Chamber and committees

The examination and assessment of the impact of introduction of the road equivalent tariff approach is the principal reason why we are carrying out a pilot. While the desk-based study has been very informative only a live pilot can determine what the impact of a road equivalent tariff scheme will be, not just on the pilot routes but elsewhere in the Clyde and Hebrides and Northern Isles networks. That assessment will be comprehensive and consider usage and revenue impacts as well as economic and social impacts.

The pilot scheme will be closely monitored to capture all the information we need to take decisions on future fares levels across the entire Scottish ferry network.

I refer the member to the answer to question S3W-10569 on 13 March 2008. All answers to written parliamentary questions are available on the Parliament''s website, the search facility for which can be found at http://www.scottish.parliament.uk/webapp/wa.search.

To establish a rate for passengers the consultants for the road equivalent tariff (RET) study considered passenger fares on comparable bus and train journeys in Scotland. In addition, they considered worldwide experience of RET. In provinces in Canada where RET is used, passenger fares are based on a percentage of the car rate. The consultants have suggested that a core rate of £2 plus 10p per mile represents a cost comparable to bus and rail travel and a fair percentage of the car rate.

Using a core rate maintains a link to the actual cost of providing and maintaining vessels and harbours. It is important that any scheme is affordable, not just for the pilot exercise but for any future roll-out.

To establish a fair rate for commercial vehicles the consultants for the road equivalent tariff (RET) study considered Road Haulage Association and Freight Transport Association rates. The suggested rate reflects a cost of £1.80 per mile for a 10-metre vehicle which is broadly comparable with the data provided by those organisations.

The current fare structure for commercial vehicles on the Clyde and Hebrides ferry service network is based on the length of the vehicle. It is clear that there is a strong correlation between the length and weight of the vehicle and the cost per mile of running that vehicle. The consultants recommended that the fare per mile for a commercial vehicle continues to reflect the length of the vehicle carried and also reflect the running cost of the vehicle. The new fare will therefore be a rate per metre per mile.

Using a core rate of £20 maintains a link to the actual cost of providing and maintaining vessels and harbours. It is important that any scheme is affordable, not just for the pilot exercise but for any future roll-out.

Consequently, the road equivalent tariff rate for a 10-metre commercial vehicle to travel one mile would be £21.80 and to travel two miles £23.60, not £201.80 and £203.60 as suggested in the member''s question.

The RET rate represents a significant saving for commercial vehicles using the pilot routes.

The consultants are currently finalising the first phase of the study into road equivalent tariff (RET). The report will include details of current fares and potential RET fares for all ferry services subsidised by the Scottish Government.

As a general principle, no fares would rise as the result of the application of the proposed formula.

I will ensure that you are sent a final copy of the report when it is available.

Scottish Natural Heritage have been involved in discussions about this research project and their comments are reflected in the Project Protocol. The Project Protocol has been made available to RSPB and the Raptor Study Groups and will be available on the Scottish Government website.

The Scottish Government is agreeable in principle to the issue of licences for a limited translocation research project. The purpose of the project is to assess whether trapping and relocation of sparrowhawks is a satisfactory solution to the problem of sparrowhawk predation on racing pigeons. The work will be carried out by an independent contractor. The contractor will be approved to fit rings to the relocated sparrowhawks. A Larsen trap will be used to catch the sparrowhawks. Live pigeons will be used to attract the sparrowhawks. The pigeons are not put at risk using this method, and conditions to protect their welfare and that of any trapped sparrowhawk are specified in the Project Protocol.

The Scottish Government has received representations in favour of a sparrowhawk translocation scheme from Alex Neil MSP and from the Scottish Homing Union. We have discussed the scheme with the RSPB, the Scottish Raptor Study Groups and the Scottish Society for the Protection of Animals. These three groups have expressed their opposition to the scheme.

I refer the member to the answer to question S3W-9937 on 12 March 2008. All answers to written parliamentary questions are available on the Parliament''s website, the search facility for which can be found at http://www.scottish.parliament.uk/webapp/wa.search.

I refer the member to the answer to question S3W-9937 on 12 March 2008. All answers to written parliamentary questions are available on the Parliament''s website, the search facility for which can be found at http://www.scottish.parliament.uk/webapp/wa.search.