2 March 2013
Perth to Inverness plans should face multi-modal study
We have published our response to Transport Scotland's 'A9 Dualling Perth to Inverness' consultation:
Dear Sir/Madam:
We do not believe that any further expenditure should be outlaid on the A9 road from Perth to Inverness until a comprehensive multi-modal corridor study had been undertaken on this route. Indeed good practice would dictate that a full STAG appraisal should be undertaken looking at the various options for improving connectivity and providing sustainable transport options for the future on this corridor. Such a study would clearly need to look at options for improving the Highland Main Line rail route alongside any options for the A9 road.
At the present time we have a railway that is Victorian in nature but with the further disadvantage that it is mostly single track -- as numerous passing loops and sections of double track have been removed. In stark contrast we have a road that has already received extensive upgrades and has capacity to spare. Journey times by road are already much better than those by rail while the railway is running at or close to capacity.
At this point we would draw attention to the comments made by the First Minister in Inverness in August 2008 -- namely that "railways must at least compete with roads". We would concur entirely with these comments and regret that the improvements to the railway that he then promised have not been undertaken.
We now believe that the next steps should be a full STAG appraisal of the corridor examining in particular:
* Current journey times by road and rail between Inverness and Perth and onwards to Edinburgh and Glasgow
* Current modal share for passengers and freight on these routes
* Emissions generated by the two modes
* Safety on road and rail looking in particular at compliance with legal speed limits
* Comparative costs and associated benefits of investing in the road and rail routes.
Studies should clearly examine the opportunities that will arise for modal shift for both freight and passengers from road to rail by investment in the Highland Main Line. Such studies should also consider the improvements in safety that would be created by such modal shift and by ensuring compliance with existing legal speed limits. In our opinion the railway already works within a rigid framework of compliance which is clearly not the case on the road. In this context the benefits of installing average speed cameras on the road should be analysed as top priority.
Yours faithfully
Colin Howden
Director, Transform Scotland