1 TAYSIDE AND CENTRAL SCOTLAND TRANSPORT PARTNERSHIP 18 JUNE 2013 DIRECTOR’S REPORT This report advises Members of progress and developments on various matters of interest and relevance to the work of the Partnership. 1 RECOMMENDATION 1.1 That the Partnership notes the progress updates and other information provided in this report and accompanying appendices. 2 DISCUSSION Forum of Chairs of Regional Transport Partnerships 2.1 The RTP Chairs Forum met in Shetland on 5 June 2013. The Minute of the previous meeting in Inverurie, Aberdeenshire on 6 March 2013 is attached at Appendix A for information. 2.2 On 5 June the Chairs received reports on various matters, including progress on dialogue with the UK Department for Transport (DfT) on transport strategy; the national Bus Stakeholder Group; Bus Regulation (Scotland) Bill consultation; High Speed Rail; Network Rail consultations; rail franchise developments; ongoing consultations by the Davies Commission on airports and aviation; and the work of the joint RTPs/Scottish Government Working Group. A number of issues are expanded on below. Access to London and UK Transport Strategy 2.3 As reported on 12 March 2013 the RTP Chairs had previously requested a meeting with the UK Secretary of State for Transport on concerns relating to the need for a consistent and integrated policy on cross-border connectivity, including access to London. 2.4 A meeting was held between DfT officials and RTP Lead Officers in London on 30 May 2013. Discussions focussed on UK Government‟s plans for the publication of a Transport Strategy; air and High Speed Rail (HSR) connectivity to London; and cross-border franchises. 2.5 On the UK Government Transport Strategy, DfT officials confirmed that work is continuing with the aim of publication by the end of 2013. RTPs expressed disappointment that, although there had been consultations by DfT with various stakeholders in England and Wales, with the exception of Transport Scotland there had been no similar consultation with transport authorities or other stakeholders in Scotland. The RTPs indicated that they would welcome the opportunity to comment on and inform the UK Transport Strategy as it develops. 13 RTP/13/22
Transcript
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TAYSIDE AND CENTRAL SCOTLAND TRANSPORT PARTNERSHIP
18 JUNE 2013
DIRECTOR’S REPORT
This report advises Members of progress and developments on various matters of interest and relevance to the work of the Partnership.
1 RECOMMENDATION 1.1 That the Partnership notes the progress updates and other information provided in
this report and accompanying appendices. 2 DISCUSSION
Forum of Chairs of Regional Transport Partnerships 2.1 The RTP Chairs Forum met in Shetland on 5 June 2013. The Minute of the previous
meeting in Inverurie, Aberdeenshire on 6 March 2013 is attached at Appendix A for information.
2.2 On 5 June the Chairs received reports on various matters, including progress on
dialogue with the UK Department for Transport (DfT) on transport strategy; the national Bus Stakeholder Group; Bus Regulation (Scotland) Bill consultation; High Speed Rail; Network Rail consultations; rail franchise developments; ongoing consultations by the Davies Commission on airports and aviation; and the work of the joint RTPs/Scottish Government Working Group. A number of issues are expanded on below.
Access to London and UK Transport Strategy
2.3 As reported on 12 March 2013 the RTP Chairs had previously requested a meeting with the UK Secretary of State for Transport on concerns relating to the need for a consistent and integrated policy on cross-border connectivity, including access to London.
2.4 A meeting was held between DfT officials and RTP Lead Officers in London on 30
May 2013. Discussions focussed on UK Government‟s plans for the publication of a Transport Strategy; air and High Speed Rail (HSR) connectivity to London; and cross-border franchises.
2.5 On the UK Government Transport Strategy, DfT officials confirmed that work is
continuing with the aim of publication by the end of 2013. RTPs expressed disappointment that, although there had been consultations by DfT with various stakeholders in England and Wales, with the exception of Transport Scotland there had been no similar consultation with transport authorities or other stakeholders in Scotland. The RTPs indicated that they would welcome the opportunity to comment on and inform the UK Transport Strategy as it develops.
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2.6 On aviation policy and connectivity the RTPs emphasised the vital importance of regional and international connectivity to and through the main UK hub at Heathrow and also links with other London and regional airports in the UK. The need for maintenance and development of effective regional air connections post-HSR reaching Scotland for those regions located north of Edinburgh and Glasgow, where effective regional air connections will remain crucially important for economic growth, was specifically highlighted. DfT officials welcomed the joint RTPs input to the Davies Commission on aviation (see 2.15 below and Appendix B) and confirmed that the importance of maintaining regional and international connectivity via key UK hubs, including Heathrow, has been recognised. There was also discussion on the potential for greater use of Public Service Obligation (PSO) mechanisms to protect regional slots at hub airports.
2.7 On High Speed Rail the RTPs reaffirmed “all Scotland” support for the early extension of HSR lines to/from Scotland and reiterated the importance on ensuring a fully integrated approach to policy and delivery on UK rail and air connectivity. DfT confirmed that they are in discussion with Transport Scotland on development of options for HSR connectivity with northern England, which includes investigating a 3 hours or lower journey time between central Scotland and London. It was also confirmed that a “top down/bottom up” approach to delivery of UK HSR could be considered. It was confirmed that the RTPs will respond to the next phase of HSR consultation planned for later in 2013.
2.8 On cross-border franchises the RTPs raised concerns regarding the potential devolution of management control for long distance rail franchises and specific concerns over apparent proposals to devolve responsibility for the Northern franchise and Trans-Pennine franchise, which operates to/from Edinburgh and Glasgow, to a consortium of local authorities and PTEs in England. The RTPs confirmed the view that specification and management control over long-distance, cross-border franchises should remain the responsibility of national governments, managed by DfT in close cooperation with Transport Scotland. DfT officials noted these concerns and confirmed that no decisions had been made in relation to the future operation and management of cross-border franchises. The RTPs reminded DfT officials of the need to consult with Scottish transport authorities on any proposals affecting the future management and operation of cross-border rail services.
2.9 The RTP Chairs have agreed to write to the Secretary of State for Transport
welcoming the opening of dialogue between officials and looking forward to the issues and concerns which have been raised in correspondence and at the meeting on 30 May being recognised and reflected in UK Government Transport Strategy and future consultations on cross-border connectivity.
High Speed Rail
2.10 At the meeting on 12 March 2013 the Partnership noted the publication of the UK
Government‟s preferred routes for extension of HS2 from Birmingham to Leeds and Manchester, forming phase 2 of the proposed “Y-network”. The RTPs had raised a number of issues and concerns in relation to these publications, which have been submitted to the UK Minister for Transport and Scottish Minister for Transport and Veterans.
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2.11 The RTPs intend to respond jointly to the next stage of consultation on the UK Government‟s HSR proposals later in the year. In the meantime Transport Scotland has reconvened the Scottish Joint Partnership Group, which previously considered and developed cross public and private sector views on HSR. The Group met on 22 April with a view to informing Scottish input to the forthcoming HSR consultation in the autumn. Further developments on this will be reported to future meetings. Network Rail Consultations on Long Distance Markets and Freight Market
2.12 Network Rail has replaced the former Route Utilisation Strategy (RUS) planning process for future development of the UK rail network with a Long Term Planning Process (LTPP), which looks further ahead than the previous RUS reports.
2.13 Reports on Long Distance Passenger Markets (covering journeys over 50 miles, but not covering the internal Scottish market) and Freight Market have been issued for consultation. At the time of writing these are being reviewed by RTP officers with a view to submitting joint RTP responses by the deadlines of 28 June (Long Distance Market) and 26 July (Freight Market) respectively.
2.14 Initial issues identified in connection with the Long Distance Market report relate to
insufficient consideration given to “very long” distance services, where rail is in competition with air (i.e. Anglo-Scottish services); insufficient consideration of the Anglo-Scottish rail market generally; insufficient consideration and detail on certain routes – e.g. Scotland to Birmingham; lack of consultation with RTPs, in contrast to involvement of equivalent bodies in England and Wales.
Davies Commission on Aviation 2.15 The RTPs have agreed to submit joint responses to a series of consultations which
are being issued by the Davies Commission on aviation. To date two submissions have been made in relation to Aviation and Connectivity and on Evidence on Interim Measures and these are attached at Appendix B for information. Further issues papers from the Commission will be reviewed and responded to as considered appropriate, in terms of highlighting and protecting Scottish air connectivity interests.
National Bus Stakeholder Group
2.16 The Bus Stakeholder Group (BSG) met on 28 February 2013 and the Minute of that meeting is attached at Appendix C for information. As discussed in the separate report on 2013/14 Revenue Monitoring and Programme, Transport Scotland subsequently launched the Bus Investment Fund, with expressions of interest invited by 14 June 2013. The next meeting of the BSG is to be held on 26 July 2013 and the Partnership will be kept updated on further developments. Public Sector Equality Duties Reporting
2.17 At its meeting on 12 March 2013 the Partnership agreed to delegate authority to the Executive Committee to approve publication of a Mainstreaming Report and Equality Outcomes Report, as required under the Equality Act 2010 and Equality Act 2010 (Specific Duties) (Scotland) Regulations 2012 (Report RTP/13/02 refers).
2.18 Legislation required that the Mainstreaming Report and Equality Outcomes Report
were published no later than 30 April 2013. Following approval by the Executive Committee the relevant reports were published on the Partnership‟s website.
2.19 At its meeting on 12 March 2013 the Partnership noted that existing RTP Publication Schemes were due to expire on 31 May 2013 and that officers had formally notified the office of the Scottish Information Commissioner (SIC) of the intention to adopt a Model Publication Scheme developed by the SIC for public authorities. All RTPs have confirmed the intention to adopt the Model scheme.
2.20 Public authorities were required to submit notification of compliance with the Model
Publication Scheme to SIC by 31 May 2013, along with confirmation of their publication of a Guide to Information to assist the public in accessing information held by the authority. Officers have submitted the necessary notification and have published the accompanying Guide to Information on the Partnership‟s website. The updated Publication Scheme, which has been acknowledged by SIC along with confirmation of their approval until May 2017.
3 RESOURCE IMPLICATIONS 3.1 This report has no additional financial or other resource implications. 4 EQUALITIES IMPLICATIONS
4.1 This report has no direct equalities implications. Eric Guthrie Director For further information email [email protected] or tel. 01738 475771
NOTE The following 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 this Report :- Reports to Forum of RTP Chairs on 6 March 2013 : Various Reports to Forum of RTP Chairs on 5 June 2013 : Various Report to Partnership RTP/13/02, Public Sector Equalities Duties Reporting, 12 March 2013 Report to Partnership, RTP/13/10, Director‟s Report, 12 March 2013
Regional Transport Partnerships Joint Chairs Meeting Held in Inverurie on 6th March 2013 at 9.30am
Minute of Meeting
Present: Cllr Peter Argyle, Chair Nestrans (Chair) Cllr John Semple, Chair HITRANS Cllr Russell Imrie, Chair SEStran Cllr Dennis McKenna, Vice-Chair SPT Cllr Brian Collins, Chair SWESTRANS Cllr Will Dawson, Chair Tactran In attendance: Ranald Robertson, HITRANS (RR) Derick Murray, Nestrans (DM) Alex Macaulay, SEStran (AM) Eric Stewart, SPT (ES) Bruce Kiloh, SPT (BK) Harry Thomson, SWESTRANS (HT) Eric Guthrie, Tactran (EG) Ashley Roger, Tactran (AR) Tom Davy, Transport Scotland (TD) (From 10.40am) Apologies: Cllr George Redmond, Chair SPT Cllr Allan Wishart, Chair ZetTrans Michael Craigie, ZetTrans Cllr Steven Hagan, CoSLA George Eckton, CoSLA Item Action
1. Welcome and Apologies Cllr Argyle welcomed everyone to the meeting and noted the
apologies received above.
2. Presentation by Aberdeen Harbour There was a presentation by Ian Jessiman of Aberdeen Harbour
Board outlining the plans for investment in expansion of the harbour.
3. Minutes of the meeting held on 5th December 2013 The minutes were approved.
(i) Letter to Secretary of State regarding Access to London DM outlined the background and advised it had been agreed at the
Lead Officers Meeting to produce a joint response to the Davies Commission. EG advised he had received a further response from Andrew Goodwin at the DfT advising they had not engaged with RTPs regarding the UK Government Transport Strategy as they had assumed engaging with Transport Scotland would address Scottish interests. The response suggested a meeting between RTP and DfT officers. It was agreed that the Secretariat contact DfT to schedule an early officers meeting as a pre-curser to a meeting involving the Chairs.
EG
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(ii) Transport Futures
The RTP Chairs had agreed on 5 December 2012 to continue engagement with Transport Futures and EG confirmed a meeting had been scheduled for 1pm on 28 March in Crewe, with Cllr Dawson and Cllr Imrie able to attend. EG has suggested the following Agenda items: Access to London UK Government Transport Strategy Davies Commission on Airports High Speed Rail Rail Franchises UK Port Issues and Developments RTPs to advise EG of any other issues they would like raised. The outcome of the meeting on the 28 March will be reported to the next Chairs meeting on 5th June.
ALL
EG
4. Bus Issues (i) Bus Stakeholder Group ES gave an update from the meeting held on 28 February. There had
been a meeting of the Working Group to consider Bus Registration and Quality Partnership issues. Iain Gray‟s Private Members Bill has created some political discussion. A new 2014 Public Transport Act is being considered. The bus industry has produced a voluntary Code of Conduct which they are promoting in preference to legislative change. The Traffic Commissioner is considering a review of the 56 day timescale for registrations. There had also been further discussion on the proposal regarding Roads Authorities being able to be called to Traffic Commissioner Inquiries on bus operator reliability, as in England and Wales. SPT are undertaking work on franchising which they had shared with the other RTPs. The Minister had confirmed the Bus Investment Fund would be launched later this month. Further background work is required on funding criteria and timescales. Transport Scotland wish to see a pipeline of projects to generate momentum for continuity of funding. It had been confirmed the fund will be £3 million in 2013/14 with projects of up to £1 million in value and extending over 3 years expected to be eligible. Salary Sacrifice had been raised. TS has indicated a willingness to raise with DfT and HMRC. EG is gathering previous RTP correspondence on this for submission to TS. Passenger Voice Scotland is being wound up at the end of March. Bus Users Scotland is to take on a monitoring role, with SG funding. Clarification of how BUS will engage with the transport authorities had been sought. SPT would also be raising the issue of funding given their current role in this. Tom Davy joined the meeting.
EG
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(ii) CPT Meeting
EG outlined the Agenda for the afternoon meeting with CPT as follows:
Bus Funding – including BSOG & Concessionary Travel Improving Bus Reliability Smart & Integrated Ticketing Travel Information Health & Transport Park & Ride
The CPT Attendees were confirmed as: Neil Barker, Chair CPT Scotland Sam Greer, Regional MD Scotland, Stagecoach George Mair, Director, CPT Scotland Paul White, Communications Manager, CPT Scotland
5. Rail Issues (i) High Speed Rail Update AM spoke to the report. The key issue for the Scottish Partnership
Group is to inform and seek clarification on options for HSR services north of Manchester and reducing the journey time from Scotland to London to 3 hours or less. Transport Scotland is currently undertaking feasibility work for Edinburgh – Glasgow and is developing the Central Scotland Transport Model to inform this. It was agreed the Secretariat would write to the Minister requesting the need for a Scottish Partnership Group meeting be scheduled urgently to inform Scottish response to the HSR2 Phase 2 consultation later in the year. Cllr Argyle highlighted the inclusion of an option of stopping through trains at Edinburgh in the economic assessment which was disappointing. Nestrans had recently raised this with Scottish Secretary, Danny Alexander MP and he had undertaken to support maintenance of through services. Cllr Collins had met the Chief Executive of Scottish Chambers of Commerce and raised the issue of HS2 north of Manchester/Leeds. It was agreed Cllr Collins would liaise with the Scottish Chambers regarding attending a future Chairs meeting. Cllr Argyle emphasised the importance of keeping a united Scottish voice regarding the importance and benefits of achieving HSR to/from Scotland and this was unanimously agreed.
EG
BC
(ii) Rail Franchises Update
AM spoke to the report. There is concern over devolved management of the TransPennine franchise and potential impact on cross-border services between Edinburgh/Glasgow – Manchester and Transport Scotland‟s apparent intention to act as observers in discussions on the TransPennine refranchise. TD advised terms have yet to be agreed so the status may change but Transport Scotland are dealing with DfT and 99% of the franchise is in England.
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Cllr Collins confirmed Dumfries and Galloway have growing concern regarding TransPennine and would like it to be linked with the West Coast Mainline franchise. The TransPennine service has grown in the last 5 years and the improvement and commitment of the operator has been excellent which has resulted in increased passenger usage. Cllr Collins suggested aligning with the Association of North East Councils, whose Chair is the leader of Sunderland council, as their aspirations are similar. It was agreed:
(i) to join forces with relevant local authorities and groupings in ensuring long-distance Anglo-Scottish Intercity franchises are managed at the highest level by bodies answerable to the UK and Scottish Governments.
(ii) that the RTP Chairs write to the Scottish and UK Governments expressing their concerns; and
(iii) the Secretariat write to the ECMA Group Chair in York to seek RTP membership of that group.
EG
EG
(iii) Community Rail Partnerships Update
EG spoke to the report. The Chairs agreed to note the launch of CRPs as outlined in the report.
6. Airports Commission RR spoke to the report. It was agreed to:
(i) note the timetable for evidence to be submitted to the Airports
Commission and (ii) to submit evidence to the Airports Commission on a joint RTP
basis to supplement individual RTP responses by 17 May.
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RR
7. Cycling Action Plan for Scotland EG spoke to the report. It was agreed to endorse the joint RTPs
response, as detailed in the Appendix, which had been submitted in draft form by Lead Officers in order to comply with Transport Scotland deadlines for responding. EG to confirm RTP Chairs endorsement.
EG
8. Health & Transport (i) SLWG report / update BK advised the SLWG had agreed a number of RTP suggested
changes in the draft report. This had now been submitted to the Cabinet Secretaries for approval. There is currently no timescale for approval or when the report will be released and there is understood to be ongoing work regarding potential funding for implementation of recommendations. Cllr Imrie asked if recommendations within the report would be mandatory. BK advised there was currently no confirmation of the status the report recommendations would have. EG noted that the report would be relevant to addressing aspects of the Audit Scotland report on Access to Health and Social Care, which Audit Scotland are monitoring public sector progress on.
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(ii) SAS Liaison
It was agreed that the Chair and Chief Executive of SAS be invited to meet with the Chairs, as a follow-up to their meeting with the Chairs of SPT and SEStran on 18 October 2012, when the SLWG report is published. Secretariat to contact the SAS Chair and Chief Executive to advise of this.
EG
9. RTP/SG Working Group Paper BK spoke to the report, focussing on the good work that RTPs are
doing and the main recommendations for future development and action, as outlined in the Executive Summary. Cllr Argyle thanked the officers for the work that had been done in producing this paper and asked for views on how to take the matter forward. There was discussion around this. EG proposed that officers progress the key recommendations within the Executive Summary, in particular the proposed establishment of a Strategic Transport Liaison Group with CoSLA and Scottish Government, which could set a strategic context for progressing other key recommendations. TD advised that there were areas of drafting within the report which required final agreement with colleagues in TS/SG. It was agreed to note the Draft Final Report and to remit to Lead Officers to evolve the report focussing on key recommendations and outcomes. EG, BK and TD to finalise report and agree process for sign off with Minister.
Lead Officers
EG/BK/TD
10. CoSLA Liaison (i) RPP2 EG spoke to report, welcoming the proposal by CoSLA for a joint
response to the RPP2. It was agreed to note the progress and continuing challenges around achieving the emissions reduction targets and to remit officers to develop a joint response to the draft RPP2 within the 60 day Parliamentary consultation period. EG advised that items to be discussed at the CoSLA DES Executive Meeting on 14 March included Iain Gray‟s Private Members Bill; RPP2; Smarter Choices/Smarter Places Final report; Draft National Tourism Development Plan; and a General Transport Update.
Lead Officers
11. AOCB (i) Draft National Tourism Development Plan EG spoke to report and requested that any further comments be
submitted to the Secretariat as soon as possible, to enable submission to Visit Scotland by the extended 8 March deadline. The joint RTPs response, as detailed in the Appendix, was agreed subject to inclusion of any further RTP comments by the response deadline.
ALL
EG
(ii) MACS EG advised that the Convenor of MACS had requested a meeting with
the RTPs as a follow-up to a survey MACS had undertaken of embedding of equalities issues within RTSs. It was agreed to invite MACS to the September Chairs meeting.
EG
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(iii) Roads Policing
Cllr Semple raised a concern regarding how the new Single Police Force would deal with the issue of local roads policing. Cllr Collins advised that, through the Community Safety Partnership, he was trying to achieve Police membership on the Road Safety Partnership as this was an opportune time to engage with new management and embed in the new services. EG advised Superintendent Iain Murray, Head of Roads Policing in the new SPF, was presenting at the SCOTS Annual Technical Seminar on 17 May and it was agreed to receive a report on this at the Chairs meeting on 5 June, with a view to possibly inviting Superintendent Murray to the September Chairs meeting.
EG
12. Dates of 2013 Meetings
EG advised that ZetTrans had notified a possible issue with the dates of the next meeting on 5 and 6 June in Shetland. Subsequent to the meeting it was confirmed that the next meeting will be in Shetland on 6 June 2013, preceded by dinner on the evening of 5 June.
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Appendix B
RESPONSE TO THE AIRPORTS COMMISSION’S DISCUSSION
PAPER NO.2:
AVIATION AND CONNECTIVITY
Joint Submission On Behalf of the
Regional Transport Partnerships of Scotland
19 April 2013
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This response to the Airports Commission‟s Discussion Paper on Aviation and Connectivity has been prepared on behalf of the seven statutory Regional Transport Partnerships (RTP) in Scotland. The Scottish RTPs would like to add their voice to those from other UK regions about the critical importance of access not just of frequent and affordable air access to London and the South East because of our peripheral geography, but also the importance to our economies of access to the enhanced international connectivity provided by Heathrow or an alternative future London hub airport. If a UK hub airport does not, or cannot provide such benefits, then it does not merit the kind of policy focus the Aviation Policy Framework or the Airports Commission remit implies. Securing improved connectivity and protecting existing levels of access to London is of strategic importance to each of Scotland‟s Regional Transport Partnerships. Air transport plays a significant role in delivering this and is a frequent and essential focus of our attention. In our minds, there remains some ambiguity as to the scope of the Commission‟s remit in relation to the UK‟s regional airports, save in so far as they relate to its core task of evaluating whether there is a need for additional runway capacity in the South East, and if there is, how this might best be provided. The Aviation and Connectivity Paper is quite high level and academic in its scope and outlook, but appears to have the underlying rationale of trying to work out how best to assess connectivity and its benefits associated with London and South East capacity options, rather than examining the issue holistically by also looking elsewhere. So although there are broader aviation connectivity issues relating to flights within Scotland and from Scotland to other parts of the UK and Europe, we have chosen to focus on the issue of air access to London and its hub airport(s) because this clearly is directly relevant and of critical importance to how Scotland can contribute to the sustainable economic growth of the UK. If the Commission is interested in our other aviation connectivity issues we would be happy to submit further evidence for consideration. The questions in section 5 of the Discussion Paper provide the basis for this response but rather than seek to follow these slavishly we flag some key issues under each of the three key chapter headings in the Paper. The nature of the UK’s connectivity
The following section addresses the questions posed within paragraph 5.5. Whilst we are broadly content with your generic definition of aviation connectivity as the “ability and ease with which passengers and/or freight can reach a given destination by air”, we think great care needs to be taken with some of the ways you have chosen to assess this. First your analysis is completely London focused; second, a single weekly service threshold is very misleading (a more plausible criteria may change this perspective materially), and of little value in terms of business connectivity; and third you have failed to examine the potential implications one stop connecting journeys or the exodus of passengers from one airports catchment to another‟s, as part of the material you present. And so while we believe there is scope to change the route network available over the coming years, the issue will remain how much weight will be put in the evaluation of options in terms of their ability to improve regional access, and is there the committed political will to support this.
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How may aviation connectivity contribute to the UK’s economy?
Aviation is of critical importance to the economy and economic growth of the UK and each part of the UK in supporting (1) trade in goods, (2) trade in services, (3) tourism, (4) business investment and innovation, and (5) productivity. Aviation also has a key role to play in achieving the objectives of UK and Scottish national economic strategies for growth, particularly objectives to encourage investment and exports as a route to a more balanced economy (http://cdn.hm-treasury.gov.uk/2011budget_growth.pdf) and ensuring that the UK remains one of the top
destinations for foreign direct investment, including and particularly regions outside London and the south east. In addition aviation connectivity is of critical importance to promoting Scottish export to capitalise on significant opportunities in growth markets and contributing to ambitious targets to deliver a 50% increase in exports by 2017 (http://www.scotland.gov.uk/Resource/Doc/357756/0120893.pdf). Scottish firms value aviation connectivity because it provides them with access to foreign markets where they can sell their products, interact with other companies or secure investment. International markets also provide opportunities for Scottish business to be involved in the exchange of knowledge, technology, innovation and labour. Scotland is a net exporter and for our business community to retain its competitive edge it is crucial that they enjoy unfettered access to their markets within the European Union and beyond. Key sectors of the Scottish economy including Energy (Oil, Gas, Renewable), Financial services, Food and Drink (including Whisky), Manufacturing and Tourism rely heavily on overseas markets. The North American market in particular is best served by the range of waves available through London Heathrow making this such a key hub/gateway to this market. While it remains vital for the UK to maintain its connectivity with established markets such as the USA and in Europe, it is also important that we take advantage of the opportunities presented elsewhere to remain competitive in the global economy. The UK is an extremely open and internationalised economy and the UK‟s peripheral regions need to be allowed to play their part if we are to see all of the UK contribute to the delivery of sustainable economic growth. The RTPs would like to underline the importance of aviation and of international connectivity for the tourist industry. The UK Government has recognised that tourism is an important industry, not least because of the foreign direct expenditure it attracts, the number of jobs and tax revenues that are dependent upon it and its potential contribution to re-balancing the UK economy. For many peripheral parts of the UK including Scotland, tourism is particularly important to the prosperity of the local economy and as such individual region‟s connectivity with the rest of the UK, Europe and beyond plays a crucial role in supporting its successful functioning. The RTPs are aware that a high percentage of visitors do not travel more than 2 hours from their airport of arrival. Hence the critical importance for the region of maximising visitor arrivals through Scottish airports, and their connections to a hub airport. The existing links that are in place from Scottish regions to London are performing reasonably well. However the recent loss of bmi services to Inverness and Glasgow (prior to the IAG takeover) have left a deficit in the connectivity enjoyed by these two airports. The introduction by Virgin (Little Red) of new services to Edinburgh and Aberdeen from Heathrow has restored the service levels that these two city regions enjoy to Heathrow. The RTPs would support decisive action that protects the existing network of services Scottish Airports have to London Airports and would support action to reinstate services from both Glasgow and Inverness to Heathrow. The RTPs would support protection of service levels between Scotland and particular hub airports in London. The implementation of Public Service
Obligations from Airport to Airport should be considered as a tool to provide these guarantees. Future Aviation Connectivity Objectives Questions relating to what the UK‟s objectives for the future aviation should be: As stated above the Scottish business community value aviation connectivity because it provides them with access to foreign markets where they can sell their products, interact with other companies or secure investment. International markets also provide opportunities for UK firms to be involved in the exchange of knowledge, technology, innovation and labour. The RTPs support a framework [for appraising South East Options] that includes assessments of the importance of routes to UK to businesses as well metrics relating other factors such as to the number of routes served and the frequency of services. This assessment of value to business could focus, for example, on the size of the connected markets and how they are forecast to grow in the future.
Constructing a set of measures assessing the economic importance of routes as part of an overall analysis of connectivity could be a valuable step in developing a robust approach to assessing possible impacts of airport capacity constraints on economy. Identifying the economic importance of those destinations that are (or will be) mostly affected by airport capacity constraints will help inform the Airports Commission on the potential economic benefits of expanding airport capacity, as well as on potential costs and risks of doing nothing. The Commission is interested in evidence or case studies on how the economic importance of routes could be assessed and in what way capacity As stated in the introduction to this response access to London is a significant issue for the Scottish Regional Transport Partnerships. The RTPs individually have undertaken research to build an evidential case for the economic importance of access to London to the economies of their regions and the following workstreams would be useful sources of evidence to the Commission:
1. RTPs Response to Aviation Policy Framework Consultation 2. Highlands and Islands Transport Partnership (HITRANS) APF Consultation
3. North East Scotland Transport Partnership (Nestrans) APF Consultation Response 4. HITRANS and Nestrans joint work on North of Scotland Air Links to London Evidence
RESPONSE TO THE AIRPORTS COMMISSION CALL FOR EVIDENCE ON INTERIM MEASURES
By The Scottish Regional Transport Partnerships
17 May 2013 Introduction This response is submitted by the statutory Regional Transport Partnerships for Scotland, the strategic transport planning authorities for their areas. The seven Partnerships each has a Board consisting of Councillor Appointees from its constituent Councils and of non-elected appointees approved by the Scottish Ministers. Our principal function is to develop and implement a Regional Transport Strategy which has Scottish Ministers approval. Air transport is a key component of that. Three of the partnerships are also the statutory public transport authorities for their area. This note provides evidence to the Airports Commission in accordance with the Commission‟s guidance. We welcome the opportunity to contribute to the Commission‟s consideration of Interim Measures for addressing airport capacity constraints in the South East of England on the grounds that these could potentially have a significant impact on Scotland. Namely, regional air access to London itself and the onward connectivity offered by London‟s principal airports – Heathrow and Gatwick. With this in mind, we have put forward proposals in the body of this response covering measures we would like to see the Commission recommend to Government to address a strategic objective of enhancing Scotland‟s access to markets and services in London and, via its hub airport, world markets and services over the period until a new runway (or hub airport) is built in the London area. Economic Factors A key ambition of the Treasury‟s Plan for Growth1 is to “encourage investment and exports as a route to a more balanced economy”. Ensuring the UK remains one of the top destinations for foreign direct investment, increasing exports to key target markets, increasing private sector employment (especially in regions outside London and the South East) and increasing investment in low carbon technologies are all identified as key to achieving this ambition and are also key to the Scottish economy and its key sectors, in particular the energy industry. The Scottish Government‟s Economic Strategy2 reinforces this and contains a target to deliver a 50% increase in exports by 2017. Scotland makes a very significant contribution to the UK economy. Taken together, wider Edinburgh and wider Glasgow have a population and working age population of a similar
magnitude to each of West Midlands and Greater Manchester, but a GVA per capita that is significantly higher than both3. The wider Edinburgh and wider Glasgow areas, collectively known as the Central Belt, represent the biggest proportion of the Scottish economy. A recent study by Aecom4 suggests that Glasgow and Edinburgh have complementary strengths in all the Scottish Government's key sectors, to the extent that together the provide an important counter-balance to London's dominance in some key sectors such as Financial Services and Creative industries, thereby helping to secure the growing strength of these sectors in the UK. The research also highlighted the fact that Glasgow and Edinburgh each have strong links with London and beyond; more so than any other parts of the UK.
Glasgow is the UK's second most popular city after London for inward investors and the UK's second largest retail centre outside the West End of London. Although the city's manufacturing base has contracted, it retains high value-adding specialisms in areas such as ship-building and marine (naval shipbuilding, commercial ship management and training) and enabling technologies (e.g. optoelectronics).
The population of Aberdeen City was around 217,000 in 2010, accounting for 4% of Scotland's people however the city and surrounding shire produces approximately 12% of Scotland's output and ranks second in the UK, only to Inner London, in terms of GVA per head, equalling £31,944 per head in 2011, up 5.3% on the previous year. Aberdeen is the energy capital of Europe and its buoyant modern economy is driven by the oil industry, which is expected to support growth for decades to come. The region has also been re-branded 'Aberdeen City and Shire' to reflect its strong regional offering which also includes distilling, life sciences and traditional industries such as fishing and farming.
Dundee is the fourth largest city in Scotland, with a population of around 144,000. It currently contributes approximately 4% of Scotland's GVA, and the ongoing Dundee Waterfront economic regeneration initiative is building on the City‟s substantial strategic economic growth potential, exploiting knowledge economy, tourism and emerging renewables linkages. It is buoyed by biomedical and technological industries, in which the Universities of Dundee and Abertay play an important role. The city is also well known for its leadership of Britain's digital entertainment and computer games industry. The confirmed opening of the V&A within the Dundee Waterfront in 2015 will further enhance the City‟s role as a national and regional tourism and cultural destination. Scotland‟s 3 other cities, Inverness, Stirling and Perth all play an important connectivity role as national and regional strategic transport hubs whose economies benefit from relative proximity to Scotland‟s airports. Tourism plays an important role throughout Scotland, both in urban areas and especially in more rural areas. Tourism related employment, for example, accounted for approximately 9.5% of employment in Argyll and Bute and the Highlands and Islands, where key visitor attractions include the Isle of Bute Discovery Centre, Urquhart Castle and James Pringle Weavers of Inverness. In Dumfries and Galloway, tourism accounts for approximately 6% of employment, and attractions include the World Famous Old Blacksmith's Shop Centre at Gretna, the seventh most popular attraction in Scotland.
Golf tourism is a major attractor of overseas visitors by air across Scotland. Scotland also has a very extensive food and drinks industry with a high export value securing jobs and export income for the country. This industry also relies on good international links to be able to sell its products across the globe.
The strategy for both the UK and the Scottish Governments would position Scotland to grow its world impact and increase its contribution to the economic growth in the UK. A key component of increasing exports and attracting further inward investment is access to markets across the world. Within Scotland there has been significant growth in both point to point traffic and access to other world hubs. Nonetheless there is still a significant volume of traffic between Scotland and the UK‟s only national hub airport at Heathrow. Access to Heathrow is an essential element of international business for Scottish based businesses. Passenger numbers show a strong desire to use this airport and this is supported by an SCDI survey of Scottish businesses5. Improving Access to Other Hubs The Aviation Policy Framework recognises the potential value of measures such as Route Development Funds in potentially helping to stimulate new routes from regional airports. In the case of Scotland, the priority could be to support enhanced frequencies to other hubs across Europe as well as enhanced point to point routes, as a fall back in case better connectivity to London (and Heathrow) is not forthcoming in the short or medium term. It is important that the Commission presses the UK Government to resist proposed tightening of state aid rules for regional airports and seeks to agree a revised protocol, similar to that which was negotiated after the last White Paper, to allow marketing support for new routes and enhanced frequencies. The Scottish Route Development Fund was particularly successful and we would like the Commission to recommend it is revived alongside devolution of APD. We believe the combination of these two measures would not only make an enhanced level of service to other hubs and improved point to point routes more likely, but would also benefit prospective passenger volumes on existing or new routes to London Airports. All would be beneficial to the Scottish and regional economies and from that, the UK economy.
Tourism In relation to tourism, the Commission‟s aviation connectivity and the economy document notes: Aviation is essential in supporting both inbound and outbound tourist activity to and from Britain. It doesn‟t mention that most tourists arrive via Heathrow and cannot then get direct access to Inverness for example. It does however mention: Since tourists often value direct connections when choosing their holiday destinations, direct connectivity from the UK to emerging economies is likely to attract inbound tourism from these countries in the future. What this misses is that for the more peripheral regions (including Aberdeen and Inverness) the direct access from the hub airport is therefore even more important since point to point traffic to our locations is most unlikely. The document also notes: The Government Tourism Policy
promotes domestic tourism for UK residents and supports the growth of the sector’s international market. One of the strategies to promote that growth is based on attracting four million extra visitors to England over the next four years, particularly from emerging economies such as China. This point overlooks the Scottish Government‟s policy for increasing tourism and the fact that tourists to Scotland from countries such as China are likely to arrive via the hub airport at Heathrow. Edinburgh is the most popular destination amongst overseas visitors to the UK after London6]. The city's year-round festivals are attended by over 5 million people each year generating more than £260 million for the Scottish economy. The National Galleries of Scotland are the most popular visitor attraction in the UK outside of London. As indicated above, the addition of the V&A at Dundee in 2015 will add significantly to Scotland‟s cultural tourism offering.
Inward investment and exports & Business location and regional strategies In relation to business investment and innovation, the aviation connectivity and the economy discussion paper states that: International connectivity from passenger air services is important in attracting international business headquarters and foreign investment into the UK. London’s connectivity helps sustain clusters of specialised high-value services sector in the UK such as financial, legal, IT consultancy, business management and chemical sectors which are knowledge-intensive and increasingly global in operations. This description has missed the Energy sector, which is knowledge-intensive and increasingly global in operation including the energy sector in north east Scotland, and also the fact that that some of these sectors, including a significant part of the UK‟s financial sector in Edinburgh and Glasgow are remote from London. As an example, the UK Government‟s Oil and Gas Strategy and the Scottish Government‟s strategy both call for an increasing internationalisation of the Oil and Gas supply chain sector. At around £17.2 Billion/ annum in total with just under 50% currently international trade this growing sector warrants consideration with the other professional disciplines listed. That much of this work and investment is concentrated in the north east of Scotland, with a crucial need for the connectivity that Heathrow provides to develop and maintain this income and jobs to the UK economy, should also be reflected. The development potential associated with the offshore and onshore emerging renewables industry at ports along the east and north east coast of Scotland will place further emphasis on the need for efficient and attractive domestic and global air links.
6 Office for National Statistics (2010)
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The wider Edinburgh region employs more than 85,000 people in financial services - over 50% of the Scottish total - with critical mass in banking, fund management, asset servicing and insurance and pensions. Edinburgh has been ranked the most competitive financial centre in the UK outside of London and the seventh most competitive in Europe. Eight of the world's 10 largest banks have a presence in the region, including the Royal Bank of Scotland Group, which has its global headquarters in west Edinburgh. Other global financial services firms with operations in the region include AEGON, State Street and BNY Mellon. The Glasgow region is home to nearly 40% of all jobs in financial services, aerospace, defence and marine as well as accounting for one in three of all jobs in the tourism, food and drink and construction sectors.
The extent to which proposals enhance or impair access to air travel for our communities The Commission will no doubt be considering a full range of options; from not increasing capacity to new airport provision. We believe it is essential that an important part of that consideration is not only the impacts on the south east of England but across the whole country. Whilst it is likely that surface access considerations and point to point improvements are going to be significant considerations for reducing domestic air access to London and Heathrow it is essential that equal parts of that consideration include:
Geography – The size of the country and the location of the capital at the corner of the country leading to large distance between the capital and the remoter regions of the country
The extent to which high speed rail will reach into the remoter areas of the country and the timescale for reaching the more northern parts of the country – including the residual journey times for points beyond its reach
The contribution that the regions make not only to their economy but also to the economy of the UK as a whole
The interlinked nature of our economy where losses in one part can have a significant impact on other parts.
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Access to aviation from our key business districts, heavily reliant on international connectivity Access to key markets is an essential component for any business. With the continued international expansion plans and Government targets for increasing this further, this aspect of international connectivity becomes even more significant for Scottish businesses. Our companies are competing on a world stage against companies based across the globe. Connectivity is one of the factors in their consideration of what makes them competitive. As has been discussed above, Scottish based companies are competing with companies in a wide range of global locations. Should our companies feel that their location is causing them a competitive disadvantage, given the knowledge base of many of the companies, it is a relatively easy step to move location to return a competitive edge. The Airports Commission‟s own paper describes the UK as very well connected. It has to be borne in mind that the bulk of this connectivity comes from the national hub at Heathrow. With the geography of our country meaning that the hub is at one end of the country and Scotland is at the opposite end, air connectivity becomes more important. Surface access between Scotland and London is not attractive for business and not viable for those businesses based in the north of Scotland. For example there are three trains daily between Aberdeen and London each taking more than 7 hours. With transfers to Heathrow this loses a whole day whilst air travel is just over an hour in flight. Scotland currently enjoys a reasonably good service to London and Heathrow. However this good level of connectivity is under threat. This has been highlighted by a number of factors over recent years:
The loss of BMI flights from Glasgow to Heathrow
The loss previously of the Inverness to Heathrow flights
The purchase of BMI by IAG and the subsequent withdrawal of services (although total seat numbers are similar)
The loss of Flybe flights from Aberdeen to Gatwick – and the potential further threat to this companies operations
The introduction of what the CAA have termed as “discriminatory” charges for flights at Gatwick
These events together create a scenario where it is clear that the airlines have total control of which flights operate. This added to the reduction in the number of domestic regional airports served by Heathrow over the past few years gives little comfort that, despite being profitable, these flights will not be reduced in future to make way for larger aircraft on longer haul routes that are even more profitable for the airlines but which could damage the economy of both Scotland and the UK. Overall the impression remains that security of the routes is at the whim of the airlines and could be lost as the desire for more destinations from Heathrow to the world increases over time, while the deciding factor remains the airlines profits without taking into account that the airlines are working in a constrained market – a market constrained by the UK Government. Surface transport integration and associated infrastructure development The Scottish RTP‟s believe that any airport proposals should take into account the ability to permit the maximum number of passengers to travel to London and its hub airport by surface means. This would allow the greatest transference of passengers from domestic air travel to rail travel. This would have the impact of:
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Reducing carbon outputs from aviation
Releasing capacity at the congested airports from domestic traffic (which should also include traffic from the nearer European cities that are linked to London by high speed rail)
Reduce pressure on the routes to the congested airports from the most peripheral regional airports
The introduction of high speed rail across the UK is welcomed and strongly by the Scottish RTPs. This will provide options to air travel for many of the UK‟s population. We believe, for a number of reasons, that this transference of passengers from air to rail should be encouraged. We note though that High Speed Rail between Birmingham and London is not scheduled for operation until 2026 and that extension to Manchester and Leeds will not be complete until the mid 2030‟s. The Scottish RTP‟s are persuaded by the case for further extension to Edinburgh and Glasgow. It is the RTPs belief that the maximum transference of passengers will only take place when the 3 hour journey time from these Scottish cities is achieved; however an announcement on this extension of HSR is not expected until 2015. It is, therefore, the Scottish RTPs belief that there is a need to secure Scottish access to Heathrow within whichever policy the Airports Commission chooses to recommend to the Government. With the potential for HSR to not be fully functional for Scottish passengers until around 2040, the intervening period needs to cater for access Scottish needs to global markets as well as UK needs based around London. It should also be noted that the more remote peripheral regions will not benefit in the same way even when HSR reaches Edinburgh and Glasgow. These areas, served by Aberdeen, Inverness, Dundee, Belfast and Newquay airports, need to find different ways of benefiting from the Country‟s very significant investment in improved surface transport. Even if high speed rail reaches Edinburgh and Glasgow the journey time to London from Aberdeen for example is likely to be around 6 hours and would include a train transfer. Taking a day to travel to London and a day to return for a long haul flight of a similar time is not acceptable to business. Journey times to Inverness will be even longer.
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Conclusions Scotland is a very significant contributor to the UK economy making substantial contributions across a range of industries. It is of a size to match the large urban conurbations across England. Geography though sets Scotland apart from those conurbations in relation to its distance from the economic heart in London and in its own size, being a country of much greater land mass than the English conurbations. This distance separation both within Scotland and in the distance from London creates a competitive disadvantage. This disadvantage is not only in relation to access to London itself, where Scotland has very strong links, but beyond through the national hub to international markets. Whilst commendable surface transport proposals will go some way to addressing these competitive disadvantages, the realistic timescales for achieving this are of such a long time range that the intervening 25-30 years needs to be addressed to permit Scotland‟s air access to both London, including all its various airports, and Heathrow to be secured. It also needs to be recognised that due to the scale of the country and its location in relation to London, the northern half of Scotland will continue to require this access to London and Heathrow beyond the arrival of high speed rail to the central belt of the country. Government policy in relation to the development of the south east of England runway capacity, in whatever form the Airports Commission chooses to recommend to the Government, should take into account the need for all parts of the country to compete in the best way that they can in both UK and international markets.
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Appendix C
TRANSPORT SCOTLAND
BUS STAKEHOLDER GROUP – 4 th meeting – February 2013
MINUTES / ACTION NOTE Attendees: Keith Brown, Minister for Transport and Veterans Donald Carmichael, Transport Scotland (Chairman) Tom Davy, Transport Scotland Allan Crawford, Transport Scotland Nancy Woodhead, Transport Scotland Gordon Hanning, Transport Scotland Joan Aitken, Traffic Commissioner Scotland George Mair, CPT Chris Cheek, TAS Gavin Booth, BUUK Eric Stewart, SPT Eric Guthrie, TACTRAN John Macdonald, Community Transport Association Neil Barker, CPT Charlie Anderson, PVS Tony Hughes, Glasgow City Council Steve Walker, CPT Anne MacLean, MACS Ally Nelson, Transport Scotland (Secretary) BUS STAKEHOLDER GROUP 1. Minister’s Opening remarks 1.1 The Minister started by thanking everyone in attendance and welcoming Anne MacLean from MACS into the Bus Stakeholder Group. Concessionary Travel 1.2 The Minister was pleased to announce agreement had been reached which will secure the future of the National Concessionary Travel Scheme for the next two years while providing fair reimbursement to bus operators for their participation in the Scheme. He thanked CPT for their approach in this year‟s negotiations.
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1.3 On Welfare Reform the Minister explained the replacement of Disability Living Allowance with the Personal Independence Payment beginning in April this year means that SG have had to put in place new provisions for the Scheme. These changes will enable those in receipt of the new benefit to become eligible for a disabled concessionary travel card in much the same way as Disability Living Allowance currently allows. The impact of these changes will mostly be delayed until 2015 when benefits reassessments will increase. Our aim has been to maintain entitlement to concessionary travel, as far as possible Bus Investment Fund 1.4 The Minister was delighted to confirm that £3m is available this year for the Bus Investment Fund (BIF) and announced TS aimed to launch the Bus Investment Fund in March. 1.5 This fund will provide opportunities for local transport authorities to bid for resources to deliver bus related projects and to develop innovative schemes to increase patronage and improve quality in a partnership between the public and private sector.
3rd Scottish Green Bus Fund 1.6 The Minister stated the latest round of the Green Bus Fund will build on the success of earlier rounds which saw 70 low carbon vehicles introduced into service and will help to stimulate demand for green technology in Scotland and reaffirm the Scottish Government‟s commitment to public transport, the bus industry and in efforts to reduce carbon emissions by 42% by 2020. 1.7 It was noted an announcement to successful bidders is expected to be made in early March 2013.
Bus Users’ Scotland 1.8 The Minister was pleased to announce an enhanced role for Bus Users UK, who will in future operate under the name of Bus Users Scotland. BUS will be taking on the responsibility of providing an advocacy role for bus users and dealing with bus complaints which have not been resolved by the bus company. 1.9 It was explained BUS will take on the functions currently being performed by Passenger View Scotland (PVS) and their sub-committee, the Bus Passengers‟ Platform (BPP) as from April, 2013. The decision to move the functions followed a review which concluded that while other modes of transport were well covered there was no body that gave bus passengers a voice. It also meets government aims in streamlining the number of public bodies. 1.10 In the future BUS will provide on-street monitoring of buses, which is an essential part of the enforcement of the regulatory regime. This should enable the Traffic Commissioner to be provided with evidence of the bus punctuality of operators and to identify poor performers who may need to be called to a Public Inquiry. 2. Chair’s general welcome and introductions 2.1 The Minister having left, Donald Carmichael welcomed everyone to the meeting and noted apologies from George Eckton CoSLA.
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3. Minutes of Previous Meeting and Action Points 3.1 The minutes were agreed. 3.2 Action point 3.2 from previous meeting had been taken forward with the setting up of a Bus Registration Working Group. 3.3 It was noted action points 3.4 and 3.5 regarding sQPs would be covered later in the agenda under 7. 3.4 Action point 7.3 from the previous meeting - Transport Scotland still awaiting all correspondence to be submitted before considering the best way forward. 3.5 Action point 8.2 from the previous meeting – Transport Scotland to chase up SG procurement with regards to the status of the use of de minimis limits for bus service tendering. AP : TS confirmed they will chase up. 4. CPT Presentation 4.1 Chris Cheek from TAS gave a presentation on „The Economics of Bus Operation in Scotland‟ and welcomed questions from members. 4.2 Various discussions followed and it was agreed it was an interesting and useful study. See TAS attachment to covering email. 5. Bus Investment Fund 5.1 Donald introduced a revised paper outlining how the Bus Investment Fund might work. Donald outlined the main principles and said it was planned to introduce the Fund in 2013-14. It was hoped the fund would be launched early this financial year. 5.2 Donald also introduced a revised paper regarding potential criteria, which took into consideration members‟ previous comments. AP: Any further comments on the paper should be sent to Ally Nelson. 6. Scottish Green Bus Fund 6.1 Donald spoke briefly regarding the Scottish Green Bus Fund giving an update on the current position. 6.2 It was confirmed a number of bids had been received with the announcement of the successful bids expected in the next few weeks. 7. Bus Registration Working Group 7.1 The first Registration Working Group meeting took place on 17 January at Victoria Quay 7.2 Due to the Chatham House rule, minutes of the last meeting have not been circulated to the Stakeholder Group. It was agreed a more general write up would be supplied following future meetings. 7.3 CPT circulated proposals for a draft Code of Practice, which would be considered at the next Bus Registration Working Group meeting and then the Bus Stakeholder Group. It
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was noted the document should have been marked more clearly as a draft submitted by CPT. 7.4 AP: Any comments on the content of the document should be fed into the Bus Registration Working group via Ally Nelson. 8. Quality Partnerships and Contracts 8.1 Following on from the setting up of the Bus Registration Working Group, members were asked to consider the setting up of a similar working group to look at Quality Partnerships and Contracts which would help any revision of sQP guidance and look to encourage the use of sQPs. 8.2 AP: It was agreed that a short term working group should be set up and that a local authority presence would be beneficial for this specific group. 9. Any Other business 9.1 The Minister had requested that the issue of bike carriage on buses was raised with members due to the increase of correspondence and interest shown in this. It was confirmed various trials have taken place with a variety of bus operators over the past year 9.2 AP : CPT agreed to collate the information and results regarding various trials completed regarding bike carriage on buses and circulate to Transport Scotland 10. Next meeting 10.1 The next meeting will be held on 26 July 9.30 am at Victoria Quay Transport Scotland May 2013
