To ask the Scottish Government whether it will provide further details of its position on the reintroduction of peak fares on ScotRail trains. (S6O-03670)

All MSPs and the public can read the report evaluating the peak fares removal trial on Transport Scotland’s website and I would encourage them to do so. Although there was a limited increase in the number of passengers during the year, the scheme did not achieve one of the key aims of encouraging a significant modal shift from car to rail. It mainly benefited those people who already used rail, saving them hundreds if not thousands of pounds through subsidised discounted fares and, although some lower-income passengers benefited, it was mostly middle to higher-income passengers who did.

Given the financial challenges that we face and the significant additional subsidy that is required to continue the pilot versus its limited contribution towards the Government’s missions of tackling climate change and child poverty, the pilot will end on 27 September. To mitigate the impact, we are reducing the cost of season tickets and flexipasses by 20 per cent, and I encourage all members to promote that.

The cabinet secretary clearly does not understand the economic argument that the cost for someone who lives in Edinburgh to go to Glasgow will go from £16.20 to £31.40, which will simply force more people into their cars. Was a proper economic and environmental study carried out? If so, will it be debated in Parliament before the final decision is made?

The decision has been made. It was always a trial. In fact, we extended that trial not just once but twice. I was keen to see it succeed, which is why it was extended until September.

I will give an example of the promotions that I have already outlined in Parliament. A Glasgow to Edinburgh return is currently £16.20 all day; with the offer that has just been announced for 20 per cent savings on season tickets, a return will cost the equivalent of £14.82 per day for an annual season ticket holder if they are travelling five days a week. For those people who use a flexipass, that same return journey from Edinburgh to Glasgow will cost £21.25. Those discounts, from September, will offset the current situation between peak and off-peak fares. A £16.20 off-peak fare is very attractive compared with the figures that have been cited today.

I will try to take a further couple of supplementaries, but they will need to be brief, as will the responses.

My constituents are interested in the actual costs of their commute. Will the cabinet secretary set out what savings are available to the average commuter from Paisley using popular routes?

The specific savings that are available will be individual to the commuter and the route that they commute on. With the 20 per cent discount on season passes, for those commuting to work more frequently, it means that the equivalent fare per journey is, in some cases, lower than the off-peak fare and, in all cases, cheaper than paying for day-return tickets at any time.

Alternatively, flexipasses offer savings for those who do not commute regularly or frequently. Flexipasses consist of 10 tickets over a two-month period. For passengers on the Paisley Gilmour Street to Glasgow route, who currently enjoy a £4.90 all-day fare, if they travelled five days a week on an annual season ticket, it would be the equivalent of £3.25 per day. For those who travel less regularly and would prefer a flexipass, a daily fare would be £4.85, compared with the peak fare of £7.20.

I hope that the cabinet secretary will reflect on the deep disappointment of thousands and thousands of people across Scotland at the return of peak fares. Scrapping peak fares led to an increase in passengers—around 7 per cent—and more income for ScotRail. If bringing back peak fares results in passengers abandoning train travel, that will mean less income for ScotRail. If that happens, will the cabinet secretary consider reversing the position?

I have already said that I was personally disappointed that a successful evaluation was not reported. The 6.8 per cent increase in use was at the maximum level. At the lower level, the assessment was less than 3 per cent. Unfortunately, the increase in journeys was at the beginning of the pilot; latterly, it tailed off. The assessment was made around the beginning of July, so it does not include the disruptive period. However, I have also said that, should the United Kingdom Government start to invest more in public services—and we get consequentials—I am open to reconsidering the position.