Project Evaluation - Accessibility and Social Inclusion

Project Evaluation - Accessibility and Social Inclusion

Relevant TPOs

M8 Baillieston to Newhouse

• To improve access to facilities for those without a car and to reduce severance, in particular;
  • to provide adequate access to jobs.
  • to provide adequate accessibility for freight deliveries.
  • to provide appropriate access to the trunk roads that is consistent with the role of the trunk roads.

Community Accessibility

STAG defines accessibility as the ability of people and businesses to access goods, services, people and opportunities. The evaluation of community accessibility impacts as part of the 1YA Evaluation, therefore, focusses on two main sub-criteria:

• Changes in accessibility provided by the public transport system
• Changes in accessibility by walking and cycling to local services.

The evaluation of the project’s impacts against these sub-criteria are described in the following sub-sections.

Comparison of Pre and Post-Opening Accessibility by Public Transport

Changes to the public transport network, in terms of routes and infrastructure i.e. bus stops, have been introduced as both a part of and as a result of the project. In order to evaluate the impact of these changes, an assessment of accessibility to the public transport system has been undertaken. The walking accessibility analysis mapping undertaken has been prepared using the ArcGIS Network Analyst extension and considers network accessibility within the study area pre and post-opening of the project. The mapping illustrates accessibility across the NMU network at 5 to 30 minute thresholds from population centres and from public transport stops.

A comparison of accessibility to the public transport network, by walking, is presented in Figure 89 and Figure 90 (pre and post-opening respectively).

As can be seen from the pre and post-opening accessibility to the public transport network isochrones, presented in Figure 89 and Figure 90, access to the public transport network has improved across large sections of the study area following the opening of the project. In particular, areas directly to the south of the M8 Corridor, i.e. Viewpark, Bellshill, Holytown and Eurocentral, have seen improved access to the public transport network, with several areas previously without access now within a 15 to 20 minute walk of a bus stop. This can be attributed to the public transport infrastructure i.e. bus stops and walking and cycling infrastructure provided as part of the project. It can be concluded that the project, at least in part, has improved access to the public transport network and is facilitating the use of public transport, as an alternative to private car, across the study area.

Comparison of Pre and Post-Opening Changes in Access to Local Services

As part of the project, changes to the infrastructure available for NMUs have been introduced. In order to evaluate the impact of these changes on the accessibility via walking and cycling, an assessment of accessibility, to local services, has been undertaken.

The walking accessibility analysis mapping undertaken has been prepared using the ArcGIS Network Analyst extension and considers network accessibility within the study area pre and post-opening of the project. The mapping illustrates accessibility across the NMU network at 5 to 30 minute thresholds from population centres and from public transport stops.

Population centres are informed by Census 2011 Intermediate Zones population weighted centroids, i.e. zone centres based on population distribution within specific zones. Public transport stops have been obtained from the Department for Transport’s (DfT’s) National Public Transport Access Nodes (NaPTAN) dataset. The applied journey time thresholds and associated walking and cycling distances have been determined based on a walking speed of 1.4 metres per second (Chartered Institution of Highways & Transportation (CIHT) Guidelines for Providing for Journeys on Foot, 2000) and a cycling speed of approximately 8.9 metres per second, or 20 miles per hour (DfT LTN 2/08: Cycle Infrastructure Design, October 2008).

A comparison of accessibility to local services, by walking, is presented in Figure 91 and Figure 92 (pre and post-opening respectively) and by cycling is presented in Figure 93 and Figure 94 (pre and post-opening respectively).

As can be seen from pre and post-opening walking isochrones presented in Figure 91 and Figure 92, and the pre and post-opening cycling isochrones presented in Figure 93 and Figure 94, while significant infrastructure for pedestrians and cyclists has been provided as part of the project, the impact on access to local services by both modes is not considered significant, when considered at a study area level. It is noted, however, that localised impacts have been observed, in particular, areas directly to the south of the M8 Corridor, i.e. north of Viewpark (near Tannochside Business Park) and Eurocentral have seen improved accessibility for pedestrians and cyclists. This can be attributed to the infrastructure provided for pedestrians and cyclists as part of the project. It can be concluded that the project is facilitating access to jobs and leisure activities for those without access to a car.

Cycle Audit

A Stage 1 Cycle Audit was undertaken in May 2013. This considered the preliminary project design and involved a desk-based review of the project drawings and a subsequent site visit. The Stage 1 Audit identified a number of potential risks and made a series of recommendations as to the pedestrian and cycle infrastructure proposed as part of the project.

A Stage 2 Cycle Audit was undertaken in September / October 2016. This considered the detailed project design and involved a desk-based review of the project drawings and a subsequent site visit. The recommendations made as part of the Stage 1 Cycle Audit, together with the designer’s responses, formed part of the Stage 2 Audit.

The Stage 2 Audit identified a number of potential risks and made a series of recommendations as to the pedestrian and cycle infrastructure proposed as part of the project. These included:

• Directional signage to be provided for cyclists, as appropriate
• Consideration be given to lighting the cycle routes adjacent to the M8 carriageway using energy efficient proximity sensing lighting
• Appropriate facilities should be provided to enable cyclists to cross Aitkenhead Road
• Appropriate facilities should be provided to connect the cycle facilities provided at Kirkwood Road with Viewfield Road
• A shared use cycleway / footway crossing should be provided across Viewfield Road
• Appropriate facilities for cyclists (including refuge island of at least 2 metres in width) should be provided at the Kirkshaws Road / Haggmill Road / A725 Junction
• ‘Slow’ warning markings for cyclists should be provided at various locations
• The height of parapets at certain locations along the cycleway should be at least 1.4 metres
• Appropriate facilities should be provided for cyclists / pedestrians at North Road
• Appropriate facilities should be provided for cyclists / pedestrians at the Carnbroe eastern tie-in
• Appropriate facilities should be provided for cyclists / pedestrians at the Eurocentral Junction
• Provision of shared use signage and corduroy paving be provided throughout the project, as appropriate

At the time of the project’s 1YA Evaluation, Transport Scotland had not received details of a post-opening Cycle Audit for the project. The Stage 3 RSA, with site visits undertaken in both May and September 2017, did however, detail certain issues and recommendations, in regards the cycle infrastructure provided as part of the project. These included:

• Lighting not operational along Bo’Ness Road northbound at Chapelhall Junction. This could contribute to loss of control collisions if the road layout is not clear at night. Collisions involving vulnerable road users could also occur if they are not visible to drivers at night. Street lighting should be made operational along Bo’Ness Road.
• Evidence of ponding at the Bo-Ness Road north crossing point at Chapelhall roundabout. The accumulation of significant amounts of silt and mud at the dropped kerbs could present a slip and fall hazard for pedestrians and cyclists. The drainage problem should be rectified.
• At the west end of Old Bellshill Road, on the south side, near Raith Junction, there is a steep drop at the back of the footway. This could be hazardous to pedestrians and cyclists if they inadvertently stepped off the footway. A post and rail fence should be provided in the verge behind the footway.
• A new footway has been provided on the west side of the new East Kilbride Expressway. NMUs wishing to access Clyde View are provided with footways on both sides of the short link road leading to Fireplace World and Clyde View. NMUs using this route have to cross the existing road adjacent to Clyde View with no dropped kerb facilities provided, which could lead to difficulty for cyclists or less ambulant pedestrians. Dropped kerbs should be provided.

The Stage 3 RSA noted that elements of the project were not completed at the time of the audit. As such, the project could not be audited in its entirety. The Stage 3 RSA recommended that the audit team review the project again at such time that all elements of the project have been completed to ensure all items have been effectively reviewed. Details of a completed Stage 3 RSA, and the findings of the audit team’s subsequent review of the recommendations made as part of the initial Stage 3 RSA, were not available at the time of the 1YA Evaluation.

Post-Opening Active Travel Levels

Approximately 16 kilometres of new and improved pedestrian and cycle routes were provided as part of the project. These were linked with existing walking and cycling routes and improve the connections between local communities, businesses and areas of employment. New routes were designed to be accessible to all user groups. An overview of the pedestrian and cycle infrastructure provided as part of the project is outlined in Figure 95.

The most significant features of this investment include a number of new pedestrian bridges at key locations including Raith and Shawhead Junctions, and along the new M8/A8 corridor. These new bridges link many of the communities surrounding the trunk roads for the first time since the 1960s when the roads infrastructure was built, improving access to a range of employment and recreational areas.

This includes connecting Hamilton and Bothwell in South Lanarkshire to Strathclyde Park and the communities in North Lanarkshire, and linking Bargeddie and Coatbridge to the nearby community of Bellshill and Strathclyde Business Park.

Examples of the infrastructure provided for pedestrians and cyclists, at the Raith and Shawhead Junctions, is presented in Figure 96 and Figure 97 respectively.

A survey of pedestrian and cycle usage on key links provided as part of the project was undertaken in November 2019. Comparable pre-opening information is not available in order to confirm any change in pre and post-opening active travel levels. Data collected post-opening, however, offers a means to gauge the level of usage of the new infrastructure provided as part of the project.

Data was collected at seven discrete locations, as follows:

• Location 1 – Raith Junction North Pedestrian / Cycle Overbridge
  • Provides linkages between Bothwell, Hamilton, Bellshill and Strathclyde Country Park
  Location 2 – M8 / A8 Pedestrian / Cycle Overbridge – Showcase

The locations, as described above, are presented in Figure 98.

Data was collected over a 12-hour survey period (07:00 – 19:00) on both weekdays and weekends to provide an understanding of any variation in the levels of active travel. The number of pedestrian and cyclists recorded at each of the 7 survey sites, is presented in Figure 99 and Figure 100.

As can be seen from the information presented in Figure 99 and Figure 100, the level of pedestrian and cycle usage varies significantly across the 7 survey sites. In summary:

• Location 1 - Approximately 20 pedestrians and 15 cyclists were recorded on a weekday, with approximately 40 pedestrian and 30 cyclists recorded on a weekend
• Location 2 - Approximately 20 pedestrians and 5 cyclists were recorded on a weekday, with approximately 50 pedestrian and 10 cyclists recorded on a weekend
• Location 3 - Approximately 60 pedestrians and 30 cyclists were recorded on a weekday, with approximately 40 pedestrian and 10 cyclists recorded on a weekend
• Location 4 - Approximately 40 pedestrians and 20 cyclists were recorded on both a weekday and a weekend
• Location 5 - Approximately 20 pedestrians and 20 cyclists were recorded on a weekday, with approximately 30 pedestrian and 10 cyclists recorded on a weekend
• Location 6 – Less than 10 pedestrians and cyclists were recorded on both a weekday and a weekend
• Location 7 - Approximately 50 pedestrians and 10 cyclists were recorded on a weekday, with approximately 30 pedestrian and 10 cyclists recorded on a weekend

Based on the information presented above, it can be deduced that the infrastructure for pedestrians and cyclists provided as part of the project has facilitated the movement of people via sustainable modes. Walking and cycling levels, in the order of 20 to 90 trips (weekdays) and 40 to 80 trips (weekends) have been observed. However, as noted above, no comparisons can be made with the pre-opening period as there is no data available on trip levels or whether any trips have been displaced from outside the study area. Cognisance of the timing of the post-opening survey (late November) should be taken when interpreting the level of walking and cycling trips recorded - it’s not unreasonable to assume trip levels during the ‘summer’ period may be greater. The low level of usage (less than 10 trips per day) at the A8 APR overbridge near Carnbroe, however, suggests that the origins and destinations of trips which could be made via walking and cycling are not currently served by the infrastructure provided.

Based on on-site observations of the facilities provided at this location, infrastructure has been provided for active travel users wishing to cross the A8 APR (as presented in Figure 101). The pedestrian and cycle infrastructure provided as part of the project, however, does not currently link into a wider network providing access to and from Carnbroe, Coatbridge and Airdrie, via Carnbroe Road, as indicated in Figure 102.

The current infrastructure available to active travel users at Carnbroe Road (outwith the project extents) may result in actual or perceived barriers for pedestrians and cyclists. Carnbroe Road itself is a single carriageway carrying between approximately 3,500 and 4,000 vehicles per weekday (based on traffic survey data from November / December 2019) with the national speed limit enforced. It is not unreasonable to assume that a lack of dedicated infrastructure for active travel users travelling between the A8, Carnbroe and beyond, is contributing to the low levels of pedestrians and cyclists recorded during the November 2019 survey, at this location.

At the time of the 1YA Evaluation, discussions with NLC have highlighted a developer commitment to deliver a pedestrian and cycle route, linking the wider network with the infrastructure provided as part of the M8 M73 M74 Motorway Improvements Project. This is part of an ongoing housing development within the vicinity of Carnbroe Road (current construction activities can be seen in Figure 102).

It can be expected that the completion of this link will likely have a positive impact on the level of pedestrians and cyclists accessing the wider pedestrian and cycle network (including the infrastructure provided as part of the project), at this location. As a result, this will provide enhanced access to employment areas for individuals in the Carnbroe and wider area, by means of walking and cycling.

The current information available suggests there may be barriers (actual or perceived) to active travel use within the vicinity of, but outwith, the project extents (i.e. within the vicinity of Carnbroe and beyond) as per NLC’s Walking and Cycling Strategy. It falls outwith the scope of the 1YA Evaluation, however, to quantitively assess the presence of such barriers and their potential impact. A further assessment of active travel levels and infrastructure in the wider area may be required to understand whether any significant barriers exist, resulting in the low levels of active travel usage observed at this location, at the time of the 1YA Evaluation. This will be undertaken as part of a subsequent 3YA and / or 5YA Evaluation for the project. It will take cognisance of the impact of current proposals surrounding the delivery of a pedestrian / cycle route at Carnbroe Road, linking the wider network with the infrastructure provided as part of the M8 M73 M74 Motorway Improvements Project. Transport Scotland will continue to liaise with its local authority partners in this regard.

The infrastructure for pedestrians and cyclists provided as part of the project facilitates access to key areas of employment within the study area, such as Eurocentral, Strathclyde Business Park and Righead Industrial Estate (both located in Bellshill). An example of the facilities provided, within the vicinity of the Strathclyde Business Park, is presented in Figure 103.

The pedestrian and cycle infrastructure provided is facilitating the movement of people via walking and cycling between Coatbridge, Bellshill and beyond to the aforementioned key employment areas. The weekday daily profile of trips at these locations is presented in Figure 104, Figure 105 and Figure 106.

The information presented in Figure 104, Figure 105 and Figure 106 indicates that the volume of trips made by pedestrians and cyclists across the three sites surveys varies, however at Locations 3 and 5, appears to peak in the early evening i.e. between 17:00 and 18:00, consistent with the profile of trips expected for ‘commuting’ trips from, in this case, Eurocentral. However, no conclusions can be drawn about the journey purpose of observed trips in the absence of survey data. The profile of trips observed on the infrastructure providing access to the Strathclyde Business Park (Location 4) does not fit with this ‘pattern’ with the numbers of cycling and walking trips peaking in early afternoon i.e. between 12:00 and 13:00. This may be as a result of the type of businesses located at Strathclyde Business Park, which includes a hotel and various other service-based industries, the employees of which, are unlikely to follow standard ‘9 to 5’ working hours.

Towards the project’s eastern extent, pedestrian and cyclist numbers on the Chapelhall M8 overbridge (Location 7) were recorded. This route provides a means for pedestrians and cyclists to travel between Eurocentral, Newhouse Industrial Estate, Holytown and Chapelhall, Calderbank and Airdrie. The weekday daily profile of trips at this location is presented in Figure 107.

Similar to Locations 3 and 5, the information presented in Figure 107 indicates that the volume of trips made by pedestrians and cyclists appears to peak in the early evening i.e. between 16:00 and 17:00. This is consistent with the profile of trips expected for ‘commuting’ trips from, in this case, Eurocentral and Newhouse Industrial Estate. However, no conclusions can be drawn about the journey purpose of observed trips in the absence of survey data. It is noted at this location that the number of cyclists recorded is low in comparison to the number of pedestrians, suggesting that the majority of trips undertaken may be shorter distance trips. This is consistent with journeys being made between Chapelhall, Calderbank (north of the M8), Eurocentral and Newhouse Industrial Estate (south of the M8).

At certain survey locations, the number of pedestrians and cyclists recorded can vary significantly between weekday and weekend. This is likely due, at least in part, to the nature of the trips being made. For example, the level of pedestrian and cycle usage at the Raith Junction (Location 1) is significantly greater at the weekend than on a weekday. Trips at this location are likely to include a significant volume of ‘leisure’ trips accessing Strathclyde Country Park. It is not unreasonable to conclude that the volume of such ‘leisure’ trips is likely to be greater at the weekend, due to working patterns. The weekend daily profile of trips at this location is presented in Figure 108.

The information presented in Figure 108 indicates that the volume of trips made by pedestrians and cyclists peaks in mid-morning i.e. between 10:00 and 11:00, consistent with the profile of trips expected for ‘leisure’ trips of this nature. The occurrence of zero trips from 17:00 onwards is likely due to the lack of daylight at this time of day, on the day of survey, which was in late November 2019. It is reasonable to assume that, during ‘summer’ periods, when daylight hours are longer, a significantly greater level of walking and cycling trips would be expected in the late afternoon / early evening period.

A similar pattern is observed at the M8 / A8 overbridge at the Showcase Leisure Complex (Location 2), where, it can be expected, larger volumes of pedestrians and cyclist utilise the leisure facilities available (cinema, bowling, bars and restaurants) at the weekend, when compared to weekdays. The weekend daily profile of trips at this location is presented in Figure 109, which indicates a higher level of usage in the late afternoon period (15:00 onwards) consistent with trip patterns for facilities of this nature.

Based on post-opening observations in November 2019, it can be deduced that the project is facilitating active travel within its vicinity. It can be concluded, therefore, that the infrastructure provided is providing a means to access areas of employment within the wider study area e.g. Strathclyde Business Park and Eurocentral for those without access to a car. However, no conclusions can be drawn about the journey purpose of observed trips in the absence of survey data.

Furthermore, the project appears to be providing opportunities for active travel for leisure purposes, potentially providing additional benefits not measured as part of the project’s assessment, in terms of health and well-being. It is not, however, possible to quantitively assess the realisation and / or level of benefits of this nature as part of the 1YA Evaluation.

Over time, and with further development of the pedestrian and cycle network within the wider study area (to remove actual and perceived barriers to active travel) it can be expected that the levels of cycling and walking trips facilitated by the infrastructure provided as part of the project could be greater than those observed at the time of the 1YA Evaluation. Transport Scotland will continue to liaise with its local authority partners to seek to maximise the benefits of the project for active travel users. The level of pedestrians and cyclists using the infrastructure provided will continue to be monitored and will be reported within subsequent evaluations of the project.

Comparative Accessibility

STAG defines accessibility as the ability of people and businesses to access goods, services, people and opportunities. The evaluation of comparative accessibility impacts as part of the 1YA Evaluation, therefore, focusses on two main sub-criteria:

• Review of the findings of project Accessibility Audits; and
• Changes in accessibility by geographic location.

The evaluation of the project’s impacts against these sub-criteria are described in the following sub-sections.

Accessibility Audit

At the time of the 1YA Evaluation, Transport Scotland has not received details of a post-opening Accessibility Audit.

Comparison of Pre and Post-Opening Accessibility by Geographic Location

In order to evaluate the project’s impact on accessibility levels, by geographic region, the Scottish Government’s standard approach to identify areas of multiple deprivation in Scotland – the Scottish Index of Multiple Deprivation (SIMD) tool – has been used.

The SIMD is a relative measure of deprivation across 6,976 small areas (called data zones). If an area is identified as ‘deprived’, this can relate to people having a low income, however, it can also relate to fewer resources or opportunities. It should be noted that SIMD is an area-based measure of relative deprivation: not every person in a highly deprived area will themselves be experiencing high levels of deprivation. SIMD looks at the extent to which an area is deprived across seven domains: income, employment, education, health, access to services, crime and housing.

The SIMD is updated every 4 years, with the latest data available for 2020. An overview of the latest SIMD overall ranking, by data zone, within and within the vicinity of the study area, is presented in Figure 110.

The latest SIMD information, as presented for the evaluation study area, in Figure 110, indicates that high levels of deprivation exist in multiple areas within the vicinity of the project. A high-level analysis of the SIMD data for 2020 indicates that the Glasgow City, North Lanarkshire and South Lanarkshire local authority areas were among the top 10 of those with the highest local share of the most deprived 20% data zones (44%, 35% and 20% respectively) (The local share of deprived data zones is calculated by dividing the number of deprived data zones in the area by all data zones in this area.).

In the context of the project, and the potential change in access following opening, it is considered that the ‘Access to Services’ domain contained within SIMD provides the best means by which to evaluate the project’s impact. The ‘Access to Services’ domain is scored based on the following indicators:

• Average drive time to a petrol station, in minutes
• Average drive time to a GP surgery, in minutes
• Average drive time to a post office, in minutes
• Average drive time to a primary school, in minutes
• Average drive time to a retail centre, in minutes
• Average drive time to a secondary school, in minutes
• Public transport time to a GP surgery, in minutes
• Public transport time to a post office, in minutes
• Public transport time to a retail centre, in minutes
• Percentage of premises without access to superfast broadband (at least 30M/bs download speed)

A comparison of data zones within the study area, based on SIMD information from 2012 (pre-opening and construction) and 2020 (post-opening) has been undertaken, in terms of ‘Access to Services’. It should be noted that due to the updated Census Data Zones (published in November 2014), the geographic boundaries considered in SIMD 2012 differ to those in SIMD 2020 data. In addressing the discrepancies in the data, a data zone matching file, has been used to link to the old and new zone systems.

Although a level of matching can be applied between legacy and revised Data Zones, their geographic boundaries are not fully aligned, with the level of alignment varying from zone to zone. As such, several legacy zones may cover areas of revised zones and vice versa. Due to this, there are multiple travel time values associated with each zone.

To account for the geographic discrepancies inherent in the source data, an average value for the change in travel time from 2012 to 2020 has been calculated from values for all revised zones coinciding with specific legacy zones geographically. The comparison of 2012 (pre-opening and construction) and 2020 (post-opening) is presented in Figure 111.

Based on the comparisons presented in Figure 111, it can be judged that, following opening of the project, average travel times (based on driving) to the various services included within the SIMD ‘Access to Services’ domain have, generally, reduced across the geographic area examined, by up to approximately 1 ½ minutes. Average travel times (via public transport) however, have generally increased following opening of the project, by up to approximately 2 ½ minutes.

A graphical representation of the change in average travel time (by driving) to primary schools and retail and the change in average travel time (by public transport) to GP surgeries, are presented in Figure 112, Figure 113 and Figure 114 respectively.

Based on the information presented in Figure 112, Figure 113 and Figure 114, it can be seen that changes in average travel times vary somewhat between the data zones located within the study area. For example, travel times (by driving) to primary schools have reduced, on average, by 3 minutes within those data zones located within the vicinity of M74 Junction 5, Raith (including Bothwell) and M74 Junction 3a, Daldowie. This is likely to be as a direct result of the project and, specifically, the capacity improvements provided at the aforementioned junctions.

Conversely, and as discussed in the Economy section, travel times (by driving) to retail have increased in certain data zones. Of specific note, is the data zone covering the Birkenshaw Trading Estate. Increases in post-opening journey times at this location (in the order of, on average 2 minutes) may be, in part, as a result of the change in direct access from the strategic road network, near Bargeddie, following opening of the project.

The comparison of pre and post-opening access to services suggests that average travel times (based on driving) may have reduced following opening of the project, with average travel times (via public transport) having increased. Cognisance should be made, however, of the fact that the SIMD ‘Access to Services’ domain measures access (by means of travel times) to a number of services, including education and healthcare facilities. Wider changes to the provision of services, including opening of a new school or the relocation of healthcare facilities, such as a GP surgery (rather than changes to the transport network itself) may have an impact on the comparisons presented. Additionally, changes to the public transport network (such as the withdrawal or rerouting of local services) occurring over the evaluation period could have a similar impact. As such, any changes in access to services cannot alone be attributed to the opening of the project, nor can the impact of the project be quantified. It can be judged, however, that in light of reductions in average travel times to services across the area examined, the project is likely to be playing a positive role in improving access to facilities, across the wider study area.

Accessibility and Social Inclusion: Key Findings

Access to the public transport network has improved across large sections of the study area following opening of the project. In particular, areas directly to the south of the M8 Corridor have seen improved access to the public transport network, with several areas previously without access now within a 15 to 20-minute walk of a bus stop. Similar improvements, albeit at a local level, in walking and cycling accessibility to local services has been observed following opening of the project. This can be attributed to the combined effect of the public transport infrastructure i.e. bus stops and walking and cycling infrastructure provided as part of the project.

The infrastructure provided is offering a means to access areas of employment within the wider study area for those without access to a car. However, no conclusions can be drawn about the journey purpose of observed trips in the absence of survey data. Also, no comparisons can be made with the pre-opening period as there is no data available on trip levels or whether any trips have been displaced from outside the study area. Furthermore, the project appears to be providing opportunities for active travel for leisure purposes, potentially providing additional benefits not measured as part of the project’s assessment, in terms of health and well-being. Over time, and with further development of the pedestrian and cycle network within the wider study area, it can be expected that the levels of cycling and walking trips facilitated by the infrastructure provided as part of the project could be greater than those observed as the time of the 1YA Evaluation.

Changes in access to services following opening of the project are generally positive, with reductions in the average travel time to services (such as education and healthcare) observed. At a study area level, increases in average travel time via public transport, however, have been observed based on the latest available SIMD data. Localised improvements are however expected to have followed opening of the project, as a result of the significant reductions in congestion observed at key locations on the road network.

Whilst cognisance of the potential wider impact of changes to service provision should be taken when interpreting post-opening accessibility impacts, it can be judged, however, that in light of reductions in average travel times to services across the area examined, the project is likely playing a positive role in improving access to facilities, across the wider study area. Furthermore, it can be concluded that the project is facilitating the use of public transport, and sustainable modes of transport (such as walking and cycling) as alternatives to private car, across the study area.

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