Transport Scotland Scottish Trunk Road Infrastructure Project Evaluation Evaluation Report for Trunk Road Projects Opened between April 07 and March 09

3 EVALUATION SUMMARY

The projects that opened between April 07 and March 09 consist of two bypass projects, seven carriageway improvements and a junction improvement. A summary of the evaluations is provided below.

Full details of the evaluations for the projects are provided in Appendix A.

3.1 Network Traffic

Traffic Volumes

Comparison Between Pre and Post Opening Traffic Flows

The Annual Average Daily Traffic (AADT) flows pre and post project opening on the key routes of the bypass projects are shown in Table 3.1a.

Table 3.1a: Bypass Projects - ATC Data

Table 3.1a: Bypass Projects - ATC Data

Project	AADT by Year
	2007	2008	2009	2010	2011
A68(T) Dalkeith Bypass
Bypass (North)	-	Year of Opening	10,492	10,580	11,615
Bypass (South)	-		8,675	8,935	10,030
Bypassed Route (within Dalkeith)	15,589	Year of Opening	8,461	8,582	9,416
A876(T) Clackmannanshire Bridge
Bridge	-	Year of Opening	14,396	14,272	14,878
Bypassed A977 (within Kincardine)	14,586	Year of Opening	3,240	4,134	3,346

The comparison between pre and post opening traffic flows for the bypass projects indicates that whilst the total volume of traffic in the study area has increased following the opening of the projects, the bypassed routes have experienced a significant decrease in traffic flow as a result of traffic transferring to the bypasses.

The AADT flows pre and post project opening on the main route of the carriageway and junction improvement projects are shown in Table 3.1b.

Table 3.1b: Carriageway and Junction Improvement Projects - ATC Data

Table 3.1b: Carriageway and Junction Improvement Projects - ATC Data

Project	AADT by Year
	2007	2008	2009	2010	2011
A75(T) Barfil to Bettyknowes	9,072	Year of Opening	9,034	8,681	8,650
A75(T) Newton Stewart	4,536	Year of Opening	4,438	4,363	4,307
A75(T) Planting End to Drumflower	6,904	Year of Opening	6,708	6,837	6,826
A9(T) Ballinluig Junction Imp.	13,849	Year of Opening	13,705	13,463	13,311
A9(T) Helmsdale Phase 2	2,068	Year of Opening	2,084	1,936	-
A77(T) Haggstone	3,164	Year of Opening	3,079	3,113	3,066
A77(T) Glen App
A76(T) Glenairlie	3,416	3,415	Year of Opening	3,397	3,118

The comparison between pre and post opening traffic flows for the carriageway and junction improvement projects indicates that all experienced a decrease in traffic flows over the period 2007 to 2010/11.

Given the nature of these projects, changes in post opening traffic levels are not likely to be as a consequence of the improvements and, in part, are likely to be as a result of reductions in traffic volumes across the wider trunk road network in recent years (the reduction between 2009 and 2010 was around 2%) due to the economic downturn.

Comparison Between Predicted and Actual Traffic Flows

A summary of the actual and predicted traffic data on key routes of the bypass projects is shown in Table 3.2a.

Table 3.2a: Bypass Projects - Traffic Analysis Summary

Table 3.2a: Bypass Projects - Traffic Analysis Summary

Project	Actual AADT*	Model Growth Scenario	Predicted AADT	(Predicted - Actual) / Actual
A68(T) Dalkeith Bypass
Bypass (North)	10,492	Alternative Model	10,755	2.5%
Bypass (South)	8,675		8,527	-1.7%
A876(T) Clackmannanshire Bridge
Bridge	14,396	60/40	20,833	44.7%
Bypassed A977 (north of Kincardine)	4,562		1,067	-76.6%

* based on first full year of ATC data available after project opening

The comparison between predicted and actual AADT flows for the bypass projects indicates that the actual flows on key routes within the Dalkeith Bypass study area are generally in line with predictions.

There are significant variations between the predicted and actual AADT flows on key routes within the Clackmannanshire Bridge study area, which suggests that the forecast increase in strategic trips using the bridge has not yet occurred.

A summary of the actual and predicted traffic data on the main route of the carriageway and junction improvement projects is shown in Table 3.2b.

Table 3.2b: Carriageway and Junction Improvement Projects - Traffic Analysis Summary

Table 3.2b: Carriageway and Junction Improvement Projects - Traffic Analysis Summary

Project	Actual AADT*	Model Growth Scenario	Predicted AADT	(Predicted - Actual) / Actual
A75(T) Barfil to Bettyknowes	9,034	60/40	10,747	19.0%
A75(T) Newton Stewart	4,438	60/40	5,538	24.8%
A75(T) Planting End to Drumflower	6,708	60/40	7,490	11.7%
A9(T) Ballinluig Junction Imp.	13,705	Central	12,709	-7.3%
A9(T) Helmsdale Phase 2	2,084	Average of Low & High	1,941	-6.9%
A77(T) Haggstone	3,079	60/40	3,523	14.4%
A77(T) Glen App
A76(T) Glenairlie	3,397	60/40	3,438	1.2%

* based on first full year of ATC data available after project opening

The comparison between predicted and actual AADT flows for the carriageway and junction improvement projects indicates that the majority of predictions are within the National Audit Office's threshold of +/-20%, which suggests that the modelling techniques used for appraising these types of projects are generally appropriate.

The exception to this is the A75(T) Newton Stewart project, where it can be seen that the predicted flow is around 25% higher than the actual flow.

It is considered that the variations between predicted and actual flows on the A75(T) and A77(T) routes have arisen from a combination of the general fall in traffic volumes in recent years across the wider trunk road network due to the economic downturn and changes in Sea Ferry operations. An overall reduction in the total number of cars using the ferry services may also have contributed to observed flows being lower than forecast (Ref. Scottish Transport Statistics No 29: 2010 Edition).

Carriageway Standard Assessment

In order to satisfy the projects' objectives, a higher standard of carriageway has been constructed (generally as part of a series of improvements along the route), providing increased overtaking opportunities to help reduce platooning, reduce journey times and improve journey time reliability.

An assessment of the carriageway standard according to TA 46/97 - Economic Assessment and Recommended Flow Ranges for New Rural Road Links, which applied at the time of the projects' design, is shown in Table 3.3 based on the opening (or nearest to opening) year flow.

Table 3.3: All Projects - Assessment of Carriageway Standard (TA 46/97)

Table 3.3: All Projects - Assessment of Carriageway Standard (TA 46/97)

Project	Actual AADT*	TA 46/97 Standard	Constructed Standard
A75(T) Barfil to Bettyknowes	9,034	Wide Single 2-Lane	Wide Single 2+1
A75(T) Newton Stewart	4,438	Single 2-Lane	Differential Acceleration Lane
A75(T) Planting End to Drumflower	6,708	Wide Single 2-Lane	Wide Single 2+1
A9(T) Ballinluig Junction Imp.	Not appropriate
A9(T) Helmsdale Phase 2	2,084	Single 2-Lane	Single 2-lane & Climbing Lane
A68(T) Dalkeith Bypass	8,675 to 10,492	Single 2-Lane	Single 2-Lane & Climbing Lane
A876(T) Clackmannanshire Bridge	14,396	Wide Single 2-Lane	Wide Single 2+1
A77(T) Haggstone	3,079	Single 2-Lane	Climbing Lane
A77(T) Glen App	3,079	Single 2-Lane	Wide Single 2-Lane
A76(T) Glenairlie	3,397	Single 2-Lane	Wide Single 2+1

* based on first full year of ATC data available after project opening

There are no specific flow ranges for the justification of a wide single 2+1, differential acceleration lane or climbing lane given in TA 46/97 and, given the projects' objectives and nature of traffic on a number of the routes, the constructed carriageway standards are considered appropriate.

Overtaking Opportunities

Six projects in this report have objectives relating to Overtaking - the A75(T) Barfil to Bettyknowes, A75(T) Newton Stewart, A75(T) Planting End to Drumflower, A77(T) Haggstone, A77(T) Glen App and A76(T) Glenairlie projects.

Comparison Between Pre and Post Opening Overtaking Opportunities

For the three projects where pre opening overtaking survey information was available, a summary of the level of overtaking pre and post opening is shown in Table 3.4.

Table 3.4: All Projects - Level of Overtaking Summary

Table 3.4: All Projects - Level of Overtaking Summary

Project	Dir'n of Dedicated O'taking	Pre Opening				Post Opening
		AM Survey Period		PM Survey Period		AM Survey Period		PM Survey Period
		N'bd	S'bd	N'bd	S'bd	N'bd	S'bd	N'bd	S'bd
A77(T) Haggstone	N'bd	18%	10%	21%	12%	44%	11%	45%	8%
A77(T) Glen App	N'bd & S'bd	20%	14%	20%	19%	26%	20%	17%	21%
A76(T) Glenairlie	N'bd & S'bd	8%	10%	14%	22%	28%	31%	33%	28%

The comparison indicates that the A77(T) Haggstone, A77(T) Glen App and A76(T) Glenairlie projects have increased the number of overtaking manoeuvres in the direction of the dedicated overtaking opportunity, which helps disperse vehicle platoons.

Post Opening Overtaking Opportunities

Post opening overtaking survey information was also collected for two projects where no pre opening data was available - the A75(T) Barfil to Bettyknowes and A75(T) Planting End to Drumflower projects. The post opening information for these projects suggests that platoons were dispersed in the direction of the dedicated overtaking opportunity.

The impact of the A75(T) Newton Stewart project on overtaking has been based on the evaluation of A75(T) Barfil to Bettyknowes and A75(T) Planting End to Drumflower projects implemented as part of a wider Route Action Plan.

The provision of the Differential Acceleration Lane in the westbound direction of travel is judged to have a positive impact on the number of overtaking manoeuvres in this direction. The impact in the eastbound direction, over which overtaking is restricted, is unlikely to be significant given that vehicles are likely to be slowing on approach to the A75(T)/A714 roundabout at the eastern extent of the project.

Travel Times

Eight projects in this report have objectives relating to travel times - the A75(T) Barfil to Bettyknowes, A75(T) Newton Stewart, A75(T) Planting End to Drumflower, A9 Ballinluig Junction, A68 Dalkeith Bypass, A77(T) Haggstone, A77(T) Glen App and A76(T) Glenairlie projects.

Comparison Between Pre and Post Opening Travel Times

Pre and post opening travel time information was available for four projects.

A comparison of pre and post opening travel times on key routes within the A68(T) Dalkeith Bypass project study area indicates time savings of around 2 to 4 minutes for vehicles using the bypass, whilst travel times on the bypassed route through Dalkeith remain largely unchanged.

Mean vehicle speeds for the A77(T) Haggstone, A77(T) Glen App and A76(T) Glenairlie projects have been estimated from the information collected as part of the pre and post opening overtaking surveys as a proxy for travel times. A comparison of the survey data indicates that the mean vehicle speeds in both directions of travel over the extents of the A77(T) project survey sites remain largely unchanged and mean speeds over the extents of the A76(T) project survey site have increased.

Based on the evaluation of other projects providing dedicated overtaking opportunities in the same geographic region, it is likely that the A75(T) Barfil to Bettyknowes, A75(T) Newton Stewart and A75(T) Planting End to Drumflower projects will have improved journey times in the direction of the dedicated overtaking opportunity.

Whilst post opening travel times have not been measured for the A9(T) Ballinluig junction, it can be expected that journey times will have reduced as a result of the grade separated junction on the A9(T) and the removal of the temporary 50mph speed limit within the vicinity of the junction.

Comparison Between Predicted and Actual Travel Times

A comparison between predicted and actual travel times has been undertaken for the A68(T) Dalkeith Bypass and indicates that the predicted AM peak northbound journey times are consistent with the actual journey times on the A68(T) Dalkeith Bypass and on the bypassed route through Dalkeith.

Predicted AM peak journey times are significantly longer than actual times on the A720(T) Edinburgh City Bypass and this may be due to improvements implemented at Sheriffhall Roundabout in 2008 that were not considered as part of the original modelling of the project.

3.2 Environment

Review of Environmental Mitigation Measures

The environmental mitigation measures contained in the environmental reports, produced at the time the projects were originally assessed, have been examined and compared against the actual measures put in place.

The review of mitigation measures confirmed that the majority of measures committed within the Environmental Statements were in place and were providing appropriate levels of mitigation.

Whilst some variations from the proposed mitigation measures had been identified, these were not considered to have had a material detrimental impact on the general integration of the project into its surrounding.

Areas that require maintenance were identified as part of the environmental mitigation measures review undertaken for A68(T) Dalkeith project.

Noise and Air Quality

An evaluation of noise and air quality has been undertaken for those projects in which a significant impact on noise and air quality was predicted during the appraisal process, i.e. the A68(T) Dalkeith Bypass and A876(T) Clackmannanshire Bridge projects.

The removal of traffic and congestion from within Dalkeith and Kincardine will have reduced local noise levels and improved air quality in the towns.

Noise surveys were undertaken for the A68(T) Dalkeith Bypass project between January and March 2009 to assess the level of noise impact on properties within the vicinity of the bypass and to establish whether any noise insulation measures were required. The surveys indicated that of the twenty-one properties identified as potentially being subject to changes in noise levels as a result of the project:

• fourteen had experienced a reduction in ambient noise levels;
• five had experienced a slight to moderate increase in ambient noise levels, although the increase in noise was within acceptable limits; and
• two had experienced a substantial increase in ambient noise levels and an acoustic barrier was provided to reduce levels to acceptable limits.

None of the properties identified satisfied the criteria where noise insulation compensation would be required.

Noise surveys were undertaken for the A876(T) Clackmannanshire Bridge project during 2003 and 2009 to confirm the impact of the project on noise levels and compare post opening levels with those predicted during the project's preparation.

Whilst the surveys indicated that noise levels for some properties were higher than predicted, it was acknowledged that the properties were experiencing a significant improvement in noise levels and that the higher than predicted levels could not be attributed to the design of the project.

It is likely that the impact on noise and air quality along the A876(T) corridor in the vicinity of the Clackmannanshire Bridge will be less than predicted due to lower flows using the bridge than forecast during the project's preparation.

3.3 Safety

Accidents

Comparison between Pre and Post Opening Personal Injury Accident Numbers

A summary of the personal injury accident data for all projects is shown in Table 3.5.

Table 3.5: All Projects - Personal Injury Accident Data Summary

Table 3.5: All Projects - Personal Injury Accident Data Summary

Project	3 Years Before				1 Year After
	Fatal	Serious	Slight	Total	Fatal	Serious	Slight	Total
A75(T) Barfil to Bettyknowes	0	0	1	1	0	0	0	0
A75(T) Newton Stewart	0	1	1	2	0	0	0	0
A75(T) Planting End to Drumflower	0	0	2	2	0	0	0	0
A9(T) Ballinluig Junction Imp. *	1	2	0	3	0	0	0	0
A9(T) Helmsdale Phase 2 **	0	2	3	5	0	0	1	0
A68(T) Dalkeith Bypass **	0	9	48	57	0	2	13	15
A876(T) Clackmannanshire Bridge **	2	3	11	16	0	0	2	2
A77(T) Haggstone	0	0	1	1	0	0	0	0
A77(T) Glen App	0	0	0	0	0	0	1	1
A76(T) Glenairlie	1	1	2	4	0	0	1	1

* values are totals for A9(T) & A827; ** 1 year after values include bypassed routes

For the majority of projects examined in this report, the numbers of personal injury accidents recorded in the 1 year after opening (and their severity) are lower than those recorded during the 3 years before opening.

The one exception is the A77(T) Glen App project, where one slight personal injury accident occurred in the 1 year period following project opening compared with no personal injury accidents in the 3 years before opening. A review of the personal injury accident data suggests that the accident was not attributable to the design or layout of the A77(T) Glen App project.

Road Safety Audits

Stage 4 Road Safety Audit (RSA) reports are available for the majority of projects opened between April 07 and March 09. The one exception is the A76(T) Glenairlie project, where the completion of the RSA is awaited.

The findings are summarised within the evaluations presented in Appendix A and generally indicate that the projects are operating safely.

Although concerns surrounding vehicle speeds were raised as part of the RSA for the A75(T) Planting End to Drumflower project, there is no evidence to suggest that the project is not operating safely.

3.4 Economy

Transport Economic Efficiency

The comparison between predicted and actual traffic flows and travel times, presented in section 3.1, can be considered a proxy for whether the predicted economic benefits of the projects are likely to be realised.

A qualitative evaluation of the benefits, relative to those predicted, is summarised in Table 3.6.

Table 3.6: All Projects - Qualitative Evaluation of Benefits

Table 3.6: All Projects - Qualitative Evaluation of Benefits

Project	Benefits (Relative to Predicted)	Within Acceptable Limits?
A75(T) Barfil to Bettyknowes		Yes
A75(T) Newton Stewart		No
A75(T) Planting End to Drumflower		Yes
A9(T) Ballinluig Junction Imp.		Yes
A9(T) Helmsdale Phase 2		Yes
A68(T) Dalkeith Bypass		Yes
A876(T) Clackmannanshire Bridge		No
A77(T) Haggstone		Yes
A77(T) Glen App
A76(T) Glenairlie		Yes

actual lower than predicted (over predicted)

actual higher than predicted (under predicted)

actual as predicted

Due to external factors that could not have readily been foreseen at the time of the assessments, such as the economic downturn, there is a tendency for predicted flows to be overestimated. Whilst this may have resulted in the over-prediction of economic benefits for seven of the projects that opened between April 07 and March 09, the comparison between predicted and actual traffic flows and travel times for the majority of projects is within acceptable limits.

3.5 Integration

Two projects in this report have objectives that relate to Integration - the A9(T) Ballinluig Junction Improvement (Policy Integration) and the A876(T) Clackmannanshire Bridge (Transport Integration, Transport & Land-use Integration and Policy Integration) projects.

Whilst the Local Plan, relevant at the time that the Ballinluig Junction Improvement project was progressed, does not contain any Local Government policies specific to project, the project supports Central Government policy through its objective of reducing fatal and serious accidents.

The Clackmannanshire Bridge project supports:

• the improvement of local and strategic bus services serving the Clackmannanshire and wider Central Scotland area.
• the integration of land use and transport planning as the bridge was built within the vicinity of brownfield sites (identified within the Clackmannanshire Council Structure Plan) to facilitate the regeneration and re-use of the sites for strategic employment.
• Local and Central Government policy through the provision of improved transport links to services and employment and wider policy in respect of social inclusion through lower and more reliable journey times.

3.6 Accessibility & Social Inclusion

Three projects in this report have objectives that relate to Accessibility & Social Inclusion - the A9(T) Ballinluig Junction Improvement, the A876(T) Clackmannanshire Bridge and the A76(T) Glenairlie projects.

Community and Comparative Accessibility

Observations from the environmental mitigation site visits indicate that the A9(T) Ballinluig Junction Improvement, the A876(T) Clackmannanshire Bridge and the A76(T) Glenairlie projects incorporate measures for both cyclists and pedestrians.

The A876(T) Clackmannanshire Bridge contributes positively towards reducing social exclusion within the local and wider region through improved access to employment and education opportunities, healthcare, shopping and leisure facilities.

Examination of available data indicates that bus services, which provide access for disabled travellers, operate via the Clackmannanshire Bridge to regional healthcare facilities within the Clackmannanshire area.

Cycle Audits

The Stage 2 Cycle Audit for the A76(T) Glenairlie project notes, but does not confirm, implementation of cycle tracks in both verges and utilisation of sections of old road where possible. On site observations have confirmed that a shared cycle and pedestrian facility has been provided that utilises the redundant section of the bypassed A76.

3.7 Cost to Government

Investment Costs

Comparison Between Predicted and Out-turn Costs

The out-turn and predicted costs for all projects are shown in Table 3.7.

The costs are presented in either mid 1998 prices discounted to 1998 at 3.5% or mid 2002 prices discounted to 2002 at 3.5%, depending on the 'present value year' used in the pre‑tender economic assessment.

Table 3.7: All Projects - Project Cost Summary

Table 3.7: All Projects - Project Cost Summary

Project	Project Cost		Difference (Out-turn - Pred)
	Out-turn	Predicted
Mid 1998 prices discounted to 1998 at 3.5%
A75(T) Barfil to Bettyknowes	£7,889,543	£6,889,094	£1,010,449 (15%)
A75(T) Newton Stewart
A75(T) Planting End to Drumflower
A9(T) Helmsdale Phase 2	£4,003,546	£4,070,280	-£66,734 (-2%)
A876(T) Clackmannanshire Bridge	£73,777,589	£77,183,890	-£3,406,301 (-5%)
A77(T) Haggstone	£11,486,943	£14,736,160	-£3,249,257 (-22%)
A77(T) Glen App
A76(T) Glenairlie	£3,125,035	£2,812,183	£312,851 (11%)
Mid 2002 prices discounted to 2002 at 3.5%
A9(T) Ballinluig Junction Imp.	£11,327,012	£9,245,528	£2,081,485 (23%)
A68(T) Dalkeith Bypass	£29,421,520	£26,480,007	£2,941,512 (11%)

Of the seven comparisons between predicted and actual costs presented in this report, four have an actual project cost higher than the predicted cost.

Taken collectively, the projects evaluated using a 1988 present value year have a total actual cost of £100.3m compared to a total predicted cost of £105.7, which represents a total overall over prediction of £5.4m.

For the projects evaluated using a 2002 present value year, taken collectively, these have a total actual cost of £40.7m compared to a total predicted cost of £35.7m, which represents a total overall under prediction of £5.0m.

3.8 Value for Money

A summary of the value for money for all projects is shown in Table 3.8 based on the qualitative evaluation of economic benefits and quantitative evaluation of project costs presented in sections 3.4 and 3.7 respectively.

Table 3.8: All Projects - Value for Money Summary

Table 3.8: All Projects - Value for Money Summary

Project	Predicted		Actual (Relative to Predicted)
	NPV (£m)	BCR	Benefits	Project Costs	Value for Money
A75(T) Barfil to Bettyknowes	2.42	3.9
A75(T) Newton Stewart
A75(T) Planting End to Drumflower
A9(T) Ballinluig Junction Imp.	9.92	1.95
A9(T) Helmsdale Phase 2	2.27	1.65
A68(T) Dalkeith Bypass	-4.42	0.88
A876(T) Clackmannanshire Bridge	41.27	1.53
A77(T) Haggstone	-9.69	0.54
A77(T) Glen App
A76(T) Glenairlie	0.09	1.02

actual lower than predicted (over predicted)

actual higher than predicted (under predicted)

actual as predicted

Based on the evaluation of economic benefits and project costs, it is likely that two projects will deliver value for money over and above that predicted at the time of assessment and that the combined value for money of two projects will be as expected.

The NPV and BCR presented in the table above for the A68(T) Dalkeith Bypass project relates to the alternate model (that better reflects the improvements that were implemented within Dalkeith town centre), which may be greater than predicted at the time of assessment. This will not have affected the decision to proceed with the project as the main model developed during the preparation of the project (which reflected current thinking at the time in regards to improvements within Dalkeith) would have continued to provide value for money.

Whilst the remaining four evaluations indicate that the value for money is unlikely to be as great as predicted, it is judged that the projects will continue to provide a benefit to road users.

3.9 Achievement of Objectives

Initial Indications

Table 3.9 provides an indication of how the projects that opened between April 07 and March 09 are progressing towards achieving their objectives.

Table 3.9: All Projects - Progress Towards Achieving Objectives

Table 3.9: All Projects - Progress Towards Achieving Objectives

Project	Progress
A75(T) Barfil to Bettyknowes	Four objectives were set, which cover the project's operational performance and the Safety criterion. Progress towards all four objectives has been positive. The provision of the wide single 2+1 lane carriageway is judged to have a positive impact on the number of overtaking manoeuvres in the westbound direction and, as a result, is likely to reduce improve journey time reliability in this direction.
A75(T) Newton Stewart	Four objectives were set, which cover the project's operational performance and the Safety criterion. Progress towards all four objectives has been positive. The provision of the differential acceleration lane can be expected to help disperse platoons in the westbound direction and, as a result, is likely to reduce improve journey times in this direction.
A75(T) Planting End to Drumflower	Four objectives were set, which cover the project's operational performance and the Safety criterion. Progress towards all four objectives has been positive. The provision of the wide single 2+1 lane carriageway is judged to have a positive impact on the number of overtaking manoeuvres in the eastbound direction and, as a result, is likely to reduce improve journey time reliability in this direction.
A9(T) Ballinluig Junction Imp.	Nine objectives were set, which cover the project's operational performance and the following criteria: Environment, Safety, Integration, Accessibility & Social Inclusion and Value for Money. Progress towards all nine objectives has been positive.
A9(T) Helmsdale Phase 2	Six objectives were set, which cover the project's operational performance and the following criteria: Environment and Safety. Progress towards all six objectives has been positive.
A68(T) Dalkeith Bypass	Six objectives were set, which cover the project's operational performance and the following criteria: Environment, Safety, Economy and Value for Money. Progress towards five of the objectives has been positive. Progress towards the objective relating to value for money cannot be confirmed.
A876(T) Clackmannanshire Bridge	Ten objectives were set, which cover the following criteria: Environment, Safety, Economy, Integration, Accessibility & Social Inclusion and Value for Money. Progress towards seven of the objectives has been positive. Progress towards the objective relating to value for money cannot be confirmed. It cannot be confirmed that the improvement in transport links to employment, education and health for vulnerable groups to promote social inclusion has been maximised. The objective relating to protecting and improving the environment may not be achieved.
A77(T) Haggstone	Five objectives were set, which cover the project's operational performance and the following criteria: Environment, Safety and Value for Money. Progress towards four of the objectives has been positive. The objective relating to value for money cannot be confirmed.
A77(T) Glen App	Five objectives were set, which cover the project's operational performance and the following criteria: Environment, Safety and Value for Money. Progress towards four of the objectives has been positive. The objective relating to value for money cannot be confirmed.
A76(T) Glenairlie	Six objectives were set, which cover the project's operational performance and the following criteria: Environment, Accessibility & Social Inclusion and Value for Money. Progress towards five of the objectives has been positive. The objective relating to value for money cannot be confirmed.

Although progress could not be confirmed for six objectives (five of which relate to Value for Money), the initial indication is that the majority of objectives may be achieved.

Overall, it can be concluded that the projects that opened between April 07 and March 09 are generally progressing towards achieving their objectives.