T HE White Paper on the Distribution of Industry (Cmd. 7540
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of 1948) recalls that the problem of restoring some degree of prosperity to the Highlands and Islands of Scotland has engaged the attention of successive governments. In 80 years the seven " crofting counties" (Argyll, Inverness, Ross and Cromarty, Sutherland, Caithness, Orkney and Zetland) have lost some 200,000 people by migration overseas or to more prosperous districts. The remaining population has difficulty in many places in supporting itself and the percentage of unemployment and underemployment is high.
The report goes on: "The revival of Highland economy depends to a large extent upon the development of the basic industries of agriculture, forestry and fisheries; upon the exploitation of the water power resources of the area: and upon the encouragement of the tourist traffic. . . . A great deal is already being done, or has been planned, to achieve these ends. . . But there remains the problem of establishing and fostering in appropriate centres in the Highlands and islands the kind of industrial developments which are suitable to the area, and without which a stable population enjoying a reasonable standard of living cannot be maintained.
A Development Area "The Board of Trade have accordingly reached the conclusion . . that especially in view of the prospects for industries using hydro-electricity, there is a case for making Development Area powers available in a district chosen because of its suitability as a focal centre of industrial development for the Highlands as a whole and not merely because of its local unemployment. The area selected is that bordering on the Cromarty and Beauly Firths and including the burghs of Inverness, 'Dingwall, Invergordon and Tain."
The -Board of Trade, in considering what can be done for the Highlands, was confronted with the difficulty (which did not arise in any development area previously scheduled) of providing work for a number of unemployed spread thinly over a very wide area. As the greatest number of unemployed is to be found round the Cromarty and Beath Firths, it was inevitable that that area should be first considered as one to which it is desirable to attract industry, especially as it is on the main line of communication to the south.
The total population in 1931 of the development area was only 62,000, of which the four burghs accounted for 32,300 (Inverness 26,000: Dingwall 3,000; Tain 1.700: and Invergordon 1,600).
The coast in these parts is deeply indented, as will be seen from the map, and magnificent natural harbours are so formed. There is, however, no great sea trade, although a certain amount is done at Inverness. and the Navy has, in the past, made great use of Invergordon. The flat belt of land round the coast is extremely fertile, but a few miles inland it gives way to the steep ind infertile mountains.
13, It is here that several hydro-electric plants are under construction, notably at Loch Affrick and Loch Fannich. The district is, therefore, assured of a plentiful supply of fuel and power at a reasonable cost, which should compensate for the lack of locally produced fuel and the high cost of transporting it from the south. What is not assured is an adequate supply at a reasonable cost of raw materials for any .likely new industry (with one or two exceptions, referred to later); and a readily accessible market for the finished products.
In South Wales and Central Scotland, on Tyneside, and to some extent in West Cumberland, there is a ready made market in the development areas themselves for much of the new production which has been started. But this cannot be the case round Inverness, and it is obvious -that the success of the scheme depends entirely on the transport facilities for both raw materials inwards
and finished articles outwards. Unless industrialists can be satisfied on this matter it seems doubtful if they will be attracted.
Such factories as already exist in the areas (with the exception of Resistance Welders at Inverness) have at least the raw materials handy as they are engaged in distilling, food production and cloth weaving. Resistance Welders was established in Inverness because of the local family connections of its directorate, but its management is quoted as having complained that whilst the freight on its machines from Glasgow to Bombay is £6 per ton, it costs ,18 10s. per ton to get them to London.
The planting scheme, which aims at employing 5,000 men for 10 years in afforestation, would seem a much more practicable way of aiding the Highlands than the attempt to introduce manufactures. There has been talk of building a new iown at Invergordort. but to the unbiased observer it seems incredible that such a scheme should be regarded seriously.
The configuration of the country has, naturally, had a marked effect on the communications. Northwards. the deep indentations of the firths have made great sweeps inland necessary by both road and rail, while to the south there is only one route if the long detour round the coast is to be avoided. The Caledonian Canal cannot be regarded as of any great importance in the development scheme.
Northwards from Inverness, the railway runs to Wick and Thurso, with a branch eastwards from Muir of Ord to Fortrose and another long one from Dingwall down to Kyle of Lochalsh, the Port for the Hebrides. There are six trains daily in each direction between Inverness and Tain and an additional one between Inverness and Dingwall and on to Kyle. All carry parcels.
Southwards there is the main line to Perth via Carr Bridge with a longer alternative via Forces Ithe two Joining at Aviemore) and the route to Aberdeen via Keith. Passenger services via Aviemore are fairly good,
with eight trains a day up and six down, including two sleepin' g cars and three dining cars in each direction, but it is a common complaint that communication with Aberdeen is unnecessarily slow.
Seven freight trains in each direction run north of Inverness; south to Perth there are eight up and nine down, one in each direction being express. For the type of traffic that is likely to emanate from the district, if suitable industries be attracted, the important train for Tain and Dingwall would seem to be that leaving Helmsdale at 2.40 p.m. and arriving at Inverness at 8.55. There is a departure from Inverness at 9.10 p.m. (presumably either the same train or a connection), and this reaches Perth at 4.20 a.m., so that next-day delivery in Central Scotland and the second day in the principal English towns should be possible.
If connection be not made with the 9.10, ex Inverness, goods would not reach Perth until 9.20 a.m., so missing the next day's delivery even in Central Scotland. Factories established in or near Inverness would be much better off as they could get their traffic away to catch the 5.55 express goods due in Perth 11.35 p.m. It should be possible with this service to secure next-day delivery in the north of England and on the second day to reach the London area. In addition, it is hoped soon to put on a block train direct to Carlisle and the south.
The following figures, which are for 1947, indicate the present volume of railborne traffic in the development area:—
described the passenger-transport , Ltd. The accompanying article deals with passenger and goods the Highlands generally.
It must frankly be admitted that road transport cannot possibly offer a service to the south to compete with the railway. It is 172 miles from Inverness to Glasgow and 183 to Edinburgh, and such hard going that it is unlikely that next-day delivery could be given south of those places if. indeed, so far. The coastal belt round to Aberdeen offers a better prospect for road transport as Aberdeen is only 105 miles away by the shortest route.
There is already. a considerable movement by road along this stretch, but mainly only of local traffic in bulk loads. Charles Alexander gives a service for smalls within 20 miles or so of Aberdeen, but beyond that the only regular carrier services are those of McKechnie and Buchan, of Elgin (running between Aberdeen and Elgin), and Will's Transport, Ltd., of Forres.
The last is the concern likely to be affected by any development in Inverness, as its vehicles leave Aberdeen in the evening for Forres and give next-day delivery to all the places between and including Forres and Inverness. This undertaking, which will be acquired by the B.T.C. in June, operates one Foden 10-tonner and four Albions (one 10-tonner, two 8-tonners and one 5-6-tonner). Three Vehicles are based on Aberdeen and two on Forresi 986 Goods Vehicles in Development Area
Actually, in the development area there are based 96 A-licensed vehicles and trailers (including 10 contract), 150 B and 740 C Fleets are small, there being only 25 operators with more than five vehicles and these are nearly all C licensees This is also shown by the fact that the Road Haulage Association has 44 members in the area, without claiming to be 100 per cent. strong.
Wordie and Co., now owned by the B.T.C., is the largest operator, with 25 vehicles; these are used for railway .collection and delivery work, motor (and horse) vehicles being stationed at Inverness, Dingwall, Invergordon, Tain and Fortrose. Country lorry services are also given from these points. D. Robertson and Son, Inverness, haN c 10 A and two B vehicles; D. I. MacLennan (Transport), Ltd., Conon Bridge, have six and one trailer A, four A contract, four B and two C. Munro and Sons, Alners, have one A, 10 B and one C.
Despite the smallness of the fleets, a considerable proportion of the Aand B-licensed vehicles will qualify for nationalization by reason of the great distances which it is necessary to travel on account of the sparse population. It is reasonable, however, to suppose that many of the operators will secure permits, as the R.T.E. will be faced with considerable administrative difficulties if it attempts to operate the widely scattered units itself.
MacBrayne's Large Fleet
David MacBrayne, Ltd., although mainly a steamship undertaking giving services to the Hebrides, has a considerable road fleet as well. At Inverness, the company has a 4-ton Commer and a 5-ton Albion. A goods service is run daily (except Saturdays) to Fort Augustus and twice weekly to Vv'hitebridge, Foyers and Fort William.
Railborne traffic is handled from Inverness. In addition, all the company's buses carry goods in small lots and a big business is done in parcels. School meals are delivered in this way. Reference will he made later to the passenger services.
As to the location of the industries it is hoped to attract, the proposal is to develop what is known as the Longman, on the north-east side of Inverness—until recently used as an airfield for the services to . the Hebrides. As will be seen from the accompanying map, a new road, 75 ft. wide with dual carriageways, will be constructed across it to connect with the main road into the town from the east by a new bridge over the railway. The existing approach roads from Academy Street will be widened to 60 It. The site can easily be railconnected if required. A bus station is proposed on the new east-west road across the estate, slightly to the west of its bi-section by the approach road.
In anticipation of a considerable increase in local traffic, consequent on the development scheme, also as a result of the drive to attract tourists, Mr. Blackburn._ Burgh Architect of Inverness. has prepared a long-term plan of road improvements. This provides for the widening of Millburn Road and Eastgate to 64 ft.; the construction of a new road, through the existing cattle market; the widening to 60 ft. of Innes Street and its continuation, Academy Street, Waterloo Bridge and Grant Street; the construction of a new road at Muirfield from Grant Street to Telford Street; the widening of High Street, Bridge Street, the Suspension Bridge and Young Street; the construction of a new road from the Perth Road at Kingsrnills to Muirfield Road along the valley of the Ault-na-Skiach Burn, over a new bridge and across to Tomnahurich; and the widening of Annfield Road, Mayfield Road, part of Culduthel Road and Castle Street to 40 ft.
As supplies of timber are easily accessible it is likely that a factory to make Celotex wall-board will be established at Muirtown close to the railway curve, and a siding will be put in. Scrap timber is used in the manufacture of this commodity, and the establishment of a factory at Inverness would, of course, assist in the efforts to encourage the timber trade.
New Canning Industry Planned At the Longman it is hoped to develop canning, particularly in view of the agricultural nature of the coastal belt. A carpet factory. is to be started and there should be scope for developing the manufacture of woollens. Beyond this it is uncertain what trades will be attracted, but whatever they are the question of transport charges will be a serious one.
Below is a comparison of railway collection and delivery charges for certain goods compared with the recommended Road Haulage Association rates for 1-ton lots of general goods.
It will be seen that the English market will be almost ruled out because of the high cost of transport. The argument that goods have now to be sent to Inverness and, therefore, manufacturers have to meet such charges already in the reverse direction, is invalid. The scanty population in the Highlands means that only a small proportion of the total made of any kind of goods goes there
Iligh Transport Costs Offset
The maker is thus able to offset his high transport charges in sending to the Highlands, by the lower rates he obtains to the places where he sells most of his goods: Possibly the attempt to establish an industrial zone in Inverness will lead to a revival of the agitation for a flat rate all over Scotland, so as to give the Highland manufacturers equal chances with those of the Lowlands.
Actually, for those goods which can be sent out in small quantities by parcel post or passenger train, a flat rate is, in effect, already available, as there is only one scale, of course, for inland parcels. On passenger train all distances over 300 miles are charged at the same scale. An Inverness manufacturer sending articles in small lots could, therefore, dispatch to anywhere in England and Wales at a flat rate and with the advantage of the speedy passenger-train service.
If nothing be done to ease the transport charges it seems that any trades (other than those dependent on agriculture) which may be attracted to the new estate will be bound to be those whose products are fairly valuable in relation to their weight, and which are sent out in small consignments. Whether the introduction of such trades will absorb a great number of people seems doubtful.
One way in which heavier industries might be attracted would be by offering improved port facilities. The idea of constructing a new harbour in connection with the Longman scheme has been mooted, but no one believes it is likely to take place for many years. The suggestion has been made that it might be economically possible to carry goods by road to Aberdeen and to send thence by sea. • Assuming, however, that industrial development does take place, the passenger services will have their part to .play as most people will probably have some way to travel to reach the new factories. Town services in Inverness are provided by W. Alexander and Sons, Ltd., which took them over from Mr. Greig. They are shown on the accompanying map.
Alexanders also work services eastwards along the coast and direct to Aberdeen. From the Inverness garage 33 buses (including 19 double-deckers) are
employed in the winter and 42 in the summer. in addition to the town services, the double-deckers are used to Fort George an to Aberdeen via Keith.
Transport for Workers There is not much call at present for special works buses, although extras are run in the mornings to Holm Mills and into the town from Nairn and Ardersier. David MacBrayne, Ltd., garages 12 buses in Inverness at Muirtown Bridge. It also has dOrMy, sheds at Whitebridge (one bus), Foyers (one), Glen Urquhart (two) and Fort Augustus (one). Three journeys a day are worked to Fort William, with an additional two to Fort Augustus; four (seven Saturdays) to Drumnadrochit with certain buses going on to Glen Urquhart and .Corriemony; three (four Saturdays) to Foyers, with additional short workings to Dores and Torness, and two -to Whitebridge with two additional journeys on Saturdays to Aberarder. There is no Sunday service to Glen Urquhart and Whitebridge.
The Highland Transport Co., Ltd., which is associated with the railways but not with any big road group, owes its origin to the purchase by Mr. W. H. Fowke in 1925 of Inverness and District Motor Services, then running two buses between Inverness and Beauty. From that small beginning Mr. Fowke (still manager of the company) has built up services which stretch right up the coast to John o' Groat's and across to Ullapool.
A half-hourly service is run between Inverness and Dingwall. It is possible to get through to Dornoch six times a day (seven Saturdays) and to Helmsdale four times (five Saturdays), whilst connections give three services a day to Wick and two to Thurso (three Saturdays). Ullapool is served twice daily. The through Sunday service does not go north of Tain, to which there are three buses plus short workings.
328 Miles for 25s.
Connections are given several times daily from Dingwall to Strathpeffer, Fortrose and Cromarty. A number of services is worked connecting Wick and Thurso with outlying villages. Through tickets are issued from Inverness to Thurso (164 miles) at 16s. 6d. (25s. return), these no doubt being the highest-value stage-service tickets issued in Gt. Britain.
Considering the sparse population, fares are not high. Inverness to Dingwall (22 miles) costs only 2s. (3s. return) and Inverness to Dornoch (75 miles) Gs. 9d. (10s. return). There are 18 low-bridge double-deckers in the fleet, these being operated from Inverness to Dornoch, also in Caithness, where there are four, but they cannot be worked through from Inverness to the far north owing to a low bridge at Strathstephen, between Brora and Uoispie.
Fortunately, an accommodation crossing was constructed close to this bridge during the war, and when it is necessary to change a double-decker over, arrangements can be specially made with the railway to use this crossing. The allocation of the company's fleet at present is: Inverness, 10; Beauty, 2; Dingwall, 9; Fortrose, 4; Cromarty, 4; Invergordon, ; Tain, 3; Dornoch, 6; Helmsdale, 2; Dunbeath, 2; Lybster, 1; Wick, 9; Thurso, 10; Mey, 2; Reay, 1.
Other services_ are operated by the following:— Donald Mackay, Tain.(7 buses), from Tain to Portmahomack by two routes; Tain to Nigg Ferry, and TaM . to Alness (these routes are mostly over unclassified roads).
Wm, J. Ross, Balblair Cl bus), from Resolis to Dingwall and Resolis to Inverness.
Robt. A. Robertson, Strathglass (9 buses), from Tomich to Beauty.
Macrae and Dick, Inverness (20 buses), from Inverness to Nairn.
Wemyss Bros., Ardersier (7 buses), from Fort George to Inverness.
Robt, Kennedy, Kiltarlity (1 bus), from Glenconvinth to Inverness
Passenger services, both by rail and road, are fairly adequate and capable of handling any additional movement that may be occasioned by the introduction of new industries into Inverness Burgh. Any longdistance movement of goods will almost certainly have to be by rail, but the cost is likely to deter newcomers. If the Government really wants to develop new industries in this area it will have seriously to consider whether it can use its powers Under the Distribution of Industry Act to subsidize transport costs or, alternatively, to issue a directive to the B.T.C. to meet the requirements of the case.