3. EXISTING AND FUTURE CONDITIONS

 

3. EXISTING AND FUTURE CONDITIONS

3.1 Introduction

One of the key aims of the project specified in the brief is to ensure that all information gathered is both relevant and proportional to providing sufficient and reliable data for use in establishing an adequate understanding of existing transport conditions on all modes using the corridor as a whole or sections thereof.

Based on a review of the available information and the responses to the consultation process, it was concluded that additional information was required to quantify current journey time reliability along the A96 trunk road.

A detailed programme of journey time surveys was therefore undertaken during June 2006 to assist in establishing current conditions. The surveys were carried out over a number of days, and at different times of the day, on urban and rural sections between Aberdeen and Inverness.

Through the analysis of this information, a reasonable estimate of current journey times along the A96 trunk road have been established.

3.2 The A96 Trunk Road

The A96 trunk road between Raigmore Interchange and Haudagain Roundabout is approximately 159 kilometres long and passes through various towns and villages along the route including Nairn, Forres, Elgin, Fochabers, Keith, Huntly and Inverurie.

The general route of the A96 trunk road is shown in Figure 3.2.1. The relative locations of some of the towns and villages along the route are summarised below in Table 3.1.

Table 3.1 – Towns and Villages along the Route

Chainage	Distance	Towns and Villages
0.0 km		Raigmore Int. Inverness
1.0 km	1.0 km	Inverness Retail and Business Park
23.0 km	22.0 km	Nairn
39.0 km	16.0 km	Forres
58.5 km	19.5 km	Elgin
71.8 km	13.3 km	Fochabers and Mosstodloch
73.3 km	1.5 km	A96 / A98 Roundabout
85.5 km	12.2 km	Keith
102.2 km	16.7 km	Huntly
136.7 km	34.5 km	Inverurie.
159.0 km	22.3 km	Haudagain Roundabout, Aberdeen
	159.0 km

The western and eastern limits of the trunk road have already been upgraded to dual carriageway standard to improve the efficiency of the trunk road network. At Inverness, the dualling extends for some 1 kilometre from Raigmore Interchange to the roundabout at Inverness Retail and Business Park. At Aberdeen, the dualling extends for some 20 kilometres from Haudagain Roundabout to Inverurie. The problems associated with congestion during peak times at Haudagain Roundabout are presently being considered as part of a separate STAG appraisal .

The remainder of the route is generally rural single carriageway and incorporates bypasses and climbing lanes at key locations to assist in addressing operational stress points along the route by separating local and strategic traffic and by providing opportunities to overtake slow moving vehicles.

Data Collection Surveys

Traffic on the A96 comprises both strategic long distance trips between Inverness and Aberdeen, and shorter, local trips between the various communities along the corridor. A detailed programme of data collection surveys was undertaken to assist in establishing current journey times along the route. The surveys were undertaken in June 2006. In addition to the surveys, traffic information was obtained from Transport Scotland to assist in establishing variations in traffic volumes along the route.

Annual Traffic Flows

Transport Scotland maintains a database of traffic flow information for the trunk road network through a series of Automatic Traffic Counters (ATCs). Information from the Scottish Road Traffic Database has been examined to identify variations in annual traffic flows along the route. The general location of the automatic traffic counters and the associated 2005 annual average daily traffic (AADT) flows are shown in Figure 3.2.2.

The information extracted from Transport Scotland’s traffic database indicates the following traffic flows in vehicles per day (vpd) along the route:

• 36,000 vpd between Raigmore Interchange and the Inverness Retail and Business Park;
• 16,000 vpd to the west of Smithton and Culloden;
• 11,500 vpd between Culloden and Nairn;
• 10,200 to 11,600 vpd between Nairn and Elgin;
• 14,200 to 17,000 vpd between Elgin and Fochabers where the A98 joins the A96;
• 6,800 to 7,700 vpd between Fochabers and Inverurie;
• 16,100 and 27,200 vpd to the east of Inverurie; and
• 39,300 vpd on the approach to Haudagain Roundabout.

The variations in 2005 AADT flow along the A96 are illustrated in the colour coded bandwidth diagram in Figure 3.2.3.

TA 46/97 - Traffic Flow Ranges For Use In The Assessment Of New Rural Roads sets out carriageway standard options related to opening year flow ranges for use as starting points in the design and economic assessment of new rural trunk road links. It should be noted that these ranges do not provide any indication of the ultimate flow that a road can carry and that the flow ranges are for new rural road links only and should therefore not be used for the choice and assessment of carriageway standards for improved (widened) trunk road links. In these cases, each increase in standard should be considered incrementally. However, the following opening year flows provide an indication of the range of flows for the relevant carriageway standards.

• Single carriageway opening year AADT flow of up to 13,000 vehicles
• Wide single carriageway opening year AADT flow of 6,000 to 21,000 vehicles
• Dual 2-lane all purpose carriageway opening year AADT flow of 11,000 to 39,000 vehicles

Seasonal Traffic Flows

To provide an indication of the level of variation in traffic flows throughout the year, the monthly average daily traffic flows were examined for key sections along the A96 trunk road for 2005. Table 3.2 summarises the average daily traffic flows by month at each ATC location.

Examination of the chart indicates the normal variations in seasonal traffic flows that occur on strategic routes with the peak monthly flows occurring in August.

Table 3.2 – Average Daily Traffic Flows by Month

ATC Reference	Jan	Feb	Mar	Apr	May	Jun	July	Aug	Sep	Oct	Nov	Dec
East of Balloch (ATC01067)	13515	15090	15626	16468	16570	17032	17784	18380	17179	16280	15057	16196
East of Huntly (ATC02034)	6162	6669	7254	7687	7927	8013	8143	8431	8067	7604	7143	6850
West of Forres (126400)	7870	9338	9871	10483	10539	10876	11411	11952	10625	10158	9735	9350
West of Fochabers (ATC2037)	12039	13456	14057	14586	14746	14968	15057	15836	15228	14130	13968	13639
East of Inverurie (ATCNE019)	21355	23547	24625	24991	25917	25662	24507	25856	25808	24646	24890	23063

Note – Figures in italics are based on partial data

Traffic Composition

Data collected during the 12-hour manual classified traffic count on the A96 at Threapland, east of Lhanbryde, has been examined to estimate the 24-Hour AADT vehicle proportions on the A96 trunk road. Using the adjustment factors defined in Volume 13 of the Design Manual for Roads and Bridges for a non built-up trunk road network, the estimated 24-Hour traffic composition is as follows:

• Cars 80%
• LGV 12%
• OGV1 5%
• OGV2 2%
• PSV 1%

Traffic Growth

The automatic traffic counters ATC01067, which is located between the C class junction to Balloch and the B9039 access to the airport, ATC02034, which is located to the east of Huntly, and ATC02032, which is located to the west of Inverurie, provide reasonably continuous traffic flow information from which annual trends in traffic growth can be estimated. The growth recorded at these locations between 2002 and 2005 indicates that traffic growth along the A96 trunk road is between 1.5% and 4.5% per annum. Table 3.3 summarises the traffic growth between 2002 and 2005 at these locations.

Table 3.3 – Annual Average Daily Traffic Flows and Growth

ATC Ref.	Location	2002	2003	Growth 2002/03	2004	Growth 2003/04	2005	Growth 2004/05	Average Annual Growth 2002/05
ATC01067	Near Balloch	14656	15485	5.7%	16000	3.3%	16274	1.7%	3.6%
ATC02034	Near Huntly	7167	7169	0.0%	7353	2.6%	7500	2.0%	1.5%
ATC02032	Near Inverurie	14074	14429	2.5%	15069	4.4%	16063	6.6%	4.5%

Given the variability of annual growth rates along the route, the rates shown in Table 3.3 may not provide an accurate representation of actual traffic growth due to the inclusion of partial or fragmented data. It would therefore be reasonable to consider a range of forecasts when considering future conditions, noting in particular the significant development aspirations to the east of Inverness.

For comparison, the National Road Traffic Forecasts (1997) indicate that, based on the local traffic composition and the central growth projection, the annual average national growth rate over the three-year period would be 1.7%.

Journey Time Surveys

The National Transport Strategy (NTS) was published in December 2006 and is discussed in more detail in Chapter 5. However, one of the key strategic outcomes of the NTS includes improvements to journey time reliability, particularly on the trunk road network. Therefore it was considered necessary to establish the extent of the current journey time reliability along this corridor in order to identify to what extent this corridor could contribute towards the National Transport Strategy.

Journey time surveys were undertaken between Inverness and Aberdeen on Wednesday 7 and Thursday 8 June 2006 and between Monday 26 and Thursday 29 June 2006 to assist in defining changes in operating conditions along the length of the A96 and under varying traffic demand.

The surveys were undertaken in two main sections, namely, Inverness to Fochabers and Fochabers to Aberdeen, using two survey vehicles during each survey day. The surveys were undertaken over a number of days to avoid routine maintenance works that were being carried out at various locations along the A96.

Some 23 runs were carried out in the eastbound direction with another 23 runs being undertaken in the westbound direction. The surveys were undertaken continuously between 0700 and 1900 hours on each day of survey and were carried out using the principles of the moving observer technique to record journey times at various measurement points along the A96 route.

The speed profile derived from the analysis of the journey time surveys is shown in Figure 3.2.4.

Major Road Improvement Proposals

Aberdeen Western Peripheral Route (AWPR)

The Aberdeen Western Peripheral Route is a key component of the planned Modern Transport System and Regional Transport Strategy to provide improved and integrated transport in the North East of Scotland. Of strategic importance for the immediate area and Scotland as a whole, the project will help tackle congestion and increase accessibility.

The current cost estimate is £295m - £395m and the earliest estimated date for the start of construction is summer 2009, with an opening date of 2011. The preferred line for the 46 km dual 2-lane carriageway AWPR passes to the west of the city and crosses the A96 near Aberdeen Airport with a fast link section to Stonehaven.

The AWPR is one of a number of transport projects planned to help improve road safety and accessibility, reduce congestion and grow the local economy, ensuring the North East remains a competitive business location. The key benefits are:

• To reduce the impact of traffic, including heavy goods vehicles, on Aberdeen and the surrounding area, and contribute to reducing air pollution problems particularly in the city centre;
• To provide a consistent, high quality and efficient route that is attractive to traffic, maximises user safety and provides a good benefit to cost ratio;
• To reduce traffic levels on the existing road network, thereby reducing the risk of accidents;
• To provide access between the proposed rail transfer depots, current and future industrial estates and businesses, park-and-ride car parks, and road and air links, ensuring journey times and costs are minimised; and
• To provide improved accessibility for current businesses and to the land required for the sustainable development of the North East.

3.3 Aberdeen to Inverness Bus Services

Examination of the available information indicates that there is a regular bus service serving the various communities along the route. With regard to strategic bus services, there are a total of 14 services between Inverness and Aberdeen between 0600 hrs and 2025 hrs, with an average journey time of 3 hours 47 minutes.

These services stop at Inverness Retail and Business Park, Balloch, Tornagrain, Nairn, Auldearn School, Brodie, Forres, Alves, Elgin, Lhanbryde, Fochabers, Keith, Huntly, Colpy, Pitcaple, Inverurie, Blackburn, Aberdeen Airport, Foresterhill Hospital and Aberdeen Bus Station.

There is a similar service between Aberdeen and Inverness with a total of 13 services between 0600 hrs and 2000 hrs, with an average journey time of 3 hours 50 minutes.

Future improvements to the trunk road are also proposed along the A96 trunk road including the Fochabers and Mosstodloch Bypass, carriageway improvements at Delnies and Threapland and the proposed Aberdeen Western Peripheral Route.

Bus Provision

Along the A96 corridor, Stagecoach, Rapson’s, First Bus, Deveron Coaches and a number of private companies provide bus services to various destinations. In summary, the services and origins and destinations of these services are as follows:

Stagecoach 1, 1A, 3 – Balloch to Craig Dunain via Inverness Retail Park 2, 2A – Inverness City Centre to Craig Dunain via Inverness Retail Park 10 – Inverness to Aberdeen via Elgin 305, 325 – Inverness to Aberdeen via Elgin & Macduff 306 – Huntly to Inverurie via Insch 307 – Aberdeen to Inverurie 315 – Inverness to Buckie via Elgin 318 – Forres Circular via Brodie 323 – Elgin to Kingston via Lhanbryde 328-329 – Elgin Circular via Lossiemouth 331 – Elgin Circular via Burghead 336 – Forres to Dufftown via Elgin 337 – Elgin to Aberlour 737 – Inverurie to Aberdeen via Aberdeen Airport

Rapson’s 1C, 12 – Inverness City Centre to Croy via Inverness Retail Park 11, 11A, 11C, 11D – Inverness to Fort George via Inverness Airport 20, 20A, 20B – Nairn First Bus 17 – Dyce to Aberdeen City Centre X18 – Dyce to Aberdeen City Centre 27 – Aberdeen City Centre to Aberdeen Airport Deveron Coaches 309 – Cullen to Keith via Buckie 344 – Buckie to Keith via Fochabers 401 – Keith to Inverness via Inverness Retail Park 402 – Elgin to Aberdeen via Rothes 410 – Forres to Elgin via Dyke 443 – Elgin to Buckie via Lhanbryde

Other Services Roberts of 353 – Dufftown to Keith via Mulben WW Smith 360 – Keith to Aberlour

Source: Individual Council and Operator websites

Many of the services can be subject to alterations to their routes throughout the day and may be limited to certain days of the week. Alterations to the timetabling can also be implemented during holiday periods.

It is worthy of note that Stagecoach is the only operator to provide a service, (No. 10) from Aberdeen to Inverness that uses the entire A96 corridor, however this does not stop at Inverness Airport. Another service operated by Stagecoach, (No. 305) runs between Inverness and Aberdeen but this deviates from the A96 to the east of Fochabers, using the A98 and passing through Macduff to reach Aberdeen.

The Stagecoach service No. 10 provides 27 services (2-way) daily between Inverness and Aberdeen from Monday to Friday, 27 on a Saturday and 18 on a Sunday.

A number of other services operate over part of the A96 corridor serving the rural communities along its length and also providing local services within the towns. Elgin provides the origin for many services to towns such as Forres, Fochabers and Lossiemouth with services stopping at a number of rural destinations in some cases. These services can follow long diversion routes from the quickest available route, therefore increasing the journey time taken on these services.

Rapson’s and Stagecoach provide services from Culloden, Smithton and other outlying areas to the east of Inverness to the city providing a means of travel for commuters and residents in rural areas to Inverness. Inverness Airport is also served by Rapson’s however, not all services stop at the airport but at the access road to the airport. Stagecoach and FirstBus provide services from Inverurie, Dyce and Aberdeen Airport to the city of Aberdeen.

The locations of the bus routes served by the various operators along the A96 corridor are shown in Figure 3.3.1.

3.4 Aberdeen to Inverness Railway

The Aberdeen to Inverness railway is approximately 174 km long between Aberdeen and Inverness Stations. The railway is almost completely single track and generally follows the same corridor as the trunk road over the western section of the route from Inverness to Lhanbryde, but follows an alternative alignment from Lhanbryde to Aberdeen, with the exception of a 5.5 kilometre section to the north of Inverurie where the railway is adjacent to the trunk road.

There are 10 stations located along the railway. These are located at Inverness, Nairn, Forres, Elgin, Keith, Huntly, Insch, Inverurie, Dyce and Aberdeen. The locations of the stations along the route are shown in Figure 3.4.1. The points of interface where the railway crosses over or under the A96 trunk road are shown in Figure 3.4.2.

The railway crosses the A96 trunk road at the following six locations:

• Chainage 15.5 km, near Gollanfield
• Chainage 23.7 km, in Nairn
• Chainage 49.0 km, near Alves
• Chainage 83.7 km, north of Keith
• Chainage 103.1km, south of Huntly
• Chainage 131.8 km, north of Inverurie at Inveramsay

There are 10 services from Aberdeen to Inverness on Mondays to Saturdays departing from 0625 hrs to 2155 hrs, and 5 services on Sundays departing between 1000 hrs and 2100 hrs. The average journey time is 2 hours 15 minutes.

There are 10 services from Inverness to Aberdeen on Mondays to Saturdays departing from 0500 hrs to 2122 hrs, and 6 services on Sundays departing between 0955 hrs and 2052 hrs. The average journey time is 2 hours 14 minutes.

A summary of the current rail services between Aberdeen and Inverness is shown in Table 3.4.

There are 9 additional services between Aberdeen and Inverurie via Dyce on Monday to Friday, and 11 services on Saturday. There are 17 services between Aberdeen and Dyce on Monday to Friday and 15 services on Saturday.

There are also single additional weekday services between Aberdeen and Keith, and between Inverness and Elgin.

Table 3.4 – Rail Services

Aberdeen to Inverness Railway Timetable, Mondays to Saturdays (hh:mm)
Aberdeen	06:25	07:28	09:25	11:40	13:12	15:23	17:14	18:19	20:06	21:55
Inverness	08:39	09:45	11:46	13:48	15:23	17:48	19:34	20:31	22:25	00:05
Journey Time	02:14	02:17	02:21	02:08	02:11	02:25	02:20	02:12	02:19	02:10
									Ave	02:15
Inverness to Aberdeen Railway Timetable, Mondays to Saturdays (hh:mm)
Inverness	05:00	05:57	08:42	10:44	12:19	13:57	15:25	17:12	18:08	21:22
Aberdeen	07:14	08:14	10:53	12:59	14:32	16:11	17:36	19:28	20:29	23:38
Journey Time	02:14	02:17	02:11	02:15	02:13	02:14	02:11	02:16	02:21	02:16
									Ave	02:14

Growth in Rail Passengers

Analysis of passenger numbers at the 10 railways stations between Inverness and Aberdeen indicates that between 2002/03 and 2004/05, passenger numbers increased by between 6% and 26%.

The increases in passenger numbers are shown graphically in Figure 3.4.3.

Major Rail Improvement Proposals

Aberdeen to Inverness IOS study

The Aberdeen to Inverness IOS (Incremental Output Statement) study undertaken in 2005 on behalf of the Scottish Executive, Nestrans and the SRA, considered possible improvement schemes for the railway between Aberdeen and Inverness. These improvements considered options with the primary objectives of improving journey times along the route and introducing an hourly service between Aberdeen and Inverness, such as:

• Localised realignment of Forres Station;
• Line speed improvements between Elgin and Aberdeen; and
• The provision of the Orton Loop between Elgin and Keith.

Amongst the schemes considered was a proposal to accelerate trains between Inverness and Aberdeen to achieve an end-to-end running time of under 2 hours, and a revised timetable, with an additional passing loop, to allow a regular hourly frequency with a clock face pattern. However, an examination of the schemes identified three main problems.

Firstly, the 2 hours end-to-end running time did not prove to be possible assuming the performance of existing train units, the current route alignment and incorporating all existing station stops. Secondly, the increase in frequency to provide an hourly headway imposed more crossings for each train during its trip from Aberdeen to Inverness. The additional time absorbed by these additional crossings offset virtually all of the gains from faster running times. And thirdly, the costs of the particular solution considered were higher than initially expected and the benefits were less since the 2 hours end-to-end time had proven to be unattainable.

Although the findings of the study indicated that the proposed schemes were unlikely to achieve the stated objectives, there were some potential features that could be taken forward to reduce travel times, add new services at times when they are most attractive, and help to reduce costs.

These features could include developing an alternative timetable that could integrate an hourly headway between Aberdeen and Inverness. The location of the loops between Aberdeen and Inverness could be reconsidered, together with the loop-to-loop line speed improvements that may be required to facilitate that pattern of operation. Additional services could be added during the a.m. and p.m. peak periods rather than introducing new services throughout the day.

Aberdeen Crossrail

Proposals for the Aberdeen Crossrail are at an advanced stage of development and have been taken forward by Nestrans in partnership with Aberdeenshire and Aberdeen City Councils, Transport Scotland and the rail industry.

The Nestran’s RTS indicates that Aberdeen Crossrail will deliver more frequent rail services between Inverurie, Aberdeen and Stonehaven, providing a better service for commuters, enabling cross-city travel by rail and encouraging mode shift within the city. More frequent services will also enable new stations to be opened in both Aberdeen and Aberdeenshire, linking housing and employment destinations and creating new opportunities for people to travel by train.

The first phase of Aberdeen Crossrail is intended to deliver a half-hourly service between Inverurie, Aberdeen and Stonehaven, which would be achieved through improved frequency on the Inverness to Aberdeen services and their extension to Stonehaven with further extensions of trains from the south to Inverurie. A new station would open between Inverurie and Aberdeen at Kintore. Major rail infrastructure improvements between Aberdeen and Inverness would also be required.

The longer-term ambition is for a dedicated quarter-hourly local service between Inverurie, Aberdeen and Stonehaven, serving new stations to the north and south of the city centre and at Newtonhill. This would require additional rolling stock and a significant improvement in the rail infrastructure.

Invernet

Invernet was launched in December 2005 as a suburban network for Inverness. The scheme was conceived by Highland Rail Partnership and funded for 3 years by Highland Council, Highlands and Islands Enterprise and the Scottish Executive, and will be subsumed into the ScotRail franchise.

The Highland Rail Partnership working with HITRANS and the Highland Council is carrying out a more detailed study under Invernet II (Inverness - Elgin frequency plus new Dalcross Airport station) to examine the feasibility of additional rail services. However, it is likely that the costs and complications associated with modifying the signals will represent a significant problem.

3.5 Airports

The Aberdeen to Inverness transport corridor also serves two airports, namely the Aberdeen Airport at Dyce and Inverness Airport at Dalcross.

Aberdeen Airport

Aberdeen Airport, operated by BAA, is located some 10 kilometres west of Aberdeen and to the north of the A96 trunk road. On site facilities include 1,000 short stay and 900 long stay car parking spaces. In April 2006, the airport reported a rise of 9.5% in the number of passengers using the airport annually to more than 2.8 million passengers per year.

Aberdeen Airport provides more than 40 valuable fixed-wing domestic and international air connections and represents the region’s main transport gateway, supporting the tourism industry and other important business interests.

A study by the Fraser of Allander Institute, carried out in 2002, found that Aberdeen Airport supported 9,120 jobs across Scotland, with more than 2,800 people directly employed at the airport. Direct airport employment is forecast to increase moderately to more than 3,000 by 2015 and to nearly 4,000 by 2030. The report also found that the airport’s contribution to the Scottish economy was, at that time, more than £482m a year. Again, BAA expects this figure to grow substantially as the airport develops.

A Surface Access Strategy has been developed for the Airport, from which three key objectives have been set and agreed with the Airport Transport Forum (ATF):

• to increase the percentage of passengers using public transport from 4.5% to 7% by 2007;
• to reduce single occupancy car journeys by staff from 87% to 77% by 2007; and
• to develop an integrated transport strategy.

The Airport has also been subject to an Outline Master Plan. Various proposals and forecasts have been put forward to Aberdeen City Council for approval including a £10 million project to extend the main runway by up to 300 metres over time. Between 2005 and 2015, passenger numbers are forecast to grow from 2.8 million a year to between 3.3 million a year under the central forecast and 3.6 million a year under the high forecast; with cargo and mail tonnage rising from 5,300 tonnes a year to 6,800 tonnes a year.

Inverness Airport

Inverness Airport is the air gateway for the Highlands and Islands of Scotland and handles more than 330 scheduled flights a week to UK destinations. It is the largest of 10 airports serving the region operated by Highlands and Islands Airports Limited (HIAL). The airport is located 15 kilometres east of Inverness and to the north of the A96, and benefits from the construction of a new access roundabout on the trunk road at Mid Coul, which was completed in 2006. On site facilities include 650 pay car parking spaces.

In 2005/2006 the passenger total at the Airport rose to 665,677, which was an increase of 18% on the previous year.

Figures published by the UK Civil Aviation Authority showed that Inverness was the fastest growing of the five major Scottish airports in the 2005 calendar year. This was the second year running that Inverness had achieved this position.

The formation of a joint venture company, Inverness Airport Business Park Limited, in May 2005 to create a high amenity business park on a 250 hectare site at the airport offers further significant benefits to the area. Over the next 25 years the park will support inward investment and local business expansion with the potential to accommodate up to 5,000 full time jobs on the site.

A new road linking the airport to the main Inverness – Aberdeen A96 trunk road was officially opened in March 2006, at a cost of £4m and has unlocked the development potential of the Inverness Airport Business Park site.

During 2005/2006, HIAL also initiated plans to move from weekday local radar cover provided via the Ministry of Defence to a seven day a week service.

Inverness Airport’s Annual Report 2005/2006 outlines the following targets for development and performance indicators:

• Secure first phase commercial development on Inverness Airport Business Park with their joint venture partners.
• Carry out the following capital works:
  • North apron rehabilitation at Inverness to accommodate increased business aviation traffic;
  • Car park expansion at Inverness to provide additional capacity and offer distinct long and short term public parking;
  • Replace the redundant fire training module at Inverness to meet HIAL training requirements; and
  • Complete the extension of the south apron at Inverness to accommodate increased scheduled aircraft movements.

3.6 Cycle Network

The 9,000 mile National Cycle Network is being developed by SUSTRANS, working with over 400 local authorities, other national and local organisations, the DETR and the Scottish Executive, and supported by the Millennium Fund of the National Lottery.

The Network will be roughly half on traffic free routes and paths, and half on quieter minor roads and traffic calmed urban streets. When completed, the Network is designed to be safe for novice cyclists, useful for local journeys and memorable for visitors. It will encourage people to try cycling for some journeys, helping to reduce congestion and traffic pollution.

In terms of provision between Aberdeen and Inverness along the transport corridor, the National Cycle Network currently only covers a short section of the route. The route originates within Aberdeen city centre, passes Haudagain Roundabout to the north before heading north towards Dyce. A limited section of the National Cycle Network could potentially be used by cyclists on the A96 at this location between Haudagain Roundabout and Bucksburn Roundabout.

The National Cycle Network follows a number of C-Class and unclassified roads to the north of the A96 trunk road, passing through the towns of Turriff, Banff and Buckie before reaching Elgin, to the north of the A96. From this point, the route runs in parallel with the A96 before crossing the trunk road in Nairn, from which point the cycle route runs to the south of the A96, passing through Balloch, Culloden and Smithton before arriving in Inverness city centre via the B9006 to the south of Raigmore Interchange.

The location of the National Cycle Network between Aberdeen and Inverness is shown in Figure 3.6.1.

3.7 Road Safety

To assist in assessing current road safety conditions along the A96 trunk road, information on all road traffic accidents involving personal injury for the five-year period between 2001 and 2005 was obtained from the Transport Scotland for analysis and comparison with national trends.

Road traffic accidents, which involve personal injury, are recorded by the police using the standard STATS 19 form. These accidents are classified into one of three categories, namely fatal, serious or slight, according to the most severely injured casualty. Fatal accidents are recorded where the level of injuries sustained cause death within 30 days of the accident. A serious accident is defined as one where a casualty is detained in hospital or sustains fractures, concussion or severe cuts or where death occurs 30 or more days after the accident. Where a casualty sustains a sprain, bruise or slight cut, a slight accident is recorded.

Analysis of the accident statistics indicates that 487 accidents occurred along the A96 between Inverness and Aberdeen during the five-year period between 2001 and 2005 inclusive, of which 24 (5%) were fatal accidents, 94 (19%) were serious accidents and 369 (76%) were slight accidents.

Table 3.5 below summarises the number of accidents per annum during the five-year period between 2001 and 2005.

Table 3.5 - Summary of Accidents per Year (2001-2005)

Year	2001	2002	2003	2004	2005	Total
Fatal	2	5	8	6	3	24
Serious	23	15	16	18	22	94
Slight	68	68	66	79	88	369
Total	93	88	90	103	113	487

The locations of accidents during the five-year period are shown in Figure 3.7.1.

3.8 Environmental Conditions

Introduction

This environmental appraisal considers the baseline environmental conditions along the A96 trunk road, including possible bypass routes at Nairn, Elgin and Keith, and the Aberdeen to Inverness Railway. The A96 is one of the main trunk routes in the north east of Scotland connecting Aberdeen to Inverness. The railway also provides an essential public transport link between the two cities.

Potential environmental constraints in the corridor of the A96 and the railway, which generally follows the route of the A96 for much of the distance between Aberdeen and Inverness, have been examined. The possible bypasses at Nairn, Elgin and Keith are considered key strategic points and have been investigated separately. At this stage, there are no specific details available for potential alignments, any widening required, or the full extent of any land take, therefore this would be the subject of a separate assessment of design and layout to be undertaken at a later stage.

The information gathered from the relevant sources was used to evaluate the existing situation in the area surrounding the A96 between Inverness and Aberdeen, and to establish the key environmental issues.

Major sensitive receptors for each of the sections within the study corridor have been described including residential areas, community facilities, habitats and possible protected species that may be present along the route. Major development plan allocations have been identified, including landscape designations. There are also a variety of European, national and local designations relating to ecology, geology and natural and built heritage and these have been discussed where relevant.

The study area extends to 1 kilometre either side of the A96 and Railway line.

The environmental constraints along the corridor are shown in Figure 3.8.1, with more detailed plans in the Nairn, Elgin and Keith areas shown in Figures 3.8.2, 3.8.3 and 3.8.4 respectively.

Section Overview

Section 1: Inverness – Nairn

The main receptors are in the community of Nairn and those adjacent to the A96 and the railway. Moray Firth Special Area of Conservation (SAC) is located 1.2 km from the A96 at its nearest point. There are also a number of Special Protection Areas (SPA) at Moray Basin Firths and Bays, Highland & Grampian, Moray and Nairn Coast and the Inner Moray Firth.

Longman & Castle Stuart Bays Site of Special Scientific Interest (SSSI) is designated for its biological value. Kildrummie Kames SSSI is designated for its biological interest for its wetland and scrub features including the best stand of mature juniper in the Moray Firth area. There are pockets of Ancient Woodlands including Tornagrain Wood and Delnies Woodland as well as smaller pockets. There are a large number of Scheduled Ancient Monuments (SAMs) located within this section of the study area, these are marked on the environmental constraints map.

The main watercourse in this section is the River Nairn, which has the potential to flood the A96 and the Railway line at Nairn. There are no landscape designations within this section of the corridor. The Fishertown Conservation Area located in Nairn spans from the North Sea waterfront along the River Nairn to the A96. There are a number of category B & C listed buildings located between Nairn and Inverness directly adjacent to the A96. There are also a large number of Scheduled Ancient Monuments (SAMs) located within this section of the study area.

The airport and adjoining lands will be the focus for the early phases of new economic development. These will include an air/rail/road distribution freight village and a major business park. The strategic importance of the A96 corridor to Inverness and the region as a whole must be fully recognised and protected from premature piecemeal building. There will be a strict presumption against development that could prejudice efficient and effective community building and supporting infrastructure during the timeframe of the Local Plan.

Section 2: Nairn – Forres

The main receptors are in Auldearn and Forres, and adjacent to the A96 and the railway. There are no national, regional or local nature or geological designations within this section of the study area. There are however areas of Ancient Woodland within this section.

The main watercourse in this section is the River Findhorn, which has the potential to flood the A96 and the railway line at Forres.

There is a Conservation Area within Forres with a large number of category B & C listed buildings located in the study area in addition to Brodie Castle, Darnaway Castle Historic Gardens and Designed Landscape. There are also a number of Scheduled Ancient Monument along this section of the corridor. Brodie Castle and Darnaway Castle Historic Gardens and Designed Landscape are in the study area.

The Nairnshire Local Plan, December 2000, states that ‘Operation of the existing road network (including frontage improvements) and the potential for a bypass of Nairn – with appropriate links to the town – is likely to be investigated.’

Section 3: Forres – Elgin

The main receptors are in Elgin, and adjacent to the A96 and the Railway.

There are no geological designations or national, regional or local landscape designations within this section of the study corridor. Quarry Wood SSSI is however designated for its biological interest, in addition to pockets of Ancient Woodland at Quarry Wood and Alves Wood.

The River Lossie has the potential to flood the A96 and the Railway line at Elgin.

There are a large number of listed buildings located in Forres and between Forres and Elgin directly adjacent to the A96. There are two Category A Listed Buildings along this section in addition to a few Scheduled Ancient Monuments along this section of the route.

At Elgin there are two possible alignments for a bypass shown, one to the north of the town crossing the A941 to Lossie and one to the south which also crosses the A941 heading to Rothes.

Section 4: Elgin – Keith

The main receptors are in Keith and adjacent to the A96 and the Railway. There are a number of SSSI’s in the area, namely, Spynie Loch, Loch Oire and River Spey, which are all designated for their importance to the local area. There are also areas of Ancient Woodland located within this section of the study corridor.

The Geology of the area consists of Dalradian metamorphic and then sedimentary formations of Upper and Middle Devonian Sandstone. There are a number of geological SSSI’s in the area, namely, Teindland Quarry, Spynie Quarry, Findrassie SSSI and Dipple Brae which are all designated for their importance to the local area.

Watercourses in the study area include the River Spey, River Isla, Burn of Mulben and Burn of Fochabers. The River Spey is shown to have flood risk potential where the A96 crosses the River Spey in Fochabers, and at the Boat o Brig where the railway crosses the River.

Within this section of the route there are two Conservation Areas in Keith and Fochabers Conservation Area as well as a large number of category B & C Listed Buildings located in Elgin and Fochabers. There is also an Area of Great Landscape Value within the Spey Valley and Gordon Castle Historic Gardens and Designed Landscape. The long distance footpath ‘The Speyside Way’ crosses both the A96 and Railway line.

There is a proposed southern by-pass route for Keith marked on the Local Plan.

Section 5: Keith – Huntly

The main receptors are in Huntly and adjacent to the A96 and the Railway. There are a number of SSSI’s in the area, namely, Whitehill, Mill Wood and Den of Pitlurg, which are all designated for their importance to the local area. There is a large area of Ancient Woodland at Bin Forest.

The Geology of the area consists of igneous rocks composing of Gabbro and allied types. There is a SSSI at Bin Quarry which has been designated for its geological content.

Watercourses include the River Isla, River Deveron and Burn of Cairnie. The River Isla has flood risk potential to railway line in Strath Isla.

Huntly Conservation Area contains a large number of listed buildings; however there are a few listed buildings located between Keith and Huntly but not directly adjacent to the A96. There are also five Scheduled Ancient Monuments within a kilometre of the A96 and the Railway line. There are no landscape designations within this section of the corridor.

Section 6: Huntly – Inverurie

The main receptors are in Inverurie and adjacent to the A96 and the Railway. The Moss of Kirkhill SSSI, located at NJ 535289 is a small basin fen designated for its content of flora. There are also small areas of Ancient Woodland in this section of the study area. Pitcaple and Legatsden Quarries SSSI have been designated for their geological content.

Watercourses in the study area include the River Urie, River Bogie and Glen Water. The River Urie is shown on SEPA’s interactive flood map to potentially flood parts of the A96 near Old Rayne. The River Bogie potentially affects the A96 and Railway line at Huntly.

Within Inverurie there is a small Conservation Area. There are a large number of listed buildings located in Huntly and between Huntly and Inverurie that are directly adjacent to the A96. There are also a large number of Scheduled Ancient Monuments within one kilometre of the A96 and Railway line.

There is an Area of Landscape Significance designated within the Aberdeenshire Local Plan and part of the A96 and the Aberdeen to Inverness railway run through it. There are three Historic Gardens and Designed Landscapes located along this section of the route - Pitmedden, Leith Hall and Williamston House.

Section 7: Inverurie – Aberdeen

The main receptors are in the north west of Aberdeen, and adjacent to the A96 and the Railway. There are no national, regional or local nature designations within this section of the study area. There is however an area of Ancient Woodland at Kirkhill Forest. There are no geological designations within this section of the corridor.

The main watercourse is the River Don, which is shown on SEPA’s interactive flood map to potentially flood the railway line between Kintore and Port Elphinstone. There are a number of category A, B & C Listed Buildings adjacent to the A96 along this section of the route in addition to a large number of Scheduled Ancient Monuments within a kilometre of the A96 and railway line. Keith Hall Historic Gardens and Designed Landscape is located in this section of the corridor. Aberdeen – Inverness railway passes through an Area of Landscape Significance.

The National Cycle Route 1 closely follows the alignment of the Aberdeen to Inverness Railway for much of this section. Both the A96 and railway line pass through part of the City of Aberdeen’s Greenbelt.

Bypasses

Nairn Bypass

There are three SAM Sites within the general route corridor. The by-pass would also pass through Kildrummie Kames SSSI. There are areas of Ancient Woodland in the route alignment corridor and the proposed alignment would also cross a number of watercourses including the River Nairn.

Elgin Bypass

Part of Quarry Wood is designated as a SSSI due to its flora and is one of the few remaining semi-natural woodlands in the lowland of Moray. This SSSI is dissected by the A96. The proposed alignment would have to cross a number of watercourses including the River Lossie. There is a caravan/camping site at Delnies. There are three SSSI sites within the study area of the northern alignment, these are Findrissie, Sypnie Quarry and Loch Sypnie.

The Southern alignment of the by-pass would pass through areas of Ancient Woodland and the River Lossie at two locations. The proposed route would also cross the Aberdeen to Inverness Railway line and there is a Golf Course to the south of Elgin, which is considered a sensitive receptor.

Keith Bypass

The general route corridor would have to cross both the River Isla and the Burn of Mulben, the Aberdeen – Inverness railway and the Keith to Dufftown Railway. There are areas of Ancient Woodland within the study corridor and a Golf Course to the south, both of these land uses are considered sensitive.

Summary

There are a number of potentially sensitive receptors between Inverness and Aberdeen within the 1km study area of the A96 and the Aberdeen to Inverness railway line. The main sensitive receptors are residential properties adjacent to the transport corridor, which would experience changes in noise, air quality and vibration. There are a large number of Category B and C Listed Buildings all the way along the route (these are not shown on the Environmental Constraints map). There are also several category A Listed Buildings within the route corridor. There are Conservation Areas in the centres of most of the major towns within the route corridor. A large number of Scheduled Ancient Monuments could also experience changes upon their setting. There are Seven Historic Gardens and Designed Landscapes within the study area that could experience a slight change upon their setting depending on the final route alignment.

The main ecological sensitive receptor is the Moray Firth, which is a SAC and Ramsar Site. There are only a few Sites of Special Scientific Interest within the study area, with the Quarry Wood SSSI outside Elgin being the most likely to experience an adverse impact. There are large pockets of Ancient Woodland adjacent to the A96 throughout most of the study corridor. There are no landscape designations of national importance within or adjacent to the study area although part of the route passes through an ‘Area of significant landscape’ and ‘Area of Great Landscape Value’.

The water quality of the watercourses is, in general, ‘Excellent’, and these are therefore considered to be sensitive receptors. All the major watercourses as well as the smaller watercourses are liable to flooding. The extent of flooding is not shown on the Environmental Constraints Map, although this information can be viewed on the SEPA website.

Overall, there are a number of environmental constraints along the transport corridor between Inverness and Aberdeen. Careful planning, route alignment and design choice at later stages in the process should make it possible to minimise any significantly adverse environmental impacts.

Figure 3.2.1 A96 General Location Plan

Figure 3.2.2 2005 AADT Flows

Figure 3.2.3 2005 AADT Bandwidths

Figure 3.2.4 Average Vehicle Speed by Direction

Figure 3.3.1a Public Transport – Bus Routes

Figure 3.3.1b Public Transport – Bus Routes

Figure 3.3.1c Public Transport – Bus Routes

Figure 3.3.1d Public Transport – Bus Routes

Figure 3.4.1 Aberdeen to Inverness Railway

Figure 3.4.2 Railway Line Points of Interface with A96

Figure 3.4.3 Aberdeen to Inverness Railway Passenger Numbers and Growth (2002/2003 & 2004/2005

Figure 3.6.1 National Cycle Network

Figure 3.7.1a Accident Analysis 2001 - 2005

Figure 3.7.1b Accident Analysis 2001 - 2005

Figure 3.7.1c Accident Analysis 2001 - 2005

Figure 3.8.1a Environmental Constraints

Figure 3.8.1b Environmental Constraints

Figure 3.8.1c Environmental Constraints

Figure 3.8.1d Environmental Constraints

Figure 3.8.1e Environmental Constraints

Figure 3.8.2 Nairn By-Pass

Figure 3.8.3 Elgin By-Pass

Figure 3.8.4 Keith By-Pass