The Friends of the Far North Line submits the following comments to the document "Inner Moray Firth Ports & Sites. Draft Strategy: 2050."

For over 10 years we have been the campaign group for improvements to the Far North Line to the benefit of the local user, tourist and freight customer. We work in partnership with the Highland Rail Partnership and the operators of Line. Our members include several of the Community Councils representing Communities along the Line.

We were very encouraged by the inclusion of so many references to the rail network around the Moray Firth. As friends of the Far North Line it has always been our contention that freight is the life blood of the Line and whilst it has been easier to work with those interested in the improvement of passenger services we have never the less attempted to make a contribution to the improvement of freight. History has proved that freight has not been the success story that passenger services have enjoyed, as shown by the success of the commuter services available and the increased service along the complete length of the Line.

We would urge that whilst carrying out this exercise every opportunity is taken to fight any proposals to introduce larger lorries weighing 60 tonnes or more and nearly 9m longer than current lorries. Hauliers must be made to realise that all roads radiating out of Inverness, other than the A9, (and even that road is questionable), are totally unsuitable to vehicles of this size and weight which would damage the road structure beyond economical repair. Hauliers of this size of vehicle should be made to realise that their loads must be transferred to smaller road vehicles or rail wagons. This will protect hauliers located in the north by ensuring that they can continue to use their existing 'small' vehicles and make a contribution to the economy of the Highlands.

Location of new communities; Evanton is located next to the Far North Line and therefore new housing should be associated with the re-opening of the station which might mean finding a new site. However we would suggest that it should be served by the local Invernet services rather than by the long distance trains.

We totally agree with the conclusion that high quality transport rail links with central Scotland are vital underpinnings for sustained regional and port development.

We agree with the expressed need for a long term plan to create an integrated public transport network serving the Inner Moray Firth with new rail halts, increased frequencies and improved rolling stock. FoFNL through HRP campaigned for improved rail services to the airport and we hope this is still on the agenda for early action. There must be integrated transport with fair systems devised for the fare structures with interchangeable tickets. However, new rail halts must not interfere with long distance services.

The draft strategy correctly identifies the urgent need to create much more freight capacity on the local networks. The Millburn Yard in Inverness is a pivotal hub for this and should be accessible to all existing and potential carriers. The proposed "Cross-rail" link road must not be allowed to limit freight terminal growth at Millburn. Doubling of tracks, further passing loops and improved signalling are all prerequisites to achieve this major growth in rail freight which is itself essential to relieve pressure on the roads. Any increase in freight traffic on the rail network around the Moray Firth must also allow for existing longer distance traffic such as the movement of oil tankers to the Lairg distribution point and for likely new freight flows to Caithness associated with retailing, the Icetech freezer traffic and longer term developments such as those proposed in Scapa Flow.

The rail network should have a major part to play in the movement of waste material around the Moray Firth and especially in any continuation of the distribution to landfill sites in the south and east. Trunk haulage should be by rail, not by unwieldy road lorries.

We fully support the construction of a rail spur into the Nigg site and welcome developers being encouraged to make contributions to the upgrading of the rail network onwards to Inverness.

We are following the proposed developments at Invergordon Delny with interest. We trust that maximum possible use will be made of maritime and rail transport rather than road. Further timber railheads on the Kinbrace model could be developed elsewhere on the Highland rail lines. It is also highly desirable that money be allocated to the improvement of the passenger facilities at Invergordon station.

We believe the Highland Deephaven site at Evanton should have considerable potential and it is disappointing to read that it is recognised that there uncertainties about the current project’s fundability.

We would welcome the improvement of rail services to the airport for both passenger and freight services and its use as a park and ride site for accessing Inverness.

We would suggest that Evanton would be a suitable location for the establishment of new communities given the green field opportunities north and south of the rail line to the east of the existing village.

This is the most crucial statement in the whole strategy. "Timeous availability of infrastructure is critical to delivery of any long term planning strategy. This must be addressed both within the Inner Moray Firth and in providing connections to the Central Belt and to Aberdeen.

We agree and support the improvement of a 24 hour rail connection with the south directly form Inverness and/or east via Aberdeen. Means must be found to fund the greatly improved rail infrastructure which the area so desperately needs. We suggested to the Executive (in September 2004) the creation of a Highland Counties Rail Track Scheme along the lines of the old Crofting Counties Roads Scheme which did so much to double strategic roads to the north and west. This would progressively add more passing loops and double track sections to the existing largely single track lines, and also improve the signalling systems. Useful starting points would be to reinstate the loops at Etteridge (near Newtonmore) and Ballinluig on the line to Perth and to redouble the lines from Inverness to Dalcross Airport and from Clachnaharry to Clunes (Kirkhill) to achieve much greater operating flexibility. These improvements would benefit both passenger and freight services and there needs to be some mechanism to join up the funding sources from both aspects. The lines through Inverness are all part of the EU designated Trans European Network and it should be possible to lever some European funding to Highland railways for almost the first time.

Care must be taken with any proposals to cross rail land that the future use of that land for rail purposes is not jeopardised.