Glasgow Crossrail
The final item of business is a members' business debate on motion S3M-1251, in the name of Bill Butler, on Strathclyde partnership for transport's report on Glasgow crossrail. The debate will be concluded without any question being put.
Motion debated,
That the Parliament notes the final report, Glasgow Crossrail Appraisal and Economic Case, endorsed by Strathclyde Partnership for Transport (SPT) on 25 January 2008; recognises that the Glasgow Crossrail project is strategically one of the most significant rail projects in Scotland; acknowledges the wide-ranging and cross-party support for the proposed Crossrail project as highlighted on www.crossrailglasgow.com; supports the submission of SPT's appraisal of the Crossrail project to Transport Scotland for inclusion in the Strategic Transport Projects Review and the National Planning Framework, and anticipates a positive decision from the Scottish Executive on the early implementation of Glasgow Crossrail.
This is the second occasion on which I have secured a debate on the proposed crossrail project. That fact reflects the project's importance to the city of Glasgow and the national transport infrastructure. Councillor Alistair Watson, who is the chair of Strathclyde partnership for transport and a significant advocate of Glasgow crossrail, has argued consistently that it is the most important rail infrastructure project in Scotland, and it is difficult to disagree with Councillor Watson.
The missing link between Glasgow Central station and Glasgow Queen Street station is more than just an inconvenient 15-minute walk for passengers; it is a decisive division in Scotland's rail network. It is an avoidable gap that could be bridged by the proposed Glasgow crossrail project. Crossrail would link the routes that run to and from the stations, providing a new line across the Clyde.
On many occasions in the chamber I, and other members of the cross-party group in the Scottish Parliament on Glasgow crossrail, have highlighted the many wide-reaching benefits that the scheme would bring to Glasgow, the west of Scotland and the national rail network.
Since crossrail was last debated in the chamber, a report detailing the crossrail appraisal and economic case has been published. That report, which was produced by Faber Maunsell for Strathclyde partnership for transport, was produced to meet the demands of the Scottish Government's Scottish transport appraisal guidance framework. The report predicts that the implementation of the crossrail project would add £1.06 billion to the Scottish economy over the next 60 years. Additionally, 4 million passengers are predicted to use the new stations at West Street, Gorbals and Glasgow Cross if crossrail becomes a reality. The report also indicates that more than 3 million passengers would use the Glasgow Cross station at High Street alone, making it a potential hub of the interchange. That is new research, which provides substantial and, indeed, compelling evidence of the range of benefits that crossrail would bring.
What are those benefits? First, crossrail will boost the economy of the Glasgow city region by introducing new routes to a network that is already running at capacity in many areas. Environmental benefits will also accrue, as it will be easier for people to travel by train, and rail travel will become a more attractive option than travelling by car for many more journeys. Again, crossrail will help to meet the objective of reducing car use by joining up journeys between the subway and park-and-ride facilities. Further, the new rail services will help to cut road congestion and the associated costs to business, as well as potentially making Glasgow airport, Edinburgh airport and Prestwick airport more accessible. Finally, crossrail will integrate the Clyde gateway, the Clyde waterfront and Ayrshire—areas that have been highlighted as national priorities for regeneration—into the national rail network. All those benefits will result if crossrail is given the green light.
Crossrail will also enable the many Hearts supporters in Ayrshire to get to Edinburgh without having to change in Glasgow. That is a public safety benefit as well as a public transport benefit.
Who would disagree with a lord? Only the Lord above.
Crossrail will indeed put an end to the need for passengers to change between Glasgow Central and Glasgow Queen Street stations and make possible more direct train journeys for passengers travelling from Aberdeen, Perth and Edinburgh to the south-west of Scotland, whichever team they support.
It is important to emphasise the benefits that crossrail will bring in complementing the Glasgow airport rail link. The crossrail scheme has a significant role to play in increasing the number of passengers who would use that rail link. The preliminary stage report of the Glasgow Airport Rail Link Bill Committee gave a clear, consistent and enthusiastic endorsement of crossrail, and stressed the importance of progressing crossrail in conjunction with GARL. Crossrail will enable passengers from throughout Scotland to enjoy a direct connection to Glasgow airport without having to change stations in Glasgow city centre.
Coincidentally, the scheme is deliverable by the time the Commonwealth games come to Glasgow in 2014. If it were to be given the go-ahead soon, Glasgow crossrail would help to deal with the large number of visitors to the city in that year. The project would contribute to the quality of the Commonwealth games in Glasgow and leave a lasting legacy in respect of Scotland's transport infrastructure for many years to come.
The capital cost of linking Glasgow Central and Glasgow Queen Street stations would be relatively insignificant compared with the positive effects of a scheme that offers such widespread and fundamental benefits to the rail network. Indeed, value for money is one of the most compelling arguments for crossrail. The project would not involve the construction of miles and miles of new track and infrastructure. To a large extent, the construction work would require improvements to and the renewal of existing rail lines and infrastructure. Crossrail would make significant use of existing rail infrastructure, much of which is underused or not used at all, and it would cause minimal impact on the operational rail network, as the necessary construction work could, if necessary, be phased in.
SPT's projected cost for Glasgow crossrail is between £115 million and £187 million, and the information that has been provided by SPT in recent days highlights the fact that the work could be phased in three stages. If the Government could commit to crossrail delivery, that would be the most welcome option. However, SPT and members throughout the chamber know that the Government's resources are finite. I would be most interested to hear from Mr Stevenson in his summation whether the Government would at least be disposed to commit to crossrail implementation in three stages, which SPT has lately suggested is its second preference.
As convener of the cross-party group in the Scottish Parliament on Glasgow crossrail, I have always been encouraged by the extent of cross-party support for the project, which has helped to drive forward the campaign. The Minister for Transport, Infrastructure and Climate Change is aware of that support, having attended one of our recent meetings and answered a range of questions from interested members.
Earlier this week, I had the pleasure of sharing a platform at a press conference with my colleague Sandra White, who is an MSP for the Glasgow region, to discuss this evening's debate. It is an issue on which we—and, indeed, all members—agree, and we are both happy to express our support for and commitment to crossrail.
SPT has been working tirelessly to promote its crossrail project and conduct the necessary feasibility and technical studies. It has put in place a sound and detailed economic case, and there is a clear political will among members throughout the chamber to see the project implemented; I am sure that we will hear evidence of that in later speeches. The crossrail scheme that SPT proposes is practicable, attainable and good value for money.
On that basis, and given that the strategic transport projects review is imminent, now is the ideal time for the Scottish Government to give a commitment to Glasgow crossrail. It is time—to coin a phrase—for the Scottish Government to commit to an investment that would be of national significance. When the minister responds to the debate, I hope that he will give members that long-awaited, whole-hearted commitment to Glasgow crossrail by offering an assurance that the project will feature in the forthcoming strategic transport projects review.
I congratulate Bill Butler on securing this debate on the Glasgow crossrail. This issue has been on-going for three decades—30 years—and since the inception of the Parliament it has been debated year after year by members of all parties. As Bill Butler said, the project has cross-party support. The minister might remember that I hosted a fringe meeting at the SNP conference on the subject of crossrail, which was the largest fringe meeting ever to take place at our conference. It had full support, and I do not think that we have had as large a fringe meeting ever since. I mention that to refresh the minister's memory.
I congratulate SPT on its work and its tenacity—Councillor Watson is in the gallery—in ensuring that crossrail has continued to be at the top of the transport agenda, not just in Glasgow but more widely since the Parliament's inception. I sincerely hope that we can move forward with the scheme. I labour that point, if members will pardon the pun, because crossrail has been debated to death and, as Bill Butler eloquently said, the time is right—the time has come.
We must ensure that the scheme is put forward for full implementation. I thank SPT for considering the issue in its entirety, and for its willingness to meet people from all parties and none and to examine the phasing of the project. Bill Butler mentioned that. That is important, and I reiterate and support Bill Butler's comments regarding the phasing of the project and the question of having three stages or one. We would like the scheme to happen in one stage, if the minister is so minded. As I said, SPT is considering the project in its entirety and I congratulate it on its willingness to admit that it could be done in three stages.
Bill Butler outlined the geographical areas that crossrail would cover, but I do not want to get into that during the debate. We all know which areas the crossrail system would cover, but we must remember that it is not just a parochial Glasgow system. The system would benefit the whole of Scotland and—as Lord Foulkes said—it would benefit the Ayrshire Hearts supporters. I am sure that the Glaswegians will make Lord Foulkes more than welcome if he comes into Glasgow Central or Glasgow Queen Street station. I certainly will not be afraid to go to Ayrshire. I welcome the fact that Lord Foulkes realises that the project is not just for Glasgow; as has been said, it is a Scotland-wide project that will supply the pieces of jigsaw that have been missing for many years. The scheme is desperately needed throughout Scotland.
The scheme will help to create an integrated transport system for the 21st century. I believe—as I think everyone does—that such a system is long overdue. Glasgow 2014 has been mentioned. Although that is not the be-all and end-all, it is a golden opportunity for the crossrail project to go ahead. We hope that Glasgow 2014 will regenerate not just the Gorbals area, but the east end of Glasgow. Crossrail can help that regeneration by providing jobs and connections for the 2014 games.
I sincerely hope that the project will be included in the strategic transport projects review. I will listen with great interest to what the minister says.
I congratulate Bill Butler again on securing the debate.
I join other members in congratulating Bill Butler on securing this important debate on Glasgow crossrail. As we have heard, this debate is by no means the first on the subject that we have had in the Parliament. I, too, note the presence of Councillor Alistair Watson, who is an imposing figure in several senses of the word. He has been particularly imposing in his support for and dedication to the crossrail project over the years. SPT has been fortunate in having him in a key position giving drive to the project.
The crossrail issue has been around for rather a long time—too long, in fact. It has been the subject of a number of studies and discussions over the years. I hope that the recent study by Faber Maunsell for SPT will prove to be the decisive study.
First, the report is timely. Many of us have seen crossrail as complementary to the Glasgow airport rail link, which is progressing, and necessary to realise the full benefits of that link.
Secondly, the report has come at a time when rail usage is on the increase. A sustained upward trend exists, and rail usage is growing at around 3 per cent a year. That trend has been supported by the considerable investment in creating new rail lines and improving stations that the Liberal Democrats and Labour set in place in government. The current Government has continued to provide such support to an extent.
Thirdly, the lead-up to the 2014 Commonwealth games has been mentioned. A pre-eminent showcase has been provided for the city region that requires, as a complement, a world-class transport system into and around the city.
Those contemporary arguments are on top of what has always been a compelling case: that Glasgow crossrail will help to integrate the network, allow connections across the city, and provide direct rail routes from the south-west to the north-east in particular as well as to further-flung Scottish destinations. It has been predicted that 3 million passengers will use the Glasgow Cross hub station, which would make it the fourth busiest station in Scotland. Crossrail has often been described as the missing piece in the jigsaw, which it is. In these days of price creep on infrastructure projects, it would also have the advantage of costing a modest amount—on 2005 prices, the cost is estimated at between £115 million and £187 million. In essence, the project would involve 2km of new track, 3.5km of upgraded or restored track, and some signalling and infrastructure in addition to the new stations.
It is time for the Government to progress the project and give a solid commitment on it to help it become a reality. I urge the minister to respond positively to the debate and to the support that I am sure will be given to the motion throughout the chamber. Glasgow crossrail has huge potential for contributing towards tackling road congestion and reducing our environmental footprint. It would build on the improvements that have been made in station safety, reliability and capacity; it would provide scope for significantly more interchange points to make getting around the city easier; and it could make the life of the cross-city traveller and coping with the nuisance of the gap between Glasgow Central and Glasgow Queen Street station much easier.
Transport is at the cusp. Projects such as Glasgow crossrail can swing the balance between people travelling or not travelling by public transport. There are huge gains to be had. The minister should seize the moment and gain—dare I say it—some easy popularity in unusual quarters. He may need that as the session progresses. More important, will he do the right thing and track out a route map forward for the project? Evidence exists for him to take the project forward. From the meetings that we have had with him, we know that he has good will towards it. This is the time for him to take things a stage further and give a further Government commitment on moving the project forward.
I support Bill Butler's motion.
Like other members, I congratulate Bill Butler, not only on securing this important debate, but on his unstinting and continuing support for the crossrail project and on bringing together the Glasgow crossrail cross-party group. In doing so, he has, of course, been aided and abetted by members from throughout the chamber who believe that Glasgow crossrail is a project whose time has come.
The crossrail and fastlink projects must be considered in the strategic transport review. Doing so would not only be in the interests of Scotland's largest city and its principal conurbation in west-central Scotland, because links would also be provided to and through the Glasgow conurbation.
Mention has been made of the Commonwealth games, and the minister has given his commitment to making the Commonwealth games a public transport games. Statements are fine, but they need to be accompanied by action to make them a reality. If Scotland is to demonstrate its best to the world and we are to create a public transport infrastructure not just for the games but for the longer term, projects such as crossrail and fastlink must have a fair wind.
A number of arguments must take place around crossrail, one of which concerns integration. Crossrail offers the opportunity to travel from Inverness to Ayr and to connect to Glasgow and Prestwick airports. Another argument, which I believe is equally important, is that crossrail provides the opportunity to maximise the use of the existing rail network, which is the best and most comprehensive in the United Kingdom. With a relatively small amount of money and, as Robert Brown said, a short stretch of new track or an equally small stretch of restored track that people in Glasgow have been able to look at for years but that trains have not been able to go along, we can significantly enhance travel capabilities.
Bill Butler, along with Patricia Ferguson, me and Karen Gillon, will be aware of the advantages that have been derived from a similar process in opening up the Larkhall to Milngavie line. The plugging of a gap in the network and the creation of a relatively small number of new stations have achieved more than was intended when the plans were produced, because the original target number of passengers has been exceeded by at least three times, and the figure seems to be growing. When a new rail connection is created—in this case a multiplicity of new connections—possibilities are created for passengers, and passenger numbers often exceed what the planners come up with in the first instance.
A strong case has been made. Robert Brown and Bill Butler referred to the studies that have been undertaken. I pay tribute not only to Alistair Watson, who is in the public gallery, but to someone whose affection for crossrail has lasted perhaps the longest—Ken Sutherland, who has done a fantastic amount over the years to promote crossrail. I first came across Ken Sutherland about 15 years ago, and he was talking about crossrail then. I hope that we are going to deliver crossrail soon, not just for people like Ken, but for all the people of Glasgow and the rest of Scotland.
I congratulate Bill Butler on bringing the issue to the chamber, not for the first time. I apologise for the absence of my colleague Bill Aitken, the Conservative member for Glasgow, who has been taken slightly ill this evening. He is away home, wiping his nose on the train. I hope that he will soon have a toddy and a hot water bottle to make him feel better. He asked me to point out that he wished that he could be here.
Although I have known about the Glasgow crossrail project for some time, my knowledge of it became a whole lot more detailed as a result of my bumping into Alistair Watson at the Conservative party conference in Perth some 25 months ago. I can see members thinking, "What was Alistair Watson doing at the Conservative party conference?" He was there to sign up Conservative MSPs, MPs and anybody else who was passing to his project—I mean literally signing them up. He made us take a pen and sign our names on a big board. I signed my name and I remain committed to the principle of the Glasgow crossrail project. Mind you, even someone of my size was not going to say no.
As several members have pointed out, the Glasgow crossrail project is the missing link in the Scottish rail system, and so much could be achieved for so little if we progressed it. For that reason, I am here to express my support for the project. It is extremely important that we remember all the potential that it could provide.
Over the past 12 months, the Conservative party has been involved in a number of key decisions on transport projects. Some of them have perhaps been controversial, but some have been portrayed by the Labour Party as being rather more controversial than they really were. We intend to use our influential position to further projects that we believe are of value. For that reason, although I will not try to extract a commitment from the minister today, I make it clear to him that the Conservatives believe that the Glasgow crossrail project is worthy of consideration. If he can find a way to provide the resources that are necessary to progress the project—even if that means progressing it in three stages, as was described earlier—the Conservatives will look on the matter favourably. We will work with Government ministers to ensure that crossrail is achieved as efficiently and as timeously as possible, so that we can extract all the benefits that can be achieved prior to the Commonwealth games taking place in Glasgow.
Many members have spoken about the clear political will that exists with regard to Glasgow crossrail. My primary purpose in speaking in tonight's debate is to make it clear that, yes, that clear political will indeed exists.
Like other members, I congratulate Bill Butler on once more providing us with an opportunity to debate the benefits of Glasgow crossrail.
As well as focusing on the economic and social benefits that other members have identified, I want to note the genuine difference that the crossrail project—if fully developed—could make to my constituency in terms of the wider 2014 developments in the east end and the new development opportunity that would be provided at a resuscitated Gorbals station site.
Like others, I thank Councillor Alistair Watson, who was a colleague of mine when I served on Glasgow City Council. That was so long ago that it is hard to believe that Alistair is only 30 years of age, especially when I see how he has aged because of his commitment to the project. However, his energy and his willingness to engage with all political parties are testimony to his vision and commitment, which he shares with his SPT colleagues, in trying to complete the final part of Glasgow's transport jigsaw.
In a sense, the crossrail project is linked with the greater momentum of the past few years for broader transport developments such as the M74. I welcome the minister's commitment to the M74, which is testimony to his vision and energy. I hope that he will replicate that tonight by giving a commitment to the crossrail project.
As Bill Butler said, the project would provide major economic benefits not only to the city of Glasgow but to residents outside the city who benefit from employment within it. In addition, the project would provide benefits to the immediate neighbourhoods, on which I now wish to focus my attention.
Undoubtedly, the revitalisation of Glasgow Cross—basically, between the Saltmarket and the Gallowgate going eastwards—as a result of the 2014 Commonwealth games will radically transform that neighbourhood, which has suffered for many years from low-quality shops and a lack of footfall after a certain time in the evening. The creation of a new station could create a dynamic that would not only benefit residential properties but provide commercial opportunities for small businesses. That would make a genuine difference.
In the major work that has been done in the greater Gorbals area over the past 10 or 15 years, we have seen how we can radically change the nature of such neighbourhoods by retaining the best of the old while creating new and different employment opportunities. Again, a station located in the Gorbals could substantially change the dynamics of that part of the city.
I hope that the minister recognises that crossrail has broad cross-party support. I know that all ministers face difficult choices in allocating resources, but I hope that Stewart Stevenson will be able to make a gradualist commitment to a phased programme. That gradualist commitment may even be welcomed by SPT's communications officer, Bob Wylie, who has been committed to the gradualist road for change for many years.
Finally, the project meets the basic criteria that the Government has set for achieving economic growth. On economic growth, small business development, sustainable transport and urban regeneration, the crossrail project hits all the indicators dramatically. I hope that the minister will address the issues, find a way to give a commitment to a phased project, and do something effective for transport in Glasgow and throughout Scotland.
As other members have done, I thank Bill Butler for lodging his motion on the Glasgow crossrail project, which gives me an opportunity to set out how the proposal fits with our strategic priorities and with our wider aim of improving rail services throughout Scotland. Also as other members have done, I note the presence of Alistair Watson and Bob Wylie. I wondered when somebody was going to mention Bob—the poor soul was looking a wee bit neglected. I welcome them to the chamber to hear our consideration of the issue.
I say to George Foulkes that my great-uncle was a councillor who represented Gorgie 100 years ago and had a close association with Heart of Midlothian Football Club. The Jambos in the Stevenson family will no doubt be interested—as will that well-known Jambo, the First Minister—in the prospect that Hearts supporters will benefit from the development of the project.
Before I move on, I thank Alistair Watson and SPT for the sterling work that they have done on the Glasgow airport rail link. Their stewardship of and preparation for that project enabled Transport Scotland, which is now the authorised undertaker, to take on board in good heart a project that is important for the 2014 Commonwealth games.
The Government is committed to creating a more successful country with opportunities for all areas of Scotland to flourish through increased sustainable economic growth. We set a number of strategic priorities and will focus our investment where it can make a tangible difference. We will develop connections throughout Scotland and improve reliability and journey times to maximise opportunities for employment, business and leisure. We will provide sustainable, integrated and cost-effective public transport alternatives to the car, that connect people, places and work throughout Scotland.
This is an exciting time for rail in Scotland. I acknowledge what Robert Brown said. Of necessity, there is a degree of continuity that crosses the boundary between a Government of one complexion and a Government of another. If it is about anything, transport is about a long-term commitment to take things forward. On that basis, it is helpful that there is a degree of unanimity in the chamber tonight. We have our continuing disagreements on transport matters, partly for theatre and partly for substance, but there is a general consensus that we must invest in Scotland's transport infrastructure.
As I said last September in my statement to Parliament about Edinburgh to Glasgow rail services, we want faster, more frequent, more reliable rail services than we have today. As a minister, I have used the railway on more than 270 occasions so far, so I walk the walk as well as talk the talk. I experience some of the service let-downs that other passengers experience, but that gives me the opportunity to give feedback on how improvements might be made.
We have a long-term programme of investment that will result in, among other things, electrification of the Glasgow to Edinburgh via Falkirk line—and of other routes—leading to a fast journey time between Edinburgh and Glasgow of about 35 minutes. We will also make significant improvements to the number of services from Glasgow Central station to Edinburgh, which will improve connections from the south and west of Scotland and Prestwick and Glasgow airports across central Scotland and beyond.
That work is all part of the strategic transport projects review, which is the long-term vision par excellence. The review was started by the previous Administration in 2006 and it will deliver a programme of interventions for surface transport for the period 2012 to 2022. It focuses on contributions that will have a major national impact.
The review will look at a wide range of possible interventions, and I am pleased to confirm that it will consider not only the Glasgow crossrail proposal but the Clyde fastlink and proposals involving the subway. My Transport Scotland officials look forward to receiving the final business case for the crossrail project from Strathclyde Partnership for Transport. The phased approach will very much assist our consideration of the proposal.
Given that rail in Glasgow and its surrounding area accounts for two thirds of rail services in Scotland, with 50 million journeys a year, and that the Strathclyde network is the most heavily used commuter rail network outside London, it is right that we seek to enhance provision for future generations. We aim to deliver substantial parts of our investment programme in time for 2014 to allow visitors to move around Glasgow and make onward connections with ease. Members have referred to the Government's commitment to what has been called a "public transport games", and it is right and proper to hold Government to account in delivering on that. Progress will be made. Moreover, the strategic transport project review will provide a key opportunity to examine the Government's plans, and ministers will receive emerging conclusions in the summer and engage with key stakeholders thereafter.
Our portfolio of investment in Glasgow's transport infrastructure is impressive. Members have referred to the M74, the A8, the A80 and the reopening of the Larkhall line, which provides a new north to south-east cross-Glasgow service. Furthermore, the Airdrie to Bathgate rail link and the Glasgow airport rail link are both well under way.
The STPR process that was begun under the previous Administration provides the right framework for considering such matters. I have found it to be very useful; indeed, in that respect, I must thank Bill Butler for inviting me to, and facilitating, a meeting of the cross-party group on Glasgow crossrail to engage with people of all political parties. Des McNulty also referred to a range of projects.
I am confident that our future investment choices will ensure that Glasgow is seen not only throughout Scotland and the United Kingdom but overseas as an increasingly attractive place to live and work. We are determined to provide the right mix of transport services fit for a great Scottish and Commonwealth city in the 21st century.
Meeting closed at 17:42.