NotATrainspott
Established Member
- Joined
- 2 Feb 2013
- Messages
- 3,223
The 'business case' will take into account social and environmental benefits. When a scheme fails the business case test, that isn't necessarily because the social and environmental benefits are discarded. Rather, it may just be the case that there's a better way to spend the same or less public money (i.e. taxes or borrowing) to get the same or more social or environmental benefit. This unfortunate fact is one of the main killers for rail-based schemes, and why Transport Scotland's processes start with end results rather than technical solutions. For instance, the environmental benefit of adding another rail branch may be marginal compared to the benefit of using that same cash to string up more electrification faster. The social benefit for a small community will likely be better in most cases by subsidising a more comprehensive bus service. A ScotRail through-ticketed and integrated-timetable bus link can deliver most, if not all, of the benefit a dedicated rail link could ever bring to many areas. Indeed, just putting money into better bus services in general will do a lot more for a lot more peoples' day-to-day lives.
Rail is more effective than other modes of public transport only in fairly limited, but not uncommon, circumstances. It's great for getting people from exurbs and outer suburbs into a dense urban core, and it's great for medium-long distance routes where flying isn't a viable alternative while driving becomes uncomfortable. If a proposed scheme fits into that basic pattern then it's normally got a fairly good chance. New stations along a line can be a lot more marginal if there's excess timetable capacity and opportunity for even a modicum of new development, like at Robroyston.
Rail is more effective than other modes of public transport only in fairly limited, but not uncommon, circumstances. It's great for getting people from exurbs and outer suburbs into a dense urban core, and it's great for medium-long distance routes where flying isn't a viable alternative while driving becomes uncomfortable. If a proposed scheme fits into that basic pattern then it's normally got a fairly good chance. New stations along a line can be a lot more marginal if there's excess timetable capacity and opportunity for even a modicum of new development, like at Robroyston.
