Preliminary Appraisal Summary Table - Investment in Demand Responsive Transport and Mobility as a Service

Preliminary Appraisal Summary

Option Description

Investment in Demand Responsive Transport and Mobility as a Service

The A96 Trunk Road between Inverness and Aberdeen passes through several built-up settlements as well as more rural areas. This option seeks to improve access to travel opportunities in locations with low bus network connectivity or where conventional fixed route services may not be suitable or viable throughout the A96 corridor, which is primarily in more rural areas with a lower population density. In these areas where fixed route services cannot address the problems of rural public transport accessibility and connectivity, flexible services such as Demand Responsive Transport (DRT) or Community Transport (CT), may be able to provide improved public transport links.

This option proposes to develop a corridor-wide pilot for DRT and MaaS as a combined scheme. This would be developed in line with the Second Strategic Transport Projects Review (STPR2) recommendation 20. The pilot could focus on having centralised hubs in settlements that form part of a catchment area serving the wider, more rural local communities. The recent DRT/MaaS pilot in Inverurie also provides an example of how a long-term service within the A96 corridor could operate.

DRT offers flexible services that provide users with shared transport connections to desired locations with a pre-agreed date and time of pick-up and drop-off. This already has a presence within the A96 corridor through schemes such as the Aberdeenshire A2B dial-a-bus and Dial M for Moray. CT are often small buses operated by local community organisations and are intended to be used by people without access to conventional public transport services. Mobility as a Service (MaaS) ( Mobility as a Service (MaaS) in the UK: Change and its Implications ) is a common term covering digital transport service platforms that enable users to access, pay for, and get real time information on a range of public and private transport options. MaaS can also play a role in supporting these services and improving the accessibility of locations that are currently underserved by the public transport network.

Provision of improved network coverage through the use of DRT or CT often involves revenue funding. However, the STPR2 Recommendation 20 proposes that capital funding is used to support pilot schemes and demonstration projects to establish how DRT and CT services could provide improved public transport connectivity and integration without increasing the need for revenue support.

The STPR2 recommended that these pilot schemes should draw on innovative solutions and international best practice, supported by MaaS or smart technology where appropriate. Typically, MaaS includes a digital platform that integrates booking, payment, planning and real time information for relevant modes, and a smartphone application that provides the user interface.

The results from the pilot scheme within the A96 corridor would help to establish whether existing funding resources and vehicle fleet in the area can be better utilised across the public transport network, home to school transport, special educational needs travel and non-emergency patient travel, either on the basis of fixed route services or through flexible routeing.

Relevance

Relevant to all users in the corridor-wide pilot scheme area with limited access to transport options

Although the A96 corridor bisects several key settlements, the wider local area is largely rural. Evidence from the A96 Corridor Review Case for Change suggests that in these areas along the corridor, traditional fixed route public transport services are infrequent, in some cases expensive, and buses in particular can have longer journey times to key destinations than car. This contributes to public transport being a much less popular mode of travel than car across the corridor.

DRT/MaaS has had a presence in the north-east of Scotland for many years. Aberdeenshire Council is a leader in this field, and introduced its own DRT service in 2004, the A2B dial-a-bus, which over the years has extended to operate across the region. Recognising that the use of bus services has been in decline for several years, even before COVID-19, Aberdeenshire Council recently decided to investigate whether to trial a new type of bus service as operated elsewhere in the UK. Consideration was given to introducing enhanced or digital demand responsive transport (DDRT) services in one or two areas of Aberdeenshire, replacing traditional fixed route timetabled services. A pilot service in Inverurie, Ready2Go, was launched in summer 2021. Following evaluation of the service, the decision was made to extend this by a further year as initial findings suggested that public transport patronage levels increased , with some key ‘lessons learned’ that could be applicable to other DRT services planned for within the study area ( Ready2Go Around Inverurie Evaluation – Final Report ) . The development of MaaS has also been supported by Scottish Government ( MaaS Investment Fund – Mobility as a Service ) in recent years, committing £2m over three years from 2018 through the MaaS Investment Fund to support five pilots of MaaS in Scotland, indicating that this is a potential area of investment moving forward.

If the corridor-wide pilot scheme is determined to be successful and economically viable, it could subsequently provide a long-term provision of DRT/MaaS. This would further improve public transport connectivity and accessibility, particularly for more rural communities which evidence suggests are often underserved by traditional public transport services, and disadvantaged groups who cannot access public transport services easily.

Estimated Cost

<£25m Capital

Determining the estimated cost of this option is dependent on a number of factors including the location, scale, complexity and number of interventions identified. Further analysis and assessment would therefore be required, a level of detail beyond that which is typically undertaken as part of a Scottish Transport Appraisal Guidance (STAG) appraisal.

STPR2 stated as part of recommendation 20 that funding for the recommended pilot schemes could cost in the range of £5m to £10m and it is presumed a proportion of this capital funding would be allocated for the A96 corridor pilot scheme following the bidding process.

Should the capital funded corridor-wide pilot scheme result in positive outcomes, the development of DRT and MaaS could be retained as a permanent intervention, over the longer term. However, depending on the location and nature of these potential interventions, it is likely any permanent intervention would require revenue funding. Therefore, local authorities or private/social enterprises are anticipated to become the asset owner, assuming responsibility for the operation and maintenance of such interventions. It is noted that passenger facilities (dependent on the nature of the interventions) can also generate income streams, for example through retail facilities.

Position in Sustainable Hierarchies

Sustainable Investment Hierarchy / Sustainable Travel Hierarchy

Within the Sustainable Investment Hierarchy, this option sits within ‘reducing the need to travel unsustainably’. This option would also sit within the ‘taxis and shared transport’ tier of the Sustainable Travel Hierarchy.

This option would also contribute to nine of the NTS2 outcomes, as follows:

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

Summary Rationale

Summary of Appraisal

For Investment in DRT and MaaS, TPO1 scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. TPO2 scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. TPO3 scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. TPO4 scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. TPO5 scores Neutral in the 'With Policy' Scenario, and Neutral in the 'Without Policy' Scenario. The STAG Environment Criterion scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. The STAG Climate Change Criterion scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. The STAG Health, Safety & Wellbeing Criterion scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. The STAG Economy Criterion scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. The STAG Equality & Accessibility Criterion scores Minor Positive in the 'With Policy' Scenario, and Minor Positive in the 'Without Policy' Scenario. The Equalities Impact Assessment scores Moderate Positive in the 'With Policy' Scenario, and Moderate Positive in the 'Without Policy' Scenario. The Child Rights and Wellbeing Impact Assessment scores Moderate Positive in the 'With Policy' Scenario, and Moderate Positive in the 'Without Policy' Scenario. The Fairer Scotland Duty Assessment scores Moderate Positive in the 'With Policy' Scenario, and Moderate Positive in the 'Without Policy' Scenario.

Investment in DRT and MaaS to provide a corridor-wide pilot scheme would aim to deliver improved public transport connectivity in locations with low bus network connectivity or where conventional fixed route services may not be viable. This would be anticipated to have a positive impact against most of the A96 Corridor Review Transport Planning Objectives (TPOs), and all the noted STAG criteria and Statutory Impact Assessment (SIA) criteria, in both the ‘With Policy’ and ‘Without Policy’ scenarios. Enhancing accessibility to public and shared transport is anticipated to have a minor positive impact for accessibility to public transport (TPO2) and enhancing communities as places to support health, wellbeing and the environment (TPO3), and the potential to create a mode shift from car would help in contributing to Scottish Government’s net zero targets (TPO1) and contributing to sustainable inclusive growth (TPO4). A corridor-wide pilot scheme for DRT and MaaS would also result in minor positive impacts for all of the STAG criteria. Of key importance is the impact that this option might have in reducing inequality of access to the public transport network, given the role that it can play in providing access to employment, education, healthcare and leisure activities, and in integrating with other services and other modes. The option also helps reduce inequalities as it can provide benefits for vulnerable users such as the mobility impaired and the elderly, who may experience challenges with accessing traditional public transport services. The option is therefore anticipated to have a moderate positive impact for all SIA criteria.

While it is considered feasible to deliver the corridor-wide pilot scheme to improve public transport connectivity, the availability of appropriate technology and whether passengers could access this technology, including relevant MaaS applications and bank accounts for payment, for example, would need to be considered. The extent to which DRT and MaaS schemes could operate without the need for additional revenue support would also need considered upon completion of the corridor-wide pilot scheme. Improving public transport connectivity is likely to be acceptable to the public, although if fixed routes are to be replaced or fare costs increase this would be viewed negatively.

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 and public travel choices available for travel between the 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.

Public Transport Accessibility: Evidence across the transport appraisal study area suggests that outside of Aberdeen, the level of public transport use is low in comparison to the rest of the country. Outside of Aberdeen City, the use of bus for commuting to work is significantly lower than the national average, as it is for rail, with only Insch having a mode share above national average. The Scottish Accessibility to Bus Indicator (SABI) demonstrates that across the transport appraisal study area, the accessibility to bus is low outside of the urban areas of Aberdeen and parts of Inverness. Rail station accessibility is also an issue, as raised by stakeholders and the public, with Insch, Nairn and Huntly noted for not being step-free stations, potentially limiting patronage.

Large sections of the population in the transport appraisal study area cannot access key services such as hospitals with emergency departments, or higher education within two hours by public transport. Moray and Aberdeenshire both have low accessibility to these services which are often centralised in more urban areas such as Elgin, Inverness or Aberdeen. As such, public transport is not an option for many trip purposes within the transport appraisal study area.

Competitiveness of Public Transport with Other Modes: Public consultation has revealed that the perception of delay and a lack of multi-modal integration combined with the perceived high cost of fares, particularly for rail, makes travel by public transport in the transport appraisal study area unattractive to users.

Travel Choice and Behaviour (Problem): The number of homes without access to a private vehicle in the transport appraisal study area is consistently less 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.

Improving Safety: There is the opportunity to reduce the number and severity of accidents on the A96 Trunk Road on those sections where the Personal Injury Accidents and/or Killed or Seriously Injured accident rates are high when compared to the national average for equivalent urban or rural trunk A-roads. Improving safety for road users would contribute to meeting the targets set out in Scotland’s Road Safety Framework to 2030 to achieve the 50% reduction in people killed or seriously injured (60% reduction for children). Reducing the level of car-based kilometres travelled would also contribute to a reduction in accident numbers.

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

Travel Choice and Behaviour (Opportunity): Travel choices throughout the transport appraisal study area would be increased through better integration of modes and the provision of more demand-responsive options.

Increasing digital connectivity and technology advancements can help to integrate public transport and provide better information systems to improve the quality of journeys and enhance the travel experience.

Interdependencies

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

Other A96 Corridor Review Options

  • Bus Priority Measures and Park and Ride
  • Development of the A96 Electric Corridor
  • Improved Public Transport Passenger Interchange Facilities.

Other areas of Scottish Government activity

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.

For Investment in DRT and MaaS, the TPO1 scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

Improving connectivity where current bus services do not provide satisfactory cover or do not operate at all would increase the attractiveness of public transport and could introduce new links that are not currently provided. Also, evidence collected from the evaluation of the Ready2Go around Inverurie digital DRT pilot study suggests that DRT within the A96 corridor could encourage a shift away from car ( Ready2Go Around Inverurie Evaluation – Final Report ) . A positive mode shift was observed as 26% of respondents who used the service previously made their current trip by car. The evidence also suggests that the number of people who switched from car to using the DRT service was more than double the number of people who switched from bus to car when the fixed route service they previously used was removed in favour of the DRT service.

Therefore, the corridor-wide pilot scheme has the potential to achieve modal transfer from car, which could help with achieving the net zero target. Whilst service improvements in areas with lower bus service provision and low car ownership would be targeted more at reducing transport poverty, in other areas with higher car ownership, it would be targeted at modal transfer.

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

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

For Investment in DRT and MaaS, the TPO2 scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

Improving public transport connectivity through the proposed corridor-wide pilot scheme, supported with better travel planning through MaaS to minimise delays in making connections between modes or services, would improve accessibility to employment, education, healthcare and leisure activities. These key services are more commonly available in the larger towns along the A96 corridor and in the two cities at either end. Improving public transport accessibility would be of most benefit to passengers from more deprived households or on lower incomes, who are less likely to own a car and are more reliant on travel by public transport, as well as those living in rural areas who are less likely to reside close to a direct public transport route that serves key destinations. For the Inverurie Ready2Go pilot , over 20% of survey respondents reported that they used the service to access employment opportunities which they could not access previously, with a further 17% of participants using the service to access educational or training opportunities which they could not access before the service was implemented.

The features of DRT and MaaS may result in a reduced reliance on car for certain trips. This option could assist in trip planning to show alternative means of accessing key services by sustainable modes, such as healthcare appointments or to higher education facilities. The flexibility offered by this option could be of particular benefit to vulnerable users, including the mobility impaired if it were to offer pick-up or drop-off locations more convenient than current public transport stops or stations. Evidence from the Ready2Go around Inverurie digital DRT pilot study shows that for over half of trips, the pick-up and/or drop-off location were more than 50m from a withdrawn or operational bus route, demonstrating that people are willing to take advantage of the improved accessibility if provided. Additionally, nearly a quarter of users of Ready2Go Around Inverurie reported making ‘new trips’, suggesting that a DRT service would continue to open up opportunities for travel which were previously unavailable.

However, if schemes delivered through the option are dependent on MaaS, this is likely to exclude certain groups without access to the technology or bank accounts. For example, research by the Financial Conduct Authority (FCA) ( Financial Lives 2020 Survey: The Impact of Coronavirus ) suggested that 2% of consumers are classified as ‘unbanked’, meaning that they do not use mainstream financial services or have a bank account. In addition, information from the 2021 census ( Internet banking by age group Great Britain ) indicated that use of internet banking decreases markedly with age, with 91% of 16-24 year olds having used internet banking in the previous three months, dropping to 51% of 65-74 year olds and 18% of 80+ year olds. Therefore, the elderly may also be less able to benefit from this option if it is dependent on MaaS technology.

There is also the potential that in order to manage resources, some fixed route services would be replaced to allow the operation of a DRT service. This could disbenefit some people who already use the existing bus services if the replacement DRT service cannot offer the same journey routing or time, which may be the case for longer distance trips between settlements.

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

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

For Investment in DRT and MaaS, the TPO3 scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

Improving public transport connectivity, supported with better travel planning through MaaS, could reduce social isolation, enhancing the corridor as an attractive place to live and improving the wellbeing of residents, with better access to healthcare also improving their health outcomes. The Ready2Go around Inverurie pilot showed that 20% of respondents used the service for social/entertainment purposes, 8% for leisure/sport and 8% for health appointments . Improving access to public transport should also improve the environment as it is anticipated to increase patronage and reduce the reliance on private car.

However, there is a risk that ‘empty mileage’, where the service is travelling to a pick-up or drop-off location without passengers, could limit any environmental benefits, though this risk could be limited if alternatively fuelled vehicles were used. Also, as noted above in TPO2, not all potential passengers may be able to benefit from this option if it is dependent on MaaS technology.

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

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

For Investment in DRT and MaaS, the TPO4 scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

Technological advances, especially through the use of MaaS, could improve the financial viability of public transport, with increased efficiency of service provision relative to fixed route timetables throughout the corridor with the introduction of the corridor-wide pilot scheme. This could occur if a number of fixed route services can be replaced by a flexible service that is better targeted at demand, both by location and time. Where flexible services already exist, technology that can respond dynamically to different levels of demand could potentially deliver more efficient scheduling of services, such that operating costs can be reduced, and demand is better served.

Provision of new flexible services could also improve network coverage, which could increase the level of integration between services and modes, making it easier for people to travel where they wish to go by sustainable modes. Even where network coverage is not improved, the use of MaaS could increase the perceived level of integration by providing better information on different travel options through a single app or centralised information platform.

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

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

For Investment in DRT and MaaS, the TPO5 scores Neutral in the 'With Policy' Scenario and Neutral in the 'Without Policy' Scenario.

Improving public transport connectivity through the corridor-wide pilot scheme could provide minor safety benefits where passengers are currently required to walk longer distances to bus stops using roads with poor pedestrian facilities, but these benefits are not likely to be substantial. Research by Transport for London ( Demand Responsive Bus Trials ) in 2021 regarding two DRT pilots highlighted that safety concerns for users at night, particularly in quiet areas where there was no CCTV. Through use of existing road assets and considered enhancement where appropriate, such as surveillance at existing bus stops and/or on vehicles, these potential risks could be effectively managed from the onset of the corridor-wide pilot scheme.

It is also unlikely that there would be material impacts on reliability and resilience unless the provision of real time passenger information via the MaaS platform can improve the perception of service reliability.

If the introduction of DRT and MaaS does encourage a mode shift to public transport, there may be a minor positive impact on accidents as a result of reduced car use.

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

STAG Criteria

1. Environment

For Investment in DRT and MaaS, the STAG Environment Criterion scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

This option is likely to result in positive impacts in terms of reducing road-based greenhouse gases (GHG) and air pollutants, as it should encourage modal shift away from private car to public transport, even in the ’Without Policy’ Scenario. This option has the potential to have positive impacts on communities by promoting a modal shift to public transport and reducing the number of vehicles travelling on routes in and within the vicinity of settlements. Positive impacts could be achieved in terms of sustainable accessibility for communities, through providing greater connectivity for remote communities to healthcare and community facilities.

The option is unlikely to have any significant impacts on noise and vibration, water environment, biodiversity, agriculture and soils, cultural heritage, landscape or visual amenity, as the option would not result in any physical alterations. Nevertheless, further environmental assessment would be undertaken if investment in a corridor-wide DRT and MaaS pilot scheme is progressed through the design and development process, in order to quantify any potential environmental impacts.

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

2. Climate Change

For Investment in DRT and MaaS, the STAG Climate Change Criterion scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

Improving connectivity where current bus services do not provide satisfactory cover and better provision of information via a MaaS platform would increase the attractiveness of public transport and could result in transfer from the private car. However, the impact on GHG, and hence climate change, depends on the migration to zero-emission fuels over time. Empty mileage of DRT services could also limit any anticipated environmental benefits; however, this again would be limited if a zero-emission vehicle was utilised.

The impact on the vulnerability to effects of climate change and the potential to adapt to effects of climate change are expected to be neutral.

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

3. Health, Safety and Wellbeing

For Investment in DRT and MaaS, the STAG Health, Safety & Wellbeing Criterion scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

Improving public transport connectivity, supported with better travel planning through MaaS, could reduce social isolation, enhancing the pilot scheme area as an attractive place to live and improving the health and wellbeing of residents. It could also deliver better access to healthcare and wellbeing infrastructure, with additional safety benefits where people are currently travelling longer distances to bus stops, where roads with poor pedestrian infrastructure may be used.

There could also be a slight beneficial impact on perceived security if people do not feel safe travelling longer distances to bus stops. However, noted concerns on security in DRT trials in London suggest that some users have safety concerns at night or where there is a lack of CCTV. The corridor-wide pilot scheme could manage at least some of these concerns from the offset through the likes of on-board surveillance.

If the corridor-wide pilot scheme for DRT and MaaS can reduce car use, there may additionally be a minor positive impact on accidents. There are, however, unlikely to be any impacts on visual amenity.

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

4. Economy

For Investment in DRT and MaaS, the STAG Economy Criterion scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

An economic assessment to calculate the Transport Economic Efficiency (TEE) of this option has not been undertaken at this stage of appraisal, as the specifics of this option are not known at this stage of the assessment.

There could be a beneficial economic impact through investment in DRT and MaaS, as improved connectivity could increase access to employment opportunities, education and other services, with subsequent benefits for the economy. Where there is currently limited public transport network coverage, the economic benefits could be significant if new flexible services introduced through the corridor-wide pilot scheme are able to provide improved connectivity and employers can access a wider labour market.

There is also the potential for positive wider economic impacts in terms of increased employment for those from more deprived households (see also Equality and Accessibility), which could again be significant where DRT services could improve network connectivity.

However, it is noted that DRT services have often required ongoing revenue support, with research indicating that while some schemes operate without subsidy, an average subsidy of £5 per trip is more common ( Transport Policy Volume 31 ) , with the cost to the local authority for providing the Inverurie Ready2Go service costing approximately three times higher than the withdrawn/partially withdrawn fixed timetable routes . Therefore, it would be important for the corridor-wide pilot scheme to identify approaches that could reduce the need for subsidy. Modest revenues could potentially be generated through commercial sponsorship opportunities of fleet vehicles or retail spaces in passenger facilities, though the scale of this would be dependent upon the number of vehicles and its geographic catchment area. There is also the potential for the DRT service to reduce patronage levels on commercial bus operator services and the number of taxi fares, which would negatively affect the economic potential for these groups.

Overall, this option is expected to have a minor positive impact on this criterion in both the ’With Policy’ and ‘Without Policy’ scenarios, accounting for the benefits improved connectivity can have on access to key areas of employment and education.

5. Equality and Accessibility

For Investment in DRT and MaaS, the STAG Equality & Accessibility Criterion scores Minor Positive in the 'With Policy' Scenario and Minor Positive in the 'Without Policy' Scenario.

The use of DRT as part of the corridor-wide pilot scheme to improve public transport connectivity could improve access to employment, education, healthcare and leisure activities for those most in need. This would include those from more deprived areas, given that 48% of the most deprived households (Scottish Index of Multiple Deprivation quintile 1) do not have access to a car and are twice as likely to use the bus to travel to work as households in the least deprived three quintiles ( Transport and Travel in Scotland 2019: Results from the Scottish Household Survey ) . Therefore, there could be beneficial impacts on public transport network connectivity, on comparative access for the most deprived households and on comparative access for affected areas. However, less than 7% of datazones within the A96 Corridor Review Transport Appraisal Study Area fall within the most deprived quintile so these benefits could be limited by a relative lack of deprivation and the high availability of car.

The option would be anticipated to improve the public transport accessibility for those who are not able to access key destinations such as education or health services through current fixed route bus services. This could include those that are mobility impaired or neurodivergent, as well as those in rural areas where traditional fixed route public transport services can be infrequent or unavailable. As noted above for TPO2, evidence from the Ready2Go around Inverurie digital DRT pilot study shows that for over half of trips, the pick-up and/or drop-off location were more than 50m from a withdrawn or operational bus route, with nearly a quarter of users making ‘new trips’ they would not previously have made, suggesting that a corridor-wide pilot service would continue to open up opportunities for travel to improve accessibility for all groups of people.

If interventions delivered through the corridor-wide pilot scheme are dependent on MaaS, it is likely to exclude certain groups without access to this technology or bank accounts, as noted above for TPO2, and this could disproportionately affect lower income households and the elderly.

Where DRT can provide a public transport link that did not previously exist, this would have a positive impact on affordability for those users who are eligible for free travel. However, the impact on affordability for other users would be dependent on the fares charged.

The option is unlikely to affect active travel network coverage within the study area.

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

Overall, this option is expected to have a minor positive impact on this criterion in both the ’With Policy’ and ‘Without Policy’ scenarios as there are benefits for public transport connectivity and comparative access, though may exclude some people without access or knowledge of technology and would not improve affordability of travel for most or active travel network coverage.

Deliverability

1. Feasibility

It is anticipated that the delivery of this option could be led by local authorities or private/social enterprises, dependent on the location and nature of the interventions, which would be informed by the outcomes of the A96 Corridor Review (linked to STPR2 recommendation 20).

Improving public transport connectivity is feasible, but if technological advances are required to support these improvements, the availability of appropriate technology would need to be considered, as would the extent to which passengers could access this technology. While NaviGoGo ( NaviGoGo ) , the first Scottish MaaS pilot, is now complete and the MaaS Investment Fund is facilitating five pilots - GO-HI ( Travel Made Simple ) in the Highlands and Islands region, Enable ( Tactran launches ENABLE Platforms ) in the Tayside area, GetGo ( GetGo App ) in Dundee, the St Andrews MaaSterplan ( Pilot project aimed at improving transport in Fife town gets funding ) and Go SEStran ( More investment in digital transport solutions ) in South East Scotland - transport operators’ willingness to engage with MaaS systems and passengers’ willingness to make use of them on an ongoing basis remain to be confirmed.

These interventions are likely to utilise the existing road network without alterations, therefore it is not anticipated that there would be any engineering constraints to deliver the corridor-wide pilot scheme. It is anticipated that the asset owner would take on the operation and maintenance of the option. Overall, the option is considered feasible at this high level stage.

2. Affordability

The funding of the corridor-wide pilot scheme is anticipated to be affordable and have a relatively low capital cost. Costs could increase dependent upon the overall scale of the pilot, with a larger geographic area and catchment likely to require additional vehicles and employees to enable successful delivery, but is still estimated to be delivered for under £25m.

Investment in DRT and MaaS may not be affordable in the longer term if ongoing revenue support is required. However, if capital funding was provided through a new fund to support further innovative pilot schemes, and/or through new funding targeted at DRT, CT and MaaS, or at supporting growth in rural and peripheral communities, this may support measures to improve the efficiency of service provision, reducing the need for ongoing revenue support.

3. Public Acceptability

Improving public transport connectivity is likely to be acceptable to the public, although this may depend on how it is to be funded. If these improvements are to be supported through the use of a digital platform, acceptability may also be dependent on passengers’ ability to access this platform. It is also noted that research for the Department for Transport ( Department for Transport Mobility as a Service Acceptability Research ) found that public acceptability of MaaS was correlated with offering a service that was not already available via other channels and where travel would be cheaper than through existing fares, ticketing and payment options. If fixed route bus services are removed to reallocate resources for a new DRT service, this may also be viewed negatively by some existing passengers if these changes are not communicated effectively.

Any service that seeks to improve connectivity, particularly in rural areas where the overall transport offering tends to be scarcer than urban areas, would likely be positively received as demonstrated through high rates of satisfaction among users of the Inverurie Ready2Go pilot. However, there may be concern from commercial bus operators and taxi drivers about a potential reduction in users of these services.

The responses to the public consultation undertaken as part of this review were limited in terms of this option and therefore did not indicate opposition or support.

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)

For Investment in DRT and MaaS, the Equalities Impact Assessment scores Moderate Positive in the 'With Policy' Scenario and Moderate Positive in the 'Without Policy' Scenario.

Investment in DRT and MaaS could provide benefits for groups with protected characteristics who depend on public transport for their journeys as they are less likely to have access to a car. This includes children, young people, women, disabled people, older people , people from ethnic minority groups and people at risk of deprivation. More flexible public transport options, such as DRT, can help improve connectivity to key services such as employment, education, healthcare and leisure for these groups who may otherwise be socially excluded by a lack of transport options. There could also be a beneficial impact in terms of reduced barriers to travel for those with reduced mobility if improvements in public transport connectivity delivered through the corridor-wide pilot scheme reduce walking distances to services.

However, if interventions delivered through the corridor-wide pilot scheme are dependent on MaaS, they could exclude certain groups without access to this technology or bank accounts, for example, children and older people, and as such, these groups would need to be considered in the design of the scheme to ensure that they benefit.

Furthermore, in the absence of viable alternatives to travel some low income households living in the area may have no alternative to car ownership despite financial constraint. Therefore, there could be benefits for those groups by providing alternative options to using private vehicles. However, this would depend on fares being affordable to such groups.

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

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

For Investment in DRT and MaaS, the Child Rights and Wellbeing Impact Assessment scores Moderate Positive in the 'With Policy' Scenario and Moderate Positive in the 'Without Policy' Scenario.

Improved public transport connectivity could have a beneficial impact on children and young people, given that 16% of children travel to school by bus ( Travel to School in Scotland ) . Children and young people could be more likely to depend on buses for leisure travel, given that those under 17 are not able to drive and many young people aged 17 and over may have affordability barriers to owning a private vehicle.

In rural areas, children and young people may experience longer walks to bus stops, infrequent services and long waiting times for connecting services. An increase in DRT and MaaS could help to improve connectivity for children and young people, improving access to key services such as education. Improved connectivity could also result in improved personal safety and security through more direct services between home location and journey destinations.

However, if interventions delivered through the corridor-wide pilot scheme are dependent on MaaS, they could exclude children without access to this technology or bank accounts. This would need to be considered in the design of the pilot scheme to ensure that children are able to benefit.

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

4. Fairer Scotland Duty Assessment (FSDA)

For Investment in DRT and MaaS, the Fairer Scotland Duty Assessment scores Moderate Positive in the 'With Policy' Scenario and Moderate Positive in the 'Without Policy' Scenario.

There could be a beneficial impact in tackling inequality, with improved public transport connectivity supporting reduced social isolation and improved health and wellbeing. Given that 48% of the most deprived households (Scottish Index of Multiple Deprivation quintile 1) do not have access to a car and are twice as likely to use the bus to travel to work as households in the least deprived three quintiles ( Transport and Travel in Scotland 2019: Results from the Scottish Household Survey ) , the beneficial impacts would be highest for those from the most deprived households. However, less than 7% of datazones within the A96 Corridor Review Transport Appraisal Study Area fall within the most deprived quintile so these benefits could be limited by a relative lack of deprivation. The scheme would benefit some more vulnerable users, such as the mobility impaired, and allow them improved access to key destinations including healthcare facilities, employment and education.

The barriers created through not having access to a car are likely to be exacerbated where public transport service levels are less frequent, which tends to be in more rural areas or smaller communities. As such, the positive impact of improved public transport for socially excluded groups in these areas is likely to be greater.

Furthermore, in the absence of viable alternatives to travel some low income households living in the area may have no alternative to car ownership despite financial constraint. Therefore, there could be benefits for those groups with regards to the provision of alternative options to private vehicle use and ownership. However, this would depend on fares being affordable. Moreover, if interventions delivered through the option are dependent on MaaS, it is likely to exclude certain groups without access to this technology or bank accounts, as highlighted above, and this would need to be considered in the design of the pilot scheme to ensure the maximum number of people can benefit.

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