Clyde Gateway - Rutherglen Station Access and Environment Study

Rutherglen Railway Station Access Strategy

AuguSt 2008

Gillespies


AuguSt 2008

Gillespies

page

executive summary 1

introduction 3

1. Analysis of the Wider Area 5

2. Analysis of the immediate Vicinity 15

3. Development of strategies 25

4. improving links within Rutherglen 29

5. improving links to Future Areas of Development 49

6. Conclusions /prioritising 65

Contents


1

ExEcutivE Summary

This is one of four studies commissioned by Clyde

Gateway URC and Glasgow & Clyde Valley Green

Network Partnership for the Clyde Gateway area.

Gillespies were commissioned to prepare proposals for

the development and improvement of access routes to

and from Rutherglen Railway Station. The purpose of

such proposals is to identify streetscape improvements

in order to encourage use of the railway station. The

other studies are for environmental improvements to

industrial areas (tgp landscape architects), for access to

the River Clyde itself (Aedas) and for environmmental

improvements to Bridgeton (Austin-Smith: Lord).

Additionally, the study aims to promote the creation of more

positive links to new centres of employment at Shawfield and

Farme Cross, to the River Clyde and the wider Clyde Gateway

area. These areas are likely to see considerable regeneration

both leading up to, and following on from the Commonwealth

Games, which will take place in Glasgow in 2014. The building

of the long awaited extension to the M74 will also have a major

impact. Construction work has already started on the motorway

and the link is due to be completed in 2012.

The combination of the Commonwealth Games and the M74

extension provides a unique opportunity to improve the links

within and between communites, which have either failed to

develop or disappeared. Communities need good links in order

to thrive.

Chapter 1 and Chapter 2 present an analysis of the existing

situation, and the changes resulting from the construction of

the M74 extension, which will cross the station area on a bridge

structure. Chapter 1 is an analysis of the station within the

Clyde Gateway area (roughly within a radius of 1 mile). With

the construction of the motorway, the station area is one of

very few viable links between Rutherglen and the areas to the

north. It is therefore important to look at access requirements

at a larger scale and also over a longer timescale. Chapter

2 focuses on analysis of the immediate vicinity of the railway

station in Rutherglen.

Chapter 3 is a linking chapter which explains how the

conclusions of the site analysis were used to generate a set

of strategies for improving access to the station, incorporating

the feedback from a stakeholder workshop which was held at

Rutherglen Town Hall on 3rd June 2008.

Chapter 4 and Chapter 5 present a number of proposals

including a description of the scope of the works, an estimate of

likely costs and an evaluation of any legal or practical hindrances

to be overcome in order for that proposal to become a reality.

Chapter 4 contains proposals concerned with improving links

between the station and existing areas of Rutherglen. Chapter 5

contains proposals to improve links between the railway station

and future areas of development north of the railway. These

proposals would be implemented in step with the progress of

regeneration, but it would be good if the proposed links could

be established in anticipation of the Commonwealth Games.

Finally Chapter 6 evaluates and prioritises the proposals to

provide the Clyde Gateway URC with a template for how to

proceed. The proposals are reviewed in the context of the

results of the original analysis and cost -effective combinations

of the proposals are suggested. The report recommends that

the following are pursued as a priority:

a) public realm improvements to Castle Street , providing a

clear, pedestrian friendly route from Rutherglen Main Street

to the Railway Station.

b) a new bridge link over the railway line between Farme

Cross and Shawfield providing an access to the railway

Station from the north.

c) It is also recommended that the public realm improvements

to Farmeloan Road have priority, given the current level of

interest in regeneration in this area.


2


3

Rutherglen

Rutherglen is a town in South Lanarkshire of about 25,000 inhabitants,

which is less than two miles from the centre of Glasgow. In fact,

Rutherglen’s status as a royal burgh slightly predates that of Glasgow –

it was founded by David I in the first half of the 12th century. The name

derives from the Gaelic “An Ruadh Gleann” – the red valley. The town

most recently regained its ”independence” from Glasgow in 1996, when

it was returned to South Lanarkshire.

Perhaps as a result of the separate jurisdictions, but also because of

geographical and historical considerations, there has been a lack of

connections between Rutherglen and Glasgow. The river and its flood

plain, then the growth of industry along the river and the railway have

separated Rutherglen from areas to the north of the Clyde.

Rutherglen Railway Station

The original Rutherglen railway station was on the main west coast line

into Glasgow Central station. A further platform (the current one) was

added in 1895 to serve the Glasgow (low level) Central Line. However

this was closed in 1964 as a result of the Beeching cuts. When the line

was revived in 1979, a new station building was constructed and the

original main line station was closed. The disused platform of the original

station is still visible.

Access to the station is by a covered footbridge from Victoria Street,

over the main line railway (where the original platform was located) to

stairs down to the island platform and ticket office. In 2008, a lift is being

installed between the platform and the footbridge as part of the Scottish

Government’s commitment to improving disabled access. There is a level

crossing at the northern end of the platform, which is solely for use of staff

accessing the First Engineering Training Centre.

Trains take between five and eight minutes to Glasgow city centre (Argyle

Street or Central Station), depending on whether they stop at Bridgeton

and Dalmarnock. Total annual footfall at Rutherglen station is about

600,000.

introduction


4


5

Analysis of the Wider Area

1


6


7

Chapter One analySiS of thE WidEr arEa

Rutherglen is located south of, and in close proximity to the river Clyde. Rutherglen station is indicated by the red circle. The satellite image shows the high

proportion of green space both within the Rutherglen area and surrounding areas, considering the close proximity to the major city of Glasgow. Also visible

is the triangular woodland within the junction of railway tracks at Rutherglen station.


8

Rutherglen will see significant changes in the near future with the

developments associated with the M74 extension. The East End

Regeneration Route, which has yet to get the go-ahead, is also shown.

Rutherglen is relatively isolated from areas north of the river due to the

limited number of river crossings. The new motorway will aggravate

this situation. The embankments to the motorway will effectively be a

barrier between Rutherglen and areas to the north, with openings only

to accommodate existing roads. Views from Rutherglen to Glasgow and

the Campsie Fells will be obscured in places by the motorway.

ProPoSEd nEW traffic routES

However, Rutherglen Railway Station will be in a position to become a

key link between areas to the north and south of the M74 extension. The

new roads will also benefit Rutherglen by taking through traffic away

from Main Street, the principal shopping street in the town.

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9

The diagram shows the Clyde Gateway Area. The Clyde Gateway Urban

Regeneration Company (URC) is a multi-agency project set up to tackle

the physical and economic decline of a large part of the East End of

Glasgow and South Lanarkshire. The Clyde Gateway URC is made up

of Glasgow City Council, South Lanarkshire Council, Scottish Enterprise

National, Scottish Enterprise Glasgow, Scottish Enterprise Lanarkshire

and Communities Scotland. The area stretches between Bridgeton

Cross, Parkhead Cross, Rutherglen and Shawfield.

maStErPlan arEaS

Three development areas which are currently under consideration are:

• The South Dalmarnock & Shawfield Strategic Study & Implementation

Plan

• “Cuningar - a River Runs through” development and implementation

strategy for Farme Cross & the Cuningar Loop Area.

• The Commonwealth Games Masterplan.

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10

Currently, the uses south of the station are largely residential and mixed

use, and uses north of the station are employment. The area of mixed

use shown in Rutherglen town centre approximates to the Conservation

Area, which contains a variety of residential, retail, employment and

other uses.

futurE uSES

North of the station, there has been a reduction of employment uses on

some sites due to the construction of the M74 extension. However, the

new Rutherglen Park has replaced this to a certain extent. Rutherglen

Park also includes a large retail facility.

Future uses as indicated by the development strategies currently under

consideration include:

• Business and employment uses in the Shawfield area.

• Residential and mixed uses in the Farme Cross / Cuningar Loop

area.

• Residential and mixed uses on the Commonwealth Games site.

• “Imuya” animal based visitor attraction - a large, national / international

scale visitor attraction which is being considered by the Royal

Zoological Society and which is currently seeking funding.

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Future uses from the various development strategies are likely to increase

the use of Rutherglen station significantly, with new customers from areas

to the north west and north east of the station.

Currently the railway station is used for local trains stopping at Rutherglen

– services from Larkhall/ Hamilton to Glasgow Central (low level) and

through to Helensburgh/ Milngavie. Local trains from Glasgow Central

(high level) pass through the station to Mount Vernon, Baillieston and

Whifflet, but do not stop at Rutherglen. There are currently no plans to

reinstate a stopping service. Express trains pass through Rutherglen on

the West Coast Main Line between Glasgow and London.

Public tranSPort

The principal bus routes to central Glasgow are also shown. There is no

provision for taxis near the station at present.

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Glasgow City Council have issued a Core Path Network Plan, a basic

network of paths around Glasgow to link and support the wider network

of other paths around the city. Core paths are the most popular paths and

/or key routes that link communities or provide access to local facilities

as well as parks and greenspaces. South Lanarkshire Council is in the

process of developing a draft Core Path Plan. This core path network is

supported by Sustrans, the national cycle network charity.

PEdEStrian and cyclE routES

There is an existing pedestrian and cycle route along the north bank of

the river called the Clyde Walkway. The opportunity exists for a path on

the south side of the river, stretches of which are partially completed. It

is suggested that an alternative route be considered for the south side

as indicated. Pedestrian and cycle routes to the station are also shown,

indicating the current difficulties of access to the station from areas to the

north, (requiring significant detours).

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13

The Clyde Gateway Green Network Strategy, by Land Use Consultants,

proposes a vision for the integration of the Green Network within the

regeneration of Clyde Gateway. It describes ways in which the Green

Network will contribute to the Gateway’s future environmental quality,

community vitality and economic success. It highlights the opportunity to

create a unique, distinctive and high quality urban environment close to

the centre of Glasgow.

The core of the strategy is the Clyde Riverside Corridor which forms

a spine into which other green spaces should be linked. Glasgow and

the Clyde Valley Structure Plan identifies the River Clyde as a strategic

element of the Green Network and a key contributor to regeneration by

providing a continuous and high quality green corridor, drawing on the

river’s recreation and biodiversity potential.

GrEEn SPacE nEtWork

Aspirational links are shown where relevant to Rutherglen station. These

would link Rutherglen station with Burnhill Open Space/ Richmond Park

to the west and the Clyde to the north.

Riverside Green Links

Existing Parks /Open Spaces

Potential Green Links

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15

Analysis of the Immediate Vicinity

2


16


17

Chapter twO analySiS of thE immEdiatE vicinity


18

toPoGraPhy

Rutherglen is on a glacial ridge, consisting of river terraces and glacially

deposited hills, called drumlins. In the West End of Glasgow housing

was typically built on top of these to exploit the views. Rutherglen town

centre is on higher ground than the industrial areas to the north, near

to the Clyde and the ground descends gradually down to the river. This

change in height is particularly apparent at the Railway Station, with a

steep wooded bank down to the level of the platforms.

Areas of potential flooding are identified in the Clyde Gateway Integrated

Water Plan (Hyder Consulting). The principal areas affected are

between Farme Cross and the river. Construction of the Rutherglen Park

development has included appropriate flood defences.

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m74 ExtEnSion land-takE

The coloured areas show the land that has been acquired for the

construction of the motorway.

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20

m74 ExtEnSion

Track to Bridgeton Bank Sidings

QUEENSTREET

The diagram shows the latest planning drawings for the motorway,

including the junction at Cambuslang Road and the embankment for

the six lane motorway. Bridges are shown over Farmeloan Road, the

railway station and Glasgow Road. A significant alteration to the local

road network is the replacement road for the existing Quay Road, a road

to access the employment area north of the motorway.

A visualisation shows the bridge over the railway station itself. The bridge

crosses not only the railway lines and platform but also Queen Street to

the west of the station, and also the track leading from the station to the

Bridgeton Bank Sidings along the side of the railway tracks.

Visualisation of motorway bridge from the design guidelines for the M74 extension.

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PoSt m74 ExtEnSion Station circulation

KING STREET

MAIN STREET

VICTORIA STREET

FAR

MEL

OA

N R

OA

D

The current pedestrian circulation on the south side of the train lines

is currently unsatisfactory. Moray Court poses a significant barrier on a

very useful route between the station south entrance and Queen Street.

Pedestrian and cycle traffic is required to take a longer route around this

development. Currently the private car park of Moray Court is separated

by a high fence from the public car park on Victoria Street. The motorway

proposals do not improve the pedestrian circulation.

All routes from the north east and north west of the railway station are at

a disadvantage in terms of good access to the station.

The car parking spaces on Victoria Street are used by visitors to the town

centre of Rutherglen, but also as an unofficial park and ride facility for

commuters using the train. Two alternative locations for car parking could

be considered:

1) on the triangular area between the railway lines, however the

impractical shape and difficulty of access to this plot makes this option

less attractive

2) on empty sites north of the railway line – this could be considered as

temporary uses as the area is regenerated.

QUEEN STREET

Existing Car Parks

Pedestrian Routes

BRIDGETON BANK SIDINGS

MORAYCOURT

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buS circulation

Buses are well used in the Rutherglen and Cambuslang area. The 2001

census revealed that 10% travelled to work by rail and 19% by bus.

However there is a lack of clear routes between the bus stops and the

station.

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GrEEn SPacE nEtWork

In the context of the Clyde Gateway Green Network Strategy areas in

the vicinity of the station are shown which could serve to form strategic

green links. Current planning policy recognises the importance of waste

ground in urban areas. Large areas of waste ground in urban areas have

frequently been colonised by a range of species which have exploited the

varied substrates to produce valuable ecosystems. Disused tracks and

embankments can support diverse habitats and serve as corridors with

recreational potential.

Given that the use of the triangular space between the railway lines is not

seen as feasible for car parking, there would be much to recommend a

policy of securing this area as part of the green network.

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25

Development of Strategies

3


26

As a result of the site analysis an aspirational network of improved routes

was developed and presented to stakeholders at Rutherglen Town Hall on

the 3rd June 2008. The aim of these routes/ options can be summarized

as follows:

• to cater for future uses

• to encourage the development of public transport

• to establish an effective pedestrian and cycle network

• to develop the strategic green network

Following the workshop it was felt that a distinction should be made

between strategies which improve the links to existing areas and strategies

for the creation of key links in connection with urban regeneration and

with the forthcoming Commonwealth Games.

Therefore the rest of the report has respected this division:

a) Improving links within Rutherglen (Chapter 4)

b) Improving links to future areas of development (Chapter 5)

Indicative costs are provided for each option, which includes

preliminaries, contingencies and professional fees. The indicative

costs exclude the following:

• VAT

• Legal fees

• Local authority planning and road consent application fees

• Site investigations and surveys

• Finance charges during the construction

• Project insurances

• Site acquisition fees / costs

• Agent’s fees

• Increased costs beyond 3rd quarter 2008

• Abnormal ground conditions

• Allowance for any costs arising from ground contamination

• Utility services diversions

• CCTV installation

• Artwork

Chapter three dEvEloPmEnt of StratEGiES


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7

65

43

2 1

FFarmeCrossF

Shawfield

AA

BB

CC

DD

EE

123

4

56

7

Rutherglen Main Street

M74

River Clyde

AA

11

Aspirational Routes

Medium Term Strategies

Short Term Strategies

This diagram shows the desired footpath and cycle network as a blue dotted line. The

numbered circles represent proposals that are illustrated in the following pages. These

include new links to complete this network, and improvements to existing links.


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29

Improving Links within Rutherglen

4


30


31

7

65

43 21

Shawfield

123 4

56

7


M74

River Clyde

Queen Street

Farm

eloan

Road

Dalm

arnock Road

ProPosals 1 -7


32


M74

River Clyde

11

Benefits:

User groups that will benefit include station users from Rutherglen

itself and visitors by rail to Rutherglen from elsewhere. The proposal

will increase the attractiveness of Rutherglen as a shopping area and

also as a potential location for employment. This will encourage an

increase in commuters to Rutherglen as well as an increase in numbers

of commuters from Rutherglen.

An upgrading of the Conservation Area would produce economic and

environmental benefits for residents and business users. Improvements

to Castle Street can be seen as part of this overall strategy.

Potential Legal/ Practical hindrances:

• Current car parking arrangement at the corner of Castle Street and

King Street.

The necessary alterations to traffic priorities to create a pedestrian

friendly street.

The use of vacant lots within the conservation area as car parking

should not be seen as a permanent arrangement, because originally

these would have been building facades. Therefore over the long term

the building lines to the street should be restored with appropriate

development, or at the very least with high quality walls or fencing.

Although redevelopment of vacant plots is outwith the scope of this

study, some marking of the desired building line by low walls or surface

treatment of the pavement should be undertaken as part of the public

realm works. In the case of Castle Street the edge of the Salvation

Army car park would need treatment (e.g. a low wall) to establish a

coherent edge to the street.

ProPosal 1 Improvements to Castle street

This is the principal route between Main Street and Rutherglen Station

and as such it is well used. The pedestrian environment on this important

route is visually incoherent and it is not clear that the route leads to the

station. Traffic barriers obstruct pedestrian flow. Poorly placed highway

signage blocks views of existing railway station signage and the railway

building itself is not visible on this approach. Therefore the station should

be announced from Main Street, at the station entrance and also at the

junction with King Street.

Recommendations:

“Beacon” StructuresAt the junction of Main Street and Castle Street a “kiosk” type structure. At the junction of King Street and Castle Street a “totem” type structure. At the junction of Victoria Street and Castle Street a “pavilion” type structure.

Street Surface Improvements:Northern section: New high quality shared surface, with appropriate bollards and street furniture.

Southern section: The quality of the existing street surface of this section is acceptable. Existing pedestrianised street surface retained.

Lighting: Remove highway lighting and replace with more closely spaced pedestrian scale lighting.

Trees: Small crowned street trees

Other Improvements: Removal of barriers and superfluous signage

Indicative Cost Estimate: £892,000.


33

proposal 1

Beacon

tree

light

street edge

SAlVATIoN ARMy

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34

Entrance to Castle Street from Main Street

Corner of Castle Street and King Street

proposal 1

Castle Street looking from the junction with King Street towards the Railway Station.

Castle Street looking from the junction with Victoria Street towards Rutherglen Main Street.

Salvation Army

Car Park


35

The aim of the proposal is to provide a pedestrian-friendly street

between Main Street and the station. This will mean reducing the current

dominance of vehicular traffic in the upper part of Castle Street in favour

of pedestrians and cyclists. Vehicular access will be maintained but

overall traffic speed reduced to give priority to pedestrians.

This is following current Scottish planning guidance (PAN 76) and the

contents of The Manual for Streets. The Manual for Streets, and the

forthcoming Scottish version, provide guidance for practitioners involved

in the planning, design, provision and approval of new residential streets,

and modifications to existing ones. They aim to increase the quality of life

through good design which creates more people-orientated streets.

The Manual for Streets contains the following principles of inclusive

design:

• places people at the heart of the design process

• acknowledges diversity and difference

• offers choice where a single solution cannot accommodate all users

• provides for flexibility in use

• provides buildings and environments that are convenient and

enjoyable to use for everyone

The Manual for Streets can be downloaded at:

http://www.dft.gov.uk/pgr/sustainable/manforstreets/

proposal 1

Examples of successful Beacon structures

Shared surface not requiring signage


36

ProPosal 2 Improvements to Green road


M74

River Clyde

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This is a secondary route between Main Street (leading from behind

Rutherglen Town Hall) and Rutherglen Station. The pedestrian environment

on this important route is visually incoherent and it is not clear that the

route leads to the station. Traffic barriers and other obstacles obstruct

pedestrian flow.

Recommendations:

Street Surface Improvements:

Northern section: New high quality shared surface, with appropriate

bollards and street furniture.

Southern Section: New high quality pedestrianised surface.

Lighting: Remove highway lighting and replace with more closely

spaced pedestrian scale lighting.

Tree Planting: Small crowned street trees

Other Improvements: Removal of barriers and superfluous signage.

New pedestrian signage to and from Main Street and Station.


Benefits:

Although this proposal is a secondary route from Main Street to the

station serving the Town Hall and library the beneficiaries will be similar

to proposal 1.

As in proposal 1, improvements to Green Road will produce economic

and environmental benefits to residents and business users in the

immediate area.

Potential Legal / Practical hindrances:

• Current car parking arrangement at the corner of Green Road and

King Street.

• The necessary alterations to traffic priorities to create a pedestrian

friendly street in accordance with current planning guidance/ good

practice.


37

Looking down Green Road towards Victoria Street car park

Looking back to Main Street from King Street

Lane leading from Main Street to King Street beside library

tree

light

street edge

proposal 2

lIbRARy

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ProPosal 3 Improvements to reGent drIve


M74

River Clyde

33

This is a secondary route between Queen Street and Rutherglen Station.

Although the pedestrian environment on this important route is not so

visually incoherent as Castle Street and Green Road in Proposals 1 and 2,

it is not clear that the route leads to the station.

Recommendations:

Street Surface Improvements: New high quality shared surface, with

appropriate bollards and street furniture.



Tree Planting: Small crowned street trees.

Other Improvements: Removal of superfluous signage. New

pedestrian signage.


Benefits:

Although this option is a secondary route from areas to the west of

Rutherglen to the station, the beneficiaries will be similar to proposal

1.

As in proposal 1, improvements to Regent Drive will produce economic

and environmental benefits to residents and business users in the

immediate area.

Potential legal/ Practical hindrances:

• Current car parking arrangement at the corner of Regent Drive

and King Street.



practice.

• Implementation of improvements to Victoria Street (proposal 5) is

necessary to complete the link to the station.


39

Regent Drive looking toward King Street and Rutherglen Town Hall

Regent Drive looking toward Victoria Street car park

tree

light

street edge

proposal 3


40

Benefits:

This will benefit cyclists and pedestrians who wish to access the station

avoiding the busy Main Street.

Improvements to King Street will produce economic and environmental

benefits to residents and business users in the immediate area.




practice.

• Implementation of improvements to Castle Street (proposal 1) is

necessary to complete the link to the station.

ProPosal 4 Improvements to KInG street


M74

River Clyde

King Street44

Potentially highly used route to Rutherglen Station by cyclists and

pedestrians from east and west (avoiding Main Street), which at present is

dominated by one way vehicular traffic. The pavements are very narrow in

places and the pedestrian environment is generally poor.

Recommendations:

Street Surface Improvements: New high quality pavement surface to

match shared surface materials as in Proposals 1-3 with appropriate

street furniture. New raised crossings.



Other Improvements: Removal of superfluous signage. New

pedestrian signage.

Indicative Cost Estimate: £1,987,000.

King Street at junction of Green Road

Green Road library


41

Note: beacons are not included in the cost estimate for this option.

They are shown for information only because they are costed in Proposal 1.

Castle Street

King Street at junction of Castle Street King Street at junction of Castle Street and Farmeloan Road

Beacon

light

proposal 4

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ProPosal 5 Improvements to vICtorIa street

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M74

River Clyde

Victoria Street

This street is the main urban space at the entrance to the station. However,

it is currently used as an overflow car park for Main Street. Reconfiguration

of the parking arrangements and landscaping could allow the space to be

reinvigorated by creating a tree lined shared surface area and exploring

options to reduce the number of car park spaces.

The link from Queen Street is currently obstructed by a high fence to the

private residential car park of Moray Court.

Recommendations:

Street Surface Improvements: New high quality pavement surface to

match shared surface materials, as in Proposals 1-3 with appropriate

street furniture.



Tree Planting: Small crowned street trees

Other Improvements: New pedestrian signage to and from station.


Benefits:

This will benefit users of the station who and pedestrians who wish to

access the station avoiding the busy Main Street.

Improvements to Victoria Street will produce economic and environmental

benefits to residents and business users in the immediate area by

upgrading the car parking environment.

Potential legal/ Practical hindrances:



practice.

• It may be possible to relocate parking on the other side of the railway

lines restricting the car parking areas on Victoria Street to local

users.

• The reconfiguration may entail a reduction in the number of car

park spaces. This may be compensated by provision of parking on

the other side of the railway lines. This could be accessed in two

ways, by construction of access to the station north of the motorway

(see proposal F) or by one of the two links shown through Moray

Court. It would be preferable to create Route A, which would simply

involve the removal of a small section of fence allowing pedestrians

and cyclists to use the street in front of Moray Court. This would

provide a much needed short cut for access from many parts of west

Rutherglen. If this simple solution was not possible it is conceivable

that another option, Route b could be provided on the railway

embankment outwith the Moray Court perimeter. Agreement with

Network Rail would be necessary.


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Car parking in Moray Court Car parking in Victoria Street between Castle Street and Green Road

Car parking in Victoria Street Victoria Street between Railway station and Farmeloan Road

tree

light

street edge

possible access

proposal 5

Fence forming barrier between Moray Court and Victoria Street

route B

route a

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ProPosal 6 Improvements to statIon entranCe

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M74

River Clyde

To improve the visual surroundings of the station this option proposes to

upgrade the immediate entrance area of the station.

The site of Reuther Hall is owned by SlC but leased to private

organizations

.Recommendations:

Street Surface Improvements: New high quality shared surface,

with appropriate bollards and street furniture.



Tree planting: Small crowned street trees.

Other Improvements: Improvements to Reuther Hall.

Indicative Cost Estimate: £319,000

Benefits:

This will benefit all users of the station as well as economic benefits to

the areas surrounding Rutherglen. The aim is to create a welcoming

environment, clearly navigable. The benefit to all users would be greater

if the station forecourt could be enlarged. However, this would involve

alterations to the existing Reuther Hall, which is a community building

used by several local organisations. Refurbishment of Reuther Hall

could incorporate the beacon structure from proposal 1 as part of the

Reuther Hall building or boundary treatment. If funds were available

for relocating Reuther Hall it would be possible to provide a generous

station forecourt with a wide range of facilities including provision for

taxis.


• Agreement with Network Rail would be necessary.


45

Note: beacons are not included in the cost estimate for this option.

They are shown for information only because they are costed

in Proposal 1.

Existing station forecourt looking towards station entrance

Existing station forecourt looking towards Castle Street

Looking from Castle Street towards Reuther Hall building

CastleStreet

Reuther Hall building

Beacon

tree

light

proposal 6

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46

Benefits:

This will improve the environment and safety of this sub optimal access

route from areas to the west and north of the station, however, proposal

5 with access through Moray Court would provide a better access

route. Proposal F would also provide a preferable route allowing this

current unsatisfactory route to be closed. As has been shown in the

discussion of the Green Network Strategy the triangular area between

the railway lines would be unsuitable for parking use (difficult access)

and is a potential valuable environmental resource. Recreational and

educational uses of the triangular area between the railway tracks

are not recommended due to the difficult access and lack of natural

surveillance.


• Agreement with Network Rail would be necessary.

• lack of natural surveillance would continue to be a disincentive to

using this route.

77


M74

River Clyde

The existing route is underused and feels threatening. The interventions

suggested would produce a “second best” access route, however, at

present it is the most direct access route from areas to the north/west of

the station.

Recommendations:

Street Surface Improvements: Existing pedestrianised surface

retained with a new high quality fence relocated along one side of

whole length to produce a more generous route.

Lighting: Replace existing lighting with more closely spaced

pedestrian scale lighting.

Landscaping: Clearance of existing vegetation next to path to create

good sightlines and areas for sitting. low level ornamental planting.

Indicative Cost Estimate: £163,000

ProPosal 7 Improvements to aCCess from Queen street


47

Existing pathway looking towards station entrance (hidden) Entrance to station

Existing pathway looking back to stairs and railway bridge Existing fence

Station Entrance

light

Grass & low ornamental planting

proposal 7

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48

49


Improving Links to Future Areas of Development

5

50


51


FarmeCross

Shawfield

FFAA

BB

CC

DD

EE


M74

River Clyde


M74

River Clyde

Farm

eloan

Road

Dalm

arnock Road

Queen Street

ProPosals a-F

52


AA


M74

River Clyde

Alleysbank Road

Lloyd Road

ProPosal a ImProvements to lInk From Farme Cross /rutherglen Park

The creation of this route would benefit Farme Cross and the Rutherglen

Business Park. Alternative routes could be created along Lloyd Street and

Alleysbank Road but this would require acquisition of existing or proposed

employment land. The option shown uses existing underused land, with

alternative access either from Farmeloan Road or Lloyd Street.

Recommendations:

Surface Improvements:

New footpath/ cycleway, with appropriate bollards.

Lighting:

New pedestrian scale lighting at close intervals.

Landscaping:

Clearance of existing vegetation along length of path, retaining the best

of the trees. Low level ornamental planting/ hedge, grassed area.


Benefits:

Existing residents and business users of Farme Cross and areas to

the northeast of the station will benefit from this proposal, providing

that that there is access to the station (see proposal B). This area is

experiencing high levels of redevelopment interest and is likely to see

significantly higher levels of pedestrian & cycle traffic.


• Agreement with property owners would be necessary in order to

acquire rights of way over the unused strip of land. Creating the

link to Farmeloan Road would require the acquisition of currently

underused employment land, however the redevelopment of the

frontage of Farmeloan Road for residential purposes would be an

opportunity to establish this link. Alternatively routes using Lloyd

Street and Alleysbank Road could be used, which would require the

acquisition of small strips of land that are currently in employment

use.

53


ALLEYSBANK ROAD

FARM

ELO

AN

RO

AD

DA

LMA

RN

OC

K R

OA

D

LLOYD STREET

BARON

ALD S

TREET

CAMBUSLANG R

FARMECROSS

Beacon

tree grass & low ornamental Planting

hedge

ProPosal a

Aerial View

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54


The creation of this route would plug Rutherglen into the Clyde Gateway

riverside corridor and long distance cycle route. This would be a leisure

route and link Rutherglen with the Commonwealth Games site. The land

is currently owned by Network Rail and fencing will be required to secure

the continued use of the freight sidings. An alternative route is shown to

the west of the railway line.

Recommendations:

Surface Improvements:

New /upgraded footpath/ cycleway and new high quality fences to

both sides of entire length.

Lighting:

New pedestrian scale lighting at close intervals.

Landscaping:

Clearance of existing vegetation to small area to the north, retaining

the best of the trees, including planting of new woodland trees. New

grass and ornamental planting along length of path.


Indicative Cost Estimate (without lighting): £291,000

ProPosal B extendIng exIstIng PedestrIan /CyCleway to rIver

BB Rutherglen Park


M74

River Clyde

Benefit:

Rutherglen inhabitants will benefit from improved access to the river.

Leisure users of the long distance Clyde route will benefit by being easily

reached from the station. Users of Rutherglen Park retail/ business

park will have easier access to the station. Future developments in

connection with regeneration projects and the Commonwealth Games

will have better links to Rutherglen station and Rutherglen itself. The

proposal also establishes an ecological corridor in accordance with

principles in the Clyde Gateway Green Network Strategy. Planting of

this area would provide the environmental link. However, the opportunity

to create a useful pedestrian and cycle link would be lost.


• Acquisition of rights over land currently owned by Network Rail

would be necessary.

• Security issues related to the adjacent Bridgeton Bank sidings would

need to be addressed.

55


Existing path beside Bridgeton Bank sidings

Bridgeton Bank sidings looking towards Dalmarnock Bridge

Bridgeton Bank sidings looking back to railway station

tree

light

ProPosal B

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ProPosal C ImProvements to Farmeloan road

CC

Farm

eloan

Road


M74

River Clyde

Farmeloan Road is the principal route between Rutherglen/ the railway

station and Dalmarnock/ Farme Cross/ new developments on Cuningar

Loop. The process of re-urbanisation has already started with new

developments at Farme Cross and on Farmeloan Road. A high quality

boulevard with cycle lanes would provide good access to the station and

Rutherglen.

Recommendations:

Street Surface Improvements:

New road surface, new high quality pavements and cycle lanes with

appropriate bollards and street furniture.

Lighting:

New lighting combining highway and pedestrian scale lighting.

Tree planting:

Small crowned street trees.

Indicative Cost Estimate (with lighting): £2,151,000

Indicative Cost Estimate (without lighting): £1,707,000

Benefits:


the northeast of the station will benefit from this proposal. This area is


significantly higher levels of pedestrian & cycle traffic.

It is in the long term interests of Farme Cross residents and business

users to be linked to the town centre of Rutherglen particularly after

the construction of the motorway extension. A high quality urban

streetscape will encourage active frontage development along this

street and help reintegrate Farme Cross into Rutherglen and provide a

catalyst to regeneration activities in Farme Cross and beyond towards

the Commonwealth Games village.


It would have to be considered whether the relatively new highway

lighting would be capable of being integrated into a high quality urban

streetscape and whether the costs of replacing them with more suitable

lighting could be borne.

57


Farmeloan Road looking towards Rutherglen

Farmeloan Road looking towards Farme Cross

tree

light

street edge

ProPosal C

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58


DD

Farm

eloan

Road


M74

River Clyde

The upgrading of an underused existing entrance from Farmeloan Road.

The construction of the M74 extension will mean that the approach will be

directly next to motorway embankment. In order for this route to function

properly as a station entrance the visibility and quality of the route will

require to be considerably improved.

Recommendations:

Surface Improvements: New footpath / cycleway, with appropriate

bollards.

Lighting: New pedestrian scale lighting at close intervals.

Landscaping:

Incorporation of sculptural landscaping and treatment of new motorway

embankment to enhance environment of path. Ornamental planting

and grassed area.

“Beacon” Structure: At the junction to Farmeloan Road a “totem”

type structure.


Benefits:


the northeast of the station will benefit from this proposal. This area is


significantly higher levels of pedestrian & cycle traffic. In the absence

of proposal A this entrance would be the only access from areas to the

north east of the station, (as in the current situation).


• Issues surrounding the increased use of this route adjacent to

Network Rail communications building.

• Landscaping of the embankment and/ or boundary treatment would

require coordination with the motorway construction.

• Approval required from Network Rail.

ProPosal D ImProvements to statIon entranCe From Farmeloan road

59


Existing access to railway station from Farmeloan Road View of existing railway station from Farmeloan Road

Land acquired formotorway construction

Beacon

tree

light

ProPosal d

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E

FarmeCross

E


M74

River Clyde

Bridge connection to north bank cycle way using existing unused bridge

supports (old Dalmarnock railway bridge) to create link between south

bank of river and existing footway on north bank of river.

Recommendations:

Bridge:

New pedestrian bridge to cross river. 65m approx. span

Footpath: Existing footpath link upgraded to serve as cycle way, new

signage.

Lighting: New pedestrian scale lighting to bridge.

Landscaping:

Clearance of existing vegetation along length of path to provide better

sightlines


Benefits:

• The principal benefit of this proposal is that it ties together Rutherglen

and South Lanarkshire to Dalmarnock. Not only does it open up

new routes for cyclists and pedestrians but it also links Rutherglen

and its station to areas north of the Clyde, Dalmarnock and the

Commonwealth Games village.

• As the aspirational cycleway on the south side of the Clyde remains

only partially complete, the bridge connection links the areas

surrounding Rutherglen to the national cycle network.

• The existence of the original bridge structure would mean that a

new lightweight structure could be suspended between the existing

supports to provide this link.

• Users that will benefit will be existing residents of Farme Cross and

Dalmarnock but also the users of future regeneration developments

in Shawfield, Dalmarnock and Farme Cross.

• The bridge could be the subject of a design competition to achieve

an iconic structure to achieve a high technical solution and provide

a striking feature at a focal point for The Clyde Gateway.


• Issues related to using the tunnel underneath the railway line may

need to be addressed to replicate the situation on the north bank,

where the cycle route uses the existing arches below the railway

viaduct. This would allow completion of the link to areas east of the

railway line (Proposal B).

• Load bearing capacity and condition of the existing structure would

have to be investigated.

ProPosal E BrIdge ConneCtIon to north Bank CyCleway usIng exIstIng struCture

61


Structure of old Dalmarnock Bridge

Aerial View of Old & New Dalmarnock railway bridge

light

ProPosal e

New pedestrian bridge using existing structure (Sheffield)

62


F FarmeCross

FShawfield


M74

River Clyde

Bridge connection provides link between Shawfield and Farme Cross,

as recommended in the South Dalmarnock & Shawfield Strategic Study

and Implementation Plan. It can potentially provide access to the central

platform of the railway station from both these areas.

Recommendations:

Bridge:

High quality steel/ glass construction, including stair towers on both

sides and potential stair access to central platform. The bridge must

be high enough that it avoids the overhead electric supply to the

railway lines and construction would have to be programmed so that

the normal running of the rail services is not disrupted.

Lighting:

New pedestrian scale lighting to bridge and approaches.

New pedestrian signage.

Indicative Cost Estimate: £9,821,000

Benefits:

• Provides connections between the Shawfield and Farme Cross

residential and business areas, both of which are receiving

considerable regeneration interest in anticipation of the

Commonwealth Games.

• Allows access to the station from the north and could replace the

unsatisfactory access routes from Queen Street (proposal 7) and

from Farmeloan Road (proposal D).

• The bridge could be the subject of a design competition to achieve

an iconic structure to achieve a high technical solution and provide

a striking feature at a focal point for Rutherglen.

• The proposal allows the dangerous and highly disruptive level

crossing for users of the First training centre to be removed.


• The structure in the position shown would have to be large enough

to span several railway tracks and their overhead electric lines.

• The option of attaching the bridge to the motorway construction

should be investigated; however it is likely that a much larger bridge

would be required with difficult access to the platforms. Furthermore

the M74 construction has already commenced and therefore a

separate pedestrian/ cycle bridge may well be preferable.

• Acquisition of rights over land and air rights currently owned by

Network Rail would be necessary.

• Security issues related to the adjacent railway lines would need to

be addressed.

Birdseye view

ProPosal F new PedestrIan BrIdge

63


Existing level crossing for use of railway personnel

View from railway platform towards Dalmarnock bridge

Dalmarnock Bridge

Beacon

light

ProPosal F

New pedestrian bridge over railway at Stirling

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6

Conclusions / Prioritising

66


The conclusion is divided into three parts. The first part discusses how

successfully the strategic aims established in the analysis are addressed

by the individual proposals. These aims were as follows:

• to cater for future uses

• to encourage the development of public transport

• to establish an effective pedestrian and cycle network

• to develop the strategic green network.

The second part of the conclusion explores how different proposals can

effectively be combined to achieve these aims. Finally, recommendations

are made as to which proposals should be pursued as a priority.

ConClusions

67


1 ) Addressing the Strategic Aims

Do the proposals cater for future uses?

Proposals 1-7 can be seen as contributing to the regeneration of the

northern part of the Rutherglen Conservation Area, between Main Street

and the railway. Although the area may be subject to increased noise

pollution from the new motorway, an improvement in the public realm

combined with excellent public transport links together with a policy of

urban repair to fill in the gaps in the urban fabric could generate new

residential and mixed uses in this area.

Proposals A-F cater for future development north of the railway station:

• new employment uses in Shawfield,

• new employment uses, mixed uses, and residential development at

Farme Cross and beyond,

• a proposed visitor attraction (“Imuya”) on the Cuningar Loop. This is

a large, national / international scale visitor attraction which is being

considered by the Royal Zoological Society and which is currently

seeking funding.

Proposals A to F also link Rutherglen to temporary or permanent

developments associated with the Commonwealth Games in 2014.

Currently the proposed developments include:

• 1000 homes for 7000 athletes - a mix of apartments, townhouses,

detached and semi detached houses to be marketed for sale and rent

after the games.

• provision for a hotel, conference suites, security pens, media zones,

shopping and entertainment facilities,

• a new stadium with two arenas under one roof, the 5,000 seat National

Indoor Sports Arena and a 2,000 seat velodrome.

Do the proposals encourage the development of public transport?

Proposals 1-7 are directly concerned with improving the use of Rutherglen

town centre as a public transport interchange, providing better routes

between bus stops and the railway station. The construction of the M74

extension and the reduction of through traffic in Rutherglen Main Street,

should make it easier to cross the main traffic arteries, and improve the

permeability of the Conservation Area for pedestrians and cyclists.

The introduction of real time information systems at bus stops (and

coordination with information in the railway station) would ensure a better

coordination of rail and bus timetables. The proposed beacon structures

could be serve as real time information points for both buses and trains.

Proposals A-F are concerned with improving access to the railway station

from the regenerated areas to the north of the motorway (Farme Cross,

Shawfield and Dalmarnock). They also serve an increased demand for

leisure uses (cycling/ boating along the river).

Do the proposals establish an effective pedestrian and cycle

network?

Proposals 1–7 are concerned with improving the existing pedestrian

and cycle routes to the railway station within Rutherglen. Proposals A-F

are concerned with linking Rutherglen Station to the wider network of

pedestrian and cycle routes within the Clyde Gateway area and beyond.

Do the proposals develop the strategic green network?

The aspiration to create green network links between Rutherglen and the

River Clyde and between Rutherglen and Richmond Park via the Burnhill

Open Space, is addressed in Proposal 7 and in Proposal B. Proposal

7 considers alternatives for the triangular island between the railway

lines. Proposal B enhances the strategic green network link between

Rutherglen and the river by introducing planting along the route next to

the Bridgeton Bank sidings site. Other proposals involve planting which

could be seen as additions to this network.

68


2) Effective combinations of the Options

Proposals1-7

Proposal 1 Improvements to Castle Street, as the most direct route from

Main Street is an obvious priority.

Proposals 2 and 3 are perhaps of secondary importance, but are useful

additional links providing better permeability and regeneration opportunities

within the Rutherglen Conservation Area.

Proposals 4 and 5 involve cross routes. They probably do not make sense

without Proposals 1, 2, & 3. The realisation of proposals 1- 5 would allow a

comprehensive rethinking of the entire area between Main Street and the

railway station.

Proposal 6 involves improvements to an existing hall which is not owned by

the Council, (although it is built on council owned land). Although Proposal

1 would improve links between the station and Main Street, the station

forecourt itself would continue to be a let down without this option.

Proposal 7 recommends improvements to the existing path access

from Queen Street. Even with the suggested improvements, this route

will probably continue to be rather unsatisfactory. However an effective

implementation of proposal 5 (or proposal F, see below) would mean that

this link could be abandoned, in favour of safer ways into the station. The

triangular island between the railway lines could then be redesignated as

an urban wood as part of the strategic green network.

2) Proposals A-F

Proposal A depends on acquiring land between Lloyd Road and

Alleysbank Road, as well as the use of a strip of the siding land owned

by Network Rail. Combined with Proposal B and F it would provide a

network of pedestrian links north of the railway line/ motorway, and be

a stimulus to development in this area.

If a pedestrian bridge could be established to the cycleway on the

north bank of the Clyde (Proposal E), the network could be linked up to

Dalmarnock and the Commonwealth Games developments. Proposal

E would allow the network to be linked into the Sustrans system and

allow for a slower, potentially piecemeal development of the route along

the south bank of the Clyde. Combining Proposals C and D would be

an effective alternative to Proposal A, in terms of providing access

between Farme Cross and the station area. However Farme Cross and

Shawfield would be less well linked by this solution.

demolitionsanddowntakings/vegetationclearance

Pavement/Road Surface

fencing/landscaping street lighting

surface water drainage

workingaround existing surfaces

trafficmanagement

works to create straight line to street

allowance for new raised crossings new bridge

totem/kiosk/pavilion total

incl.preliminaries20%

incl.contingencies10%

totalincl.allowancefor professional fees 20%

links within RutherglenProposal 1 £3,150 £126,000 £50,400 £31,500 £18,900 £24,000 £9,000 £300,000 £562,950 £675,540 £743,094 £891,713Proposal 2 £3,000 £180,000 £48,000 £30,000 £18,000 £24,000 £22,500 £325,500 £390,600 £429,660 £515,592Proposal 3 £2,000 £120,000 £32,000 £20,000 £12,000 £24,000 £22,500 £232,500 £279,000 £306,900 £368,280Proposal 4 £18,000 £540,000 £288,000 £180,000 £108,000 £60,000 £60,000 £1,254,000 £1,504,800 £1,655,280 £1,986,336Proposal 5 £24,650 £443,700 £394,400 £246,500 £147,900 £60,000 £40,000 £1,357,150 £1,628,580 £1,791,438 £2,149,726Proposal 6 £2,100 £126,000 £33,600 £21,000 £12,600 £6,000 £201,300 £241,560 £265,716 £318,859Proposal 7 £7,000 £67,000 £22,000 £6,600 £102,600 £123,120 £135,432 £162,518links to future areas of developmentProposal A £6,000 £47,000 £20,000 £37,500 £11,250 £3,000 £124,750 £149,700 £164,670 £197,604Proposal B £6,875 £48,125 £103,000 £68,750 £20,625 £5,000 £252,375 £302,850 £333,135 £399,762Proposal C £17,500 £630,000 £280,000 £175,000 £105,000 £150,000 £1,357,500 £1,629,000 £1,791,900 £2,150,280Proposal D £5,050 £48,500 £44,100 £32,500 £16,250 £19,500 £50,000 £215,900 £259,080 £284,988 £341,986Proposal E £3,200 £44,800 £28,600 £32,000 £16,000 £19,200 £3,000,000 £3,143,800 £3,772,560 £4,149,816 £4,979,779Proposal F £6,200,000 £6,200,000 £7,440,000 £8,184,000 £9,820,800

Overview of Costs

69


3) Recommendations for immediate action priority for network

a) public realm improvements to Castle Street , providing a clear,

pedestrian friendly route from Rutherglen Main Street to the Railway

Station

70


b) a new bridge link over the railway line between Farme Cross and

Shawfield providing an access to the railway Station from the north.

71


It is also recommended that the public realm improvements to Farmeloan Road have priority,

given the current level of interest in regeneration in this area.

These three proposals are recommended as

priorities for action. Although they might have

higher cost implications than some other proposals,

as stand alone proposals they would cover a lot of

the strategic aims described above. They are the

“pivotal” options which by stimulating the regeneration

of the conservation area /future development and

linking Rutherglen to the Farme Cross area, would

establish a solid base line for the implementation of

other proposals.

72


Gillespies21 Carlton Court, Glasgow, G5 9JP

Tel: 00 44 141 4208200

Fax: 00 44 141 4298796

E-mail: [email protected]

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Clyde Gateway - Rutherglen Station Access and Environment Study

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