Baseline Summary

Introduction

The key information which supports the assessment presented in this report has been developed throughout the corridor review process with a full evidence base prepared as part of the SEqIA Scoping Report .

The baseline includes evidence on those living, working, visiting and travelling through the area, drawing on a range of relevant data from the National Records for Scotland, 2021 Scottish Census (as the most recent available Census dataset at the time of writing), the Scottish Index of Multiple Deprivation (SIMD) 2020 ( Scottish Government (2020). Scottish Index of Multiple Deprivation 2020 ) and additional sources including the Scottish Household Survey and other transport statistics from Transport Scotland research such as the Key Reported Road Casualties Scotland 2019 . Where available, local area datasets have also been interrogated. It also draws on research relating to groups covered by the CRWIA (i.e. children and young people) to identify the key issues within a transport context.

The CRWIA Study Area

For analysis purposes, a CRWIA ‘study area’ has been created as shown in Appendix A, comprising wards that intersect with the A96 corridor. Wards included in the CRWIA study area: Inverness Milburn Ward; Culloden and Ardersier Ward; Nairn and Cawdor Ward; Forres Ward; Heldon and Laich Ward; Elgin City North Ward; Elgin City South Ward; Fochabers Lhanbryde Ward ;Keith and Cullen Ward, Huntly, Strathbogie and Howe of Alford Ward; West Garioch Ward; Inverurie and District Ward; East Garioch Ward; Dyce/Bucks burn/Danestone Ward; Nothfield/Mastrick North Ward; Hilton/Woodside/Stockethill Ward Midstocket/Rosemount Ward; George St/Harbour Ward.

Four council areas were identified within the CRWIA study area:

  • Aberdeenshire Council
  • Aberdeen City Council
  • The Highland Council
  • Moray Council

The A96 Inverness to Nairn (including Nairn Bypass) scheme does not form part of the A96 Corridor Review as it has been through the statutory process and has received ministerial consent, with Made Orders published on 22 February 2024. Interventions within Nairn itself, however, have been included in the transport intervention packages in the appraisal.

Existing Transport Network and Travel Patterns

The entire length of the A96 Trunk Road is serviced by a bus route between Inverness and Aberdeen, with local services available in some of the larger towns along the route. Community transport and demand responsive transport services are operated within each of the local authorities, although coverage is limited, with membership often required.

The rail line between Inverness and Aberdeen generally follows the alignment of the A96 and includes 12 stations, including both Aberdeen and Inverness.

There are several on and off-road active travel corridors in the study area, many being local networks, alongside the NCN 1 long-distance cycle route. This also connects to NCN 195 in Aberdeen and NCN 7 South of Inverness and forms part of the National Cycle Network. Traffic-free parts of the routes exist in small sections but for longer travel between settlements and towns, it is necessary to travel on-road.

Children and Young People

While the percentage of children living in the study area is marginally lower (16.5%), the proportion of young people is slightly higher (11.0%) when compared to Scotland as a whole (16.8% and 10.4% respectively) ( National Records for Scotland (2021a). Mid-2020 Population Estimates, Scotland. ) .

Key factors affecting the ability of children and young people to access transport options are their socio-economic background, geographical location and the accessibility and safety of public transport.

Children and young people are more likely to benefit from investment in active travel and public transport interventions, especially where access to education, training and other important services is improved. In particular, children and young people from low-income and lower quartile households are less likely to have access to a car and could benefit from accessible and affordable modes of transport ( Poverty Alliance/Transport Scotland (2021). Transport and Child Poverty – beyond the pandemic ) .

In particular, the availability and cost of public transport in rural areas is a significant challenge for young people who are more dependent on public transport, particularly for accessing education and training. However, 16% of children in Scotland travel to school by bus ( Sustrans (2020) Travel to School in Scotland ) .

Environmental impacts of traffic can disproportionately affect children. Traffic-related noise is correlated more broadly with lower health-related quality of life in children ( Hjortebjerg, D., Anderson, A.M., Christensen, J.S., Ketzel, M., Raaschou-Nielsen, O., Sunyer, J., Julvez, J., Forns, J. and Sorensen, M. (2015). Exposure to Road Traffic Noise and Behavioral Problems in 7-Year-Old Children: A Cohort Study. Environmental HealthPerspectives, 124(2): 228-34 ) and they are more vulnerable to the effects of poor air quality compared to the overall population. Children are also more vulnerable to the environmental, safety and accessibility impacts of construction activities associated with new transport infrastructure or maintenance projects.

According to the Scottish Health Survey ( Scottish Government (2020). Scottish Health Survey 2018: main report - revised 2020. ) in 2019, 16% of children were at risk of obesity. Access to active travel and transport systems that encourage active living and regular physical activity is an important factor in combating obesity, as well as having beneficial impacts on mental health and wellbeing.

Safety is a key issue for children with regards to transport. Child pedestrian casualties recorded in Scotland in 2020 accounted for 28% of all pedestrian casualties of all ages ( Transport Scotland (2020). Casualties by gender and age ) . Children and young people from deprived areas were found more likely to be involved in traffic injuries, for whom the risk was highest on main roads and on residential roads near shops and leisure services ( Christie, N. (2017). ‘Why we need to view road safety through a public health lens’. 38(2): 139-141. ) .