1 OIL PRICES AND TRANSPORT

2006 has been a pivotal year for Scottish transport policy. The Scottish Executive's National Transport Strategy was finally published in December 2006. Seven Regional Transport Partnerships were set up during 2006, responsible for transport planning at a regional level. Network Rail has now released the Scottish Route Utilisation Strategy (see Section 2).

The Regional Transport Partnerships have been given tight timetables for preparing their transport strategies. As a result, only a short period was available to prepare our responses to the draft strategies for all the RTPs. The SAPT response to the SPT (Strathclyde) , SESTRAN (South-East), NESTRAN (North-East), HITRANS (Highland & Islands), TACTRAN (Tay and Central) and Dumfries and Galloway drafts are summarised in Section 3.

During the year, SAPT Committee members attended meetings with Transport Scotland, First ScotRail, Network Rail, tie, SPT, the Highland Rail Partnership, and the SNP Transport Spokesman. These covered a number of issues including plans for Scottish train services and the rail network, an alternative lower cost Edinburgh Airport Rail Link strategy, and suggestions for the new East Coast and CrossCountry franchises. SAPT Vice President Tom Hart represented SAPT at the Parliamentary Committee hearings into the Edinburgh Airport Rail Link and the re-opening of the Airdrie-Bathgate line. We supported additional intermediate stations between Airdrie and Bathgate. This will be investigated by the Executive outwith the bill proposal.

A significant amount of effort was devoted to our response to the Network Rail's Scottish Route Utilisation Strategy. The RUS will underpin developments over the next ten years. SAPT suggested developing under-utilised routes to relieve overcrowded services, including the Edinburgh-Glasgow via Shotts line, and the Glasgow-Ayrshire route via Kilmarnock (see Section 2 for a summary of the RUS). We also responded to the consultation on rail closure procedures.

SAPT committee member Arthur Homan-Elsy attended a conference on bus strategy, and has formulated recommendations for bus policy changes. A Westminster Transport Bill setting up a new framework for the bus industry will not apply to Scotland but quality partnerships and contracts could be speeded up under existing powers and revised terms for Bus Operator Grant.

After SAPT's successful High Speed Rail conference in December 2005, we made the case for a FastTrack North/South Line to the Eddington Report team. However this Treasury-instigated report, by ex-BA Chief Executive Rod Eddington, predictably produced no long-term strategy for transport and the environment, other than recommending expansion of Heathrow Airport!

The issue of the need for a second Forth Road Bridge has again been raised, with some politicians pre-judging the results of the ongoing technical analysis of the bridge corrosion problems. The SAPT committee have had preliminary discussions on our approach. Clearly if the bridge has to be closed, a replacement will have to be provided. But technology may exist to allow corroded cables to be replaced without closing the bridge. The Forthright Alliance, which includes SAPT, will no doubt have an active future. In the run-up to the Scottish Parliamentary and Local elections in May 2007, an SAPT manifesto statement has been drafted for sending to all the political parties. Members will have an opportunity to discuss the final submission at the AGM on March 17th (see Section 3).

Office Bearers: The SAPT Committee has covered a wide range of issues and contributed to a number of meeting and consultations. Particular thanks are due to Tom Hart for an impressive amount of work producing RTS and Parliamentary Committee responses, Scott Simpson for maintaining the membership records and newsletter distribution, John Ferris as Treasurer, and Alastair Reid as Minute Secretary. The year has seen welcome committee contributions from Dr. Ann Glen and Edith Hamilton. A large proportion of public transport users are female so increasing representation on the SAPT Committee is very appropriate.

Office Bearers and Committee in 2006 are:

President: Prof. Chris Harvie Committee:

Vice Presidents: Tom Hart Lawrence Marshall

Lord Russell Prof. Arnold Hendry

Chairman: Dr. John McCormick Rolf Schmidt (Highlands)

Vice-Chairmen Ralph Barker Edith Hamilton (Tayside)

Dr. John Logie Arthur Homan-Elsy (Lothian)

Treasurer: John Ferris David Brown (Strathclyde)

Secretary: Alastair Reid Dr. Ann Glen (Central)

Membership Sec. Scott Simpson Laurie Naumann (Fife)

There are vacancies for Dumfries & Galloway, and Borders. Mike Foreman resigned from the Committee during 2006, after many years of involvement. It was with regret that we learned of the deaths of Frank Neville, Sir Edward Hunter-Blair, Douglas Kerr and George Train. Frank Neville was a founder member of the Scottish Railway Development Association, forerunner of SAPT. Sir Edward was a former SAPT Committee member for Dumfries and Galloway. George Train was an enthusiast for all forms of public transport.

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Rail Route Utilisation Strategy (RUS)

The Scottish RUS was published by Network Rail in March. This sets out plans to improve the rail network to help deliver the Executive's National Transport Strategy objectives. SAPT input to this was in Newsletter 2006/3. The RUS incorporates some changes following the consultation.

On Central Belt services, platforms will be extended to allow 6-car trains on peak hour Dunblane/ Alloa services from Glasgow. One additional platform will be extended at Queen Street, and Bishopbriggs platforms will be lengthened. Resignalling will increase route capacity between Larbert and Stirling. A wider footbridge with lifts and escalators is proposed for Haymarket. In the longer term Haymarket will be developed as a major train/tram interchange. Ultimately all platforms at Queen Street will be lengthened to accommodate 6-car trains.

More seats will be provided between Glasgow and Edinburgh by developing the Shotts and Carstairs services from Glasgow Central. Electrification of the Whifflet line, and transfer of trains to the Argyle line instead of Central High Level, will ease track congestion problems. Reorganising Cathcart Circle services will relieve congestion between Pollokshields and Central.

The curtailment of Edinburgh CrossRail services has been reversed in the RUS. Future services from Newcraighall will continue through Haymarket and South Gyle to Fife. Portobello Junction will be doubled to improve reliability and speed. This will also benefit the Borders Rail Link.

Aberdeen-Edinburgh trains will be accelerated, with an additional hourly semi-fast Dundee-Edinburgh service taking over some intermediate stops in Fife. Hourly Edinburgh-Perth services will be provided, with speed raised on the Ladybank-Perth route by 2009. A new diesel depot is proposed for Perth. (Hopefully this will allow Perth station to be improved). An hourly Inverness-Edinburgh service is planned. Hourly Inverness-Aberdeen trains would require an additional loop at Orton. NR says costs outweigh economic benefits but the project may still go ahead on the basis of strategic importance. Glasgow-Kilmarnock trains will be upgraded to half-hourly, with longer platforms and the loop at Lugton extended. Regular timetables will be introduced on the Dumfries and Stranraer lines.

All the projects in this strategy depend on funding through the forthcoming governmental Statement of Funds Available, which will in turn be influenced by Scottish Executive decisions and the imminent UK Public Spending Review.

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TRANSPORT MANIFESTO

We plan to send an 8-point transport policy document to the political parties for responses before the 3 May 2007 Scottish Parliament and local government elections:

1 CO₂ emissions attributed to transport to be cut annually by 1%, rising to 1.5% after 2012, achieving a 60% cut in CO₂ by 2050. This target can be achieved through energy efficiency, use of alternative fuels, and modal shift from cars and domestic air travel.

2 Co-ordinated timetables for rail, bus and ferries to create an integrated public transport network giving regular connections and enhanced service standards throughout the country, with better interchanges and more Park+Ride.

3 Multi-modal travel smartcards to be introduced throughout Scotland by 2011, with discounts for regular users, off-peak travel, and family travel, and fares set to be no greater than the marginal cost of using a single occupant car.

4 A target to stabilise road vehicle miles in Scotland as in the National Transport Strategy.

5 A strategic shift in transport funding away from major road schemes (which increase road traffic) to increased rail, tram and bus investment, smaller scale road modifications to improve safety, and improved maintenance for roads, pavements and cycleways.

6 Integration of land use, transport and regulatory policies to encourage shifts to public transport, walking and cycling. Hospitals, shopping centres, educational, leisure, employment and residential developments should be fully accessible by public transport.

7 Extension of free concessionary travel to include local journeys by rail and ferry.

8 High-speed rail as a better alternative to driving and domestic flights. Target journey times are 30 minutes Edinburgh-Glasgow, and 3 hours London-Glasgow/Edinburgh.

The final version of the submissions will be agreed at the AGM on 17 March in Glasgow.

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REGIONAL TRANSPORT STRATEGIES

In our comment to all Regional Transport Partnerships, we highlight the importance of adopting targets for CO₂ reduction, and decoupling the link between economic growth and increased movement. SAPT's objective is to establish a fully co-ordinated public transport system, with regular departure times and connections throughout the bus, rail, ferry and air network, giving socially inclusive access to a quality travel network throughout the country.

SAPT members are invited to send comments to the office in Glasgow, or email sapt@btinternet.com, about the following recommendations.

HITRANS (Highlands and Islands): The HITRANS draft plan identified air services and trunk roads as the crucial developments in the Highlands. The main rail objective is to invest in the Highland Main Line, with an hourly Inverness-Edinburgh/Glasgow service. HITRANS claims the scattered population in the Highlands makes provision of good public transport difficult.

In the SAPT response, we recommended much greater priority to a co-ordinated regular-interval public transport network timetable, with local buses and ferries scheduled to connect with rail services and long distance buses. Around 90% of the population in the Highlands live in towns and villages, making better public transport move achievable than stated in the draft RTP. The remaining 10% living in scattered communities need flexible demand responsive transport.

SAPT recommended that HITRANS should give some focus to the under-developed potential of the West Highland, Kyle and Far North lines to become tourist attractions in their own right, as well as being important links in the public transport network.

South-West Scotland: As in the Highlands, SAPT recommends development of Demand Responsive Transport for rural areas, linked to public transport routes. There is also potential to expand tourist travel in this part of the country. Recommendations include:

· Integrated ticketing for all public transport

· Extension of free bus travel for over-60s to include local rail services

· New bus/rail interchange to be developed at Dumfries station

· Hourly Glasgow-Dumfries-Carlisle trains, and improved Stranraer-Glasgow service

· Possible ferry link from Loch Ryan to Kintyre via Larne

· Shuttle bus link from a relocated Stranraer Town station to the Cairnryan ferry terminal

· Quality coach link from Dumfries to Lockerbie, connecting there with trains to Edinburgh

Longer term possibilities include reopening the Dumfries-Stranraer-Cairnryan rail route.

TACTRAN (Tay and Central). Main actions recommended by SAPT:

· Improve bus/rail interchange at Perth and Dundee, and build a new Dundee West station

· Provide additional hourly Glasgow-Perth-Dundee-Arbroath train service

· Speed up trains from Dundee and Perth to Glasgow, Edinburgh, Aberdeen and London

· Reject Dundee North Orbital Road as unjustified by low road traffic growth statistics

· Reject proposals for Dundee Airport, focusing instead on better links to Edinburgh Airport

· Adapt Citylink and Megabus routes to improve links to Blackford & Greenloaning/Braco

NESTRANS (North-East): The draft RTS was felt to need greater emphasis on the need to reduce greenhouse gas emissions and solve accessibility problems, not least for those in rural areas without access to cars. The priority attached by the draft RTS to the Aberdeen Western Peripheral Road conflicts with this. The SAPT response suggested:

· Better bus priority routes into Aberdeen, with expanded bus P+R

· Hourly Aberdeen-Inverness trains, with double track to Dyce for frequent CrossRail trains

· Safeguarding of former rail routes to Banchory and Ellon for a frequent Banchory-Ellon light rail service, combined through Aberdeen with a frequent Stonehaven-Dyce Airport service

· Downscale Aberdeen Western Peripheral road to a shorter single carriageway link

SPT (Strathclyde) : Specific projects supported by SAPT include:

· Extension of quality bus network and medium-term commitment to a city tram network

including conversion of some South Side rail routes with related extensions

· Glasgow-Edinburgh/Dunblane and Glasgow-Cumbernauld-Falkirk rail electrification

· CrossRail link from Shields Road to Bellgrove

· new services from Glasgow Central to Stirling via Cumbernauld, and to Edinburgh via Shotts

· Upgrade of "Fastlink" Glasgow-Partick busway to tram, extended to Clydebank

· Faster ferries on the lower Clyde, and "urban" ferries on the upper Clyde

· Downsizing of M74 urban extension to two-lane expressway link with simplified junctions

SESTRAN (South-East): The bus service improvements recommended by SESTRAN are felt to be too focused on Edinburgh, with outlying areas such as Livingston and Edinburgh Park meriting more attention. SAPT supports a number of initiatives:

· Enforce bus lanes, and push the case for peak road pricing on designated roads and areas

· Revise Edinburgh Airport Rail Link using an interchange at Gogar instead of tunnelling

· Expand bus and rail services across the Forth, pending resolution of the road bridge issue

· Encourage HGVs to make more use of the Kincardine Bridge to relieve the Forth road bridge

· Speed up train services from Edinburgh to Fife, Aberdeen, Glasgow Central, and London

· Re-instate through train services from west Edinburgh to Newcraighall, with some peak hour Glasgow trains also calling at Edinburgh Park

· Tram extensions to Livingston, Queensferry, Curriehill, Penicuik, Dalkeith & Musselburgh

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Transport News March 2007

Free Bus Travel An adjudication by John Martin (former Head of the Scottish Executive Transport Group) has stated that English local authorities do not have power to cap payments to bus operators for introducing free local bus travel for the elderly and disabled. This may have implications for the Scotland where the Executive is proposing to cap such payments if demand exceeds levels originally expected.

The February 2007 report of the Intergovernmental Panel on Climate Change concludes that present policies will lead to at least a 3C rise in average temperatures by the end of the century. Action is required to ensure a rise of no more than 2C. The anticipated rise in sea levels is less than in previous reports but still sufficient to present major problems for the Scottish coast, estuaries and city waterfront zones.

V-Ships has withdrawn from west coast ferry tendering, leaving CalMac as the only bidder. In a reply to the SNP, the European Transport Commissioner has said that the Altmark court decision on state aid criteria in 2003 need not involve tendering for CalMac services in the manner currently being pursued. However, the Scottish Executive has disputed this conclusion on the basis of EC advice received in July 2005. From June 2007, an EC ruling on the scope for state aid to air services is likely to preclude further grants from the Scottish Executive’s Air Route Development Fund involving airports with more than 5 million passengers a year. Following lobbying from the car industry, the EC has amended proposals to seek average carbon emissions of no more than 120g per km from new cars by 2012 to the higher level of 130g per km.

Stagecoach/Scottish Citylink has been given notice by the Competition Commission to sell off some of their joint services from Aberdeen and Inverness to Edinburgh/Glasgow.

Rail Transport Scotland has announced support for SESTRAN/SPT plans for an additional hourly express service in 67 minutes on the Glasgow Central-Shotts-Edinburgh route. The likely date for introduction is December 2008. Passenger satisfaction with ScotRail has risen to a record 88%. On a request from South Ayrshire Council, SPT has shifted priority for a new station at Heathfield (between Prestwick and Ayr) to a new station or stations south of Ayr improving hospital and residential access plus park and ride potential. This could involve a short extension of the present electric service to Ayr.

The Scottish Executive has approved a £2m grant to ATH Resources to build a 7 mile coal conveyor (carrying 2m tonnes a year) to the present railhead near New Cumnock.

Bus, Tram & Subway

Lothian Buses is now handling 23% of passengers using Edinburgh Airport and has been commended for the system wide £1 flat fare (apart from an airport premium) making Edinburgh bus fares among the cheapest in Britain. Tie now hopes that initial sections of Edinburgh’s new tram route may open in 2009, a year ahead of schedule. The likely sections are the Airport to Gogar or Gogar to Haymarket. Lothian Buses has announced a substantial expansion of the night bus network aided by a Bus Route Development Grant. Residents without access to night buses and evening services are seeking a concession taxicard. SPT is planning a nightbus service on the route of the Circle Subway and is seeking inclusion of the Subway in free travel for the elderly and disabled. Free tram travel for concession groups is likely to be accepted as part of plans for integrated ticketing in Edinburgh. Action is being taken to reduce high levels of sickness absence on the Subway affecting reliability through staff shortage and creating costs of £48,000 a month.

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Newsletter January 2007

National Transport Strategy

The National Transport Strategy(NTS) was published in December along with action plans for rail, buses and freight. The NTS sets three main objectives for transport:

· Improve journey times and connections

· Reduce emissions

· Improve quality and accessibility and tackle affordability

The strategy commits to maintaining lifeline ferry and air services, and managing demand on the roads including encouraging walking instead of the "school run". Rail, bus and freight strategies are described in greater detail in accompanying publications, "Scotland's Railways", An Action Plan for Buses, and a Freight Action Plan. There are no separate publications on ferries, air travel or roads.

Rail is best at providing fast long-distance passenger services, commuter services, and high-volume freight, according to "Scotland's Railways", the rail policy document.

Much of the £1 billion annual spending on transport is planned to be spent on major rail projects:

1. Stirling-Alloa-Kincardine re-opening, scheduled for later in 2007

2. Edinburgh Waverley re-modelling, to be completed in early 2008

3. Borders rail link, now with Parliamentary powers

4. Glasgow Airport Rail Link

5. Edinburgh Airport Rail Link

6. Airdrie-Bathgate re-opening

The strategy document lays out a three phase approach:

Short term by 2009:

- More frequent and faster Glasgow Central-Edinburgh trains, both via Shotts and Carstairs

- New stopping patterns from Inverness, Aberdeen, Dundee and Perth to Glasgow and Edinburgh

- More frequent Glasgow-Kilmarnock and Edinburgh-North Berwick train service

- Integration of timetables on all rural routes with inter-urban services

Medium term 2009-2014

- Hourly service from Inverness to Aberdeen, and to Perth (continuing to Edinburgh or Glasgow)

- Electrification of Edinburgh-Glasgow, Whifflet, Paisley Canal, East Kilbride, Barrhead/

Kilmarnock, Stirling, Dunblane, Alloa and Cumbernauld lines

- New interchange at Bannockburn

- Faster journeys from Glasgow and Edinburgh to Manchester (3 hours) and London (4 hours)

- Renew signalling on West Highland, Far North, Kyle and Stranraer lines with cost effective

rural signalling system

Long term 2014-2020

- High Speed link from Edinburgh to Glasgow, and from Scotland to London, subject to study

- Conversion of some Glasgow suburban lines to light rail, if feasible.

The NTS has no direct statements on funding strategy. But major projects are likely to be affected by the UK Public Spending and Strategic Projects Reviews due in 2007-08. There is no commitment in the strategy to a new Forth crossing.

Bus passenger numbers have declined since 1975, but have risen in recent years. The small increase recently has corresponded with growth in travel concessions, with regional variations:

- no change in Tayside between 1998/9 and 2004/5

- an increase of 7% in Strathclyde and Grampian

- an increase of 18% in Lothian, where Lothian Buses remain in regional public ownership

The Bus Strategy envisages:

· Better planning and co-ordination among transport authorities

· Strengthening of Quality Partnerships to cover frequency and punctuality of services

· Simplifying the franchise process (Quality Contracts) where transport authorities choose this

· More rigorous implementation of the regulatory regime to address performance problems

The Executive expects the forthcoming Regional Transport Strategies to have a strong bus component, with Bus Forums set up in each authority area and priority measures including Bus Rapid Transit (using dedicated busways or bus lanes) in congested areas, and rural/ suburban Demand Responsive Transport (DRT).

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Stern and Eddington Reports

The Eddington Transport Review, the Stern Review on the Economics of Climate Change, and recent EC steps to intensify targets for CO₂ cuts have signalled policy shifts, not only on energy and climate change, but on reassessment of present and future relationships between transport and the economy. The intensity and political acceptability of such changes are still being debated, but the Climate Change Bill included in the Queen’s Speech outlined a UK statutory obligation to achieve 60% cuts on 1990 CO₂emissions by 2050 – with the Conservatives hinting that cuts may have to be as much as 80% - if a critical rise in world temperatures of more than 2C is to be avoided. As the UK accounts for only 2% of global emissions, this must be matched by corresponding international action to be effective.

The Stern review (October 2006), commissioned by the Chancellor, argues that beginning now with a range of small measures could build up greater cumulative impacts as technology and lifestyles adapt. Major effects on transport would be delayed due to the difficulties of cutting transport CO₂ at rates comparable with other sectors, and the ability of the transport industry to buy quota surpluses from others in emissions trading. Environmental groups argue that the leisure elements in transport, changes in personal preferences away from travel, and improved energy efficiency, make it realistic to expect transport to make larger contributions to CO₂ cuts.

The Eddington report (December 2006) advised on long term links between transport and the UK's productivity, growth and stability. Sir Rod Eddington, former Chief Executive of BA, was requested by the Treasury and Department for Transport to do the study. While recognising some links between transport and the economy, Eddington was critical of large-scale projects (unless supported by very strong evidence) but did highlight the case for improved maintenance, demand management and a sharper focus on smaller scale, quick return projects. Smaller projects which unblock pinch-points, public transport schemes in urban areas, and international gateway surface access projects are likely to offer the highest returns, according to Eddington.

Eddington suggests a fasttrack procedure for major projects for England, fitting the policy aims of government. Inquiries would be time-limited but with final decisions left to a panel independent of government. This is in line with plans to speed up planning procedures both north and south of the border. Scotland has taken the lead with the new Planning Bill and the Transport and Works Bill, but these leave final decisions to Ministers, with some subject to affirmation in the Scottish Parliament. The suggestion of independent panels is controversial.

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HIGH SPEED RAIL

The Scottish Executive is still committed to assessing High Speed Rail. At a conference in Edinburgh on 16th January 2007, Transport Minister Tavish Scott confirmed journey targets of 30 minutes between Edinburgh and Glasgow, and 3 hours from Central Scotland to London. Most political parties in Scotland agree on these journey time targets. Aberdeen-Edinburgh times can be cut by 10 minutes by reorganising intermediate stops. Plans are being assessed for faster rail journeys linking Inverness, Aberdeen, Dundee, Edinburgh and Glasgow. 70% of the transport budget in Scotland is allocated to public transport. Tax on aviation needs to be an EU initiative.

Mary McLaughlin, Director of Transport, Scottish Enterprise, described research into high speed links between city regions. Economic progress depends on greater connectivity, and integration of labour markets. A Glasgow/Edinburgh/Dundee city region would have 3.6 million people.

Dr. Alan James, of UK Ultraspeed, described how magnetic levitation technology (maglev) could achieve shorter journey times. An Edinburgh-Glasgow Ultraspeed link would take 15 minutes, and could possibly follow the M8 alignment. Constructing the maglev overhead structure into cities would be a problem. In Glasgow, it should be possible to build the maglev to the vicinity of Queen Street, but in Edinburgh, Haymarket would be the terminus. Councillor Alistair Watson, chair of SPT, confirmed Ultraspeed 500 kph can go faster than conventional rail technology, which has reached a limit at around 300 kph. Glasgow-Edinburgh could be the start of the next generation of high speed route in Britain.

Ron MacAuley, Network Rail director in Scotland, urged caution as maglev is unproven and can't integrate with existing rail infrastructure. Network Rail believes a business case can be made for a TGV-style high speed West Coast line linking London via Manchester to Glasgow and Edinburgh. Best estimate for construction costs would be £15 - £19 million per kilometre.

Tony Collins, Virgin Chief Executive, announced that Glasgow-London rail traffic has increased by 55% in the last year, while air travel has dropped by 4%. From 2008, average rail journey times will be reduced by a further 30 minutes. For the future, Tony Collins agrees with Eddington that best use should be made by of existing infrastructure. By upgrading suitable sections of the West Coast Main Line to 140 mph and building bypasses for Stafford and other bottlenecks, a 3 hour 45 minute Glasgow -London journey should be possible. (A 3 hour 55 minute Glasgow-London non-stop train journey was made on September 22nd 2006. In 1991, a 3 hour 29 minute demonstration trip was made on the East Coast Main Line between London and Edinburgh.) Tony Collins pointed out that a maglev line would take traffic away from the existing railway.

John Stephens, an economist with Steer Davies Gleave, believes Scotland's biggest challenge is to increase output per employee. Long term uncertainty over fuel supply and prices, nuclear power, global warming, and the impact of videoconferencing makes planning of major projects difficult.

Dr. Iain Docherty of Glasgow University believes UK transport is 35 years behind Europe, with the highest dependence on car travel and aviation. But the economic benefit of High Speed Rail is debatable. The best performing cities in France are Strasbourg and Toulouse, yet these are not directly connected by High Speed Lines. Political commitment is critical for success in developing high speed rail. The North/South HSL is very unlikely to be funded by the London Treasury. A "Special Purpose Vehicle" would need to fund it privately, with uncertain returns.

In conclusion, the immediate focus should be on further developing the West Coast and East Coast routes, and upgrading ScotRail InterCity lines. A route strategy for a North/ South High Speed Line should be mapped out, but a change in political attitude will be needed in London before an HSL can go ahead. In the long term, a possible decline in domestic air travel due to environmental or oil price factors could open an opportunity for maglev.

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Transport News January 2007

Consultation on Regional Transport Strategies

The seven Regional Transport Partnerships are now consulting on draft strategies though most see the end of March timetable for finalised strategies as too short to produce well-supported documents. These documents are important in that Scottish Executive funding for both regional and local transport schemes is expected to be influenced by RTSs. Schemes not having priority in RTSs will have poor prospects for funding with both the NTS and RTSs inevitably affecting the revised Local Transport Strategies (LTS) on which local authorities are now working. Apart from Shetland and Dumfries and Galloway RTPs, which coincide with local authority areas, RTPs are facing problems in narrowing and amending previous local authority programmes.

Transport and the May 2007 Elections

Parties are now preparing their manifestos for the May Scottish Parliament and local government elections. Coalition or minority government is a high probability in Scotland with possible deals affected by actual voting outcomes. Even greater change in local government – and possible uncertainty for transport projects – will come under the new system of proportional representation. The number of councils with a single-party majority will fall dramatically with as few as 4 or 5 councils having majority control after May.

Rail News

FTA fears that rail freight growth will be hit by the rise in passenger travel have been eased by grants to raise clearances to the Felixstowe and Southampton international container ports. The Virgin West Coast passenger franchise has been extended to 20 years under revised terms.

Most rail fares rose above inflation rates in January but pre-travel discounts are substantial. A Virgin Glasgow-London standard return is now £98 but the cheapest advance single remains at £17.50. Passenger watchdogs and the Scottish Executive are seeking a simpler fares structure.

ScotRail timetable changes in December included more late evening trains and temporary cuts in trains running through Waverley until track and signalling work is completed. Some Fife trains now terminate at Haymarket. Edinburgh Crossrail service became a separate shuttle east and west of Waverley despite fears that this could mean a loss of patronage. ScotRail is again under pressure for some Glasgow-Edinburgh trains to call at Edinburgh Park but lobbying has also grown for shorter journey times on this route.

The Executive and ScotRail have agreed a £20m programme for priority improvements to stations and rolling stock but no decisions have yet been made on extra rolling stock to cope with rising usage. Laurencekirk station, closed in 1967, is expected to reopen within 12 months at a cost around £3m, Delays in completing the modernised interchange at Partick have been confirmed but long delayed work on upgrading the Gourock interchange is expected to start soon. Plans have been agreed for a lengthened loop south from Lugton to facilitate a half-hourly Glasgow-Kilmarnock service. Other new halts feature in draft RTPs but few are likely to open before 2010. SPT consultants are studying the details of interchange improvements at Motherwell and Hamilton. Rail concessions for Angus pensioners have risen from a quarter to half fare. The enlarged Subway car park at Glasgow Shields Road has opened and further growth of rail park and ride is an SPT priority, including multi-storey car parks at locations such as Croy.

Parliament has approved the GARL, Bathgate-Airdrie and EARL Rail Bills but the last of these has proved the most controversial. Though supporting station car parks, MSPs wish to see more bus feeders to Airdrie-Bathgate line stations and evaluation of halts at Plains and Blackridge.

Crime rates on the Scottish rail system have fallen to the lowest level for five years. A joint SPT/British Transport Police initiative has introduced Glasgow Subway patrols.

Aviation News

The review of the Aviation White Paper published in December 2006 concluded that aviation growth will remain at a high level despite climate change issues. This has been criticised for inadequate contribution from aviation to reduce greenhouse gas emissions. Passenger Duty was, however, doubled for both short-haul and long-haul flights in the Autumn Budget statement.

A runway extension at Aberdeen Airport has been approved by the City Council. The West Edinburgh Planning Framework confirmed expansion at Edinburgh Airport but cut back plans for extra parking. A £19m south-east pier was opened by Jack McConnell.

BAA Glasgow plans £290m of investment over ten years with 24m passengers expected by 2030. OfT favours increased competition at Scottish airports by requiring BAA to sell Glasgow or Edinburgh. The issue may be referred to the Competition Commission.

Plans for new or expanded routes routes include:-

- Easyjet flights from Edinburgh to Milan, Madrid, Munich and Palma; other operators are due to start services to Toronto, Oslo, Zurich, Bergerac, Prague, Bastia & Alghero (a total of 20 new flights from Edinburgh started in 2006)

- bmi regional service from Aberdeen to Kristiansand

- SAS summer flights from Glasgow to Stockholm

Aberdeen Airport gained 20 new services over the past two years. The Scottish Executive’s Air Route Development Fund has secured 36 direct flights from Scotland.

CAA has given approval for Loch Lomond Seaplanes to run 5-seater and 8-seater seaplanes from a base on the Clyde in Glasgow to Campbeltown, Portree and other Highland locations at £110 to £185 return between March and November. Planes can use both water and runways.

Ports & Shipping News

SUPERFAST is introducing a larger vessel on the Rosyth-Zeebrugge route. Passenger capacity will rise from 626 to 830 and lorries from 100 to 110, but car capacity will fall from 120 to 100.

No bids have been made for the Gourock-Dunoon route though a new link span is now available at Dunoon and plans have been approved for an upgraded Gourock interchange. Issues of fair competition between CalMac and Western Ferries have led to protracted delays yet decisions on future services are needed due to the age of the current Dunoon ferries. Delay in tendering for other CalMac routes means decisions will not be taken until after the May elections.

The Gourock-Kilcreggan-Helensburgh route is to get a new ferry, SEABUS.

Invitations to tender for Clyde and Western Isles ferry services were issued in December. Enhancements include a new £20 m ferry for Islay, together with:

- Additional Oban-Craignure Friday evening return sailing

- Additional daily winter Ardrossan-Brodick return sailing

- Additional Oban-Tiree winter Sunday sailing (October-Christmas)

- Two-vessel Islay service for the duration of the summer timetable

A Rural Transport Grant will help maintain the Papa Westray-Westray ferry. A £2.5m Forestry Commission contract with ABports will allow Timberlink shipping services from Argyll to Troon to carry 100,000 tonnes in the year to March 2008.

Bus and Tram News

The Queen’s Speech included a draft Road Transport Bill for England establishing a more regulated bus framework with greater use of Bus Quality Contracts. A finalised Bill may not be published until 2008 and raises the question of whether it should be adapted to include Scotland where there is rising interest in bus re-regulation but with partnership elements retained. This has had negative reactions from several bus operators with Stagecoach the most vocal.

From January 16 to 18 year olds and fulltime volunteers up to 25 became entitled to one-third off single bus fares and a similar amount off rail fares but only after 10am unless rail ticket cost is £16 or more. Qualifying islanders will get two free ferry trips a year. The present scheme will cost not more than £30m a year.

Edinburgh City Council has approved Phase 1 of the Edinburgh tram scheme (Newhaven via Leith Walk to the Airport plus a Granton spur) with only 1 dissenting SNP councillor. One in five tram trips are expected to be shifts from car use. The draft SESTRAN RTS endorses tram extensions to Livingston, Dalkeith, Musselburgh and Queensferry. Transport Scotland and the SPT draft RTS supports study of light rail (including conversions on some suburban rail routes) in Glasgow as well as the development of quality bus corridors. NESTRAN favours quality bus corridors out from Aberdeen with light rail a longer-term possibility on two corridors. Edinburgh has proposed a £10m ‘guided bus’ plan for the Old Dalkeith Road corridor serving Edinburgh Royal Infirmary and the related direct link to Newcraighall. This would be an initial step towards Edinburgh’s Tram Route 3, following on from conversion of the West Edinburgh guided busway to tram operation. A significant minority of Edinburgh opinion favours improved buses rather than the higher capital costs of an integrated bus/tram network.

First Group has been active in promoting the cost effectiveness of quality urban bus corridors with longer sections of segregated busway. SPT and Glasgow City Council are collaborating on quality corridors to serve the north Clyde Waterfront by 2009 with subsequent extensions to Renfrew Ferry via the Southern General Hospital and Braehead and from Yoker through Clydebank to the Jubilee Hospital (Total cost c£110m). First Glasgow is seeking partnership packages which could sustain bus growth at 4% a year, including expansion of bus park and ride. Lothian Buses has introduced new double deckers on the 31 route to Midlothian and expects that the whole fleet will be low floor by 2010, well ahead of government targets. First has ordered 62 Euro4 buses for Glasgow and is negotiating on a ‘stability pact’ with SPT and Glasgow City Council. Stagecoach has warned that Competition Commission proposals to force a sale of parts of Scottish Citylink may weaken the business case for the purchase of new coaches. National Express has banned hand luggage from coach services after the M4/M25 coach overturn at the start of a trip to Dundee. Though the overall bus safety record is very good, there is concern at the stability and accident record of doubledeck coaches.

Following success with electronic ticketing in Edinburgh and the London Oystercard example, Transport Scotland is studying how to apply similar systems across Scotland.

A £2.2m Bus Route Development Grant will aid express services from the Sheriffhall P+R site to central Edinburgh plus better night buses. West Lothian Council has also gained £2.6m for low-floor services expected to start in April giving better access to Edinburgh Airport and west Edinburgh. Extension of Lothian Buses 35 to the airport has led to extra usage. The Edinburgh Airport- Inverkeithing Stagecoach service started in 2006 has attracted 1300 trips per week.

However, bus frequency cuts on more lightly used routes around Edinburgh have led to local protests. Contract prices for subsidised bus services have been rising at more than twice the rate of inflation. Education chiefs have been asked why Edinburgh has the second highest annual school travel spend in Scotland – now £3.8m in a Scottish total of £30m.

Roads, Streets & Paths News

Parking and traffic management remains very controversial in Edinburgh with the city council modifying earlier proposals. Problems have been worsened by car ownership growing faster than car use and by commuters parking in residential zones beyond previous control areas. Similar problems are intensifying close to major hospitals and rail park and ride sites as users overspill to surrounding streets. Edinburgh traders have won a campaign to slash proposed charges for business parking while Lothian NHS has cut top charges at the Royal Infirmary from £10 to £7 a day. But lower charges mean that available spaces fill up sooner with ‘overspill’ leading to further complaints. Where parking income rises, Edinburgh is experiencing dispute on the best use of net proceeds. Charges have been attacked as stealth taxation.

Legal speeds on the A77 at Symington have been cut to 50mph following a severe accident and pending work on grade separated junctions. Highland Council is taking forward plans for a 10km Southern Trunk Link Road in Inverness costing £70m. The Council has also invited tenders to realign 3.4km of the A836 between Melvich and Strathy at a cost of £3m. This will replace a section of single track road. Line Orders have been published for the 28 mile Aberdeen Western Peripheral Route costing between £300 and £400m with projected completion in 2011. A public inquiry is expected. Transport Scotland has announced the route for an 8km off-line dualling of the A90 between Balmedie and Tipperty costing £45m and also a £4m scheme to widen 2km of the A68 between South Soutra and Oxton. Shadow Scottish Secretary David Mundell is seeking views on the use of tolls to fully dual the A1 between Edinburgh and Newcastle.

Business relocation costs for the urban M74 have risen to £180m on top of other preparatory costs and construction costs of at least £300m. Construction contracts are expected in April. 90% of affected businesses are already in process of relocating. Compulsory Purchase Orders have been published for the Glasgow East End Regeneration Route between the M74 and the M8 with completion planned for 2010. These projects are in phase with Glasgow’s bid for the Commonwealth Games in 2014.

Major repairs to the Clyde Tunnel are due for completion by May. High winds caused closures of the Erskine Bridge in early January as well as closures and high vehicle restrictions on the Skye, Kessock, Tay and Forth road bridges.

Despite strong