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The State of the Nation Transport 2013 Scotland the State of the Nation Scotland: Transport

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The State of the Nation Transport 2013 Scotland the State of the Nation Scotland: Transport THE STATE OF THE NATION TRANSPORT 2013 SCOTLAND THE STATE OF THE NATION SCOTLAND: TRANSPORT EXECUTIVE SUMMARY A safe, efficient and reliable transport network is essential to our everyday lives - connecting people with goods, services and opportunity. Since devolution, Scotland has had the Our report proposes a series of flexibility to develop its own national recommendations which we believe priorities for transport investment. The can build on the achievements we have presence of a clearly defined national seen to date. These include; actions strategy has helped to deliver significant to improve our links with key external improvements to our transport networks markets, to strengthen existing decision- and infrastructure. making and governance arrangements, and to ensure the future affordability ICE Scotland’s research and engagement and value for money of new and existing identified a general satisfaction with transport infrastructure projects. the condition and performance of Scotland’s transport networks - The state of the nation’s transport although concerns remain. networks are vital to the health and wellbeing of Scotland’s economy. Now is the time to build on our achievements. ABOUT ICE ABOUT THIS REPORT The Institution of Civil Engineers (ICE) ICE’s State of the Nation reports are is a global membership organisation compiled by panels of experts drawn which qualifies civil engineers, exchanges from across the public and private knowledge and best practice, and sectors. They provide a commentary provides expert advice to government. on the condition and performance of our infrastructure, and are Our Royal Charter binds us to intended to stimulate debate act in the public interest, and our and influence policy makers. 8,000 Scottish members design, build and maintain our nation’s infrastructure. ICE Scotland is a registered charity. 1. TRANSPORT IN SCOTLAND Transport is inextricably linked with the ICE Scotland supports these goals, but This report makes recommendations for Government’s primary goal of achieving has identified a number of strategic tackling these blockers. It also makes sustainable economic growth1. blockers to their realisation: recommendations for dealing with specific issues affecting roads, railways, The challenges associated with The National Transport Strategy (NTS) sets air and seaports, buses and cycling. strengthening Scotland’s connections out long-term objectives for the transport to external markets network, supported by the Strategic Transport Projects Review (STPR) and Pressure on public spending, which is Infrastructure Investment Plan (IIP) which likely to grow as our population ages identify long-term investment priorities. Multiple and conflicting levels of governance, leading to competing Collectively, these plans aim to: priorities, inefficient allocation of Improve journey times and connections resources and poor integration of services Reduce emissions and tackle congestion A danger of reintroducing piecemeal Improve the quality, accessibility and or stop/start investment leading affordability of transport and promote to higher costs for delivering the uptake of public transport2 infrastructure and a reduction in the capacity of Scotland’s engineering sector AVERAGE DISTANCE TRAVELLED PER PERSON (MILES) IN SCOTLAND 1985/6 - 2009/10 8000 7000 6000 Key 5000 Cars, vans and lorries (passengers) Cars, vans and lorries (drivers) Distance (miles) 4000 Other public (underground, long-distance bus, air, ferries) Rail 3000 Local buses 2000 Other private (motorcycles, private hire bus) Cycling 1000 Walking 0 Source: Transport Scotland 1985-86 1989-91 1992-94 1995-97 2000-3 2004-5 2006-7 2008-9 2009-10 1998-2000 1. Scottish Government (2011) The Government Economic Strategy THE STATE TRANSPORT 2. Scottish Executive (2006) Scotland’s National Transport Strategy OF THE NATION SCOTLAND 02+03 2. STRATEGIC CHALLENGES IMPROVING CONNECTIONS Scotland also needs access to the range TO EXTERNAL MARKETS of long haul destinations only accessible CASE STUDY 1: Scotland is a key contributor to the wider via a hub airport, but capacity issues at NORTHERN IRELAND UK economy and has been particularly Heathrow are constraining connectivity. REDUCES APD successful in attracting inward investment. While connecting via other European or Middle Eastern hubs is an option, these Northern Ireland’s only direct link links do not provide the level of regional Its strengths in key sectors of the to North America was threatened connectivity necessary to support economy, such as tourism, energy and in 2009 when an American local economic growth and attract the financial services are seen by many as airline proposed ending its inward investment opportunities that a a counterweight to the dominance of Belfast-New York route, citing 3 UK hub can generate5. London and the South East . the impact of APD. We recommend: Maintaining and enhancing our links The UK Government temporarily to external markets is vital if these The UK Government urgently reduced long-haul APD as a advantages are to be fully exploited. reviews the impact of Air Passenger precursor to its devolution to the Duty (APD) on Scottish airports, Northern Ireland Executive, which AVIATION including the benefits of devolving subsequently set a rate of £0 for Scotland’s airports have been successful responsibility to Holyrood these flights. in attracting direct international routes The Davies Commission, currently despite the absence of a successor to the This move was seen as an important 4 considering options for the Route Development Fund . Airports, in step in supporting tourism and UK’s future aviation capacity partnership with the public and private inward investment, the route having recognises the importance of hub sectors will need to continue to develop generated around £100 million access for Scotland’s airports new direct routes, a task we fear is being since it was first launched. hampered by the UK’s relatively high level of Air Passenger Duty. They will also need to develop improved surface access to airports including action to make public transport links more attractive. 3. Transport Scotland (2011) Fast Track Scotland: Making the Case for High Speed Rail Connections with Scotland 4. RDF’s were established in the early 2000s to improve direct links between Scotland and key international markets, but ended in 2007 due to strengthened EU guidelines on state aid. 5. SCDI (2012) Draft Aviation Policy Framework: Policy Submission HIGH SPEED RAIL IMPROVING DECISION Revisiting current arrangements with The UK’s inter-city rail network provides MAKING AND a view to establishing more powerful, important links with London and MANAGING COSTS integrated and democratically England’s key regional cities, and is accountable regional transport and important for connecting the north of THE CASE FOR REFORM planning authorities. These should Scotland with the Central Belt6. Current decision making arrangements have greater responsibility for have delivered some significant developing regional strategies and A doubling of passengers on the existing improvements to Scotland’s transport for monitoring the performance of UK network is predicted within 20 years7 networks. Our evidence gathering the transport network in their area and Network Rail forecast that capacity sessions did however identify concerns Working with Scotland’s cities to on some routes will be exhausted by including: explore innovative funding models 20248. High Speed 2 has the potential Inconsistencies in policy and delivery to support infrastructure investment. to provide a step change in capacity priorities, and monitoring the The UK Government’s ‘City Deals’ and connectivity, delivering wider social effectiveness of transport investment initiative offers an example and economic benefits and encouraging modal shift from air to rail9. Multiple layers of decision-making across multiple catchment areas These benefits will only be fully realised resulting in poorly integrated services and unclear lines of accountability CASE STUDY 2: over longer distances where the Benefit: ENGLAND’S ‘CITY DEALS Cost Ratio is maximised. Experience The vulnerability of Scotland’s shows that greater continuity between transport networks to shortfalls ‘City Deals’ were introduced in 2011 the London-Birmingham phase of the in public spending – albeit as part of the UK Government’s drive project and extensions further north will Scotland spends more per head of to devolve power local areas and help reduce overall costs and maximise 10 population than the UK average city-regions and support local return on investment. economic growth. Greater To tackle these challenges we Manchester offers an example of The case for UK high speed rail is recommend that Government conducts how the initiative can support therefore strongest when Scotland is a review of existing decision making transport investment. included as part of the plans. Failure to arrangements. This should include: connect would leave it disproportionately In return for developing a further from key UK markets, and risks Reviewing and updating the NTS and programme for infrastructure having a detrimental effect on inward STPR to reflect the changed economic investment, the region will ‘earn investment, where decisions can be and environmental circumstances. back’ its local contribution as the influenced by connectivity issues. The STPR should be updated into a economy grows. The programme fully costed pool of projects – with also includes proposals for the We
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