In December 2022 the final STPR2 report was published. The draft report had appeared at the beginning of 2022 and a consultation process followed. In the expectation that consultation comments would have been taken on board and that the final report would show significant differences from the draft version, many happy hours were spent comparing the rail parts of the two documents side-by-side.

This proved to be a disappointing and largely fruitless exercise since the draft report's contents have mostly been replicated word for word.

It is possible to speculate about the significance of the few differences found. The Clyde Metro section has been completely rewritten and expanded, which suggests it's in planners' minds at the moment. The Aberdeen Rapid Transit section also has a little more detail.

The section about Highland Mainline Rail Corridor Enhancements has not changed and still "recommends a programme of enhancements, including new and longer passing loops with more flexibility, and permissible speed increases. This would achieve improvements to journey times and increases in capacity and reliability for passenger and freight services."

For those in search of more specific and encouraging plans the National Case for Change Report Appendix E: Options Sifted In for Further Consideration through STPR2, published two years ago, has many references to the Far North Line including:

• Improve the journey time of the Far North Line through the provision of passing loops, improvements in line speed and signal enhancements
• Enhance the capacity of the Far North Line
• Upgrade of the Far North Line rail corridor, track dualling, platform extensions and improvements
• Improve the rail junction at Georgemas
• Construct Rail bridges over the Dornoch and Cromarty firths on the Far North Line and direct trains to Inverness or even Inverness Airport
• Modernise the Far North and Kyle lines with more passing places e.g. Lentran, Kildary, Kinbrace, and Stromeferry. Provide all loops with motorised points to allow faster running. Speed up journey times with new hourly service frequency between Inverness and Invergordon
• Recasting of the Far North Line timetable to support tourism and day trips
• Far North Battery Locomotive Re-charge points - enablement of heavy freight to reach those parts of the network that will not be wired - preserves heavy freight capability (strategic requirement) to Far North / west coast locations for decarbonised freight (weight / distance)
• Route freight from Orkney and Shetland through Scrabster and onto the Far North Train Line
• Rail extension to connect the Far North Line to Scrabster Ferry terminal

And a detailed list of works needed on the line for freight:

• Minimum 2,896 mm high x 2,550 mm/2,600mm wide on FKA, IKA, IDA [Types of flat wagons for containers]
• RA8 Permissions [Route availability in terms of axle load and spacing]
• W9/W10/W12 with electrification [Loading gauge standards for structures on the line]
• Longer Loops, Length 640m
• Removal of RT3973 restrictions [Relating to exceptional loads]
• Journey Time Improvements/Better Paths
• Requirement for new or improved freight terminal facilities

In the introduction to "Initial appraisal: Case for Change - National - STPR2", from which the items above were extracted, it is stated that: "We're currently undertaking the second Strategic Transport Projects Review (STPR2) to inform the Scottish Government's transport investment programme in Scotland over the next 20 years (2022 - 2042).

STPR2 takes a national overview of the transport network with a focus on regions and will help deliver the vision, priorities and outcomes that are set out in the new National Transport Strategy (NTS2)."

We have no knowledge of the current status of the items listed above, except for the loading gauge alterations which are being co-ordinated with electrification work. FoFNL has a meeting with Network Rail in January where we will seek more information.