Answer: Transport Scotland has engaged a firm of consulting engineers to investigate alternatives at Berriedale Brae's on the A9, 10 miles north of Helmsdale. Several options have been assessed and these are being considered in the Strategic Projects Transport Review ( STPR) which will report back in the summer of 2008 and will outline Scotland's future programme of investment from 2012 for the next ten years.
Since the STPR will take some time to report, a temporary scheme is being considered to improve the passage of heavy goods vehicles through the tight bends, particularly for northbound vehicles. These proposals include the use of vehicle-activated signs and or signals and are will be discussed with Highland Council in the coming month. Until these consultations are complete it is not possible to provide more information at this time. Funds for transport projects are limited and we must therefore target these resources to gain maximum benefit. Given the strategic nature of proposals on the rail network, we would expect the regional transport partnership in the area concerned to have identified the need for possible rail proposals through the development of its regional transport strategy. Rail proposals which require Scottish Executive funding or support need to be identified through the process as set out in the Scottish Transport Appraisal Guidance. Potential interventions will be subject to a rigorous assessment of their value for money and affordability and may subsequently be considered, depending on the strength of case, through the Strategic Transport Projects Review. In addition, the Highland Room for Growth Study considered, amongst other routes, the Far North Line (Inverness to Thurso and Wick) for potential development. The aim of the study (for each line of route) was to: · Analyse present timetables which operate over the routes, recommending where improvements could be made and how more efficient use of existing resources might be managed; · Discuss the possible enhancements to train services, as laid down by the clients and consulted bodies, and what solutions may be required from a line capacity point of view; · As a result of desired increase to train services to discuss the essential engineering requirements that will need to be considered to attain the desired line capacity to make timetables robust; and · To provide an estimateof the associated costs of both provision of additional resources to operate the enhanced services and provision of certain engineering solutions that have been brought forward for consideration. The Highland Room for Growth Study considered the Dornoch Crossing. The cost was high and the benefits low resulting in a low benefit to cost ratio. Consequently Transport Scotland is not considering any further action on this crossing. Wick Airport is operated by Highlands and Islands Airports Ltd ( HIAL), a company owned by Scottish Ministers and resourced by the Scottish Executive. HIAL and the Executive are working together to continue improving the list of air services available from Wick and in the Highlands and Islands more generally. In addition, as a Scheme which reduces the cost of air travel, the Air Discount Scheme has proved popular with local residents since its introduction in May 2006. In 2006/07, nearly 33,000 passengers flew to and from Wick Airport, an increase of 6% on the previous year. The Executive's ports policy reflects the fact that the ports industry operates in a competitive, commercial environment and ports infrastructure should be commercially funded. The exception to this rule is lifeline ferry services to the Highlands & Islands which are not commercially viable and dependent on subsidy. The bus market operates largely on a commercial basis and service provision is generally based on passenger demand and financial viability. Under these arrangements, individual operators determine service routes and frequencies entirely at their own discretion. Beyond these commercial decisions, local transport authorities are responsible for ensuring that bus services in their area meet local needs. Under the Transport Act 1985, they have a duty to identify where there is a social need for particular bus services and to subsidise these at their discretion. Whilst the Executive provides substantial resources through the local government finance settlement for this purpose, spending decisions are taken by the authorities themselves based on local needs and priorities. We fully recognise the challenge in running bus services in rural areas due to the geographically disparate population and lower passenger numbers. In implementing the Bus Action Plan we are working with operators, transport authorities and other industry stakeholder on a range of policy measures to improve the quality of bus service provision across the country. This includes more effective transport planning and a review of Scottish government funding for bus services. |