Glasgow Airport Rail Link, Scotland, United Kingdom

The importance of a rail link to large airports is evident in the number to have developed in recent years. Generally the basic rail infrastructure of a country or city predates the development of its airports. Airports were therefore rarely built into the network, even if, as is often the case in urban areas, they are frustratingly close.

Glasgow is Scotland's largest city with around 2.3 million in the conurbation; it also has the country's busiest international airport, in spite of only starting in its civil role on the present site as recently as 1966.

THE PROJECT

The Glasgow Airport Rail Link (GARL) project embodies many of the above issues: an airport experiencing rapid growth; near, but not on a rail line; a need to shift travellers away from crowded roads; and the opportunity to not just get passengers to/from the adjoining city, but to lock into a pre-existing range of rail services.

As one of the region's largest single employment locations with 5,400 jobs on site, GARL is also promoted as a quicker and more environmentally friendly way of going to and from work.

For such substantial operations by a full range of aircraft types, Glasgow International is very close to the city, just south of the River Clyde and around 8 miles (13km) west of the city centre.

Its growth followed a reversal of the original plan to concentrate services at the more distant Prestwick, so much so that with around 9 million passengers per year, Glasgow is now the UK's seventh busiest airport, compared to Prestwick's position of 17th. With a projected 15 million passengers by 2030, GARL has become a necessity rather than a luxury.

Although not without adverse comments regarding costs or conversely that the scheme was not ambitious enough as a spur operation, unlike the narrow approval for Edinburgh's tram network, the GARL proposal was passed in the Scottish Parliament by the huge margin of 118 votes to 8.

In August 2006 SPT awarded GARL contracts for design and technical support consultancy to Atkins Ltd (approximately £2m); property services support to GVA Grimley and infrastructure works in respect of modifications to the current line to Network Rail services.

West Lothian-based Soil Mechanics was awarded a £1.3m ground investigations contract in November 2007 for detailed investigations along the new St James Spur.

A controversial aspect of building this final section was the loss of sports grounds, an aspect which is covered by a contract with Souters Sports for alternative facilities. Estimates of overall cost have varied, with SPT indicating a range between £170m and £210m.

INFRASTRUCTURE

As with other UK airports rail links like those to Manchester, London Heathrow and Stansted, Glasgow's line will be of the spur type, as opposed to being on a through route like the pioneering Gatwick station or Birmingham International.

From Glasgow Central to Paisley, GARL will use the existing electrified Ayrshire Coast line. Briefly taking the Gourock/Wemyss Bay branch at Gilmour Street before entering a new 2km double-track section, the St James Spur, it will mainly be on embankments and viaducts, including a single-span bridge across the M8 motorway. The airport terminus station will be built just south of the present multi-storey car park, with moving walkway connection to the terminals.

To provide the required extra capacity, a third track will be added between the Shields and Arkleston junctions. As a formerly four-track section, space is already available. At the city terminus of Glasgow Central, a current short platform on the western side will be lengthened further towards the concourse to accommodate GARL services.

ROLLING STOCK

Specific stock is yet to be designated for GARL, although as part of the First ScotRail-operated services of the Strathclyde Partnership for Transport (SPT), they could be drawn from existing EMU stock, the most modern of which is the Alstom-supplied 90mph (145km/h) Class 334. It is probable that sets will be designated – although a new build is possible – and refitted as appropriate to these services, with modifications such as greater luggage space.

Taking 16min end-to-end, the projected service is at 15min intervals. An intermediate stop at Paisley Gilmour Street will add capacity for this important town within the Glasgow conurbation. It will also remove the need to go into Glasgow itself to join the airport line for those travelling to or from south west of the city.

SIGNALLING /COMMUNICATIONS

As an extension of an existing system and using conventional stock, GARL will be signalled as per UK norms. Communication at stations and aboard dedicated stock will take account of the needs and expectations of visitors.

THE FUTURE

Construction should begin in 2008. In 2007 Glasgow was awarded the 2014 Commonwealth Games, by which time GARL should have had over three years of operation. The Games have also been linked with plans for expansion of the city's distinctive metro line that rings the city centre.

Alongside the successful GARL campaign, SPT has continued to support the Crossrail Glasgow scheme that would substantially lessen the divide between services to the Queen Street and Central termini. Although the scheme has not been included in Network Rail or official Scottish transport plans, any such link would open up the airport for through services north and east of Glasgow.

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