2.  Aims & Objectives  To reinstate a railway station at Beattock.  To increase tourism in the Beattock & Moffat area  Environmental - access to the rail network to use the train other than a car & bus.  Accessibility of Job & leisure opportunities in the cities.  To ensure an integrated transport service runs from Moffat  Feasibility of a freight facility at Beattock  Economic regeneration of Beattock & Moffat and surrounding region overarching all of above.

3. BSAG is convened on the basis of conviction that having assessed public demand, Beattock station will re-open and the purpose of the group is to prepare for the opportunity, when it arises.

4.  WCML south of Carstairs not part of Scotland Network.  No ScotRail commissioned services (although Lockerbie Station is managed by ScotRail).  Services at Lockerbie Station provided by two franchises: InterCity West Coast Franchise (Virgin) TransPennine Franchise (First)  Specified by Department for Transport  ScotRail Franchise due for renewal in 2014  More stops at Lockerbie from 2013 by TPE

5. POLITICAL STRUCTURE Transport a devolved function under the devolution settlement. ScotRail services commissioned by Scottish Government/ Transport Scotland. Corresponds with red areas on map. WCML services commissioned by UK Government/Dept. for Transport.

6.  Important to ask the right questions  Careful consideration taken  Over 500 completed  Close this round of research 30 th June  Prepare full report of findings for October  Present information to South West of Scotland Transport Partnership (Swestrans)  Forward update of Atkins Report (2004)  Scottish Transport Appraisal Guidance (STAG) Study – Detailed Business Case – (Must ask the right question! – can only be completed by a Local Authority)

7.  Examination of railway timetables confirmed that a new local service was feasible  Annual cost of operation £2.375 million (2004) for a local service  Stops at Beattock anticipated at 25 passengers per week  This is below Network Rail (rule of Thumb) 100 per week  Strict economic case is not strong  Environmental and safety objectives show positive returns  Wider economic impacts show potential  Significant wider benefits not least to stem de-population  Business case not strong enough

8.  Region Wide Rail Station Strategy  Study commissioned by SWestrans 2007  Includes consideration of Potential for a New Station at Beattock.

9.  Reduce CO2/Climate change emissions from transport.  Compete with / encourage modal shift from domestic aviation.  One hour communing time to cities  Achieve faster end-to-end journey times.  Make best use of limited capacity.  Maximise Benefit/Cost Ratio of £9 billion spent on WCML upgrade!  NEGATIVES to reopening Beattock  = Pressure for limited stopping at ALL intermediate stations.  Lockerbie is the lowest demand station on the WCML route.  Increased service from Lockerbie 2013

10.  Its nearly 10 years since the Atkins Report – business case will have higher profile  Alternate stops for Lockerbie & Beattock  Next franchise will be operated by 110mph Class 350 EMUs. (electric not Diesel)  Virgin Pendolinos currently traverse Beattock Summit northbound (uphill) at 100mph, the new Class 350s will actually be able to keep time with them.  350 EMU’s are capable of accelerating to full speed in about two minutes  To suggest reopening Beattock would lead to a reduction in service frequency is misleading. There is space in the schedule  Any argument about time slots at Glasgow and Edinburgh is again completely misleading. There is no difference to the number of trains arriving at these stations whether they stop at Beattock or not. If a stop at Beattock adds five minutes to the journey, then a different arrival or departure slot is given.  There are no Track or Signal changes needed to reopen Beattock

11.  Station at Beattock would serve Moffat and surrounds.  More passengers paying fares.  But some abstraction from Lockerbie.  BUT  Costs 5 minutes to stop train.  DfT uses a ‘Value of Time’ in £s per passenger.  Costs more to stop than revenue added.  And trains are at/near capacity anyway.  Local Service on WCML does not meet DfT or TOC objectives.  Would have to be commissioned by Scottish Government/Transport Scotland.

12.  Station reopened in line with freight facility for Beattock  Revisited timber haulage option with Stobart Rail  Landowner supported but Stobart already heavily invest in Carlisle  Scottish Governments Freight Facility grants can provide up to 75% of costs  No significant partner available to progress  Have not given up on this!

13. Included in Regional Transport Strategy Delivery Plan. Review recent successes: Borders Rail, Laurencekirk, Campaign jointly with other existing/potential station locations. Political champions at Holyrood. Scottish Transport Appraisal Guidance (STAG) Study – Detailed Business Case – (Must ask the right question!) Complete research to put a business case to Swestrans to enable a STAG report Contact TPE to revisit a conversation with its executives Continue to fund raise and gather local support