Preliminary Appraisal Summary Table - Active Connections

Preliminary Appraisal Summary

Option Description

Active Connections

The A96 Trunk Road between Inverness and Aberdeen passes through several built-up settlements as well as more rural areas. This option focuses on delivering high quality active travel routes for people walking, wheeling and cycling between settlements along the A96 corridor, which if combined with the Active Communities option, could form a largely continuous traffic-free route between Inverness and Aberdeen. To create active travel provision across the full length of the corridor, Active Connections between communities would aim to form traffic-free paths for those walking, wheeling and cycling, which would tie in to active travel infrastructure within communities, in line with the Active Communities option. By connecting communities, this option could also facilitate improved active travel crossings at junctions and safe crossings in rural areas.

In some areas, Active Connections may be further from the main alignment of the A96 Trunk Road in order to reach into and connect key communities such as Nairn, Forres, Elgin, Fochabers, Keith, Huntly and Inverurie.

Examples of such linear and connecting routes in Scotland exist between Oban and Fort William, linking communities along the A828/A82 and forming part of the much longer Caledonia Way, or between Strathyre and Kingshouse on the A84. These routes create connections between settlements for local journeys and in turn form part of the wider National Cycle Network (NCN) which can be used and promoted as a leisure route and recreational resource.

Connecting settlements along the A96 by active travel routes would provide attractive, safe, and convenient choices for many functional and recreational journeys, enabling people to benefit from improved access to key trip attractors in neighbouring settlements, using healthy and non-polluting modes.

This option seeks to address active travel challenges, including providing improved and safer active travel connections for those vulnerable to social exclusion and transport poverty, such as those without access to a car.

The implementation of these routes for people walking, wheeling and cycling between settlements along the corridor has the potential to return significant benefits for community cohesion, environmental protection, physical and social mobility, road safety and employment opportunities.

Relevance

Relevant to all active travel users in the corridor

Improving and creating active travel connections between settlements is relevant for encouraging modal shift and sustainable trips along the A96 corridor. A modal shift towards walking, wheeling and cycling would help to reduce the total amount of greenhouse gas emissions in support of the Scottish Government’s target of reducing the number of kilometres travelled by car by 20% by 2030 ( Transport Scotland, Securing a green recovery on a path to net zero: climate change plan 2018–2032 - update, 2020, ) , contributing on the path towards net zero emissions.

This option would provide efficient, safer, sustainable travel choices on routes predominantly segregated from traffic, which would be particularly relevant to medium distance functional and recreational inter-urban journeys but would also form a long distance active travel network between Inverness and Aberdeen. With increasing use of e-bikes, which are proven to be successful in enabling longer distance cycling journeys over varying topographies (Cairns, S., Behrendt, F. Raffo, D., Beaumont, C. and Kiefer, C., ‘Electrically-assisted bikes: Potential impacts on travel behaviour’, 2017, Transportation Research Part A, 103 pp. 327-342), providing direct active travel routes to facilitate medium and longer distance active travel journeys is of increasing relevance. Providing fair access to cycling, including adaptive cycles and e-cycles, is aligned with the Cycling Framework for Active Travel ( Transport Scotland, Cycling Framework for Active Travel - A plan for everyday cycling, 2023, ) .

As these connections improve access between neighbouring settlements and key trip attractors, they may be particularly beneficial for connecting more deprived communities with employment and training opportunities. This option therefore supports Scotland’s National Strategy for Economic Transformation ( Scottish Government, Scotland’s National Strategy for Economic Transformation, 2022 ) , which sets out the Scottish Government’s vision to creating a more successful country through a wellbeing economy, noting the requirement to thrive across the economic, social and environmental dimensions. The strategy is clear on the ambition to make Scotland fairer, wealthier and greener, and a shift towards active travel for access to employment and training opportunities can assist in achieving these aims.

Estimated Cost

£101m - £250m Capital

Determining the estimated cost of this option is dependent on a number of factors including the location, scale and complexity of providing active travel routes between communities. Further analysis and assessment would be required at the stages of design development, a level of detail beyond that which is undertaken as part of a Scottish Transport Appraisal Guidance (STAG) appraisal.

As a result, the STAG appraisal does not define the user types, width, surfacing, segregation and other aspects such as how routes would be provided between communities. The location(s) and route(s) have also not been defined at this stage, but it assumed that the approximate combined length would not exceed 150km.

Considering the assumed range for the approximate combined length of the active travel routes, the total estimated cost is expected to fall within the range of £101m - £250m.

Dependent on the location and nature of the active travel routes, the responsible authority and asset owner on completion could be Transport Scotland or the appropriate local authority. It is anticipated that the asset owner would take on the responsibility for operation and maintenance of facilities, which would have ongoing costs associated with it, in addition to construction costs.

Position in Sustainable Hierarchies

Sustainable Investment Hierarchy / Sustainable Travel Hierarchy

Within the Sustainable Investment Hierarchy, this option sits within ‘reducing the need to travel unsustainably’, through delivering high quality active travel routes between settlements along the A96 corridor. This option would also sit across both the ‘walking and wheeling’ and ‘cycling’ tiers of the Sustainable Travel Hierarchy.

The option would also contribute to all 12 of the NTS2 outcomes, as follows:

• Provide fair access to services we need
• Be easy to use for all
• Be affordable for all
• Help deliver our net zero target
• Adapt to the effects of climate change
• Promote greener, cleaner choices
• Get people and goods to where they need to get to
• Be reliable, efficient and high quality
• Use beneficial innovation
• Be safe and secure for all
• Enable us to make healthy travel choices
• Help make our communities great places to live.

Summary Rationale

Summary of Appraisal

This option makes a positive contribution to all of the A96 Corridor Review Transport Planning Objectives (TPOs), STAG criteria and Statutory Impact Assessment (SIA) criteria in both the ‘With Policy’ and ‘Without Policy’ scenarios. Improving and creating new active travel connections between settlements could encourage modal shift away from cars, reducing carbon emissions and inequalities by improving access to jobs, services and leisure activities between neighbouring settlements. Moderate benefits are anticipated in relation to contributing to Scottish Government’s net zero targets (TPO1), enhancing communities as places to support health, wellbeing and the environment (TP03), as well as positively impacting on providing a transport system that is safe, reliable and resilient (TP05). Active Connections can also assist in improving accessibility to public transport (TPO2) and contributing to sustainable inclusive growth (TP04), with minor positive impacts anticipated.

The option particularly contributes to the STAG Equality and Accessibility criterion with an anticipated major positive impact due to the comparative benefits by people group and improvement in active travel network coverage between communities along the A96 corridor. A moderate positive contribution to the Health, Safety and Wellbeing criterion is also anticipated. Active Connections also positively contributes to the SIA criteria around Equality and Child Rights and Wellbeing, as well as Fairer Scotland Duty.

Connecting settlements by active travel routes is considered to be feasible and deliverable, albeit detailed local engagement and design work is required to identify the most appropriate routes. As such, the affordability of the option is uncertain and costs are dependent on a number of factors including the requirement for earthworks and structures, localised ground conditions and the purchase of land. General public support is anticipated for active travel interventions that improve safety and provide traffic free routes.

It is recommended that this option is taken forward to the Detailed Appraisal stage.

Details behind this summary are discussed in Section 3.

Context

Problems and Opportunities

This option could help to address the following problem and opportunity themes. Further detail on the identified problems and opportunities is provided in the published A96 Corridor Review Case for Change ( Jacobs AECOM, A96 Corridor Review Case for Change, 2022 ) .

Relevant Problem and Opportunity Themes Identified in the A96 Corridor Review Case for Change

Safety and Resilience : From the analysis of accident data, the rural sections of the A96 Trunk Road have overall Personal Injury Accidents (PIA) rates lower than or similar to the national average based on all trunk A-roads of the equivalent type. There are, however, selected urban sections of the A96 Trunk Road that show an accident rate higher than the national average, with specific locations in Forres and Keith. The rate of Killed or Seriously Injured (KSI) accidents is also significantly higher in these two towns than the national average, nearly five times the national average in Keith and just above three times the national average in Forres . A number of rural sections of the A96 Trunk Road also have a rate of KSIs higher than the national average these being between Hardmuir and Forres, between Fochabers and Keith, between Keith and East of Huntly and between Kintore and Craibstone.

Socio-Economic and Location of Services : Employment and other key services tend to be found in the three most populous and key economic locations within the study area: Aberdeen, Inverness and Elgin. Considering the travel distances between these three key economic centres and the other settlements in the transport appraisal study area, travelling by sustainable modes is relatively unattractive.

The key economic centres contain essential facilities such as major hospitals as well as a much greater density of education facilities. In addition, almost half of the total jobs in the transport appraisal study area are found within these three locations. Outside of these three areas, people making a trip to a workplace are more likely to travel over 10km, therefore limiting the potential for active travel.

Travel Choice and Behaviour (Problem) : The number of homes without access to a private vehicle in the transport appraisal study area is consistently lower than the Scottish average. Aberdeenshire has a high level of access to a private vehicle, with approximately 90% of households in Aberdeenshire within the transport appraisal study area having access to at least one vehicle and over half have access to multiple vehicles. There is a greater availability of cars in the rural areas across the transport appraisal study area. This combined with the travel to work mode shares, indicates a reliance on private vehicles for travel. Travel to work data suggests older people are more reliant on cars, so with the aging population in the transport appraisal study area, this is likely to increase the use of cars further.

Health and Environment : Transport is a major contributor to CO ₂ emissions along the A96 corridor, particularly in the Aberdeenshire and Highland Council areas. Transport contributes over 35% of the total emissions in both Aberdeenshire and Highland Council areas and between 25% and 30% in Aberdeen City and Moray. This is potentially an outcome of the high dependence on cars for travel, long travel distances and the levels of road-based freight movements.

The route of the A96 travels through the centre of towns along the corridor such as Elgin and Keith, which puts a relatively large proportion of the population in close proximity to potential noise pollution and pollutants from transport emissions that affect local air quality.

Sustainable Economic Growth : The transport appraisal study area has shown growth in tourism spend in recent years with the rise of whisky tourism and the Speyside Whisky Trail a major component of the economy in this sector. There are opportunities to change the way in which visitors travel to and from the region, and around it. Walking and cycling tourism is one such opportunity and has the potential to create further economic growth by attracting new visitors to the region.

Health and Environment Impacts of Travel: Reducing the use of car travel throughout the transport appraisal study area, particularly for short trips that could be made without motorised transport at all, would help reduce the transport contribution to CO ₂ emissions, an important requirement of the Scottish Government’s net zero target. Fewer vehicle kilometres travelled would also improve the local air quality, with associated health benefits in communities along the A96.

Travel Choice and Behaviour (Opportunity) : Travel choices throughout the transport appraisal study area would be increased through better integration of modes and the provision of more demand responsive options. Active travel will continue to play a key role in the transition to sustainable and zero carbon travel by reducing the reliance on private vehicles. In smaller, more remote areas and towns there is the potential to increase active travel with connections by safe walking and cycling infrastructure.

Interdependencies

This option has potential overlap with other A96 Corridor Review options and would also complement other areas of Scottish Government activity.

Other A96 Corridor Review Options

• Active Communities
• Bus Priority Measures and Park and Ride
• Elgin Bypass
• Forres Bypass
• Inverurie Bypass
• Keith Bypass
• Targeted Road Safety Improvements.

Other areas of Scottish Government activity

• Active Travel Framework (2020) ( Transport Scotland, Active Travel Framework, 2020 )
• Climate Change Plan 2018-2032 Update ( Scottish Government, Securing a Green Recovery on a Path to Net Zero: Climate Change Plan 2018–2032 – Update, 2020 )
• Cycling Framework for Active Travel - A plan for everyday cycling (2023) ( Transport Scotland, Cycling Framework for Active Travel - A plan for everyday cycling, 2023, )
• National Planning Framework 4 (NPF4) ( Scottish Government, National Planning Framework 4, 2023 )
• National Transport Strategy 2 (NTS2) ( Transport Scotland, National Transport Strategy: Protecting Our Climate and Improving Our Lives, 2020 )
• National Walking Strategy (2014) ( Scottish Government, Let's get Scotland Walking - The National Walking Strategy, 2014 )
• Strategic Transport Projects Review 2 ( Transport Scotland, 2022.Strategic Transport Projects Review 2, 2022 )
• The Place Principle ( Scottish Government, Place Principle: Introduction, 2019 )
• Town Centre Action Plan (2013) ( Scottish Government, Town Centre Action Plan: Scottish Government response, 2013, ) .

Appraisal

Appraisal Overview

This section provides an assessment of the option against:

• A96 Corridor Review Transport Planning Objectives
• STAG criteria
• Deliverability criteria
• Statutory Impact Assessment criteria.

The seven-point assessment scale has been used to indicate the impact of the option when considered under the ‘With Policy’ and ‘Without Policy’ Travel Behaviour scenarios (which are described in Appendix A of the Transport Appraisal Report).

Transport Planning Objectives

1. A sustainable strategic transport corridor that contributes to the Scottish Government’s net zero emissions target.

Modal shift from car to more sustainable modes of transport (including walking, wheeling, and cycling) reduces levels of air pollution and greenhouse gases. This option would help encourage modal shift for both functional and recreational journeys. The advent of e-bikes is likely to increase the number of people able to participate in cycling as a practical mode of transport. Research conducted in Norway found that people who purchased an e-bike increased their bicycle use from 2.1 to 9.2km per day on average (Fyhri, A. and Sundfør, H.B., 2020, Do people who buy e-bikes cycle more? Transportation research part D: transport and environment, 86, p.102422.).

Evidence suggests the usage per km of the National Walking and Cycle Network (including the National Cycle Network, Scotland’s Great Trails and Scottish Canals towpaths) in Scotland steadily increased over the period from 2016 to 2019 for both pedestrians and cyclists; 145.1 million trips were made on the National Walking and Cycling Network in Scotland in 2019, up around 12% from an estimated 127.8 million walking and cycling trips in 2016 ( Scotland’s National Walking and Cycling Network – 2019 Evaluation Report, 2021, ) . The vast majority of trips taken on the National Walking and Cycle Network were on traffic-free paths, highlighting the value of dedicated, long distance active travel infrastructure in encouraging active journeys . Each year the UK NCN benefits the economy by approximately £88m as a direct result of reduced road congestion ( Paths for Everyone Sustrans’ review of the National Cycle Network, Sustrans, Paths for Everyone Sustrans’ review of the National Cycle Network, 2018 ) , demonstrating the role that a strategic active travel network can play in achieving modal shift from private vehicles and, in turn, generating associated environmental benefits.

This option is therefore expected to have a moderate positive impact on this objective under both the ’With Policy’ and ‘Without Policy’ scenarios.

2. An inclusive strategic transport corridor that improves the accessibility of public transport in rural areas for access to healthcare, employment and education.

Not feeling safe on the roads is the biggest single barrier to active travel use ( Attitudes and Behaviours Towards Cycling in Scotland, Cycling Scotland, 2019 ) , with children and older people particularly affected. Furthermore, inaccessible cycle infrastructure is the single biggest difficulty faced by disabled cyclists in the UK ( Wheels for Wellbeing, A Guide to Inclusive Cycling, 2019 ) as well as a significant barrier to users of adapted cycles. Women are also under-represented in cycling (STPR2 Active Travel Statistics Summary: Gender). Improved active travel provision between settlements would help overcome these barriers, though care would be needed in route design to ensure that personal security concerns are minimised.

As the provision of public transport is relatively sparse in rural areas, providing enhanced active travel connections could provide better opportunities to connect with public transport services, which would in turn improve access to healthcare (such as a local GP or nearest hospital), employment and education by sustainable modes. This would include the rural areas along the transport corridor and connections to the larger settlements including Nairn, Forres, Elgin, Fochabers, Keith, Huntly and Inverurie.

Improved active travel connections between settlements are anticipated to facilitate active travel journeys to and from public transport stops and therefore increase public transport accessibility. This option is expected to have a minor positive impact on this objective under both the ’With Policy’ and ‘Without Policy’ scenarios.

3. A coherent strategic transport corridor that enhances communities as places, supporting health, wellbeing and the environment.

Active travel is beneficial to both physical health and mental wellbeing; 29% of adult men and 39% of adult women in Scotland do not meet minimum physical activity guidelines ( Scottish Public Health Observatory, Public Health Information for Scotland, 2019 ) . Keeping physically active can reduce the risk of heart and circulatory disease by as much as 35%, reduce risk of early death by as much as 30% and has also been shown to greatly reduce the chances of asthma, diabetes, cancer and high blood pressure ( Sustrans, Health benefits of cycling and walking, 2019 ) . Adults who cycle regularly can have the fitness levels of someone up to 10 years younger ( Sustrans, Health benefits of cycling and walking, 2019 ) .

UK-wide, each traffic-free mile of the NCN is estimated to be used for 77,000 walking trips and 23,000 cycling trips per annum ( Sustrans, Paths for Everyone Sustrans’ review of the National Cycle Network, 2018 ) , giving confidence that improved inter-urban routes would increase physical activity. Since the implementation of the Pont y Werin Bridge connecting Cardiff and Penarth, which are approximately 6km apart, ,active travel trips between the city and the town have increased by 86%, with 85% of users stating that the scheme had helped them increase their levels of physical activity. The health benefits arising from the intervention equate to over £4m, contributing to a benefit cost ratio of 3:1 ( Sustrans, Active Travel and Economic Performance, 2017 ) .

The measures may also, by increasing the number of people travelling actively, reduce the number of vehicles within communities, making a positive contribution to places.

This option is therefore expected to have a moderate positive impact on this objective under both the ’With Policy’ and ‘Without Policy’ scenarios.

4. An integrated strategic transport system that contributes towards sustainable inclusive growth throughout the corridor and beyond.

The A96 plays an important strategic role in the regional economy of the north-east of Scotland, connecting people to employment and education opportunities as well as providing businesses with access to the labour market.

By improving residents’ access to key trip attractors in neighbouring towns and larger urban areas, for example Forres, Elgin, Fochabers, Keith, Huntly and Inverurie, as well as the cities of Inverness and Aberdeen, this option could enhance social mobility, uptake of employment and training opportunities, and access to goods and services ( Sustrans, 2014, Improving access for local journeys, ) . As noted in Section 2.1, services and employment are concentrated in Inverness, Elgin and Aberdeen and therefore improving connections to these cities and towns from the surrounding areas would contribute towards economic growth. Well-designed active travel infrastructure can improve economic performance of local retail centres, with typical increases in footfall of 20-30% ( Dundee City Council, Walking & Cycling: the benefits for Dundee, 2021, ) , and can facilitate branding initiatives by raising the profile of towns and cities among consumers and businesses ( Living Streets, The Pedestrian Pound, 2014 ) .

The Linking Communities schemes (an £18m investment to better connect 35 English communities by active modes to economic opportunities), which comprise a network of traffic-free active travel routes, generated a 353% increase in commuter trips, with 30% of users reporting better access to employment ( Sustrans, Improving access for local journeys, 2014, ) . The Gellings Greenway scheme, which connects the town of Kirkby to the Knowsley Business Park, Merseyside, via a traffic-free cycling route, increased the number of cycle trips by 126% ( Sustrans, Active Travel and Economic Performance, 2017, ) . In Scotland, an evaluation of 30 active travel projects funded by Transport Scotland demonstrated an estimated average rise in active travel trips of 54% after initial delivery ( Sustrans, Analysis shows increase in active travel after project delivery, 2021 ) .

This option is therefore expected to have a minor positive impact on this objective under both the ’With Policy’ and ‘Without Policy’ scenarios.

5. A reliable and resilient strategic transport system that is safe for users.

By providing more segregated and traffic-free routes, which provide active travel provision across junctions and increase opportunities for safe crossings in rural areas, Active Connections would address safety concerns, which are a significant barrier to the uptake of active travel ( Cycling Scotland, Attitudes and Behaviours Towards Cycling in Scotland, 2019 ) . Evidence suggests that perceived safety is more influential on active travel behaviour than journey time reliability or speed ( Transport for London, 2011, Barclays Cycle Superhighways Evaluation of Pilot Routes 3 and 7, 2011, ) . As an example, improved perception of safety is considered to be one of the key successes of the Cole Valley Cycle Way, which connects communities around Birmingham via segregated active travel links ( Sustrans, Improving access for local journeys, 2014, ) .

Providing direct active travel routes which offer uninterrupted journeys between settlements, with adequate provision at junctions and with safe crossing points, could significantly improve safety conditions and perceptions for novice cyclists and walkers, especially children and disabled people ( Wheels for Wellbeing, A Guide to Inclusive Cycling, 2019 ) .

This option could also improve the resilience and reliability of the transport network through modal shift from car to active travel journeys, resulting in reductions in road congestion on urban sections of the corridor such as Elgin and Keith.

This option is therefore expected to have a moderate positive impact on this objective under both the ’With Policy’ and ‘Without Policy’ scenarios.

STAG Criteria

1. Environment

This option promotes a shift from the private car to more sustainable modes of travel (walking, wheeling, cycling) and therefore is likely to result in positive impacts in terms of reducing noise and greenhouse gases and air pollutants. The significance of this impact is not totally clear at this stage, as weather conditions and topography along some parts of the corridor may discourage a wholescale modal shift to active travel, even if the facilities were provided.

The option is likely to have a slight negative impact in terms of natural resources as the active travel network would require construction material. The option is, however, likely to have a positive impact in terms of health and wellbeing by promoting activity and active lifestyles and thus improving physical fitness. The option also provides the opportunity to connect populations through alternative transport networks by providing more active travel options and safer routes. This would also help to reduce noise and vibration in both more urban and rural locations.

There is the potential for minor to moderate negative environmental impacts during construction and operation of this option on the water environment, biodiversity, agriculture and soils, cultural heritage and landscape and visual amenity. The extent of these impacts would depend on the routes chosen and the sensitivity of the local environment. Such impacts could either be direct (such as demolition/land loss/habitat loss) or indirect (such as impacts on setting or views).

Further environmental assessment would be undertaken if such options are progressed through the design and development process, in order to identify potentially significant location-specific environmental impacts (and mitigation where appropriate) once the location of interventions is decided. Design and construction environmental management plans would also be developed to consider how to protect and enhance landscape, drainage, amenity, biodiversity, and cultural heritage. Appropriate environmental mitigation and enhancement measures would also be embedded as the design and development process progresses.

Overall, this option is expected to have a minor positive impact on this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios, although this would be subject to the specific impacts of the route chosen.

2. Climate Change

In the short term, greenhouse gas emissions would be generated due to construction activities undertaken to deliver the high quality active travel network, including indirect emissions from the manufacture and transportation of materials and emissions from the fuel combusted by construction plant and vehicles.

However, in the long term, this option would help facilitate a modal shift from car to active modes, primarily for short and medium length journeys, but also some longer journeys, therefore contributing to a reduction in the number of car kilometres travelled and associated greenhouse gas emissions. This would contribute to the Scottish Government’s objective to net zero emissions target.

It is estimated that if an average person were to switch one trip per day from car driving to cycling for 200 days per year, they would reduce their carbon footprint by approximately 0.5 tonnes over one year, representing a significant share of average per capita CO ₂ emissions ( Brand, C., “Active Travel’s Contribution to Climate Change Mitigation: Research Summary and Outlook”, 2021, Active Travel Studies 1(1), ) , which equates to approximately 9% of per capita CO ₂ emissions (based on 2019 estimates of emissions that place CO ₂ per capita emissions for Scotland at approximately 5.7 tonnes ( HM Government, UK local authority and regional carbon dioxide emissions national statistics: 2005 to 2019, 2021 ) ).

This option has the potential to be vulnerable to climate risks during its use, e.g. inaccessible active travel network during extreme weather events, longer vegetation growing seasons leading to increased tree leaf coverage with an increased magnitude and frequency of storm events which could result in tree fall and increased maintenance requirements. However, new infrastructure would be designed in such a way to minimise the potential effects of climate change, to reduce the vulnerability at that location.

This option is expected to have a minor positive impact on this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios.

3. Health, Safety and Wellbeing

By providing more segregated and traffic-free routes, which provide active travel provision across junctions and increase opportunities for safe crossings in rural areas, Active Connections would address safety concerns, which are a significant barrier to the uptake of active travel ( Cycling Scotland, Attitudes and Behaviours Towards Cycling in Scotland, 2019 ) . Active Connections could also result in improvements of the personal security of vulnerable sections of the community through high quality design.

The resulting increase in rates of active travel would improve health and could improve access to health and wellbeing infrastructure such as Raigmore Hospital in Inverness, Dr Gray’s Hospital in Elgin and Aberdeen Royal Infirmary, together with regional and local health and wellbeing facilities along the A96 corridor. The implementation of the Pont y Werin Bridge to connect Cardiff and Penarth, which are approximately 6km apart, resulted in health benefits equating to over £4m, contributing to a benefit cost ratio of 3:1 ( Sustrans, Active Travel and Economic Performance, 2017 ) , demonstrating the potential of Active Connections to improve health.

Some negative impacts on visual amenity where new paths are constructed in rural areas could be anticipated. Further assessment will be undertaken to identify any impacts as part of the design development process.

Overall, this option is expected to have a moderate positive impact on this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios.

4. Economy

The A96 plays an important strategic role in the regional economy of the north-east of Scotland, connecting people to employment and education opportunities as well as providing businesses with access to the labour market.

This option could also result in some wider economic impacts at a national, regional and local level for both transport users and non-users, with the potential to result in positive changes to economic welfare. The food and drink industry is a key sector nationally, regionally and locally, with Moray being home to world renowned brands such as Walkers and Baxters, as well as forming part of the protected region for distilling Speyside whisky. Tourism is also a key industry within the Inverness to Aberdeen corridor, with significant natural and industrial tourism assets, including the Cairngorms National Park and Royal Deeside. Walking and cycling tourism in Scotland is shown to provide a significant boost to the economy ( Transform Consulting, The Value of Cycling to the Scottish Economy, 2018, ) and improved active travel connections between towns and key destinations along the A96 corridor can encourage further growth in this area.

By improving access to key trip attractor areas along the A96 corridor, this option could enhance social mobility, uptake of employment and training opportunities, and access to goods and services ( Sustrans, Improving access for local journeys, 2014 ) . Well-designed active travel infrastructure can improve economic performance of local retail centres, with typical increases in footfall of 20-30% ( Dundee City Council, Walking & Cycling: the benefits for Dundee, 2021 ) , and can facilitate branding initiatives by raising the profile of towns and cities among consumers and businesses ( Living Streets, The Pedestrian Pound, 2014 ) .

An economic assessment to calculate the Transport Economic Efficiency (TEE) of this option has not been undertaken at this stage of appraisal as the route and standard of this option are currently unknown. However, no significant impact on TEE is anticipated.

This option is expected to have a minor positive impact on this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios due to the potential to improve access to labour markets by active travel, the impact of increased social mobility in local communities and the opportunity to increase cycling and walking tourism.

5. Equality and Accessibility

Perceived road danger is the biggest single barrier to active travel use ( Cycling Scotland, Attitudes and Behaviours Towards Cycling in Scotland, 2019 ) , with children and older people particularly affected. Furthermore, inaccessible cycle infrastructure is the single biggest difficulty faced by disabled cyclists in the UK ( Cycling Scotland, Attitudes and Behaviours Towards Cycling in Scotland, 2019 ) and women are under-represented in cycling ( Technopolis Group for Department for Transport, 2016, Evaluating the economic and social impacts of cycling infrastructure: considerations for an evaluation framework, ) . However, research suggests that greater absolute numbers of people cycling contributes to a more inclusive range of people traveling by bicycle (Aldred, R., Woodcock, J., & Goodman, A. (2016). Does more cycling mean more diversity in cycling?. Transport reviews, 36 (1), 28-44.). Given the aspiration of this active connections is to expand active travel network coverage and provide safe, segregated/traffic-free provision, this option would improve comparative access and transport inclusivity for commonly disadvantaged groups by providing safe and low cost transport choices along the A96 corridor.

The CityConnect Leeds to Bradford Cycle Superhighway has made it easier and safer to get around on foot and by bike giving residents better access to their local area, increasing travel options and reducing road congestion (Technopolis Group for Department for Transport, 2016, Evaluating the economic and social impacts of cycling infrastructure: considerations for an evaluation framework,). The intervention has improved the economic prospects of Bradford’s citizens through enabling affordable access to the larger economy of Leeds (Technopolis Group for Department for Transport, 2016, Evaluating the economic and social impacts of cycling infrastructure: considerations for an evaluation framework,).

Whilst this option would improve active travel access to public transport routes and facilities, it would not impact on public transport network coverage.

In some areas, there may be a need for a departure from design standards around gradients of routes due to rural topography. This could also make it difficult for some groups to use.

Reference should also be made to the SIAs in section 3.5.

Overall, this option is expected to have a major positive impact on this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios due to the significant increase in active travel network coverage and improvements to the comparative access for commonly disadvantaged groups.

Deliverability

1. Feasibility

Although responsibility for construction, operation and maintenance is likely to be shared depending on proximity to the trunk road, initial assessment for this option may be led by Transport Scotland, with input from local authorities and Regional Transport Partnerships.

This option can build on the existing NCN, which is located in close proximity to a large proportion of the population of Scotland, and the efforts of many local authorities and partners to improve inter-urban active travel routes. These demonstrate that high quality segregated active travel networks connecting towns are feasible in many locations across Scotland. However, a detailed assessment would require to be undertaken to fully establish the details of the most appropriate routes. Depending on the location of the routes, local authority support may be required.

The engineering constraints would vary significantly from location to location along the A96 corridor, both between, and within communities. This would include various existing residential and business properties, roads, rivers and railways that could potentially intersect a route. Any route would also have to consider geotechnical constraints, potentially poor ground conditions and various other environmental and planning/land use constraints which have been discussed in previous sections. The undulating topography surrounding the A96 in certain locations may also introduce challenges with satisfying vertical geometry design standards and permissible gradients set out in Cycling by Design ( Transport Scotland (Sustrans), Cycling by Design, 2021 ) and Roads for All: Good Practice Guide for Roads ( Transport Scotland, Roads for All: Good Practice Guide for Roads, 2013 ) .

In some instances, the provision of active connections may require reallocation of road space away from other modes. Where this is the case, design development would be required to balance the sometimes competing aspirations for improved active travel routes with other sustainable transport modes e.g. public transport. Although there are some challenges as outlined above, the work undertaken to date indicates that this option is feasible.

2. Affordability

Given the scale of investment required to deliver active connections along the length of the A96 corridor between Inverness and Aberdeen, this option would likely be phased over a number of years. As noted in Section 1.3 above, the cost of different sections of the route would vary depending on locational constraints that may impact the complexity of construction and therefore a more detailed review of each section would be required to determine the likely cost impact. Costs would be also dependent on a number of other factors, such as the requirement for earthworks and structures, localised ground conditions and the purchase of land.

In addition to construction costs, and dependent on the location and nature of the active travel routes, it is likely that Transport Scotland would be the asset owner for any lengths adjacent to the trunk road and the local authority for routes remote from the trunk road. On completion, the asset owner would also take on the responsibility of operation and maintenance of the routes, which would have ongoing costs associated with it, requiring revenue funding.

3. Public Acceptability

In Scotland, evidence from a YouGov survey ( Walkipedia: Scotland, Public attitudes on cycling investment, 2020, ) suggests there is strong public support for investing in high quality on and off-road active travel links, with 65% of survey respondents supporting interventions that protect cyclists and pedestrians from cars, including reallocation of road space. There is an appetite for more traffic-free routes: of the 6,000 NCN users surveyed as part of the 2018 Sustrans’ review of the NCN, 81% wanted to see “more traffic-free routes where everyone feels safe to get around”. Furthermore, 62% wanted to see “a network of routes that connect to towns, cities and the countryside’’.

However, whilst experience suggests that active travel network interventions are very popular post-implementation, some pre- and post-implementation challenges are expected from a number of people that feel they would be adversely affected, in particular those that drive through affected areas or are directly impacted by construction works.

Public consultation undertaken as part of this review indicated general support for active travel improvements to increase the safety of walking and cycling, improved connections, linkages and sustainable travel provisions. A total of 7% of respondents considered improving connectivity (e.g. between villages) as a priority. There are concerns expressed regarding safety, lack of travel infrastructure, poor active travel links and few provisions for active travel, with 43% of those who responded to the survey noting that they were 'dissatisfied' or 'very dissatisfied' with the availability of safe walking and wheeling infrastructure.

Statutory Impact Assessment Criteria

1. Strategic Environmental Assessment (SEA)

An SEA has been prepared and has helped inform the Environment criterion of the STAG appraisal. There is also considerable overlap between the SEA and the Climate Change criterion. The SEA utilises a set of SEA objectives that covers a wide range of environmental topics including Climatic Factors, Air Quality, Noise, Population and Human Health, Material Assets, Water Environment, Biodiversity, Geology and Soils, Cultural Heritage, Landscape and Visual Amenity. The full SEA, including scoring and narrative for each of the Preliminary Appraisal interventions and Detailed Appraisal packages is presented in the SEA Draft Environmental Report ( Jacobs AECOM, Strategic Environmental Assessment (SEA) Draft Environmental Report - A96 Corridor Review, 2024, ) .

2. Equalities Impact Assessment (EqIA)

This option would potentially provide safer and more affordable access to services. This includes access to employment, education, health facilities and other transport services which are important to many groups with protected characteristics. The infrastructure installed to create the routes would be designed to incorporate adapted cycles and address mobility issues experienced by groups such as disabled people and older people, as well as those who are more likely to lack confidence or are underrepresented, such as women. The targeted safety measures in regard to segregation from traffic would also reduce road safety concerns for active travel users, including children. Moreover, an uptake in active travel may improve health outcomes through physical fitness and would potentially lead to air quality improvements if an uptake in active travel is matched by a reduction in private vehicle use and traffic congestion. Improved health outcomes as a result of better air quality are of particular benefit to those who are more vulnerable to air pollution, including children, older people and disabled people.

However, the extent to which groups with protected characteristics would benefit from this option would depend on the location of routes, proximity to deprived areas and required services and the ability for certain groups to access routes. In some areas, there may be a need for a departure from design standards around gradients of routes due to rural topography. This could also make it difficult for some groups to use.

This option is expected to have a moderate positive impact on this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios.

3. Children’s Rights and Wellbeing Impact Assessment (CRWIA)

Active Connections would have a beneficial impact for children and young people, given that those under 17 are not able to drive and are more likely to depend on active modes of travel and public transport for journeys. Improved active travel connections would enable greater freedom of movement to access education, recreation and services for children and younger people. Segregation from traffic would also reduce road safety concerns as well as improving air quality for active travel users, which is particularly important for children as they are more vulnerable to the adverse health effects of traffic emissions. An overall uptake in active travel may additionally lead to air quality improvements if matched by a reduction in private vehicle use and traffic congestion. In addition, the habit-forming effect of embedding active travel at a younger age has the potential to have longer term benefits in terms of moving to a more active population.

This option is therefore expected to have a moderate positive impact on addressing this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios.

4. Fairer Scotland Duty Assessment (FSDA)

Beneficiaries of this option could potentially include deprived communities including areas of Forres, Elgin and Huntly which rank poorly in terms of the Scottish Deprivation Geographic Access Domain. Providing active travel connections between settlements along the A96 corridor would have positive impacts on access to services. As well as benefitting these ‘communities of place’, the option could potentially improve access to services for ‘communities of interest’, including those with lower access to private vehicle use (such as women, young people and low-income households) and others who may benefit from less costly travel options. It may also help to decrease household expenditure on transport costs by providing alternatives to car journeys and reducing forced car ownership in rural areas.

This option is expected to have a minor positive impact on this criterion under both the ’With Policy’ and ‘Without Policy’ scenarios.