4 Detailed Appraisal 4.1 Introduction 4.2 Detailed Appraisal Criteria 4.3 National Indicators 4.4 Technical Analysis 4.5 Output from Detailed Appraisal 4.6 Interventions retained after Detailed Appraisal (Appendix D) 4.7 Interventions not retained after Detailed Appraisal (Appendix E)

4 Detailed Appraisal

4.1 Introduction

The output from the Initial Appraisal was a list of 109 discrete interventions that would make a significant contribution towards the objectives and that satisfied the initial appraisal criteria. These interventions were then reviewed, refined and, where appropriate, combined to form complementary packages for the respective urban networks, strategic nodes or corridors.

The purpose of this Chapter is to outline:

  • The detailed appraisal approach;
  • The packaging of the interventions; and
  • The results of the detailed appraisal process.

4.2 Detailed Appraisal Criteria

Building on the Initial Appraisal criteria, the purpose of the Detailed Appraisal was to undertake a quantified review of the performance of the interventions, or packages of interventions, against:

  • STPR objectives;
  • STAG Part 2 appraisal criteria;
  • The Key Strategic Outcomes;
  • The Government’s Strategic Objectives; and
  • Implementability criteria.

The performance of each intervention or package was then summarised in the Option Summary Tables, highlighting how it addressed the appraisal criteria and the Government’s Purpose.

4.3 National Indicators

Having identified the various appraisal criteria, it was necessary to define appropriate indicators for measuring performance at a strategic level. Six key principal indicators were subsequently identified as being the most appropriate for assessment of the strategic impact. These were:

  • Labour catchment potential (labour catchments within 1 hour’s journey of an area of economic activity);
  • Journey time benefits (travel times between key economic nodes);
  • Carbon emissions (CO e emissions);
  • Accessibility impacts (access to key services located in major centres);
  • Value for money; and
  • Accident impacts (change in the number and severity of accidents).

Table 4.1 maps these indicators against the STPR national objectives and the Key Strategic Outcomes. With the majority of the objectives listed, there is more than one applicable indicator and where this is the case, all relevant indicators have been listed in the indicators column.

Table 4.1: KSO – National Objectives / STPR Indicators

KSO

National Objective

Indicators

Improved Journey Time and Connections

Promote ‘competitive’ inter-urban journey times

  • labour catchments within 1 hour’s journey of an area of economic activity;
  • travel times between key economic nodes; and
  • access to key services located in major centres.

Reduce inter-urban journey time on public transport

  • labour catchments within 1 hour’s journey of an area of economic activity;
  • travel times between key economic nodes; and
  • access to key services located in major centres.

Promote journey time reduction on the trunk road network for prioritised vehicles and users (e.g. HOV, freight, bus) where STAG appraisal demonstrates that a strong economic case can be balanced with environmental objectives. Elsewhere on the trunk road network provide improvements to journey time reliability

  • labour catchments within 1 hour’s journey of an area of economic activity;
  • travel times between key economic nodes;
  • access to key services located in major centres; and
  • value for money.

Promote journey time reductions between the Central Belt and Aberdeen/Inverness primarily to allow business to achieve an effective working day when travelling between these centres

  • labour catchments within 1 hour’s journey of an area of economic activity;
  • travel times between key economic nodes; and
  • access to key services located in major centres.

Maximise the labour catchment area in city regions where economic evidence demonstrates that this is required (favouring PT and HOVs and balancing with other policy measures that promote reduction in need to travel i.e. planning policy)

  • labour catchments within 1 hour’s journey of an area of economic activity;
  • travel times between key economic nodes; and
  • access to key services located in major centres.

Support the development and implementation of proposed national development identified in the NPF2

  • labour catchments within 1 hour’s journey of an area of economic activity;
  • travel times between key economic nodes;
  • access to key services located in major centres; and
  • value for money.

Reduced emissions

Reduce CO e emissions per person km

  • CO e emissions per passenger kilometre.

Stabilise total CO e emissions

  • CO e emissions.

Reduce CO e emissions in line with expectations from the emerging climate change bill

  • CO e emissions.

Improved Quality, Accessibility and Affordability

To promote continuing reduction in accident rates and severity rates across the strategic transport network, recognising the need to continue the work of the Strategic Road Safety Plan through the STPR period

  • change in the number and severity of accidents.

Promote seamless travel

  • number of interchanges.

Improve the competitiveness of public transport relative to the car

  • labour catchments within 1 hour’s journey of an area of economic activity; and
  • travel times between key economic nodes.

Improve overall perceptions of public transport

Qualitative assessment.

For each intervention, the appropriate indicators outlined in the table above have been quantified, and reported within the Option Summary Tables, in Annexes 1, 2 and 3.

4.4 Technical Analysis

Where appropriate, interventions were coded in the Transport Model for Scotland (TMfS). In some cases, additional bespoke appraisal methods were used to quantify particular benefits for intervention such as climbing lanes and sections of 2+1 carriageway designed to improve overtaking opportunities and reduce accidents.

For interventions tested in TMfS, the appraisal considered the performance in 2017 and 2022 against the agreed ‘Reference Case’.

Economic analysis was undertaken using the TUBA software3 in accordance with the current government guidance. The ENEVAL4 suite of programmes associated with TMfS was used to calculate the emissions based environmental output.

In the case of some of the national interventions, a qualitative appraisal was carried out, referring, where appropriate, to evidence elsewhere or best practice in the UK and overseas.

4.5 Output from Detailed Appraisal

Description of Packages

The purpose of combining interventions was to develop packages that would provide a significant contribution towards the STPR objectives and the Government’s Purpose. In some cases, particularly in the context of the rail network, these packages covered combined interventions across a number of corridors, which were targeted at common objectives.

In combining rail interventions, it was necessary to ensure that the individual elements of the packages were not mutually exclusive (e.g. two improvements to rail services that, if combined, would require more paths than are available on the network).

Once the detailed appraisal was completed, some interventions were not progressed following more detailed appraisal. These packages are detailed in Appendix C.

The packages that were appraised in detail are listed in Table 4.2. A full description of these packages is contained in Appendices D and E. Option Summary Tables for all interventions or packages of interventions listed in Appendices C, D or E are contained in Annexes 1, 2 and 3.

4.6 Interventions retained after Detailed Appraisal (Appendix D)

Tables 4.3, 4.4 and 4.5 contain details of the interventions retained after the appraisal process for the three levels of investment:

  • Firstly, maintain and safely operate existing assets;
  • Secondly, promote a range of measures, including innovative solutions, to make better use of existing capacity (Interventions may include technology based, fiscal and ‘soft measures’ in addition to engineering solutions); and
  • Thirdly, promote targeted infrastructure improvements.

Level One - Maintain and Safely Operate

A number of interventions which contribute to the objectives of reducing accident levels and operating a safe transport network have been retained after the detailed appraisal. Table 4.3 lists those packages with further details contained in Appendix D.

Level Two - Make Better use of Existing Capacity

Making better use of existing capacity has been largely addressed by the identification of a series of interventions that target the operation of the networks at the national level. The interventions listed in Table 4.4, and detailed in Appendix D, are aimed at increasing the efficiency of the network by:

  • Improving the operation of trunk road network;
  • Re-casting the rail timetable to increase competitiveness of longer distance trips;
  • Improving the competitiveness of strategic bus services; and
  • Reducing levels of emissions on the road and rail network.

Level Three - Targeted Infrastructure Improvements

Even with the implementation of the level one and two packages of interventions, a series of infrastructure improvements were considered necessary to contribute significantly towards the STPR objectives and the Government’s purpose.

These interventions consider the road and rail network and facilitate the more effective movement of goods and people. These particular packages are listed in Table 4.5, with further details contained in Appendix D.

4.7 Interventions not retained after Detailed Appraisal (Appendix E)

A number of those interventions listed in Table 4.2, were not recommended to be taken forward after detailed appraisal. The reasons these interventions were not recommended were that they:

  • Did not perform as well as an alternative which appears in Appendix D;
  • Were considered to be more appropriately delivered outside of STPR; and/or
  • Were more likely to be delivered after the period of the STPR (2012-2022).

Appendix E presents details of these and the reasons that they were not recommended for being taken forward through the STPR process.

Table 4.2: List of Interventions taken forward for Detailed Appraisal

Title of Intervention

Title of Intervention

Level 1: Maintaining and Safely Operating the Network

Level 2: Making Better use of Existing Capacity

Strategic Road Safety Plan

Using Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations

Maintaining and Safely Operating Scotland’s Rail Network

Further Electrification of the Strategic Rail Network

Targeted Programme of Measures to Reduce Accident Severity on the A9 North of Inverness

Enhancing Rail System Capacity through Targeted Improvements

Targeted Programme of Measures to Reduce Accident Severity on the A9 and A835 between Inverness and Ullapool

Integrated Ticketing

Targeted Programme of Measures to Reduce Accident Severity between Inverness, Fort William, Mallaig and Skye (A82, A87, A830, A887)

Reconfiguration of the National Rail Timetable

Targeted Programme of Measures to Reduce Accident Severity on the A96 between Aberdeen and Inverness

(Strategic) Park-&-Ride/Park-&-Choose

Targeted Programme of Measures to improve road standards between Glasgow and Oban/Fort William(A82)

 

Implement Targeted Programme of Measures to improve links to the Loch Ryan port Facilities from the Trans European Network

 

Route Management between:

  • Aberdeen and North East Scotland (A90);
  • Edinburgh and Dundee (A92);
  • Ayrshire and Dumfries (A76);
  • Edinburgh and North West England (A68/A7/A702);
  • Edinburgh and North East England (A1);
  • The A83, A85, A828
 

Level 3: Targeted Infrastructure Improvements

A9 upgrading from Dunblane to Inverness

Construction of Glasgow Crossrail

Rail Enhancements on the Highland Mainline between Perth and Inverness

New Busway between Glasgow City Centre, Clydebank and Glasgow Airport

Upgrade A96 to Dual Carriageway between Inverness and Nairn

New Link between the M73 and Coatbridge

Rail Service Enhancements between Aberdeen and Inverness

Rail Freight Enhancements between Mossend, Grangemouth and Aberdeen/Inverness

Rail Enhancements between Aberdeen and the Central Belt

New Rail Line between Perth and Inverkeithing

Dundee Northern Relief Road

Rail Freight connections to Rosyth Port

Suburban Rail Services Across Aberdeen

Improved Road Links to Edinburgh Airport

Grangemouth Road and Rail Access Upgrades

Inverclyde Road Improvements

Edinburgh to Glasgow Rail Improvements Programme

Glasgow Subway Upgrade and Modernisation

Rail Enhancements in the East of Scotland

New Light Rapid Transit Line to South East Edinburgh

Targeted Road Congestion / Environmental Relief Schemes

Augment Far North Line Rail Services with Express Coach Facilities

West of Scotland Strategic Rail Enhancements

Rail Freight Access Enhancements to Greenock Port

Inverkeithing to Halbeath Rail Line

Extension of Glasgow Southern Orbital from East Kilbride to M73/M74

Rail Enhancements between Inverclyde/Ayrshire and Glasgow

Inverness Southern Bypass from the A9 to A82

Upgrade Edinburgh Haymarket Public Transport Interchange

 

Enhancements to Rail Freight between Glasgow and the Border via West Coast Main Line

 

Light Rapid Transit connections between Fife and Edinburgh

 

Suburban Rail Services Across Dundee

 

Co-locate Dundee Bus Station with Rail Station

 

Table 4.3: Level One Interventions Retained after Detailed Appraisal

Ref No

Title of Intervention

D1

Strategic Road Safety Plan

D2

Maintaining and Safely Operating Scotland’s Rail Network

D3

Targeted Programme of Measures to Reduce Accident Severity on the A9 North of Inverness

Targeted Programme of Measures to Reduce Accident Severity on the A9 and A835 between Inverness and Ullapool

Targeted Programme of Measures to Reduce Accident Severity between Inverness, Fort William, Mallaig and Skye (A82, A87, A830, A887)

Targeted Programme of Measures to Reduce Accident Severity on the A96 between Aberdeen and Inverness

Route Management between:

Aberdeen and North East Scotland (A90);
Edinburgh and Dundee (A92);
Ayrshire and Dumfries (A76);
Edinburgh and North West England (A68/A7/A702);
Edinburgh and North East England (A1); and
The A83, A85, A828.

D4

Implement Targeted Programme of Measures to improve links to Loch Ryan port facilities from the Trans European Network

D5

Targeted Programme of Measures to improve road standards between Glasgow and Oban/Fort William(A82)

Table 4.4: Level Two Interventions Retained after Detailed Appraisal

Ref No

Title of Intervention

D6

Using Intelligent Transport Systems on Parts of the Road Network to Enhance Capacity and Operations

D7

Further Electrification of the Strategic Rail Network

D8

Enhancing Rail System Capacity through Targeted Improvements

D9

Integrated Ticketing

D10

Reconfiguration of the National Rail Timetable

D11

(Strategic) Park-&-Ride/Park-&-Choose Strategy

Table 4.5: Level Three Interventions Retained after Detailed Appraisal

Ref No

Title of Intervention

D14

A9 upgrading from Dunblane to Inverness

D15

Rail Enhancements on the Highland Mainline between Perth and Inverness

D16

Upgrade A96 to Dual Carriageway between Inverness and Nairn

D17

Rail Service Enhancements between Aberdeen and Inverness

D18

Rail Enhancements between Aberdeen and the Central Belt

D19

Dundee Northern Relief Road

D21

Grangemouth Road and Rail Access Upgrades

D22

Edinburgh to Glasgow Rail Improvements Programme

D23

Rail Enhancements in the East of Scotland

D24

Targeted Road Congestion / Environmental Relief Schemes

D25

West of Scotland Strategic Rail Enhancements

D27

Rail Enhancements between Inverclyde/Ayrshire and Glasgow

D28

Upgrade Edinburgh Haymarket Public Transport Interchange

D29

Enhancements to Rail Freight between Glasgow and the Border via West Coast Mainline

D30

Light Rapid Transit connections between Fife and Edinburgh

D31

Inverkeithing to Halbeath Rail Line