On the success or failure of the Queensferry Crossing
The old bridge had two lanes going in both directions and the new bridge has the same. So I didn’t see an improvement. There were queues with the old bridge and there are queues with the new one.
Ev e n t u a l l y I decided to move to a different hospital. It now takes me about 25 minutes to get to work. I use the Clackmannanshire Bridge. It can get busy but at least you don’t have to queue for ages. And I save a lot of money on fuel.
The Forth Crossing is a vital ro u t e f o r many Scottish companies trading across the UK and beyond, so it’s essential that delays are kept to a minimum.
But recent figures tell us that more people are using the bridge than in previous years, which is no doubt a major contributor to the congestion drivers face at peak times. Some would say this is more an indictment on public transport than on the design of the bridge or local road infrastructure – others may say something different. Whatever the reasons, traffic jams are bad news for everyone. And for our industry that can mean the difference between staying in profit that week or making a loss.
But we have to acknowledge a benefit the Queensferry Crossing has given drivers over its predecessor. It’s remained open on more than 30 occasions when the old Forth Road Bridge would have been shut by poor weather. This has allowed hauliers to continue their journeys without costly delays and detours squeezing their incredibly tight margins. Of course it’s hard to quantify just how much that’s saved the economy, but it’s a boon to businesses nonetheless.
The Forth Replacement Crossing project was promoted on the basis that any future increase in demand for cross- Forth travel should be met by public transport. This is consistent with our commitment to sustainable transport and encouraging greater use of public transport.
We are already seeing successful outcomes from the public transport corridor with an increase in demand at Ferrytoll and Halbeath Park and Ride, increased bus patronage and an average 500 buses using the Forth Road Bridge each day.
Jo u r n e y times between Ferrytoll and Newbridge are up to 40% better for bus users at peak times when compared to the car. These improved journey times and reliability, along with the increased frequency of bus services, should encourage more people to use public transport.
We have increased capacity of cross- Forth rail services and £ 70m is being invested for the reopening of the Levenmouth railway in Fife. A further £20m is being invested in public transport in the West Edinburgh area.
The new bridge is meeting its primary aim of delivering more resilient and reliable journeys over the Forth. Its windshields have allowed it to stay open to high- sided vehicles on over 30 occasions when the Forth Road Bridge would have closed.
At this stage we cannot assume the recent level of traffic growth will continue. The increase in cross- Forth traffic from 2014 to 2018 is not exceptional in terms of network-wide traffic growth.
As a modern structure better able to withstand the worst weather, the crossing will be open far more often than the existing Forth Road Bridge that it replaced.
Another key improvement from the Forth Road Bridge is the incorporation of hard shoulders to facilitate breakdowns and maintenance activities.
The Queensferry Crossing also uses smart motorway technology, such as variable speed limits and electronic message signs. Traffic can be monitored and managed, helping to minimise delays. Together, these upgrades provide greater reliability for users and lowers carbon emissions by reducing congestion.
We know that our transport system needs to be sustainable and accessible if it is to stand up to 21st- Century challenges, including climate change and population growth. Scotland’s public transport infrastructure needs to be improved, particularly in connecting up all travel networks so that users can more easily get from the very start to the final end points of
their journeys.