EDINBURGH AIRPORT RAILWAY LINK BILL COMMITTEE AGENDA. 9th Meeting, 2006 (Session 2) Tuesday 19 December 2006

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1 EARL/S2/06/9/A EDINBURGH AIRPORT RAILWAY LINK BILL COMMITTEE AGENDA 9th Meeting, 2006 (Session 2) Tuesday 19 December 2006 The Committee will meet at 2.00 pm in Committee Room 6 1. Decisions on taking business in private: The Committee will decide whether to consider, in private, at this meeting and future meetings: the assessor s report on outstanding objections at phase one of Consideration Stage; the Committee s approach to its phase one Consideration Stage report; and its draft Appropriate Assessment report on the Firth of Forth Special Protected Area. 2. Decisions on taking business in private: The Committee will decide whether to consider, in private, at future meetings: its draft European Protected Species report; and its draft phase one Consideration Stage report. 3. Oral evidence: The Committee will take evidence on issues outstanding from its Preliminary Stage report from Ron McAulay, Director, Scotland, Susan Anderson, Route Enhancement Manager and Geoff Cook, Senior Commercial Schemes Sponsor, Network Rail; and then from Bill Reeve, Head of Rail Delivery and Ian Mylroi, Head of Rail Projects, Transport Scotland; and then from

2 EARL/S2/06/9/A Tavish Scott MSP, Minister for Transport, Bill Reeve, Head of Rail Delivery and Ian Mylroi, Head of Rail Projects, Transport Scotland; and then from Barry Cross, Project Director, Kevin Murray, Senior Project Manager, Alan Somerville, Commercial Manager (Heavy Rail) and Pat Diamond, Project Finance Manager, tie Ltd, Gail Jeffrey, Senior Project Manager, Scott Wilson Railways and Alison Gorlov, Partner, John Kennedy & Co. 4. Assessor report and draft Consideration Stage report: The Committee will consider a report by the assessor on outstanding objections to the Bill and its approach to its draft phase one Consideration Stage report. 5. Draft Appropriate Assessment report: The Committee will consider its draft Appropriate Assessment report. Jane Sutherland Clerk to the Edinburgh Airport Rail Link Bill Committee Room T2.60 Scottish Parliament EH99 1EP jane.sutherland@scottish.parliament.uk

3 EARL/S2/06/9/A The following papers are attached for this meeting Agenda item 3 Additional written evidence Agenda item 4 Consideration of assessor report and approach to the phase one Consideration Stage report (private paper) Assessor s report on outstanding objections to the Edinburgh Airport Rail Link Bill (private paper) Agenda item 5 Draft Appropriate Assessment report on the Firth of Forth Special Protected Area (private paper) EARL/S2/06/9/1 EARL/S2/06/9/2 EARL/S2/06/9/3 EARL/S2/06/9/4

4 EARL/S2/06/9/1 EDINBURGH AIRPORT RAIL LINK BILL COMMITTEE WRITTEN EVIDENCE ON OUTSTANDING PRELIMINARY STAGE ISSUES Background 1. In its Preliminary Stage report the Edinburgh Airport Rail Link Bill Committee requested further evidence from the promoter and other witnesses on a number of issues. 2. This written evidence has now been received and is contained in Annexe A-F of this paper. Network Rail 3. In its Preliminary Stage report the Committee requested further evidence from Network Rail on the results of its Railsys modelling. In particular the Committee requested: confirmation that the promoter s proposed operating timetable for EARL is achievable and would accommodate the needs of all airport passengers (especially early morning or late night departures) clarification of any reliability issues arising in relation to the end to end journey times of rail services within Scotland. 4. This evidence has been received and is attached in Annexe A. Transport Scotland and the Minister for Transport 5. Further evidence was requested from the Minister for Transport and Transport Scotland on a range of issues including: confirmation that the Minister for Transport and Transport Scotland will ensure that the fares policy for EARL will be designed to enhance social inclusion opportunities; an update on the programme of delivery for rolling stock including the decision on electrification of the central Scotland rail network; confirmation of whether EARL has continued to pass its quarterly reviews and whether the overall programme for delivering the numerous rail infrastructure projects remained on target to meet all their respective operating deadlines; and details of the level of funding to be sought from each source including confirmation of the Transport Scotland and Scottish Executive s committed level of funding. 6. Transport Scotland s and the Minister for Transport s response is attached in Annexe B. Minister for Tourism, Culture and Sport 7. In its Preliminary Stage report the Committee agreed to bring some of its concerns regarding the evidence of Visitscotland to the Minster for Tourism, Culture and Sport s attention. The Committee then agreed to seek further written evidence from the Minister for Tourism, Culture and Sport on whether the Minister could encourage Visitscotland to explore

5 EARL/S2/06/9/1 with any future EARL operator the benefit of specifically including the EARL scheme in Visitscotland future promotions. 8. The Committee also agreed to seek clarification from the Minister for Tourism, Culture and Sport as to whether the Minister would encourage Visitscotland to explore, with any future EARL operator, any potential indirect environmental benefits arising from more direct flights from Edinburgh Airport. 9. The Minister for Tourism, Culture and Sport s response is attached in Annexe C. Edinburgh Airport Ltd 10. The Committee agreed to seek written evidence from Edinburgh Airport Ltd (EAL) on the progress of its Airport Surface Access Strategy in relation to the provision of an integrated transport hub at Edinburgh Airport. 11. EAL s response is attached in Annexe D. tie Ltd (the promoter) 12. In its Preliminary Stage report the Committee agreed to seek further evidence from the promoter on the ability of the proposed EARL rail timetable to accommodate the needs of all passengers. 13. The Committee agreed that where possible the promoter should include a comparison of the flight times, arrivals and departures at Edinburgh Airport including the band width of operating times of EARL services arriving and departing the station at the Airport. 14. tie Ltd s response is attached in Annexe E. Recommendation 15. The Committee is invited to consider the attached written evidence in the context of questioning witnesses at its Committee meeting on 19 December Private Bills Unit December 2006

6 Annexe A EDINBURGH AIRPORT RAIL LINK (EARL) BILL ADDITIONAL WRITTEN EVIDENCE FROM NETWORK RAIL 1) Background 1.1 Network Rail provided oral evidence to the EARL Parliamentary Bill Committee at its meeting on 20 th June The Committee asked Network Rail to provide further information on a number of the issues that arose in discussion at that meeting. This information was provided in a subsequent written response on 26 th June The EARL Bill Committee subsequently produced their Preliminary Stage Report on 15 th September This detailed a number of issues on which the Committee wished to receive further written evidence. One of these issues was the deliverability of the promoter s timetable proposals where further written evidence was requested from Network Rail. This report constitutes that further written evidence. 2) Network Rail s Performance Objectives 2.1 Network Rail has been set very challenging targets to improve performance during the current Control Period (CP3) which runs from April 2004 to March We are currently ahead of progress in achieving these targets. This is evidenced by the improvement in the moving annual average of trains running on time from 78.6% in October 2002, when Network Rail took over the ownership of the national rail infrastructure, to 87.4% in September Network Rail is therefore keen to ensure that the performance implications of any proposed major timetable or infrastructure changes are fully evaluated in order that any associated performance risk is identified and minimised as far as practically possible. 2.3 Network Rail performance targets for the next Control Period (CP4), which will run from April 2009 to March 2014, are currently being discussed. Transport Scotland is responsible for specifying the performance targets it wishes Network Rail to achieve in Scotland in its High Level Output Specification (HLOS). The Office of Rail Regulation (ORR) is then responsible for determining the funding that Network Rail requires in CP4 to meet the performance targets and the other key outputs in the HLOS. 3) The Current Central Scotland Rail Network 3.1 The basic timetable pattern on the Central Scotland rail network has remained substantially unaltered for the past 20 years, despite the significant number of Page No 1 of 12

7 Annexe A service enhancements that have been introduced during this period. The extent of these service enhancements can best be quantified by the 50% increase in trains operating in and out of Edinburgh Waverley station each day from 384 in 1988 to 576 in This organic growth has typically been accommodated by modifying the preexisting base timetable in an incremental fashion. As a consequence, it is the view of Network Rail and the majority of our industry stakeholders, that the current base timetable that has evolved as a result of this process is suboptimal. In particular, it is unable to accommodate any further significant incremental service changes without a significant adverse impact on service performance. 3.3 Network Rail recently published a draft Route Utilisation Strategy (RUS) for Scotland. The Scotland RUS confirmed that most of the Central Scotland rail network is now operating at or close to its maximum practical capacity. The RUS also identified a number of potential infrastructure and timetable solutions that would make more effective use of the available capacity or create additional capacity. A number of these solutions are currently being implemented, for example the Transport Scotland funded Edinburgh Waverley infrastructure works and a number of smaller initiatives funded from the Network Rail Discretionary Fund (NRDF) where output enhancements are being incorporated into planned infrastructure renewals. 3.4 The following service enhancements are proposed on the Central Scotland rail network as part of the Scottish Executive s major rail projects programme. Stirling / Alloa / Kincardine (planned implementation during 2007) Airdrie to Bathgate (planned implementation end of 2010) Borders Rail Link (planned implementation end of 2011) Edinburgh Airport Rail Link (planned implementation end of 2011) The resulting expansion of the rail network that arises as a consequence of these projects is on a scale that has not been seen for many years. 3.5 As described above, Network Rail believes that a major timetable revision is now required which optimises the integration of each of these major projects to achieve the best possible overall performance result. A remit was therefore prepared for an exercise to determine the optimum timetable that should apply in this area from December 2011, the date by which all of these major projects will have been delivered. The output from this exercise would also be used to plan the staged changes needed following the completion of each project to optimise alignment with the long term December 2011 vision. Page No 2 of 12

8 4) The Timetable and Performance Implications of the EARL Project Annexe A 4.1 The promoter s timetable comprises the following basic hourly service pattern that will operate via the new EARL infrastructure in each direction: 2 trains between Edinburgh and Glasgow via Falkirk High; 2 trains between Edinburgh and Dunblane via Stirling; 1 train between Edinburgh and Aberdeen / Dyce via Fife; 1 train between Edinburgh and Perth / Inverness via Fife; 2 trains between Edinburgh and local stations in Fife. These services all operate today, with the exception of the Edinburgh and Perth / Inverness via Fife services which currently operate on a broadly two hourly frequency. 4.2 The diversion of these existing services via the new EARL infrastructure with a stop at the Airport station has an associated journey time extension for passengers to and from destinations beyond the Airport. In the case of the longer distance Class 1 Services (Edinburgh to Glasgow and Edinburgh to Aberdeen / Inverness), this is offset in whole or in part by the introduction of new higher performance rolling stock that can achieve faster point to point timings. In the case of the shorter distance local Class 2 Services (Edinburgh to Dunblane and Fife), existing rolling stock will be deployed and there are more frequent station stops, therefore there is less opportunity to offset the longer journey time. 4.3 The EARL project introduces five new flat junctions into an extremely congested section of the Central Scotland rail network. Although the EARL timetable is designed to ensure that there are proper planning margins at each of these junctions when services operate to the booked timetable, they represent a source of potential additional delay when services are perturbed. 4.4 It is recognised, however, that in considering the overall project business case this performance disbenefit has to be offset against the benefits from the additional connectivity that is achieved by linking Edinburgh Airport into the existing rail network. 4.5 Network Rail has been advised by Transport Scotland that the potential adverse performance impact of the EARL project, and all of their other major rail projects that involve significant timetable alterations, will be taken account of when setting Network Rail s HLOS performance targets in CP Network Rail is committed to working with Transport Scotland and our other industry stakeholders to minimise any such adverse impacts through the development of optimised future timetables and infrastructure provision for each of these projects and the implementation of targeted infrastructure enhancements on other parts of the network. Page No 3 of 12

9 5) The RAILSYS Modelling Exercise Annexe A 5.1 Network Rail decided in 2005 that the RAILSYS simulation package is the best available tool for carrying out assessments of the performance implications of timetable changes or infrastructure alterations to the existing network. Network Rail therefore agreed with Transport Scotland that it would carry out a comprehensive RAILSYS modelling exercise to address the issues highlighted in the preceding sections. 5.2 This exercise was broken down into a number of discrete, sequential Tasks as detailed below. Task 1) Constructing the RAILSYS Model This Task comprised the creation of an infrastructure model of the existing Central Scotland rail network plus adjoining routes. The model covered the area from broadly Shotts, Carstairs and Berwick on Tweed in the south to Helensburgh in the west and Inverness and Aberdeen in the north. The December 2005 timetable was then simulated on the completed model to compare the simulation outputs with the measured outputs. This allowed the model to be validated and calibrated. Page No 4 of 12

10 Annexe A Task 2) Creational of Final Evolved Timetable This Task comprised the extension of the model to include the new infrastructure proposed by the promoters of each of the major projects. The timetable changes associated with each project were then added in an incremental fashion to assess how the resulting timetable performed. Task 3) Creation of Interim Timetables This Task comprises the development of interim timetables for the transition from December 2005 timetable to the final position. Task 4) Creational of Final Optimised Timetable This Task comprises the creation of a completely new timetable structure based on iterations of the Evolved Timetable to resolve any performance difficulties identified. 5.3 This exercise has taken longer than originally envisaged due to the size and complexity of the area being modelled. However, Tasks 1 and 2 above are now complete and the output from Task 2 has indeed confirmed the view that a significant deterioration in network performance in Central Scotland would result from an incremental approach to the implementation of these major projects. 5.4 It is therefore considered that the best approach is to carry out a comprehensive bottom up re-write of the existing timetable, and this will form the output from Task 4. Network Rail and Transport Scotland are currently discussing the remit and timescales for undertaking Task The output from Task 2 does not address the performance issue raised by the Bill Committee. A separate RAILSYS simulation exercise was therefore undertaken to gauge the impact of the EARL infrastructure and timetable proposals on the existing network. The outputs from this simulation are described in the following section. 6) Modelling of the EARL Timetable 6.1 An extract from the RAILSYS model created in Task 1 above was used to model the performance of the proposed EARL timetable on the proposed EARL infrastructure against the performance of today s timetable on today s infrastructure. This was considered to be the best way of measuring the timetable impact of EARL in isolation without introducing the complications that arise from the interface with the other major projects. Page No 5 of 12

11 Annexe A 6.2 In order to properly evaluate the timetable interactions that arise outwith the immediate EARL area, the boundary for this simulation exercise was extended to broadly Cowlairs in the west, Larbert and Dalmeny to the north, Haymarket to the east and Slateford and Cumbernauld to the south. 6.3 Performance results were calculated by RAILSYS for long distance Class 1 Services (Glasgow to Edinburgh and Glasgow / Edinburgh to Aberdeen / Inverness) and local Class 2 Services (Glasgow to Maryhill, Dunblane & Cumbernauld and Edinburgh to Fife, Dunblane, Bathgate and Shotts) at the model boundary points for services leaving the modelled area. The weighted results at the boundary points for the measured existing and predicted post EARL scenarios are summarised in the table below. Existing Post EARL Difference Class 1 Services 0 to 3 mins % % % 0 to 5 mins % % 0.52 % 0 to 10 mins % % 0.15 % Class 2 Services 0 to 3 mins % % % 0 to 5 mins % % % 0 to 10 mins % % % Comparison of Existing Performance with post EARL Performance at Model Boundary Exit Points 6.4 These results indicate that overall performance for both groups of Services in the modelled area pre and post EARL would be broadly comparable. This conclusion is, however, subject to two significant caveats. 6.5 Firstly, the EARL results are dependent on the new rolling stock that is to be procured for longer distance Class 1 services being able to meet the enhanced acceleration performance criteria specified by the promoter and Transport Scotland. 6.6 Secondly, the EARL infrastructure modelled includes the enhanced outputs that are delivered from a number of separate infrastructure enhancements that Network Rail is planning to implement prior to the commencement of EARL services. Each of these schemes, most of which are being funded from the NRDF, will realise a performance benefit. These benefits are offsetting the Page No 6 of 12

12 Annexe A adverse performance impact of EARL that arises from the introduction of the associated additional flat junctions. 7) Other Operational Issues 7.1 Network Rail has been working closely with the Promoter and Transport Scotland in an iterative value engineering process to optimise the output characteristics of the new EARL infrastructure. As a result of this work it has been possible to increase some of the line speeds on the new EARL infrastructure. This has had the effect of reducing journey times and minimising the time penalty for some services that will in future be diverted via EARL. This work will continue until an agreed final optimum solution has been identified. 7.2 As a result of the further timetable optimisation work that is planned under Task 3 over the next 6 to 9 months, it is likely that the final EARL timetable that will ultimately operate will differ from that used in the above modelling assessment. However, any changes that are introduced as a result would be made with the objective of improving overall performance. It is therefore considered that the conclusions reached will not be fundamentally altered. 7.3 One of the current difficulties that arises in seeking to optimise the timetable at the west end of Edinburgh to make best use of the available capacity is the imbalance in traffic levels between the North Lines (which serve destinations across the Forth Bridge) and the more heavily utilised South Lines (which serve destinations on the Carstairs, Shotts, Bathgate and Polmont routes). 7.4 EARL creates an opportunity to relieve this problem through the provision of a separate route from Winchburgh to Edinburgh via the Airport, the new south connecting line to Gogar and the existing North Lines, thereby helping to balance out the level of traffic between the North and South Lines. Making more effective use of this facility may be one of the recommendations that arises from the progression of Task 3 above. 7.5 However, this could have the disadvantage of reducing the number of planned trains between Edinburgh Park and the Airport, depending on whether the trains diverted are scheduled to call at Edinburgh Park station. This may be offset by the fact that Edinburgh Park station will in future be served by the proposed additional 2 trains per hour between Glasgow and Edinburgh via Airdrie and Bathgate. A separate link between Edinburgh Park and the Airport is also planned via Edinburgh Tram Line 2. 8) Responses on Specific Questions Raised by the Bill Committee 8.1 Question 1 Page No 7 of 12

13 8.1.1 The Question Annexe A Confirmation that the promoter s proposed operating timetable for EARL is achievable (including details of the frequency of the EARL service to each of the 62 stations connecting directly to Edinburgh Airport and any impact on end to end journey times of other Network Rail services within Scotland). [ref Paragraph 31 : reproduced below in italics]. 31. The Committee agreed that, given the frequency and journey times of the proposed EARL service are key components in delivering the economic benefits across Scotland, the Committee would return to this issue prior to the conclusion of phase 1 of Consideration Stage (should the Bill proceed). It would be the Committee s expectation that in the intervening period Network Rail will undertake its modelling and confirm whether or not the promoter s proposed timetable is deliverable Network Rail s Response i) Achievability of the Promoter s Timetable An assessment of the performance impact of the EARL proposals in isolation has been carried out as described in Section 6 of this report. This assessment has demonstrated that the promoter s proposed operating timetable is achievable and that the consequential service performance levels in the Central Scotland area would be broadly comparable to the current levels of performance. This conclusion is dependent on the new rolling stock that is to be ordered for longer distance Class 1 services that will travel over the new EARL infrastructure being able to meet the associated enhanced acceleration performance criteria set by Transport Scotland. This conclusion is also dependent on the delivery of a number of infrastructure enhancement schemes that are planned for introduction prior to the commencement of EARL services. The performance benefits associated with these schemes broadly offset the adverse impact of the additional flat junctions introduced by EARL. Network Rail will continue to work with the promoter and Transport Scotland to optimise the characteristics of the new EARL infrastructure and the associated timetable. Network Rail will also continue to work with Transport Scotland to quantify the performance implications of all of their major rail projects in order to optimise future timetables and inform the performance targets set for Network Rail in the HLOS for CP4. ii) Service Frequencies Page No 8 of 12

14 Annexe A The mix of services described in Section 4 of this report achieves the promoter s claimed penetration of 62 stations that will have direct services to the Airport. The frequency of service to each of these destinations varies from 8 trains per hour in the case of Edinburgh Waverley and Haymarket to only 1 or 2 services per day in a number of cases, based on current service calling patterns. iii) Journey Time Impact The high level journey time impact on services that will traverse the new EARL infrastructure is described in Section 4.2 of this report. The further timetable modelling work carried out by the promoter since the Bill was lodged and the further refinement of the achievable speeds over the new EARL infrastructure has resulted in some changes to the sample journey times quoted in the Promoter s Memorandum. The table in the attached appendix summarises the current assessment of modelled journey times post EARL with the currently achieved journey times over the key corridors. This confirms that there is still a significant journey time penalty for local services. Overall journey times for longer distance services are broadly comparable as a result of the use of higher performance rolling stock. The current EARL timetable proposals do not result in a requirement to extend journey times on services that do not traverse the new EARL infrastructure. Some journey time reductions would be expected to arise if it is decided to order sufficient numbers of the new higher performance rolling stock to operate services on the Glasgow to Aberdeen and Perth / Inverness corridors as part of the overall rolling stock strategy. 8.2 Question The Question Confirmation of whether the proposed EARL operating timetable can accommodate the needs of all airport passengers (especially those on flights departing from Edinburgh Airport in the early morning or arriving at Edinburgh Airport late at night). [ref Paragraph 70 : reproduced below in italics]. 70. Whilst the Committee accepts that a balance must be sought between essential track maintenance and fully exploiting the business tourism market, the Committee agrees that a potential opportunity to enhance the business case for EARL could be missed. Therefore the Committee agreed to seek further evidence from the promoter and Network Rail, at the end of phase 1 of Consideration Stage (should the Bill proceed) on the ability of the proposed EARL rail timetable to accommodate the needs of all airport passengers. Page No 9 of 12

15 8.2.2 Network Rail s Response Annexe A i) Passenger Numbers The passenger demand modelling work carried out as part of the Scotland RUS identified that a number of the existing services that it is proposed to divert via EARL are already operating at close to their maximum practical loading capacity during the morning and evening peaks. Even though the morning and evening peaks for the Airport and the proposed rail services do not exactly co-incide, a number of these services are forecast to exceed this capacity once EARL is introduced. This is likely to require further service strengthening, which we understand has been allowed for in the EARL business case. However, as a number of these services already operate at their maximum possible length, further work is needed prior to the EARL service commencement date to optimise train lengths and calling patterns for each peak hour train. This may have to be supplemented by a programme of platform extension works in the medium to long term. We would expect this issue to be addressed in detail as part of the development of Transport Scotland s long term rolling stock strategy. ii) Operating Hours tie have carried out a detailed comparison of the operating hours of the proposed rail service with the throughput of passengers at the Airport which we understand will be shared with the Bill Committee as part of the further written evidence that they have been asked to provide. This comparison demonstrates that there is only a small proportion of passenger numbers that would be outwith the rail service operating hours. This situation applies at the start of the day. The operation of a separate Edinburgh Waverley to Edinburgh Airport shuttle service during this period has been suggested. Any such proposal could only be accommodated if it could operate without impacting adversely on our ability to maintain our infrastructure. 8.3 Question The Question Clarification of any reliability issues arising in relation to the end to end journey times of rail services within Scotland. [ref Paragraph 73 : reproduced below in italics]. Page No 10 of 12

16 Annexe A 73. In relation to reliability, the Committee noted that the proposed operating timetable for EARL will result in improvements to the reliability of some services but disbenefits to others. Again, given the influence of journey time reliability to attracting short-break tourism, the Committee will require clarification of any reliability concerns from Network Rail later in the year. That said, the Committee expects that future rail improvements outwith the EARL scheme should minimise any disbenefits which may arise from the operation of EARL Network Rail s Response We believe that the response we have provided on Question 1 also addresses this issue. Page No 11 of 12

17 Annexe A COMPARISON OF EXISTING AND POST EARL JOURNEY TIMES From To Running Time (mins) Recovery Time (mins) APPENDIX Total Time (mins) Class 1 Services (Class 22x operated) Existing Journey Times Post EARL Journey Times Difference Edinburgh Glasgow 44½ / 47 5½ / 4 50 / 51 Glasgow Edinburgh 43 / 46 6 / 3 49 / 49 Edinburgh Dundee 72½ (*) 0 72½ (*) Dundee Edinburgh 72 (*) 4½ 76½ (*) Edinburgh Glasgow 45½ / 47 2½ / 4 48 / 51 Glasgow Edinburgh 44 / 46 2 / 4 46 / 50 Edinburgh Dundee 71 (#) 0 71 (#) Dundee Edinburgh 74 (#) 3 77 (#) Edinburgh Glasgow +1 / 0-3 / 0-2 / 0 Glasgow Edinburgh +1 / 0-4 / +1-3 / +1 Edinburgh Dundee - 1½ 0-1½ Dundee Edinburgh + 2-1½ + ½ Class 2 Services (Class 170 operated) Existing Journey Times Post EARL Journey Times Difference Edinburgh Dunblane Dunblane Edinburgh 57 4½ 61½ Edinburgh Inverkeithing 21½ 0 21½ Inverkeithing Edinburgh Edinburgh Dunblane 59½ 6½ 66 Dunblane Edinburgh Edinburgh Inverkeithing Inverkeithing Edinburgh Edinburgh Dunblane + 2½ + 2½ + 5 Dunblane Edinburgh +2 - ½ + 1½ Edinburgh Inverkeithing + 5½ 0 + 5½ Inverkeithing Edinburgh (*) 5 Station Stops between Haymarket and Dundee (#) 4 Station Stops between Haymarket and Dundee Page No 12 of 12

18 Annexe B THE EDINBURGH AIRPORT RAIL LINK (EARL) BILL MEMORANDUM BY THE MINISTER FOR TRANSPORT AND TRANSPORT SCOTLAND Introduction This memorandum is in response to the Edinburgh Airport Rail Link Bill Committee s Preliminary Stage Report of 15 th September 2006 which requested the following further written evidence: confirmation that the Minister for Transport and Transport Scotland will ensure that the fares policy for Edinburgh Airport Rail Link (EARL) will be designed to enhance social inclusion opportunities [paragraph 64]; an update from Transport Scotland on the programme of delivery for rolling stock including the decision on electrification of the central Scotland rail network [paragraph 82]; confirmation from Transport Scotland of whether EARL has continued to pass its quarterly reviews and whether the overall programme for delivering the numerous rail infrastructure projects remained on target to meet all their respective operating deadlines [paragraph 133]; details from the Minister for Transport and Transport Scotland of the level of funding to be sought from each source including confirmation of the Transport Scotland committed level of funding [paragraph 270]; Fares Policy 1. The current fares structure is set out in the Franchise Agreement with First ScotRail, which was let by the Strategic Rail Authority and agreed with the Scottish Ministers. As a consequence of the Railways Act 2005, Scottish Ministers now hold direct responsibility for fares policy. 2. Improving quality, accessibility and affordability is a key theme in our National Transport Strategy and associated rail policy document, Scotland s Railways. Scotland s Railways states that We wish the fares structure to be easily understood by passengers, to encourage people to travel by rail and to be competitive, where possible, with other modes. We are currently reviewing fares policy and will seek to develop a new policy which encourages modal shift to rail. (Scotland s Railways, paragraph 7.14) 3. In taking this forward Scottish Ministers, through Transport Scotland, will develop a new policy in the course of The policy will take account of issues such as affordability and the enhancement of social inclusion and accessibility. Fares for EARL services will be part of this overall policy. 1

19 Annexe B Update on Delivery Programme for Rolling Stock 4. This update on the programme of delivery for rolling stock for the Edinburgh Airport Rail Link (EARL) and the decision on electrification of the central Scotland rail network includes commentary on: Rolling Stock and Journey Times Train Build Programme Internal Layout Timetable and depots Current status of electrification of central Scotland rail network Rolling Stock and Journey Times 5. Transport Scotland informed the Committee in June 2006 that it was in discussion with train manufacturers regarding a fleet of rolling stock for the Scottish network and a range of projects, including EARL. It is Transport Scotland s intention to procure new trains for the ScotRail Express network, i.e. Edinburgh to Glasgow and Edinburgh & Glasgow to both Aberdeen & Inverness, which will have a higher performance than the existing fleet. 6. The following services, based on the promoter s future timetable, will call at the new Edinburgh Airport station: Two trains per hour in each direction between Glasgow Queen Street and Edinburgh Waverley via Falkirk High One train per hour in each direction between Edinburgh Waverley and Aberdeen Two trains per hour in each direction between Edinburgh Waverley and Dunblane via Stirling One train per hour in each direction between Edinburgh Waverley and Inverness via Perth Two trains per hour in each direction between Edinburgh Waverley and Fife Circle All other trains will continue to use the existing routes. 7. We are confident that the new rolling stock can better the journey times contained within the EARL business case on all of the Express routes, including the introduction of the additional stop at the airport terminal. Our objective remains to identify enhancements on overall network performance and timetable to deliver improvements on all services, including the routes through the airport from Fife and Dunblane. 2

20 Annexe B 8. During our discussions with train manufacturers, they confirmed that they have undertaken performance modelling of their products on the main Edinburgh to Glasgow route via the airport and Falkirk High using industry standard modelling techniques. Results from their simulation exercises have given Transport Scotland confidence that the journey times for this particular route can be achieved. Further discussions with manufacturers will take place to validate initial estimates. Train Build Programme 9. Transport Scotland acknowledge the Committee s expressed disappointment that the decision making process on the procurement of rolling stock for the ScotRail Express network, including services utilising the infrastructure created by the EARL project, was still some way off. 10. The rolling stock procurement process will commence in early 2007 and the procurement plan will be complete by the end of 2007, by which time the exact rolling stock fleet to be procured will have been determined. The specific tender process will start in early 2008 and be carried out with the cooperation of the current operator, First ScotRail. It is anticipated that this tender process will take approximately 6 months, resulting in the decision of award of contract being made in the autumn of At that time, a programme of train build will commence. 11. The train build programme will take 2 years, and this timescale is fully compatible with the scheduled date for commencement of service. The build programme includes the following: Activity Start Finish Vehicle Design Period September 2008 October 2009 Build of 1 st units January 2009 July 2009 Testing phase of 1 st units August 2009 September 2009 Build programme for remaining units October 2009 October 2011 Testing phase of remaining units February 2010 October 2011 U K Safety Case testing on the track July 2010 October 2011 Phased delivery programme March 2011 December 2011 Vehicle & route training programme March 2011 December 2011 for all crew Initial delivery of trains March 2011 September 2011 Train delivery programme complete December 2011 Services Commence December Transport Scotland has been advised by the rolling stock supply industry that it has adequate production capacity to meet our needs and that of other potential orders. 13. The decision to commence the specific tender process in 2008 allows Transport Scotland to have further dialogue with the train supply industry on the most appropriate specification of rolling stock. 3

21 Annexe B 14. Recent dialogue with manufacturers has also focussed on both the internal layout and potential capacity of the vehicle, as well as ensuring that they meet all mandatory legislative requirements, e.g. compliance to Rail Vehicle Accessibility Regulations (RVAR). Internal Layout 15. Transport Scotland recognises that the internal layout should provide for the aspirations and requirements of the travelling public, including passengers with disabilities, whether they are travelling on business, commuting, with cycles or for holidays. Discussions with manufacturers have taken account of issues raised by the Committee concerning internal layout, with specific mention made of luggage space and ease of movement. 16. Transport Scotland is nonetheless aware that the various classes of rolling stock which will use the EARL infrastructure, including Edinburgh Airport, may not be able to satisfy the different needs of all of the passengers. Accordingly, there will require to be an element of compromise in internal layout to ensure that the most suitable layout is put in place. Transport Scotland will continue to look at this issue and further dialogue with the manufactures will focus in more detail on the internal layout. Timetable and depots 17. The rolling stock procurement plan is linked to the number of services which will be carried out by those trains on a daily basis. There is, inevitably, a dependency of the procurement plan on the development of the working timetable to ensure the smooth operation of not only EARL services, but the network as a whole. 18. An operational network wide timetable is being developed, which includes new services introduced by the opening of the Edinburgh Airport station. This will determine the exact volume of vehicles to be procured for all express routes. This work is progressing well and will be completed in advance of the start of the procurement process. 19. Existing maintenance and servicing provisions are being reviewed to determine whether or not they are adequate to support the planned fleet increase. This review is at an early stage and will be developed in the next few months to focus on the exact nature of future depot requirements for the network as a whole. 4

22 Annexe B Current status of electrification of central Scotland rail network 20. In June 2006, Transport Scotland commissioned Network Rail to undertake a Guide to Railway Investment Projects (GRIP) stage 1 study to advise on the issues associated with the electrification of the Edinburgh to Glasgow route, via Falkirk High. This work is informing the development of the rolling stock procurement plan being prepared by Transport Scotland for the Scottish rail network. 21. The remit given to Network Rail by Transport Scotland was the first stage in the potential electrification project lifecycle. The GRIP stage 1 study applies to all rail enhancement and remedial work. 22. A draft of the study was delivered to Transport Scotland for consideration in September 2006 and considered four different route groupings: The core route between Newbridge Junction and Glasgow Queen Street, via Falkirk High The diversionary route between via Haymarket North Tunnel and Princes Street Gardens The diversionary route via Falkirk Grahamston The diversionary route between Greenhill Lower junction and Cowlairs via Cumbernauld 23. The initial GRIP 1 study from Network Rail concluded that it was possible to electrify the core Edinburgh to Glasgow route via Falkirk High and the identified diversionary routes. However, there are significant challenges to resolve around the existing tunnels on the core route, as well as the programming of the works. 24. The recently published policy document Scotland s Railways recognises that electrification of Edinburgh to Glasgow could also provide additional benefits, including: Minimising emissions and reducing fossil fuel reliance; and Improving journey times. 25. Transport Scotland are in discussions with Network Rail to proceed to stage 2 of the GRIP process, referred to as the pre-feasibility phase. Amongst other things, a GRIP 2 study will identify the constraints on the rail network which may prevent delivery of electrification of the route(s), and will define the incremental capability that could be delivered by electrification. 26. Transport Scotland will continue to work together with Network Rail to progress thinking on the costs, benefits and feasibility of electrification of a range of routes. Transport Scotland anticipates being in a much better position to evaluate the options by the middle of

23 Annexe B Update on EARL s Quarterly Reviews and Overall Programme of Major Rail Projects 27. As part of Transport Scotland s project governance procedures, the Rail Delivery Directorate reviews each major rail project on a 4 weekly cycle throughout the year. Promoters report on progress each period and this information is analysed and discussed within Transport Scotland and with the promoter. 28. A panel of senior staff from Transport Scotland also review each major rail enhancement project every quarter. The review considers project performance over the previous quarter and discusses key issues for each project, tracks movement towards major milestones and follows up on specific action points identified at previous panel review meetings. 29. The Quarterly Panel Review is not a pass or fail review. The process is used to track progress and discuss key issues essential to the success of the projects. Subjects covered in detail with the EARL project promoter include progress on project time schedule, scope, costs, risks and opportunities. 30. All major rail enhancement projects are also subject to Scottish Executive Gateway Review, which examines projects at critical stages in their lifecycle to provide assurance that they can progress successfully. Programme of Major Projects 31. The overall programme of major rail projects remains on course as outlined in the Ministers for Transport s statement to Parliament in March Information on each individual project is below. Airdrie to Bathgate 33. This project proposes re-opening the Airdrie to Bathgate passenger rail link after 50 years of closure. The project also involves upgrading the existing Bathgate to Edinburgh and Airdrie to Drumgelloch line. Once completed, the line will be double-tracked and electrified throughout. 34. The estimated cost for the project is between 300 million and 375 million in outturn prices and is to be completed in Edinburgh Trams 35. Edinburgh's trams are a strategic investment in tackling congestion and promoting modal shift in Edinburgh. The proposed network will provide direct links from the city centre to key economic growth areas in the west of Edinburgh and Leith. 6

24 Annexe B 36. Transport Scotland is committed to funding 375 million plus inflation, a contribution of between 450 million and 500 million in outturn prices towards the capital cost of the tramline from Ocean Terminal to Edinburgh airport. 37. The project is to be completed in early Glasgow Airport Rail Link 38. The Glasgow Airport Rail Link will connect Glasgow Airport with Glasgow Central Station via Paisley Gilmour Street Station. The Private Bill has recently been passed by Parliament. 39. The project is to be completed by the end of 2010 with a cost in the range of 170 million to 210 million in outturn prices. Scottish Borders Railway 40. The Scottish Borders Railway project will reinstate a railway between Edinburgh and the Central Borders, at Tweedbank via Midlothian 41. The Scottish Executive is committed to providing 115m in 2002 prices, which translates to approximately 155 million in outturn prices. The project is to be completed in Stirling-Alloa-Kincardine 42. The project will re-open approximately 13 miles of existing, disused and abandoned railway lines providing a passenger service to Alloa and a better freight route to Longannet Power station in Kincardine. 43. Work began on site in October 2005 and will be completed by summer The project will cost within the range of 65 million to 70 million, the range is due to mine workings and land valuation. Transport Scotland has committed 60 million to 65 million to fund the project. Waverley Station Upgrade 44. The project will provide two extra platforms at Waverley Station which, combined with track re-laying and re-modelling, will accommodate four more train paths per hour through the west end of the station. The project will also deliver better access for passengers from Princes Street with escalators and lifts up Waverley Steps. 45. Work began on site in January 2006 and is to be completed by December 2007 within a cost of 150 million. 7

25 Annexe B Funding of EARL and Transport Scotland s Contribution 46. Transport Scotland will be the primary funder of the EARL scheme. As outlined in the Promoter s Estimate of Expenses and Funding Statement other funding contributions are expected from other sources, including the potential for developer contributions in future. 47. The promoter has already successfully managed to secure TENS European Community funding of 2 million euros towards the development of the project. It is anticipated that further applications for contributions to delivery costs will be made. 48. The Promoter and Edinburgh Airport Limited (EAL) have signed an agreement in relation to the EARL project which will provide a number of benefits to the EARL project: EAL will deliver and pay for the pedestrian link structure and associated transport interchange between the proposed airport railway station and the existing airport terminal building and maintain this once the rail link is operational. The cost of this structure is estimated at 3 million. If amendments proposed to the Bill by the promoter are accepted, for a nominal payment Tie will be able to enter into a 250 year leasing arrangement for the land owned by EAL which is required by the project. This means that the compulsory purchase of airport land and the associated compensation would not be required. The agreement has secured EAL s continued and direct involvement in the project. EAL s involvement will significantly reduce financial risk to the Promoter. While this cannot be quantified specifically this is a major long term benefit to the EARL project. Discussions continue with BAA, and its new owner Ferrovial, about the extent of their involvement in the delivery phase of EARL. EAL have already incurred significant costs in adjusting the design of their new South East Pier to accommodate the EARL alignment. This has had the benefit of reducing construction costs for EARL. 49. The final value of the EAL contribution will be identified through the completion of the detailed design work currently in progress. 8

26 Annexe C EDINBURGH AIRPORT RAIL LINK (EARL) BILL WRITTEN EVIDENCE FROM MINISTER FOR TOURISM, CULTURE AND SPORT Thank you for your letter of Friday 22 September 2006 regarding the evidence provided by VisitScotland to the Edinburgh Airport Rail Link Bill Committee. I would like to reassure you that VisitScotland are in full support of the EARL proposal, and are confident that an airport rail link would add to the visitor experience when in Scotland. VisitScotland regret the late submission of their written evidence to the Committee, but I would like to stress that although they were unable to provide a witness on the specific date requested, due to inavailability of staff members, they did offer to provide oral evidence on an alternative date should this be required. VisitScotland representatives have met with both Transport Initiatives Edinburgh, the Bill promoter, and with Transport Scotland officials in recent months, to discuss the Bill and to offer their support for the proposal. At a recent meeting, VisitScotland have assured transport officials that they fully intend to include EARL and its benefits in their promotional materials once the rail link is operational. VisitScotland did not make any reference in their written evidence to EARL providing an opportunity for reducing the environmental impact of air travel through encouraging more direct flights to Scotland. Whilst VisitScotland would agree that an airport rail link is likely to assist Edinburgh in competing for new routes, their discussions with various airline representatives have led them to believe that other issues such as landing charges also play an important role in this respect. Representatives from VisitScotland will be happy to discuss such matters with the Bill promoters or with Transport Scotland. PATRICIA FERGUSON December 2006

27 Annexe D ADDITIONAL WRITTEN EVIDENCE FROM EDINBURGH AIRPORT LTD

28 Annexe D ADDITIONAL WRITTEN EVIDENCE FROM EDINBURGH AIRPORT LTD Richard Jeffrey Managing Director December 2006