Chamber and committees

The Scottish Government is committed to pilot deposit return and reverse vending schemes in line with our 2011 Manifesto. Zero Waste Scotland is currently preparing a number of pilots of different schemes which we expect to be announced early next year with monitoring and evaluation due to be completed in early 2014. These pilots will be delivered by agreement with interested parties, without the need to use this legislation.

Journey times for some services operating between Glasgow/Edinburgh and Inverness will be reduced by up to 17 minutes from 9 December 2012. Phase two of the Highland Main Line Improvements Project aims to reduce the journey time further by around 10 minutes in each direction between 2014 and 2019. The long-term goal of the project seeks to achieve a fastest journey time of 2hrs 45 minutes with an average journey time of three hours by 2025.

Both the Aberdeen to Inverness Rail Improvements Project and the Aberdeen to Central Belt Rail Enhancements Scheme are listed in the Government’s Infrastructure Investment Plan, published in 2011, which states that they will be completed in phases between 2015 and 2030.

The Aberdeen to Inverness scheme aims to deliver a journey time of around two hours and improved service frequency. The Aberdeen to Central Belt Rail Enhancement scheme aims to deliver a journey time of around two hours between Aberdeen and Edinburgh and 2¼ hours between Aberdeen and Glasgow.

The Strategic Transport Projects Review (STPR) appraisal, published in 2008, included a strategic assessment of economic impacts of its recommendations for upgrades to the Highland Main Line and the Aberdeen to Central Belt railways. The economic assessment identified a number of potential positive economic impacts from reduced journey times and increased frequency of services. These included:

• boosting the economy through improved connections between the north of Scotland and the Central Belt resulting in increased productivity and efficiency;

• assisting with the progression of development areas at locations on the route, particularly the development of tourism industries in the region and increasing the attractiveness of the region to inward investors;

• helping to widen labour catchment areas for businesses along the route;

• increasing productivity for business travellers;

• benefiting regional economies by transferring goods from road to rail; and

• the potential to create jobs at the freight hubs.

The first phase of the Highland Mainline improvements has been completed delivering two extra trains per day each way from December 2011 and journey time improvements of up to 17 minutes from December 2012. Network Rail is expected to deliver a report on proposals for phase two by summer 2013.

Work developing options for the Aberdeen to Central Belt project has begun and Network Rail are expected to complete a summary report in the New Year.

The opening of Edinburgh gateway station will coincide with the introduction of a new tram stop in the Edinburgh gateway area. Commencement of works on the new station will be dependent on the completion of tram infrastructure works in the area. We continue to work with City of Edinburgh Council and the Edinburgh tram contractor to enable Network Rail to develop a programme for delivery of the station. The Edinburgh Glasgow Improvement Plan redevelopment of Haymarket Station is making good progress and is scheduled for completion in late 2013.

The Scottish Government has already placed the Partnership Group’s report [Fast Track Scotland, ISBN 978-1-908181-21-3] in the Scottish Parliament Information Centre (Bib. number 54510). Copies were also sent to all MSPs directly in December 2011.

I will be happy to share additional supporting information such as can be made publicly available and ensure this is also placed in SPICe. I have also requested that officials make this information available on the Transport Scotland website.

The Scottish Partnership Group for High Speed Rail delivered a pre-appraisal planning report to me in January 2012. I will ensure that this is placed in the Scottish Parliament Information Centre.

I am keen that Parliament is kept apprised of the detail of this project and we will publish further plans once they are developed through Scottish Transport Appraisal Guidance processes. You will understand that the detail of some of the plans where this relates to potential impacts on individual interests cannot be shared.

The Partnership Group’s pre-appraisal report also presented a number of planning criteria for the development of new high speed lines in Scotland. Amongst these were the technical criteria that any new line and infrastructure should be built with capacity for European Loading Gauge, offer enhanced line resilience, and be designed with the capability of accommodating 400 metre trains, and for speeds up to 400 kilometres per hour. This is necessary to ensure full technical interoperability with the HS2 line being developed in England.

Since I announced the formation the Scottish Partnership Group for High Speed Rail on 21 June 2011 officials have worked in partnership with those organisations referred to in your question.

In the context of this question it is officials from Transport Scotland (an agency of the Scottish Government) who have led discussion with external partners.

We have attempted to capture the full scope of officials’ engagement on this issue in the period between 21 June 2011, and the announcement referred to on
12 November 2012. However, there may be additional meetings which have not been captured by this analysis or meetings where high speed rail has been discussed as an agenda item, but where it was not the main issue of business.

We have had not less than 13 meetings with the Department for Transport, including direct meetings between Scottish and UK Ministers. These were held on: 21 June 2011, 27 July 2011, 06 September 2011, 28 October 2011, 26 January 2012, 01 March 2012, 26 April 2012, 30 April 2012, 28 June 2012, 05 July 2012, 06 September 2012, 21 September 2012, and 08 November 2012.

Officials have had not less than 28 meetings with rail industry bodies. These were held on: 21 June 2011 (two meetings on this date), 15 August 2011, 18 August 2011, 06 October 2011, 28 October 2011, 26 January 2012, 14 February 2012, 07 March 2012, 22 March 2012, 26 March 2012, 02 April 2012, 26 April 2012, 09 May 2012, 29 May 2012, 13 June 2012, 20 June 2012, 21 June 2012, 05 July 2012, 20 July 2012, 14 August 2012, 23 August 2012, 21 September 2012, 21 September 2012, 10 October 2012, 15 October 2012, 18 October 2012, and 31 October 2012.

Officials have had not less than 37 meetings with Local Authorities. In this we include direct meetings with Regional Transport Partnerships, as accountable to elected Local Authority boards. These were held on: 21 June 2011 (two meetings on this date), 28 June 2011, 7 July 2011, 7 August 2011, 18 August 2011, 19 August 2011, 23 August 2011, 26 August 2011, 08 September 2011, 13 September 2011, 16 September 2011, 29 September 2011, 04 October 2011, 14 October 2011, 20 October 2011, 25 October 2011, 28 October 2011, 28 October 2011, 31 October 2011, 29 November 2011, 14 December 2011, 15 December 2011, 18 January 2012, 26 January 2012, 01 March 2012, 06 March 2012, 29 March 2012, 18 April 2012, 26 April 2012, 20 June 2012, 05 July 2012, 27 July 2012, 20 August 2012, 14 September 2012, 17 September 2012, and 15 October 2012.

Officials have had not less than 26 meetings with Network Rail. These were held on:

21 June 2011, 7 August 2011, 19 August 2011, 23 August 2011, 26 August 2011, 08 September 2011, 13 September 2011, 16 September 2011, 29 September 2011, 04 October 2011, 14 October 2011, 20 October 2011, 25 October 2011, 28 October 2011 (two meetings on this date), 31 October 2011, 14 December 2011, 15 December 2011, 18 January 2012, 26 January 2012, 21 February 2012, 26 April 2012, 05 July 2012, 29 August 2012, 17 September 2012, and 15 October 2012.

In addition, we have had not less than 30 meetings with business representative groups. These were held on: 21 June 2011, 12 August 2011, 17 August 2011, 19 August 2011, 23 August 2011, 26 August 2011, 08 September 2011, 13 September 2011, 16 September 2011, 27 September 2011, 29 September 2011, 04 October 2011, 14 October 2011, 20 October 2011, 25 October 2011, 28 October 2011 (two meetings on this date), 31 October 2011, 05 December 2011, 14 December 2011, 15 December 2011, 18 January 2012, 26 January 2012, 09 February 2012, 26 April 2012, 22 June 2012, 05 July 2012, 17 September 2012, 12 October 2012, and 15 October 2012.

Also, Transport Scotland officials have presented to a number of wider meetings, such as those of the West Coast Rail 250 group, where the issue of high speed rail has been discussed with officials and elected members of Local Authorities from Scotland, England and Wales. Officials attended West Coast Rail 250 group meetings on 29 November 2011, 1 March 2012, and 29 March 2012.

Further direct meetings have been held with other groups such as Scottish Natural Heritage (10 July 2012) and Historic Scotland (27 July 2012).

A number of the meetings recorded above were meetings of the Scottish Partnership Group for High Speed Rail drawing representation from Local Authority groups and Network Rail. These have included representation from business groups referred to above and including CBI Scotland, Scottish Chambers of Commerce and the Scottish Council for Development and Industry, along with others including Architecture and Design Scotland, the Scottish Trades Unions Congress, Scottish Futures Trust, Transform Scotland and latterly the Glasgow and Clyde Valley Structure Plan Joint Committee.

It is intended that we plan lines with the capability for 400 kilometre per hour (kph) operation. This is to future proof the new line and ensure technical interoperability with the HS2 line being developed in England.

Transport Scotland has modelled the probable journey times across the route using a variety of available train types, including a modelled type for 400 kph operation. That analysis suggests that over the route distance between Edinburgh and Glasgow a 225kph/140mph capable train type similar to those delivering current high speed commuting services between Kent and London would be most suitable for delivering a consistent sub 30 minute service. Our proposed design for the line means that it could accommodate faster trains such as those eventually travelling between Scotland and London. However, the analysis suggests that over the shorter Edinburgh to Glasgow distance, the marginal journey time benefits would be outweighed by higher procurement cost and energy consumption considerations.

I would refer the member to the Deputy First Minister’s statement on 23 October 2012 and her speech in the debate on the Future of Scotland on 30 October 2012.

As I set out to the Rural Affairs, Climate Change and Environment Committee on 19 September 2012, we are in the final stages of the Scotland Rural Development Programme (SRDP) with limited budget remaining. As such any future rounds must be focused on key spending priorities, including continuing less favoured area support scheme payments, support for new entrants, some continuous approval for agri-environment and forestry projects and continuity of other priority areas. I will announce further detail in due course.

My assessment of the remaining funds available within the existing SRDP was set out in response to S4W-09703 on 2 October 2012. We will not have a clear position on SRDP resources remaining in the current programme until we know the full detail of claims made within this financial year and those which will carry forward to 2014. We will continue to engage with delivery partners, stakeholders and potential applicants to offer information as it becomes available as we end the current SRDP and work on developing the future programme. All answers to written Parliamentary Questions are available on the Parliament’s website, the search facility for which can be found at: http://www.scottish.parliament.uk/parliamentarybusiness/28877.aspx.