Appendix A - Cycling Framework SEQIA Screening Tables
EqIA Assessment
Safe Cycling Infrastructure
Action 1
Work with local authorities on creating active travel strategies to prioritise investment in the creation of a dense, coherent network of connected cycling infrastructure in every town and city that is segregated from traffic and integrated with public transport
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 and segregated infrastructure, enabling measures or community initiatives. This may help to reduce the barriers and perceived safety risk 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. 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.
Action 2
Remove barriers to the fast implementation of cycling infrastructure including through changes to the TRO process, and support the use of temporary and trial schemes, whist retaining adequate opportunities for consultation, in-line with Scottish Government Guidance
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
Simplifying the process of implementing infrastructure which prioritises active means over cars and other motorised vehicles will have broadly positive impacts on all groups. However, potential for negative impacts due to loss of opportunity for consultation persist and must be mitigated for.
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.
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, due to rapid changes in their known environment.
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.
Action 3
Make it safer to walk, cycle and wheel across and along the trunk road network, both where it passes through towns and villages and where it links two or more settlements
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.
Action 4
Use the Scottish Government's compulsory purchase reform programme to consider whether powers to acquire land for the purposes of cycling infrastructure are fit for purpose, whilst retaining adequate opportunities for consultation, in-line with Scottish Government Guidance
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
Simplifying the process of implementing infrastructure which prioritises active means over cars and other motorised vehicles will have broadly positive impacts on all groups. However, there is potential for negative impacts due to loss of opportunity for consultation which may result in overlooking the needs of vulnerable or disabled people.
Action 5
Provide ongoing development and governance of co-produced design guidance, including mitigation of unintended impacts on vulnerable road users and that infrastructure is suitable for non-standard cycles
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.
Feedback from disabled users of active travel infrastructure indicates that some approaches, such as “bus stop bypasses” present unique challenges in ensuring disabled people feel safe when interacting with cars and bikes. As a result, new measures introduced into the streetscape which prioritise cycles and pedestrians over cars and other motorised vehicles need to be carefully designed with the needs of disabled users in mind.
Action 6
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 Positive
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.
Action 7
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.
Action 8
Engage the business sector to embed active travel in wider corporate culture including through the use of cargo cycles 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.
Action 9
Support communities to close roads to allow for community events such as Play Streets and Car Free Days and to transition successful schemes to more permanent arrangements
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
Action 10
Support the various deliverables set out in Scotland’s Road Safety Framework 2030. Under its Active and Sustainable Travel Strategic Action, ensuring that road safety remains a key focus of active and sustainable travel in 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 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
Action 1
Review options for multi-year, long-term funding for infrastructure and behaviour change programmes where appropriate
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)
Action 2
Increase active travel budget to £320 million or 10% of the transport budget, whichever is greater, by 2024-25
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
The active travel budget is committed within the ‘Bute House Agreement’ The Cycling Framework and Delivery Plan for Active Travel in Scotland 2022-2030 is a means by which this investment will be delivered. The impacts of the investment will therefore be in line with the overall assessment of the actions within this document.
Action 3
Ensure the appropriate level of resource is in place 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.
Action 4
Work with manufacturers, social enterprises and industry vocational partners to increase cycle and cycle parts production and recycling in Scotland, with a focus on green skills and materials research and 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
This action is unlikely to have a significant impact on protected characteristic groups or health inequalities.
Fair Access
Action 1
Expand access to cycles, including adaptive cycles, e-cycles and cycle share
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.
Action 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.
Action 3
Improve quality and level of service of carriage of bikes on trains and require rural & island bus services to carry cycles, where appropriate
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.
Action 4
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
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
Action 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.
Action 2
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.
Action 3
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.
Action 4
Provide local authorities with resources, including guidance and best practice examples, to enable effective local community engagement
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 is likely to significantly benefit all groups by enabling greater engagement in the development of active travel schemes that are fit for purpose and for a range of users.
Action 5
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 action
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
Action 1
Produce active travel strategies for each local authority area, setting out plans to improve active travel networks and facilities to 2030. Strategies should be in line with regional transport strategies, include detailed mapping and use an evidence-led approach to network planning
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 and segregated infrastructure, enabling measures or community initiatives. This may help to reduce the barriers and perceived safety risk 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. 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.
Increasing cycling infrastructure will help to encourage the uptake of cycling and will help to support health and wellbeing for all protected characteristic groups. 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). 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.
(Attitudes and Behaviours Towards Cycling in Scotland)
(Cycling for Everyone, Sustrans)
Measures to segregate cycling infrastructure from other traffic 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.
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.
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.
(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. 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.
Evidence from studies of English local authorities and Greater London shows that ethnic minority groups are underrepresented among people who cycle.
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.
Evidence suggests that greater levels of cycling overall promote 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.
Action 2
Produce digital active travel mapping (“a network blueprint”) for Scotland, which is informed by local authority transport 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.
Action 3
Work with other policy areas to introduce localised active travel networks as part of a larger package - eg local development plans - 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.
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.
Action 4
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.
Action 6
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.
Action 7
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.
Action 8
Continuously monitor and evaluate the impact of active travel investment 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.
Action 9
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.
FSDA Assessment
Safe Cycling Infrastructure
Action 1
Work with local authorities on creating active travel strategies to prioritise investment in the creation of a dense, coherent network of connected cycling infrastructure in every town and city that is segregated from traffic and integrated with public transport
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. 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
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 effect 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.
Action 2
Remove barriers to the fast implementation of cycling infrastructure, including through changes to the TRO process, and support the use of temporary and trial schemes
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
Simplifying the process of implementing infrastructure which prioritises active means over cars and other motorised vehicles will have broadly positive impacts on all groups. However, potential for negative impacts due to loss of opportunity for consultation persist and must be mitigated for
Potential to make decisions without gathering the opinions of socio-economically disadvantaged groups, who may be less able to represent their own interests: (how-poverty-affects-peoples-decision-making-processes.pdf)
Recommend wording be added to the action to ensure opportunities for consultation are retained: Remove barriers to the fast implementation of cycling infrastructure, including through changes to the TRO process, and support the use of temporary and trial schemes, whist retaining adequate opportunities for consultation, in-line with Scottish Government Guidance.
Action 3
Make it safer to walk, cycle and wheel across and along the trunk road network, both where it passes through towns and villages and where it links two or more settlements
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.
Action 4
Use the Scottish Government’s compulsory purchase reform programme to consider whether powers to acquire land for the purposes of cycling infrastructure are fit for purpose
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
Simplifying the process of implementing infrastructure which prioritises active means over cars and other motorised vehicles will have broadly positive impacts on all groups. However, potential for negative impacts due to loss of opportunity for consultation persist and must be mitigated for
Potential to make decisions without gathering the opinions of socio-economically disadvantaged groups, who may be less able to represent their own interests: (how-poverty-affects-peoples-decision-making-processes.pdf) and Mullainathan & Shafir, 2013, Scarcity: Why having too little means so much
Recommend wording be added to the action to ensure opportunities for consultation are retained: Use the Scottish Government’s compulsory purchase reform programme […], whist retaining adequate opportunities for consultation, in-line with Scottish Government Guidance.
Action 5
Provide ongoing development and governance of co-produced design guidance, including mitigation of unintended impacts on vulnerable road users and that infrastructure is suitable for non-standard cycles
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.
Action 6
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
Minor 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.
Action 7
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
Action 8
Engage the business sector to embed active travel in wider corporate culture including through the use of cargo cycles 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.
Action 9
Support communities to close roads to allow for community events such as Play Streets and Car Free Days and to transition successful schemes to more permanent arrangements
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 will have a positive impact on disadvantaged communities in terms of air quality improvement.
As accidents are more likely to occur in deprived communities as such the introduction of school streets will help to reduce the number of accidents occurring.
Action 10
Support the various deliverables set out in Scotland’s Road Safety Framework 2030 under its Active and Sustainable Travel Strategic Action, ensuring that road safety remains a key focus of active and sustainable travel in 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
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
Action 1
Review options for multi-year, long-term funding for infrastructure and behaviour change programmes where appropriate
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.
Action 2
Increase active travel budget to £320 million or 10% of the transport budget, whichever is greater, by 2024-25
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
The active travel budget is committed within the ‘Bute House Agreement’ The Cycling Framework and Delivery Plan for Active Travel in Scotland 2022-2030 is a means by which this investment will be delivered. The impacts of the investment will therefore be in line with the overall assessment of the actions within this document.
Action 3
Ensure the appropriate level of resource is in place 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
Minor Positive
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.
Action 4
Work with manufacturers, social enterprises and industry vocational partners to increase cycle and cycle parts production and recycling in Scotland with a focus on green skills and materials research and development
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
Action 1
Expand access to cycles, including adaptive cycles, e-cycles and cycle share
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.
Action 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.
Action 3
Improve quality and level of service of carriage of bikes on trains and require rural & island bus services to carry cycles, where appropriate
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.
Action 4
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
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. 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.
Action 5
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.
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
Training and Education
Action 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.
Action 2
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 / Negligible Impact
Existing evidence relating to these groups with regards to the action
Uncertain / Negligible Impact
Action 3
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.
Action 4
Provide local authorities with resources, including guidance and best practice examples, to enable effective local community engagement
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 is likely to significantly benefit all groups by enabling greater engagement in the development of active travel schemes that are fit for purpose and for a range of users.
Action 5
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
Action 1
Produce active travel strategies for each local authority area, setting out plans to improve active travel networks and facilities to 2030
Strategies should be in line with regional transport strategies, include detailed mapping and use an evidence-led approach to network planning
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.
Action 2
Produce digital active travel mapping (“a network blueprint”) for Scotland, which is informed by local authority transport 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.
Action 3
Work with other policy areas to introduce localised active travel networks as part of a larger package - e.g. local development plans - 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.
Action 4
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.
Action 5
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.
Action 6
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.
Action 7
Continuously monitor and evaluate the impact of active travel investment 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.
Action 8
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.
CRWIA Screening
Safe Cycling Infrastructure
Action 1
Work with local authorities on creating active travel strategies to prioritise investment in the creation of a dense, coherent network of connected cycling infrastructure in every town and city that is segregated from traffic and integrated with public transport
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. 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.
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.
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.
Action 2
Remove barriers to the fast implementation of cycling infrastructure, including through changes to the TRO process, and support the use of temporary and trial schemes
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.
Action 3
Make it safer to walk, cycle and wheel across and along the trunk road network, both where it passes through towns and villages and where it links two or more settlements
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.
Action 4
Use the Scottish Government’s compulsory purchase reform programme to consider whether powers to acquire land for the purposes of cycling infrastructure are fit for purpose
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.
Action 5
Provide ongoing development and governance of co-produced design guidance, including mitigation of unintended impacts on vulnerable road users and that infrastructure is suitable for non-standard cycles
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.
Action 6
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
Action 7
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.
Action 8
Engage the business sector to embed active travel in wider corporate culture including through the use of cargo cycles 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 the use of delivery vans for local deliveries 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.
Action 9
Support communities to close roads to allow for community events such as Play Streets and Car Free Days and to transition successful schemes to more permanent arrangements
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.
Action 10
Support the various deliverables set out in Scotland’s Road Safety Framework 2030 under its Active and Sustainable Travel Strategic Action, ensuring that road safety remains a key focus of active and sustainable travel in 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.
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
Action 1
Review options for multi-year, long-term funding for infrastructure and behaviour change programmes where appropriate
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.
Action 2
Increase active travel budget to £320 million or 10% of the transport budget, whichever is greater, by 2024-25
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
The active travel budget is committed within the ‘Bute House Agreement’ The Cycling Framework and Delivery Plan for Active Travel in Scotland 2022-2030 is a means by which this investment will be delivered. The impacts of the investment will therefore be in line with the overall assessment of the actions within this document.
Action 3
Ensure the appropriate level of resource is in place 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.
Action 4
Work with manufacturers, social enterprises and industry vocational partners to increase cycle and cycle parts production and recycling in Scotland with a focus on green skills and materials research and 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 unlikely to have a significant impact on Child Rights.
Action 5
Expand access to cycles, including adaptive cycles, e-cycles and cycle share
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.
Action 6
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.
Fair Access
Action 1
Improve quality and level of service of carriage of bikes on trains and require rural & island bus services to carry cycles, where appropriate
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.
Action 2
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.
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.
Action 3
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.
Training and Education
Action 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
Action 2
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.
Action 3
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
Action 4
Provide local authorities with resources, including guidance and best practice examples, to enable effective local community engagement
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
This action is likely to significantly benefit all groups by enabling greater engagement in the development of active travel schemes that are fit for purpose and for a range of users.
Action 5
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
Action 1
Produce active travel strategies for each local authority area, setting out plans to improve active travel networks and facilities to 2030
Strategies should be in line with regional transport strategies, include detailed mapping and use an evidence-led approach to network planning
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.
Action 2
Produce digital active travel mapping (“a network blueprint”) for Scotland, which is informed by local authority transport 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.
Action 3
Work with other policy areas to introduce localised active travel networks as part of a larger package - e.g. local development plans - 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.
Action 4
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.
Action 5
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.
Monitoring
Action 1
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.
Action 2
Continuously monitor and evaluate the impact of active travel investment 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.
Action 3
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.