The Network Rail (Glasgow Queen Street Station) Order 201[6] Queen...8 Glasgow Queen Street Station...

Glasgow Queen Street Station Concourse Redevelopment: Non-Technical Summary 1

Transport and Works (Scotland) Act 2007 The Network Rail (Glasgow Queen Street Station) Order 201[6]

Non-Technical Summary

Glasgow Queen Street Station Concourse Redevelopment: Non-Technical Summary2


Contents

1 Introduction 4

2 Site context 6

3 The proposed development 9

4 Evolution of design 12

5 Construction 13

6 The Environmental Impact Assessment findings 146.1 Air quality 146.2 Built heritage 166.3 Station users 186.4 Noise and vibration 216.5 Traffic management and access 236.6 Townscape and visual amenity 24

7 How to find out more 26


1.0 Introduction

Glasgow Queen Street Station high - level creates vital connections between Glasgow, Edinburgh and the highlands, with over 20 million passenger journeys passing through the station every year. The station has an excellent city centre location with many facilities such as shops, bar and restaurants a short walk away (Figure 1.1).

The redevelopment of Glasgow Queen Street Station is required as part of the Transport Scotland funded Edinburgh Glasgow Improvement Programme (EGIP), being delivered by Network Rail. It will be necessary to redevelop the concourse area of the station (‘the proposed development’) to accommodate the extension of station platforms and forecast increase in passenger numbers (Figure 1.2).

The proposed development will call for the removal and relocation of some existing facilities in and adjoining the station: the demolition of Consort House; the demolition of the 1970s extension to the Millennium Hotel; and the removal of existing station retail units below the gable of the shed. The station concourse is then to be redeveloped, offering new station services and facilities and improved entrances. It is these works that have been assessed in the Environmental Impact Assessment and are reported on in the Environmental Statement and this Non-Technical Summary.

Network Rail is seeking powers by way of an Order (a “TAWS Order”) under the Transport and Works (Scotland) Act 2007. The TAWS Order, if granted, will enable Network Rail to acquire compulsorily all third party interests in the property that is to be demolished and redevelop the site for the purposes specified in the TAWS Order. With the application for the TAWS Order, Network Rail will also seek detailed planning permission for the new station building (Figure 1.2).

All works associated with the TAWS Order are relevant to the Environmental Statement which describes the environmental impacts of the scheme. This document provides a Non-Technical Summary of the Environmental Statement.

Figure 1.1: The existing Queen Street entrance to Glasgow Queen Street Station, 1970s extension to the Millennium Hotel and Consort House.


Figure 1.2: Architectural drawing of the proposed development. © BDP


The Environmental Statement is relevant only to the station concourse redevelopment works to be authorised by the TAWS Order (Figure 2.1). Further areas of the station extend beyond the site boundary relevant to the Environmental Statement.

The site consists of the original part of the Millennium Hotel on George Street as well as its 1970s extension and commercial units and station at ground level beneath it; Consort House at the corner of West George Street and Dundas Street (Figure 1.1); the train shed and high level platforms (Figure 2.2); the station taxi rank and drop off area and the Glasgow Queen Street Station buildings at the south end of Dundas Street, up to but not including 32 - 58 Dundas Street.

Glasgow Queen Street Station is located on the North West corner of George Square in Glasgow city centre (Figure 2.4). Opened in 1842, the station was designed by the architectural firm Scott, Stephen & Gale and constructed on the site of Crawford Mansion. The site contains parts of two listed buildings: Queen Street Station itself (Category A) and the Millennium Hotel (Category B).

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2.0 Site Context


The Queen Street entrance to the station is off West George Street where there is also a taxi drop off point associated with the Millennium Hotel. Further entrances are found on Dundas Street (Figure 2.5) and North Hanover Street.

Queen Street Station creates vital connections between Glasgow, Edinburgh and the highlands. It connects the national railway network to the east via its high level station (Figure 2.2) and west moving trains via the Glasgow Queen Street Low Level Station.

However, Glasgow Queen Street Station is more than a rail terminus: it operates as a transport interchange. The Glasgow Subway’s Buchanan Street Station lies immediately to the west (Figure 2.5). A travelator within the subway station connects the subway to Dundas Street.

A shuttle bus, operated by ScotRail, forms a connection from the station to Glasgow’s other main rail terminus, Glasgow Central Station. Taxis currently operate from its North Hanover Street exit and from the south kerb of West George Street. Cycle racks are provided for cyclists within the Station’s car park, which also serves as a drop off space for passengers in private cars.

Figure 2.2: The existing internal concourse.

2.0 Site Context


2.0 Site Context

Figure 2.3: Existing taxi drop off and car park to the east of the site. Figure 2.5: Dundas Street entrance and Buchanan Street Subway (West).

Figure 2.4: George Square and the station on the north west corner. Figure 2.6: Existing ticket office which is to be removed and relocated.

Glasgow Queen Street Station


The redevelopment of the station concourse is needed to facilitate growth in passenger numbers. Separately from the works to be authorised by the TAWS Order, the platforms within the station are being extended to accommodate eight car sets. Several platforms will be extended northwards, towards the tunnel throat, and southwards towards West George Street.

The southward extension of platform 1 requires the removal and relocation of existing station facilities (Figure 2.6). The southern extension of platforms 2, 3, 4 and 5 requires the demolition of the 1970’s extension to the Millennium Hotel, as well as existing station retail units located beneath the gable of the shed (Figure 3.1).

Consort House, on the south west corner of the station block is also to be demolished (figure 3.1). This will accommodate a significant westerly flow of passengers towards West George Street, Dundas Lane and the Buchanan Street subway entrance.

The southern façade of the proposed development is to be glazed (see Figure 3.2). This is intended to guide the eye to a clerestory window in the roof adjoining the gable of the grade A listed train shed in order to increase the visibility of the gable of the shed, whilst also providing good quality daylight above the new gate line.

The roof over the concourse is to take a wedge like form. This will both offer some shade from high sun whilst creating a welcoming interior to the Station. The southern facade is to lean back towards the concourse to emphasise this character.

3.0 The Proposed Development

The concourse floor is to extend to fill as much of the available site as possible.

Most of the concourse facilities will be within the ticket office block to the west of the concourse, facing Dundas Street. The waiting room will be within the ticket office block.

Left luggage, lost property and the station toilets (including a staff kiosk, wheelchair accessible WC and a baby change area) will form a cluster of accommodation accessed off a lower foyer beneath the main concourse. This lower foyer will be accessed by stair and lift off the Queen Street foyer and lit by windows facing the street.

An area at level 02 facing Dundas Street to the west of the concourse has been identified for the use of a Cycle Hub. The location will not have a significant foot fall. The facility will be accessed via Dundas Street.

A new station management suite will be constructed overlooking Dundas Street on level 03 to the west of the concourse. A lift will connect the facility to both the Dundas Street foyer and the concourse. The Suite will be provided with a fire escape stair emptying to Dundas Street. The facilities in the station management suite will include a multi-purpose Faith Room and associated washroom, both being for staff use.


Figure 3.1: Existing view of the site and buildings to be demolished to accommodate the proposed development.

1970’s extension to Millennium Hotel and existing station retail units

Consort House


Figure 3.2: Architectural drawing of the proposed development. © BDP


4.0 Evolution of Design

At the options selection stage, three options emerged from the development of Network Rails’ brief, specifically in relation to the impact on the project of the inclusion of the historic part of the Millennium Hotel.

Option ATotal redevelopment of the hotel site including the removal of Consort House, the whole of the Millennium Hotel with the full redevelopment of the southern part of the block on which the Station is located. A new concourse would be created across the full width of the new ticket barriers to the south of the high level platforms. Following removal of the entire Millennium Hotel building and its facades, the south facing station entrance would be relocated eastwards to face George Square rather than face the end of Queen Street.

Option BThis option comprises the removal of Consort House and the 1970’s extension of the Millennium Hotel. The new concourse and ticket office would be constructed on the site formerly occupied by Consort House and the 1970’s extension of the Millennium Hotel but the hotel would continue to trade from the original part of the hotel buildings.

Option CThis option comprises the complete removal of Consort House and the Millennium Hotel, with the exception of the original façade. A new hotel building would be developed behind the original façade as would a new station concourse. The majority of new guest rooms would be located on upper floors with public facing facilities would be located on lower levels.

Option B emerged as the preferred option at single option development stage. This is the design submitted with the TAWS Order application and is the design assessed in the Environmental Statement.

Option B was selected principally because pedestrian modelling studies were able to show, that with some development during the single option development stage, the concourse performed adequately and was of an appropriate size based on this design option.

The preferred design option B also has the smallest development footprint, and thus requires the least amount of demolition and subsequent construction traffic, disruption and environmental impact.

‘Following the selection of the Option B design, a decision was made to close the Millennium Hotel for the duration of the construction works. The Order, if made, will allow Network Rail to take temporary possession of the original part of the hotel for the duration of the construction period. The hotel will not be open for business during this time.


A Code of Construction Practice has been produced in support of Network Rail’s TAWS Order application. It is a live document that will be periodically revised where appropriate, in light of relevant legislation; ongoing discussions with Glasgow City Council; requests by the Scottish Ministers; or adjustments made by them to the draft planning conditions attached to the request for deemed planning permission. The Code of Construction Practice will be enforceable through planning conditions and, where possible, will mitigate or reduce environmental effects.

Whilst some elements of the project programme are subject to discussion and change, the key construction phases summarised below are indicative of the intended construction programme. These are based on information provided in the Code of Construction Practice and indicative construction phasing drawings.

• The initial construction phase will commence in late summer 2016 and will include the removal of existing and construction of temporary station facilities which are required to ensure the station remains operational throughout the construction programme.

• The main demolition works are scheduled to start in spring 2017.

• From the beginning of 2018, the main construction works are scheduled to begin and continue throughout the year.

• The final fit-out of the station is anticipated to commence at the start of 2019, prior to the commissioning and handover of Glasgow Queen Street.

Throughout the demolition and construction phases of the proposed development, temporary alterations to station user services, access and movements will be implemented. The stations (both high level and low level) will remain operational throughout the duration of the works.

5.0 Construction

Figure 5.1: Existing station access to the west of the station on Dundas Street.


6.0 The Environmental Impact Assessment findings

The likely significant effects that demolition, construction and subsequent operation of the Project would have on the environment have been identified and assessed under the topics identified within the Environmental Impact Assessment.

6.1 Air quality IntroductionThis section looks at the assessment of the likely significant effects of the demolition and construction of the proposed development on air quality, with reference to key pollutants generated by these processes.

Assessment • The main air quality impacts that may arise during demolition and

construction are:

• Dust deposition, resulting in the soiling of surfaces;

• Visible dust plumes;

• Elevated fine particulate matter (PM10) concentrations as a result of dust generating activities on site; and

• An increase in nitrogen dioxide (NO2) and PM10 concentrations due to exhaust emissions from plant on site and vehicles accessing the site.

The scope of the air quality assessment was discussed with the Technical Officer for Environment and Strategy at Glasgow City Council. It was agreed to assess local air quality effects arising from the demolition and construction phases of the proposed development. An assessment of operational effects has been scoped out as no significant local air quality effects are anticipated as a result of the proposed development.

The assessment comprises of the following:

• Baseline information – desk-based review to determine baseline air quality conditions in the vicinity of the proposed development using data from local authority review and assessment reports and local air quality monitoring data, the Air Quality in Scotland website and the Scottish Environment Protection Agency website

• Assessment methodology – qualitative approach assessing dust emissions from demolition and construction works on site, as described in the Institute for Air Quality Management guidance.

Figure 6.1: The existing concourse of the high-level station looking east towards the entrance from North Hanover Street.


[1] Trackout is the transport of dust and dirt from the site onto the public road network where it may be deposited and then re-suspended by vehicles using the network


Existing conditionsThe baseline assessment of the area in the vicinity of the site showed that Glasgow City Council carries out air quality monitoring of specific air pollutants such oxide of nitrogen (NOx), nitrogen dioxide (NO2) and particulate matter (PM10). The results from this monitoring show that concentrations of these air pollutants largely exceed the Scottish standards near to the proposed development site.

Likely effects on the environment The effects of the proposed development on dust soiling and human health has been assessed as medium risk during demolition, earthworks, construction and trackout[1] activities prior to implementation of mitigation and dust control measures.

Mitigation and residual effects Dust control measures, based on the assessment of air quality effects during the demolition and construction phases, have been included in the Code of Construction Practice for the proposed development. For example, the site layout will be planned to distance machinery and dust causing activities away from receptors as far as possible. Following the successful implementation of dust control measures from the Code of Construction Practice, no significant local air quality effects are predicted from construction.

Figure 6.2: Photo showing the existing ticket office (left), station shops and eateries (left and ahead) and concourse of the high-level station (ahead).



6.2 Built heritage IntroductionAn assessment of the effects of demolition, construction and operation on built heritage receptors was completed. The receptors included the listed buildings on the site itself and selected neighbouring buildings of architectural and historic interest. The assessment did not consider effects on the wider setting of the site, which are dealt with in townscape and visual amenity section

Assessment The assessment presents the baseline built heritage receptors and identifies their value and sensitivity. It then assesses the significance of effects quantitatively and qualitatively. Baseline conditions have been understood by use of the statutory list of buildings of special architectural and historic interest, archival research, secondary sources and familiarity with the site built up over more than two years.

Assessment of effects has used the criteria in legislation, policy and guidance relating to the historic environment. In particular it has assessed whether effects would constitute an adverse impact on the architectural and historic interest of each receptor or its setting. This has required the use of professional judgement to make a qualitative assessment. The selection of built heritage receptors was made after discussion with Historic Scotland.

Existing conditionsThe site contains two listed buildings: Queen Street Station (Category A listed) (Figure 6.3) and the Millennium Hotel (Category B). Five other buildings of architectural and historic interest adjoining or in the immediate vicinity of the site of the proposed development were also included in the assessment.

Likely effects on the environmentThe assessed likely significant effects from demolition and construction are moderate adverse effects, resulting from the temporary alteration of the setting of Queen Street Station and the potential for physical damage to the historic train shed during the work. Since the buildings to be demolished are of minimal architectural and historic interest, their loss would not have a significant effect on built heritage (Figure 3.1 and Figure 6.4).

The likely significant effect from operation is the moderate beneficial effect of the existence of the new station building, which represents an improvement on the baseline condition of the site. No adverse effects from operation are judged to be likely.

Mitigation and residual effectsSupplementary mitigation is proposed to reduce the risk of damage to the historic fabric of the train shed. The other adverse effects of demolition and construction on the built heritage are purely temporary and cannot practically be mitigated. No mitigation is required for the effects of operation.



Figure 6.3: Grade A listed train shed of Glasgow Queen Street Station Figure 6.4: Consort House and buildings on Dundas Street to be demolished.



6.3 Station Users IntroductionGlasgow Queen Street Station, along with the local transport network, plays an important role in the function of the city of Glasgow and is used extensively for business and recreational travel, providing fast links to Edinburgh and the Central Belt, along with numerous regional and national rail services. In addition, Glasgow Queen Street acts as a primary public transport interchange within Glasgow, allowing links to the Subway, bus services, taxi ranks and cycling infrastructure for onward travel.

Assessment The concourse redevelopment of Glasgow Queen Street Station has the potential to affect a large number of people who use the station on a daily basis, either as an end destination or as an interchange for other forms of transport. Construction impacts are likely to relate to the usability and user experience of the station during all stages of the construction phasing. Operational impacts will relate to the design of the redeveloped concourse and how this interacts with users, as well as how the proposed development links in with the local transport network and how rail services are affected.

The assessment of the effects of the proposed development on station users was undertaken using various methods taken from recognised guidance documents such as the Design Manual for Roads and Bridges and Transport Appraisal Guidance, which provide specific ways of assessing certain impacts associated with transport projects. There is no specific guidance for assessing the effects on station users within an environmental impact assessment process, which is why this approach was required.

The assessment of demolition, construction and operational effects followed a similar set of criteria, looking at the effects of public transport delay; effects on the station interchange; parking facilities and journey quality. The elements included within the assessment were agreed with Transport Scotland.

Existing conditionsThe study area considered within the assessment includes Glasgow Queen Street Station and its environs including West George Street to the south, Dundas Street to the west and North Hanover Street to the east.

Rail services are provided by high level platforms that provide a final destination for national travellers in to Glasgow, and two low level platforms that provide through-running local services to Helensburgh, Balloch, Dalmuir and Milngavie to the west and to the east to Cumbernauld and through Airdrie and Bathgate to Edinburgh Waverley.

The Buchanan Street Glasgow Subway Station is located to the west of Glasgow Queen Street Station. The two looped lines (running in opposite directions) serve central Glasgow with services every four to eight minutes.

Local bus services are provided by several bus operators and bus stops are provided on West George Street adjacent to the station where frequent cross-city bus services stop on a regular basis.

The existing high level station building can be accessed from the west via Dundas Street; from the south via West George Street and George Square; and from the east via North Hanover Street.

The low level platforms are accessed via the stairwell to the west of the station at Dundas Street or through the ticket gates on the eastern side of the station adjacent to platform 7 via a set of lifts.

Road access to the Station is via North Hanover Street into the station taxi rank and drop off area. 20 cycle spaces are provided to the east side of this area, also accessed via North Hanover Street. Further drop off facilities are provided to the south of Queen Street Station on Queen Street.



Likely effects on the environment The construction phase of the redevelopment is likely to result in significant environmental effects on station users, though the majority of these impacts will be mitigated. Significant effects during construction are:

• Public transport delay will be experienced as a result of the temporary totalclosure of West George Street for four weeks and separately the removal oftwo lanes from West George Street for 21 months during the constructionprogramme;

• The removal and potential relocation of bus stops from West George Streetwill have a significant effect on the interchange potential of Glasgow QueenStreet Station as alternative provision of bus services would be in excess of100m from their current location; and

• The demolition and construction associated with the redevelopment ofGlasgow Queen Street Station will have a significant impact on the journeyquality experienced by station users in terms of traveller stress resultingfrom delays and congestion; traveller views associated with constructionactivity and plant and site hoardings; and traveller care in terms of reducedfacilities.

Once the redevelopment of Glasgow Queen Street Station is complete (Figures 3.2 and 6.4), significant beneficial effects would be experienced as a result of the ongoing operation of Glasgow Queen Street Station.

Journey quality, with respect to traveller care, traveller views and traveller stress would also experience significant beneficial effects as a result of the operation of a modern station facility that functions to the benefit of station users in terms of facilities provided and the usability of the station.

Ultimately, the significant adverse effects associated with the redevelopment of Glasgow Queen Street are temporary in nature and occur during the demolition and construction phases. Operational impacts result in significant beneficial impacts that are generally considered permanent.



Mitigation and residual effects The majority of significant construction effects can be mitigated so that no residual effects are present. These effects will be mitigated through the following measures.

The development and implementation of the traffic management plan during construction, will help minimise the effects of public transport delay and for these effects to be considered not signifcant.

The implementation of temporary bus stops, or the provision of these services at nearby bus stops, would help mitigate the effects relating to these bus stops being removed. If suitable locations within 100m of the existing locations are not available, subject to the neccessary agreements, the location of the temporary bus stop would be appropriately signposted.

Through implementation of an effective communications strategy to inform station users of upcoming construction disruption and additional site management techniques, such as site hoardings with graphics or station information, journey quality effects will be mitigated and considered not significant.

It is likely that pre-information will be made available to station users prior to any works commencing. This will forewarn passengers of the likely disruption caused to their commute and allow them to plan accordingly in advance of this.

In particular, the following aspects should be considered:

• Work closely with the project stakeholders to ensure disruption is limited and managed.

• Provide well informed rail staff, perhaps identifying “travel champions”, who are able to offer assistance and information to passengers, particularly with respect to alternative drop off arrangements.

• Provide appropriate information both within the station and on the trains, by posters, flyers, radio announcements etc.

• Provide information on the wifi log-on screen that offers further, and more detailed, information to travellers.

Temporary infrastructure including a ticket office and public address system will be implemented during construction to relay information and maintain ticket service provision.

Ongoing pedestrian modelling is being undertaken to identify station user flows and identify solutions that can improve journey quality and reduce traveller stress.

No mitigation is required for operational effects as any significant effects arising are considered beneficial. Therefore the effects remain as assessed.

Figure 6.5: Some of the existing facilities available to station users.

Figure 6.6: Architectural drawing of the proposed concourse.



6.4 Noise and vibration IntroductionThis section summarises the assessment of noise and vibration from the construction and operation of the proposed Glasgow Queen Street Station Redevelopment.

Assessment The likely significant effects of noise and vibration from the following have been assessed.

• Temporary effects from construction and demolition activities;

• Permanent operational effects from building services;

• Permanent operational effects from changes in road traffic; and

• Permanent operational effects from trains.

Environmental noise surveys were carried out at several representative locations during different times of the day to establish the existing noise climate.

Noise significance threshold and evaluative criteria have been established, consistent with guidelines, local policies, standards and current best practice, together with professional judgement.

Glasgow City Council Environmental Health Officers were consulted on the proposed approach to the assessment.

Existing conditionsThe noise climate around the proposed development site is variable but noise levels are generally relatively high. The principal noise sources are the existing railway station, road traffic and people activity as would be expected in a city centre.

The closest noise sensitive receptors identified for the assessment are: the Millennium Hotel; the Carlton George Hotel to the west: residential properties to the north east of the site on Hanover Court; and residential properties to the south of George Square and on Buchanan Street.

Likely effects on the environment

With respect to construction activities, un-mitigated daytime and night time noise levels at the sensitive receptors result in temporary likely significant effects at the closest receptors.

During operation, there would be no likely significant adverse noise or vibration effects from the proposed scheme.

Mitigation and residual effects Site specific noise and vibration controls would be included within the Code of Construction Practice including site working hours and measures to reduce noise and vibration at source. Nevertheless, temporary minor adverse effects were identified during some phases of the construction.

During operation, no mitigation is required and there would be no likely significant residual adverse noise or vibration effects from the proposed scheme.



6.5 Traffic and transport IntroductionThe scope of the traffic and transport assessment was agreed with representatives of Glasgow City Council and focussed upon the likely significant effects of the demolition and construction aspects of the proposed development on the transport network and network users particularly associated with an intensification in heavy goods vehicles. The likely significant effects in respect of severance, driver delay, pedestrian delay and amenity, accidents and safety and dust and dirt were considered in the assessment.

Demolition / construction vehicles travelling to / from the proposed development site would use an agreed route. The agreed route has been designed to mitigate the effects of vehicles through a one-way system.

Assessment The number of network users in the area. This was established by obtaining traffic count data at three locations.

The methodology for assessing traffic and transport effects was based on the characteristics of the study area and information provided by the Environmental Impact Assessment team relating to the quantity of excavated and construction and demolition arisings.

Existing conditions The existing transport network is in keeping with the nature of a city centre location with a good provision of pedestrian and cycle facilities and a road network which accommodates a variety of vehicle types such as buses, taxis, servicing vehicles and general traffic. Given the location of the proposed development there is a high volume of network users such as pedestrians accessing city facilities such as shops as well as rail and subway passengers.

Likely effects on the environment The worst case effects are anticipated to be associated with the demolition of Consort House when it is predicted that 59 heavy goods vehicles would access the site on a daily basis. To facilitate demolition there would be a requirement to close a section of West George Street. During the other months of the demolition / construction period it is predicted that there would be on average 20 heavy goods vehicles accessing the site on a daily basis. There would also be alterations required to the transport network at Dundas Street and West George Street.

Mitigation and Residual Effects It is predicted that there would be no significant traffic and transport effects associated with the proposed development during demolition / construction. There are not predicted to be any residual effects associated with traffic and transport.

Figure 6.7: Existing bus stop on West George Street in front of the 1970s extension of the Millennium Hotel and station.



6.6 Townscape and Visual Amenity IntroductionThis section summarises the assessment of the effects of operation on the townscape of central Glasgow within 200m of the site of the proposed development and on six key views of the site.

It does not consider effects on individual buildings of historic and architectural interest, which are dealt with in the built heritage section.

Assessment The assessment presents the baseline townscape and visual amenity receptors and identifies their value and sensitivity. It then assesses the significance of effects of operation quantitatively and qualitatively. Baseline conditions have been understood by use of the conservation area appraisal, archival research, secondary sources and familiarity with the site built up over more than two years.

Assessment of the effects has been based on the requirements in legislation, policy and guidance that development in a conservation area should seek to preserve or enhance the character and appearance of the conservation area. This has required the use of professional judgement, making use of the Guidelines for Landscape and Visual Assessment 3rd edition. Selection of the key views for visual amenity was made after discussion with Historic Scotland.

Existing conditionsThe site sits within the Merchant City character area of the Glasgow Central conservation area, which is characterised by an eclectic mix of buildings, contained within a strong grid pattern of streets. Queen Street Station is at one corner of George Square, the city’s most important civic space (Figure 6.8). The built-up nature of the area means that views of the site are very localised and there is only one view where it dominates (Figure 6.9).

Likely effects on the environmentThe scale of the proposed development and the limited scope for views mean that the effects of operation have all been assessed as of minor or no significance.

Mitigation and residual effects Since there are no likely significant effects, no mitigation is required. The residual effects are therefore unchanged.



Figure 6.8: The site is located on the north west corner of George Square, the city’s most important civic space. Figure 6.9: View of the existing site from West George Street.


7.0 How to Find Out More

Further information on the Edinburgh Glasgow Improvement Programme and the relevant concourse redevelopment works being undertaken at Glasgow Queen Street Station can be found at www.egip.info.

If you would like further information on the concourse redevelopment of Glasgow Queen Street Station, then please get in touch:

Edinburgh Glasgow Improvement Programme (EGIP),

Network Rail,

151 St Vincent Street,

Glasgow,

G2 5NW.

t. 03457 11 41 41

e. [email protected]

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