Equality impacts

Would the proposed scheme result in disproportionate or differential impacts for particular groups?

The feedback and findings from the consultation and stakeholder engagement activities have helped to inform the development of the design and mitigation for the proposed scheme to avoid or reduce potential impacts on local communities. Additionally, this engagement has provided evidence of the key concerns of the local community surrounding the proposed scheme which has informed the EqIA.

A number of impacts have been identified in the EIAR which have the potential for disproportionate or differential impacts on particular groups. Most of the impacts would be temporary and related to the construction stage, although some permanent, operational impacts have been identified. This section considers the potential impacts associated with the proposed scheme before mitigation. The embedded and specific mitigation measures put in place to mitigate and adjust for each of these impacts is discussed in Section 6.4. Standard good practice mitigation is not discussed in Section 6.4 as it has not been considered as an adjustment.

The proposed scheme has the potential to result in temporary negligible or low risk dust impacts for human health during construction and an increase of pollutants during operation for a minority of the population. On the basis of the findings in Chapter 18: Human Health of the Environmental Impact Assessment Report (EIAR) it can be assumed that, for the vulnerable group population who are more susceptible to changes in air quality, such as children, older people, disabled people and/or people who are pregnant, there is the potential for a low magnitude of change. This could result in a minor negative impact on the basis that they are more susceptible to minor changes. Although there are no significant effects anticipated, project-specific mitigation for air quality has still been identified to further limit human exposure to dust and construction air pollution (see Section 6.4).

The proposed scheme could result in temporary adverse health outcomes for vulnerable groups as a result of adverse impacts associated with construction noise (Chapter 18: Human Health and Chapter 15: Noise and Vibration of the EIAR). Specifically, older people, children, disabled people and people who are pregnant, as these groups are more vulnerable to changes in the noise environment and level of exposure that can be associated with different and/or disproportionate negative health impacts (see Sections 4.4 – 4.6 for associated health impacts). The increases in daytime noise may also disproportionately impact people who are more likely to be home during the day, such as people with children, who are unemployed or work shifts, disabled people, and older people.

Section 6.4 refers to the embedded and specific mitigation that have been identified to reduce the potential noise impact and it is anticipated that, with mitigation, significant construction noise effects will be minimised as far as practicable, reducing the risk of disproportionate negative impacts (further details are available in Chapter 15: Noise and Vibration of the EIAR). The inclusion of new low noise road surfacing in the design, as discussed below in Section 6.2, has potential to disproportionately benefit some groups as discussed below in Section 6.2.

According to Chapter 18: Human Health and Chapter 17: Population – Accessibility of the EIAR, the proposed scheme could result in a temporary higher risk of collisions for WCH during the construction phase. Temporary diversions of WCH and busier crossing points as a result of construction traffic on local roads may increase the likelihood of collisions with traffic if not appropriately managed. Older people, children, and those with disabilities are more likely to be involved in road traffic accidents and are therefore at higher risk of collisions than the general population. The presence of construction works could disrupt or deter WCH from using paths and accessing local facilities through a reduction in perceived safety. This could adversely affect social and physical wellbeing by discouraging people from participating in active travel and/or accessing local facilities. Impacts may disproportionately on older people, children, disabled people and women who may have a higher perception of risk than the general population.

Section 6.4 refers to the embedded and specific mitigation measures that have been identified to reduce the risk of collisions for WCH. It is anticipated that, with mitigation, the likelihood of a collision during construction would be very low and the measures would also help to improve perceived safety.

The construction of the proposed scheme could result in disruption of WCH using paths within the immediate vicinity (Chapter 17: Population – Accessibility of the EIAR). Potential impacts include temporary severance and diversions which may increase journey times the during construction phase. Severance and diversions could disproportionately or differentially impact older people, people who are pregnant or using prams, and disabled people due to mobility issues and the increased journey length, uncertainty around accessibility of a new route, and safety concerns, particularly when it is dark. Section 6.4 refers to the embedded and specific mitigation identified to reduce potential disruption to WCH. The construction programme would also limit the length of closures or restrictions of access for WCH as far as reasonably practicable.

During operation, the removal of existing at-grade crossing points to improve safety in some locations will result in a permanent increase in journey lengths for WCH on some routes during operation. Again, this may disproportionately affect older people, people who are pregnant and disabled people, but these same groups would likely disproportionately benefit from the safety improvements brought by not needing to cross the A9 at-grade (see Section 6.2).

The construction of the proposed scheme would require the temporary overnight closure of Birnam Glen Road during construction of the Birnam Glen and Inchewan Burn Bridge. This could disproportionately impact those who may already have limited access to transport options through further limiting access, including older people, disabled people, people who are pregnant, young people and socio-economically disadvantaged people. Design and scheduling adjustments to reduce impacts are discussed in Section 6.4.

During construction, there is the potential for indirect negative socio-economic impacts in the event that some businesses in the local area are unable to adapt to the disturbance during construction (noise and vibration, air quality emissions, landscape and visual) and/or are unable to take advantage of the increased employment and additional spend in the local area by workers and construction supply chains. This could impact those who are more socio-economically deprived as they may be unable to absorb the impact of a potential temporary reduction in income, particularly if they are self-employed.

Would the proposed scheme remove or minimise disadvantage for, or encourage increased participation of, particular groups?

According to Chapter 15: Noise and Vibration of the EIAR, the operation of the proposed scheme could result in significant beneficial impacts associated with reductions in road traffic noise. Older people, children, those with disabilities and people who are pregnant, are more vulnerable to increases in noise exposure, therefore, avoidance of adverse noise impacts and reductions in noise exposure can avoid the associated negative impacts discussed in Section 6.1.

The proposed scheme would provide safer access (road and WCH) to/from the proposed scheme, local businesses and community land and assets through road and path infrastructure improvements, including the removal of at-grade crossings and provision of new grade separated crossing points of the A9, path widening and improved WCH segregation. For older people, children, and disabled people, who are more likely to be involved in road traffic accidents, improved safety is likely to have a larger beneficial impact for these groups. This could also encourage access to local facilities and reduce social isolation for these vulnerable groups. Improvements in the perception of safety could also encourage more children, disabled people and older people as well as women to participate in active travel. Children could particularly benefit from this as safety of the A9 was raised as a key concern shared across the schools from the students who participated in the consultation activities.

In the long term, improved safety could encourage more travellers to visit amenities and businesses within the communities and provide a boost for the economy which could help reduce socio-economic disadvantage for the local area. Improved connectivity to public transport links (particularly Dunkeld & Birnam Station) would also provide better accessibility and may further enhance the local economy. In addition, during construction, some businesses would be able to adapt their business and customer profile to take advantage of increased demand from construction workers for catering and accommodation in the area.

The proposed scheme would provide more reliable journey times to/from the proposed scheme, local businesses and community land and assets (Chapter 16: Population – Land Use of the EIAR) both for private vehicle use and public transport. Improved reliability for journey times could benefit those reliant on private vehicle use and public transport to access key services and encourage more participation in the community. This could particularly benefit those who are more likely to rely on public transport to access education, jobs, essential services, and social networks, such as disabled people, those who are socio-economically disadvantaged, older people and young people. However, in rural areas, car travel is often viewed as the most viable option and women living in rural areas typically have higher car dependence, due to them often making complex and multi-stop journeys. The improvements to travel times could allow women more time for self-care and rest and/or allow them to better access key services such as employment, education, and healthcare.

The proposed scheme would improve access and reduce severance for Dunkeld & Birnam Station. The proposed scheme would provide a replacement car park with better facilities, including designated disabled parking, and a fully accessible underpass which would include stairs and lifts for WCH to Platforms 1 and 2. The proposed scheme would also provide the potential for improved public transport connectivity through the provision of infrastructure that allows for bus turning and bus stop facilities at the replacement Dunkeld & Birnam Station car park. These improvements of access would enable those who are currently excluded, including older people, disabled people and people who are pregnant or using prams to access more transport options. This in turn could encourage community participation and reduce social exclusion. 

Would the proposed scheme impact relations between different groups?

There should be no negative effect on relations between different groups or communities. Good relations can be fostered as a result of protected groups being encouraged to participate in the community as outlined in Section 6.2.

Does the proposed scheme build in reasonable adjustments where these may be needed?

Mitigation measures have been identified for the proposed scheme, which reflect the reasonable adjustments made to accommodate the needs of some groups in the community, as well as to reduce impacts for the environment and general population.

Both statutory and non-statutory consultees, including feedback received from public exhibitions, have helped to inform the development of the design and mitigation for the proposed scheme to avoid or reduce potential impacts. Specific mitigation measures are available to view in Chapter 22: Schedule of Environmental Commitments of the EIAR. Embedded mitigation measures are discussed in the associated EIAR chapters.

The potential for air quality impacts for human health are minor and there are no significant effects anticipated during construction and operation. Standard and project-specific mitigation for air quality has been identified to further limit human exposure to dust and construction air pollution. For example, through the provision and use of a stakeholder communication plan and the implementation of mitigation measures for a high-risk site at the Central, Dunkeld & Birnam Station and South Zones to ensure dust emissions are minimised and the controls implemented are managed (see Chapter 8: Air Quality for further information).

Noise was identified as a particular concern for the proposed scheme. Consequently, the following embedded mitigation adjustment and specific mitigation measures were identified:

• all mainline and slip roads will be surfaced with a low noise road surfacing material; and
• a reflective noise barrier 100m in length and 2.0m in height along the northbound side of the proposed scheme adjacent to Ringwood Cottage, Rowan Cottage, Willow Tree Cottage and Oak Tree Cottage.

It should be noted that the construction noise assessment is indicative only as it is based upon assumed plant/equipment, construction programme and working methods. Once appointed, the Contractor would be required to update the assessment, once working methods, working times, the plant and equipment to be used and the construction programme have been finalised.

Construction impacts associated with the disruption of WCH and vehicular access and a higher risk of collisions for WCH was identified. Therefore, a traffic management plan will be implemented by the Contractor. Road diversions will be clearly indicated and notified in advance, and access for WCH will be maintained and improved in accordance with the following principles:

• The requirements of the Equality Act 2010 and ‘Roads for All: Good Practice Guides for Roads’ (Transport Scotland, 2013) shall be incorporated into the proposed scheme wherever practicable, e.g. any bridges, ramps or footpaths will not present potential barriers to disabled people such as the gradient or surfacing.
• WCH access shall be provided in accordance with the objectives set out in the ‘A9 Dualling Non-Motorised User Access Strategy‘ (Transport Scotland, 2016b).
• Surfacing of any new paths including alongside roads will be considered on a case-by-case basis, taking into account factors such as safety, the type of user and should comply with current standards.
• Safety of paths will be considered in accordance with the outcome of the Road Restraints Risk Assessment Process and may require provision of barriers.
• New cycleways/footpaths will use non-frost susceptible materials to reduce risk of degradation.

Permanent diversions of paths are included as part of the proposed scheme, resulting in significant journey length increases. However, this has been done to improve amenity and/or safety for WCH through the provision of improved visual amenity, grade separated junctions, and underpasses and crossings for the sole use of WCH. This aligns with the Traffic Signs Manual (Department of Transport, 2022) which emphasises that better crossing facilities are an essential part of ‘encouraging walking and cycling, improving accessibility, and creating streets with a better sense of ‘place’ that encourages footfall.’ The potential impact of change being disorientating for some groups and the inclusion of accessibility features has been considered, and local accessibility groups have been involved from early in the process to ensure this.

The construction of the proposed scheme would require the temporary closure of Birnam Glen Road during some periods of construction of the Birnam Glen and Inchewan Burn Bridge. Therefore, the design of Inchewan Burn and Birnam Glen Bridge was adjusted to limit the requirement for closure of Birnam Glen Road during construction. Where temporary closures are necessary, these would be scheduled as temporary overnight closures to avoid the potential for greater impacts for access during the day. The appointed contractor will ensure that when temporary closure is required, appropriate notification will be given to affected residents. Where practicable, temporary closures will happen on single nights rather than consecutively and liaison with emergency services will be conducted to agree appropriate access arrangements.

Although socioeconomic impacts would be beneficial overall, there is still the potential for indirect negative socio-economic impacts, as a result of disturbance through noise and vibration, air quality and landscape and visual impacts, during construction of the proposed scheme. To minimise and avoid these as far as practicable, standard and specific mitigations have been identified within the associated chapters in the EIAR.