15 RTP/16/14 TAYSIDE AND CENTRAL SCOTLAND TRANSPORT PARTNERSHIP
8 MARCH 2016
GENERAL CONSULTATIONS
REPORT BY STRATEGY MANAGER AND PROJECTS MANAGER
This report asks the Partnership to note the joint RTP Chairs response to Transport Scotland’s Delivering the Goods - Consultation towards Scotland’s Rail Freight Strategy and seeks approval of a response to Network Rail’s Draft Scotland Route Study consultation.
1 RECOMMENDATIONS
1.1 That the Partnership:
(i) notes the joint RTP Chairs response to Transport Scotland’s Delivering the Goods - Consultation towards Scotland’s Rail Freight Strategy, as detailed in Appendix A; and
(ii) approves the proposed response to Network Rail’s Draft Scotland Route Study consultation, as detailed in Appendix B.
2 BACKGROUND
2.1 Transport Scotland published Delivering the Goods - Consultation towards Scotland’s Rail Freight Strategy on 22 October 2015. Responses had to be submitted by 22 January 2016.
2.2 Network Rail published the Draft Scotland Route Study for consultation on 12 December 2015, ending on 10 March 2016. The final Route Study will be published in July 2016.
2.3 The Office of Rail Regulation (ORR) requires Network Rail to establish and maintain Route Studies across the GB rail network as part of the ‘Long Term Planning Process’ (LTPP) programme. The LTPP is designed to enable the rail industry to take account of strategic investment being made in Britain’s rail network over a 30 year time horizon. The LTPP, including Route Studies, replaces the previous system of Route Utilisation Strategies (RUS) which was the subject of a report to the Partnership on 14 December 2010 (Report RTP/10/46 refers). The Scotland Route Study outlines expected growth in usage between 2019 and 2043 and potential choices to enhance the network to meet the future needs of passenger and freight traffic.
1 3 DISCUSSION
Delivering the Goods - Consultation towards Scotland’s Rail Freight Strategy
3.1 Transport Scotland issued a consultation document covering a range of issues to support the development of a high level strategy for a competitive, sustainable rail freight sector in Scotland. The document noted that rail freight’s predominant market, coal, is in rapid decline, but that rail has a significant role to play in Scotland’s economic growth through providing a safer, greener and more efficient way of transporting products and materials.
3.2 The Committee sought views on nine questions. A joint RTP Chairs response was compiled and submitted addressing these questions and incorporating individual and joint RTP views and previous submissions to Government and Transport Scotland on freight transport. The joint RTP Chairs submission is shown in Appendix A, which the Partnership is asked to endorse.
Draft Scotland Route Study
Purpose
3.3 The purpose of the Scotland Route Study is to provide an evidence base that will inform funders in Scotland when considering rail industry investment to improve connectivity, capacity and resilience on the existing network for Network Rail Control Periods 6 (2019-2024) and 7 (2024-2029).
3.4 The extent of the rail network coverage for the Scotland Route Study is the whole of the rail network in Scotland minus the East Coast Main Line (south of Edinburgh) and the West Coast Main Line.
3.5 The choices for funders have been developed from a starting point of making best use of the existing rail infrastructure to meet 2043 forecast demand. Where the outputs required cannot be delivered within the constraints of the current network, options to enhance the network have been developed.
3.6 The Route Study contains a Market Study which forecasts demand for passenger journeys undertaken wholly within Scotland. It has been combined with outputs from for Long Distance Market Study, for Anglo Scottish services, and Freight Market Study to consider the potential roles that the railway could play in supporting the Scottish economy to 2043.
3.7 In developing the investment choices the Study has taken into account key issues that are likely to shape the GB railway in the coming years; these relate to performance, resilience, construction of High Speed 2 (HS2) and the move towards a Digital Railway.
3.8 Funding choices for CP6 and CP7 have been identified, based on the rail network anticipated with the delivery of committed investments for the current Control Period 5, and prioritised on the following criteria:
. to meet forecast demand . funder priorities . linked to asset renewals . enable future aspirations
2 . access to the HS2 network . reduce industry cost.
3.9 The funding choices can take two forms; those that can be put in place without significant changes to existing infrastructure (i.e. train lengthening, providing additional trains or stopping pattern variations) and infrastructure enhancements (i.e. changes to the physical network).
Current demand and delivery
3.10 The Route Study defines five passenger markets: Glasgow; Edinburgh; Aberdeen; Interurban; and Rural, as well as the long distance passenger and freight markets which also make use of the Scottish rail network.
3.11 The Glasgow Market as defined extends as far north as Stirling, Alloa and Dunblane. Demand for travel is concentrated in the morning and evening peak periods. It is considered to be a mature commuter market served by a well-developed rail network with a high market share on many routes into the centre of Glasgow.
3.12 The Edinburgh Market extends as far north as Stirling and Dunblane. The rail commuter market is considered to be less mature than in Glasgow. Commuter travel is focussed on outer suburbs and longer distance travel to the city centre and major employment centres to the west of Edinburgh.
3.13 The Aberdeen Market stretches as far south as Montrose. As with Edinburgh, the rail commuter market is considered to be less mature than in Glasgow. Commuter travel is concentrated on a single line connecting Montrose, Aberdeen and Inverurie.
3.14 The Interurban Market, which includes the main routes through the Tactran region connecting Edinburgh/Glasgow with Aberdeen/Inverness, provides links between major centres within Scotland where the study suggests that journeys tend to be less focussed on peak arrival periods, with a more even all day demand.
3.15 Rural routes tend to have low frequency services and higher journey times, with recreational and tourism traffic providing a significant element of the passenger market. The only rural route within the Tactran region is the West Highlands line.
Future Demand
3.16 The Market Study identified changes in city centre employment as being the primary driver of growth in commuter markets. Forecasts have been produced for morning peak travel from 2012 to 2023 and 2043. The forecast for the three urban markets are:
. Glasgow Market – to increase by 47% by 2023 and 108% by 2043. Demand in 2023 is forecast to exceed available capacity on the corridor from Perth to Glasgow Queen Street. . Edinburgh Market – to increase by 56% by 2023 and 114% by 2043. Demand in 2023 is forecast to exceed available capacity on the corridor from Fife to Edinburgh. . Aberdeen Market – to increase by 52% by 2023 and 151% by 2043.
3 3.17 In the Interurban Market population change was identified as the principal driver of growth. This market is forecast to increase by 156% by 2023 and 206% by 2043. Demand in 2023 is forecast to be close to or to exceed available capacity on trains between Aberdeen/Dundee and Edinburgh/Glasgow.
3.18 The Rural Market forecasts were based on passenger forecast outputs from Abellio’s bid for the ScotRail franchise. On the West Highlands Mallaig/Oban - Glasgow route passenger numbers are forecast to increase by 52% by 2023 and 84% by 2043.
3.19 Conditional Outputs have been developed as part of the Market Study based on improving levels of connectivity, for example, by increasing opportunities to travel or reducing journey times between two locations; and ensuring that sufficient capacity exists to ensure that people can take advantage of the connectivity that already exists, such as the aspiration to accommodate forecast passenger demand on services into the key employment centres at peak times. The Conditional Outputs are aspirational levels of service based on the premise that improving transport connectivity will support Scotland’s economic and social aspirations. The Outputs involving services in the Tactran region are shown in Appendix C.
Options
3.20 The estimated growth rates for passenger demand in each corridor have been used to compare forecast passenger numbers with the train service and rolling stock assumptions for the end of the current CP5 to identify where train capacity will be sufficient to meet the demand forecast for 2023 and 2043 should no infrastructure or service enhancement be undertaken. A gap has been identified where this is not possible and potential options have been developed to address it. Groupings of routes where changes will be required to support the delivery of the Conditional Outputs include:
. Edinburgh Waverley and Haymarket to Glasgow Queen Street (High Level) and Fife; and . Glasgow Queen Street High Level to Aberdeen/Inverness.
3.21 All other routes are deemed to be capable of delivering the 2043 “Indicative Train Service Specification” which satisfies the service levels specified in the Conditional Outputs.
3.22 The development of options takes account of Transport Scotland’s Strategic Transport Projects Review (STPR) undertaken in 2008, which included Project 6 Electrification of Rail Network, Project 17 Highland Main Line Rail Improvements, Project 23 Rail Improvements between Aberdeen and Central Belt and Project 28 Inverkeithing to Halbeath Railway Line.
3.23 The Route Study comments that for the Edinburgh Waverley and Haymarket to Glasgow Queen Street (High Level) and Fife route grouping more services and/or longer trains will be needed as well as further electrification. The Route Study list examples of the strategic interventions that will be needed to deliver the network capabilities proposed for 2043; these include:
. Fife bypass line - a new section of railway between Inverkeithing and Halbeath. This would create the opportunity to separate stopping and interurban trains in Fife thus meeting the Scottish Government’s aspirations for faster train services between Edinburgh and Aberdeen/Inverness. . electrification between Edinburgh and Perth/Dundee.
4 3.24 The Appendices to the Route Study include long lists of options some of which are recommended for progression. A number are components of the larger electrification option, such as “clear Dock Street Tunnel (Dundee) for electrification”. Others are separate options, namely:
. remove high girder restrictions on the Tay Bridge to enable 2-way diesel- hauled traffic flows . double track straight sections of the Ladybank - Hilton Junction line.
3.25 The Glasgow Queen Street High Level to Aberdeen/Inverness route grouping will also require more services and/or longer trains as well as further electrification. The Study notes that Glasgow Queen Street’s constrained city centre location will require consistency of rolling stock performance and managing of train lengths within available platform capacity. Addressing strategic constraints such as Greenhill Upper junction, Usan to Montrose single track and single sections on the Highland Main Lien will enable the smooth operation of the network and provide potential for educed journey times. It notes that, where possible, segregating commuter and interurban demand may assist in optimising capacity while delivering better connectivity and also reduced journey times. Examples of the strategic interventions that will be needed to deliver the network capabilities proposed for 2043 include:
. Greenhill Upper Junction (between Croy and Larbert/Falkirk) grade separation . electrification between Dunblane and Inverness/Aberdeen. The Study notes that this is linked to Tay Viaduct (at Perth) doubling . key constraints between Dundee and Aberdeen, including creating a freight loop at Camperdown; Montrose-Usan single line section; and signalling capacity . key constraints between Perth and inverness, including Perth Station remodelling; Stanley Junction remodelling; capability of Killiecrankie Tunnel; and single line sections.
3.26 As noted in paragraph 3.20 the Appendices to the Route Study include further options, namely:
. improve signalling headways between Dunblane and Perth . convert bay platforms into through platforms at Stirling Station . extend Greenloaning sidings . remove crossover at Auchterarder, replace with facing crossover south of Gleneagles station . review signalling at Earn Viaduct.
Control Period 6 and 7 Choices
3.27 The Study concludes by identifying funding choices for the period to 2029, covered by CP6 and 7. These choices were developed by evaluating the options against the following criteria:
. provide sufficient capacity for the anticipated level of passenger and freight demand by the end of CP6 (2029), a primary consideration for passenger services is the number of passengers who would be standing . investments that deliver funders’ priorities . “once in a generation” opportunities where conditional outputs can be delivered efficiently during CP6 and 7 - for example, in conjunction with the planned renewal of assets
5 . preparatory works which enable efficient enhancements and reduce disruption to customers in future control periods, such as in advance of electrification . investments that enable improved access to the proposed HSR network . investments that reduce rail industry costs.
3.28 Choices proposed for consideration by funders relate to the following projects;
. Central Belt to Aberdeen Enhancement . staged electrification to Aberdeen . Perth Station Remodelling . Central Belt to Inverness Enhancement.
3.29 In detail the projects include the following elements:
Central Belt to Aberdeen Enhancement
. Greenhill Upper Junction grade separation . creating a freight loop at Camperdown and bi-directional working to Dock Street Tunnel . double tracking between Usan Junction and South Esk Viaduct at Montrose . double tracking the Princes Street Viaduct Arches and Tay Viaduct in Perth . Fife bypass line.
Staged Electrification to Aberdeen Enhancement
. electrification to be undertaken by phases – Dunblane to Perth; Perth to Dundee Haymarket to Dundee/Perth via Ladybank; and Dundee to Aberdeen.
Perth Station Remodelling
. removal of platforms 3 and 4 to open up access to the front of the station and make platforms 5 and 6 through platforms . provide stabling facilities to the south of the station . improve signalling headways between Dunblane and Perth
Central Belt to Inverness Enhancement
. Greenhill Upper Junction grade separation . Fife bypass line . double track straight sections of the Ladybank – Hilton Junction line . improve signalling headways between Dunblane and Perth . Dunblane turnback – install a crossover south of the station . Stanley Junction remodelling . Operational Acceptance Improvements to allow simultaneous acceptance of trains into both platforms at Highland Main Line stations
Comments
3.30 It is proposed that Tactran welcomes the Study and broadly agrees with the recommendations. It is noted that the CP6 and CP7 Choices outlined in paragraph 3.26 above are recommendations to funders, principally Scottish Government, and implementation will be subject to allocation of sufficient funding.
3.31 Detailed comments are outlined in the proposed submission shown in Appendix B, which the Partnership is asked to approve.
6 4 CONSULTATIONS
4.1 This report has been prepared in consultation with relevant officers from the constituent Councils.
5 RESOURCE IMPLICATIONS
5.1 This report has no direct Resource implications.
6 EQUALITIES IMPLICATIONS
6.1 This report has been screened for any policy implications in respect of Equality Impact Assessment and no major issues have been identified.
Michael Cairns Strategy Manager Niall Gardiner Projects Manager
Report prepared by Niall Gardiner and Michael Cairns. For further information e-mail [email protected] or [email protected] or tel 01738 475 764 or 475774.
NOTE
The following background papers, as defined by Section 50D of the Local Government (Scotland) Act 1973 (and not containing confidential or exempt information) were relied on to a material extent in preparing the above Report:
Transport Scotland, Delivering the Goods - Consultation towards Scotland’s Rail Freight Strategy, October 2015
Network Rail, Scotland Route Study Draft for Consultation, December 2015
Report to Partnership RTP/10/46, Consultations, 14 December 2010
7 8 APPENDIX A
RTP Secretariat, Hitrans, 2nd Floor Rear, 7 Ardross Terrace, Inverness, IV3 5NQ
Delivering the Goods - Consultation towards Scotland’s Rail Freight Strategy
Response by the Chairs of the seven Regional Transport Partnerships
Introduction
This joint response is submitted by the Chairs of Scotland's seven Regional Transport Partnerships (RTPs). A number of the RTPs have also submitted individual responses which comment in more detail on aspects of specific regional/local significance.
We welcome the opportunity to comment on the consultation document.
We offer the following response to the questions posed in the Consultation Document:
1) What are your views on the vision for rail freight in Scotland?
The RTPs support the vision “for a competitive, sustainable rail freight sector playing an increasing role in Scotland’s economic growth by providing a safer, greener and more efficient way of transporting products and materials.”
While we agree with the four core levers set out within the document, we feel further thought or information is needed on how these levers will be prioritised, if at all, and Transport Scotland’s plans for implementation.
We consider it is important that rail freight is not viewed totally in isolation as a separate mode – inevitably it must integrate with, in the main, road and some water based transport and consolidation / distribution operations at each end. As indicated in the consultation document there are some key changes occurring that affect freight transport, for example, reduction in coal movements and particularly the changes in on-line shopping introducing increased small package deliveries. This adds to an already known issue of rail freight largely focussed on bulk material movements or whole train loads for single users such as supermarkets. There is very limited opportunity for ad-hoc, or regular small volume, shipments to be made via rail or for the core journey elements of parcel delivery. This requires operations with both collection / distribution and consolidation / dissemination of shipments at each end of the journey integrated with the rail service. Similar issues relate to other industries where railhead operations need to be developed to integrate road and rail for movement of timber and other goods and materials.
2) What are your views on the market opportunities identified in the document?
The Draft Strategy highlights the reduced market for rail freight, mainly as a result of lessening dependence on coal. This reinforces the need for change and gives an opportunity to develop more customer focussed services serving a wider market. The market opportunities appear optimistic: projected growth from 14 million tonnes per annum in 2013 to 26 million tonnes by 2043 is not supported by evidence of from where or how that will be achieved. It is accepted that strong growth in the intermodal market might be expected with a favourable policy support. Overall, however, there needs to be more study in depth of the problems and barriers to rail use and how these may be overcome.
9 There is a need for better communication and cooperation between Scottish Government and the logistics sector on whether there are any viable opportunities to move freight by rail. An assessment is needed on the effectiveness of current grant schemes. There may be an information gap which potentially is ‘missing’ demand. Consequently the ‘Promotion’ theme is potentially one of the most important to develop.
The RTPs believe there may be potential for the Strategy to include commitments to piloting rail freight movements (case studies) in each of the RTP areas. This could then be used to assess lessons learned across the country. Some things that work in the Central Belt will not work in the Highlands.
3) What are the 3 biggest opportunities for growth in the rail freight sector in Scotland?
A number of opportunities exist relating to potential growth markets identified within the draft strategy.
Timber production is set to double over the next 10-15 years as the post-war forests reach maturity. This will see an increase in timber traffic which will have a significant impact on the rural road network, resulting in a possible opportunity for alternative modes of transport. Experiences in promoting timber movement by rail have met with limited success in recent years for a number of reasons, including delays due to slow or lack of response form Network Rail.
There is great potential for increased transport of produce from the food & drink sector. This could be combined with increased flows between retailers’ distribution centres in England either by direct services or through direct shipping to Scottish ports and subsequent transfer by rail. This would respond to a need to reduce the over reliance on road freight using the M74 and the A1. Foodstuffs could be carried as back loads together with possibly waste products including recyclates. Recyclates often go to single destinations in large volumes, but contracts can be long-term, binding and based solely on lowest cost. Government intervention may be able to influence this sector towards rail freight by encouraging agglomeration and introducing environmental/ carbon targets in relation to waste contracts.
There may also be opportunities surrounding the de-commissioning of Nuclear Energy sites and plans for innovative and sustainable energy solutions.
An important changing market that is poorly served is parcel delivery associated with the ever increasing popularity of on-line shopping. Research is needed on how these large volumes can be transferred to rail for the main leg of journey and also the long recognised difficulty of consolidating small volume regular and ad-hoc deliveries to make up container or train loads. These both need an integrated solution with handing and collection / delivery operation at each end.
4) What are the 3 biggest challenges to growth in the sector?
The biggest challenges are:
. developing the infrastructure to cope with modern freight demands, not only the rail network infrastructure, but terminus infrastructure with associated road links to allow the efficient handling and distribution of freight. Difficulties in transportation between rail terminals and final destinations and consequential costs involved tend to make road haulage simpler and more cost efficient
10 . efficient management of services with a dynamic system of path allocation, amalgamation of operator facilities and path allocations to make the most efficient use of the facilities available. Currently paths in constrained timetables are limited with constraints imposed on train lengths . providing services that the customer needs with an open/centralised approach to allow customers to specify and be allocated services. This should not only involve the rail element but also a “door to door” approach including storage and just in time distribution, if required.
Much of Scotland is remote from rail access. Road transport will therefore continue to be the only realistic option, for example, for local distribution of goods and extraction of timber.
5) What are your views on the role of the Scottish Government, as outlined in the document?
The RTPs understand the limitations that a commercially driven market creates for Scottish Government intervention. However, we would encourage Government to provide support through regulation, promoting partnership and collaboration, infrastructure improvements and more flexible and responsive grant schemes to assist in enabling a shift towards greater use of rail for freight. There is a significant role in supporting this in terms of identifying the problems and barriers to rail use and how these may be overcome.
There is also a case that Scottish Government should take a more proactive role especially in areas associated with Gateways in the National Frameworks, rather than just waiting for the market to respond (if it can).
6) What are your views on the steps necessary to create a stable environment for growth?
The RTPs agree that “an in-depth economic, social and environmental review of the existing market and the potential for new and existing markets to grow” needs to be undertaken. This will ensure that any future steps that are taken are fully-informed about the current and future demand and how best to create sustainable growth.
Cost is the major factor in companies’ decision-making on transportation and it is noted that grant schemes are suggested (under question 5) to encourage freight modal shift to rail, whilst the realistic view prevails (under question 7) that the inherent commercial nature of the market will determine outcomes. This is in contrast with other Government policies such as energy, where fiscal levers have been used involving heavy subsidies in order to encourage a positive shift. Rail lines and freight railheads are limited; we suggest that the Scottish Government should make it a prerequisite that the over-arching policy has the potential for expansion evaluated prior to setting out investment programmes and targets.
Specific areas the Scottish Government should address are:
. Planning Regulatory Outputs (more required to give a clearer picture of rail freight in Scotland) . lack of incentives for Network Rail to grow rail freight . stability in track access charges (compare with road freight) . set realistic targets.
11 The RTPs would appreciate being kept informed and involved during this process and would engage when necessary, especially when examining areas where rail freight can better support the economic, social and environmental objectives of communities.
7) Should targets be set in the final strategy and if so, what areas should these cover?
We agree that the inherent commercial nature of the market will determine outcomes and it is not therefore prudent to set binding legislative or regulatory targets. The EU targets for modal shift from road to rail of 30% by 2030 and 50% by 2050 for distances over 300 kilometres seem optimistic and unrealistic in a Scottish context.
The projected future demand for rail freight contained in the Strategy (an increase from 14 million tonnes per annum to 26 million tonnes by 2043) also seems to be unlikely in the current market.
8) What are your views on the actions identified in the document and who should take the lead role in delivering these?
The RTPs have no objections or additions to the proposed actions at this stage. We would suggest that the Scottish Government leads on all the actions and identifies the relevant support from industry, RTPs/local authorities and the community where appropriate. The focus for Scottish Government should initially be associated with developing the growth areas defined in NPF3, encompassing rail freight movements to all parts of Scotland and the rest of Europe.
Regional Transport Partnerships (RTPs) already have active Freight Quality Partnerships but lack the resources to actively promote and develop rail freight facilities and services. The role of partnership working needs further development to ensure the national interest in developing rail freight is paramount and Regional FQPs, properly resourced, could play a useful role in developing and supporting the Strategy.
9) Any other views?
We welcome the opportunity to comment, but do not wish to offer any other views at this time.
Councillor James Councillor Ramsay Councillor Russell Cllr Jonathan Findlay Stockan Milne Imrie Chair of SPT Chair of HITRANS Chair of Nestrans Chair of SEStran
Councillor Tom Councillor Will Councillor Michael McAughtrie Dawson Stout Chair of SWESTrans Chair of Tactran Chair of ZetTrans
12 APPENDIX B
Proposed response to Network Rail’s Draft Scotland Route Study consultation
Tactran welcomes the Study and broadly agrees with the recommendations. The consultation and opportunity for input given by Network Rail to Tactran and our constituent Council officers at various intervals during the development of the Route Study is appreciated.
As has been noted by Tactran officers on several occasions, we are concerned that in defining the markets for travel and demand forecasting the AM peak market has been limited to Glasgow, Edinburgh and Aberdeen, with the 3 cities in the Tactran area considered as part of the interurban market. It is assumed and hoped that the information provided by Tactran for population growth has been fully accounted for in the interurban market demand forecasts, but there is concern that for Perth, Stirling and Dundee the main driver for growth in the AM peak, city centre employment, has not been adequately considered, in particular the circa 7000 FTE jobs forecast to be generated by the Dundee Waterfront development.
Tactran generally supports the Conditional Outputs, but considers that the outputs for Interurban Connectivity regarding journey time reductions between Aberdeen - Glasgow Queen Street (IC01) and Aberdeen - Edinburgh Waverly (IC06) should equally apply from all of Scotland’s cities to Edinburgh Waverly and Glasgow Queen Street stations.
It is noted that Conditional Output LDCO13 only makes reference to the Aberdeen - Edinburgh section of the Long Distance Route network and that it is intended to retain Inverness/Stirling - London services.
Tactran notes and agrees that further electrification of Scottish routes is a key driver for investment and that in order to minimise costs and disruption and maximise benefits there are a number of key enablers that require to be delivered in advance.
It is understood that as set out in Route Study appendices the proposed staging of electrification is Dunblane to Perth CP6; Perth to Dundee CP6; Dundee to Aberdeen CP8; Perth to Inverness CP10; Haymarket to Dundee and Perth CP10. Tactran is generally supportive of this staging recognising that early electrification is more beneficial to capacity at Glasgow Queen Street station than at Edinburgh Waverly station. In particular Tactran is strongly supportive of the CP6 proposal to electrify the route between Dunblane and Dundee.
Tactran is also strongly supportive of the key enablers identified: Perth Station re-modelling; enhancing signalling headway between Stirling and Perth; Tay Viaduct to Barnhill doubling; additional loops/double tracking of the Highland Main Line; Montrose – Usan capacity enhancement and would urge these are brought forward as soon as possible. Tactran believes that the Tay Viaduct proposal would provide reliability benefits for improved Aberdeen and Dundee/Arbroath services to Glasgow Queen Street station, as well as a diversionary route during Tay Bridge strengthening works.
It is noted that clearing Dock Street Tunnel for electrification is proposed for CP7 in advance of electrification between Dundee and Aberdeen in CP8. Consideration should be given to advancing electrification through to Arbroath in CP7 in readiness for early implementation of electrification onwards to Aberdeen in CP8.
Tactran welcomes the proposal for Perth station remodelling which will enable consideration of a bus-rail interchange, though it is noted there may be complications due to the listing of the Station buildings.
13 Tactran strongly supports the Fife Bypass proposal between Cowdenbeath and Inverkeithing which has the potential to reduce journey times for services through Fife by 10 minutes and the double tracking of sections of Ladybank to Hilton. It is noted that Ladybank to Hilton double tracking is proposed for CP6, while the Fife Bypass is proposed for CP7. Earlier implementation of the Fife Bypass should be considered. Also in developing Ladybank to Hilton proposals allowance for an additional station at Oudenarde or Newburgh should be built in.
Tactran welcomes the proposals for grade separation of Greenhill Upper and Newbridge junctions aimed at improving timetable flexibility and capacity at Glasgow Queen Street and Edinburgh Waverly stations respectively.
Tactran welcomes the creation of a freight loop at Camperdown and bi-directional working to Dock Street Tunnel and requests that consideration is given to the possible future development of a freight railhead at the Port of Dundee, having particular regard to emerging renewables and other freight markets.
In addition to the potential development of a freight railhead at Port of Dundee, Tactran requests that Network Rail has regard to other rail freight opportunities and potential, in particular rail connectivity to Montrose Port, Perth Harbour and opportunities for modal shift from roads for timber transport at Crianlarich and Rannoch.
Clarification is needed regarding the proposed status of capability of Killiecrankie Tunnel and single line sections between Perth and Inverness, which are accepted as Options but not apparently forming part of CP6 and CP7 choices.
Clarification is needed regarding the status of Interventions identified as “to be progressed” in the Appendices to the Route Study, including converting bay platforms into through platforms at Stirling Station; extending Greenloaning sidings; removing crossover at Auchterarder, replacing with facing crossover south of Gleneagles station; and reviewing signalling at Earn Viaduct, which are not apparently included as Options.
Tactran notes that, in the choices for funders, two options are defined; making best use of existing infrastructure and increasing the capability of the network. While the document provides a number of choices for the second option it is silent on options for making best use of the existing infrastructure. Tactran is keen to work with Network Rail and Train Operating Companies to develop proposals such as providing extra services and varying stopping patterns, including our own Tay Estuary Rail Strategy proposals.
Finally, it is noted that the Scotland Route Study Draft for Consultation is a work in progress and as such we are not provided with the full information on the options identified e.g. only 1 of the 4 modelling scenarios has currently been considered. With this in mind Tactran would welcome the opportunity for a further officers meeting prior to the study being finalised in July 2106, to allow further understanding of and opportunity to comment on the options proposed and to provide a further opportunity to input into the study.
14 APPENDIX C
Conditional Outputs Identified in the Scotland Market Study involving routes serving the Tactran region
Outputs for 2023
CC06 To provide sufficient capacity for passengers travelling into Edinburgh during peak hours on the local and interurban services in 2023
CC07 To provide sufficient capacity for passengers travelling into Glasgow during peak hours on the local and interurban services in 2023
CC08 To provide sufficient capacity for passengers travelling into Aberdeen during peak hours on the local and interurban services in 2023
CC09 To provide sufficient capacity over the day for passengers travelling on rural services in Scotland in 2023
CC10 To provide sufficient capacity for passengers travelling on the interurban services between Glasgow, Edinburgh, Stirling, Perth. Dundee, Aberdeen and Inverness in 2023
Outputs for 2043
CC01 To provide sufficient capacity for passengers travelling into Edinburgh during peak hours on the local and interurban services in 2043
CC02 To provide sufficient capacity for passengers travelling into Glasgow during peak hours on the local and interurban services in 2043
CC03 To provide sufficient capacity for passengers travelling into Aberdeen during peak hours on the local and interurban services in 2043
CC04 To provide sufficient capacity over the day for passengers travelling on rural services in Scotland in 2043
CC05 To provide sufficient capacity for passengers travelling on the interurban services between Glasgow, Edinburgh, Stirling, Perth. Dundee, Aberdeen and Inverness in 2043
Outputs for Market sectors
ECO5 Edinburgh Waverley - Falkirk Grahamston, Edinburgh - Dunblane – 2 to 4 opportunities to travel per hour, reduce journey time
GCO1 Glasgow Queen Street – Larbert/Stirling/Alloa – 2 to 4 opportunities to travel per hour
ICO1 Glasgow Queen Street - Aberdeen – 1 to 2 opportunities to travel per hour, reduce journey time
ICO2 Dundee - Aberdeen – 1 to 2 opportunities to travel per hour
ICO3 Glasgow – Perth/Dundee/Glasgow - Arbroath – 1 to 2 opportunities to travel per hour
ICO4 Glasgow Queen Street - Inverness – 1 to 2 opportunities to travel per hour
15 ICO5 Perth - Inverness – 1 to 2 opportunities to travel per 2 hours
ICO6 Edinburgh Waverley - Aberdeen – 1 to 2 opportunities to travel per hour, reduce journey time
ICO7 Edinburgh Waverley - Dundee – 1 to 2 opportunities to travel per hour
ICO8 Edinburgh Waverley - Inverness – 1 to 2 opportunities to travel per hour
ICO9 Edinburgh Waverley - Perth – 1 to 2 opportunities to travel per hour
RCO7 Glasgow Queen Street - Oban – 1 opportunity to travel every 2-3 hours
RCO8 Glasgow Queen Street - Mallaig – 1 opportunity to travel every 2-3 hours
2043 Conditional Outputs Identified in the Long Distance Market Study involving routes serving the Tactran region
LDC013 Aberdeen to Newcastle – end to end journey speed of 80 mph and 1 or 2 opportunities to travel per hour
16