Appendix A - Cycling Framework SEQIA Screening Tables
EqIA Screening
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Producing active travel strategies for each local authority will ensure that each area will have a plan that will best serve the needs of their communities. The implementation of actions will support the uptake of active travel through improved infrastructure, enabling measures or community initiatives. This may help to reduce the barriers that prevent different protected characteristic groups from taking up cycling as well as support people’s overall wellbeing through promoting active travel as a travel mode.
Currently physical activity levels in Scotland show that 34% of adults and 31% of children do not meet the guidelines for physical activity. Research shows that keeping physically active through interventions like cycling can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by as much as 30%.
At present, people who cycle for any journey in Scotland are more likely to be male, under 55 and in the AB social grade (Higher & intermediate managerial, administrative, professional occupations).
(Attitudes and Behaviours Towards Cycling in Scotland)
(Cycling for everyone - A guide for inclusive cycling in cities and towns)
In Scotland, fewer women than men meet their recommended physical activity levels, and although men and women are almost equally likely to travel for any purpose women are less likely to travel by bicycle and more concerned over issues of personal safety when travelling. Given this disparity in cycling levels between the genders it is likely to be more pronounced in cities which overall have a lower participation in cycling.
(Annual Cycling Monitoring Report, Cycling Scotland)
(Scottish Health Survey 2019 - volume 1: main report)
Disabled people have a wide variety of differing requirements and though disabled people should not be considered as a single, uniform group, evidence remains that those with a disability are far less likely to travel by bicycle.
Evidence from studies of English local authorities and Greater London shows that ethnic minority groups are underrepresented among people who cycle.
(Inequalities in utility and leisure cycling in England, and variation by local cycling prevalence)
Evidence suggests that greater levels of cycling overall promotes greater diversity among those who cycle. Key to this is safe cycling infrastructure, which encourages uptake by those in more risk sensitive groups such as women and older people. However, increased modal share does not automatically lead to greater diversity and evidence suggests that in order to counter these trends, cycle policy and infrastructure must be specifically targeted towards underrepresented groups.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
A connected active travel network will help to support the uptake through signed routes, new infrastructure etc. This will likely have a positive impact on older people who are more vulnerable to noise and air pollution from motorised vehicles.
In addition, may encourage a wider uptake within age groups for travelling actively, Bike Life 2019 outlined that people over 56 are least likely to cycle as well as men are more likely to than women - an improved network may help support uptake for these groups.
Encouraging the uptake of cycling will help to support health and wellbeing for all protected characteristic groups. Keeping physically active through interventions like cycling can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by as much as 30%.
Disabled people are more likely to be physically inactive, socially isolated and encounter health problems than non-disabled people. Providing a connected active travel network will help to support the uptake of cycling and corresponding benefits in relation to health and wellbeing.
According to Sustrans’ Cycling for Everyone report, 74% of people from ethnic minority groups do not cycle, 55% of which would like to start. It was also noted that for Mixed, Black and Other ethnic groups walking was the most common transport mode. An improved active travel network may help to support people from these groups to cycle and reach wider opportunities.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Segregated infrastructure may encourage the uptake of active travel through greater protection and feeling of safety. This may particularly benefit young people learning to cycle or novice cyclists in other age groups and may help to provide wider access and opportunities to those reliant on low-cost transport modes.
Young people are most likely to be involved in an accident when cycling. There were 68 child pedal casualties recorded in Scotland in 2019, 24 of which were seriously injured, this accounted for 12% of all cycle casualties of all ages.
According to the Bike Life 2019 report over 56-year-olds are the least likely to cycle, in addition one of the most common reasons for not cycling is concerns about safety.
In the UK, an estimated 1.2 million people live in areas where access to healthy and affordable food is limited and where these choices are limited further for car-less residents. Improved cycling infrastructure supports access to healthy food by increasing ability to shop locally and supports improved access to healthcare facilities and other services that support health and wellbeing.
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 any relevant groups/ populations?
Major positive
Existing evidence relating to these groups/populations with regards to the action
Enhanced active travel networks will help to support the uptake of walking, wheeling, and cycling. Initiatives such as 20mph can have positive impacts on air quality and safety.
Older people and children are more vulnerable to the effects of traffic noise and emissions. Evidence suggests that primary aged children living in highly polluted urban areas can have up to 5% less lung capacity than normal, putting them at risk of lung disease in adulthood. As such measures that will promote active travel uptake will likely have a positive impact on this group.
Guide for local groups on School Streets_1.pdf (friendsoftheearth.uk)
People living in deprived areas are more likely to be minor ethnicity groups and more likely to live next to higher speed roads, improvements that support reduction in vehicle speeds and active travel infrastructure will help to improve safety and may have a greater impact on this group.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Active travel links into cities and towns which are integrated with public transport will help support those reliant on low-cost transport option reach a wider range of opportunities.
Increased infrastructure within towns and cities will help to reduce the number of short car journeys undertaken, reducing traffic noise and emissions which can have a greater impact on older and younger people.
Increasing cycling infrastructure will help to encourage the uptake of cycling and will help to support health and wellbeing for all protected characteristic groups. Keeping physically active through interventions like cycling can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by as much as 30%.
Disabled people are more likely to be physically inactive, socially isolated and encounter health problems than non-disabled people. Providing a connected active travel network will help to support the uptake of cycling and corresponding benefits in relation to health and wellbeing.
CI.6
Avoid delays in implementation of cycling infrastructure by revising the TRO process.
How is the Action likely to impact on any relevant groups/ populations?
Minor negative
Existing evidence relating to these groups/populations with regards to the action
Potential for negative impacts due to loss of opportunity for consultation.
Rapid changes to infrastructure can have a disproportionate effect on older and disabled people, as they may result in changes to routes they are required to take, potentially increasing journey times. The Pave the Way Report undertaken by Transport for All highlighted that 72% of participants reported issues with how changes related to LTN's have been communicated, including the lack of information provided, its quality or accessibility due to the reduced consultation requirement for introduction. In addition, 42% raised issues relating to street space and a further 77% reported an increase in journey times as the result of these measures being introduced.
Walking is the main mode of travel for blind and partially sighted people, and it is often very important to them that they can make walking journeys independently therefore fast implementation of new infrastructure can have an adverse impact to this group of people affecting their independence to undertake everyday journeys.
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 these groups 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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Trunk road severance would likely have a greater impact on older and young people as well as disabled people as such improvements to active travel options to travel along and cross the network will be of greatest benefit to these groups.
Reducing barriers to active travel may help to encourage uptake and will have corresponding health benefits.
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 any relevant groups/ populations?
Minor negative
Existing evidence relating to these groups/populations with regards to the action
Potential for negative impacts due to loss of opportunity for consultation.
Rapid changes to infrastructure can have a disproportionate effect on older and disabled people, as may result in changes to routes they are required to take potentially increasing journey times. The Pave the Way Report undertaken by Transport for All highlighted that 72% of participants reported issues with how changes related to LTN's have been communicated, including the lack of information provided, its quality or accessibility due to the reduced consultation requirement for introduction. In addition, 42% raised issues relating to street space and a further 77% reported an increase in journey times as the result of these measures being introduced.
Walking is the main mode of travel for blind and partially sighted people, and it is often very important to them that they can make walking journeys independently therefore care is needed when implementing any active travel scheme through a fast-track process to ensure that equality and disability groups are properly included and consulted to ensure unwarranted and negative health side effects don’t occur for these groups.
(Pave the Way)
CI.9
Enhance permitted development rights for cycling facilities and infrastructure
How is the Action likely to impact on any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Enhanced development rights may allow easier introduction of bike sheds on private properties. Cycle stores can be classed as an outbuilding or a shed as such are often not permitted to be constructed in front of house.
This action is not anticipated to have a significant impact on protected characteristic groups or health inequalities.
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Ensuring all households have access to cycle storage may help people feel confident in storing a bike however it is not anticipated that this action will have a significant impact on protected characteristic groups or health inequalities.
CI.11
Introduce fast-track powers to acquire land for cycling infrastructure.
How is the Action likely to impact on any relevant groups/ populations?
Minor negative
Existing evidence relating to these groups/populations with regards to the action
Potential for loss or dilution of existing rights of legal redress against any given development, or reduction in the level of consultation required.
Potential to take advantage of vulnerable homeowners such as older or disabled people.
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 any relevant groups/ populations?
Major positive
Existing evidence relating to these groups/populations with regards to the action
Inaccessible cycle infrastructure is the single biggest difficulty faced by Disabled cyclists in the UK.
Research suggests that disabled people tend to be more reliant for day-to-day travel on the car, either driving or being driven. Infrastructure design which is suitable for adaptive bikes will help to enable disabled people to utilise cycling as a transport mode.
Disabled and older and younger people are likely to be more vulnerable as a pedestrian as such mitigation measures will have a greater impact in supporting any journeys made on foot for these groups.
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 any relevant groups/ populations?
Minor negative
Existing evidence relating to these groups/populations with regards to the action
Roads in rural areas are often of higher speeds as such may deter people from utilising active travel options. Physical activity levels in Scotland show that 34% of adults and 31% of children do not meet the guidelines for physical activity. Improving travel options for everyday journeys within rural communities will help to encourage the uptake of active travel and corresponding health benefits.
Older and younger people who may often be a passenger in a private car may benefit from having quiet routes to support everyday journeys by providing them greater independence.
Safety is a key issue for many when using transport however, a particularly vulnerable group is children and young adults. There were 68 child pedal casualties recorded in Scotland in 2019, 24 of which were seriously injured. This accounted for 12% of all cycle casualties of all ages. Actions to improve the delivery of quiet / cycle friendly roads will support the safety of young people.
CI.14
Designate the active travel network as a national development.
How is the Action likely to impact on any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Action is expected to have a neutral impact on protected characteristic groups and health inequalities.
CI.15
Update design and asset management guidance to enable national, consistent principles of infrastructure
How is the Action likely to impact on any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Consistent active travel principles across schemes will enable all to adapt to new infrastructure this may be particularly relevant to disabled people. However overall, this will have a limited direct impact on protected characteristic groups and health inequalities.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Women are more likely to make multi-stop and multi-purpose trips, combining travel to work with trips for other purposes such as taking children to school, looking after family members or shopping and are more likely to walk, be a passenger in a car or take a bus than men. However, women are also less likely to cycle than men.
Physical activity levels in Scotland show that 34% of adults and 31% of children do not meet the guidelines for physical activity. Supporting multi-modal journeys may encourage people to travel actively for part of their journey. Keeping physically active through interventions like cycling can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by as much as 30%.
CI.17
Promote cargo bikes as the normal choice for local deliveries
How is the Action likely to impact on any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Increased use of cargo bikes over motorised vehicles will have a greater positive impact on these group of people.
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Traffic-related noise has increased health risks for older people and they are more vulnerable to the effects of poor air quality along with young people compared to the overall population. Reduction to parking spaces may help to encourage a reduction in car use which will support lower emissions.
Reduction in car parking spaces may adversely affect people who may have mobility issues and reliant on the private car.
CI.19
Promote the new Highway Code and implement requirements for cycle training
How is the Action likely to impact on any relevant groups/ populations?
Major positive
Existing evidence relating to these groups/populations with regards to the action
Safety is one of the biggest barriers that prevent the uptake of cycling. Children, young adults and disabled people are more likely to be injured when walking and cycling than other groups. Actions to promote the new highway code and priorities given to pedestrians and cyclists may help new cyclists feel more comfortable on the roads.
Road accidents disproportionally affects those in areas of low socio-economic status, with the risk for a child on foot or bike of being involved in a road traffic accident increasing as areas become more deprived. Making Children and young adults at higher risk of injury or death.
Disabled people are five times more likely to be injured as a pedestrian than non-disabled people – reporting 22 motor vehicle injuries per million miles walked, compared to 4.8 among pedestrians without a disability.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Safety is one of the key barriers preventing disabled people, older people and women from cycling as such improvements to road safety in the framework may encourage these groups to take up cycling.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Behaviour change initiatives will positively impact on specific groups, where interventions are targeted and tailored towards certain audiences and sustained through long-term support.
Road space reallocation to active travel infrastructure can increase walking, wheeling and cycling with benefits including an increase in physical activity and social connections. Reallocation of space can reduce the number of motor vehicles and associated adverse health effects from noise and air pollution. This will positively effect children, older people and disabled people who are more vulnerable to the effects.
A HIA for Road Space Reallocation has been undertaken by Public Health Scotland which further outlines the health impacts.
Road space reallocation in Scotland: A health impact assessment (publichealthscotland.scot)
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
This action is unlikely to have a significant impact on protected characteristic groups or health inequalities.
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
This action is unlikely to have a significant impact on protected characteristic groups or health inequalities.
Fair Access
FA.1
Expand access to bikes, including adaptive bikes.
How is the Action likely to impact on any relevant groups/ populations?
Major positive
Existing evidence relating to these groups/populations with regards to the action
Just over a third (34%) of households have access to at least one bicycle for adult use in 2019, and 18% had access to two or more. Improved access to all bike types will help support cycling as an inclusive mode of transport. 78% of disabled people never cycle however 28% of disabled people who don't cycle would like to start. As disabled people are more likely to physically inactive and socially isolated than non-disabled people, cycling can provide a range of health and wellbeing benefits.
(Cycling for Everyone, Sustrans)
(Bikelife19_aggregated report, sustrans.org.uk)
One of the key barriers identified by Wheels for Wellbeing is the cost of adaptive cycles, improving access to all bike types will help to support those who would like to start cycling.
People from ethnic minority groups are more likely to live in deprived neighbourhoods and therefore may be more reliant on low-cost transport options as such may see a greater benefit through improved bike access.
In Scotland, higher proportion of women (68%) have started cycling for the first time or after a 5+ year break than men (54%), as a result of a bike share scheme. Bike share schemes have also shown benefits for both physical and mental health of their users.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
People from different ethnic groups are more likely to live in deprived areas and as such will be more affected by the proposed action. In 2019, people from all ethnic minority groups except the Indian, Chinese, White Irish and White Other groups were more likely than White British people to live in the most overall deprived 10% of neighbourhoods in England.
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 any relevant groups/ populations?
Major positive
Existing evidence relating to these groups/populations with regards to the action
Allowing greater access to carrying bikes on trains will help to support multi-modal journeys which will include the reduction in overall emissions. Traffic-related noise has increased health risks for older people and they are more vulnerable to the effects of poor air quality along with young people compared to the overall population.
Some groups are more likely to rely on public transport such as young people, older people, women and people from certain ethnic minority groups.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Some groups are more likely to rely on public transport such as young people, older people, women and people from certain ethnic minority groups. Improved access to stations may help increase multi-modal journeys.
Women and people from certain minority groups may feel unsafe when cycling alone or in hours of darkness. Only one in four women (27%) felt cycling safety was good in their city leaving the majority feeling unsafe when cycling.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
All levels gaining competence in cycling, which may encourage greater usage providing more transport options for all age groups.
People from ethnic minority groups are more likely to live in deprived neighbourhoods and therefore may be more reliant on low-cost transport options as such may see a greater benefit through improving access to multi-modal journeys.
Currently physical activity levels in Scotland show that 34% of adults and 31% of children do not meet the guidelines for physical activity. Evidence shows that physical inactivity contributes to over 2,500 premature deaths in Scotland each year. Improved cycling confidence across age groups may help to encourage people to be active.
Safety is a key issue for many when using transport however, a particularly vulnerable group is children and young adults. There were 68 child pedal casualties recorded in Scotland in 2019, 24 of which were seriously injured. This accounted for 12% of all cycle casualties of all ages. Cycle training will help children to be safer when cycling.
Research shows that physical activity declines with age, with 42% of people aged between 75 – 84 physically inactive, and 66% of 84-year-olds are inactive, compared with 25% of the population who are inactive. Rising numbers of older people (older people make up 18% of the UK population, with expectations that this will rise to 24% by 2038) it is important that older people are encouraged to cycle.
TE.2
Provide a free bike to all children of school age who cannot afford one
How is the Action likely to impact on any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
This action will have a direct impact on young people, helping to provide equal opportunities to all school pupils. The majority (51.2%) of school pupils travel to school in an active way however only 5.2% of primary school and 1.3% of secondary pupils cycled to School.
(Hands Up Scotland Survey 2020, Sustrans)
(Annual Cycling Monitoring Report, 2021, Cycling Scotland)
These positive impacts, however, may be short-lived as children grow out of their bicycles and need repairs or replacements due to wear. If a family cannot meet the ongoing costs of maintenance, the benefits may diminish quickly. An annual lease with the option to return and replace would perhaps address this issue.
In Scotland, 34.4% of households in Scotland have access to one or more bikes for private use, this leaves the majority of households without as such ensuring all school children have access to a bike will help support equal opportunities.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
School street closures have been observed to increase levels of active travel among school pupils, without significantly displacing traffic onto adjacent streets.
Inequalities in health can have a profound and lasting impact on children, with evidence to suggest that primary aged children living in highly polluted urban areas can have up to 5% less lung capacity than normal, putting them at risk of lung disease in adulthood and contributing to early death. Policy measures and interventions which reduce traffic and provide safer spaces for cycling can help to increase uptake of active travel, reduce harmful air emissions and support overall health and wellbeing.
There were 68 child pedal casualties recorded in Scotland in 2019, 24 of which were seriously injured. This accounted for 12% of all cycle casualties of all ages. Providing environments for street play and school streets will help to support the number of children cycling, safety and associated health and wellbeing impacts.
TE.4
Use the Cycling World Championships to inspire people, especially young people to cycle.
How is the Action likely to impact on any relevant groups/ populations?
Uncertain
Existing evidence relating to these groups/populations with regards to the action
Action aimed at encouraging young people to take up cycling, which may provide them with wider opportunities.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the action
Cycling Scotland provides technical information and training for Primary and Secondary schools in Scotland.
Option could capitalise on Bike to School week which is a UK national event to encourage modal shift.
Schools could work with Local Authorities to identify constraints, opportunities and challenges relating to provision of infrastructure and physical measures to encourage cycling to / from educational facilities.
Physical activity levels in Scotland show that 34% of adults and 31% of children do not meet the guidelines for physical activity. Evidence shows that physical inactivity contributes to over 2,500 premature deaths in Scotland each year. Research shows that keeping physically active through interventions like cycling can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by as much as 30%. Intervention programmes such as this may build up good physical habits for life.
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 any relevant groups/ populations?
Minor positive
Existing evidence relating to these groups/populations with regards to the actio
Substantial information relating to cycling and its associated sub-topics which are set out within Active Travel Strategies, Local Development Plans and Regional Transport Strategies in addition to communications from Cycling organisations such Sustrans, Cycling Scotland and also from Transport Scotland.
A potential opportunity to consider development of a 'National Awareness Campaign' which brings these organisations, bodies and institutions together to present a coherent and concise message regarding cycling.
Physical activity levels in Scotland show that 34% of adults and 31% of children do not meet the guidelines for physical activity. Research shows that keeping physically active through interventions like cycling can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by as much as 30%. In Scotland fewer women than men meet their recommended physical activity levels, and evidence shows that overall men are twice as likely than women to travel by bicycle regularly. By promoting cycling as a transport mode that anyone can utilise will have a positive effect on physical activity levels.
Improved awareness of cycling options may have a positive impact on disabled users. The Cycling for Everyone Report produced by Sustrans showed that 28% of disabled people who don't cycle would like to start. In addition, disabled people are more likely to experience health problems and social isolation than non-disabled people. Therefore, increasing awareness of different cycle types and options may help encourage uptake and associated health and wellbeing benefits.
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 any relevant groups/ populations?
Major positive
Existing evidence relating to these groups/populations with regards to the action
Reduction in car kilometres will help to improve noise and air pollution from vehicles which will have a positive impact on older people.
Young people are more likely to be involved in traffic accidents as such an overall reduction in car usage will have a positive impact in relation to safety.
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Action is not anticipated to have a significant impact on protected characteristic groups or health inequalities.
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Action is not anticipated to have a significant impact on protected characteristic groups or health inequalities.
The 2020 Scottish Household Survey (SHS) could be used to understand any differential changes (which will require caveating due to significant impacts to travel as a result of the COVID-19 Pandemic) against the 2019 SHS. To fully capture this potential step-change in trips, from a leisure perspective, it would be useful to the outcomes of the 2021 and 2022 SHS results to provide a realistic sample size.
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Action is not anticipated to have a significant impact on protected characteristic groups or health inequalities.
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 any relevant groups/ populations?
Neutral
Existing evidence relating to these groups/populations with regards to the action
Potentially utilise Meta Data which is utilised within the development of Strategic and Meso Traffic Models (e.g. INRIX, Mobile Phone Data, Bluetooth) to enable analysis and assessment of current travel patterns for commuting purposes. At a local level, this could involve enhancing / developing networks of ATCs for cycling. Edinburgh has already developed a network of non-intrusive counters.
Development at a local level would in-turn facilitate development of Regional and eventually, National, understandings of cycling levels.
FSDA Screening
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
People experiencing social inequality are more likely to suffer from poor health related to inactivity and so are likely to benefit from a coordinated and strategic approach to planning for active travel.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
A wide range of connecting active travel routes will help promote walking, wheeling or cycling as a low-cost transport option which may support those reliant on these modes to reach wider opportunities.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Improved cycling infrastructure will help support the overall uptake of cycling especially for those reliant on low-cost transport modes. The Cycling Monitoring Report indicated that 26% of people in socio-economic groups D and E didn't cycle due to a lack of confidence, segregated infrastructure may help to improve confidence by being separate from motorised vehicles.
Safety is a key issue for many when using transport however, a particularly vulnerable group is children and young adults. Evidence shows that the risk of being in a road accident increases for children travelling on foot or by bike as areas become more deprived.
Inequalities in health can have a profound and lasting impact on children, with evidence to suggest that primary aged children living in highly polluted urban areas can have up to 5% less lung capacity than normal, putting them at risk of lung disease in adulthood and contributing to early death. This may disproportionately affect children who live in poorer urban communities. Policy measures and interventions which reduce traffic, provide safer spaces for cycling and direct public transport located close to housing, help make active and sustainable travel options more diverse and easier to access for all.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Greater percentages of people living in a deprived area are more likely to be involved in a traffic accident, as such initiatives such as 20mph zones will help support a decrease in accidents.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Integrated transport modes will help to support multi-modal journeys which may help people reliant on low-cost forms of transport to reach wider opportunities.
Ensuring that there are also inter-urban and rural routes will enable communities which may be vulnerable to transport poverty to access active travel routes easily.
CI.6
Avoid delays in implementation of cycling infrastructure by revising the TRO process.
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
It is not expected that this action will have a significant impact on those affected by socio-economic disadvantage
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
People living in deprived areas are more likely to live in proximity to the trunk road network as such measures to improve active travel access may reduce community severance in the area and allow wider opportunities to be reached.
In addition, people living in rural communities are more vulnerable to the risks of transport poverty, providing links will help enable low-cost transport options to be adopted.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor negative
Existing evidence relating to these groups with regards to the action
Potential for loss or dilution of existing rights of legal redress against any given development, or reduction in the level of consultation required.
Potential to make decisions without gathering the opinions of socio-economically disadvantaged groups, who may be less able to represent their own interests.
CI.9
Enhance permitted development rights for cycling facilities and infrastructure
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
Enhanced development rights may allow easier introduction of bike sheds on private properties. Cycle stores can be classed as an outbuilding or a shed as such are often not permitted to be constructed in front of house. Not all households particularly those in flatted developments will have the option to install their own cycle store in addition many may not own their own property to gain benefit from this action as such this action will likely have a negligible impact on disadvantaged socio-economic groups.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Deprived communities are more likely to see a higher crime rate than more affluent areas, secure cycle storage will help support people in deprived communities feel confident on relying on and investing in cycling as a mode of transport. Smaller homes built to minimum space standards, such as those used for housing association accommodation, will also benefit from secure external storage. A study undertaken in London showed that 80% more crimes were recorded in the most income deprived areas.
CI.11
Introduce fast-track powers to acquire land for cycling infrastructure.
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Minor negative
Existing evidence relating to these groups with regards to the action
Potential for loss or dilution of existing rights of legal redress against any given development, or reduction in the level of consultation required.
Potential to make decisions without gathering the opinions of socio-economically disadvantaged groups, who may be less able to represent their own interests.
(Mullainathan & Shafir, 2013, Scarcity: Why having too little means so much)
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Those living in deprived areas are at greater risk of being involved in a traffic collision as such mitigation measures that will reduce adverse impacts to pedestrians and cyclists will have a positive impact on people living in socio-economic disadvantage.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Major positive
Existing evidence relating to these groups with regards to the action
People living in rural communities can be vulnerable to the impacts of transport poverty as such creation of quiet route networks to support everyday journeys will likely have a positive impact on people who may be reliant on low cost transport modes.
CI.14
Designate the active travel network as a national development.
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
Action is expected to have a neutral impact on those affected by socio-economic disadvantage.
CI.15
Update design and asset management guidance to enable national, consistent principles of infrastructure
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
It is not anticipated that updated guidance will have a particular impact on people affected by socio-economic disadvantage
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 those experiencing inequalities of income caused by socio-economic disadvantage
Major positive
Existing evidence relating to these groups with regards to the action
People living on low incomes are more likely to be reliant on low-cost transport options such as active travel and public transport, supporting journeys made by these modes and ensuring suitable connections may help this group reach wider education, employment and training opportunities.21% and 24% of people travelling work on a household income of up to £15,000 travelled on foot or by bus respectively in comparison to 7% and 4% of people with incomes over £50,000.
CI.17
Promote cargo bikes as the normal choice for local deliveries
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Increased use of cargo bikes may create greater employment opportunities for those without access to a car.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
Removal of car parking spaces at government funded agencies is unlikely to have a particular impact on this group.
CI.19
Promote the new Highway Code and implement requirements for cycle training
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Major positive
Existing evidence relating to these groups with regards to the action
Latest data from the MAST analysis platform on road safety indicates that the overall casualty rate in the most deprived 10% SIMD (Scottish Index of Multiple Deprivation) areas is 1.6, which is higher than the rate of 1.0 for the least deprived 10% SIMD areas - between 2015-19. Scotland’s Road Safety Framework 2030. By reducing road causalities, you support socio economic growth through a reduction in health inequalities
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
People living in deprived areas are more likely to live in proximity to high traffic high speed roads as such measures to improve safety will have a positive impact on this group
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Road space reallocation can have a positive impact on people living in areas of deprivation by reducing the volume of motor vehicles on the roads. Air pollution is experienced more by deprived communities and can have adverse health impacts on the population. Reallocating space to active travel facilities can also support those who are reliant on low-cost transport modes to reach destinations.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
This action is unlikely to have a significant impact on people affected by socio-disadvantage.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
This action could contribute to the transition towards green jobs, supporting socio-economically disadvantaged groups to access the green jobs market.
Fair Access
FA.1
Expand access to bikes, including adaptive bikes.
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Major positive
Existing evidence relating to these groups with regards to the action
Households on lower incomes or from areas of deprivation may be more reliant on low-cost transport options, Cycling Scotland's Monitoring Report (2021) highlighted that 20% of people in socio-economic groups D and E stated that one of their reasons for not cycling was related to the cost of a suitable bike. However, 38% of people at risk of deprivation would like to start cycling therefore improved access to bikes are likely to benefit these groups and may support greater access to employment education and training opportunities.
In 2019, 33.6% of households in Scotland had access to a bike for private use, which leaves the majority of households without access. As such, this action has the potential to improve this statistic and provide wider transport options.
Transport and Travel in Scotland 2019 report showed that household access to bikes increased with household income and household size; 62% of households with an income of £50,000 or more have access to one or more bikes, compared to 19% of households with an income up to £10,000, and 18% with an income of £10,000 to £15,000.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Major positive
Existing evidence relating to these groups with regards to the action
Ensuring socio-economic groups have equal transport options and facilities helps to support people to reach wider employment education and training opportunities. People in deprived areas are often exposed the higher volumes of fast-moving traffic, as such ensuring poorer served areas are prioritised will help to support people in these areas. 40% of low-income households in the UK have no access to a private vehicle.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Major positive
Existing evidence relating to these groups with regards to the action
Action will help support the availability of multi-modal journeys which will allow wider opportunities to be reached for those reliant on low-cost transport modes. Helping to ensure rural and island communities have facilities to carry cycles will help promote multi-modal journeys for those who may be isolated or reliant on private car.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Action will help support the availability of multi-modal journeys which will allow wider opportunities to be reached for those reliant on low-cost transport modes. Improved provision of bike storage
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Ensuring that everyone has access to cycle training may provide a new transport option for those who are reliant on low-cost modes.
TE.2
Provide a free bike to all children of school age who cannot afford one
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Major positive
Existing evidence relating to these groups with regards to the action
One of the top 5 reasons for not cycling is not having access to a bike. In addition, 20% of people in socio-economic groups D and E who do not cycle stated it was related to the cost of a suitable bike. Household access to bikes increased with household income and household size; 62% of households with an income of £50,000 or more have access to one or more bikes, compared to 19% of households with an income up to £10,000, and 18% with an income of £10,000 to £15,000. Enabling young people access to a bike helps to provide equal opportunities across socio-economic groups.
(Cycling Scotland Annual Cycling Report)
(Transport and Travel in Scotland 2019)
Action will support young people reliant on low-cost transport modes to reach wider opportunities and be more social inclusive.
In Scotland the gap between premature mortality rates (deaths occurring before 75) between the most and least deprived areas have increased to its highest point in 10 years. Evidence shows that people living in the most deprived areas experience more years of poor physical health such as mobility issues and chronic conditions such as diabetes, cancer and heart disease, as well as poor mental health, including stress, depression and anxiety. Keeping physically active through interventions like cycling can reduce the risk of heart and circulatory disease by as much as 35% and risk of early death by as much as 30% and can have a positive impact on mental health and wellbeing.
These positive impacts, however, may be short-lived as children grow out of their bicycles and need repairs or replacements due to wear. If a family cannot meet the ongoing costs of maintenance, the benefits may diminish quickly. An annual lease with the option to return and replace would perhaps address this issue.
Examples of improving access to bicycles include the cycle to work scheme, which has shown an increase in uptake among lower waged workers.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Uncertain
Existing evidence relating to these groups with regards to the action
This action will have an uncertain impact on disadvantaged communities as will be dependent on whether the measures would be introduced.
As accidents are more likely to occur in deprived communities as such the introduction of school streets may help to reduce the number of accidents occurring.
TE.4
Use the Cycling World Championships to inspire people, especially young people to cycle.
How is the action likely to impact on those experiencing inequalities of income caused by socio-economic disadvantage
Uncertain
Existing evidence relating to these groups with regards to the action
Uncertain / Negligible Impact
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor negative
Existing evidence relating to these groups with regards to the action
In 2019, 52% of children in full-time education at school usually walked to
school, 19% usually went by bus, 25% by car or van, 2% cycled (STS)
People with the lowest incomes are more likely to rely on bus services than those in higher income brackets. Therefore, introducing measures aimed at reducing the number of bus services would disadvantage those on lower incomes.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
Along with Safety the cost of a suitable cycle (19%), and ‘cycling is not for people like me’ (20%) were barriers that are preventing people more likely to be at risk of deprivation from cycling. Greater awareness of options may help to support the 38% of people that are at higher risk of deprivation who do not cycle and would like to start.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Minor positive
Existing evidence relating to these groups with regards to the action
People living in deprived areas are more likely to live in proximity to high traffic high speed roads as such measures to reduce number of vehicles on the roads will have a positive benefit on people in these areas. In addition, a reduction to traffic may help to make active travel a more attractive low-cost options which can help people to reach wider destinations.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
This action is unlikely to have a significant impact on people affected by socio-disadvantage.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
This action is unlikely to have a significant impact on people affected by socio-disadvantage.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
This action is unlikely to have a significant impact on people affected by socio-disadvantage.
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 those experiencing inequalities of income caused by socio-economic disadvantage
Neutral
Existing evidence relating to these groups with regards to the action
This action is unlikely to have a significant impact on people affected by socio-disadvantage.
CRWIA Screening
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Young people will benefit from positive changes to their built environment for a longer period of their lives, if those changes are made now. They are therefore likely to benefit from a coordinated and strategic approach to planning for active travel.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Improving facilities for active travel in urban areas will help create a safer environment for young people to utilise active travel.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Improving facilities for active travel in urban areas will help create a safer environment for young people to utilise active travel.
Children are at greatest risk of being involved in a transport accident with 44% of all pedestrian casualties in 2019 being children, as such improvements to infrastructure to support safety will have positive impact on young people.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Facilitating measures for active travel uptake such as 20mph zones will help create a safer environment for young people to walk, wheel or cycle.
Children are at greatest risk of being involved in a transport accident with 44% of all pedestrian casualties in 2019 being children, as such improvements that will support safety will have positive impact on young people.
Primary aged children living in highly polluted urban areas can have up to 5% less lung capacity than normal, putting them at risk of lung disease in adulthood and contributing to early death, measures that promote active travel will likely have a positive impact on this group.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Prioritising investment in line with local active travel strategies and public transport will help to ensure suitable networks for all people to travel by active travel means this may provide young people with greater opportunities to travel independently.
CI.6
Avoid delays in implementation of cycling infrastructure by revising the TRO process.
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
It is not expected that this action will have a significant impact on young people.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Improving facilities for active travel along and over the trunk road network will help create a safer environment for young people to utilise active travel.
Children are at greatest risk of being involved in a transport accident with 44% of all pedestrian casualties in 2019 being children, as such improvements to infrastructure to support safety will have positive impact on young people.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
It is not expected that this action will have a significant impact on young people.
CI.9
Enhance permitted development rights for cycling facilities and infrastructure
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
It is unlikely that this action will have a particular impact on young people. Benefit may be gained if their household is able to install a safe bike storage however overall, it is expected this action will have a negligible impact.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
It is unlikely that this action will have a particular impact on young people. Benefit may be gained if their household has access to safe bike storage however overall, it is expected this action will have a negligible impact.
CI.11
Introduce fast-track powers to acquire land for cycling infrastructure.
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
It is not expected that this action will have a significant impact on Child Rights.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Children are at greatest risk of being involved in a transport accident with 44% of all pedestrian casualties in 2019 being children, as such improvements to infrastructure to support safety will have positive impact on young people.
Ensuring mitigation measures are in place for vulnerable users including children and young people travelling by active means will contribute to an overall improvement in safety.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Rural communities can be reliant on the private car to undertake regular journeys as such young people may be reliant on someone driving them for education or socialisation. Creation of quiet route networks may provide younger people with active travel options that will support their independence in reaching wider destinations.
CI.14
Designate the active travel network as a national development.
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
Action is expected to have a neutral impact on child rights.
CI.15
Update design and asset management guidance to enable national, consistent principles of infrastructure
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
It is not anticipated that updated guidance will have a particular impact on child rights.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Improved support to access low cost transport options may help young people to reach wider destinations independently.
CI.17
Promote cargo bikes as the normal choice for local deliveries
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
This action is unlikely to have a significant impact on Child Rights.
However, discouraging number of people driving to work through reduction in parking provision may reduce the risks of traffic accidents occurring, as children and young people are more likely to be involved in a road traffic accident this group are more likely to affected.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
Children and young people are more likely to be involved in a road traffic accident therefore a reduction in number of motorised vehicles through the change to cargo bike deliveries may help to reduce the likelihood of incidents occurring.
CI.19
Promote the new Highway Code and implement requirements for cycle training
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Major positive
Existing evidence relating to these groups with regards to the action
Road accidents disproportionally affects those in areas of low socio-economic status, with the risk for a child on foot or bike of being involved in a road traffic accident increasing as areas become more deprived. Making Children and young adults at higher risk of injury or death
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Major positive
Existing evidence relating to these groups with regards to the action
Road accidents disproportionally affects those in areas of low socio-economic status, with the risk for a child on foot or bike of being involved in a road traffic accident increasing as areas become more deprived, making Children and young adults at higher risk of injury or death. Improvements to road safety will help to support children and young people to travel safely by active travel means.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Road space reallocation will support a reduction in motor traffic. This can provide positive health impacts for children, who are more vulnerable to the effects of noise and air pollution.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
Action is unlikely to have a significant impact on Child Rights.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
Action is unlikely to have a significant impact on Child Rights.
Fair Access
FA.1
Expand access to bikes, including adaptive bikes.
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Improved access to bikes for young people may help provide them with greater opportunities, according to the Cycling Scotland Monitoring 2021 Report 75.6% of households have no access to bikes for private use, young people included in this as such improvements to access will help to support transport across all age groups.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Young people from deprived areas are more likely to be involved in traffic injuries. Increased modal shift will contribute to a safer environment.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Major positive
Existing evidence relating to these groups with regards to the action
An increase in carrying bikes on trains and bikes will help support multi-modal journeys and may support reaching wider opportunities for those reliant on low-cost transport. Action helps ensures young people from rural and island communities have same opportunities through active travel and public transport connections.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Major positive
Existing evidence relating to these groups with regards to the action
Young people from deprived areas are more likely to be involved in traffic accidents as such the introduction of safe cycle routes will help improve this and encourage the uptake of active travel. Routes to public transport interchanges will also support young people in reaching wider destinations independently.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Ensuring that all young people have the ability to ride a bike will help to support active travel modes from a young age and may provide greater opportunities
TE.2
Provide a free bike to all children of school age who cannot afford one
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Major positive
Existing evidence relating to these groups with regards to the action
One of the main reasons for not cycling is not having access to a bike, in Scotland only 34.4% of households have access to a bike for private use (Cycling Scotland Monitoring Report 2020). In relation to this although the majority of pupils travel actively to school only 3.8% cycled, this likely is partly related to overall bicycle access.
Ensuring that all school children have access to a bike helps to support equal opportunities to all children and will support young people to travel independently to reach wider opportunities and be socially inclusive.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Introduction of play street and school streets will help to improve the safety of local areas for children. As the majority of pedestrian traffic accidents involve young people introduction of measures to improve safety will benefit this group.
TE.4
Use the Cycling World Championships to inspire people, especially young people to cycle.
How is the action Likely to impact on the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Uncertain
Existing evidence relating to these groups with regards to the action
Action aimed at encouraging young people to take up cycling, which may provide them with wider opportunities.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Encouragement of active travel journeys to school will help young people to travel independently. According to the Hands up Scotland survey the majority of school children travel in an active way to school however only 3.8% cycled.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
Communication may help young people wishing to cycle know their options however it is not expected that this will have a significant impact on Child Rights.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Minor positive
Existing evidence relating to these groups with regards to the action
Reduction to car kilometres is likely to have a positive impact on young people as they are most likely to be involved in a traffic accident as such reduction in traffic will help to mitigate this.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
This action is not anticipated to have a significant impact on child rights.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
This action is not anticipated to have a significant impact on child rights.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
This action is not anticipated to have a significant impact on child rights.
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 the rights of Young People to: Non-discrimination; Best interest of the child; Right to survival and life development; and, Right to be heard.
Neutral
Existing evidence relating to these groups with regards to the action
This action is not anticipated to have a significant impact on child rights.
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