Frequently Asked Questions

How many properties will this scheme affect?
By using existing infrastructure and road alignments as far as possible, Transport Scotland has been able to reduce the impacts on properties and land.  We do not expect to demolish any property. 

In terms of other impacts on property and land, these will be assessed in further detail as part of the next stage of development and reported in the Environmental Statement.  This will identify the amount of land required for the scheme and which areas will have to be acquired by compulsory purchase.

When will I know if my home/business will be affected by the proposed route?
Landowners whose land is required for the scheme are being contacted by the Forth Replacement Crossing team to explain the plans, the indicative route alignment and the options open to them.  Information is also being posted to property owners and occupiers in the immediate vicinity of the crossing from 11 December onwards.  If you are affected by the scheme and have not received this information please contact the Forth Replacement Crossing team using the contact details on this website.

What legislative route has been chosen to authorise the crossing?
The scheme will be promoted using a Parliamentary Bill which will be introduced to Parliament towards the end of 2009.  The Parliamentary Bill has been selected to allow the option to be retained to introduce the Light Rapid Transit system on the Forth Replacement Crossing, should this be desirable in the future.

Will consultation take place?
Transport Scotland is committed to engaging with stakeholders and the public throughout the project and has produced a guide Engaging With Communities to explain how people can  participate.

The next stage of consultation will take place through Public Information Exhibitions in January (see events) where the public will be invited to provide feedback on how the preferred corridor can be developed, in terms of detailed design and mitigation, to help inform the final proposals. 

Those final proposals will be taken forward through the Parliamentary Bill for authorisation, which will also include statutory public consultation.  Details of this are currently being developed.

Now and in the early part of 2009 the project team is specifically looking for feedback from stakeholders on refinements which could be made to the design of the connecting roads within the selected corridor and suggested mitigation measures.  Feedback can be provided in writing or via the website to Transport Scotland’s Forth Replacement Crossing team (see Feedback) or at the forthcoming exhibitions (see Events).  Please provide comments by Monday 23 February.

You can continue to provide general comments or raise any questions about the project with the Transport Scotland team at any time using the contact details on this website. (see Feedback)

What mitigation will be offered?
A range of mitigation options will be considered, including for example use of noise barriers and planting.  Mitigation design is part of the next stage of the process and the choice and level of mitigation will be informed by the specific impacts which are identified at each location and in consultation with affected landowners, homeowners and communities.

What are the compensation arrangements for landowners and homeowners affected by the scheme?
Those people who believe that they are affected by the scheme may wish to take legal advice as to the appropriate course of action in respect of their interests.

How will public transport (multi-modal facilities) be incorporated in the Forth Replacement Crossing?
Given the more positive prognosis for the condition of the Forth Road Bridge, it will now become the dedicated multi-modal corridor for public transport, rather than incorporating the public transport lane on the Replacement Crossing.  This strategy provides even more opportunity for public transport.

How many lanes will the Forth Replacement Crossing have?
The replacement bridge will be a dual two-lane carriageway providing two lanes in each direction with hard shoulders for breakdowns.

Will the new crossing increase traffic?
The Forth Replacement Strategy does not provide additional capacity for cars and positively encourages the use of public transport by providing a dedicated public transport corridor on the Forth Road Bridge.  Two lanes in each direction are being provided for general traffic on the Forth Replacement Crossing.

What is known about the condition of the Forth Road Bridge?
In February 2008 FETA reported that it would be possible to replace or augment the cables should this be necessary, although in practical terms, they concluded that this replacement work would not be feasible unless a replacement crossing were provided prior to the work taking place.

In July 2008 a second cable inspection found that the cables had continued to deteriorate and had now lost 10% of their original strength.  However, this rate of deterioration was less than had been expected.  The rate of decay suggests that HGV restrictions may need to be imposed at some time between 2017 and 2021.

Aside from the cabling issues, a number of ongoing and significant maintenance issues remain.  For the bridge to continue to carry the existing levels of traffic it would require replacement of main joints, deck resurfacing, extensive refurbishment to the deck stringer beam half-joints between each section of the decks, strengthening of the deck truss and upgrades to the parapets.

With a replacement crossing in place which will carry the main burden of traffic, the Forth Road Bridge will retain sufficient strength to act as a dedicated public transport corridor. 

Do we still require a replacement crossing?
Yes because even a fully refurbished and operational Forth Road Bridge cannot on its own provide the capacity and level of service required for the future.  The imperative for a replacement crossing remains in light of the vital importance of a Forth crossing to the Scottish transport network and economy.

What makes the replacement bridge more reliable and more resistant to climate and deterioration than the Forth Road Bridge?
The bridge will be of a modern design using the latest techniques and technology.  Key features which enhance reliability include:
• Using the latest, most durable materials
• The cables can be replaced with more ease than on the FRB – it can be done as part of normal maintenance works without closing the bridge
• A dehumidification system inside the box girder reduces moisture, preventing  corrosion
• Using modern paint systems on the structure
• Use of thicker road surfacing with longer surface life and which can be machine laid making it easier to replace

Will the new bridge be susceptible to closure in high winds?
Bridge technology and design has moved on significantly since the 1960s when the Forth Road Bridge was built and continues to develop.  Modern designs mean that estuarial bridges generally do not have to close due to high winds and the bridge will include the latest wind-shielding.  The second Severn crossing includes wind-shielding and has never been closed due to weather in 12 years.  

What other examples are there of two bridges operating in a similar way?
There are a number of examples of twin crossings in the UK including the Severn Crossing and the proposed Mersey Gateway.  However, this will be the first example of such a twin crossing where one crossing is completely dedicated to public transport.

Has the use of High Occupancy Vehicle lanes been ruled out?
The use of high occupancy vehicle lanes was studied further as part of the assessment process over the last year.  Although high occupancy vehicle lanes are successful in a number of cases where other traffic remains highly congested, there are no immediate plans to introduce it on the Forth crossing.  The immediate priority is to encourage more bus services and greater passenger up-take, with Light Rapid Transit a possibility for the future.

When might Light Rapid Transit be introduced?
A light rapid transit system between Edinburgh and Fife is one of the 29 projects being proposed as part of the Strategic Transport Projects Review which has identified projects for the period 2012 onwards.  Ministers are still to determine which STPR projects will be taken forward in what order. 

Why is heavy rail not being included in the bridge?
The Forth Rail Bridge and the rail network associated with it can still be significantly improved to increase capacity and services – there is no case for including heavy rail in the new bridge.  

Coal trains will be removed from the Forth Bridge by redirecting them via the new Stirling-Alloa-Kincardine line which opened in 2008, creating capacity for more passenger trains.   Longer passenger trains and improved signalling will also increase the frequency and capacity of the existing rail bridge.  Work on some of these measures is already underway.

Is the design of the bridge final?
This is the selected design for the bridge.  The next step is to develop the technical details in preparation for a tender competition.

What other options were considered for the bridge?
Since the announcement to parliament in December 2007 a range of cable-stayed bridge options were studied, including different solutions for the towers and the use of single or multiple decks.  The design has evolved over the last year to identify a solution which is both functional and aesthetically pleasing, taking on board comments from advisers such as Architecture and Design Scotland (ADS).

How high are the towers on the bridge? 
The top of the tower will be around 207 metres AOD (above ordinance datum), 145m above deck level.

How much higher is this than the FRB and the rail bridge?
This is 50 metres higher than the FRB main tower.

Where will the bridge cross the Forth?
The cable-stayed bridge will run within a corridor from the northern shore of the Forth, just west of the existing road bridge to the west of South Queensferry with the central tower located on Beamer Rock. See Maps.

How many options were considered for the road connections?
A number of different options were considered and shortlisted down to two principal options in the North and two in the South which were considered and compared in detail.  Information on the route selection process will be available at public information exhibitions in January.  See Events.

What decisions have you made about the junctions?
All junction designs at this stage are indicative.  Detailed junction design is part of the next stage of the process.

What are Intelligent Transport Systems?
Intelligent Transport Systems (ITS) refers to the use of technology to inform motorists of traffic conditions and regulate traffic flow. It supports Active Traffic Management (ATM) which encompasses a variety of measures including:
• Speed control and variable speed limits
• On-journey travel advice such as journey time information and use of Park & Ride facilities
• Ramp metering to control flow coming onto the main road from slip roads

Information is generally shown on digital displays on overhead gantries above the road.

Why has ITS been included in the scheme?
The current road connections to the existing bridge operate satisfactorily for the majority of the day currently and generally only suffer from congestion at peak periods.  The congestion is caused by the close proximity and number of junctions, particularly on the stretch between Halbeath and the bridge, which generate weaving and stop – start driving as vehicles change lanes and merge with the mainstream traffic.

ATM / ITS can be used to manage this in the problem peak period, representing a far more cost effective, proportionate and environmentally less damaging solution than road widening.

What are the environmental impacts?
Detailed analysis of environmental impacts and appropriate mitigation is part of the next phase of work.  So far, more than 20 different types of survey have been initiated which are required for the Environmental Impact Assessment.  Surveys are ongoing and include ecology surveys, landscape and visual impact surveys, geomorphology and hydrology, noise and air quality monitoring, cultural heritage and agricultural impact surveys.

The strategy is a sustainable approach and has the advantage of using existing infrastructure, avoiding superfluous development, conserving resources and materials and reducing land-take. 

How will you manage traffic during construction of the crossing? 
Precise details of construction traffic management will be considered in the next stage of planning in consultation with local communities and businesses.  A Code of Construction Practice will be drawn up for the project which will stipulate how access to the site should be taken, among other things.  There are likely to be limitations placed on the contractor stipulating roads which can and cannot be used for construction access. We plan to introduce ITS prior to the start of construction, to improve traffic management on the M90/A90/M9 corridor.

How will the crossing be funded and procured?
The project will be funded by the Scottish Government and discussions will be held with the industry over the next few months so that they are ready to respond efficiently to a tender competition later in 2009.

How much will it cost?
The estimated cost is £1.7 - £2.3 billion in outturn costs. 

What is included in the cost estimate?
This estimate is an outturn costs estimate based on the same principles / elements as the previous estimate of £3.2 - £4.2 billion.  That is:
• Bridge and approach viaducts
• Connecting roads which now also include costs for ITS
• Optimism bias adjusted to reflect the greater design knowledge
• VAT
• Cost of capital to Scottish Government

When will work start and when will it open?
The project is on schedule to start construction in 2011 and take 5 ½ years to complete, opening in 2016. See Timeline.

What is the next stage in the process?
Forthcoming works in 2009 will include:
• Public information exhibitions and consultation
• Environmental impact assessment and designing mitigation strategies
• Refining the design of the road connections
• Refining the design of the bridge, including testing windshielding options
• Detailed design of Intelligent Transport System measures
• Preparation of the Parliamentary Bill
• Preparation for a construction contract

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