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INFRASTRUCTURE
188. The competitiveness of places depends on adequate investment in infrastructure. Improvements in transport infrastructure are needed to strengthen international links, tackle congestion, reduce journey times between our cities and support our rural communities. Parts of our electricity transmission network need to be strengthened if we are to realise the potential of our renewable energy resources. New facilities are needed for the more effective management and recycling of waste. Developing local heat distribution networks can help us achieve much greater efficiency in our use of energy and resources. To ensure the sustainability of these investments, the implications of a changing climate must also be considered. For example, greater investment in catchment and coastal management may be required to reduce the risk of flooding. In some areas the capacity of water and drainage infrastructure needs to be increased to support economic growth and regeneration.
189. The legislation makes provision for the National Planning Framework to be used to designate certain projects as national developments. Designation in the Framework is the mechanism for establishing the need for these developments in the national interest. The Government has indicated that major transport, energy and environmental infrastructure projects may fall within this category of development. In a statement to Parliament on 13th September 2007, the Cabinet Secretary for Finance and Sustainable Growth announced that projects which may be identified as national developments are those which:
- make a significant contribution to Scotland's sustainable economic development;
- strengthen Scotland's links with the rest of the world;
- deliver strategic improvements in internal connectivity;
- make a significant contribution to the achievement of climate change, renewable energy or waste management targets;
- are essential elements of a programme of investment in national infrastructure; or
- raise strategic issues of more than regional importance (projects with impacts on more than one city region, for example).
190. On the basis of an assessment against these criteria, the Scottish Government considers that the following projects should be identified as national developments (see Map 20):
1. Replacement Forth Crossing;
2. Edinburgh Airport enhancement;
3. Glasgow Airport enhancement;
4. Grangemouth Freight Hub;
5. Rosyth International Container Terminal;
6. Scapa Flow Container Transhipment Facility;
7. Grid reinforcements to support renewable energy developments;
8. Glasgow Strategic Drainage Scheme;
9. 2014 Commonwealth Games facilities.
Statements of need in respect of each of these projects are set out in the Annex.
TRANSPORT
191. Scotland needs an effective national transport infrastructure which will facilitate sustainable economic growth. A clear, long-term vision is vital because transport infrastructure takes a long time to deliver and has a lifespan measurable in decades. It also helps to give developers and transport operators the certainty they need if they are to commit to major strategic investments.
192. We need to make journey times faster and more reliable; make connections which build and sustain economic growth; provide travel opportunities for employment, business, leisure and tourism; and improve links between cities towns and rural communities throughout the country. The Scottish Government is committed to international efforts to promote more sustainable patterns of transport in order to minimise climate change and protect the global environment. A key challenge is to break the link between economic growth, increased traffic and increased emissions.
193. The strategic outcomes set out in the National Transport Strategy are to:
- improve journey times and connections, to tackle congestions and the lack of integration and connections in transport;
- reduce emissions, to tackle the issues of climate change, air quality and health improvement; and
- improve quality, accessibility and affordability, to give people a choice of public transport, where availability means better quality transport services and value for money or an alternative to the car.
194. Transport infrastructure commitments to 2012 include completion of the Stirling - Alloa - Kincardine rail link; implementation of the Airdrie - Bathgate and Borders rail link projects; new surface rail links serving Edinburgh and Glasgow airports; continuing improvements to Waverley Station; removing the bottleneck at the Raith junction on the M74; completion of the motorway network with work on the M74 Extension and upgrading of the A8 and A80 to motorway standard east of Glasgow; construction of the Aberdeen Western Peripheral Route; and provision of a second road bridge at Kincardine. The Government is also committed to expediting the replacement Forth crossing, and electrification of the main rail line between Edinburgh and Glasgow.
195. For the period from 2012 to 2022, the Strategic Transport Projects Review ( STPR) will develop a programme of interventions, based on an analysis of key corridors, the urban networks of Glasgow, Edinburgh, Aberdeen and Dundee and the strategic nodes of Perth and Inverness (see Map 15). The National Planning Framework is informed by the work being undertaken on the STPR, which will report to Ministers in the summer of 2008.
196. The Government is committed to making best use of the existing rail and road networks. That means that transport issues will need to be addressed from the outset in planning for future development. Development plan land allocations must take account of the availability of existing public transport infrastructure and the capacity of transport networks. Promoting higher densities and mixed use development close to public transport nodes will be important in urban areas. In rural areas, well developed local service networks can help to reduce the need for long distance travel. Where new transport infrastructure is needed to support economic growth, delivery mechanisms which maintain the balance between the scale of development and the capacity of the network will be needed. The Government is currently preparing guidance on transport appraisal and modelling for development planning and management.
External Links
197. Economic success will depend on good connections with the rest of the United Kingdom and global markets. Scotland's position on the Atlantic seaboard makes it particularly important to respond to the changing geography of Europe and the development of European markets. We also need to strengthen links with North America and the growing economies of Asia.
198. The European Union is Scotland's largest market for goods and the number of tourists from European countries is growing. The ESDP recognises the importance of strengthening West-East links in Northern Europe and the first Framework identified reviving historic links with the Baltic Region as offering particular potential. The economies of the countries of Eastern Europe are growing rapidly. With good connections, their expanding business and leisure markets can offer major opportunities for Scotland. The Government will ensure that the strategic needs of key national and international cargo and ferry links are taken into account in considering improvements in road and rail infrastructure.
199. The Scottish Government is strongly committed to promoting a shift to more sustainable modes of transport. However, given Scotland's geographical position, good air links are vital for international connectivity and competitiveness. Air links to their countries of origin are important to the people from Eastern Europe now contributing to the Scottish economy, and good international connectivity will be a crucial factor in encouraging more people to come to live and work in Scotland. The tensions between promoting air travel and reducing harmful emissions are addressed in more detail in the Environmental Report.
200. The UK Government's Air Transport White Paper, The Future of Air Transport, provides a strategic framework for the development of air transport to 2030. It recognises the economic and social importance of air travel, but seeks to minimise environmental impacts and ensure that, over time, the price of air travel reflects its environmental and social costs. The White Paper supports growth at Scotland's airports, including the development of new direct routes which reduce the need to connect through the congested airports in South East England.
201. Locational advantages mean that Edinburgh Airport is likely to experience a particularly large growth in traffic over the next 25 years. Land has been safeguarded for an additional runway and the Government has announced that a new airport station will be built at Gogar on the Fife rail line. The construction of the Dalmeny chord, a new line linking the Fife and Edinburgh - Glasgow routes, will allow trains between Glasgow and Edinburgh to stop at the airport station. An interchange with the Edinburgh tram link will facilitate onward travel to the airport. The West Edinburgh Planning Framework recognises the potential of the area in the vicinity of Edinburgh Airport as an international business location capable of attracting shared service centres for world-class companies.
202. Glasgow Airport will continue to grow to serve business and holiday markets. Preparatory work for the Glasgow Airport Rail Link has started and it is expected that the first trains will be running by the end of 2011. The Glasgow and the Clyde Valley Structure Plan safeguards land to meet the potential operational needs of the airport to 2030 and the possible requirement for a second runway. Prestwick has potential for further expansion and the establishment of associated service businesses. Development plans safeguard land for expansion at Aberdeen and Inverness airports.
203. The services offered by Edinburgh, Glasgow and Prestwick airports are in many respects complementary and there may be potential for strengthening connections between them. Linking our main cities and airports with higher speed trains could offer a much wider choice of destinations, allow mass passenger transfer between airports, and open up the South-West to more visitors. Increased capacity on rail services between Prestwick and Glasgow city centre will be the minimum requirement over the next 25 years.
204. Cross-Border road and rail links are of prime economic importance and congestion and lack of infrastructure outwith Scotland can have an adverse impact on access to Europe and other parts of the UK. The economic benefits of tourism can be spread more widely if more of Scotland can be brought within 3 hours of major English cities. There is a need to improve journey times and the frequency of rail services to key destinations such as London, Manchester, Leeds and Birmingham. Reducing journey times on routes between Aberdeen and Newcastle would improve the connectivity of knowledge economy clusters on the East Coast. The Scottish Government will work with the UK Government and other bodies to strengthen cross-Border transport links.
205. A regular and reliable 4-hour journey time on existing lines between Central Scotland and London would help to make the train more competitive with flying. London's high speed link to the Continent makes it possible for a journey such as Inverness to Marseilles to be completed in a day. However, the scope for further increases in speed on the existing rail network is limited. The Scottish Government will pursue discussions with the UK Government on the development of a high-speed rail link to reduce journey times between Central Scotland and London to under 3 hours and provide direct rail services to the Continent.
206. Grangemouth is Scotland's largest container port, with important European, Baltic and global connections. Approximately 9 million tonnes of cargo are handled through its dock facilities each year. Forth Ports is concentrating its Scottish freight business at Grangemouth and has announced plans for the construction of 1 million sq ft of warehousing. English, Welsh & Scottish Railway Holdings Limited plans to offer direct rail freight services to Continental Europe from Grangemouth. Grangemouth is also home to most of Scotland's petrochemical industry. Ineos has chosen it as the location for the largest biodiesel production plant in Europe and has plans for a bioethanol plant on the site. Improvements to strategic road and rail infrastructure are needed to allow the area to function to its full potential as an intermodal freight hub.
207. It is estimated that Scotland's existing container port capacity will be exceeded sometime between 2011 and 2013. A substantial area of reclaimed land immediately to the west of the Rosyth dockyard offers the opportunity to create a new international container terminal on the East Coast. The location can offer deep water berthing accessible 24 hours a day. It is accessible by sea, road and rail, making it suitable for multi-modal operations. There is potential for the port to handle both international traffic and coastal services from English ports. It therefore offers opportunities to transport a higher proportion of containerised freight by sea rather than road.
208. The European Union is promoting the development of a well-functioning and sustainable Trans-European Transport Network ( TEN-T) comprising roads, railways and shipping routes. The Ireland - United Kingdom - Benelux road link follows the A77 and A75 trunk roads via Cairnryan, Stranraer and Dumfries. In addition, Ireland's National Spatial Strategy recognises the potential for moving freight through Scotland to avoid congestion on routes to England's East Coast ports and the matter is being pursued by the British - Irish Council. At present, Irish freight traffic through Central Scotland must rely on the road links between the South West ports and Rosyth. The new road bridge over the Forth at Kincardine will help to strengthen this strategically important new route between Ireland and the Continent. However, moving freight by rail would be a more sustainable approach to developing Scotland's potential as a land bridge. Strengthening the rail link to Grangemouth, the creation of a new container terminal at Rosyth and the reopening of the Kincardine - Alloa - Stirling railway are important steps in that direction.
209. The Government is committed to supporting the expansion of direct ferry links from Scotland. The potential for a new ferry route between Kristiansund in Norway, Shetland, the UK and Continental Europe is currently being market tested by the partners involved. The Scottish Government and the Northern Ireland Executive are funding an economic appraisal of the case for restoring the ferry service between Campbeltown and Ballycastle.
210. The international trend is towards larger container vessels and few existing European ports offer the channel and berth depths necessary to accommodate the largest container ships. Against this background, the sheltered deep water locations at Hunterston and Scapa Flow represent substantial opportunities (see Map 16). Given the capacity constraints at other UK ports, they offer potential for developing new transhipment and gateway facilities linked to world shipping routes. The Ayrshire Structure Plan safeguards Hunterston for the development of an international transhipment hub. Orkney Islands Council is currently assessing the potential environmental impacts of establishing a container hub at Lyness on the island of Hoy.
Internal Connectivity
211. The Forth road crossing at Queensferry is a key element of Scotland's strategic transport infrastructure. It is vital to the economy of Fife, an essential link for the East Coast Corridor and crucial to the connectivity of Perth and the Highlands and Islands. The Government is taking forward its replacement as a matter of priority.
212. The Government is focusing on reducing rail journey times between cities and making best use of the rail network for commuting journeys into city and town centres. Electrification of the rail line between Edinburgh and Glasgow will allow up to six trains an hour between the two cities, with express services travelling from city centre to city centre in around 35 minutes, allowing Glasgow and Edinburgh to function as a single economic entity. Planned investment in all routes across Central Scotland could mean as many as 13 services an hour between the two cities within 10 years.
213. Expanding the capacity of the rail network to accommodate the projected growth in passenger and freight traffic will involve the use of longer trains, some new track, the provision of new and lengthened platforms, improvements in signalling and new information systems. To serve differing passenger needs, fast connections between the major cities will need to be complemented by services stopping at intermediate stations. Facilities which allow convenient interchange with other modes of transport will also be required. Planning policies should aim to maximise use of existing services, stations and terminals before considering the need for new ones.
214. The Government is committed to providing the additional capacity needed to support expanded services from Waverley Station in Edinburgh. There is a need to widen the range of services to and from our main cities and, in particular, to tie areas to the South and West of Glasgow more closely to the major centres of the Central Belt. Transport Scotland is undertaking a study of the feasibility of strengthening Cross Glasgow Connections.
215. While marginal reductions in short journey times are not as important to passengers as punctuality, reliability and comfort, significant reductions in longer journey times can deliver worthwhile economic benefits. Bringing Dundee, Aberdeen, Inverness and Newcastle closer to the Central Belt and Aberdeen and Inverness closer to each other can do a lot to strengthen economic relationships between the city regions. The scope for developing functional relationships is increased where travel times can be reduced below 60 minutes. Packages of measures have been identified to cut rail journey times between Inverness and Edinburgh by 45 minutes, and to cut 25 to 30 minutes off train journey times between Aberdeen and the Central Belt. The construction of a new rail line between Inverkeithing and Halbeath in association with the replacement Forth crossing would allow journey times through Fife to be reduced significantly.
216. For trunk roads, the Government is focusing tackling congestion where it affects journey time reliability, targeted enhancement of capacity, managing demand on the network and addressing the accessibility needs of rural areas. Work on the 5-mile M74 extension between Fullarton and the M8 at the Kingston Bridge is underway. The projects to upgrade the A8 between Baillieston and Newhouse and the A80 between Stepps and Haggs to motorway standard are both expected to be completed in 2011. The completion of the Aberdeen Western Peripheral Route in 2012 will relieve congestion in Aberdeen city centre and improve connectivity between the North-East and the Central Belt. The Government is committed to further improvements to nationally strategic trunk routes, including the A9, A96 and A77.
217. Connectivity is one of the key challenges facing island communities. While substantial progress has been made in providing bridge and causeway links to and between islands, overcoming the physical barrier of sea crossings remains a major challenge in the Highlands and Islands. Recognising the vital importance of ferry services in supporting Scotland's island communities, the Government has commissioned a study to establish the most effective and sustainable structure for a Road Equivalent Tariff ( RET) scheme, based on the evaluation of a pilot project for the Western Isles.
218. The Government will work with local authorities and the forestry industry to improve road access to forestry plantations to ensure that maturing timber can be harvested. It will also support Sustrans in the completion of the national cycle network.
Sustainable Transport and Land Use
219. Progress towards more sustainable modes and patterns of transport will involve reducing the need for motorised travel, developing quick and efficient public transport networks which provide attractive alternatives to car use, and strengthening rail and water-based freight distribution networks. The challenges for land use planning are to create urban environments which facilitate walking and cycling; to ensure that new residential development is well related to existing public transport networks and designed to accommodate the extension of public transport services; and to concentrate business and retail activity at locations which minimise reliance on the private car. The renewal of existing urban areas can help to counter the trend towards long-distance commuting. Park-and-ride facilities, the design of the urban environment and parking restrictions can help to discourage car commuting into city centres. National policy on the integration of land use and transport to achieve economic and environmental objectives is set out in the Scottish Planning Policy on Planning for Transport ( SPP 17).
220. To achieve a significant shift to more sustainable modes of travel, public transport services will have to meet the need for mobility and be fast, reliable and cheap. They will have to offer good connections and facilities for interchange and be supported by integrated ticketing and good passenger information systems. Integrated ticketing from gateway to destination and improved rail and bus services on popular routes could help to make our tourist visitors less dependent on the car.
221. Travel by rail offers the best alternative to the car for inter-city and long distance commuting journeys. Light rail, trams and buses are better suited to commuter and other trips within urban areas. Buses are the most frequently used and widely available mode of public transport. They are flexible and can be introduced quickly where new demand is identified. In many rural areas, they are the only viable public transport option. Buses - Moving into the Future sets out an action plan for the development of bus services in Scotland. There is likely to be scope for further ferry and hovercraft services for firth crossings and on coastal routes.
222. The City of Edinburgh Council plans to have the first part of its projected tram network, the line between Newhaven and Edinburgh Airport, operational by 2011. Clyde Fastlink, the dedicated bus route which Glasgow City Council is developing between the city centre and Glasgow Harbour, is designed to be capable of being adapted to light rail. The Government wants to make it possible for all spectators attending the Commonwealth Games to arrive by public transport or non-motorised means. A study commissioned by the North East Scotland Transport Partnership ( NESTRANS) is looking at how best to deliver Aberdeen Cross-rail, a project involving the provision of new stations and improved rail services between Stonehaven and Inverurie.
223. The Government is committed to developing incentives such as the Freight Facilities Grant and Waterborne Freight Grants to encourage the movement of a higher proportion by rail and water. It will be important to ensure that significant freight-generating uses are located as close to the rail network, strategic freight facilities and ports as possible. Research on sustainable freight facilities concluded that development of a number of interchanges at strategic locations on the transport network would help to promote modal shift. The Government and the Enterprise Networks have commissioned research on the need for and potential location of multi-modal freight hubs.
224. Of the 2,736 miles of rail track in Scotland only 23% is currently electrified. This results in a significant reliance on diesel trains which contribute significantly to CO 2 emissions. The Government will pursue the implementation of the medium-term programme of electrification identified in Scotland's Railways together with an extension to Grangemouth over the period to 2014. Electrification of the entire strategic rail network based on renewable and clean power generation would eliminate these emissions and the Government believes that that must be the long-term objective.
225. The canal network is currently an underused component of our transport infrastructure. It has links to some of Scotland's major ports and could be used to remove non time-critical freight from the road and rail networks if supported by the development of appropriate facilities. British Waterways Scotland is taking forward plans designed to stimulate greater use of the network and bring new life and mixed use development to the canal environs.
ENERGY
Electricity Transmission
226. The pattern of the existing grid (see Map 17) reflects the relationship of existing power stations to settlement. New capacity for the generation of electricity from renewable sources is being developed across Scotland. However, much of this is in remoter coastal and upland areas and requires to be transmitted to centres of population across the electricity grid. The capacity of parts of the system needs to be increased to facilitate this transmission. Given the long lead-in time for electricity transmission projects, much of this investment must be made soon to provide the capacity to meet future needs.
227. The electricity market regulator, Ofgem, has the role of approving, on the basis of an economic assessment, investment in potential upgrades proposed by the Scottish transmission owners. Ofgem has approved a number of transmission system reinforcements as "baseline projects". These include:
- the Beauly-Denny line project;
- the upgrading of the substation at Sloy;
- increased north-south transfer capability in Central Scotland;
- a new South-West Scotland transmission line; and
- the strengthening of the Scotland-England interconnectors.
The Ofgem assessment does not remove requirements for Electricity Act and planning consent. The proposed upgrade to accommodate windfarm developments in South-West Scotland is the subject of pre-application consultations.
228. In addition to the "baseline projects", the Scottish transmission owners have identified a number of further key system reinforcements. Sub-sea links from the Outer Hebrides, Orkney and the Shetland Islands will be essential to realise the substantial renewable potential of the island archipelagos. Upgrades to the existing Beauly - Dounreay, Beauly - Keith and East Coast transmission lines will be required. Central Scotland and Argyll are other areas where the transmission system needs to be strengthened. While grid reinforcement is likely to take place along existing routes, some new connections and route modifications may be necessary (See Map 18).
229. Map 20 identifies those reinforcements which the Scottish Government proposes to designate as national developments. In identifying these reinforcements, no assumption is being made about the need for transmission, or transmission routes, between Beauly and Denny. The need for such transmission is currently being considered, together with related issues, at a Public Local Inquiry and will inform Ministers' determination of SHETL and SP's application under section 37 of the Electricity Act."
Sub-sea Super-grid
230. The Scottish Government is committed to a strategic approach to electricity transmission and looking to how the system might evolve beyond the currently programmed land-based upgrades, with a particular focus on export. The interconnectors to England may require further upgrading if this potential is to be realised. The Scottish Government is working with the Republic of Ireland and Northern Ireland to investigate the potential for developing sub-sea cable routes to harness marine energy resources. It is also in discussion with the Norwegian government and the European Commission on proposals for a North Sea super-grid, to take electricity from Scotland and Norway direct to major continental markets. By connecting geographically dispersed regions, a super-grid would offer the additional advantage of smoothing out variations in output from sources such as windfarms as weather patterns move across Europe. The Scottish Government will use the consultation on the National Planning Framework to seek views on how a sub-sea super-grid might be developed, and to begin to consider its potential environmental effects.
Decentralised Production
231. More generally, the Government is keen to facilitate the development of a more dispersed pattern of energy generation and supply as part of the response to the climate change challenge. This will involve encouraging community and household heat and power generation, the decentralisation of generation capacity and the development of local heat networks. The efficiency of power stations can be substantially increased by capturing the heat produced by electricity generation to warm our buildings. Advances in technology which allow heat to be transmitted efficiently over longer distances create scope for developing heat networks based on some of our existing power stations. Harnessing components of the waste stream and other biomass offers the potential to develop new, smaller combined heat and power ( CHP) stations close to communities. In some areas, particularly in rural Scotland, wood or other biomass may provide the most appropriate fuels for local heating schemes. Investment in transmission networks may be required to facilitate more decentralised patterns of electricity generation.
232. Planning authorities have an important role in facilitating more decentralised patterns of energy generation and supply. They should take account of the potential for developing heat networks when preparing development plans and considering major development proposals, with a particular focus on locations not connected to the gas network.
WASTE MANAGEMENT
Municipal, Commercial and Industrial Waste
233. Scottish Government policy on waste reduction and management is currently being reviewed. However, the targets set by the EU Landfill Directive necessitate a move away from landfill, and a greater recognition of the substantial potential of waste as a resource. Currently, we have capacity to divert some 1 million tonnes of municipal waste from landfill. This will need to be increased to some 1.5 million tonnes by 2010, over 2 million tonnes by 2013 and some 2.5 million tonnes by 2020. Additional capacity will also be required to treat commercial and industrial waste.
234. The planning system has a crucial role to play in ensuring that facilities are delivered within timescales which allow waste management targets to be met. Local authorities will often have to work closely together to ensure that facilities are sited in the best locations, to identify the most appropriate transport options, and to avoid unnecessary duplication. Relevant considerations in siting will include the proximity principle, the transport network and the relationship of intermediate transfer and treatment facilities to tertiary waste management facilities. Modern treatment and transfer centres are contained facilities which can be accommodated on industrial estates. Where possible, they should be located close to the population centres they serve. They should be linked to tertiary waste management facilities in a "hub and spoke" arrangement, where possible by rail or water. Relevant national planning policy is set out in the Scottish Planning Policy on Waste Management ( SPP 10).
Radioactive Waste
235. Scottish Government policy on higher activity radioactive waste is currently being developed. However, in accordance with the proximity principle, it is likely that facilities to manage this waste will be required in areas close to the source of origin.
236. A proposal for a low level radioactive waste facility at Dounreay in Caithness to take waste from the decommissioning of the fast-breeder reactor is currently subject to the planning process. A further facility will be needed in the South of Scotland for radioactive waste arising from processes elsewhere. These facilities will be developed in line with the Policy for the Long Term Management of Solid Low Level Radioactive Waste in the United Kingdom published in March 2007.
237. Radioactive waste also arises from the healthcare sector, the oil and gas industry and educational establishments. At present certain types waste are sent to England because no disposal route exists in Scotland.
WATER AND DRAINAGE
238. The renewal of Scotland's water and drainage infrastructure by Scottish Water involves substantial investment over a significant period of time. It is therefore important to ensure that Scottish Water's long-term investment programme is based on a thorough assessment of needs, including the Government's priorities for economic development and area regeneration and environmental improvement.
239. Scottish Water is undertaking a £2.5 billion investment programme between 2006-10 and priorities for investment in water and drainage infrastructure between 2010 and 2014 have been identified. These have been set out in a Ministerial Direction to Scottish Water. Amongst these objectives, Scottish Ministers require Scottish Water to provide sufficient strategic infrastructure capacity to meet the needs of all estimated new housing developments and the domestic requirements for commercial and industrial developments over the period to 2014. Ministers will ensure in setting Scottish Water objectives for periods beyond 2014 that water and drainage infrastructure continues to take account for the country's development needs. Scottish Water is working positively with local authorities and developers to ensure that it prioritises the development of new strategic infrastructure in accordance with its quality investment programme, the spatial priorities identified in this Framework and the development priorities identified by local authorities in their development plans. The Planning Advice Note on Water and Drainage ( PAN 79) gives advice on the roles of Scottish Water, planning authorities and SEPA in the provision of water and drainage infrastructure to support development.
240. Generally speaking, lack of capacity in water and drainage infrastructure should no longer be a significant constraint or delay on development in Scotland, although small scale or single unit developments in some rural areas, including parts of the South of Scotland and the Highlands may experience delays.
241. In the West of Scotland, the Metropolitan Glasgow Strategic Drainage Partnership has a key role to play in facilitating regeneration on the east side of the Glasgow conurbation, including realising the potential of the Clyde Gateway and delivering the facilities for the 2014 Commonwealth Games. Substantial investment in water and drainage infrastructure will also be required to support expansion in the A96 Corridor between Inverness and Nairn, and the expanded communities to be served by the Borders rail line.
FLOODING AND WATER RESOURCE MANAGEMENT
242. The projected increase in flood risk as a consequence of climate change has implications for the siting of new development and the protection of existing development. SEPA has launched an internet based map of areas at risk from flooding. This will help to inform decisions on the location of development and the provision of flood mitigation and attenuation measures where vulnerable sites have been selected for development. The Government is keeping the Scottish planning Policy on Planning and Flooding ( SPP 7) under review.
243. The Government is committed to an integrated approach to the management of water, including environmental protection, public health, flood risk management, the supply and drainage infrastructure required for development, and aquaculture. Improving the quality of the water environment can deliver substantial amenity and recreational benefits and contribute to urban regeneration. The Water Environment and Water Services Act 2003 provides a framework for the sustainable management of water resources. Comprehensive River Basin Management Plans ( RBMP) are being prepared, based on the analysis of all human impacts on water systems. The plans will be published in 2009, and will set environmental objectives for individual water bodies. There will be a need for effective interaction between development plans and River Basin Management Plans in this strategic approach to water management. Work is planned to review and enhance interactions between the two systems in 2008.
244. Sustainable catchment management measures have an important part to play in providing long-term solutions to problems of flooding. By taking a joined-up, source-to-sea approach, we can minimise the risks to people and property and tackle the causes and effects of flooding. Flood risk can be reduced by slowing the flow of water to burns and rivers by increasing the capacity of natural features such as wetlands, meanders and flood plain woodlands as well as by engineered flood protection structures. Canals can also play a valuable role in catchment management and flood risk reduction. As part of its climate change adaptation programme, the Government will bring forward legislation in 2008 to provide the framework of the development of sustainable flood management throughout Scotland. Local authorities and SEPA will work together to produce flood management plans identifying potential trouble spots, the communities at risk and a package of measures to lower the risks.
COMMUNICATIONS TECHNOLOGY
245. The planning of major infrastructure projects such as railways, roads, tunnels, pipelines and electricity cables should take account of opportunities to extend the digital communications network.
246. Research on next generation broadband has concluded that there is currently no business case for Government intervention to support the extension of private high bandwidth services, given that their primary application appears at this stage to be in the field of home entertainment. There are, however, continuing efforts to improve digital connectivity in the public sector, including health and education facilities and local authority premises. For example, the Pathfinder projects are delivering high-capacity broadband to all schools (and many other public sites) in the Highlands and Islands and the South of Scotland, with a Government contribution of £70M.
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