Preliminary Appraisal Summary Table - Development of A96 Electric Corridor

Preliminary Appraisal Summary

Option Description

Development of A96 Electric Corridor

The development of electric ‘corridors’ is an innovative approach to renewing highways. By connecting existing renewable energy strategies, the need for expansion and new provisions would help develop a path to a more sustainable future of travel. Alternative energy sources could pave the way for more solutions and ideas to improve the energy infrastructure and directly enable and support the necessary rapid decarbonisation of the transport sector.

This option therefore proposes both alternative refuelling infrastructure and facilities along the A96 corridor and its interfacing local roads including, where appropriate, strategic economic and transport hubs. This option would directly facilitate the uptake of alternative fuels for various modes of sustainable transport although it is recognised that the option is likely to focus on road vehicles.

The fuel sources are envisaged to be primarily electric and hydrogen-based; however, it is acknowledged that there is potential for other additional fuel sources to be considered such as hydrotreated vegetable oil (HVO) and ammonia.

The option could include a mixture of static and mobile infrastructure to provide various means of both refuelling and to accommodate likely varying demand levels for local communities and business as well as road users along the A96 corridor.

Further development of the option would be needed to understand scope and size as well as the overall delivery and governance structures.

Relevance

Relevant to all transport users in the corridor

With transport being the largest contributor to Scottish emissions, one of the identified actions to reduce this contribution is the ambition to phase out new petrol and diesel cars and vans by 2030, as set out in the Update to the Climate Change Plan 2018-2032 ( Securing a green recovery on a path to net zero: climate change plan 2018–2032 – update ) . Alongside this, all sales of new Heavy Goods Vehicles (HGVs) in the UK will be zero emission by 2040 ( UK confirms pledge for zero-emission HGVs by 2040 and unveils new chargepoint design ) , which will contribute to the Scottish Government's drive for net zero emissions by 2045 ( Climate Change ) . Noting the high level of car availability, especially in rural areas and communities, and the volume of HGVs on the A96 Trunk Road, assisting the transition to alternatively fuelled vehicles along the A96 corridor will be essential to phase out petrol and diesel vehicles.

This option is directly relevant to Transport Scotland’s Mission Zero for Transport ( Mission Zero for transport ) which outlines its approach to ensure that consumers and businesses benefit from affordable, reliable and accessible infrastructure to support the needed rapid decarbonisation of the transport sector in Scotland. Mission Zero recognises that strategically coordinated investment in public charging networks and supporting infrastructure is vital to promote range confidence and increase the overall uptake of less polluting vehicles.

With an emerging hydrogen production sector in the north-east of Scotland, there is a recognised opportunity to capitalise upon available renewable energy sources to support decarbonisation efforts of the transport sector. There is a recognised strong aspiration to move towards the production and distribution of alternative fuels with the region already accommodating several innovative trials around this sector.

The targeted provision of additional recharging facilities and other associated infrastructure should expand the overall network coverage for alternative refuelling facilities across the region, increase the confidence for road users that there is sufficient regional and local provision for refuelling of low-emission vehicles . Through consideration of a wide range of likely locations such as at public transport interchanges and economic hubs, delivery of this option has the potential to provide the direct means to both encourage and enable decarbonisation of wider existing vehicle fleets.

Delivery of the option is expected to improve the overall resilience of existing charging networks through providing additional facilities and infrastructure which would benefit both communities and businesses. Improving the overall standard of charging infrastructure along the route is also likely to increase the overall confidence for using zero emission vehicles with key industry sectors in the distribution and warehousing sector likely to be significant beneficiaries. This option therefore supports strategic economic priorities at a national level, including Scotland’s National Strategy for Economic Transformation ( Scotland’s National Strategy for Economic Transformation ) and Just Transition ( Just Transition – A Fairer Greener Scotland: Scottish Government Response ) strategies which both reaffirm the Scottish Government’s commitment to creating a more successful and prosperous country through increasing sustainable economic growth as well as ensuring that the transition towards net zero is fair, equitable and that the process does not leave any communities left behind.

Through providing targeted investment to support the low-carbon economy, the option is expected to set out substantial foundations which can be further developed and expanded upon across the long term and be used as a springboard to leverage additional inwards investment in refuelling infrastructure from both the public and private sectors.

Estimated Cost

£51m - £100m Capital

Determining the estimated cost of this option is dependent on a number of factors including the type, location, scale and complexity of providing targeted low-carbon refuelling infrastructure and facilities. Further examination and assessment would be required, a level of detail beyond that which is undertaken as part of a Scottish Transport Appraisal Guidance (STAG) appraisal.

At this stage no work has been undertaken to identify specific locations or the potential interventions and it is recognised that this would require further interrogation and assessment. However, the estimated cost of between £51m - £100m has been derived from work undertaken for STPR2 and applying a factor to apportion the cost to reflect the approximate length of the transport corridor. The use of available public assets should be explored to accommodate proposed elements to reduce overall costs.

Ownership of the asset is unknown at this time as there are a number of delivery/operational pathways that could be utilised. However, it is likely a collaborative approach involving Transport Scotland, Regional Transport Partnerships (RTPs), local authorities and the private sector would be adopted.

Position in Sustainable Hierarchies

Sustainable Investment Hierarchy / Sustainable Travel Hierarchy

Within the Sustainable Investment Hierarchy, this option sits within ‘targeted infrastructure improvements’. Increasing the network coverage for refuelling zero-emission vehicles would also contribute to ‘reducing the need to travel unsustainably’. This option would also sit across all motorised transport tiers of the Sustainable Travel Hierarchy, namely ‘private car’, ‘taxis and shared transport’ and ‘public transport’.

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

• Be easy to use for all
• Help deliver our net zero target
• Promote greener, cleaner choices
• Get people and goods where they need to get to
• Be reliable, efficient and high quality
• Use beneficial innovation
• Help make our communities great places to live.

Summary Rationale

Summary of Appraisal

This option makes a generally positive contribution to most of the A96 Corridor Review Transport Planning Objectives (TPOs), STAG criteria, and Statutory Impact Assessment (SIA) criteria. The delivery of alternative refuelling infrastructure is expected to significantly contribute towards supporting the rapid decarbonisation of the transport sector, improve the provision of such assets across the region and be sufficiently flexible to accommodate the varying needs of road users of the A96 and local communities. As such, the option is anticipated to have a major positive impact in relation to TPO1 regarding contributing to Scottish Government’s net zero targets and a moderate positive impact for contributing to sustainable inclusive growth (TPO4). For the STAG Climate Change criterion, a moderate positive impact would be anticipated in the High scenario, where traffic demand and vehicle kilometres are higher, and a minor positive impact if the Low scenario was achieved.

The delivery of alternative refuelling infrastructure is expected to significantly contribute towards supporting the rapid decarbonisation of the transport sector, improve the provision of such assets across the region and be sufficiently flexible to accommodate the varying needs of road users of the A96 and local communities.

The A96 corridor supports a significant volume of trips with there being a notable proportion of goods vehicles associated with the region’s strong manufacturing sector which when coupled alongside local communities presents a modest potential base for both initial and long-term usage of the option. Therefore, it is also anticipated to have a moderate positive impact on TPO4 relating to sustainable inclusive growth and the STAG Economy criterion. There would also be a minor positive impact for TPO5 relating to safety and reliability through the additional infrastructure provided for alternative fuelled vehicles.

The benefits to air quality of alternative fuelled vehicles would be of most benefit to those who are vulnerable to the adverse health effects of traffic-related emissions, including children, disabled people, older people and pregnant women. Therefore, the option is anticipated to result in minor positive impacts in relation to the SIA criteria for Equality and Child Rights and Wellbeing.

The north-east region in particular is an internationally renowned test bed for innovative energy solutions with there being a strong focus on transitioning away from oil and gas and into renewables. There is emerging growth in the production and distribution of alternative fuels, particularly in relation to electricity and hydrogen with there being a desire for continued expansion and development of these facilities and associated infrastructure.

It is unclear at this stage what the option would look like in terms of location, scale and exact offering in terms of alternative fuel provision as well as whether it is likely to be a range of static, demountable and/or mobile refuelling solutions. However, the option is considered to be feasible and deliverable, with significant experience in delivering elements of alternative refuelling infrastructure facilities within Scotland. Affordability would similarly be affected by the potential location and scale of the option but is likely to be of modest capital cost with revenue streams created to potentially offset initial costs. The current market share of alternative fuelled vehicles is low, but wider public support is anticipated and would further improve as the number of these vehicles increases.

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 ( A96 Corridor Review Case for Change ) .

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

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.

Travel Choice and Behaviour: 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 car 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: There is an opportunity to support and enhance sustainable economic growth across the transport appraisal study area. The key industries in the region, including food and drink production and agriculture, forestry and fishing have a high proportion of goods movement, as evidenced through the relatively high proportion of HGVs on the A96. A shift to alternative sustainable transport modes could improve journey time reliability, resulting in economic and environmental benefits, with trials being undertaken in recent years to increase the proportion of rail freight movements. Alternatively fuelled vehicles would also reduce the transport emissions and the contribution to air quality issues from the road-based movement of goods.

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: The transition to electric vehicles is underway and progressing rapidly but could be enhanced along the A96 by increasing the quantity, and improving the quality and reliability of charging infrastructure. EVs would reduce carbon emissions and improve local air quality through the lower tailpipe emissions. Alternatively fuelled vehicles for freight and buses would also reduce emissions, along with the electrification of rail. Energy production in the council areas that make up the transport appraisal study area is diversifying rapidly into renewable markets that provide cleaner energy that can help fuel EVs and a further electrified rail line.

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

• Bus Priority Measures and Park and Ride
• Improved Public Transport Interchange Facilities
• Investment in DRT and MaaS
• Introduce Rail Freight Terminals
• Linespeed, Passenger and Freight Capacity Improvements on the Aberdeen to Inverness Railway Line
• Improved parking at Railway Stations
• Elgin Bypass
• Forres Bypass
• Inverurie Bypass
• Keith Bypass.

Other areas of Scottish Government activity

• Climate Change Plan 2018-32 Update
• Climate Change (Emissions Reduction Targets) (Scotland) Act 2019 ( Climate Change (Emissions Reduction Targets) (Scotland) Act 2019 )
• Emerging Energy Technologies Fund ( Renewable and low carbon energy – Emerging Energy Technologies Fund )
• Infrastructure Investment Plan 2021/22 – 2025/26 (IIP) ( A National Mission with Local Impact: Infrastructure Investment Plan for Scotland 2021-22 to 2025-26 )
• Low Emission Zones ( Low Emission Zones )
• National Planning Framework 4 (NPF4) ( National Planning Framework 4 )
• National Transport Strategy (NTS2) ( National Transport Strategy: Protecting Our Climate and Improving Our Lives )
• Scotland’s Draft Hydrogen Action Plan ( Hydrogen action plan: draft )
• Scotland’s National Strategy for Economic Transformation ( Scotland’s National Strategy for Economic Transformation )
• Scotland’s Road Safety Framework to 2030 ( Scotland’s Road Safety Framework to 2030 )
• Scottish Cities Alliance Transition to Net Zero Carbon Action Plan ( Scottish Cities Alliance Transition to Net Zero Carbon Action Plan )
• Scottish Energy Strategy ( The future of energy in Scotland: Scottish Energy Strategy )
• Strategic Road Safety Plan (2016) ( Strategy Road Safety Plan )
• Switched on Towns and Cities Challenge Fund ( Switched on Towns and Cities Challenge Fund ) .

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.

Delivery of the option, through seeking to increase the provision and coverage of alternative refuelling infrastructure, is expected to directly contribute towards delivery of the Scottish Government’s net zero emissions target.

A significant proportion of the vehicles currently using the A96 Trunk Road corridor are powered by an internal combustion engine (ICE). Through providing alternative and greener fuel sources to replace highly polluting fossil fuels, the option would provide the means for low and zero emission vehicles to charge and support the decarbonisation of the transport sector and facilitate an increased uptake of these cleaner and greener vehicles.

Increasing the overall provision and coverage of such alternative refuelling infrastructure is expected to lead in an increase in the overall range confidence for using low and zero emission vehicles. If a range of refuelling solutions is used (e.g. static, demountable and mobile), it is likely that a wider range of road users could be reached.

Overall, the option would not only expand the overall coverage and availability of alternative refuelling provision but also actively promote the transition away from highly polluting vehicles onto more cleaner solutions. This option is scored as a major positive under both the ‘With Policy’ and ‘Without Policy’ scenarios against this objective.

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

The frequency and integration of public transport services is an identified problem for communities across the A96 corridor, which is highlighted by the reliance on private vehicles and by higher than average car ownership levels across the region ( A96 Corridor Review Case for Change ) . This is due to the largely rural nature of the region, where providing public transport can be a challenge due to dispersed population and settlement patterns. The option is not expected to have a direct impact on service frequency and coverage nor have an impact on the overall fares for travellers.

The option is therefore not anticipated to have a notable impact on issues relating to the affordability and accessibility of public transport services, which are linked to wider issues related to the provision, frequency and integration of public transport in the area.

This option is scored as a neutral under both the ‘With Policy’ and ‘Without Policy’ scenarios against this objective.

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

The provision of targeted alternative refuelling infrastructure along the corridor should facilitate a transition from ICE vehicles. This transition would contribute to reducing noise pollution from engines and improving air quality along the A96 corridor, particularly within settlements where more people reside within a close proximity of the existing route.

The majority of the benefits from the option are likely to be felt most by those who travel by road or benefit through the movement of goods by road, with it being unlikely to benefit those who do not have access to a private car. As there is an identified high reliance on car travel across the region, this option is unlikely to address the key barriers to sustainable travel. The option would not have a significant impact on reducing severance and depending on the scale of facilities would take away land that could otherwise be used for communal spaces.

This option is scored as neutral under both the ‘With Policy’ and ‘Without Policy’ scenarios against this objective.

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

The trunk road network in the north-east plays a vital role in supporting the efficient and effective movement of goods and people. It also enables high quality access and connectivity to employment and education opportunities, as well as providing businesses with access to labour and distribution markets.

Through enhancing and expanding the network coverage of alternative fuels for vehicles across the corridor, and in turn providing operating benefits and improving range confidence, the option is likely to promote economic growth. If elements are delivered where it is possible to integrate other transport solutions, the option may provide further efficiencies and benefits to wider societal user groups.

This option is scored as a moderate positive under both the ‘With Policy’ and ‘Without Policy’ scenarios against this objective.

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

The A96 corridor has an identified poor safety performance record, with there being identified collision clusters at several locations; however, the option is unlikely to contribute towards addressing these concerns and reduce the frequency of collisions and their associated casualties.

Through increasing the provision and overall frequency of alternative refuelling infrastructure across the corridor, the option would increase the overall resilience and reduce the overall disruption caused if one or more assets were to be unavailable at a particular moment.

This option is scored as a minor positive under both the ‘With Policy’ and ‘Without Policy’ scenarios against this objective.

STAG Criteria

1. Environment

As the scale and potential locations for the alternative refuelling infrastructure have yet to be defined, it is not possible to identify with any certainty the nature and extent of any associated environmental impacts.

The potential requirement for land take, particularly with the static options (and associated storage facilities) is likely to generate negative impacts from a land use perspective. Moreover, there is the potential for minor to moderate negative environmental impacts during construction and operation, on natural resource requirements, the water environment, biodiversity, agriculture and soils, cultural heritage, landscape and visual amenity, for example. These impacts would depend on how the facilities are constructed and their precise location (and more importantly whether they are static, demountable or mobile infrastructure). Such impacts could either be direct (such as demolition/land loss/habitat loss) or indirect (such as impacts on setting or views).

Delivery of the option, particularly the static options, is also likely to require the excavation and removal of soils; however, it is not expected that the option would require substantial excavation of ground material.

Although the option may result in there being a localised increase in vehicle trips to access this infrastructure, and therefore a slight increase in the overall noise levels associated with this uplift (e.g. noise and vibration through vehicle tyre usage), it is expected the option would facilitate improved air quality (due to the alternative, cleaner fuel sources being proposed), both within the local area and further afield where such vehicles are likely to be travelling to/from.

Further environmental assessment would be undertaken if such an option were progressed through the design and development process, in order to identify potentially significant location-specific environmental impacts and mitigation where appropriate.

Overall, the impacts of alternative refuelling infrastructure are considered neutral for the Environment criterion in both the ‘With Policy’ and ‘Without Policy’ scenarios , although this would be subject to review at the next stage and be dependent on the specific interventions identified and their associated impacts.

2. Climate Change

Greenhouse gas emissions would be generated in the short term from construction activities undertaken to deliver the infrastructure, including indirect emissions from the manufacture and transportation of materials and emissions from the fuel combusted by construction plant and vehicles.

Delivery of the option would directly facilitate the refuelling of vehicles which generate lower greenhouse gas emissions than conventional ICE-based vehicles. Delivery of such infrastructure would improve the overall network coverage and capacity for alternative fuels which is expected to increase the overall attractiveness and reliability of using low/zero-emission vehicles and enable the decarbonisation of the transport sector. Through this option, it is expected that there would be a significant reduction in greenhouse gas emissions, particularly over the long term as the uptake of low and zero emission vehicles increases. However, consideration may need to be made to better understand the wider processes for generating alternative fuels and whether these processes are likely to give rise to potential negative impacts.

From a hydrogen perspective and relevant to the A96 Corridor Review study area, there is currently no significant domestic producer of green hydrogen (that is, generated by renewable energy) in the UK. This is constrained by the lack of significant quantities of renewable energy required for production which is a highly energy intensive process. According to the UK government factsheet, most hydrogen produced and used in the UK (and globally) is high carbon, coming from fossil fuels with no carbon capture, and is sometimes referred to as ‘grey hydrogen’ ( Energy Security Bill factsheet: Hydrogen transport and storage business models ) .

Over the short to medium term, any hydrogen produced for the purpose of powering vehicles would most likely be grey initially, transitioning to ‘blue hydrogen’ over time. Blue hydrogen is produced from natural gas in the same way as grey hydrogen, but includes carbon capture as part of the production process. Blue hydrogen production is noted to be an increasing area of focus in the north-east of Scotland; however, the reduction in overall greenhouse gas emissions would be greater if the production was based on 100% green hydrogen.

Alternative refuelling infrastructure is not noted to be particularly prone to the identified effects of climate change; however, there may be particular locations where this option could be delivered that may be more vulnerable to the effects impacting the existing A96 (e.g. flooding). Consideration would be made during the site selection process to prioritise locations where there are likely to be minimal potential effects of climate change.

Overall, the option is expected to have a minor positive impact on the Climate Change criterion under the ‘With Policy’ Scenario and moderate positive impact under the ‘Without Policy’ Scenario due to the higher volumes of private car journeys undertaken, and therefore a larger potential uptake in electric vehicles as a result of the infrastructure provided within this option.

3. Health, Safety and Wellbeing

The nature of the option means that it is unlikely to have an impact on addressing both real and perceived safety concerns. Whilst increasing the overall availability of alternative refuelling assets across the region and expand coverage, the option should lower the required distance to reach these assets and reduce the overall number of vehicle kilometres. This could help contribute towards reducing the overall frequency of collisions and their associated causalities, but this is likely to be minimal.

An increase in the use of alternative fuels by vehicles along the A96 corridor would likely improve local air quality that would, in turn, improve health outcomes especially in more urbanised and heavily trafficked areas. This could have positive effects on all residents, including those groups who are more vulnerable to the adverse health effects of traffic-related emissions such as children, disabled people, older people and pregnant women.

There is potential for negative environmental effects on visual amenity during construction of larger scale elements of the option, particularly where storage facilities are required.

This option is not anticipated to have any notable impact on access to health and wellbeing infrastructure, or the security of travellers.

Overall, alternative refuelling infrastructure is anticipated to have a neutral impact on this criterion in both the ‘With Policy’ and ‘Without Policy’ scenarios.

4. Economy

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 the infrastructure are currently unknown.

With over half the working distilleries in Scotland located in Moray, the A96 Trunk Road is integral to the sector. Tourism is also a key industry within the vicinity of the Inverness to Aberdeen corridor, with significant natural and industrial tourism assets, including the Cairngorms National Park and Royal Deeside.

The option could develop a more resilient transport network by accommodating the necessary charging infrastructure to enable vehicles, powered by alternative fuels, to operate seamlessly throughout the region. This in turn is likely, with the correct deployment of charging infrastructure points, to improve journey reliability. In addition, this would boost the consumer confidence in alternatively fuel vehicles helping to shift to vehicles which have a lower operating cost due to the reduced dependency on fossil fuels.

This option has the potential to reduce vehicle operating costs due to their lower cost per unit when compared to fossil fuels. The cost savings could potentially be reinvested into businesses. It may also in turn attract businesses to the area through the improved connectivity, integration, inclusivity of the regions transport network.

Development of dedicated infrastructure for alternative refuelling would provide the means for decarbonisation of the transport sector and address a significant barrier through expanding the existing network coverage. This capital investment provides the opportunities for business and enterprise, which are the largest expected user groups to benefit, to invest in other areas and further drive economic growth.

Furthermore, delivering such infrastructure at strategic locations where there are high volumes of existing movements has the potential to attract investment into the local area as users seek to be located next to such infrastructure.

As the option would not solely serve the commercial sector and transport operators, the wider public would be able to use the facilities for refuelling and therefore the expansion of network coverage is expected to further increase overall economic competitiveness.

Overall, this option is likely to have a moderate positive impact on this criterion under both the ‘With Policy’ and ‘Without Policy’ scenarios due to reducing vehicle operating costs, providing resilience to the alternative refuelling network for both private and commercial traffic and the investment and income opportunities that could be realised around the infrastructure.

5. Equality and Accessibility

Communities across the study area of the A96 Corridor Review have high levels of car ownership when compared to the rest of Scotland. This is primarily due to the area being largely rural in nature where there is greater dependency on the private car to access employment, education, services and maintain social contact. More rural areas may be impacted by a lower provision of alternative refuelling infrastructure and associated facilities than more urban areas, where current provision in the context of the trunk road network is limited.

As the trunk road network is also important to the operation of local and inter-urban bus network, targeted improvements to improve the network coverage and increase the overall provision of alternative refuelling infrastructure would support the operation for all road users. However, it is considered unlikely that the option within this grouping would have a significant impact on public transport and active travel accessibility. The option is unlikely to provide benefits for individuals who do not have access to a private vehicle, as well as those unable to drive.

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

Overall, the option is considered neutral on this criterion under both the ‘With Policy’ and ‘Without Policy’ scenarios as the main benefits will be felt by those who have access to an alternatively fuelled vehicle and has no impact on public transport or active travel network coverage.

Deliverability

1. Feasibility

Targeted improvements on the trunk road network would typically be for Transport Scotland to lead and could be delivered on a project-by-project basis or potentially through the development of a route action plan or as part of a wider strategy. Improvements on interfacing local roads and/or adjacent to the trunk road network may be led by the respective RTPs and/or local authorities.

There is already significant experience in delivering elements of alternative refuelling infrastructure facilities within Scotland and elsewhere and they are already largely feasible. The north-east region in particular is an identified leader in testing and delivering alternative refuelling solutions, most notably relating to electric and hydrogen refuelling.

The type, location, scale and complexity of providing targeted alternative refuelling infrastructure and facility improvements requires further interrogation and assessment.

The engineering constraints would vary significantly from location to location along the A96 and its interfacing local roads, both between, and within local communities. This would include various existing residential and business properties, roads, rivers and railways that intersect the highway corridor. Any improvements 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.

Land purchase and Public Local Inquiries could also be a potential requirement.

Despite the constraints and challenges outlined, the work undertaken to date indicates that this option is considered feasible.

2. Affordability

Delivering refuelling infrastructure and facilities, depending on their scale and size, can have a varying cost estimate and can range from being relatively modest to quite substantial.

Initial upfront costs would also be required to secure sufficient fuel supply during the start-up period to allow the option to provide refuelling to vehicles. Depending on the nature of the option, monies may also be required for personnel to operate and maintain the sites although it is recognised that this cost could be reduced if the infrastructure is of a self-serve nature. Depending on whether the option would be manned or self-serve, personnel may be required to operate and maintain the infrastructure which if required, would add operating costs.

Notwithstanding expected capital costs for delivery, the option is anticipated to generate a modest revenue steam through the distribution of alternative fuels which is likely to positively offset the delivery costs.

3. Public Acceptability

Wide public support is anticipated across local communities and businesses across the study area of the A96 Corridor Review for targeted improvements relating to enhancing alternative refuelling infrastructure and facilities, particularly in more rural communities which may be currently underserved when compared against more urban areas. As the north-east oil and gas sector transitions to more renewable technologies such as hydrogen fuel there is likely to be strong support from this sector in particular. Additionally, fleet operators, both in the public and private sectors, who wish to decarbonise but are constrained by a lack of appropriate local infrastructure and facilities are likely to be supportive.

However, it is recognised that current uptake is still relatively low, and that the acceptability would further increase as the overall number of these vehicles increases.

As further consideration is needed to understand the scale, size and location for this type of intervention, there is a possibility that some local communities may be impacted by the delivery process, primarily associated with construction impacts. This potentially includes landowners and others within communities directly impacted by improvements.

Overall, this option would directly cater for the needs of both communities and businesses and provide the means to enable the rapid decarbonisation of the transport sector.

Public consultation undertaken as part of this review indicated some support for the development of the A96 Electric Corridor. Approximately 14% of respondents are currently driving, or have use of, a hybrid/electric vehicle and a further 4% expect that their travel choices will change to using electric or hybrid vehicles. Also, 5% responded that the providing infrastructure for an electric highway was a priority and 6% suggested that infrastructure for electric highway should be implemented, including electric charging points.

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 ( Strategic Environmental Assessment (SEA) Draft Environmental Report - A96 Corridor Review ) .

2. Equalities Impact Assessment (EqIA)

The area has a higher than average rate of car ownership, with some groups living in the area ‘forced’ into car ownership despite financial constraints or dependent on a private vehicle due to mobility issues, exacerbated by living in rural areas with a lack of concentration of key services. Therefore, there could be benefits for those groups with regards to availability of options for alternative fuels and future options. An increase in the use of alternatively fuels by vehicles along the A96 corridor could also improve local air quality. In turn, this could have positive effects on those groups who are more vulnerable to the adverse health effects of traffic-related emissions. This includes children, disabled people, older people and pregnant women. More detailed assessment work is required to understand local air quality impacts associated with delivery of the option.

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

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

An increase in the use of alternative fuels by vehicles along the A96 corridor could also improve local air quality. In turn, this could have positive effects on children and young people who are more vulnerable to the adverse health effects of traffic-related emissions. More detailed assessment work is required to understand local air quality impacts associated with delivery of the option in relation to children and young people.

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

4. Fairer Scotland Duty Assessment (FSDA)

Improving the coverage, quality and availability of alternative refuelling infrastructure and facilities for rural and remote communities may contribute towards addressing many of the structural challenges that rural communities face (such as the high fossil fuel costs associated with maintaining and running private vehicles). However, the option is likely to have a negligible impact on socio-economically disadvantaged groups in relation to the population overall. Through providing alternative fuels there is potential for a reduction in inequalities of health in disadvantaged and deprived communities through improved air quality. However, the extent to which positive effects would be realised depends on the spatial distribution and frequency of proposed elements as part of the option and the levels of air quality improvements through a reduction in ICE vehicles and associated air quality within disadvantaged and deprived communities.

More detailed assessment work at the individual scheme level would need to be undertaken to understand local air quality impacts in relation to deprived areas.

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