Appendix A
Safe Cycling Infrastructure
CI.1
Produce active travel strategies and maps for each local authority area setting out plans to improve active travel networks and facilities to 2030 using a robust evidence-led approach to network planning. The active travel strategies will provide the basis for funding applications by local authorities.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Business:
Evidence shows that active travel can positively influence retail footfall at a local level. If active travel networks are planned with local economic interests in mind and with the support of local businesses, there are positive benefits to retailers:
- Common Misconceptions of Active Travel Investment (Sustrans)
- The Pedestrian Pound (Living Streets)
- Measuring the Local Economic Impacts of Replacing On-Street Parking With Bike Lanes
- Local Business Perception vs. Mobility Behaviour of Shoppers: A Survey from Berlin
- Bike Lanes, On-Street Parking and Business - A Study of Queen Street West in Toronto’s Parkdale Neighbourhood
Local Authorities:
Local authorities are key partners in delivering the action and will require local authority resource to deliver the action.
CI.2
Produce an active travel network ‘blueprint’ for Scotland, including the future network of Active Freeways and is informed by Local Authority Active Travel Strategies.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Uncertain
Comments and evidence relating to these groups with regards to the action
The action has an uncertain relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.3
Build and maintain a dense network of connected cycling infrastructure in every town and city that is separate from traffic and integrated with public transport, and rural routes that link to these networks and interface with the trunk road network and NCN.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
The impact of this on businesses within the tourist industry could be broadly positive if it results in increased cycle tourism on the NCN and this links tourists to local towns and villages:
- The Value of Cycling to the Scottish Economy (Cycling Scotland)
- Routes to Growth (Transform Scotland)
CI.4
Work with other policy areas to introduce active travel networks as part of a larger package- such as 20 mph limits to create efficiencies.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Uncertain
Comments and evidence relating to these groups with regards to the action
The action has an uncertain relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.5
Use the information in the active travel strategies to prioritise investment in the creation of cycling infrastructure integrated with public transport in every town and city, and inter-urban / rural routes that link to these networks. This will build on the National Cycle Network and proposals for Active Freeways in STPR2.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Uncertain
Comments and evidence relating to these groups with regards to the action
The action has an uncertain relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.6
Avoid delays in implementation of cycling infrastructure by revising the TRO process.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor negative
Comments and evidence relating to these groups with regards to the action
Some businesses, sectors, markets, products or services may be affected by the infrastructure provision for active travel if, for example, it removes space for other travel modes (adverse effect) or improves access for a wider range of employees and consumers (positive effect). Micro and small businesses may be more vulnerable to any potential adverse effects. At present the TRO process mandates statutory minimum levels of consultation and objections must be addressed. Any changes to the process that erode this requirement could negatively impact on specific businesses unless other effective means of input into the process are in place.
CI.7
Develop an action plan to make it safer to walk, cycle and wheel across and along trunk roads, especially where they pass through towns and villages.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Uncertain
Comments and evidence relating to these groups with regards to the action
The action has an uncertain relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.8
Continue to support fast implementation of temporary cycling infrastructure, introducing Experimental Traffic Orders to support road space reallocation and street trials.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor negative
Comments and evidence relating to these groups with regards to the action
The Road Traffic Regulation Act 1984 has recently been amended by the Traffic Regulation Orders (Procedure) (Miscellaneous Amendments) (Scotland) Regulations 2021:
The amendment removes the requirement for publication of a proposed ETRO and allows for objections to be made whilst the ETRO is in place, where an order is made to give permanent effect to an ETRO. A new procedure has been introduced to make an ETRO permanent, without a further objection and consultation period.
Some businesses, sectors, markets, products or services may be affected by the infrastructure provision for active travel if, for example, it removes space for other travel modes (adverse effect) or improves access for a wider range of employees and consumers (positive effect). Micro and small businesses may be more vulnerable to any potential adverse effects. An ETRO can remain in place for six months while objections are addressed and, while in practice it is likely every effort will be made to mitigate any potential impacts on businesses, there remains the possibility that negative impacts could take effect within the six month trial period.
CI.9
Enhance permitted development rights for cycling facilities and infrastructure
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The Town and Country Planning (General Permitted Development) (Scotland) Order 1992 details 'permitted development' types. This Order was amended in 2014.
The order relates to householders, rather than planning authorities and is unlikely to impact on businesses.
CI.10
Respond to the needs of local people by expanding the resources needed to support more people to cycle, including appropriate cycle storage for every household.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Potential for positive impacts on suppliers and manufacturers of cycle storage facilities.
CI.11
Introduce fast-track powers to acquire land for cycling infrastructure.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor negative
Comments and evidence relating to these groups with regards to the action
Section 22 of the Land Reform (Scotland) Act 2003 contains provision for a core path to be enforced via means of a path order.
Reallocation of land for cycling infrastructure within the limits of the adopted road network is within the powers of local authorities via the TRO process. The Acquisition of Land (Authorisation Procedure) (Scotland) Act 1947 provides for the compulsory purchase of land by a public body (Acquiring Authority), if confirmed by Scottish Ministers. The Land Reform (Scotland) Act 2003 also extends the powers of an Acquiring Authority to some non-public bodies. These powers extended to any development, including land for cycling infrastructure. However, this is a costly and lengthy process.
Procurement of land outwith the above legal processes would be subject to negotiation with individual private land owners. Fast-track powers which do not include a sufficient element of consultation and engagement with local land owners, and businesses could have potentially significant negative impacts.
CI.12
Provide ongoing development and governance of design guidance, including mitigation of unintended impacts vulnerable road users and that infrastructure is suitable for adaptive bikes e.g. pedestrians.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.13
Develop a national approach to the creation of quiet road/cycle friendly roads in rural areas with everyday journeys prioritised.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.14
Designate the active travel network as a national development.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
The Draft National Planning Framework (NPF4) includes a designation of the National Walking, Cycling and Wheeling network as a national development.
The impact of this on businesses within the tourist industry could be broadly positive if it results in increased cycle tourism.
CI.15
Update design and asset management guidance to enable national, consistent principles of infrastructure
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.16
Support cycling journeys, to and from public transport hubs as part of a multi-modal journey
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.17
Promote cargo bikes as the normal choice for local deliveries
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Pilot projects have shown that, where the right operating conditions exist, cargo-bike delivery start-ups can flourish in the already highly competitive sector of first mile/last mile deliveries.
Both potentially positive and negative effects therefore exist for businesses operating in the first mile/last mile freight delivery sector. Incumbent operators which do not switch to some deliveries by cargo-bike may lose market share to those that do. However, overall, this measure will help to introduce healthy competition to this sector.
CI.18
Support government funded agencies to remove on-site car parking spaces and replace them with cycle parking
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
Government funded agencies may include organisations in the public and third sector. Broadly, this measure is unlikely to have any strong impact organisationally.
CI.19
Promote the new Highway Code and implement requirements for cycle training
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
CI.20
Support the various deliverables set out in Scotland’s Road Safety Framework 2030. Delivery Plans under its Active and Sustainable Travel Strategic Action
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Road collisions cost the Scottish economy around £1 billion per year.
Some of these costs are in lost output and direct damage to property, both of which significantly impact on business. Road safety improvements therefore are likely to have an overwhelmingly positive impact on businesses.
Effective Resourcing
ER.1
Provide multi-year long-term funding for infrastructure and behaviour change programmes, include trials for road space reallocation linked to active strategies and active travel network plans.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Local authorities are key partners in delivering the aspirations within NTS2. Long-term funding arrangements, supported by appropriate resource will provide Local Authorities the capacity needed to fulfil these aspirations.
ER.2
Provide appropriate level of resource to support local authorities to develop and deliver active travel strategies ensuring that cycling for transport is prioritised appropriately.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Local authorities are key partners in delivering the aspirations within NTS2. Long-term funding arrangements, supported by appropriate resource will provide Local Authorities the capacity needed to fulfil these aspirations.
ER.3
Work with manufacturers, social enterprises and industry vocational partners to increase cycle and cycle parts production in Scotland, including e-bikes and e-cargo bikes and with Scottish businesses to grow the bike refurbishment industry especially through support for bike recycling and re-use enterprises.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Though the estimated value of bicycle and parts manufacture in Scotland is estimated to be low (around £2m per year), this action has the potential to help grow the industry in a sustainable way.
Impacts on bicycle refurbishment and fabrication businesses will be positive. Although this action needs to be explored further, though engagement with the sector, in order to fully understand it's reach.
Fair Access
FA.1
Expand access to bikes, including adaptive bikes.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
FA.2
Review funding criteria to ensure that fair access is appropriately weighted and improving accessibility is given an appropriate level of priority.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
FA.3
Improve quality and level of service of carriage of bikes on trains and require rural & island bus services to carry cycles, wherever possible
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor negative
Comments and evidence relating to these groups with regards to the action
Potentially negative impact on smaller private bus operators if additional requirements are placed upon them. Private bus operators in rural and island communities may or may not have the means to retrofit buses with the required facilities to carry bicycles. Arrangements for bicycle carriage could, however, be considered as part of Bus Service Improvement Plans (BSIPs)
FA.4
Implement safe cycle routes to public transport interchanges and increase the provision of high quality bike storage.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
Training and Education
TE.1
Provide a comprehensive cycle training offer for all life stages, including learning to ride in pre-school, learning to ride on-road through school bikeability training, and for adults of all ages, including cycle awareness training.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Uncertain
Comments and evidence relating to these groups with regards to the action
Uncertain effect depending on how the training will be delivered and by which organisations. Local authorities and third sector partners are likely to be key service providers in delivering the action and will require sufficient resource to deliver the action. Note that resourcing is covered in action ER.2.
TE.2
Provide a free bike to all children of school age who cannot afford one
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
Potentially positive effect on bicycle industry and retailers, if such bicycles are made available through retailers, rather than as bulk purchases made directly by the government. Schemes delivered though commercial retailers, such as the cycle to work scheme, have been shown to be of economic value to participants and the industry
TE.3
Support communities to introduce Play Streets, enabling roads to be closed to allow for small events and sports and introduce legislation to enable Auto Number Plate Recognition for the closure of school streets
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
TE.4
Use the Cycling World Championships to inspire people, especially young people to cycle.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
TE.5
Introduce pilot schemes at schools to provide an alternative to the school bus with segregated cycle routes, cycle training, provision of bikes, facilities at school
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor negative
Comments and evidence relating to these groups with regards to the action
Potential reduction in school bus provision could impact on smaller bus operators and coach companies who rely in-part on school bus contracts.
TE.6
Develop a long-term communication plan that represents cycling as something that anyone can do, including with assistance/adaption and is a transport mode that brings many benefits to Scotland
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Minor positive
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
Network Planning & Monitoring
NPM.1
Support the travel demand management measures aligned with the national 20% car km reduction route map
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Uncertain
Comments and evidence relating to these groups with regards to the action
The travel demand management measures set out in the national route map for car km reduction may have significant impacts on business and the role of the cycling framework in supporting this is not clear. Therefore, more information is needed in order to understand the potential impacts of this large shift in travel behaviour.
NPM.2
Conduct research on the social, environmental and economic factors influencing network planning, for example pandemic recovery and climate change impacts.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
NPM.3
Continuously monitor and evaluate the impact of active travel infrastructure and embed learning in future investment decisions .
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
NPM.4
Review how active travel/cycling schemes are appraised – broaden the benefits to include social, economic and equality benefits.
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
NPM.5
Expand and where possible align monitoring and reporting of cycling levels at local, city, regional and national level and share learning
How is the Action likely to impact on Business, Local Authorities, Regulators or Third Sector partners?
Neutral
Comments and evidence relating to these groups with regards to the action
The action is expected to have a broadly neutral relationship to business and regulation / the relationship is dependent on the way in which the aspect is managed.
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