Chamber and committees

There will be wide consultation and detailed pre-planning to minimise disruption to all vehicles. Whilst animal welfare is an important consideration, transporters will need to take account of potential delays at Kessock Bridge when they plan their journeys. It is not anticipated that traffic delays will be excessive once additional measures are in place and sufficient advance warning is provided for road users to help them better plan their journeys taking account of the roadworks on the bridge.

Early discussions have been held with a major bus operator. However, the successful bus operator must be selected using a competitive tendering process. The start of this process will be subject to the outcome of the planning approval process for a park and ride site and confirmation of dates for proceeding with the planned works.

The provision of school transport in Scotland is the responsibility of individual local authorities. Under the terms of the Education (Scotland) Act 1980, authorities have a duty to make such arrangements as they consider necessary for the provision of school transport and in so considering having regard to the safety of pupils. Provided an authority is fulfilling the terms of its legislative responsibilities under the act, there would be no remit for Scottish ministers to intervene in a local authority''s school transport policy.

There are no specific powers in the (Safety and Supervision of Pupils) (Scotland) Regulations 1990 to enable Scottish ministers to take action either against an education authority or a school bus operator.

In respect of technical evidence considered at the Inquiry, a Technical Assessor was appointed to consider the evidence on matters such as underground alternatives. I refer the member to his report, a copy of which is available in the Scottish Parliament Information Centre (Bib. number 50006), in which evidence regarding a number of strategic alternatives including undergrounding is discussed at Items 2.2 and 2.4. Evidence regarding technologies such High Voltage Direct Current (HVDC) and Cross Linked PolyEthylene (XLPE) was considered in this context.

Ultimately, however, the reporters conclude that overall, the case put forward by objectors for alternative routeing and/or undergrounding a section or sections of the proposed line in the Cairngorms National Park has not been justified.

Strategic alternatives to the overhead line, including undergrounding, were the subject of a great deal of evidence submitted to the Beauly Denny Public Local Inquiry. Evidence regarding the economic and technical feasibility of undergrounding was considered by the appointed Technical Assessor.

Local issues in respect of the Cairngorms National Park were considered at the Newtonmore local session of the Inquiry, and the findings of which are discussed in Volume 3 of the Inquiry Report. The reporters conclude that In certain locations the damage to habitats (including certain bird habitats) would be substantially greater if the line was undergrounded.

Ultimately, at para 9.7.15 of Volume 3 the reporters conclude that overall, the case put forward by objectors for alternative routeing and/or undergrounding a section or sections of the proposed line in the Cairngorms National Park has not been justified.

To mitigate the cumulative visual impact of the wirescape in the Cairngorms National Park, I have imposed a condition in the consent that requires the developers to submit proposals which must include the removal, or improvement of, sections of existing 132kV overhead line and associated apparatus within the Park. The total length of overhead line removed or improved within the Cairngorms National Park will be around 63km.

The information requested by the member is contained in the Beauly Denny consent document, a copy of which is available in the Scottish Parliament Information Centre (Bib. number 49996).

Traffic lights can reduce delays and improve safety at junctions and are also used to control traffic when reducing two lanes to one lane. Installing peak-time traffic lights on the Kessock Bridge or in connection with the proposed resurfacing works do not fall under either of these categories and would not be appropriate.

The proposed design and traffic management arrangements for the resurfacing works, which are estimated to start in Spring 2011, are currently underway. As part of that process Scotland Transerv, the Trunk Road Operating Company, that is taking forward the scheme on behalf of Transport Scotland will consult with a range of stakeholders, including locally-based tourism organisations and businesses on the timing and nature of the works to minimise any impact on their interests.

The traffic management layout for the works will be designed in accordance with UK standards and a speed restriction will apply for the safety of road users and operatives working on site. Road Safety Audits of the traffic management will also be carried out before and after the works.

Scottish ministers do not issue instructions to contractors on developments which are the subject of planning applications.

The Scottish ministers'' letter granting conditional planning consent to the proposal can be accessed from the following link http://www.dpea.scotland.gov.uk/Documents/qJ6139/J115724.pdf.