 and 6.3. The linked improvements proposed for the Bathgate to Waverley section of the scheme essentially consist of improvements to an existing operational railway and will support national policies for sustainability, transport and the environment. The Structure Plan for the Bathgate to Edinburgh Waverley section of the route is the Edinburgh and Lothians Structure Plan 2004, and the overall scheme compliance with this Structure Plan is discussed in detail in paragraph 6.3.4. Additional Structure Plan policies relating to the Bathgate to Edinburgh section are discussed below. The Structure Plan identifies, both in Table 5.1 and the key diagram, the need to safeguard land at Newbridge for a railway station. This is carried through as item E9 in Schedule 2 of the Structure Plan Action Plan (Strategic Transport Investment Proposals, possibly to be funded through developer contributions). The proposals do not conflict with this policy. The Structure Plan seeks to strike a balance between protecting the character of the countryside from the development pressures while allowing for some limited and appropriate development in accordance with Policies ENV2 Green Belt and Policy ENV3 Development in the Countryside. Policy ENV2 seeks to maintain a continuous Green Belt around Edinburgh with a presumption against development or change of use except for appropriate countryside uses. The railway and linked improvements proposals would not result in any adverse impact on the Green Belt and are considered to be compliant with Policy ENV2. Policy ENV3 provides further policy constraints, stating that development in the countryside will only be allowed where it has an operational requirement for such a location that cannot be met on a site within a built up area or land allocated for that purpose and is compatible with the rural character of the area. The railway and linked improvements proposals between Bathgate and Edinburgh do not seek to develop and all works will be on existing operational railway land. There is therefore no conflict with Policy ENV3.

6.9 Local Plans Compliance 6.9.1 Broxburn Area Local Plan, adopted June 1991

The Broxburn Area Local Plan focuses on Broxburn and Uphall but includes policies and proposals for the surrounding villages. The plan includes a site to the north of the M8, which is safeguarded for industry and also included in the Livingston Countryside Belt. The relevant policies are:



Policy I3 which safeguards the South Stankards/ Uphall Bings site, for general industrial and storage use.

Policy E9 which protects the area around the northern and eastern boundaries

of Livingston as the Livingston Countryside Belt. This is not a legally defined Green Belt such as that surrounding Edinburgh, but it will have effect as a development control policy. Within the Countryside Belt, special restraint will be exercised over development proposals in order to protect the particular qualities of these areas.

The site of the proposed station car park to the north of the M8 lies within this site. The plan will be superseded by the West Lothian Local Plan when adopted. The plan pre-dates relevant national environmental and transport policy and guidance and the Lothian and the Borders Structure Plan, 2004, and, therefore, does not reflect current planning guidance.

6.9.2 Livingston Local Plan, adopted March 1996

The Livingston Local Plan was adopted in March 1996 and is intended to provide guidance for a 10 year period. The plan will be superseded by the West Lothian Local Plan, when adopted. The plan pre-dates relevant national environmental and transport policy and guidance and the Lothian and the Borders Structure Plan, 2004, and, therefore, does not reflect current planning guidance. It is, however, the adopted Local Plan for the area and its policies are a material consideration for the rail route proposals. The assessment focuses on the area of Livingston North Station where new car parking and access is proposed as part of the rail line proposals. The remainder of the route will not result in any land use change, or significant environmental impacts within the Local Plan area. The area in which Livingston North station is located, is identified as a local centre, safeguarded as a location for business, commercial, retail, community, leisure and recreation uses serving primarily a local need. Relevant policies are: Policy F1 which seeks to safeguard local centres as locations for business, commercial, retail, community, leisure and recreation centres serving primarily a local need. Policy T11 seeks the provision of disabled access for all new public, commercial and employment developments. Policy T12 requires provision for cyclists in major new public, industrial and commercial developments. Policy T15 seeks to safeguard land to the east of the existing car park and land to the south of the railway line for car and cycle parking. The proposed Station and access improvements will comply with these policies.

6.9.3 West Lothian Local Plan, Finalised Written Statement, April 2005 In addition to the policies noted in 6.4.7 above, the following policies are relevant to the Bathgate to Edinburgh section of the route, focusing on the areas of Livingston North Station and Uphall Station: Policy TC 9 Local Centre which supports suitable development in local centres.



TRANS 23 which supports the re-opening of the former Bathgate-Airdrie line including land for the provision of track and for the potential expansion of the existing station at Livingston North. Livingston North Station is located within an area identified by Policy TC 9 as a local centre. The proposed station and access improvements will comply with this policy. The scheme proposals also support Policy TRANS 23. There are no non-compliance issues. The site of Uphall Station is identified in this plan is safeguarded for a new or extended railway station, while the area to the north of the M8 is identified as a site for a bus facility with park and ride. The corridor of the M8 is included as part of the Countryside Belt 9. (Polices ENV 22-23). The proposals do not result in any significant non- compliance.

6.9.4 City of Edinburgh Local Plans

Within the City of Edinburgh Council the scheme lies within 6 local plan areas. The Council is currently preparing a new local plan for Edinburgh: the Edinburgh City Local Plan (ECLP). The ECLP will eventually replace the majority of the current local plans. Consultation with City of Edinburgh Council’s Policies and Plans department (11/11/2005) confirmed that the Council considers the finalised Draft West Edinburgh Local Plan (2001) as a material consideration when determining planning applications in the western area of the city. The adopted Local Plans: North West Edinburgh Local Plan (1992) and South West Edinburgh Local Plan (1993) are outdated and the new Edinburgh City Local Plan has yet to be completed. The scheme falls within the boundaries of the following adopted and finalised local plans:

• Ratho, Newbridge and Kirkliston Local Plan, adopted October 1985;

• Rural West Edinburgh Local Plan, re-finalised June 2003;

• Draft West Edinburgh Local Plan, July 2003;

• North West Edinburgh Local Plan, adopted January 1992;

• South West Edinburgh Local Plan, adopted March 1993; and

• Central Edinburgh Local Plan, adopted May 1997.

Relevant Local Plan policies are described below and detailed in Appendix 2.

6.9.5 Ratho, Newbridge and Kirkliston Local Plan, Adopted October 1985

The Ratho, Newbridge and Kirkliston Local Plan was adopted in October 1985. The local plan area now falls within the Rural West Edinburgh Local Plan area (described in 6.9.7 below), which was finalised in June 2003. The relevant Ratho, Newbridge and Kirkliston Local Plan policies are listed below: Policy 2.2 Countryside Policy 2.3 Countryside Policy 2.14 Landscape Conservation and Improvement Policy 2.22 Quarrying Policy 2.31 Housing



6.9.6 Scheme Compliance with the Ratho, Newbridge and Kirkliston Local Plan

The scheme’s proposals are for the electrification and re-opening of an existing railway line, which will not cause any adverse effects on agricultural land, the countryside, landscape or residential amenity. The proposals will also not affect existing igneous rock deposits or involve any quarrying purposes. Therefore the proposals are compliant with policies 2.2, 2.3, 2.14, 2.22 and 2.31.

6.9.7 Rural West Edinburgh Local Plan Re-Finalised June 2003 A re-finalised version of the Rural West Edinburgh Local Plan was approved by the

Council in 2003 and supersedes the first finalised plan (1999). The plan covers Edinburgh’s rural area to the west including the villages of Queensferry, Ratho, Newbridge and Kirkliston. The relevant Rural West Edinburgh Local Plan policies are listed below:

Policy E1 Sustainable Development Policy E4 Environmental Impact Policy E5 Development in Greenbelt and Countryside Areas Policy E6 Design and Amenity Criteria for development in the greenbelt and Countryside Policy E29 Scheduled Ancient Monuments Policy E30 Non-scheduled archaeological remains – Archaeological evaluation Policy E32 Listed Buildings Policy H6 Protecting Residential Amenity Policy TRA6 Routes for Cyclists and Pedestrians Policy TRA7 Public Transport Policy TRA8 Transport Proposals Policy TRA9 Environmental Impact Of Transport Proposals

6.9.8 Scheme Compliance with the Re-Finalised Rural West Edinburgh Local Plan

The scheme supports the objectives of sustainable development and is therefore compliant with Policy E1. Electrification and the re-opening of an existing railway line will not cause any adverse effects on the green belt and/or the countryside, listed buildings, scheduled ancient monuments, sites of archaeological importance and residential amenity, and is therefore compliant with Policies E5, E6, E29, E30 and E32. The development proposals and any potential impacts are assessed within this Environmental Statement and are therefore compliant with Policies E4 and TRA9. The improvement of an existing railway line is in support of Policy TRA7. Policy TRA8 seeks to safeguard land for a range of public transport proposals in order to reduce car usage, improve public transport and ease traffic congestion. Policy TR8 includes Proposal T6 -Newbridge Rail station Safeguards. City of Edinburgh Council notes that it is essential, for compliance with the development plan and for the Council’s aspirations for the Newbridge area, that the proposed scheme does not preclude the possibility of a station here in the future. The proposals do not conflict with Policy TR8 and proposal T6.



6.9.9 Draft West Edinburgh Local Plan, July 2003

The City of Edinburgh Council has decided to review the North West Edinburgh Local Plan, adopted in January 1992 and the South West Edinburgh Local Plan, adopted in March 1993 and replace them with a new Local Plan covering both areas. The draft will no longer be finalised due to the emergence of a new city-wide plan, however, it is used by the Council as a material consideration when reviewing development proposals in the area. The relevant Draft West Edinburgh Local Plan policies are listed below:

Policy DQ1 Environmental Impact Assessment Policy DQ2 Environmental Impact Policy DQ3 Sustainable Development Policy DQ5 Development within the vicinity of Hazardous Installations Policy DQ10 Large scale development proposals Policy DQ14 Listed Buildings – Character and Setting Policy DQ15 Listed Buildings – Control of Development Policy DQ20 Scheduled Ancient Monuments Policy DQ21 Sites of Archaeological Importance Policy H2 Residential Amenity Policy T6 Transport Proposals Policy T7 Pedestrians and Cyclists Policy TRA1 CERT (Saughton to Gogar Section) Policy TRA2 Edinburgh Park Station

6.9.10 Scheme Compliance with the finalised Draft West Edinburgh Local Plan As previously discussed, it is not anticipated that the proposals will cause adverse effects on listed buildings, scheduled ancient monuments, sites of archaeological importance or residential amenity and are therefore fully compliant with Polices DQ14, DQ15, DQ20, DQ21 and H2. The scheme supports the objectives of sustainable development and is therefore compliant with Policy DQ3. The development proposals and any potential impacts are discussed and assessed within this Environmental Statement and are therefore compliant with Policies DQ1, DQ2 and DQ10. The scheme will not adversely affect adjacent land reserved for current or future transport proposals and will therefore be compliant with Policies TRA1 and TRA2. Development proposals will not require extensive works and consultation with relevant statutory bodies will ensure that any development near hazardous installations will be avoided, therefore the scheme complies with Policy DQ5.

6.9.11 North West Edinburgh Local Plan, adopted January 1992 The North West Edinburgh Local Plan provides guidance on the location of development within the north west of Edinburgh. Although outdated along with the South West Edinburgh Local plan described below, both plans are the adopted local plans for the western area of Edinburgh. The relevant North West Edinburgh Local Plan policies are listed below: Policy T3 Public Transport, Pedestrians and Cycle Movements Policy H5 Residential Amenity



6.9.12 Scheme Compliance with the adopted North West Edinburgh Local Plan The proposed development is for the electrification and the re-opening of an existing railway line. Therefore it supports Policy T3 with the improvement of an existing public transport route and is in compliance with Policy H5, as it will not adversely affect adjacent residential areas.

6.9.13 South West Edinburgh Local Plan, adopted March 1993 The South West Edinburgh Local Plan provides guidance on the location of development within the south western area of Edinburgh. The relevant South West Edinburgh Local Plan policies are listed below: Policy T1 Future Transport Purposes Policy T2 Proposed New South Gyle Junction and Access Road Policy T3 Light Rapid Transport System Policy E6 Ancient Monuments and Archaeological Sites Policy H5 Residential Amenity

6.9.14 Scheme Compliance with the adopted South West Edinburgh Local Plan The proposed electrification and re-opening of the existing railway line will not require additional land, therefore the scheme is in compliance with Policies T1 and T2, accessibility to current public transport networks will be unaffected and will be in compliance with Policy T3. Existing ancient monuments and archaeological sites will not be adversely affected and should any features of archaeological importance be discovered during construction, an archaeological evaluation will be conducted and Historic Scotland and the Council’s archaeologist consulted. Therefore the scheme will comply with Policy E6. The development proposals will not adversely affect any residential areas and will therefore be in accordance with Policy H5.

6.9.15 Central Edinburgh Local Plan, adopted May 1997 The Central Edinburgh Local Plan provides guidance on the location of development within Edinburgh’s city centre, including the Old Town and the New Town, both designated a World Heritage site and within designed landscapes. The relevant Central Edinburgh Local Plan policies are listed below: Policy CD1 Ancient Monuments Policy CD2 Listed Buildings Policy CD4 Conservation areas Policy CD5 Conservation areas – redevelopment Policy CD7 Article 4 Directions Policy CD8 Archaeological evaluation Policy CD9 Protection of archaeological remains Policy GE4 Designed Landscapes First New Town Local Strategy Area – Strategy Summarised Old Town Local Strategy Area – Strategy Summarised



6.9.16 Scheme Compliance with the adopted Central Edinburgh Local Plan The proposals include the electrification and the re-opening of an existing railway line. It is anticipated that these minor changes will not adversely affect any cultural or natural heritage features. The railway re-opening proposals therefore comply with Policies CD1, CD2, CD4, CD5 and GE4 on scheduled ancient monuments, listed buildings, conservation areas and designed landscapes. Should any features of archaeological importance be discovered during construction, an archaeological evaluation will be undertaken and Historic Scotland and the Council’s archaeologist consulted. The scheme will therefore comply with Policy CD8 on Archaeological Evaluation and CD9 on the Protection of Archaeological Remains. The Bathgate to Edinburgh railway supports the Council’s First New Town and the Old Town Strategies in that the proposals are for the upgrading and enhancing of the existing railway line and will not affect the historical, cultural or commercial significance of these areas.

6.10 Edinburgh Local Transport Strategy

The City of Edinburgh Council’s Local Transport Strategy 2004-2007, has the following aims:

• Improve safety for all transport users

• Reduce the environmental impacts of travel

• Support the local economy

• Promote better health and fitness

• Reduce social exclusion These aims illustrate the links between transport and other policies such as land-use planning, social exclusion, economic development, the environment, public health and safety. The proposed rail improvements will support the aims of the Local Transport Strategy.

6.11 Consultation Response of City of Edinburgh Council The City of Edinburgh Council has noted that the Edinburgh and Lothians Structure Plan 2015 refers, in Table 2.1, to West Lothian needing ‘stronger linkages with Edinburgh either through tram or busway extension as well as enhancement of services on the Bathgate and Shotts rail lines. The Structure Plan also identifies, both in Table 5.1 and the key diagram, the need to safeguard land at Newbridge for a railway station. This item is carried through as item E9 in Schedule 2 of the Structure Plan Action Plan (Strategic Transport Investment Proposals, possibly to be funded through developer contributions). Policy TRA8 of the Re-Finalised Rural West Edinburgh Local Plan, which is currently approaching adoption) seeks to safeguard land for a range of public transport proposals in order to reduce car usage, improve public transport and ease traffic congestion. Policy TRA8 includes Proposal T6 -Newbridge Rail station Safeguards. The Council notes that large areas of new business development are proposed at Newbridge, an area, which already enjoys significant locational benefits. A railway station would significantly improve the potential for sustainable travel to those developments and allow the current low density industrial character of the estate to



potentially evolve into a more employment intensive character. The Council notes it is particularly important that the potential for a station at Newbridge is acknowledged. The Council concludes that it is essential, for compliance with the development plan and for the Council’s aspirations for the Newbridge area, that the proposed scheme does not preclude the possibility of a station here in the future.

6.12 Summary of Compliance with National, Structure and Local Planning Policy

Bathgate to Edinburgh The review of compliance with relevant policies in the approved Structure Plans, adopted Local Plans, together with emerging Structure and Local Plans has identified no significant conflicts. The proposed development is the improvement to an existing operational railway. With the exception of station upgrading, car parks and accesses at the existing Livingston North and Uphall stations, all works will be completed within the boundaries of the existing line. The re-Finalised West Edinburgh Local Plan has safeguarded land at Newbridge for a station site, but this is not in conflict with the current proposals. The proposal is also compliant with the non-statutory Local Transport Strategies. The proposal also meets national and local objectives for sustainability, economic activity, transportation and accessibility.

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