Chamber and committees

That would not be appropriate, particularly as we are about to move into procurement. However, I think that everyone has heard what you have had to say, and I am sure that there will be a lot of sympathy towards that from many people.

Yes, that is part of our requirement.

Any investment in rail is good for the rail industry. From here, I will go to speak at lunch time to the Railway Industry Association, which represents a number of Scottish companies and international companies that are based in Scotland. Our approach to rail is looked on with envy from other parts of the UK, because we have had a constant pipeline—whether of track or train—in procurement and, obviously, there are supply companies in that firmament. As part of our contribution to the economic wellbeing of Scotland, we very much want that area—and jobs, apprentices, the skills base and everything else within it—to progress. That is all part of how we see the rail industry in Scotland.

The rail industry and rail provision in Scotland are not just about providing passenger transport, core though that is: they are also about the economic, social and environmental impacts. We look at things in the round in that context, and we are working closely with rail unions in that regard.

In relation to operation for Inverness, Aberdeen, Dundee and Edinburgh, it is important that the lines for those four cities are all supported.

I understand that 25 trains are being replaced—someone has helpfully indicated to me that that is the number.

The operation of track and train is still fully determined and fully decided by the UK Government, under the Railways Act 1993, and issues still have to be referred to, approved by or agreed by the UK secretary of state. The real problem that we had with the Conservative Government’s rail reform legislation last year was that even had we wanted to make decisions about franchising or other areas, we would have had to seek permission from the UK secretary of state. This is about making more permanent the powers that we have.

I will continue to have that discussion with the UK secretary of state as the UK Government’s second major piece of legislation on Great Britain rail reform comes through.

On that note, I look forward to—

That is an important question. I have been asked in the committee before about replacement of high-speed trains. We have taken the decision that ScotRail can go forward with procurement. It is going to run an open competition for replacement of trains, so it is not possible to say what type of trains they will be. That will be set out when it runs that competition. The requirement will be for trains of an intercity type to serve long-distance travellers, with corresponding levels of passenger comfort and amenities.

On timing, the procurement will start, in relation to the issue of contract details for the procurement, in the next few weeks. As a result of the procurement, there will be determination of what type of trains they will be. We certainly want to achieve carbon reductions. The extent of electrification that is required, for example, will be determined by the outcome of the procurement exercise. However, it is important to reassure you that the cost of infrastructure to support the replacement is part of our financial planning, so we have worked closely with the Exchequer and finance officials to ensure that the potential capital requirements are understood.

As I said, the type of train will be determined in the outcome of the procurement exercise. Any modern train will be cleaner and greener than its predecessor, so I say to members who have asked questions in the chamber about the comfort and experience of passengers that those things will also be improved.

I give the commitment, as I have done in my correspondence with the committee, that we will keep you updated on progress, which will give you some indication of the timeline. However, we are at the start of the process; I thought it important to come to the committee and let you know that the process has now started. We will keep you updated, which will give you the answers that you probably want as to when, where and so on, but we need to let the procurement exercise start.

I do not need to do that—I have taken advice, and I am not allowed to discuss that particular area.

It is important to state that that is our commitment, although there are challenges with that. We should also be clear that the 20 per cent target relates to car kilometres. It is about encouraging people who currently use their car from Monday to Friday, to perhaps take public transport, such as the train, one day a week, to encourage that reduction.

It is likely that more progress will be made in our cities, and Glasgow and Edinburgh have a 30 per cent reduction target. The issue is how we make that shift in relation to the switch to electric vehicles. I know from talking to Councillor Gail Macgregor that she is a big champion of that policy, and we are keen to publish our joint report with the Convention of Scottish Local Authorities on how that can be done. We will do that by the autumn, as we have indicated in the climate change plan.

The issue that Councillor Macgregor reiterates is about behaviour more generally, across all car use, to encourage people to get into different habits and behaviours. As for demand management, there will be mechanisms that councils can use, at their instigation, such as those that the Labour-Liberal Democrat Executive passed way back in the early 2000s.

I agree with you. However, a lot of the issue is to do with the technology of the ticketing system, which ScotRail inherited from Abellio. ScotRail knows that it must make changes to it. You are not the only MSP who has raised the issue with me. A number of MSPs have, and they have given good examples.

When I meet Joanne Maguire, the MD of ScotRail, I will ask about progress on the issue. I think that ScotRail is trying to address the issue, but I cannot give you the detail of how it is planning to do that. Once I have spoken to ScotRail, I would be happy to provide more information or to ask ScotRail to contact the committee directly to explain how it plans to change things. We might not be talking about an overnight change, because it is a systems issue. I will ask ScotRail to brief you at the same time, Mr Simpson.

I am alert to the issue. I share your concern, because the current situation does not make sense. We need to make sure that we have a fare structure that is simple and that, when people buy tickets, they can have confidence that they are getting the best value, because that will help to drive people on to public transport and to make them switch from the car to rail.