Package 2
Package description
The options included in this package are:
- Active Communities;
- Bus Priority Measures;
- Improved Public Transport Passenger Interchange Facilities;
- Investment in DRT and Maas;
- Linespeed, Passenger and Freight Capacity Improvements on the Aberdeen to Inverness Rail Line;
- Targeted Road Safety Improvements; and
- A96 Electric Corridor
This package is focused on providing transport network improvements to some of the less populated settlements along the A96 corridor that are not suggested to be bypassed within Package 1. The package would provide enhancements which would aim to encourage a shift to sustainable modes, increase opportunities for residents and businesses and improve road safety.
The specific settlements considered in this package are Lhanbryde, Mosstodloch, Fochabers, Huntly, Kintore and Blackburn and are shown within the context of the wider A96 Corridor Review transport appraisal study area (as defined within the A96 Corridor Review Case for Change) in Figure 6.1.1 . It should be noted that whilst this package is primarily targeted at the aforementioned settlements, the package also includes corridor-wide interventions which are anticipated to result in benefits to other areas within the corridor.
This package would provide high quality active travel routes and facilitate placemaking improvements within the aforementioned settlements through the provision of ‘Active Communities’, where more space would be provided for people rather than traffic, which could reduce the need to travel unsustainably. Active Communities draws from the ‘20-minute neighbourhood’ concept (10 minutes there, 10 minutes back) and is built around an approximate radius of 800m from the centre of each town or settlement, whilst also creating safer routes to school and encouraging more inclusive environments for people walking, wheeling and cycling. This would enhance the sense of place and encourage the local communities to spend more time within their local areas.
A number of public transport interventions targeted at delivering faster and more reliable journey times as well as improving the overall passenger experience form part of this package. Journey time and reliability improvements would be achieved through the inclusion of bus priority measures at appropriate locations within the aforementioned settlements, with rail improvements delivered through linespeed and capacity improvements on the wider Aberdeen to Inverness rail line. Linespeed improvements would target a reduction in end-to-end journey times to two hours (currently approximately two hours and 25 minutes). This would be facilitated through the provision of passing loops, new rolling stock and improving passenger service frequencies and freight opportunities.
The package also includes interventions to improve accessibility and quality of public transport interchange facilities such as bus and railway stations throughout the corridor. Improvements are likely to include smaller scale interventions such as placemaking enhancements, improved wayfinding, enhancements to the waiting environment and/or improved accessibility, including lifts and step-free access, though they may also include the construction of new interchange facilities. This package does not however consider the provision of new Park and Ride facilities for onward travel by bus as they are only likely to be a viable option for capturing trips travelling to the larger cities of Aberdeen and Inverness where congestion is highest.
Improvements to the public transport network coverage are also proposed through the use of flexible services, such as Demand Responsive Transport (DRT) or Community Transport (CT), supported by Mobility as a Service (MaaS) or smart technology where appropriate, at a corridor level.
Development of the A96 Electric Corridor is also included within this package to encourage a shift away from internal combustion engine (ICE) vehicles. This intervention would seek to improve the provision of alternative refuelling infrastructure and facilities along the full A96 corridor and its interfacing local roads, including those in Lhanbryde, Mosstodloch, Fochabers, Huntly, Kintore and Blackburn.
Finally, this package aims to improve road safety through the provision of targeted safety improvements to address both real and perceived safety concerns on the A96 Trunk Road. It is envisaged that this would be achieved through the provision of improved overtaking opportunities, junction improvements and improvements to the alignment of the carriageway at targeted locations along the route.
Criterion 1
Criterion and success factors
- Extent to which the package supports adaptation for and/or resilience to current and predicted future impacts of climate change.
Success factors:
- 1a. Supports adaptation for and/or resilience to predicted increases in sea levels and storm surge.
- 1b. Supports adaptation for and/or resilience to predicted changes in temperatures.
- 1c. Supports adaptation for and/or resilience to predicted increase in likelihood and severity of fluvial and pluvial flooding.
- 1d. Supports adaptation for and/or resilience to predicted increase in likelihood and severity of storms and high winds.
Geographic and environmental context
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- Table 6.1, Table 6.2, Table 6.3 and Table 6.4 outline the geographic and environmental context against criterion 1 within a 7.5km boundary (unless otherwise stated, for example, when using the MET Office Data) of each of the settlements included in the package.
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| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
The SEPA coastal hazard maps identify a 10% chance of river flooding each year during a 1 in 10-year return period; 0.5% chance during a 1 in 200-year return period; and 0.1% chance during a 1 in 1,000-year return period, focused to the north of Lhanbryde. Given the relative distance from the coast, it is not envisaged that this will severely impact Lhanbryde. |
|
Mosstodloch and Fochabers |
The SEPA coastal hazard maps identify a 10% chance of river flooding each year during a 1 in 10-year return period; 0.5% chance during a 1 in 200-year return period; and 0.1% chance during a 1 in 1,000-year return period, focused around Spey Bay, approximately 6km north. Given the relative distance from the coast, it is not envisaged that this will severely impact Mosstodloch or Fochabers (which are more prone to fluvial flooding). |
|
Huntly |
The SEPA coastal hazard maps identify no risk of coastal flooding within the Huntly study area due to Huntly being located inland, away from the coast. |
|
Kintore |
The SEPA coastal hazard maps identify no risk of coastal flooding within the Kintore study area due to Kintore being located inland, away from the coast. |
|
Blackburn |
The SEPA coastal hazard maps identify no risk of coastal flooding within the Blackburn study area due to Blackburn being located inland, away from the coast. |
| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
Mean annual air temperature is predicted to range between +0.87⁰C (2020-2049) and +3.04⁰C (2070-2099) within a geographical boundary of 25km around the town of Lhanbryde (50% probability. Maximum summer air temperature is predicted to range between +0.74⁰C (2020-2049) and +3.38⁰C, and minimum winter air temperature between +0.83⁰C (2020-2049) and +3.08⁰C (2070-2099. |
|
Mosstodloch and Fochabers |
Mean annual air temperature is predicted to range between +0.88⁰C (2020-2049) and +3.00⁰C (2070-2099) within a geographical boundary of 25km around the towns of Mosstodloch and Fochabers (50% probability at 1.5m). Maximum summer air temperature is predicted to range between +0.75⁰C (2020-2049) and +3.33⁰C, and minimum winter air temperature between +0.86⁰C (2020-2049) and +2.81⁰C (2070-2099. |
|
Huntly |
Mean annual air temperature is predicted to range between +0.89⁰C (2020-2049) and +3.04⁰C (2070-2099) within a geographical boundary of 25km around the town of Huntly (50% probability at 1.5m). Maximum summer air temperature is predicted to range between +0.77⁰C (2020-2049) and +3.40⁰C, and minimum winter air temperature between +0.87⁰C (2020-2049) and +2.83⁰C (2070-2099. |
|
Kintore |
Mean annual air temperature is predicted to range between +0.89⁰C (2020-2049) and +3.05⁰C (2070-2099) within a geographical boundary of 25km around the town of Kintore (50% probability). Maximum summer air temperature is predicted to range between +0.77⁰C (2020-2049) and +3.46⁰C (2070-2099), and minimum winter air temperature is predicted to range between +0.87⁰C (2020-2049) and +2.83⁰C (2070-2099). |
|
Blackburn |
Mean annual air temperature is predicted to range between +0.89⁰C (2020-2049) and +3.05⁰C (2070-2099) within a geographical boundary of 25km around the town of Blackburn (50% probability). Maximum summer air temperature is predicted to range between +0.77⁰C (2020-2049) and +3.46⁰C (2070-2099), and minimum winter air temperature is predicted to range between +0.87⁰C (2020-2049) and +2.83⁰C (2070-2099). |
| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
Fluvial Flooding: SEPA River Hazard Maps identify a 10% chance of river flooding each year during a 1 in 10-year return period; 0.5% chance during a 1 in 200-year return period; and 0.1% chance during a 1 in 1,000-year return period. In addition, the geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m for the 1 in 10-year return period, 0.3m and 1.0m for the 1 in 200-year return period and 0.3m and 1.0m for the 1 in 1,000-year return period. This risk follows the River Findhorn, Muckle Burn and tributaries of Findhorn Bay. Future flood maps (River Extent 2080s - 1 in 200-Year) identify the surrounding areas of Lhanbryde at risk of flooding (0.5% by the 2080s). Pluvial Flooding: SEPA Surface Water Hazard Maps identifies a 10% chance of surface water flooding each year during a 1 in 10-year return period; and a 0.1% chance during a 1 in 200-year return period. In addition, the geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m. This is spread across the study area. Change in annual precipitation is predicted to range between +4.82% (2020-2049) and +7.81% (2070-2099) within a geographical boundary of 25km around the town of Lhanbryde (50% probability). Change in winter precipitation is predicted to peak between +10.88% and +28.00%. More frequent, high-intensity rainfall will increase the risk of flash flooding from surface water or sewers for inland communities, especially during winter months. |
|
Mosstodloch and Fochabers |
Fluvial Flooding: SEPA River Hazard Maps identifies a 10% chance of river flooding each year during a 1 in 10-year return period; 0.5% chance during a 1 in 200-year return period; and 0.1% chance during a 1 in 1,000-year return period, focused around the River Spey (closer to Fochabers than Mosstodloch). The geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m for the 1 in 10-year return period, 0.3m and 1.0m for the 1 in 200-year return period and 0.3m and 1.0m for the 1 in 1,000-year return period. This risk follows the River Findhorn, Muckle Burn and tributaries of Findhorn Bay. Future flood maps (River Extent 2080s - 1 in 200-Year identify the surrounding areas of Fochabers and Mosstodloch at risk of flooding (0.5% by the 2080s), following the route of the River Spey. Pluvial Flooding: SEPA Surface Water Hazard Maps identifies a 10% chance of surface water flooding each year during a 1 in 10-year return period; and a 0.1% chance during a 1 in 200-year return period. In addition, the geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m. This is spread across the study area. Change in annual precipitation is predicted to range between +3.91% (2020-2049) and +4.3% (2070-2099) within a geographical boundary of 25km around the town of Huntly (50% probability). Change in winter precipitation is predicted to peak between +10.98% (2020-2049) and +24.3% (2070-2099). More frequent, high-intensity rainfall will increase the risk of flash flooding from surface water or sewers for inland communities, especially during winter months. |
|
Huntly |
Fluvial Flooding: SEPA River Hazard Maps identify a 10% chance of river flooding each year during a 1 in 10-year return period; 0.5% chance during a 1 in 200-year return period; and 0.1% chance during a 1 in 1,000-year return period, largely focused around the River Deveron and River Bogie. The geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m for the 1 in 10-year return period, 0.3m and 1.0m for the 1 in 200-year return period and 0.3m and 1.0m for the 1 in 1,000-year return period. This risk follows the River Findhorn, Muckle Burn and tributaries of Findhorn Bay. Future flood maps (River Extent 2080s - 1 in 200-Year) identify the surrounding areas of Huntly at risk of flooding (0.5% by the 2080s), largely focused around the River Deveron and River Bogie. Pluvial Flooding: SEPA Surface Water Hazard Maps identify a 10% chance of surface water flooding each year during a 1 in 10-year return period; and a 0.1% chance during a 1 in 200-year return period. The geographical area at risk of flooding increases between 10 and 1000-year return periods, with flood depths ranging between 0.3m and 1.0m. This is spread across the study area. Change in annual precipitation is predicted to range between +3.91% (2020-2049) and +4.3% (2070-2099) within a geographical boundary of 25km around the town of Huntly (50% probability). Change in winter precipitation is predicted to peak between +10.98% (2020-2049) and +24.3% (2070-2099). More frequent, high-intensity rainfall will increase the risk of flash flooding from surface water or sewers for inland communities, especially during winter months. |
|
Kintore |
Fluvial Flooding: SEPA River Hazard Maps identifies a 10% chance of river flooding each year during a 1 in 10-year return period; 0.5% chance during a 1 in 200-year return period; and 0.1% chance during a 1 in 1,000-year return period, largely focused around the River Don, Torry Burn and Tuach Burn. The geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m for the 1 in 10-year return period, 0.3m and 1.0m for the 1 in 200-year return period and 0.3m and 1.0m for the 1 in 1,000-year return period. Future flood maps (River Extent 2080s - 1 in 200-Year) identify the surrounding areas of Kintore at risk of flooding (0.5% by the 2080s), largely focused around the River Don, Torry Burn and Tuach Burn. Pluvial Flooding: SEPA Surface Water Hazard Maps identifies a 10% chance of surface water flooding each year during a 1 in 10-year return period; and a 0.1% chance during a 1 in 200-year return period. In addition, the geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m. This is spread across the study area. Change in annual precipitation is predicted to range between +5.26% (2020-2049) and +6.21% (2070-2099) within a geographical boundary of 25km around the town of Kintore (50% probability). Change in winter precipitation is predicted to peak between +16.88% (2020-2049) and +33.13% (2070-2099). More frequent, high-intensity rainfall will increase the risk of flash flooding from surface water or sewers for inland communities, especially during winter months. |
|
Blackburn |
Fluvial Flooding: SEPA River Hazard Maps identifies a 10% chance of river flooding each year during a 1 in 10-year return period; 0.5% chance during a 1 in 200-year return period; and 0.1% chance during a 1 in 1,000-year return period, focused around the Black Burn. In addition, the geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m for the 1 in 10-year return period, 0.3m and 1.0m for the 1 in 200-year return period and 0.3m and 1.0m for the 1 in 1,000-year return period. Future flood maps (River Extent 2080s - 1 in 200-Year) identify the surrounding areas of Blackburn at risk of flooding (0.5% by the 2080s). Pluvial Flooding: SEPA Surface Water Hazard Maps identifies a 10% chance of surface water flooding each year during a 1 in 10-year return period; and a 0.1% chance during a 1 in 200-year return period. In addition, the geographical area at risk of flooding increases between 10 and 1,000-year return periods, with flood depths ranging between 0.3m and 1.0m. This risk is spread across the study area. Change in annual precipitation is predicted to range between +5.26% (2020-2049) and +6.21% (2070-2099) within a geographical boundary of 25km around the town of Blackburn (50% probability). Change in winter precipitation is predicted to peak between +16.88% (2020-2049) and +33.13% (2070-2099). More frequent, high-intensity rainfall will increase the risk of flash flooding from surface water or sewers for inland communities, especially during winter months. |
| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
There were no weather-related incidents (flooding, snow or landscaping/fallen/overhanging branches) between 2016-2021 along the A96 within a 7.5km boundary of Lhanbryde. |
|
Mosstodloch and Fochabers |
There were no weather-related incidents (flooding, snow or landscaping/fallen/overhanging branches) between 2016-2021 along the A96 within a 7.5km boundary of Mosstodloch and Fochabers. |
|
Huntly |
There was a total of two weather-related incidents (flooding, snow or landscaping/fallen/overhanging branches) between 2016-2021 along the A96 within a 7.5km boundary of Huntly. |
|
Kintore |
There was a total of two weather-related incidents (flooding, snow or landscaping/fallen/overhanging branches) between 2016-2021 along the A96 within a 7.5km boundary of Kintore. |
|
Blackburn |
There was a total of two weather-related incidents (flooding, snow or landscaping/fallen/overhanging branches) between 2016-2021 along the A96 within a 7.5km boundary of Blackburn. |
Package 2 criterion 1 assessment
Package 2 is at an early stage of development with limited design details on which to base an assessment. The assessment is based on potential impacts and interactions the options could have with aspects considered within this criterion.
The geographic and environmental context for Package 2 forecasts that annual temperatures will increase across the corridor, with drier, warmer summers and wetter, milder winters. This means that the A96 corridor will need to be prepared for a wider range of annual temperatures and need to be resilient to higher peak summer temperatures (which could potentially warp surfaces, impact electronic and electrical equipment and cause heatstroke for operational users or construction workers).
Current standards for designing and constructing transport infrastructure are maintained and updated regularly to account for climatic factors. This process should ensure that each option is designed and built to adapt to the predicted future impacts of climate change throughout the A96 corridor, including in and around each of the six settlements. Any resulting infrastructure that is built to adapt to future impacts of climate change has the potential to increase the overall resilience of the transport network in the study area.
Package 2 includes the option to make linespeed, passenger and freight capacity improvements on the Aberdeen to Inverness rail line. Of the six settlements included in this package, only Huntly and Kintore have a train station. As such, this option will make these two settlements more resilient as it aims to provide a more reliable public transport service, cutting journey times and providing a more frequent passenger service. However, there may be locations along the A96 corridor where the rail line is more vulnerable to the effects of climate change.
Package 2 includes alternative refuelling infrastructure as part of the A96 Electric Corridor option which is not noted to be particularly prone to the identified effects of climate change. However, throughout the A96 corridor, and within and around the settlements included in this package, there may be locations that may be more vulnerable to the effects of climate change, for example, future flooding that may occur in and around Lhanbryde, Mosstodloch and Fochabers.
Package 2 will be developed in accordance with relevant standards such as the Design Manual for Roads and Bridges. The DMRB includes LA 114 Climate standard, which assesses the resilience and adaptation of proposed road infrastructure assets at detailed design stage. DMRB LA 114 states ‘ the scoping assessment shall identify whether anticipated changing climate conditions and weather events are likely to have significant adverse effects on the project (or elements of the project) during construction and operation '.
Examples of potential climate impacts cited in DMRB LA 114 during construction and operations include increased frequency of extreme weather; increased temperatures; increased precipitation; increased sea level rise and wave height; and gales. Therefore, it is assumed that the options within Package 2 will be designed in accordance with DMRB LA 114 to ensure resilience against extreme weather and to minimise the potential effects of climate change, to reduce the vulnerability of the infrastructure.
Package 2 criterion 1 recommendations
All relevant design, construction and maintenance guidance, standards, processes, and assessments should be kept up to date with the latest climate change forecasts and associated best practice and applied to the development of all options.
If Package 2 is developed, a climate change vulnerability scoping/assessment exercise should be undertaken, in line with current standards such as DMRB LA 114
If Package 2 is taken forward, it is recommended that any potential impacts on the A96 corridor, including the settlements within the package, climate resilience are understood at the earliest design stage and accounted for within the design. Technologies to counteract the impacts of climate change and provide resilience for each option within Package 2 should be considered. The design for each option should embed measures for adaptation against climate-related hazards where practicable, to reduce the significance levels of any adverse impacts.
The vulnerability of all the options included in Package 2 to climate change should be appropriately scoped to understand the potential impacts on the associated assets during construction and operation – for example on electronic equipment; construction workers; end users; site facilities; structures; earthworks; verges; drainage; and construction plant.
Consideration should be made during the site selection process for options that require construction of new facilities or infrastructure to prioritise locations along the A96 corridor, and in and around the settlements, which are more resilient to the potential effects of climate change. For example, selecting a location for the infrastructure on naturally higher ground levels and building away from coastal areas and/or floodplains that are anticipated to be subject to flooding. Additionally, the drainage capabilities of the infrastructure should be designed to deal with more intense rainfall events and flooding.
Active travel provisions should include elements that will support adaptation for and/or resilience to current and predicted future impacts of climate change. For example, the use of porous pavements for pedestrianised areas and cycling routes and the use of higher solar reflectance/cool pavements in pedestrianised areas and cycling lanes should be considered. Additionally, road salt and snow removal should be prioritised in pedestrianised areas and cycling routes.
It is recommended that during the design development of the options within this package, consideration is given to including structural adaptation measures. For example, selecting materials that are resistant to the expected extremes of both low and high temperatures; integrating protective infrastructure such as flood defences in and around the settlements; and using permeable paving surfaces to reduce run-off during heavy rainfalls. Nature-based solutions should also be considered to further enhance natural resilience and adaptation measures.
Finally, the selection of materials used within the construction of the transport options should be based on their resilience to extreme weather, for example, preference should be given to corrosion-resistant materials rather than utilising metals and treating them with a non-corrosive powder coating.
Criterion 2
Criterion and success factor
Criterion 2 is:
- Extent to which the package supports the surrounding area to adapt and/or become more resilient to current and predicted future impacts of climate change.
Success factors:
2a. Supports adaptation for and/or resilience to current and future impacts of climate change within the study area outside of the package boundary.
2b. Supports the natural environment to adapt for and/or increase resilience to current and predicted future impacts of climate change.
Geographic and environmental context
Table 6.5 and Table 6.6 outline the geographic and environmental context against criterion 2 within a 7.5km boundary (unless otherwise stated, for example, when using the MET Office Data) of each of the settlements included in the package.
|
Package 2 Study Area |
Geographic and Environmental Context |
|
Lhanbryde |
Geographic and environmental context for the other settlements is described in Package 2 Criterion 1 (Section 6.2). |
|
Mosstodloch and Fochabers |
Geographic and environmental context for the other settlements is described in Package 2 Criterion 1 (Section 6.2). |
|
Huntly |
Geographic and environmental context for the other settlements is described in Package 2 Criterion 1 (Section 6.2). |
|
Kintore |
Geographic and environmental context for the other settlements is described in Package 2 Criterion 1 (Section 6.2). |
|
Blackburn |
Geographic and environmental context for the other settlements is described in Package 2 Criterion 1 (Section 6.2). |
| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
There are a number of designated habitats within the study area of the package around Lhanbryde: - Ancient woodland: 2,603.59 hectares. - Native Woodland Survey for Scotland: 669.19 hectares. - Site of Special Scientific Interest: 10 Sites of Special Scientific Interest within the Lhanbryde study area – Loch Oire, Teindland Quarry, Coleburn Pasture, Dipple Brae, Loch Spynie, Lower River Spey, Scaat Craig, Spey Bay, Spynie Quarry and River Spey. - Special Area of Conservation: Two SAC – River Spey and Lower River Spey (Spey Bay) - Special Protection Area: Three SPA – Loch Spynie, Moray Firth and Moray and Nairn Coast - Wetland of International Importance (Ramsar): Two Ramsar Sites – Loch Spynie and Moray and Nairn Coast - Geological Conservation Review Site: Six Geological Conservation Review Sites – Dipple Brae, Lower River Spey, Scaat Craig, Spey Bay, Spynie and Teindland Quarry. |
|
Mosstodloch and Fochabers |
There are a number of designated habitats within the study area of the package around Mosstodloch and Fochabers: - Ancient woodland: 5,457.87 hectares. - Native Woodland Survey for Scotland: 909.86 hectares. - Special Protection Areas: Two Special Protection Areas within the Mosstodloch and Fochabers study area – Moray and Nairn Coast, and Moray Firth. - Special Area of Conservation: Two Special Areas of Conservation within the Mosstodloch and Fochabers study area – River Spey and Lower River Spey (Spey Bay). - Wetland of International Importance (Ramsar): One Wetland of International Importance (Ramsar) within the Mosstodloch and Fochabers study area – Moray and Nairn Coast. - Site of Special Scientific Interest: Seven Sites of Special Scientific Interest within the Mosstodloch and Fochabers study area - Loch Oire, Lower River Spey, Spey Bay, Teindland Quarry, River Spey, Dipple Brae and Tynet Burn. - Geological Conservation Review Site: Six Geological Conservation Review Sites – Tynet Burn, Dipple Brae, Spey Bay, Lower River Spey, Tynet Burn (Elgin), and Teindland Quarry |
|
Huntly |
There are a number of designated habitats within the study area of the package around Huntly: - Ancient woodland: 2,042.01 hectares. - Native Woodland Survey for Scotland: 827.88 hectares. - Special Area of Conservation: One SAC – Mortlach Moss - Site of Special Scientific Interest: Four Sites of Special Scientific Interest within the Huntly study area - Bin Quarry, Whitehill, Craigs of Succoth and Mortlach Moss - Geological Conservation Review Site: Two Geological Conservation Review Sites – Bin Quarry and Binhill Quarry |
|
Kintore |
There are a number of designated habitats within the study area of the package around Kintore: - Ancient woodland: 1,752.11 hectares. - Native Woodland Survey for Scotland: 1,248.83 hectares. |
|
Blackburn |
There are a number of designated habitats within the study area of the package around Blackburn: - Ancient woodland: 1,444.97 hectares. - Native Woodland Survey for Scotland: 942.34 hectares. - Special Protection Area: One SPA – Loch of Skene - Site of Special Scientific Interest: One SSSI – Loch of Skene - Wetland of International Importance (Ramsar): One Ramsar Site – Loch of Skene |
Package 2 criterion 2 assessment
Package 2 is at an early stage of development with limited design details on which to base an assessment. The assessment is based on potential impacts and interactions the options could have with aspects considered within this criterion.
The construction of the options included in Package 2 could impact the surrounding area’s ability to adapt to climate change. This could be either positive or negative depending on how the options are designed and delivered.
The design and construction of the options included in Package 2 would be developed in accordance with relevant standards including DMRB. A risk that would need to be managed through design would be the interaction that the option would have with the drainage of the surrounding area. DMRB requires that schemes developed in accordance with the relevant standards should not increase flood risk to the surrounding area. The design should take account of existing risks such as the communities that already experience flooding, for example, Huntly, Kintore and Blackburn where, between 2016-2021 each settlement had a total of two weather-related incidents involving either snow with high winds or rain with high winds causing A96 road closure. Development of the option could have a net positive impact on the area’s ability to adapt to climate change if designed and delivered to go beyond mitigating risks and identify and take advantage of potential opportunities. This could include appropriate drainage features and flood defence systems – including outside of the option boundary.
The delivery of the options included in Package 2 could positively or negatively impact the ecosystem services provided by the surrounding area, depending on how the options are designed and delivered. The ecosystem services provided by the area surrounding the study area and which may be impacted by the delivery of the transport options include (but are not limited to):
- Regulating services : such as soil conservation and the carbon sequestration service provided by peatland, for example, in and around Mosstodloch and Fochabers where there are 9 pockets of Class 1 peatland which are nationally important carbon-rich soils, deep peat and priority peatland habitat.
- Supporting services : including nutrient cycling, soil formation and photosynthesis provided by the natural environment along the A96 corridor such as Moray Monster Trails near Fochabers; Crooked Wood near Lhanbryde; and Tyrebagger Hill near Blackburn.
- Provisioning services : fresh water; and timber and other forest products processed by companies such as Linnorie Firewood Services and Jewson Huntly timber merchants, both in Huntly.
- Cultural services : the recreational and aesthetic sites within the study area including (but not limited to) Gordon Castle Estate near Mosstodloch; Marshall’s Farm Shop and Forest Farm the Organic Dairy both near Blackburn; Huntly Castle; and Coxton Tower near Lhanbryde.
Collectively the options included in Package 2 have the potential to support the communities within the settlements to become more resilient to current and predicted future impacts of climate change through provision of additional transport options. For example, Package 2 includes three options to improve public transport facilities (bus priority measures, linespeed, passenger and freight capacity improvements on the Aberdeen to Inverness rail line and improved public transport passenger interchange facilities). If one of these modes of public transport experiences travel disruption due to adverse weather conditions then the improvements made to other facilities have the potential to provide an alternative transport option.
Package 2 includes alternative refuelling infrastructure as part of the A96 Electric Corridor and investment in DRT and MaaS options. The impact of these options on the surrounding area’s ability to adapt to climate change could be positive depending on how the options are designed and delivered. Currently, these options are not noted to be particularly prone to the identified effects of climate change.
The study area includes land designated as environmentally sensitive, including SSSIs, SACs, SPAs and Geological Conservation Review Sites, which presents a risk and opportunity with regard to their future management. Notably, Lhanbryde, Mosstodloch and Fochabers have a high number of SSSIs, SPAs and SACs, meaning they are particularly environmentally sensitive. As such, the options delivered within Package 2 may impact on the designated land and its ability to adapt to current and predicted future impacts of climate change.
Package 2 criterion 2 recommendations
All relevant design, construction and maintenance guidance, standards, processes, and assessments should be kept up to date with the latest climate change forecasts and associated best practice and applied to the development of all options.
Options should be designed, constructed and maintained to maximise the opportunities to improve the resilience and adaption of the surrounding area to the future impacts of climate change and local conditions. This could include appropriate drainage features and flood defence systems – including outside of the option boundary.
Consideration should be given to the interdependency of the transport options and their ability to function if one or more of the transport modes is interrupted due to adverse weather conditions.
Options should be designed, constructed and maintained to maximise the opportunities to improve the ecosystem services of the surrounding area and the natural environment’s resilience to the future impacts of climate change. This should include the potential impacts listed in paragraph 6.3.7.
Criterion 3
Criterion and success factor
Criterion 3 is:
- Extent to which the package supports the decarbonisation of the transport network in Scotland, including supporting transition from higher to lower emission modes, and the modal shift to greater public transport and active travel options.
Success factors:
- 3a. The net change in user carbon emissions sit appropriately within the calculated emissions envelope for Scotland, taking account of changing legislation and targets (including any Climate Change Plan update for Scotland) (assumed current target of 2045).
- 3b. Supports the transition to low carbon modes of transport: transition from higher emissions to lower emissions modes, the modal shift to public transport and the modal shift to active travel for shorter everyday journeys.
Geographic and environmental context
Table 6.7 and Table 6.8 outline the geographic and environmental context against criterion 3 within a 7.5km boundary (unless otherwise stated, for example, when using the MET Office Data) of each of the settlements included in the package.
|
Package 2 Study Area |
Geographic and Environmental Context |
|
Lhanbryde |
No additional context required - the net change calculations are shown in the Package 2 Criterion 3 Assessment section below (Table 6.9 & Table 6.10) |
|
Mosstodloch and Fochabers |
No additional context required - the net change calculations are shown in the Package 2 Criterion 3 Assessment section below (Table 6.9 & Table 6.10). |
|
Huntly |
No additional context required - the net change calculations are shown in the Package 2 Criterion 3 Assessment section below (Table 6.9 & Table 6.10). |
|
Kintore |
No additional context required - the net change calculations are shown in the Package 2 Criterion 3 Assessment section below (Table 6.9 & Table 6.10). |
|
Blackburn |
No additional context required - the net change calculations are shown in the Package 2 Criterion 3 Assessment section below (Table 6.9 & Table 6.10). |
| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
The National Cycle Network (NCN) runs to the north of the Lhanbryde study area. The majority of the NCN route in the study area is on the road, and therefore requires interactions with traffic. The bus route networks run throughout Lhanbryde on both major and minor roads, with multiple bus stops located across the settlement. Active travel options are available across the study area through both the NCN and the Core Path network that runs throughout Lhanbryde. There are no active travel hubs in Lhanbryde. There are approximately 2 slow charging, 42 fast charging and 8 rapid charging EV charging points within the Lhanbryde study area. |
|
Mosstodloch and Fochabers |
The National Cycle Network (NCN) runs to the north of the Mosstodloch and Fochabers study area. The majority of the NCN route in the study area is on the road, and therefore requires interactions with traffic. The bus route networks run along the A96 past Mosstodloch and through minor roads in Fochabers, with multiple bus stops located along the route network. Active travel options are available across the study area through both the NCN and the Core Path network that runs throughout both Mosstodloch and Fochabers. There are no active travel hubs in Mosstodloch and Fochabers. There are approximately 6 fast charging EV charging point within the Mosstodloch and Fochabers study area. |
|
Huntly |
The National Cycle Network (NCN) does not run through the Huntly study area. The bus route networks run throughout Huntly on both major and minor roads, with multiple bus stops located across the settlement. Active travel options are available across the study area through the Core Path network that runs throughout Huntly. There are no active travel hubs in Huntly. There are approximately 10 fast charging and 2 rapid charging EV charging points within the Huntly study area. |
|
Kintore |
The National Cycle Network (NCN) does not run through the Kintore study area. The bus route networks run throughout Kintore on both major and minor roads, with multiple bus stops located across the settlement. Active travel options are available across the study area through the Core Path network that runs throughout Kintore. There are no active travel hubs in Kintore. There are approximately 50 fast charging, 10 rapid charging and 6 ultra-rapid charging EV charging points within the Kintore study area. |
|
Blackburn |
The National Cycle Network (NCN) runs to the east of the Blackburn study area. The majority of the NCN route in the study area is on the road, and therefore requires interactions with traffic. The bus route networks run through Blackburn, along both the A96 and B973 with multiple bus stops located across the study area. There are no active travel hubs in Blackburn. There are approximately 1 slow charging, 110 fast charging, 21 rapid charging and 35 ultra-rapid charging EV charging points within the Blackburn study area. |
Package 2 criterion 3 assessment
Table 6.9 and Table 6.10 below show the net change in road user emissions with and without the package, under both the ‘With Policy’ and ‘Without Policy’ transport behaviour scenarios.
|
Year |
% Emissions reduction from baseline year |
Annual carbon emissions envelope (Mt CO2e) |
Without package (Do Nothing) (tCO2e) |
With package (Do-Something) (tCO2e) |
Net change (tCO2e) |
Net tCO2e as % of the annual carbon emission envelope |
|
1990 |
Baseline |
75.7 |
N/A |
N/A |
N/A |
N/A |
|
2030 |
75% |
18.93 |
212639.8 |
212450.5 |
-189.3 |
-0.001% |
|
2031 |
76.50% |
17.79 |
198463.8 |
198287.2 |
-176.7 |
-0.001% |
|
2032 |
78.00% |
16.65 |
184287.8 |
184123.8 |
-164.0 |
-0.001% |
|
2033 |
79.50% |
15.52 |
170111.8 |
169960.4 |
-151.4 |
-0.001% |
|
2034 |
81.00% |
14.38 |
155935.9 |
155797.1 |
-138.8 |
-0.001% |
|
2035 |
82.50% |
13.25 |
141759.9 |
141633.7 |
-126.2 |
-0.001% |
|
2036 |
84.00% |
12.11 |
127583.9 |
127470.3 |
-113.6 |
-0.001% |
|
2037 |
85.50% |
10.98 |
113407.9 |
113306.9 |
-100.9 |
-0.001% |
|
2038 |
87.00% |
9.84 |
99231.9 |
99143.6 |
-88.3 |
-0.001% |
|
2039 |
88.50% |
8.71 |
85055.9 |
84980.2 |
-75.7 |
-0.001% |
|
2040 |
90% |
7.57 |
70879.9 |
70816.8 |
-63.1 |
-0.001% |
|
2041 |
92.00% |
6.06 |
56703.9 |
56653.5 |
-50.5 |
-0.001% |
|
2042 |
94.00% |
4.54 |
42528.0 |
42490.1 |
-37.9 |
-0.001% |
|
2043 |
96.00% |
3.03 |
28352.0 |
28326.7 |
-25.2 |
-0.001% |
|
2044 |
98.00% |
1.51 |
14176.0 |
14163.4 |
-12.6 |
-0.001% |
|
2045 |
100% |
0 |
0.0 |
0.0 |
0.0 |
N/A |
|
Year |
% Emissions reduction from baseline year |
Annual carbon emissions envelope (Mt CO2e) |
Without package (Do Nothing) (tCO2e) |
With package (Do-Something) (tCO2e) |
Net change (tCO2e) |
Net tCO2e as % of the annual carbon emission envelope |
|
1990 |
Baseline |
75.7 |
N/A |
N/A |
N/A |
N/A |
|
2030 |
75% |
18.93 |
318601.7 |
321050.5 |
2448.8 |
0.013% |
|
2031 |
76.50% |
17.79 |
311750.3 |
314019.6 |
2269.3 |
0.013% |
|
2032 |
78.00% |
16.65 |
304898.9 |
306988.7 |
2089.8 |
0.013% |
|
2033 |
79.50% |
15.52 |
298047.4 |
299957.8 |
1910.4 |
0.012% |
|
2034 |
81.00% |
14.38 |
291196.0 |
292926.9 |
1730.9 |
0.012% |
|
2035 |
82.50% |
13.25 |
284344.6 |
285896.0 |
1551.4 |
0.012% |
|
2036 |
84.00% |
12.11 |
277493.2 |
278865.1 |
1372.0 |
0.011% |
|
2037 |
85.50% |
10.98 |
270641.7 |
271834.2 |
1192.5 |
0.011% |
|
2038 |
87.00% |
9.84 |
263790.3 |
264803.3 |
1013.0 |
0.010% |
|
2039 |
88.50% |
8.71 |
256938.9 |
257772.4 |
833.6 |
0.010% |
|
2040 |
90% |
7.57 |
250087.5 |
250741.5 |
654.1 |
0.009% |
|
2041 |
92.00% |
6.06 |
243236.0 |
243710.6 |
474.6 |
0.008% |
|
2042 |
94.00% |
4.54 |
236384.6 |
236679.8 |
295.1 |
0.006% |
|
2043 |
96.00% |
3.03 |
229533.2 |
229648.9 |
115.7 |
0.004% |
|
2044 |
98.00% |
1.51 |
222681.8 |
222618.0 |
-63.8 |
-0.004% |
|
2045 |
100% |
0 |
215830.3 |
215587.1 |
-243.3 |
N/A |
Package 2 includes options that sit across the Sustainable Travel Hierarchy and have varying contribution to decarbonisation of the transport network. The options map to the Sustainable Travel Hierarchy as below in Figure 6.4.1 .
Walking and wheeling & cycling
The Active Communities option within Package 2 supports walking, wheeling and cycling - transport modes which sit at the top of the Sustainable Travel Hierarchy. This could encourage the reduced use of non-renewable energy fuelled modes of transport, supporting the decarbonisation of the transport network throughout the A96 corridor, including in and around the settlements. The improved public transport passenger interchange facilities option also supports walking, wheeling and cycling as the improvements are likely to encourage the use of alternative, low carbon modes of transport.
Public transport
The options included in Package 2 which support the public transport tier of the Sustainable Travel Hierarchy include investment in DRT and MaaS; bus priority measures; improved public transport passenger interchange facilities; and linespeed, passenger and freight capacity improvements on the Aberdeen to Inverness rail line.
Collectively, these options have the potential to improve the flow of traffic throughout the A96 corridor (including in and around the settlements), increase the attractiveness of public transport and could encourage a modal shift away from private car use over time. This may contribute to a decrease in associated carbon emissions during the operation of the proposed measures, thus contributing to the Scottish Government’s net zero emissions target.
The extent of change in carbon emissions from affected buses and cars will depend on the fuel being used and factors such as the location of the new bus priority measures. Delivering faster and more reliable journey times for bus passengers could increase the attractiveness of bus as a mode of transport, resulting in mode shift from car. In addition, provision of bus priority measures could reduce bus operating costs, providing the opportunity to leverage other bus service improvements from operators, such as increased mileage.
Taxis and shared transport and private car
The delivery of targeted road safety improvements at selected locations between Hardmuir, to the east of the town of Nairn, and Craibstone Roundabout west of Aberdeen is likely to improve the reliability of the A96 road corridor since it will primarily consist of improvements to highway infrastructure. As such these improvements may make the A96 a more attractive route for private vehicles to use. The road safety improvements to the A96 may also make it a more attractive route for residents to use public transport travelling on the route, aligning with the Sustainable Travel Hierarchy. As the provision of the targeted road safety improvements may improve attractiveness of the A96 for private vehicles, this may have a counter effect on modal shift. However, the delivery of the A96 Electric Corridor option will improve the overall network coverage and capacity for electric vehicles in and around the study area. This is expected to increase the overall attractiveness and reliability of using low/zero-emission vehicles along the A96. Through this option, it is expected that there will be a reduction in tailpipe carbon emissions, particularly over the long-term as the uptake of low and zero emission vehicles increases.
In the longer term, Package 2 could help to facilitate a modal shift to public transport and active travel through options such as bus priority measures and improved public transport interchange facilities for short journeys within and between the settlements and along the A96. If this was achieved, it would support decarbonisation of the transport network in Scotland and the transition from higher to lower emission modes of transport.
Package 2 criterion 3 recommendations
All relevant design, construction and maintenance guidance, standards, processes, and assessments should be kept up to date with the latest climate change forecasts and associated best practice and applied to the development of all options.
All the options in Package 2 should be designed to maximise alignment with the Sustainable Travel Hierarchy and careful consideration should be given to how the options can work together to optimise the lowest carbon option, for example, for different journeys and shorter routes.
As part of the Active Communities option, it is recommended that active travel routes are maximised within the settlements to improve and maximise walking, wheeling, and cycling opportunities for both local residents and visitors. Improvements could include suitable surfacing for all user types (including wheelchair users); few slopes/no stairs wherever possible; improved crossing points to promote safety; and suitably secure bike storage in and around the towns.
The impact of the options in the public transport tier of the Sustainable Travel Hierarchy on carbon emissions will depend on the fuel being used by buses and trains. It is therefore recommended that low-carbon modes of buses and trains are considered. It is envisaged that low carbon/zero carbon alternatives will become more cost efficient as technologies improve.
To fully support decarbonisation of the transport network in and around the settlements, the following should be considered for all rail and transport hub improvement options: suitable provisions for bike storage at any improved rail station or transport hub; suitable bus station facilities to minimise private car miles; and improved local walking/cycling connections to promote train facilities as a suitable, sustainable mode of transport. It is important that consideration is given to how the public transport options can work together to optimise use of the lowest carbon options.
Improved public transport passenger interchange facilities and linespeed, passenger and freight capacity improvements on the Aberdeen to Inverness rail line could also include increased parking provision and increased provision of EV/ Ultra-Low Emission Vehicle (ULEV) parking facilities to encourage private car users to switch to using public transport for both short and long-distance journeys.
The development of the A96 Electric Corridor option could include the distribution of electric and hydrogen-based fuel sources in addition to other alternative fuels such as HVO and Ammonia. The dispensaries should be placed strategically in and around the settlements so that they are highly accessible to both road users and rural local communities. Consideration should also be given to demountable and mobile infrastructure.
The options included in Package 2 would be designed to DMRB standards and therefore the design will be obligated to consider the provision of facilities for non-motorised users of the A96 corridor. The road safety improvements should be designed to maximise associated active travel and opportunities for public transport. It is important that consideration is given as to how the active travel and public transport options can work together to optimise use of the lowest carbon options.
Criterion 4
Criterion and success factors
Criterion 4 is:
- Extent to which the package supports the decarbonisation of the construction sector in Scotland and maximises reduction in whole life carbon emissions.
Success factor:
- 4a. Supports transition from higher emission to lower emission materials and technologies during construction, operation, and maintenance.
Geographic and environmental context
Table 6.11 outlines the geographic and environmental context against criterion 4 within a 7.5km boundary (unless otherwise stated, for example, when using the MET Office Data) of each of the settlements included in the package.
| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
UK Built Environment is responsible for 25% of total UK carbon emissions including buildings and infrastructure ( UK Green Building Council, 2021 ). In relation to operation of their network, Transport Scotland, as part of the Scottish Government, use renewable or zero carbon electricity tariffs for the electricity used to power the road network (such as for the use in lighting). |
|
Mosstodloch and Fochabers |
UK Built Environment is responsible for 25% of total UK carbon emissions including buildings and infrastructure ( UK Green Building Council, 2021 ). In relation to operation of their network, Transport Scotland, as part of the Scottish Government, use renewable or zero carbon electricity tariffs for the electricity used to power the road network (such as for the use in lighting). |
|
Huntly |
UK Built Environment is responsible for 25% of total UK carbon emissions including buildings and infrastructure ( UK Green Building Council, 2021 ). In relation to operation of their network, Transport Scotland, as part of the Scottish Government, use renewable or zero carbon electricity tariffs for the electricity used to power the road network (such as for the use in lighting). |
|
Kintore |
UK Built Environment is responsible for 25% of total UK carbon emissions including buildings and infrastructure ( UK Green Building Council, 2021 ). In relation to operation of their network, Transport Scotland, as part of the Scottish Government, use renewable or zero carbon electricity tariffs for the electricity used to power the road network (such as for the use in lighting). |
|
Blackburn |
UK Built Environment is responsible for 25% of total UK carbon emissions including buildings and infrastructure ( UK Green Building Council, 2021 ). In relation to operation of their network, Transport Scotland, as part of the Scottish Government, use renewable or zero carbon electricity tariffs for the electricity used to power the road network (such as for the use in lighting). |
Package 2 criterion 4 assessment
Package 2 is at an early stage of development with limited design details on which to base an assessment. The assessment is based on potential impacts and interactions the options could have with aspects considered within this criterion.
Since there are limited design details, the carbon emissions impact is estimated from the capital cost forecast by applying the Scottish Government ‘Supply, Use and Input-Output Tables’ figure for construction. This provides an estimate of between 140,600tCO 2 e and 280,600tCO 2 e for the capital stage carbon emissions impact.
The construction stage carbon emissions will vary between the options in the package. The variability is likely to depend on the level of new infrastructure required to implement the options – with the greater the level of construction resulting in greater levels of associated carbon emissions.
Package 2 as described makes no commitments to how the carbon emissions impact from construction, maintenance and operation would be minimised and so any resulting benefits or carbon reduction measures cannot be specifically considered within this assessment.
The operational element of the carbon emissions impact is reduced in part through the use of renewable/zero carbon electricity tariffs, if that approach is continued.
If Package 2 is developed, the transport options would be subject to relevant standards and assessment procedures for the type of transport infrastructure. For example, for road development this would include the Design Manual for Roads and Bridges (DMRB). Where the latest version of the DMRB climate change assessment standard (LA 114) is applied it requires the assessment of carbon emissions at detailed design stage.
Package 2 criterion 4 recommendations
All relevant design, construction and maintenance guidance, standards, processes, and assessments should be kept up to date with the latest best practice on carbon emission reductions and applied to the development of all options.
If Package 2 was taken forward, there would be an opportunity as a major infrastructure project in Scotland to strongly support decarbonisation of the construction sector. Application of PAS2080: Carbon Management in Buildings and Infrastructure to all schemes and all suppliers will help to systematically address whole life carbon emissions. This should include stretching carbon emissions reduction targets for suppliers, and consideration of carbon neutral standards (such as PAS 2060 - Carbon Neutrality Standard and Certification) for any suppliers managing the network beyond 2045.
The impact of Package 2 on carbon emissions will depend on the methods used during construction. It is therefore recommended that innovative techniques and technologies are used where relevant to reduce emissions. These should be focused on optimising the design to build less and to consume less carbon intensive materials (such as asphalt, concrete and steel). For asphalt this could include lower temperature mixes, concrete with high cement replacement, and steel with high recycled content.
During construction, opportunities to reduce carbon emissions should be maximised, such as local sourcing, construction and logistics efficiencies and alternative modes of transport – for example rail rather than road low emission vehicles, and low carbon fuels.
With regards maintenance, more resilient technology could be installed in the first instance to withstand climatic factors, subsequently making the option more resilient and requiring less maintenance. As techniques and technologies improve, it is recommended that these are adopted at the earliest possible stage, subject to a cost/benefit analysis being undertaken.
The principles of the circular economy should be applied during design, construction, and maintenance. For example, material reduction and reuse should be prioritised to comply with the waste management hierarchy, and opportunities should be sought to recondition and use existing transport infrastructure where appropriate.
Criterion 5
Criterion and success factor
Criterion 5 is:
- Extent to which land use change associated with the package mitigates carbon emissions and contributes to carbon storage and sequestration.
Success factor:
5a. Supports the protection and development of carbon sinks, and takes appropriate measures to maximise carbon sequestration, taking account of wider ecosystem services/natural capital.
Geographic and environmental context
Table 6.12 outlines the geographic and environmental context against criterion 5 within a 7.5km boundary (unless otherwise stated, for example, when using the MET Office Data) of each of the settlements included in the package.
| Package 2 Study Area | Geographic and Environmental Context |
|---|---|
|
Lhanbryde |
There are a number of designated habitats with the potential for carbon sequestration within the study area of the package around Lhanbryde: - Ancient Woodland: 2,603.59 hectares. - Native Woodland Survey for Scotland: 669.19 hectares. - Peatland: Three pockets of Class 3 (Dominant vegetation cover is not priority peatland habitat but is associated with wet and acidic type). - Local Landscape Area: Spynie LLA to the north-west of Lhanbryde featuring coastal farmlands. |
|
Mosstodloch and Fochabers |
There are a number of designated habitats with the potential for carbon sequestration within the study area of the package around Mostodloch and Fochabers: - Ancient Woodland: 5,457.87 hectares. - Native Woodland Survey for Scotland: 909.86 hectares. Peatland: Nine pockets of Class 1 (nationally important carbon-rich soils, deep peat and priority peatland habitat) and seven pockets of Class 3 (Dominant vegetation cover is not priority peatland habitat but is associated with wet and acidic type). - Local Landscape Area: Two LLA's (The Spey Valley and Lower Spey), featuring low forested hills and coastal farmlands. |
|
Huntly |
There are a number of designated habitats with the potential for carbon sequestration within the study area of the package around Huntly: - Ancient Woodland: 2,042.01 hectares. - Native Woodland Survey for Scotland: 827.88 hectares. - Peatland: Five pockets of Class 1 (nationally important carbon-rich soils, deep peat and priority peatland habitat), and 22 pockets of Class 3 (Dominant vegetation cover is not priority peatland habitat but is associated with wet and acidic type). - Local Landscape Area: Deveron Valley LLA, featuring farmed and wooded river valleys, and outlying hills and ridges. |
|
Kintore |
There are a number of designated habitats with the potential for carbon sequestration within the study area of the package around Kintore: - Ancient Woodland: 1,444.97 hectares. - Native Woodland Survey for Scotland: 1,248.83 hectares. - Peatland: One pocket of Class 1 (nationally important carbon-rich soils, deep peat and priority peatland habitat) and three pockets of Class 3 (Dominant vegetation cover is not priority peatland habitat but is associated with wet and acidic type). - Local Landscape Area: Bennachie LLA to the west of Kintore, featuring a rich array of woodlands, heather moorland and numerous historic features including an Iron Age hill fort at the summit of Mither Tap, Barmykyn Hill fort on Airlie Hill and cairns on other summits. |
|
Blackburn |
There are a number of designated habitats with the potential for carbon sequestration within the study area of the package around Blackburn: - Ancient Woodland: 1,444.97 hectares. - Native Woodland Survey for Scotland: 942.34 hectares. - Peatland: Four pocket of Class 1 (nationally important carbon-rich soils, deep peat and priority peatland habitat) and four pockets of Class 3 (Dominant vegetation cover is not priority peatland habitat but is associated with wet and acidic type). - Local Landscape Area: Bennachie LLA to the north-west of Blackburn, featuring a rich array of woodlands, heather moorland and numerous historic features including an Iron Age hill fort at the summit of Mither Tap, Barmykyn Hill fort on Airlie Hill and cairns on other summits. |
Package 2 criterion 5 assessment
Package 2 is at an early stage of development with limited design details on which to base an assessment. The assessment is based on potential impacts and interactions the options could have with aspects considered within this criterion.
The transport options within Package 2 are solely infrastructure-led and do not explicitly include the provision of public realm improvements to green space, or blue or green infrastructure assets. Therefore, it is not possible to confirm if Package 2 would have a positive impact on land use change, carbon storage and sequestration.
Package 2 will likely have a negative environmental effect on the storage and sequestration of carbon within natural ecosystems, particularly resulting from the inclusion of the targeted road safety improvements. However, due to limited design information the extent of any effect is uncertain.
All the options within Package 2 would be developed in accordance with the relevant standards and relevant Scottish Government and Transport Scotland policies and plans. The scale of the effects would be subject to detailed design and the location of the options being determined.
Package 2 criterion 5 recommendations
All relevant design, construction and maintenance guidance, standards, processes, and assessments should be kept up to date with the latest climate change forecasts and associated best practice and applied to the development of all options.
Consideration should be made during the site selection process to prioritise locations where there are likely to be minimal potential adverse effects on natural capital, carbon storage and sequestration.
Existing carbon sinks should be enhanced wherever possible, to increase potential carbon sequestration as an integral part of the schemes. Particularly, relating to peatland restoration and wetland enhancement, for example near Mosstodloch and Fochabers where there are nine pockets of Class 1 peatland.