Notice of Meeting & Agenda

NOTICE OF MEETING & AGENDA

Stirling & Clackmannanshire City Region Deal Joint Committee

AGENDA

Tuesday 5 October 2021 at 2.30 pm

The meeting will be held via MS Teams.

(For further information contact David McDougall, Governance Officer – mcdougalld@stirling.gov.uk)

Stirling & Clackmannanshire City Region Deal Joint Committee AGENDA Page Nos.

1.0 Apologies and substitutions ‐

2.0 Declaration of interests ‐ 2.1 Members should declare any financial and non‐financial interests they have in the items of business for consideration, identifying the relevant agenda item and the nature of their interest.

3.0 Urgent business 3.1 To be confirmed by the Chair -

4.0 Previous minutes 4.1 Minute of the Meeting of the Stirling & Clackmannanshire City Region 01 ‐ 08 Deal Joint Committee 7 September 2021 (Copy herewith)

5.0 Forward planning 5.1 Joint Committee Rolling Actions Log ‐ Report (Copy herewith) 09 ‐ 10

5.2 Joint Committee Forward Plan ‐ Report (Copy herewith) 11 ‐ 12

6.0 Items for Consideration 6.1 CRD Project Performance Dashboard 13 ‐ 20 submitted by John Craig, Interim Head, Regional Project Management Office ‐ Report (Copy herewith)

6.2 Walk, Cycle, Live Stirling – Full Business Case 21 ‐ 196 submitted by David Hopper, Sustainable Development Manager (Stirling Council) ‐ Report (Copy herewith)

6.3 Live Broadcast of CRD Joint Committee Meetings 197 ‐ 202 submitted by Julia McAfee – Chief Officer – Governance (Stirling Council) ‐ Report (Copy herewith)

Stirling & Clackmannanshire City Region Deal Joint Committee

Joint Committee Membership

Clackmannanshire Council Stirling Council University of Stirling

Councillor Ellen Forson (Vice‐ Councillor Scott Farmer (Co‐ Mr Graeme Duff Chair) Chair)

Councillor Martha Benny Councillor Chris Kane (Co‐Chair) Ms Eileen Schofield

Councillor Kenneth Earle Councillor Neil Benny Professor Leigh Sparks

Further information

The agenda, minutes and public reports for this meeting can be viewed online at www.stirling.gov.uk

Stirling & Clackmannanshire City Region Deal Joint Committee

Agenda Item: 4.1 MINUTES

MINUTES of MEETING of the STIRLING AND CLACKMANNANSHIRE CITY REGION DEAL JOINT COMMITTEE held via MS Teams on 7 September 2021 at 2.30 pm

Present

Councillor Martha Benny Councillor Neil Benny Councillor Kenneth Earle Councillor Scott Farmer (In the Chair) Councillor Ellen Forson Councillor Chris Kane Eileen Schofield

In Attendance

Jim Boyle, Chief Officer – Finance, Stirling Council Carol Beattie, Chief Executive, Stirling Council Nikki Bridle, Chief Executive, Clackmannanshire Council John Craig, Interim Head of Regional Programme Management Office Martin Dalziel, Team Leader, External Communications, Stirling Council Graeme Forrester, Lead Solicitor – Governance, Stirling Council Emma Fyvie, Economic Development, Clackmannanshire Council David Hopper, Public Transport and Sustainable Development Manager, Stirling Council Pete Leonard, Strategic Director (Place), Clackmannanshire Council Julia McAfee, Chief Officer – Governance, Stirling Council Stuart Oliver, Senior Manager, Economic Development, Stirling Council Dr John Rogers, Executive Director, Research & Innovation Services, University of Stirling David McDougall, Governance Officer, Stirling Council (minutes)

CRD116 APOLOGIES AND SUBSTITUTIONS

Apologies for absence were submitted on behalf of Fiona Colligan (Clackmannanshire Council) and Brian Roberts (Stirling Council).

CRD117 DECLARATIONS OF INTEREST None.

CRD118 URGENT BUSINESS None. 2

CRD119 MINUTES – JOINT COMMITTEE MEETING 6 JULY 2021 The minutes of the meeting of the Stirling and Clackmannanshire City Region Deal Joint Committee held on 6 July 2021 were submitted for approval. Decision The minutes of the meeting of the Stirling and Clackmannanshire City Region Deal Joint Committee held on 6 July 2021 were agreed as a correct record.

CRD120 FORWARD PLANNING (a) JOINT COMMITTEE ROLLING ACTION LOG

The Joint Committee Rolling Action Log was submitted for information. The log had been reviewed and updated to remove completed actions and provided comment on outstanding actions. Decision The Joint Committee agreed to note the content of the Rolling Action Log.

(b) JOINT COMMITTEE FORWARD PLAN

A list of items on the Joint Committee Forward Plan was submitted for information. Decision The Joint Committee agreed to note the items on the Joint Committee Forward Plan.

CRD121 CRD JOINT COMMITTEE STANDING ORDERS AND TERMS OF REFERENCE REVIEW

The Joint Committee Standing Orders set out a requirement for an annual review of the Standing Orders. The report confirmed that the review had taken place and presented Joint Committee with a number of proposed amendments to the Standing Orders for approval.

The proposed amendments related in the main to ensuring parity in the membership of the partners on the Joint Committee by increasing the number of representatives from the University of Stirling, and at the same time removing private sector representation, reflecting the private sector role on the Stirling and Clackmannanshire Regional Economic Advisory Board (SCREAB) and Regional Economic Forum (REF). Tracked changes amendments to Standing Orders 6 Definitions, 11 Membership, 19 Substitutions, 21 Quorum and Appendix 1 Terms of Reference, were attached as an appendix to the report. It was proposed that the membership of the Joint Committee be amended to comprise the following members, all of whom would be voting members:-

 3 elected members of Stirling Council (being the Leader, Depute Leader and Leader of Opposition), with Stirling Council having also appointed 3 substitute members; 3

 3 elected members of Clackmannanshire Council (being the Leader of the Council and the Leaders of the other two political groups), with Clackmannanshire Council having also appointed 3 substitute members; and

 3 representatives of the University of Stirling. A number of other changes were required as a consequence, to Standing Orders 19 Substitutions and 21 Quorum, as set out within the appendix to the report.

Motion That the Joint Committee agrees:- 1. to note that a review of Standing Orders has taken place; and 2. the proposed amendments as set out in the report and marked as tracked changes in appendix 2 to the report, which will take effect from 8 September 2021. Moved by Councillor Scott Farmer, seconded by Councillor Ellen Forson

Amendment That the Joint Committee agrees:- 1. to note that a review of Standing Orders has taken place; and 2. the proposed amendments as set out in the report and marked as tracked changes in appendix 2, with the exception of all proposed changes in Committee membership relating to the removal of the private sector representatives and any subsequent or consequential changes as a result of that proposal. Moved by Councillor Neil Benny, seconded by Councillor Martha Benny

On the roll being called, the Members present voted as follow:-

For the Amendment (2) Councillor Martha Benny Councillor Neil Benny

Against the Amendment (5) Councillor Earle Councillor Farmer Councillor Forson Councillor Kane Eileen Schofield

The Amendment fell by 5 votes to 2 votes.

On the roll being called for the Motion, the Members present voted as follows:-

For the Motion (5) Councillor Earle Councillor Farmer Councillor Forson Councillor Kane Eileen Schofield

Stirling & Clackmannanshire City Region Deal Joint Committee 4

Against the Motion (2) Councillor Martha Benny Councillor Neil Benny

Decision

The Motion was carried by 5 votes to 2 and accordingly, the Joint Committee agreed:-

1. to note that a review of Standing Orders had taken place; and 2. the proposed amendments as set out in the report and marked as tracked changes in appendix 2 to the report, which would take effect from 8 September 2021.

CRD122 SCREAB BOARD AND REF BOARDS

This report updated Joint Committee on progress with establishing the Stirling and Clackmannanshire Regional Economic Advisory Board (SCREAB) and Regional Economic Forum (REF). The formation of SCREAB and REF was underway with letters to those organisations set out within the terms of reference for both having already been sent, asking for nominations to be made. Confirmation of those nominations was expected by 10 September 2021.

Private Sector membership would be determined through an open application process managed by the RPMO, on behalf of Joint Committee. It was proposed that the acting RPMO publish an open invitation for expressions of interest to private sector representatives setting out the purpose of SCREAB and what would be required of members.

It was proposed that this invitation for expressions of interest would be published widely through Stirling and Clackmannanshire business networks and with partner agencies. Informal discussions would be held with those expressing an interest and six members selected. It was envisaged that this process could be concluded in early to mid-October 2021.

In response to a query from a Member, it was agreed that those involved in the private sector membership recruitment process for SCREAB would be set out clearly for reference.

As set out within the SCREAB terms of reference, the Chair and Vice Chair would be private sector members. A Chair and Vice Chair would be nominated from the pool of six selected members (four private sector and two Small to Medium Enterprises (SMEs) split equally between both Council areas) and Joint Committee endorsement would be sought on this as soon as possible thereafter.

Two elected members, one from each local authority, were also required to sit on SCREAB. Members were asked to appoint two members and up to two substitutes on this basis.

Stirling & Clackmannanshire City Region Deal Joint Committee 5

Noting the requirement to appoint Elected Members to SCREAB, it was agreed that each local authority would follow-up with confirmed appointments to SCREAB following the meeting.

The report also recommended an amendment to section 3.3 of the terms of reference to state that two Third Sector Interface Representatives, one from each of Clackmannanshire Third Sector Interface and Stirling Voluntary Enterprise be made to ensure that third sector representation across the whole City Region Deal area was present on SCREAB at all times.

Decision

The Joint Committee agreed to:- 1. note progress with establishing SCREAB and REF; 2. approve the proposed method to enlist private sector membership onto SCREAB; 3. appoint two elected members, one from each local authority area, and up to two substitute members to SCREAB; and 4. approve the suggested change to the SCREAB Terms of Reference relating to third sector representation.

CRD123 SCOTLND’S INTERNATIONAL ENVIRONMENT CENTRE

Scotland’s International Environment Centre was a major project within the Innovation Investment Area of the Stirling and Clackmannanshire City Region Deal. The project would receive investment of up to £22m from the Scottish and UK Governments through the Deal and was expected to leverage a further £30m, creating a total project value of £52m. The Outline Business Case for the project was approved by Joint Committee in June 2021.

Following approval of the Outline Business Case, a Full Business Case for the project was developed. Confirmation had been received from the Scottish and UK Governments that the case continued to meet their requirements and that all outstanding issues had been addressed. The Full Business Case was presented to the Joint Committee for approval, in order that project delivery could commence.

As part of the City Region Deal partners’ consideration of the impacts of the COVID- 19 pandemic and the assessment of the potential contribution of Deal projects to regional economic and social recovery, it was agreed to prioritise development and delivery of Scotland’s International Environment Centre.

The project was divided into two phases, in order to accelerate those aspects that would most rapidly have a positive economic and social impact. Formal agreement to this phasing was secured from Clackmannanshire Council, the University of Stirling and the UK and Scottish Governments. The Full Business Case had been developed in accordance with the revised project structure.

Stirling & Clackmannanshire City Region Deal Joint Committee 6

Approval of the Full Business Case would enable project delivery to commence. The target date for commencement was September 2021, and the University of Stirling had continued making detailed preparations for beginning delivery of the project in parallel with the business case development process.

Approval of the Full Business Case would support the Joint Committee objective of beginning City Region Deal projects and the delivery of benefits for regional businesses, communities and citizens, as quickly as possible.

Decision The Joint Committee agreed to:- 1. approve the Full Business Case for Scotland’s International Environment Centre; and 2. note that, following approval, the project would proceed into delivery.

CRD124 STIRLING AND CLACKMANNANSHIRE CITY REGION DEAL – UPDATE ON THE BUSINESS CASE DEVELOPMENT PROCESS

This report summarised the current position of the Regional Programme Management Office (RPMO) and drew the attention of the Joint Committee to issues affecting the development, submission, revision, and approval of business cases which had led to substantial delays in the business case journey.

The Regional Programme Management Office (RPMO) had been significantly enhanced, hosted by Stirling Council on behalf of the Partnership in line with the paper approved at the Joint Committee meeting in May 2021. The RPMO had an Interim Head, Project Manager, Project Analyst and Admin Support Officer. A Finance Officer would join the RPMO in September.

It had been noted over several months that there were a number of issues affecting the development, submission, revision, and approval of business cases which had led to substantial delays in the business case journey. These issues were summarised as follows.

Delays in responding with feedback. There had been instances of delay in some business case development timelines, both with CRD delivery partners and at Government level. Short delays at the Government side could have a significant impact on decision at CRD level, while capacity issues within CRD delivery partners could affect the timelines agreed with Government for feedback to be provided. Both the CRD delivery partners and both Governments required to provide updates on timelines and to ensure business cases and feedback were provided consistently.

Additional queries submitted to areas unchanged from earlier iterations. CRD delivery partners had noted that feedback beyond the first round of comments could be returned with queries on areas previously assumed to be satisfactory. These subsequent comments caused further delay at CRD level. It was suggested that should a specified contact in Government be provided for each business case, these inconsistencies could be addressed directly.

Stirling & Clackmannanshire City Region Deal Joint Committee 7

Work was required to ensure that the importance of projects at CRD level, the processes involved in deciding on and delivering on the ground were appreciated at all levels. This could be achieved by designated champions for the CRD within both Governments.

Further issues highlighted by the delivery partners were the capacity within the RPMO, which impacted on the RPMO’s ability to be a “critical friend” during business case development; and existing capacity issues within the wider partnership to produce and revise business cases

Joint Committee was advised that it was undoubtedly the case that all partners had suffered from the effects of the coronavirus pandemic, which had negatively impacted on the duration of the business case journey for projects. Although there had been challenges, it was clear there was a willingness to work together at all levels to progress the Deal

The Chief Executives of Clackmannanshire and Stirling Councils provided Joint Committee with an assurance of the increased capacity which had been put in place at both Councils to take forward business case development in future. The Joint Committee representative from the University of Stirling also noted the significant investment which had been made by the University to ensure the delivery and production of business cases.

Decision The Joint Committee agreed:- 1. to note the issues highlighted and the impact they had on the business case journey; and 2. to receive regular feedback on issues in the business case journey in order that the appropriate action and intervention may occur.

The Chair declared the meeting closed at 3.15 pm

Stirling & Clackmannanshire City Region Deal Joint Committee 8 9

CITY REGION DEAL JOINT COMMITTEE ROLLING ACTIONS LOG

Date Report title Action Action Completion Comments owner date (expected) 26 5th Establishment Update regarding all Brian September Four people have now started working February of Regional RMPO posts. Roberts 2021 for the RPMO, with recruitment for the 2021 Programme Head of RPMO ongoing. Management Office (RPMO) 32 9th March Outcomes of To approve the proposal John January 2022 This is now scheduled for the January 2021 the Delegated to bring forward a paper Rogers Joint Committee Group Work on to November Joint Implementation Committee on an Plan Innovation Thematic Board to support the work of the Innovation Investment Strand

43 21st July Mod Forthside Update regarding status Brian March 2022 Still awaiting feedback from UK 2021 SBC of submission on Roberts Government. Strategic OBC to facilitate land transfer. 50 7th Update on the To receive regular RPMO On-going Ongoing September Business Case feedback on issues in the 2021 Development business case journey in Process order that the appropriate action and intervention may occur.

Stirling & Clackmannanshire City Region Deal Joint Committee 10 11

CITY REGION DEAL COGs and JOINT COMMITTEE - FORWARD PLAN

Meeting COGs due Date Title of Report Lead Officer Date

CRD Joint N/A as not Tuesday 2 Joint Committee Forward Plan John Craig Committee up to date November and Joint Committee Rolling RPMO 2021 Actions Log (Standing Item)

CRD Joint N/A as not Tuesday 7 Joint Committee Forward Plan John Craig Committee up to date December and Joint Committee Rolling RPMO 2021 Actions Log (Standing Item)

4th Business case for approval: Stuart Oliver November Regional Digital Hubs Strategic 2021 OBC

4th Business Justification Case for Emma Fyvie November approval: 2021 Flexible Skills Programme

4th Business Justification Case for Emma Fyvie November approval: 2021 Inclusion Workers and Investment Fund 4th Business case for approval: David Hopper November Active Travel Routes OBC 2021

CRD Joint N/A as not Tuesday 11 Dashboard (Standing Item) John Craig Committee up to date January 2022 RPMO

N/A as not Joint Committee Forward Plan John Craig up to date and Joint Committee Rolling RPMO Actions Log (Standing Item) 2nd Business case for approval: Stuart Oliver December Digital District (Cowie) FBC 2021

* Quarterly Dashboard to be submitted April, July, October and January (JC 09/03/21) 12

Meeting COGs due Date Title of Report Lead Officer Date

2nd Paper on an Innovation John Rogers December Thematic Board to support the 2021 work of the Innovation Investment Strand

CRD Joint N/A as not Tuesday 8 Joint Committee Forward Plan John Craig Committee up to date February 2022 and Joint Committee Rolling RPMO Actions Log (Standing Item) 10th of Business case for approval: John Rogers January National Aquaculture 2022 Technology and Innovation Hub (Aquaria) OBC 10th of Business case for approval: Stuart Oliver January Culture, Heritage and Tourism 2022 Programme OBC

CRD Joint N/A as not Tuesday 8 Joint Committee Forward Plan John Craig Committee up to date March 2022 and Joint Committee Rolling RPMO Actions Log (Standing Item) 31st of Business case for approval: Brian Roberts January MOD Forthside Strategic OBC 2022

31st of Business case for approval: Stuart Oliver January Culture, Heritage and Tourism 2022 Project 1 - BJC

* Quarterly Dashboard to be submitted April, July, October and January (JC 09/03/21) 13

REPORT

Meeting of Joint Committee 05 October 2021 Agenda Item: 6.1

City Region Deal Progress Report Dashboard

1. Executive summary

1.1 This Progress Report Dashboard has been produced for Joint Committee to provide a high- level summary of the status of the Deal. 1.2 The Dashboard will be provided to Joint Committee on a quarterly basis in meetings held on April, July, October and January each year. 1.3 The overall status of the Deal is Amber, which is the same as the previous quarter report which was shared in July. There are no actions required from Joint Committee.

Author: John Craig, Interim Head of RPMO

Email address: [email protected]; Telephone 07823 877959 14

2. Recommendations

2.1 Joint Committee is asked to note the progress made across the City Region Deal programme as shown in Appendix 1.

3. Background

3.1 This dashboard is being used across the City Region Deal’s governance structure to monitor progress across all aspects of the City Region Deal. It is updated monthly and shared with both Scottish and UK Governments. 3.2 A RAG (Red, Amber, Green) scale is assigned to each programme and project by the Delivery Partners and then reviewed by the Regional Programme Management Office (RPMO). 3.3 Table 1 below shows the guidelines that the RPMO uses when determining RAG status and hence actions required.

Table 1: RAG Status Guidelines

RAG Status Project/Programmes Action Required status

Green In line with business No management action required case/implementation plan and financial plan

Amber Project may be at risk to Management action is in place by senior management to meet deadlines if issues are address issues, and project is being closely monitored. not addressed.

Red Project is at risk to miss Immediate action is required by senior management and scheduled completion date. relevant partner Programme Boards as appropriate to address issues. Issues may require to be highlighted to Government.

4. Main report

4.1 The Dashboard is shown in Appendix 1. The overall status of the City Region Deal is ‘Amber’. There are no actions required from Joint Committee.

5. Additional Information

5.1 None

6. Financial Impact

6.1 The overall financial status of the City Region Deal programme is shown on Page 3 of the Dashboard and shows a forecast under-claim for 2021/22 of £4.3m.

7. Alignment with sustainable, inclusive growth ambitions

7.1 There are no impacts on equalities relating to this report. Inclusion is a key driver for the City Region Deal. Business cases for projects will demonstrate how they will reduce inequalities and tackle the inclusion challenges specific to the City Region. 7.2 A monitoring and Evaluation Framework is being developed for the programme, which will incorporate clear indicators to align to Scottish Government Inclusive Growth Framework. 7.3 Integrated Impact Assessments are undertaken for individual projects in the City Region Deal.

8. Background reading/external references

8.1 City Region Deal Implementation Plan: March 2021, June 2021.

9. Appendices

9.1 Appendix 1: Stirling & Clackmannanshire City Region Deal Progress Report Dashboard 16 Appendix17 1

Stirling & Clackmannanshire City Region Deal Overall Status Overall Status Progress Report – September 2021 Last Period This Period

Amber Amber Page 1: Programme Management Update – Deal Level

Deal Level Achievement/Milestones Upcoming Deal Level Milestones Target Date RAG Scotland's International Environment Centre (Phase 1) FBC approved Business Case for approval: Walk Cycle Live Stirling FBC Oct 21 Green Joint Committee Standing Orders and Terms of Reference reviewed and approved Business Justification Case for Approval: Inclusion Workers and Dec 21 Amber Investment Fund Financial summary Business Justification Case for approval: Flexible Skills Programme Dec 21 Amber 2021/22 CRD 2021/22 Total CRD CRD grant drawdown Business Case for Approval: Regional Digital Hubs Strategic OBC Dec 21 Amber Grant allocation Grant grant £000 to date £000 £000 drawdown Business Case for Approval: Active Travel Routes OBC Dec 21 Amber £90,200 £0 £9, 715 £0 Risk Summary (top risks from RPMO Risk Register)

Risk Risk Probability Impact Severity Resolution Plan or Mitigating Action owner

Capacity to deliver projects, specifically in SRO’s of the 3 Partners should escalate through internal governance and liaise with RPMO regarding mitigation actions for year 2, across partners as a result of the Partners/ HH H projects identified at a RED risk level – specific focus on aligning projects with revised milestones and reported through challenging timeframes as a result of the RPMO RPMO procedures, Resource for projects and Prioritisation of the project within current workload. re-profiling exercise.

Staff changeover across multiple areas Frequent Liaison meetings in place with SRO’s, project managers and RPMO to develop and maintain professional Partners/ HM L within the partners & RPMO relationships and create communication pathways. RPMO

A project reviewing timescales and the associated financial profile is currently underway to try and minimise as far as Partners/ Financial profile under claim 2021-2022 HM L possible under claims in future years. RPMO 18

Stirling & Clackmannanshire City Region Deal – Progress Report - September 2021

Page 2 - Project Updates (Milestones)

Project SRO Last Completed Milestone Next Milestone

Active Travel David Hopper (SC) Programme OBC Endorsed by SG and UKG Programme OBC Submission to SG and UKG A Programme OBC to COG’s Walk Cycle Live Stirling David Hopper (SC) FBC submitted to SG & UKG for endorsement FBC to Joint Committee for approval A FBC submitted to COG’s Regional Energy Masterplan (REM) David Hopper (SC) Procurement of Consultant Commencement of Work G National Aquaculture Technology and John Rogers (UoS) Innovation Hub (NATIH) B01 – RIBA Stage 1 – Preparation and Brief – Jan 2021 B02 – RIBA Stage 2 – Concept Design – Feb 21 R

Scotland’s International Environment John Rogers (UoS) CO9 – FBC submitted to Joint Committee for Approvals C10 – Commencement of Work Centre (SIEC) A

Flexible Skills Programme Emma Fyvie (CC) Submission of Business Justification Case to SG and UKG Submission of Business Justification Case to COGs A

Inclusion Workers and Emma Fyvie (CC) Submission of Business Justification Case to SG and UKG Submission of Business Justification Case to COGs A Investment Fund

Clackmannanshire Lone Parent Fund Emma Fyvie (CC) Agree project content and mechanism for funding. Project delivery agent appointed. A

Capital Fund for Clackmannanshire Fiona Colligan (CC) Announcement of approved projects Projects on-boarded to the deal G

MOD Land Forthside Brian Roberts (SC) Discussions with S & UK Government on business case process to be followed for OBC submitted to RPMO A transfer of Land

Culture, Heritage and Tourism Fund Stuart Oliver (SC) Programme OBC Endorsed by SG & UKG Programme OBC Submitted to Scottish and UK Government R Programme OBC Submitted to COG’s

National Tartan Centre Stuart Oliver (SC) Concept Design – RIBA 2 Detailed Design – RIBA 3 A

Stirling Digital Hub Stuart Oliver (SC) SRO identified. OBC submitted to RPMO G Undertake feasibility study and prepare project brief. Regional Digital Hubs Stuart Oliver (SC) Programme OBC submitted to Scottish and UK Governments Programme OBC Submitted to COG's A 19

Stirling & Clackmannanshire City Region Deal Progress Report – September 2021 (based on forecast submission 14 September) Page 3: Deal Level Financial Summary

Overall Total Financial Year 2021/22

Total Budget CRD Grant CRD Grant Project name CRD Grant CRD Grant CRD Grant funded CRD Grant CRD Grant £000s £000s claimed to date allocation claimed spend to date forecast Forecast vs allocation £000s £000s £000s £000s claim variance £000s £000s £14,870 £4,461 £0 Active Travel £0 £0 £0 £0 £0

£10,548 £2,539 £0 Walk, Cycle, Live Stirling £1,200 £0 £0 £1,200 £0

£200 £200 £0 Regional Energy Masterplan £200 £0 £0 £133 -£67

£27,000 £17,000 £0 National Aquaculture Technology and Innovation Hub £2,371 £0 £0 £0 -£2,371

£33,722 £22,000 £0 Scotland’s International Environment Centre £4,428 £0 £0 £3,273 -£1,155

£1,503 £1,503 £0 Flexible Skills Programme £351 £0 £0 £174 -£177

£656 £397 £0 Inclusion and Investment Fund £140 £0 £0 £74 -£66

£100 £100 £0 Clackmannanshire Lone Parent Programme £25 £0 £0 £25 £0

£18,800 £8,000 £0 Capital Fund for Clackmannanshire £0 £0 £0 £0 £0

£5,000 £5,000 £0 Ministry of Defence Land at Forthside £0 £0 £0 £0 £0

£15,000 £15,000 £0 Culture, Heritage and Tourism Fund £500 £0 £0 £0 -£500

£10,000 £10,000 £0 National Tartan Centre £0 £0 £0 £0 £0

£2,000 £2,000 £0 Digital District £0 £0 £0 £0 £0

£2,983 £2,000 £0 Regional Digital Hubs £500 £0 £0 £500 £0 20

Stirling & Clackmannanshire City Region Deal Progress Report – September 2021 Page 4 - Project Synopsys – Mitigating Actions Project Project Status Issue Risk Suggested Lead Mitigating Action National To develop, and have approved the FBC will take 12 months. There can The project delivery start date will be Following the Annual Aquaculture therefore be no financial drawdown in 2021/22. delayed resulting in a significant Conversation we will review Technology University under-claim in 2021/22 of £2.4m. with SG and partners the and of Stirling R possibility of re-profiling the Innovation under-claim. Hub (NATIH) Culture Programme Level OBC significantly overdue for presentation to Scheduled date for submission of We will review with Heritage and Scottish and UK Government. programme level OBC and the first government and partners the Tourism Discussions ongoing across both Stirling and Clackmannanshire with mover project OBC/FBC or BJC possibility of re-profiling the Stirling regards to project identification and first mover project. (October and November respectively) under-claim. 1st Mover Council This project needs to be under development now as a test for the under severe pressure. Potential Project – (with R Programme Level Prioritisation matrix. under-claim in 2021-22 of up to Bannockburn Clacks) £0.5m. House?

REPORT

CRD Joint Committee - 5 October 2021 Agenda Item: 6.2

Walk, Cycle, Live Stirling

Full Business Case

Executive summary Walk, Cycle, Live Stirling is the lead project within the Stirling and Clackmannanshire City Region Deal Active Travel portfolio. The Full Business Case for the project has been endorsed by the Scottish Government and is presented in this report for approval by the Joint Committee. Following committee approval of the Full Business Case, the project will proceed to construction contract award delegation approval scheduled for November 2021.

Authors

David Hopper, Public Transport and Sustainable Development Manager

Email address: [email protected] Telephone number: 01786 237566

Kayleigh Webster, Walk, Cycle, Live Stirling Project Manager, Stirling Council

Email address: [email protected] Telephone number: 01786 233443

RPMO contact:

John Craig, Interim Head of the RPMO

Recommendations

Joint Committee is asked to:

1. approve the Full Business Case for Walk, Cycle, Live Stirling; and 2. note that, following approval, the project will proceed to the Stirling Council Environment and Housing Committee to request award of contract delegations, with construction award being served in November 2021.

1 Stirling & Clackmannanshire City Region Deal Joint Committee

Implications

The implications of agreeing the recommendations, including the realisation of regional economic and social benefits through the City Region Deal investment, are set out in full in the Full Business Case.

Legal & Risk Implications and Mitigation

The Full Business Case (FBC) for Walk, Cycle, Live Stirling (WCLS) has been developed in accordance with the governance arrangements established for the City Region Deal. The FBC undertakes an options appraisal relating to the most effective approach towards delivering the outcomes of the project. It also considers risk implications and mitigation in each of its component sections and in a project risk register that is appended to the FBC.

Background

1.1 WCLS will create two high quality active travel corridors (see figure 1 below) with enhanced placemaking opportunities at key locations on the routes. The development will provide sustainable travel options which prioritise journeys on foot or by bike. These corridors will connect Stirling University, Forth Valley College, local schools, communities, employment centres, transport hubs, leisure, recreation and tourism opportunities with the wider Stirling and Clackmannanshire region and the city centre.

1.2 WCLS will act as a standard setting project which will link with a range of active travel projects in Stirling, both planned and forecast, helping transform our active travel infrastructure and helping connect communities and improve sustainable travel choices.

1.3 WCLS requires £2.5m from the City Region Deal, £258k from Stirling Council’s developer contributions allocation and will leverage in £6.8m from Sustrans Scotland, creating a total project value of £9.5m.

1.4 The FBC was submitted for Government review on 16 July 2021. The next step in the governance process is to receive administrative approval of the FBC by the Joint Committee.

2 Stirling & Clackmannanshire City Region Deal Joint Committee

Figure 1: Walk, Cycle Live Stirling Routes

Considerations

2.1 Approval of the FBC will enable the procurement process to be concluded with award of contract delegation permissions requested at Stirling Council’s Environment and Housing Committee in November 2021. Awarding a contract will enable the project to continue to construction and is planned for completion in the Spring of 2024.

2.2 WCLS is a front runner project of the City Region Deal, and its delivery will be of significant benefit for regional communities, businesses, visitors and citizens.

3 Stirling & Clackmannanshire City Region Deal Joint Committee

2.3 It is important to emphasise the stepped approach that this project will deliver. It acts as a cornerstone linking the key higher educational institutes with the city centre and will set the high standard of walking and cycling infrastructure that the city needs to build on in the future. The project will provide for many essential linkages, particularly improved population links, business links, and linking communities, especially our most socially challenged communities.

2.4 A wider concurrent project is underway attempting to capture all the current and prospective active travel projects across Stirling that will create the holistic network of critical sustainable transport links. This will ensure that our strategic active travel action plan is based on the key principles of joining up networks, linking communities and business, and critically linking our most challenged communities, to ensure that we maximise sustainable travel options to those most in need. Linking communities with the city is central to this.

2.5 Latest announcements through the Scottish Government-Programme for Government are demonstrating a renewed approach for supporting active travel infrastructure to help implement the wider networks to connect communities.

Resource Implications

Financial Details

The full financial implications of the recommendations are set out in the FBC.

This includes a reference to full life cycle costs where appropriate. Yes x

Finance Officers have been consulted and have agreed the financial implications as set out in the report. Yes x

Staffing

The full implications on staffing are set out in the report. Yes X

Exempt Reports

Is this report exempt? Yes  (please detail the reasons for exemption below) No X

Equalities Impact

Have you undertaken the required equalities impact assessment to ensure that Yes X

4 Stirling & Clackmannanshire City Region Deal Joint Committee 25

no groups are adversely affected by the recommendations? No X

Legality

It has been confirmed that in adopting the recommendations contained in this report, the Joint Committee is acting within its legal powers. Yes X

Sustainability and Environmental

It has been confirmed that sustainability and environmental issues have been considered within the report. Yes X

Policy Implications

The project is the principle Active Travel project of the City Region Deal signed by regional partners and the two governments in February 2020. It aligns fully with the objectives set out in the CRD document. Alignment with all relevant Scottish and UK Government policies is set out within the FBC.

Consultations

The FBC sets out the range of business and other stakeholder engagement that has been undertaken to support preparation of the case. Detailed consultation has taken place with the relevant departments of the Scottish Government as part of the process of review and iteration on the business case.

Background Papers

Have you used other documents to compile your report? Yes X

1. An extensive range of policy, analytical and technical documents have been utilised in the preparation of the FBC. These are referenced fully throughout the FBC document.

Appendices Please list any appendices attached to this report. If there are no appendices, please state "none".

1. Walk, Cycle, Live Stirling Full Business Case v3.0, as endorsed by the Scottish Government. 2. EqIA

5 Stirling & Clackmannanshire City Region Deal Joint Committee

Approved by:

Chief Officer Group, 14th September 2021

6 Stirling & Clackmannanshire City Region Deal Joint Committee 27

Appendix 1 Stirling Council Full Business Case Walk, Cycle, Live Stirling

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VERSION HISTORY

Version Date Issued Brief Summary of Change Owner’s Name Submission of the WCLS FBC for review and V1.0 16/07/2021 Kayleigh Webster approval Amended WCLS FBC incorporating comments V2.0 07/09/2021 Kayleigh Webster received Amended WCLS FBC incorporating comments V3.0 10/09/2021 Kayleigh Webster received Amended WCLS FBC and prioritisation matrix incorporating comments received. Removal of SME in TPO2 and additional reference to Monitoring and V4.0 27/09/2021 Kayleigh Webster Evaluation Plan (Appendix DD) in table 4-3, and added appendices EE, FF, and GG referenced in Prioritisation Matrix “Public Acceptability”.

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TABLE OF CONTENTS 1 EXECUTIVE SUMMARY ...... 11 1.1 Scheme Overview ...... 11 1.2 The Strategic Case ...... 11 1.3 The Economic Case ...... 12 1.4 The Commercial Case ...... 13 1.5 The Financial Case ...... 13 1.6 The Management Case ...... 14 1.7 The Climate Emergency ...... 15 2 BUSINESS CASE PURPOSE ...... 16 3 SCHEME OVERVIEW ...... 17 3.1 Scheme Description ...... 18 3.2 Scheme Transport Planning Objectives ...... 20 3.2.1 Key Dates and Costs ...... 20 4 THE STRATEGIC CASE ...... 21 4.1 Preface ...... 21 4.2 Scheme Inception and Prioritisation...... 21 4.2.1 Option Identification ...... 21 4.2.2 Inception ...... 25 4.2.3 Prioritisation ...... 25 4.3 Policy Context ...... 29 4.3.1 National Policy ...... 29 4.3.1.1 National Transport Strategy ...... 29 4.3.1.2 National Planning Framework ...... 30 4.3.1.3 Programme for Government 2020-21 ...... 31 4.3.1.4 A Long-Term Vision for Active Travel in Scotland 2030 (2014) ...... 31 4.3.1.5 Active Travel Framework (2021) ...... 32 4.3.1.6 National Walking Strategy and Cycling Action Plan ...... 33 4.3.1.7 Scottish Planning Policy 2014 ...... 34 4.3.1.8 Climate Change Plan 2018-2032 – Update ...... 34 4.3.2 Regional Policy ...... 35 4.3.2.1 Tactran Regional Transport Strategy ...... 35 4.3.3 Local Transport Policy ...... 36 4.3.3.1 City Transport Strategy (CTS) 2006 ...... 36 4.3.3.2 Local Transport Strategy 2 (2017-2027) ...... 37 4.3.3.3 Active Travel Action Plan ...... 38 4.3.4 Other Local Policy and Plans ...... 39

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4.3.4.1 Local Development Plan (Adopted 2018) ...... 39 4.3.4.2 The Stirling Plan: Local Outcome Improvement Plan 2017-2027 ...... 41 4.3.4.3 Stirling Council Key Priorities ...... 41 4.3.4.4 City Region Deal ...... 42 4.3.4.5 Stirling Council’s Climate and Nature Emergency Plan 2021-2045 ...... 43 4.3.5 Policy Context Summary ...... 44 4.4 Case for Change ...... 44 4.4.1 Existing Issues ...... 44 4.4.1.1 Poverty, Deprivation and Social Exclusion ...... 44 4.4.1.2 Pedestrian and Cyclist Safety ...... 45 4.4.1.3 Climate Change ...... 50 4.4.1.4 Low Uptake of Active Travel ...... 51 4.4.2 Future Issues ...... 51 4.4.2.1 COVID-19 ...... 51 4.4.3 Other Drivers of Change ...... 52 4.4.3.1 Cycle Tourism ...... 52 4.4.3.2 Quality of Place ...... 53 4.4.3.3 Sustainable Travel Choices ...... 54 4.5 Counterfactual Case ...... 55 4.6 Scheme Objectives and Measures of Success ...... 56 4.7 Benefits Realisation ...... 61 4.8 Constraints ...... 64 4.8.1 Physical Constraints ...... 64 4.8.2 Environmental Constraints ...... 66 4.8.3 Legal Constraints ...... 66 4.9 Dependencies and Interdependencies ...... 70 4.9.1 Key Project Dependencies ...... 70 4.9.2 Third Party Funding ...... 71 4.9.3 Major Third Party Land Ownership ...... 71 4.9.4 Other Dependencies ...... 71 4.10 Stakeholders ...... 72 4.10.1 Key Stakeholders ...... 72 4.10.2 Stakeholder Impact and Influence ...... 73 4.10.3 Stakeholder Engagement ...... 74 4.10.4 Stakeholder Acceptability ...... 75 4.10.5 Stakeholder Conflicts and Mitigation ...... 75 4.11 Scheme Options ...... 76

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4.11.1 Preferred Option Selection ...... 81 4.12 Preferred Option Strategic Fit ...... 81 4.13 Strategic Context Summary ...... 83 5 ECONOMIC CASE ...... 85 5.1 Introduction ...... 85 5.2 Summary of the Options Development Process ...... 85 5.2.1 Economic Summary ...... 85 5.3 Preferred Option ...... 86 5.4 Economic Assessment Approach ...... 87 5.4.1 Transport Appraisal Methodology ...... 87 5.4.2 Forecasting Methodology ...... 90 5.4.3 Assumptions ...... 90 5.4.4 Pedestrian and Cycle Demand ...... 91 5.4.5 Commuter and Leisure Users ...... 94 5.4.6 Whole Life Carbon Emissions ...... 94 5.4.7 Sensitivity Testing ...... 95 5.5 Monetised Costs ...... 96 5.6 Monetised Benefits ...... 96 5.6.1 Health Benefits ...... 97 5.6.2 Absenteeism Benefits ...... 97 5.6.3 Journey Quality Benefits ...... 97 5.6.4 Marginal External Cost (MEC) Savings ...... 98 5.6.5 Whole Life Carbon Emissions ...... 98 5.6.6 Summary of Monetised Benefits – Core Scenario ...... 99 5.7 Environmental Scheme Benefits ...... 100 5.7.1 Carbon Emissions ...... 100 5.7.2 Air Quality ...... 102 5.7.3 Noise ...... 102 5.7.4 Landscape ...... 102 5.7.5 Townscape ...... 102 5.7.6 Heritage ...... 102 5.7.7 Biodiversity ...... 103 5.7.8 Water Environment ...... 103 5.8 Wider Scheme Benefits ...... 103 5.9 Social Impact Assessment ...... 103 5.9.1 Accidents ...... 104 5.9.2 Physical Activity ...... 104

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5.9.3 Security ...... 105 5.9.4 Severance ...... 105 5.9.5 Journey Quality ...... 106 5.9.6 Accessibility and Affordability ...... 106 5.9.7 Social Impact Appraisal Summary ...... 108 5.10 Distributional Impact Assessment ...... 108 5.10.1 Vulnerable Group Identification ...... 109 5.10.2 User Benefits ...... 110 5.10.3 Noise ...... 110 5.10.4 Air Quality ...... 111 5.10.5 Accidents ...... 111 5.10.6 Security ...... 111 5.10.7 Severance ...... 111 5.10.8 Accessibility ...... 111 5.10.9 Affordability ...... 112 5.10.10 Distributional Impact Appraisal Summary ...... 113 5.11 Summary Results ...... 114 5.11.1 Value for Money Position ...... 114 5.11.2 Appraisal Summary Table, Transport Economic Efficiency Table, Analysis of Monetised Costs and Benefits Table and Public Accounts Table ...... 114 5.12 Sensitivity Testing ...... 115 5.12.1 Results ...... 115 5.13 Summary and Conclusions ...... 118 6 THE COMMERCIAL CASE ...... 119 6.1 Preface ...... 119 6.2 Output Based Specification ...... 119 6.2.1 Scheme Objectives and Context ...... 119 6.3 Procurement Strategy ...... 121 6.3.1 Procurement Options ...... 121 6.3.2 Community Benefits ...... 124 6.3.3 Sustainable Outcomes ...... 124 6.4 Sourcing Options ...... 125 6.4.1 Sourcing and Procurement of the Project Team ...... 125 6.5 Payment Mechanisms ...... 125 6.6 Pricing Framework and Charging Mechanisms ...... 126 6.7 Risk Allocation and Transfer ...... 126 6.7.1 Risk Management ...... 126

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6.7.2 Commercial Risk...... 127 6.7.3 Approach to Risk Management and Transfer ...... 127 6.8 Contract Length ...... 128 6.9 Contract Management ...... 128 6.9.1 Implementation Timescales ...... 128 6.9.2 Contract Management Arrangements ...... 129 6.10 Demand Pipeline ...... 130 7 THE FINANCIAL CASE ...... 133 7.1 Preface ...... 133 7.2 Capital Expenditure ...... 133 7.3 Operational Expenditure ...... 133 7.4 Funding Sources ...... 134 7.4.1 Sustrans Scotland Places for Everyone funding ...... 134 7.4.2 Stirling and Clackmannanshire City Region Deal ...... 134 7.4.3 Compliance with National Guidance ...... 135 7.4.4 Value Added Tax ...... 135 7.4.5 Subsidy Control (State Aid) ...... 135 7.5 Financial Model ...... 135 7.6 Financial Risks ...... 135 7.7 Accounting Implications ...... 136 8 THE MANAGEMENT CASE ...... 137 8.1 Preface ...... 137 8.2 Evidence of Similar Projects ...... 137 8.3 Project Programme ...... 137 8.3.1 Dependencies ...... 138 8.3.1.1 Third Party Funding ...... 139 8.3.1.2 Major Third Party Land Ownership ...... 139 8.3.1.3 Other Dependencies ...... 139 8.4 Governance, Resourcing and Responsibilities ...... 140 8.4.1 Project Management Structure ...... 140 8.4.2 Advisory Board ...... 141 8.4.3 Senior Delivery Group ...... 142 8.4.4 Delivery Group ...... 142 8.4.5 Technical Teams ...... 142 8.5 Project Management and Arrangements ...... 143 8.6 Project Assurance ...... 143 8.7 Stakeholder Management ...... 145

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8.8 Project Reporting and Review ...... 146 8.9 Key Risks and Risk Management ...... 147 8.9.1 Risk Mitigation ...... 148 8.10 Contract Management ...... 148 8.11 Carbon Management ...... 149 8.12 Benefits Management ...... 149 8.13 Monitoring and Evaluation ...... 150 8.14 Financial Management...... 151 8.14.1 Financial Accountability ...... 151 8.14.2 Exit Strategy ...... 151

TABLE OF FIGURES Figure 3-1: Scheme proposal ...... 19 Figure 4-1: Prioritisation matrix ...... 27 Figure 4-2: LDP housing proposals ...... 39 Figure 4-3: CrashMap extract (Cyclist casualties) ...... 47 Figure 4-4: CrashMap extract (Pedestrian casualties) ...... 48 Figure 4-5: CrashMap extract (Pedestrian casualties) ...... 49 Figure 4-6: CrashMap extract (Pedestrian casualties) ...... 50 Figure 4-7: City Centre South – Core study area ...... 53 Figure 4-8: WCLS routes ...... 55 Figure 4-9: Causal chain (logic) map ...... 60 Figure 4-10: Causewayhead Road railway underpass constraint ...... 64 Figure 4-11: Causewayhead Road residential dwellings and railway constraint ...... 65 Figure 4-12: Albert Place existing trees constraint ...... 65 Figure 4-13: Causewayhead Road / Cornton Road junction constraint ...... 67 Figure 4-14:Airthery Road land acquisition constraint ...... 68 Figure 4-15: College entrance and cycleway segregation constraint ...... 69 Figure 4-16: Required land acquisition at Back O'Hill Road (Orchard house development) ...... 70 Figure 5-1: Count locations ...... 93 Figure 5-2: 2020 SIMD deciles ...... 104 Figure 5-3: 2020 SIMD deciles ...... 109 Figure 6-1: Causal chain (logic) map ...... 120 Figure 8-1: Project management structure...... 141

TABLE OF TABLES Table 3-1: Key project information ...... 20 Table 4-1: Key issues and opportunities – STAG transport assessment ...... 22 Table 4-2: Number of collisions by severity (2016 – 2020) ...... 45 Table 4-3: Transport planning objectives ...... 59 Table 4-4: Benefits realisation map ...... 62 Table 4-5: Key project dependencies ...... 71 Table 4-6: Stakeholder impacts and influence matrix ...... 73 Table 4-7: Critical success factors ...... 79 Table 4-8: Option appraisal ...... 80

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Table 4-9: Preferred option strategic fit ...... 82 Table 4-10: Policy support for scheme objectives ...... 84 Table 5-1: Options appraisal summary ...... 86 Table 5-2: Benefit types, metrics, and descriptions ...... 87 Table 5-3: AMAT assumptions – Preferred option ...... 89 Table 5-4: Appraisal assumptions ...... 91 Table 5-5: Daily walking and cycling site averages for 2019 count data ...... 93 Table 5-6: Present value of costs summary ...... 96 Table 5-7: Health benefits ...... 97 Table 5-8: Absenteeism benefits ...... 97 Table 5-9: Journey quality benefits ...... 98 Table 5-10: Marginal external costs benefits ...... 98 Table 5-11: Whole life carbon emissions ...... 99 Table 5-12: Total benefits (Preferred option) ...... 99 Table 5-13: Embodied carbon assessment results ...... 101 Table 5-14: Whole life carbon emissions ...... 102 Table 5-15: Social impact appraisal summary table ...... 108 Table 5-16: Proportion of elderly and under 16-year olds ...... 109 Table 5-17: Proportion of minority ethnic groups ...... 110 Table 5-18: Average and proportion of people with health problems ...... 110 Table 5-19: Proportion of car and van availability ...... 110 Table 5-20: Distributional impact appraisal summary table ...... 113 Table 5-21: Economic assessment results summary ...... 114 Table 5-22: Sensitivity tests – Summary results ...... 117 Table 6-1: Recommended procurement routes ...... 122 Table 6-2: Procurement strategy comparison ...... 123 Table 6-3: Project milestone ...... 129 Table 7-1: Capital expenditure summary ...... 133 Table 7-2: Operational expenditure summary ...... 134 Table 7-3: Funding profile ...... 134 Table 8-1: Scheme key milestones ...... 138 Table 8-2: Key project dependencies ...... 139 Table 8-3: Project governance structure ...... 140 Table 8-4: Assurance centre summary ...... 144 Table 8-5: Gateway assurance process ...... 145

APPENDICES Appendix A Active Travel Prioritisation Appendix B Inclusive Growth Assessment Appendix C Land Acquisition Plan Appendix D Stakeholder Engagement Plan Appendix E Communications Plan Appendix F Equality Impact Assessment Appendix G Option Appraisal Appendix H Economic Inputs, Assumptions and Recalculations Appendix I Cost Calculations Appendix J Active Mode Appraisal Toolkit Core Scenario College Corridor

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Appendix K Active Mode Appraisal Toolkit Core Scenario University Corridor Appendix L Active Mode Appraisal Toolkit Core Scenario Causeway Corridor Appendix M Whole Life Carbon Assessment Appendix N Embodied Carbon Assessment Appendix O Appraisal Summary Table Core Scenario Appendix P Appraisal Tables Core Scenario (TEE, AMCB and PA) Appendix Q Active Mode Appraisal Toolkit Low Growth Scenario Appendix R Active Mode Appraisal Toolkit High Growth Scenario Appendix S Active Mode Appraisal Toolkit 15 Year Scenario Appendix T Active Mode Appraisal Toolkit 60 Year Scenario Appendix U Active Mode Appraisal Toolkit OBR Economic Projections Appendix V Active Mode Appraisal Toolkit 2020 Count Data Appendix W Active Mode Appraisal Toolkit Reduced Cycling Speed Appendix X Active Mode Appraisal Toolkit Working Weekdays Appendix Y Risk Register Appendix Z Programme Appendix AA City Region Deal Contextual Scheme Information Appendix BB Financial Model Appendix CC Benefits Realisation and Evaluation Plan Appendix DD Monitoring and Evaluation Plan Appendix EE BikeLife 2018 Appendix FF WCLS Concept DesignConsultation Final Appendix GG Developed Design Consultation Report FINAL2

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1 EXECUTIVE SUMMARY 1.1 Scheme Overview The strategic vision for Stirling is for a world class active travel culture, supported by a world class active travel network. The Walk, Cycle, Live Stirling (hereby referred to as WCLS) scheme will be a vital part of the active travel network and contributor to the active travel culture, making travel by walking, cycling, and wheeling for people of all ages and abilities easier in Stirling’s City streets.

The WCLS scheme will improve active travel provision along two key traffic corridors in Stirling City, connecting the University to Stirling Train Station, and Forth Valley College to the city centre. These in turn will link, through other projects to the Eastern Villages, the Hillfoots Villages of Clackmannanshire, to Alloa and on further to Falkirk as well as west to the Carse of Stirling villages and the Trossachs. In more detail:

. The College Corridor route connects the city centre to Forth Valley College. The route includes enhancements to city centre streets which significantly improves the connectivity of active travel routes from the North and West into the city. This route will provide an opportunity for an active ‘last mile’ of travel from the bus and train stations for those coming from further afield.

. The University Corridor route links the University of Stirling and the communities of Causewayhead, Cornton, Raploch and Cowane Street to the city centre, Stirling rail and bus stations via Stirling Bridge and the proposed River Park Project.

The scheme represents an investment in more than 6.5km of dedicated walking, cycling, and wheeling infrastructure. Improving active travel options around the city, specifically connecting public transport destinations to further and higher education facilities, will encourage those travelling to those destinations to choose active travel rather than single use vehicle. Achieving the shift to active travel will reduce road traffic, reduce carbon emissions in line with the climate emergency, while providing a healthier and more cost efficient mode of transport for users. 1.2 The Strategic Case Following the Scottish Government’s declaration of a Climate Emergency and setting a target of zero emissions by 2045, the recent refresh of the National Transport Strategy sets out a vision for a transport system across Scotland that is sustainable, inclusive, safe, and accessible, helping to deliver a healthier, fairer, and more prosperous Scotland for communities, businesses, and visitors.

The Transport Appraisal for our Local Development Plan (LDP) and Local Transport Strategy (LTS) predict that by the time 74% of the projected LDP housing and building allocations are in place, expected to be in 2027, there will be serious congestion on the city’s road network. Improving the existing network and building new roads will not solve the problems on their own: The emphasis needs to be on achieving a modal shift to keep the network moving. The LTS and Stirling and Clackmannanshire City Region Deal proposals are therefore built on achieving a shift to active travel as soon as possible.

The WCLS scheme aims to:

. Ensure sustainable travel choices that are at the heart of an integrated transport network

. Improve connectivity of and accessibility to transport in and across Stirling and beyond

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. Minimise congestion impacts on the local and strategic transport network

. Reduce severance impacts

. Enhance the quality of place

The delivery of the scheme will result in:

. The delivery of two safer travel corridors will result in significant accident benefits for both existing users of the WCLS corridor and those who will reroute onto the newer and safer infrastructure. The scheme will help address perceived and empirical safety issues related to active travel, encourage walking and cycling as opposed to private vehicle and drive safety benefits for active mode users

. The scheme will increase the physical accessibility of transport for households that do not have access to a car for reasons including cost, disability, and choice, by providing a cheap, cost-effective, direct, and safe alternative to accessing employment and education in Stirling. This will limit the number of households suffering from social exclusion in Stirling

. As per Census 2011 Data 6.1% of Stirling residents had a physical disability that likely causes difficulties for getting around. The improved amenity and provision of footways that are consistent in their surfacing and width, include adequately designed dropped kerbs and remove uncomfortable service covers / grates will ensure a comfortable experience for wheelchair users and likely lead to an increase in wheelchair users using the infrastructure

. The scheme provides the infrastructure required to allow residents, commuters, and visitors to choose zero carbon travel options over diesel and petrol powered modes of transport. This directly addresses Stirling Council’s climate and ecological emergency, which calls for commitments to reduce carbon emissions to zero as soon as practicable

. The increased accessibility to places of education and employment through areas of leisure will result in increased footfall that supports local businesses through pass-by custom

. The adherence to Cycle by Design guidance1 thereby achieving at least minimum standards and in most cases beyond minimum, the schemes infrastructure will be fit and safe for independent travel by children over the age of 12. Increased walking and cycling numbers as a result of the scheme will also increase the level of natural person-to-person surveillance benefitting all non-motorised users particularly those in vulnerable groups

The WCLS scheme of sustainable travel measures and junction improvements aligns and is in accordance with national, regional, and local transport and land use policy. It supports the Local Development Plan, the City Deal Masterplan, the Local Outcome Improvement Plan, Stirling Council’s Key Priorities, and the aims of the City Region Deal. 1.3 The Economic Case Evidence shows that walking and cycling investment schemes give a higher return than typical road building schemes alone. The WCLS scheme is no exception. Economic benefits will primarily arise from an increased physical activity (health benefits) and journey quality. In addition, benefits will also be realised through mode shift, resulting in a reduction in noise, improvement in air quality, reduction in congestion, reduction in accidents and a reduction in

1 Cycle by Design guidance has recently been updated (September 2021), therefore to ensure that the WCLS scheme adheres to this guidance, the design will be reviewed and refined accordingly if required.

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greenhouse gas emission. Employers will also benefit from a healthier workforce with less absence and sickness costs.

The core BCR for the scheme has been calculated as 2.33 and the Value for Money (VfM) category is high.

As an active travel scheme, there are a number of clear benefits that were not able to be quantified. The additional analysis in terms of qualitative environmental appraisal and the social and distributional analysis both provide additional positive benefits, particularly in terms of noise, air quality, and townscape.

With particular emphasis on whole life carbon emissions, as a result of reduced vehicle kilometres the scheme is estimated to save approximately 501 tonnes of CO2e between 2023 and 2052. Additionally, by planting 240 trees along the route, a high-level calculation suggests that between 2023 and 2052, these trees could absorb 100 tonnes of CO2e. However, embodied carbon emissions associated with construction materials and processes are estimated to be 2,857 tonnes of CO2e. This gives the WCLS scheme a whole life carbon emissions estimate of 2,256 tonnes of CO2e. This carbon baseline will be used to help mitigate emissions particularly related to construction.

Overall, the high value for money category is still deemed accurate and reasonable, and represents the significant benefits anticipated. 1.4 The Commercial Case

The WCLS scheme will be delivered by way of an external tender, following a robust procurement process. This approach will allow for the work packages to be subject to an open tender and so will provide social and economic value for money and the opportunity for enhanced scope and value engineering.

In line with Stirling Council’s Sustainable Procurement policy, there will be a commitment to maximising relevant and proportional sustainable outcomes from all procurement activity related to delivering the scheme. Providers will be encouraged to support the Council’s duty by promoting innovation, improving economic, social, and environmental wellbeing in delivery of the contract. It is expected that this will include clear requirements to support apprenticeships and skills development and reducing carbon emissions.

The project team consider the New Engineering Contract (NEC3) option A form of contract to be the most appropriate to ensure successful project delivery. The use of Key Performance Indicators (KPIs) and Liquidated and Ascertained Damages will also be included in the pricing frameworks and will be used to monitor and track progress and quality. 1.5 The Financial Case The total outturn scheme cost is £9.7 million (excluding risk/contingency), with construction expected to commence in October 2021 and will continue on site for approximately 24 months, completing no later than March 2024.

These costs will be covered by £2.5 million from City Region Deal and £6.9 million from Sustrans. Stirling Council will also contribute £0.3 million.

The operational scheme cost estimate is £2.5 million, with routine maintenance predicted to occur at 10 and 20 years post scheme opening. The routes are already on adopted highway and as such will be maintained by Stirling Council. Further support will be given in kind by Stirling Council’s Transport Team and other council departments.

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Stirling Council, and Ironside Farrar Ltd. (IFL) have extensive experience in delivering infrastructure projects within the public road network and therefore are able to quickly identify, mitigate and manage financial risks. The key financial risks to the project are:

. Inability to draw down City Region Deal funding until Full Business Case approval which would result in increased draw down from Sustrans fund that may not reflect current spend profile

. Risk that the Coronavirus pandemic will impact the overall completion date in the legal agreement which could result in a loss of funding

. The risk that archaeological works could be required for any excavation works at Dumbarton Road roundabout resulting additional costs and delays to programme

. The timing of the implementation of Stirling City’s Community Parking Management Plan (CPMP) and the WCLS scheme such that additional costs are required for a Traffic Regulation Order (TRO) 1.6 The Management Case The WCLS scheme will be led by Stirling Council in partnership with Sustrans together with the required external specialist support. Management and governance structures will be in line with the Sustrans Category 4.0 project and will ensure future compliance with regards to monitoring, evaluation, and reporting.

The scheme has benefitted from a coherent and robust stakeholder engagement strategy which has proceeded the project inception through the engagement undertaken to develop the Local Transport Strategy. The Local Transport Strategy involved an extensive public consultation exercise, combined with information collected from community planning, charrettes, and other relevant consultation exercises held prior to inform related strategies, plans and proposals.

The key project risks identified are set out in the Risk Register, along with measures to mitigate or reduce the effect of each risk. The Risk Register is a live document which is regularly maintained and reviewed by the project team. The top 5 risks are indicated as follows:

. Project funding from Government becomes unavailable

. Project costs escalate due to inflation across the timeframe of the project

. Final legal agreements not reached resulting in a delay to delivery programme

. Finalising approvals and necessary agreements with key stakeholders delay project delivery

. Failure to secure the majority of funding for the project through the Transport Business Case

. Loss of funding or escalated project costs due to the impact of the Coronavirus pandemic on the overall completion date in the legal agreement

The objective of the risk management process is to establish and maintain a “risk aware” culture that encourages on-going identification and assessment of project risks. The risk management approach will:

. Evaluate the proximity, probability and impact of the risk occurring

. Develop risk responses including prevention, reduction, transference, acceptance, or reduction

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. Identify of escalation procedures

. Monitor and report risk status 1.7 The Climate Emergency In response to the climate emergency, potential carbon emissions resulting from the project will be minimised by applying best practice carbon management, notably PAS 2080: Carbon Management in Infrastructure, from the outset. This approach represents the highest standard in whole life infrastructure carbon management and will ensure that the potential carbon emissions impact of the project is demonstrably minimised.

Embodied carbon (i.e., carbon particularly associated with construction materials and processes) will be minimised utilising the above carbon management approaches, including the use of innovative materials, construction techniques and supply chain procurement mechanisms to reduce carbon emissions, minimise waste and contribute towards a circular economy.

Design and construction of the project will target net zero operational emissions, including no use of fossil fuels, at least in accordance with the Scottish Government’s climate change plan.

The project team will work with the Scottish Government’s Sustainable Development Manager for the City Region and Regional Growth Deals to achieve the above objectives and agree a proportionate monitoring framework to ensure their achievement.

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2 BUSINESS CASE PURPOSE This document forms the Full Business Case for the WCLS scheme and so provides information to support the scheme delivery.

The Business Case process is designed to ensure that investments are directed at the right schemes, and that these are managed and delivered in the best way. This ensures that investment addresses important issues in an effective way, delivering value for money.

The core of each stage of the Business Case is the five case model which ensures that schemes:

. Are supported by a robust case for change that fits with wider public policy objectives – the ‘strategic case’

. Demonstrate value for money – the ‘economic case’

. Are commercially viable – the ‘commercial case’

. Are financially affordable – the ‘financial case’

. Are achievable – the ‘management case’.

This document uses this five case model in an appropriate and proportionate way to demonstrate the merit of investing in the proposals set out as the WCLS scheme.

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3 SCHEME OVERVIEW The strategic vision for Stirling is for a world class active travel culture, supported by a world class active travel network. The WCLS scheme will be a vital part of the active travel network and contributor to the active travel culture, making travel by walking, cycling, and wheeling for people of all ages and abilities easier in Stirling’s City streets. This, and the other active travel projects built around it, will enable the modal shift needed for the City region to grow.

The Stirling and Clackmannanshire City Region straddles the centre of Scotland, geographically and throughout Scotland’s history. Stirling is the only city within the region and its landscape, scale and its central location combined with unique heritage assets are fundamental aspects which make it unique compared to other cities in Scotland. This creates a character which makes it an attractive place to live, work and visit and with enormous potential to build on its success to the benefit of Scotland as a whole.

The main city of Stirling has a population of around 45,000 people, many of whom could potentially use the cycling and pedestrian network for everyday journeys within Stirling as the City can be cycled end to end in approximately 40 minutes. The wider population of Stirlingshire brings the overall population to around 90,000 with the Clackmannanshire population at 51,000. Many of Stirling’s rural settlements, as well as villages in Clackmannanshire, are within commuting distance of Stirling City. Looking further afield to Falkirk, there are suitable routes that connect to Stirling city for road cyclists.

Stirling is the main employment, services, and educational area in the city region with 15,612 travelling in for work each day, 3,533 from Clackmannanshire. This combines with a large number of visitors to the city every year, such as the 605,241 who visit Stirling Castle.

Stirling has the physical environment, policy framework and opportunity with the City Region Deal, to make Stirling a people friendly city where walking and cycling is the natural mode of choice for residents, commuters, and visitors to travel in and around the city – contributing to the aspirations of the Cycling Action Plan for Scotland, the National Walking Strategy and national health, climate change and environmental objectives.

The WCLS scheme will create safe, segregated cycleways along two key traffic corridors in Stirling City, connecting the University to Stirling Train Station, and Forth Valley College to the city centre. These in turn will link, through other projects to the Eastern Villages, the Hillfoots Villages of Clackmannanshire, to Alloa and on further to Falkirk as well as west to the Carse of Stirling villages and the Trossachs.

Improving active travel options around the city, specifically connecting public transport destinations to further and higher education facilities, will encourage those travelling to those destinations to choose active travel rather than single use vehicle. Achieving the shift to active travel will reduce road traffic, reduce carbon emissions in line with the climate emergency, while providing a healthier and more cost efficient mode of transport for users.

By providing safe, segregated cycleways and improving routes for walking and wheeling, the WCLS scheme will provide an opportunity for those who don’t currently travel actively, to opt for healthier travel over single use vehicles in moving around the major regional centre.

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3.1 Scheme Description The WCLS scheme aims to install two new active travel routes (or corridors), which will complement the existing routes, to create a comprehensive strategic network of high-quality cycling routes leading from regionally significant places of education and employment to the City Centre. The routes will also provide better walking facilities and improved access for vulnerable users. The routes will have identity, a consistency of quality, will contribute to placemaking and will become Stirling’s active travel motorways.

The first WCLS route, the College Corridor, is a route which connects the city centre to Forth Valley College and under other schemes, north to the Trossachs and west to the Carse of Stirling. The route includes enhancements to city centre streets which significantly improve the connectivity of active travel routes from the North and West into the city as well as a linking the community of Raploch to the city centre. The route will provide an opportunity for an active ‘last mile’ of travel from the bus and train stations for those coming from further afield. Longer term aspirations under other network projects are to eventually provide complete cross regional longer distance active travel routes to enable pupils and many others to access the College actively from a wider catchment.

The second, the University Corridor, links the University of Stirling and the communities of Causewayhead, Cornton, Raploch and Cowane Street to the city centre, Stirling rail and bus stations via Stirling Bridge and the proposed River Park Project. Separate schemes will build on this with routes going to the Eastern Villages of Throsk, Fallin, Cowie and Plean, the Clackmannanshire Hillfoot villages and out to Falkirk. As well as a centre for world class education the university campus is also a major employer with plans for expansion under City Regional Deal. The improvements at the rail station will create a pedestrian plaza area improving the welcome to the city for visitors and creating space for social distancing, shown to be of such importance during the recent pandemic.

The new Station Gateway will also see increased cycle parking and a higher profile for the bike share offer. Increased bike share facilities along both routes and at the University and College will allow those who don’t own bikes or don’t bring them in to the city centre to cycle.

Figure 3-1 indicates the locations of the two proposed routes.

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Figure 3-1: Scheme proposal

The scheme also includes funding for Stirling Council’s Smarter Choices Programme. The funding will allow for the employment of a smarter choices officer who will lead engagement with stakeholders and public through to completion of the project to identify barriers, raise awareness and promote project, and support school travel planning programme. Other elements of the behaviour change programme include installing repair stations and pumps at key locations along the routes, and cycle parking for community organisations. Stirling will also look to support Forth Environment Link to expand the bike share scheme and look to expand the adaptive bikes available as well as cargo bikes. The behaviour change officer will also support with promotional events, cycle training and led rides.

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3.2 Scheme Transport Planning Objectives The scheme has three transport planning objectives (TPOs):

. TPO 1 – Increase the number and proportion of walk, cycle, wheelchair, and scooter trips, within, to and from the project area.

. TPO 2 – Increase economic activity and footfall for businesses in the project area.

. TPO 3 – Improve safe and independent access by active modes to employment and education for all ages and abilities

The scheme objectives are discussed in more detail in Section 4.6, with SMART criteria included. 3.2.1 Key Dates and Costs

Table 3-1 indicates the key dates and costs of the scheme.

Table 3-1: Key project information

Scheme Start Date Scheme End Date

Scheme Programme Full Business Case Endorsement: September 2021 Forecast Completion Date: Construction Start: March 2024 October 2021 Total Outturn Scheme Cost £9.7 million (Excluding Risk/Contingency) Sustrans Funding £6.9 million

City Region Deal Funding £2.5 million Total Other Public Sector £0.3 million Investment Sustrans Places for Everyone Fund Applicable Funding Streams Stirling and Clackmannanshire City Region Deal

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4 THE STRATEGIC CASE 4.1 Preface In accordance with the Scottish Governments 2016 Guidance on the Development of Business Cases, this section of this business case forms the Strategic Case for the Walk, Cycle, Live Stirling (hereafter referred to as WCLS) scheme. It explains the rationale for the scheme, demonstrating how the scheme will further the strategic aims of Stirling Council and the Scottish Government. The Strategic Case also highlights the following:

. Objectives of the scheme

. A review of the existing policy context

. The preferred option

. Key stakeholders

. Constraints and dependencies

. How the benefits of the scheme will be measured and realised 4.2 Scheme Inception and Prioritisation 4.2.1 Option Identification

In 2010 Stirling Council completed a Scottish Transport Appraisal Guide (STAG) transport assessment investigating the impacts of future traffic flows on the Stirling city centre road network and public realm spaces for the purpose of developing and accessing a range of options to control, mitigate and develop those future impacts and opportunities. This work was refreshed in 2016 where a review and update of the 2010 analysis was undertaken to include any pertinent changes in the economic and transport profile of Stirling and changes in planning policy and objectives. The table below summarises the key issues and opportunities which were identified in both the 2010 and 2016 analysis.

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Table 4-1: Key issues and opportunities – STAG transport assessment

Theme Cause Issues and opportunities Congestion at the Craigs Roundabout resulting Reduced journey time reliability for all in queues in Dumbarton Road/Port Street. road users. The attractiveness of a direct link along Additional air and noise pollution from Dumbarton Road results in this road being used Traffic cars and HGVs. as a preferred route. routing Worsening of visual amenity / The volume of HGV traffic using the Dumbarton attractiveness. Road route. Potential reduction in tourist dwell time. Effects on residential amenity on St. Ninian’s Increased accident risk. Road / Newhouse / Randolph Terrace. Likely negative impacts on financial vitality of city centre businesses. Access to the city centre by private car is Tourists spend in businesses likely to difficult due to congestion. The concentration of be below levels typical of historic city City centre competitively priced car parks near the centre centre locations. vitality adds to congestion. Risk of tourists going elsewhere. Access to Stirling Castle is restricted due to Ambience becoming less attractive shortfall in car parking. whilst other retail centres are improving. Encourage city’s growth aspirations. High levels of car ownership (which are in part Promotion of public transport can a consequence of increasing local income reduce environmental issues, due to levels) contribute to an increase in car-based Sustainable noise and air pollution reduction. trips. transport Public transport may not be a viable Missing or low frequency bus links to residential options alternative to the private car due to areas outside Stirling city centre where routes service factors (inconvenience, timing, are not commercially viable / attractive makes frequency etc). public transport a less attractive travel option. Timber Additional air, noise, and vibration HGVs using Dumbarton Road as direct route industry pollution from HGVs. through the city centre traffic Increased accident risk.

Between the 2010 and 2016 assessments the changes in relation to findings and conclusions were negligible and so the assessment results remained unchanged. Both the original STAG and the refresh recommended the following:

. Reclassification of the inner ring road route

. Introduce travel plans

. Introduce cycle routes

. Introduce localised bus priority

. Enhance walking routes

The completion of the inner ring road with a new section of road known as the Viewforth Link Road, and further active travel interventions south of the city centre are being taken forward separately under the City Centre South programme (see Section 4.4.3.2 for more details).

In addition, in 2016 to support Stirling Council’s 2017 to 2027 Local Development Plan (LDP) an appraisal was done to assess the potential transport impacts resulting from the ambitious growth plans through the City Region Deal LDP, which include increasing the number of houses by 27% over the next 20 years. This appraisal undertaken aligned with Transport Scotland's Development

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Planning & Management: Transport Appraisal Guidance (DPMTAG) process. The DPMTAG process identified four critical problems:

. Lack of sustainable travel options

. Congestion in the city centre

. Congestion on the strategic transport networks

. Forecast congestion impacts arising from the LDP

Considering these identified problems, the DPMTAG set five objectives to guide the study:

. Ensure sustainable travel choices that are at the heart of an integrated transport network.

. Improve connectivity of and accessibility to transport in and across Stirling and beyond

. Minimise congestion impacts on the local and strategic transport network

. Reduce severance impacts

. Enhance the quality of place

Following this, the DPMTAG undertook a detailed consideration of option generation, sifting and development. This considered the then existing City Transport Plan, plus detailed engagement with communities and stakeholders. This qualitative and quantitative process removed all unfeasible projects that did not meet the objectives of the study. Against this backdrop, the DPMTAG outlined five delivery packages for the City:

. DP1: Identified potential measures to promote and encourage sustainable travel choices, such as public transport and active travel. Such measure must be at the heart of any transport strategy and they are aligned to national objectives (both then and now)

. DP2: Seeks to deliver efficiencies in our existing transport network through maximising its capabilities without building new infrastructure

. DP3: Interventions to reduce congestion

. DP4: Interventions to improve capacity at key junctions and cope with growth as a result of the LDP

. DP5: Improvements in connectivity, capacity, and safety in accessing strategic transport links

The interventions in the delivery packages were assessed against:

. The five objectives of the DPMTAG

. STAG criteria as defined by Transport Scotland

. Established policy directives

. Feasibility, affordability, and public acceptance

. Quantitative assessment through the development of a transport model

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The appraisal highlighted that the significant increase in trips resulting from the growth aspirations could not be mitigated by road building alone. Among the measures recommended in the DPMTAG were:

. Improve pedestrian access to the City Centre

. Improve the current City Centre cycle network and National Cycling Network (NCN)

. Targeted infrastructure improvements to increase provision of active travel links (in terms of further cycling improvements, these are summarised in Stirling Council’s Active Travel Action Plan)

. Greater integration with Stirling rail station and the improvement works

Accordingly, maximising modal shift is a priority in Stirling Council’s Local Transport Strategy (LTS, 2017 to 2027) 2 and built it into the heart of the City Region Deal and LDP (adopted in 2018). Clackmannanshire is also in the process of drafting its LDP3 and LTS which will take account of the proposed changes to the National Planning Framework (NPF) and the recent changes to the National Transport Strategy. All of which sharpen the focus on active travel and how such schemes can control, mitigate, and develop future impacts and opportunities. These plans bring with them a step change in activity (and trips) in the City, and so there must be a similar step change in infrastructure – especially active travel infrastructure – to encourage and enable growth in a sustainable and inclusive fashion. This trend is also seen within policy documents such as Transport Scotland’s 2021 Active Travel Framework, the Government’s National Transport Strategy, and the Government’s Climate Change Plan (Section 4.3 provides further details on policy, outlining how the WCLS scheme is seen as a priority project within all the latest applicable national, regional, and local policy documents).

Since the completion of the STAG and DPMTAG assessments to the time of writing this FBC, the economic and transport profile of Stirling has not seen any significant or notable changes to the key issues and opportunities highlighted that would in any way alter the findings and conclusions of the assessments. The same can be said of relevant guidance consulted and used in the completion of the assessments. The COVID-19 pandemic has further reinforced the need for greater active travel provision, one of the key findings and conclusions of the assessments. The pandemic has changed travel behaviours and choices, resulting in a significant increase in the use of active modes. Capitalising on this behaviour change by the increased provision of active mode infrastructure will help to retain and attract active mode users helping to create a sustainable recovery from the pandemic.

2 Stirling Council are in the process of updating and producing the LTS2 and a new LDP. These updated policy documents will include details around the COVID-19 pandemic and how the pandemic has altered the vision of the Council. At the time of writing this business case, the new LTS2 and LDP are not at a stage of being ready and suitable for inclusion. However, it is anticipated that the updated policy documents and their key strategic objectives will strengthen its position for schemes such as the WCLS scheme. The COVID-19 pandemic has reinforced the need for greater active travel provision, and so schemes such as the WCLS scheme will help to retain and attract active mode users helping to create a sustainable recovery from the pandemic. 3 The Scottish Government intends for a draft of the Fourth NPF (NPF4) to be laid before Parliament in autumn 2021. This document will set out an overview of the key challenges, and opportunities, and reflect on the impacts of COVID- 19 and what NPF4 can do to help societal and economic recovery. Due to the importance of the upcoming NPF4, the Clackmannanshire LDP and LTS are being worked up and reviewed alongside the production of NPF4. The adoption of the LTS and LDP before the release of NPF4 is seen as unwise because the policy documents would be almost immediately superseded, particularly considering the new status of NPF4 policies. Therefore, adoption of the LTS and LDP will proceed as quickly as possible after the NPF4 is approved.

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4.2.2 Inception

The Stirling and Clackmannanshire City Region Deal has shown that public investment now will bring wider economic benefits into the region. The City Region Deal recognises the economic importance of investment in active travel in the major employment and education area of Stirling and of investment which will improve regional connectivity between local authority areas and among rural communities, providing better access to employment and education as well as increasing tourism opportunities. To support this the City Region Deal has set aside £7 million in public capital to be invested in new and improved active travel projects.

As part of the City Region Deal, in September 2019, Stirling Council and Clackmannanshire Council, submitted the paper titled “Strategy Paper for Active Travel” to the Scottish Government. This approved paper provided the narrative that set out how the active travel programme (which the WCLS scheme initially formed part of before it was pulled forward as a standalone project) was being developed in a way that complemented the broader City Region Deal and the significant investments being made in initiatives that change the way people travel for leisure, skills development, and work. This active travel programme stemmed from Stirling Council’s Active Travel Action Plan (ATAP, more details in Section 4.3.3.3), a daughter document of the LTS, which focusses on active travel and sets necessary objectives such as to increase the percentage of people walking and cycling in Stirling and to increase the percentage of children and students walking and cycling to/from places of education in Stirling. The “Strategy Paper for Active Travel” formed the Strategic Business Case (SBC) for the WCLS scheme.

Through the City Region Deal and applying for and satisfying Sustrans Community Links Plus funding, the WCLS scheme was considered and developed as a standalone project rather than as part of the wider active travel programme. This is the strategic base, which is the starting point for the two routes, with the interventions largely identified within the ATAP. Under the banner of WCLS these were effectively grouped into two linear routes and further developed from there with our communities. This project development has been clearly evidenced over numerous consultation events and close working with our Sustrans colleagues. 4.2.3 Prioritisation

To consider and progress strategic transport interventions and investments, Stirling Council and Clackmannanshire Council have established a Regional Transport Working Group (RTWG). This is primarily in support of the on-going national Strategic Transport Projects Review but will also be a mechanism to work with key partners such as Sustrans to progress active travel projects within the City Region Deal. The RTWG will review, assess, and approve projects against recognised criteria derived from STAG, business case appraisal and, in part, the criteria of external funding bodies.

Subsidiary candidate projects are yet to be fully evaluated into a short list programme of projects. It is expected that the project development and prioritisation process will be presented to Stirling and Clackmannanshire City Region Deal Joint Committee in autumn 2021. Approaching prioritisation over the life of the Deal allows for flexibility to meet future priorities. The exception to this however is that the City Region Deal Joint Committee is expected to prioritise and approve £2.5 million funding for the WCLS scheme.

The prioritisation and funding of the WCLS scheme was informed by the City Region Deal Active Travel Prioritisation Matrix which is attached as Appendix A. The aim of the prioritisation matrix, which includes a total of ten schemes, was to fairly assess and score each scheme against agreed upon criteria. The criteria headings forming this prioritisation included:

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. Transport planning objectives – Held a weighting4 of 20%

. City Region Deal objectives – Held a weighting of 15%

. Environment – Held a weighting of 5%

. Safety – Held a weighting of 5%

. Economy – Held a weighting of 10%

. Affordability – Held a weighting of 5%

. Integration – Held a weighting of 10%

. Accessibility and social inclusion – Held a weighting of 10%

. Feasibility – Held a weighting of 5%

. Risk and uncertainty – Held a weighting of 5%

. Public acceptability – Held a weighting of 5%

. Monitoring and evaluation – Held a weighting of 5%

The prioritisation matrix, discussed, analysed, and completed by relevant / selected scheme promoters, resulted in the following prioritisation as presented in Figure 4-1. The figure visually shows how the ten schemes considered position in terms of: are they a top priority; are they a future potential; are they a low priority; or should the scheme be put on hold and considered at a later date. It is clear that as a part of this prioritisation process the WCLS scheme has been identified as the top priority out of all ten schemes considered.

4 The weighting defines the importance of each criteria in the overall prioritisation.

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Figure 4-1: Prioritisation matrix

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The WCLS scheme supports the aims of the City Region Deal by providing active travel links to major employment zones (Kildean and Forthside) including from the bus and rail stations, as well as to Forth Valley College and the University of Stirling. The links from the rail and bus station provide ‘last mile’ active travel opportunities for those commuting from Clackmannanshire for employment and education. Through links with other schemes proposed under City Region Deal the WCLS routes form part of a wider regional network linking Stirling’s Eastern Villages, Clackmannanshire’s Hillfoot Villages and Alloa as well as the Carse of Stirling Villages and routes to Falkirk. These schemes include:

. Dunblane to the Bridge of Allan – The towns of Bridge of Allan and Dunblane are less than 4km apart, and a high-quality active travel route has the potential to provide alternatives to journeys for work and education currently made by car. The proposed scheme will be of value to leisure users, connecting to the national cycle network and improve connections towards Stirling and the university.

. Pirnhall to City Centre South Phase 1 – The project is a phase in a wider programme to link Plean and Cowie with the new developments to the south and to the city centre. This phase will link up the planed 3,000 dwelling developments to the Health & Care Village and onto the city centre. The scheme will see a walking and cycling route travel through the Pirnhall Interchange and towards a future ‘green bus hub’ located immediately to the north of Pirnhall and east of the A872 Glasgow Road.

. Alloa to Manor Powis – This project will provide safe active travel from Alloa to Manor Powis Roundabout with sustainable and affordable links to schools in Alloa and the Hillfoots from Manor Powis a separate Sustrans project will lead to Ladysneuk road.

. Stirling City to Cambuskenneth Abbey and Ladysneuk Road – Improvements to the existing National Cycle route will increase active travel through the residential Riverside area to the historic Cambuskenneth Abbey and onto Ladysneuk Road to meet up with the Sustrans Manor Powis project.

. Fishcross and Hillfoots to the Stirling University– These active travel projects tie into the University of Stirling and will improve connectivity to employment and education centres, as well as increasing student and university staff footfall into the Hillfoots area for services and accommodation, which will help to support the objectives of the City Region Deal.

. King’s Highway - This project will provide opportunity for tourism employment, as well as providing affordable and sustainable travel between more rural communities. This route would be seen as an addition to the National Cycle Network and a strategic link to the west.

. Burn O’ Cambus to Callander - The project will complete the missing link in the NCN765, linking Doune to Callander providing sustainable access to the Trossachs. It will increase the opportunities for leisure and tourism across the region, specifically rural communities.

. Alloa Bridge (via Throsk, Fallin) - The project would link two sections of the NCN 76 at the A905 Cowie/Fallin on the south shore of the Forth providing an alternative route to the new developments to the south of Stirling and to Falkirk from and to Clackmannanshire. The new active travel bridge will increase the tourist offer and improve local active leisure options.

. Clackmannan Bridge to Dollar and Muckhart - The project will increase the opportunities for leisure and tourism across the region, specifically linking Stirling, Clackmannanshire, and Falkirk. The communities in Clackmannanshire strongly support this project.

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Other schemes started or in development which will expand the active travel network include:

. Millennium Way, Spaces for People – Currently a temporary cycleway on the Millennium Way road, which will connect with WCLS at Back O’Hill Roundabout/Raploch Road to strengthen connections to the Castleview Business Park and Park & Ride. Although temporary for a period of 18 months, if successful, it will be made permanent.

. City Centre South – Will see active travel improvements throughout the area, and consultation is due to start through the summer. This will specifically tie in with the College Route at Upper Craigs/Port Street/Wellgreen (detail also can be found in Section 4.4.3.2).

. Fallin to Cowie – core path upgrade to provide a 2m wide carriageway adjacent path being undertaken by SPEN as part of Beauly –Denny mitigation works. 4.3 Policy Context The WCLS scheme is being funded in part by Transport Scotland through Sustrans as being in line with the Government’s commitment to active and sustainable travel and aligning with Government as well as regional and local strategies. These are set out below. 4.3.1 National Policy 4.3.1.1 National Transport Strategy

The Scottish Government's overall purpose is to increase sustainable economic growth. A safe, efficient, effective, and sustainable transport system, for both passengers and freight, remains one of the key enablers of such sustainable economic growth.

The current National Transport Strategy, NTS2, sets out four priorities each with three key outcomes to be used as the guiding principles at national, regional, and local level when developing strategy and prioritising resources. The Priorities are that the transport system:

. Reduces inequalities

. Takes climate action

. Helps deliver inclusive economic growth

. Improves our health and wellbeing

Each Priority has interconnecting Policies. However, the Scottish Government has also set out an overarching policy:

Importantly, overarching all the Policies, to address the challenges and achieve the Priorities, we will embed the Sustainable Travel Hierarchy in decision making by promoting walking, wheeling, cycling, public transport and shared transport options in preference to single occupancy private car use for the movement of people.

NTS2 National Transport Strategy, protecting our climate and improving our lives. Transport Scotland, February 2020.

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The WCLS –

. Reduces inequalities and helps deliver inclusive economic growth by supporting low cost active travel to places of employment and education as well as improving the routes for people of all ages and abilities

. Takes climate action by enabling emission free travel

. Improves health and wellbeing by reducing emission in the city centre and enabling more active travel

. Meets the NTS2 overarching Sustainable Travel Hierarchy by promoting walking, wheeling, and cycling in preference to car use and re-assigns road space away from motorised vehicles to active travel

. Meets the NTS2 Sustainable Investment Hierarchy:

o By promoting emission free travel thereby reducing the need to travel unsustainably and tackling climate change

o By complementing and optimising existing routes thereby creating a comprehensive strategic network of high-quality cycle routes

4.3.1.2 National Planning Framework

Scotland’s third National Planning Framework (NPF3) sets the spatial expression of the Scottish Government’s Economic Strategy and of its plans for infrastructure investment, together with its ambition to create great places that support sustainable economic growth.

The framework is underpinned by four key vision themes. Scotland will be:

. A successful, sustainable place

. A low carbon place

. A natural, resilient place

. A connected place

The Scottish Government intends for a draft of the Fourth NPF (NPF4) to be laid before Parliament in autumn 2021. This document will set out an overview of the key challenges, and opportunities, and reflect on the impacts of COVID-19 and what NPF4 can do to help societal and economic recovery.

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The WCLS –

. Links places of education and employment to areas of residence and business via affordable active travel, helping to promote long term sustainable economic growth, supporting job creation, and reducing social and economic inequalities

. Promotes emission free travel thereby reducing the need to travel unsustainably and tackling climate change

. Contributes to a better quality of place in Stirling and wider region by developing active travel infrastructure close to where people live to encourage regular use for health, recreation, and sport

4.3.1.3 Programme for Government 2020-21

The Scottish Government’s current Programme for Government includes commitments to taking climate action and to active travel:

. A transformative shift to zero or ultra-low emission city centres by 2030 by engaging extensively with key sectors, in particular with the bus sector

. Make our towns and cities friendlier and safer places for pedestrians and cyclists, supporting more people to make sustainable travel choices, as well as contributing to better health for people across Scotland

The WCLS –

. Is working with city centre businesses to reduce and redistribute traffic and parking with the use of placemaking thereby making the city centres safer for pedestrians and cyclists

4.3.1.4 A Long-Term Vision for Active Travel in Scotland 2030 (2014)

Transport Scotland’s long-term vision focuses on making Active Travel more popular to achieve lasting change, by increasing the number of people choosing to travel actively across all communities as part of their everyday lives. The long-term vision involves creating infrastructure to encourage active travel, clearly signposting active travel options, and encouraging behavioural change by offering cycle training and increasing confidence in active travel modes.

The long-term vision for Active Travel will also help achieve several strategic aims, including:

. Better health and safer travel for all – by promoting healthy living choices, treat and prevent disease and reduce health inequalities

. Reducing inequalities – by creating better access to jobs, service, and leisure for all parts of the population including children, older people, people with disabilities and people on lower incomes

. Cutting carbon emissions and other pollution – by increasing active travel to reduce reliance arising from motorised travel to combat climate change and improve air quality

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. Delivering liveable, more pleasant communities – by providing places that are pleasant and practical for walking and cycling where better facilities will improve people lives by feeling more connected

. Supporting delivery of sustainable economic growth - Places that are designed for walking and cycling are generally more attractive. Scotland’s communities will benefit from this, becoming more desirable places to live and work so helping attract investment and economic activity.

The WCLS –

. Helps to promote greater use of active travel contributing to improved health outcomes, lower health inequalities and helping to prevent long term comorbidities relating to inactive lifestyles

. Helps to lower carbon emissions and particulate pollution by promoting active travel and encouraging mode shift away from vehicles

4.3.1.5 Active Travel Framework (2021)

Transport Scotland’s 2021 Active Travel Framework brings together the key policy approaches to improving the uptake of walking and cycling in Scotland for travel. It has been produced collaboratively by Transport Scotland and key delivery partners, with input from Regional Transport Partnerships and local authorities.

The vision of this active travel framework is as follows:

Scotland’s communities are shaped around people, with walking or cycling the most popular choice for shorter everyday journeys.

The strategic objectives of the framework are as follows:

. Cut Carbon Emissions and other pollution

. Delivering liveable, more pleasant communities

. Better health and safer travel of all

. Reducing inequalities – jobs, services, and leisure

. Supporting delivery of sustainable economic growth

The active travel outcomes associated with these objectives are as follows:

. Increase the number of people choosing walking, cycling, and wheeling in Scotland

. High quality walking, cycling and wheeling infrastructure is available to all

. Walking, cycling, and wheeling is safer for all

. Walking, cycling, and wheeling is available to all

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. Delivery of walking, cycling, and wheeling is promoted by a range of partners

The WCLS –

. Cuts carbon emissions by encouraging modal shift to active modes

. Aids in the delivery of more pleasant communities by reducing vehicle movements and by creating attractive, high quality active travel routes with associated planting

. Promotes better health through and safety outcomes through the delivery of high quality, segregated active travel corridors, encouraging physical activity, and decreasing interaction with vehicles

. Reduces inequalities through providing safe, affordable access to employment and education for all

. Supports sustainable economic growth by allowing residents of all ages and abilities to access places of work and education quickly, efficiently, and safely, while also increasing footfall of existing local businesses and potentially contributing to the creation of new local businesses along routes

4.3.1.6 National Walking Strategy and Cycling Action Plan

Transport Scotland is committed to the Active Travel vision of enabling walking and cycling to be the most popular mode of travel for short, everyday journeys. The aim is to make Scotland's towns and cities friendlier, safer, and more accessible. Linked to the long-term vision are the National Walking Strategy and Cycling Action Plan for Scotland and the Active Travel Task Force report, as published in 2018. The remit of the active travel task force includes identifying and making recommendations to the Minister for Transport and the Islands on ways to improve delivery of ambitious, inclusive walking and cycling projects in Scotland, helping to create high quality places and communities that support health and wellbeing. The National Walking Strategy and Cycling Action Plan has the following aims:

. Create a culture of walking: A walking culture where Scotland’s communities are empowered to develop community-based approaches to walking development and the value of social capital (e.g., through volunteering) can be harnessed

. Better walking environments throughout Scotland: By developing and managing attractive, well designed places and signed routes close to where people live and work, we will encourage people to use them on a regular basis for health, recreation, sport, and active travel. Our modern access rights and range of paths, parks and reserves assets also need to be effectively promoted if more people are to be encouraged to use them on visits to enjoy the outdoors.

. Ensure easy, convenient independent mobility for all: By promoting conditions that make it easier and more attractive for people of all ages and abilities to walk, rather than a situation where people do not have the opportunity to walk or walk only if there is no alternative.

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The WCLS –

. Will use innovative design and promotion to improve and support the use of highly visible city centre routes for walking, wheeling, and cycling

. Delivers wider footways and improve/increase safer crossings to education centres, helping to ensure easy, convenient independent mobility for all age groups and abilities.

4.3.1.7 Scottish Planning Policy 2014

The Scottish Planning Policy (SPP) is the statement of the Scottish Government’s Policy on nationally important land use planning matters. It places great emphasis on a presumption in favour of sustainable development.

The SPP will presume in favour of sustainable development where policies in a development plan area are out-of-date or the plan does not contain policies relevant to the proposal.

The SPP seeks to ensure the planning system should support patterns of development which:

. Optimise the use of existing infrastructure

. Reduce the need to travel

. Provide safe and convenient opportunities for walking and cycling for both active travel and recreation, and facilitate travel by public transport

. Enable the integration of transport modes

. Facilitate freight movement by rail and water

The planning system should identify active travel networks and promote opportunities for travel by sustainable modes. The SPP will promote developments which are accessible and can take advantage of and maximise walking, then cycling, then public transport and, only then to tackle the residual effects of private car trips.

The WCLS –

. Providing a high quality walking and cycling network to the Raploch regeneration site and Kildean and Craigforth development sites as well as to the major employment site of the university

. Links with other schemes taking the active travel network to the regeneration areas of the Eastern Villages and South Stirling Gateway

4.3.1.8 Climate Change Plan 2018-2032 – Update

The Update to the Climate Change Plan sets out ambitious targets to end Scotland’s contribution to climate change by 2045. The plan sets out the country’s commitment to reducing car kilometres by 20% and emissions by 75% by 2030 and to net zero by 2045. As Scotland emerges

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from COVID-19 there is a distinct chance to rebuild the economy in a way that delivers a greener, fairer, and more equal society. The Plan sets out the approach to delivering a green recovery and sets out a pathway to delivering world leading climate change targets. The plan is framed around the following key themes:

. Recognising the role that both public and private investment must play in delivering the transition to net zero (£50 million to create Active Freeways, providing a sustainable link between our towns, cities, and some of our most beloved national landmarks)

. Commitment to increase the number of good, green jobs, and to enable people to access these jobs through training and reskilling

. The COVID-19 pandemic has proven the importance of embedding resilience and security into society and the economy. Adaptation and resilience are key components of the green recovery

. Committed to delivering a place-based approach to our green recovery working closely with those communities and organisations that need change

The WCLS –

. Creates an active travel ‘motorway’ leading from regionally significant places of education, employment, and tourism to the city centre, reducing dependence on private car use and polluting forms of mobility thereby removing vehicle kilometres and actively contributing to the Government’s targets

. Improves accessibility for all by enabling low cost active travel to places of employment and education as well as improving the routes for people of all ages and abilities

. Enables emission free travel which will help to achieve the net zero target by 2045 and reducing the impact of Scotland’s transport system to have a positive impact on climate change

. Supports healthy active forms of travel across the region, reducing the impact on the climate and creating a healthier society

. Supporting a greener recovery from the impacts of the COVID-19 pandemic, by enabling better, healthier connectivity to places of education and employment – embedding resilience within the transport infrastructure to future pandemic events

4.3.2 Regional Policy 4.3.2.1 Tactran Regional Transport Strategy

Tactran, the Tayside and Central Scotland Transport Partnership is the regional body tasked with developing a Regional Transport Strategy setting out a vision for the medium to long term future of transport in the area and to oversee its implementation.

The Regional Transport Strategy has been developed under six themes:

. Economy: To ensure transport helps to deliver regional prosperity

. Accessibility, Equity & Social Inclusion: To improve accessibility for all, particularly for those suffering from social exclusion

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. Environment: To ensure that the transport system contributes to safeguarding the environment and promotes opportunities for improvement

. Health & Well-Being: To promote the health and well-being of communities

. Safety & Security: To improve the real and perceived safety and security of the transport network

. Integration: To improve integration, both within transport and between transport and other policy areas

The WCLS –

. Improves accessibility for all by enabling low cost active travel to places of employment and education as well as improving the routes for people of all ages and abilities, contributing to improved regional prosperity and reducing social deprivation and exclusion

. Enabling emission free travel which will help safeguard the environment and improve quality of place

. Supports healthy, active forms of travel across the region which is vital in improving the health and well-being of local communities especially in the aftermath of COVID-19.

. Providing a safe form of active travel for walking and cycling users by introducing segregated cycle and walkways away from vehicular traffic, to improve actual and perceived safety

. Will improve integration with other transport modes, especially public transport as one of the routes as part of the scheme will tie into Stirling Railway Station

4.3.3 Local Transport Policy 4.3.3.1 City Transport Strategy (CTS) 2006

The 2006 City Transport Strategy (CTS) aims to deliver balanced transport benefits, encourage sustainable transport, and provide a vibrant city. The strategy highlights the need to promote alternatives to car use and to reduce traffic congestion and pollution within the City. Specifically, the strategy includes as policies:

. Increase travel choices and enhance linkages between different means of travel to reduce the need for car use

. Support and enable future development through sustainable transportation

The WCLS –

. Provides infrastructure to increase active mode travel and adds greater travel choice

. Provides an alternative to private car travel by encouraging uptake of walking and cycling through improved infrastructure

. Supports the delivery of future developments by improving connectivity with active travel measures and helping to improve quality of place in Stirling

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4.3.3.2 Local Transport Strategy 2 (2017-2027)

The Local Transport Strategy (LTS) sets out how Stirling Council will help move people and goods around Stirling safely from 2017 to 2027. The Council and the Loch Lomond and the Trossachs National Park Authority have both adopted Local Development Plans which set out how Stirling is to grow and prosper. It is expected that over the next 10 years, more residencies and an improved transport network will be needed as residents, businesses, and tourists visiting, living, or working in Stirling are likely to rise.

The objectives of the LTS are:

. A safer Stirling:

o Reduce the numbers of both accidents and casualties

o Ensure that our transport networks and streets feel safe and secure for all users

. A connected Stirling:

o Maintain and improve strategic road and rail transport links between Stirling and Scotland’s other cities, and beyond

o Maintain and improve transport links into Stirling City and its key employment areas

o Maintain and improve transport links between the City and Stirling’s rural towns and villages

. An active and sustainable Stirling:

o Encourage and enable more trips to be made by walking, cycling and public transport

o Ensure sustainable travel choices are at the heart of an integrated transport network

o Minimise carbon emissions from transport

. An inclusive Stirling:

o To ensure that jobs, services, and opportunities can be accessed by a choice of means of travel

o Transport networks, including our streets, that are usable by all, including people with mobility difficulties (as per 2011 Census data 6.1% of Stirling residents had a physical disability that may cause difficulties for getting around)

. A quality place:

o Ensure that our street environments, as the principal public space in our settlements, enhance the quality of Stirling’s urban and rural environments

o Ensure that our street environments are safe, pleasant, easily navigable and connected for all users

o Continually seek to improve air quality and reduce noise pollution arising from traffic

It is worth noting that Stirling Council are in the process of updating and producing the LTS2. This updated policy document will include details around the COVID-19 pandemic and how the

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pandemic has altered the vision of the Council. At the time of writing this business case, the LTS2 is not at a stage of being ready and suitable for inclusion. However, it is anticipated that the updated policy document and its key strategic objectives will strengthen its position for schemes such as the WCLS scheme. The COVID-19 pandemic has reinforced the need for greater active travel provision, and so schemes such as the WCLS scheme will help to retain and attract active mode users helping to create a sustainable recovery from the pandemic.

The WCLS –

. Offers pedestrians and cyclists safe, segregated infrastructure to make journeys on, reducing the likelihood of pedestrian and cycle casualties in road traffic collisions

. Helps to improve connectivity to the wider rural region through active travel and supplementing ‘last mile’ trips within the city centre to improve connectivity

. Offers residents, visitors, and businesses active travel modes – helping to make the population of Stirling healthier and more active and minimising carbon emissions from transport

. Facilitates greater accessibility through increased mode choices for all users by providing safe and modern active travel infrastructure - helping to encourage economic growth and improve employment prospects in the region

. Improves quality of place by providing active travel infrastructure to improve connectivity to ensure journeys are safe, pleasant, and connected for all users

. Helps to improve air quality and noise pollution from traffic as mode shift is encouraged towards active modes of travel

4.3.3.3 Active Travel Action Plan

The Active Travel Action Plan (ATAP) is a daughter document of the Local Transport Strategy focussing on active travel. The objectives of the ATAP are:

. To increase the percentage of people walking and cycling in Stirling

. To increase the percentage of children and students walking and cycling to/from places of education on Stirling

The relevant targets in the ATAP are:

. % of children being driven to school:

o By 2022 – 16%

o By 2027 –14 %

. Proportion of people accessing Stirling City Centre on foot:

o By 2022 – 4% increase on 2017 levels

o By 2027 – 10 % increase on 2017 levels

. Increase in annual average cyclists on monitored routes in city area:

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o By 2022 – 20% increase on 2017 levels

o By 2027 – 50% increase on 2017

The WCLS –

. The programme has grown from the LTS and the associated Active Travel Action Plan and will work towards those objectives

4.3.4 Other Local Policy and Plans 4.3.4.1 Local Development Plan (Adopted 2018)

The local development plan will generate additional travel demands in and around the city core. Figure 4-2 below shows an extract from Local Transport Strategy indicating the LDP proposals.

Figure 4-2: LDP housing proposals

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Development sites will place additional pressure on recognised pinch points:

. Customs (Clock) Roundabout

. Craigs Roundabout

. Goosecroft Road

. Causewayhead Road

. Kerse Road

. In and around the rail station/bus station/retail core

. Increased demand for city centre and rail station parking

Although the LDP will create additional travel demands, there are also additional opportunities such as:

. Creating a City Centre that is attractive to live in, work and visit by having mixed use developments including retail, leisure, employment, and cultural facilities

. A connected, green place where there is an established and managed green network of open spaces, integrated habitats, recreational and active travel routes to connect places and settlements

. A place which attracts and supports businesses with a strong and diverse economies

. A place with high quality environments: Historic landmarks such as Stirling Castle, the Wallace Monument and Battlefields are protected and enhanced and sit alongside new development giving a unique sense of place

. A place with a range and choice of well-located homes: a range of housing is available in sustainable locations, including a new settlement at Durieshill, with increased opportunities to access local affordable housing, and housing for an ageing population and reduced deprivation in urban and rural locations

Similar to the LTS, Stirling Council are in the process of updating the LDP. This updated policy document will include details around the COVID-19 pandemic and how the pandemic has altered the vision of the Council. At the time of writing this business case, the updated LDP is not at a stage of being ready and suitable for inclusion. However, it is anticipated that the updated policy document and its key strategic objectives will strengthen its position for schemes such as the WCLS scheme. The COVID-19 pandemic has reinforced the need for greater active travel provision, and so schemes such as the WCLS scheme will help to retain and attract active mode users helping to create a sustainable recovery from the pandemic.

The WCLS –

. Will improve active travel opportunities alleviating pressure on the above pinch points, specifically Customs (Clock) Roundabout, Causewayhead Road, Goosecroft Road and in and around the rail station/bus station/retail core

. Will provide alternative modes of transport to and from the city centre and rail station, alleviating pressure on current parking demands.

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4.3.4.2 The Stirling Plan: Local Outcome Improvement Plan 2017-2027

The Stirling Local Outcome Improvement Plan (LOIP) shows how public sector organisations will work together with communities and voluntary groups to improve people’s lives, encourage fairness and making things more equal for everyone in Stirling over the Plan’s 10-year period.

The vision of the Plan is that communities in Stirling will become places ‘where everyone can thrive’. This means people have better chances to be successful in whatever they are doing no matter where they stay.

The Plan focuses on four themes:

. Prosperous: People are part of prosperous economy that promotes job opportunities for all across the economy

. Healthy: People are healthy and live active, full, and positive lives within supportive communities

. Achieving: People are skilled and supported to make a positive contribution to their communities

. Resilient: People are part of safe and caring communities within an attractive and sustainable place

While the active travel supported by the WCLS scheme helps people live active lives and can help people access jobs and education opportunities, the only travel related target in the LOIP is related to road traffic accidents and is to reduce road traffic accident casualties, rate per 10,000 population.

The WCLS –

. Will make improvements for walking and cycling in neighbourhoods which will support the resilience target of adults rating Stirling as a ‘very good place to live’

. Improves connectivity to areas of employment and education, which helps to ensure better educational and economic outcomes fostering greater prosperity

. Provides a healthy, low cost way of travelling in Stirling – allowing people to be healthier, more active and experience better quality of life

. Will help to support resilience as the scheme delivers better sense of place by reducing severance, improving connectivity, and improving the attractiveness of the area

. Will help to deliver low cost, healthy travel for residents of all ages and ability – which helps to foster better community cohesion and improves any existing social exclusion issues

4.3.4.3 Stirling Council Key Priorities

Stirling Council has set out its key priorities and what services and resources to meet those priorities will include. The priorities, services, and resources relevant to the City Centre South proposals are given below.

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Priority B

We will target all forms of poverty across our communities and mitigate the impact of austerity and welfare cuts on those hit the hardest.

Active travel in the form of walking wheeling and cycling is open to everyone and can provide cheaper access to employment and education opportunities as well as being an economic way to get healthy.

Priority D

We will deliver inclusive economic growth and promote prosperity. We will deliver a City Region Deal and pursue policies and solutions that encourage high quality, high paying jobs into all of Stirling’s communities.

Improved active travel results in cheaper access to employment and education opportunities thereby greatly improving business labour pools and the skills of the workforce.

Priority E

We will create and implement environmental and infrastructure improvements. We will deliver new ownership and delivery methods around energy generation, public transport, and internet access, ensuring profits and services work to the community, not commercial priorities.

The WCLS scheme will deliver infrastructure improvements and in its placemaking schemes will deliver environmental improvements.

Priority F

We will commit and coordinate our resources to ensuring Stirling becomes a must-visit destination; with heritage, culture, environment, and economic strategies working hand in hand to encourage tourists to stay for a minimum of three days and two nights.

The improvements to the city centre under the WCLS scheme will make the city centre more attractive for visitors as well as supporting the growing cycle tourism market.

The WCLS –

. Supports these Council priorities with practical schemes that will support the economy and enhance the lives of citizens

4.3.4.4 City Region Deal

Stirling Council, in partnership with Clackmannanshire Council and the University of Stirling, has secured an investment of £90.2 million, from both the Scottish and UK Governments, in the form of a City Region Deal (CRD). This deal is intended to provide investment in Innovation, Digital, Culture, Heritage and Tourism, Active Travel and Connectivity over the next 10 to 15 years with the core aim of generating inclusive economic growth for the region. City region partners have an ambition that the interventions created by the CRD will unlock private investment in excess of £640 million and deliver over 5,000 new jobs across a wide range of sectors.

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The CRD has four key strategic outcomes:

. Inclusive economic growth - Create conditions for businesses to thrive both locally and globally, increase job density and access to opportunity, maximising our regional assets

. Creating higher value jobs - Invest in the creation of clean, green innovations, digital entrepreneurship, and cultural opportunities to deliver a more diverse regional economy

. Sharing prosperity - Remove barriers to engagement and support inclusion to share prosperity and wellbeing across the region

. An inclusive skills ecosystem - Widen access to opportunity through inclusive skills pathways that target those who face exclusion across our region

The WCLS –

. Supports the inclusive economic growth outcome of the City Region Deal by connecting disadvantaged communities to places of employment and education and improving connectivity across the region. The WCLS will also help to offer inclusive, low cost travel to various deprived regions, allowing individuals to gain skills and training to help lower exclusion and deprivation.

. The WCLS will also support the CRD in creating higher value jobs by helping businesses access the best talent through the provision of lost-cost, sustainable active travel infrastructure

. Improved connectivity as a result of the WCLS scheme will allow all parts of the community easier, cheaper, and healthier access to areas of employment, education, and training. This will improve prosperity and health outcomes across the region

4.3.4.5 Stirling Council’s Climate and Nature Emergency Plan 2021-2045

Stirling Council has developed a plan to be the leader in tackling climate change through the transition to a fossil fuel-free, climate ready area by 2045. This transition will improve the lives of residents, help the local economy to thrive and improve nature. The plan will be delivered through five key objectives:

. Transform energy systems and help deliver zero-carbon, affordable energy for all

. Develop a modern transport system that minimise carbon emissions, improves affordability, and provides choice for all

. Improve resource efficiency by cutting consumption and reducing waste

. Optimise biodiversity and increase the carbon storage potential of nature

. Plan and prepare for the impacts of climate change

Each objective will be implemented in three ways:

. Lead in Council activities

. Enable the delivery of this vision through policies and decisions taken by the Council

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. Inspire all residents, businesses, and organisations to get involved and take action

The WCLS –

. Supports Stirling Council’s transition to a fossil fuel-free area by providing affordable, low carbon transport alternatives through active mode improvements

. Prepares the region to be climate ready by taking proactive approaches by enabling the delivery of climate change-friendly policies and schemes like the WCLS scheme and the Active Travel Programme

4.3.5 Policy Context Summary

The WCLS package of sustainable travel measures and junction improvements is in accordance with national, regional, and local transport and land use policy. It also supports the Local Development Plan, the City Deal Masterplan, the Local Outcome Improvement Plan, Stirling Council’s Key Priorities, and the aims of the City Region Deal. 4.4 Case for Change The subsequent Case for Change sections discuss the existing and future issues the scheme looks to alleviate, identify other drivers for the scheme and reinforces the reasons why the WCLS scheme has received prioritisation and is expected to be approved for £2.5 million worth of funding from the City Region Deal Joint Committee. 4.4.1 Existing Issues

This section outlines what issues currently exist within the area, and what difference the proposed intervention will make to alleviate these issues. It should be noted that the majority of the scheme objectives are seeking to unlock opportunities, rather than seeking to address identified problems. Although, there are specific issues that the scheme seeks to address as outlined below. 4.4.1.1 Poverty, Deprivation and Social Exclusion

In Stirling, the nearby communities of Raploch and Cornton currently rank among the 10% most deprived Scottish Index of Multiple Deprivation. Cultenhove, St Ninian’s, areas of Bannockburn, Stirling’s Eastern Villages, and areas of Tullibody and Alloa also experience similar levels of deprivation. The deprivation in these communities can be driven by high costs of transport, creating a lack of affordable access to education and employment opportunities. Young people are currently experiencing rising transport costs and have seen stagnation in wage rates, increased housing expenditure and lower disposable incomes. The increases in cost of living mean that younger people have less income to travel to places of work and education.5 This may act as barriers to both education and employment opportunities, causing deprivation and allowing poverty to persist in deprived regions. A lack of affordable travel options may also impact the elderly and less mobile segments of the population, potentially contributing to both social and economic deprivation through lack of connectivity and opportunity. A lack of connectivity also

5 Chatterjee, K., Goodwin, P., Schwanen, T., Clark, B., Jain, J., Melia, S., Middleton, J., Plyushteva, A., Ricci, M., Santos, G. and Stokes, G. (2018). Young People’s Travel – What’s Changed and Why? Review and Analysis. Report to Department for Transport. UWE Bristol, UK. www.gov.uk/government/publications/young-peoples-travel-whats- changed-andwhy

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negatively impacts businesses, as businesses are unable to access skilled labour and dissuades investment – this reinforces deprivation and contributes to socio-economic problems in the region.6

The WCLS scheme will play a key role in reducing poverty and deprivation across the region through improved connectivity. The proposed route to the University passes a large high school and workplaces, helping encourage young people to cycle saving them money and time as well as supporting their health and education / employment opportunities. The route from the bus and rail station to Forth Valley College will benefit those travelling from Clackmannanshire commuting to Stirling by bus or train providing them with an alternative to the bus for onward travel. As wider regional links are completed it will be possible for more people to complete their whole journey by walking and cycling, saving money and improving their health. Older or less mobile residents and visitors will benefit from safer and better quality active travel infrastructure, helping to improve connectivity to leisure, employment, and education areas. Businesses will also benefit from improved connectivity that the WCLS scheme offers, through greater journey time reliability and the ability to access a larger pool of labour.

The Inclusive Growth Assessment (Appendix B) sets out the project actions, outputs and outcomes which contribute towards tackling poverty; as well as the development of skills, social capital, and higher quality jobs. 4.4.1.2 Pedestrian and Cyclist Safety

In the five years from 2016 to 2020, there were a total of 20 police reported pedestrian and cyclist accidents on the WCLS routes (as summarised in Table 4-2). Of these 70% were classed as slight, 25% classed as serious and 5% classed as fatal. The data analysed indicated that there were significantly more accidents occurring on the Stirling Station to University route. The lower numbers of accidents on the City Centre to Forth Valley College route are likely a result of the route being shorter in length and due to the significantly low existing numbers of walking and cycling trips on this route.

Table 4-2: Number of collisions by severity (2016 – 2020)

Slight Serious Fatal WCLS Route Pedestrian Cyclist Pedestrian Cyclist Pedestrian Cyclist Total City Centre to Forth 0 0 1 0 0 0 1 Valley College Stirling Station to 8 6 1 3 1 0 19 University Total 8 6 2 3 1 0 20

Figure 4-3 to Figure 4-6 visually show the data extracted from CrashMap. The figures indicate that there were injury collisions involving pedestrians and cyclists across the extents of both WCLS routes. There were three locations where a cluster of injury collisions were recorded. These are:

6 Transport and inequality: An evidence review for the Department for Transport. 2019. Available at: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/953951/Transpor t_and_inequality_report_document.pdf

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. Port Street / Upper Craigs / Wellgreen Road

. Cowane Street

. Stirling Railway Station

In addition to the accidents directly on the WCLS routes, it is important to note that a significant number of pedestrian and cycling accidents occur in areas in close proximity to the WCLS routes. These accident trends seen will only worsen as trip numbers for both active mode users and private vehicle users increase with LDP growth.

Therefore, the delivery of two safer travel corridors will result in significant accident benefits for both existing users of the WCLS corridor, those who will reroute onto the newer and safer infrastructure and future users in line with LDP growth. Thus, the scheme is expected to help address perceived and empirical safety issues related to active travel, encourage walking and cycling as opposed to private vehicle and drive safety benefits through the Stirling network.

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Figure 4-3: CrashMap extract (Cyclist casualties)

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Figure 4-4: CrashMap extract (Pedestrian casualties)

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Figure 4-5: CrashMap extract (Pedestrian casualties)

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Figure 4-6: CrashMap extract (Pedestrian casualties)

4.4.1.3 Climate Change

The scientific consensus is that increases in carbon dioxide (CO2) and other greenhouse gases are causing climate change. Other emissions, especially particulates, are associated with a deterioration in air quality and pose serious risks to health. Transport is a major source of CO2 and other emissions. Changes in the volume and type of road traffic, and the performance of the local road network will therefore have a significant impact on local air quality and the emission of greenhouse gases. As such, Stirling Council declared a climate and ecological emergency on the 3rd October 2019, which reaffirms the need to accelerate commitments to reduce carbon emissions to zero as soon as practicable.

Projects such as WCLS are key to providing the infrastructure required to allow residents, commuters, and visitors to choose zero carbon travel options over diesel and petrol powered

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modes of transport. The WCLS will also help to improve air quality in the region, making Stirling a more attractive place for visitors, investment, and future residents. The WCLS scheme will promote greater use of sustainable travel options, helping to achieve net zero carbon emissions by 2050.

If we want to encourage more people to walk and cycle as part of healthier lifestyles, we must both help them choose walking and cycling and provide them with safe, convenient, and attractive opportunities to do so. We must engender an active travel culture as well as providing high quality active travel network which is designed to international best practice standards. The WCLS routes are part of providing this high-quality active travel network and must be supported by packages of smarter choices measures that make people want to use these routes. 4.4.1.4 Low Uptake of Active Travel

In 2018, Sustrans Scotland undertook a comprehensive active travel study in Stirling called Bike Life Stirling7. The survey work to support this study surveyed over 1,100 Stirling residents, a representative sample size for the population.

One of the key findings from the Bike Life Stirling study indicates that cycling uptake is very low, with 3% of residents surveyed in Stirling commuting by bicycle and 2% in Clackmannanshire. The low prevalence of commuting by cycling could be due to fear of accidents, lack of walking / cycling connectivity, lack of access to a bike or the convenience offered by a private vehicle.

The Bike Life Stirling study also reveals that there is significant potential to increase the number of journeys by active travel. Residents in Stirling have shown strong support in active travel infrastructure, with 76% of respondents saying more money should be spent on cycling and 83% of respondents supporting the creation of protected roadside cycle lanes. 71% of surveyed residents say Stirling would be a better place to live and work if more people cycled.

The survey also highlights that residents in both Stirling and Clackmannanshire are impacted by road congestion, with respondents saying that they always or sometimes experienced delays on the County’s roads. The combination of delays on the county’s road network and increase in walking and cycling due to the COVID-19 pandemic suggests that measures such as the WCLS scheme could be used to encourage mode shift towards active travel.

The WCLS scheme will help to address low active travel uptake by providing a sustainable, safer, and attractive mode of travel for residents. This in turn helps to lower congestion on the county’s road network whilst making Stirling a more attractive place to live and work. 4.4.2 Future Issues

4.4.2.1 COVID-19

In 2019 a new, sometimes fatal, and highly contagious virus came to public attention (SARS- CoV-2, severe acute respiratory syndrome coronavirus 2). By March 2020 the virus, termed COVID-19, was declared by the World Health Organisation as a pandemic, as it was prevalent across much of Europe and the UK. Health experts have advised that to reduce the spread and transmission of the virus a variety of countermeasures should be adopted. These included social distancing where people of separate households were advised to stay at least 2 metres apart and not using public transport for long periods of time. As research into the virus has grown, it is

7 The Bike Life Stirling study is currently being refreshed and updated. This revised study will however not be completed in time for inclusion within this business case.

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increasingly clear that individuals with underlying health conditions or generally poorer health (such as obesity or cardiovascular conditions) are at greater risk of serious illness or mortality due to the COVID-19 virus.

The UK and Scottish governments made funds available for temporary measures to increase the width of walking areas and install cycle lanes to enable and encourage safer walking and cycling. This is due to the COVID-19 virus being more easily transmitted in close contact and indoor settings (such as on public transport). At the time of writing this Full Business Case (FBC), several vaccines have been produced and authorised by medical regulators as safe to use in the UK. As a result, a UK wide vaccination programme is underway – with the Scottish Government aiming to vaccinate priority groups by mid-20218. Even with a successful vaccination programme, there is a chance that a pathogen of a similar nature will return in the future, and that societies will have to change to mitigate future impacts.

While the WCLS scheme is not far enough advanced to be a measure to promote social distancing now, the proposals it has been developing have been useful in designing temporary measures elsewhere. The need for more space for walking, wheeling, and cycling and less for motorised vehicles is unlikely to go away, more so as the need for a healthier and more active society has been made apparent due to the impacts of the COVID-19 pandemic. Societal trends arising as a result of the pandemic, including working from home is likely to become the norm rather than a temporary measure. In light of this, homes with multiple vehicles are less likely to undertake short trips with cars if an alternative, active travel mode is offered. There is also a need to make public transport attractive again after the end of the pandemic, to ensure short trips are not undertaken with private cars as affordable and sustainable transport options are key to ensuring a greener recovery. Installing the WCLS routes now will support the city’s future resilience to pandemic’s and as part of the wider regional network will support resilience across Stirling and Clackmannanshire. As the scheme will start from the railway and bus station in the centre of Stirling, the scheme will provide a cost effective, greener, and better connected alternative to private car use for short to medium distance journeys. 4.4.3 Other Drivers of Change 4.4.3.1 Cycle Tourism

Cycle tourism using long distance routes is becoming more popular. Making the city centre more attractive for cyclists will help position Stirling as a cycling city and region attracting the growing numbers of cycle tourists from both the UK and abroad. Stirling is a small attractive city with a high visitor footfall and reducing traffic in the city centre will make the historic centre more accessible and more attractive to tourists. Stirling has a variety of tourist attractions, including the Wallace Monument/Castle, King’s Knot and Stirling Castle. These tourist destinations are within one to three miles of the railway station and take approximately 10 to 20 minutes to cycle to. The WCLS will provide a more safe, convenient, and faster route to points of interest for tourists, helping encourage cycle tourism and generating economic benefits.

The WCLS improvements at the train and bus stations in particular will add to the attractiveness of the city providing a more fitting gateway and link to the rest of the city. The station redevelopment will see the forecourt transformed into a pedestrianised plaza and a continuation of the segregated route from WCLS to the city centre. The proposed improvements to active travel infrastructure will allow visitors access to a greater number of routes and attractions being developed in the rural Stirling area and across Clackmannanshire. The increased accessibility

8 https://www.gov.scot/publications/coronavirus-covid-19-vaccine-deployment-plan-2021/

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through areas of leisure will also result in increased footfall that supports local businesses through pass-by custom. Planning is underway for long distance routes across the Carse of Stirling west to Drymen and east to Falkirk. 4.4.3.2 Quality of Place

In 2010, Stirling Council commissioned a report to consider how the City Centre could grow whilst also making it a better place for residents and visitors. The report looked at a number of options and recommended a package of public realm improvements, including walking and cycling, along with completing the inner ring road with new link road across the Viewforth site. The outcomes of this report resulted in the development of the City Centre South scheme. The scheme extents are in shown in Figure 4-7.

Figure 4-7: City Centre South – Core study area

City Centre South aims to create a city centre and city neighbourhoods that work for its residents, businesses, and visitors. Stirling Council has started to develop this wider programme and as part of this, a planning application for the link road through the Viewforth site has already been submitted. This is the start of a longer programme for walking, cycling and placemaking in the King’s Park, Torbrex and Braehead areas.

City Centre South scheme interfaces with the WCLS scheme on Upper Craigs, Port Street and Albert Place, and thereby there is the potential for the City Centre South scheme to complement the WCLS in this area.

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4.4.3.3 Sustainable Travel Choices

The Council’s commitment to the WCLS scheme has already encouraged further external investment to build on these routes and create a wider cycle network. The WCLS scheme serves as an example of the improvements that can be made to streetscapes by prioritising walking and cycling. This will encourage other communities within the city and in the towns and rural villages to look anew at their neighbourhoods and are helping develop justification for the Council to encourage developers to provide more for walking and cycling on their sites.

The City Centre South programme mentioned above adjoins the WCLS route along Albert Place and will benefit from the design development, skills and expertise being built up as well as the exemplar shown. Development work is also underway now for routes:

. From the Forth Valley College route to Callander and the Trossachs

. From the Forth Valley College route at King’s Knot to the Carse of Stirling Villages and Drymen

. From the Forth Valley College route through the City Centre South programme area via Bannockburn and Plean to Falkirk

. From both routes through Craigs roundabout to Bannockburn and the Eastern Villages

. From the University route to the Manor Powis roundabout and on to the Hillfoots Villages and Alloa

The WCLS routes (Figure 4-8) are the foundation of a transformed active travel network that will provide high quality active travel for residents, commuters, and visitors across the region. This will positively impact local business as the increased accessibility through areas of leisure will result in increased footfall that supports local businesses through pass-by custom.

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Figure 4-8: WCLS routes

4.5 Counterfactual Case If the WCLS scheme is not delivered and the housing allocations within LDP materialise, the existing issues identified in Section 4.4 will continue to worsen. As more housing is delivered and without intervention, it is likely that congestion issues due to increased reliance on private cars will worsen. Congestion is forecast to increase 4% over the next 20 years between the city centre and Forth Valley College, Wallace High School, and the University. Increases in road traffic and congestion is also likely to exacerbate safety issues for pedestrians, cyclists and increase the risk of road traffic accidents for motorised users. An increased reliance on private cars utilising traditional internal combustion engines will contribute to deteriorating air quality in the future and associated increases in carbon emissions, contributing to climate change. Long term, vehicles will likely be fully electric which may not have much of an impact on air quality. However particulate pollution from ancillaries such as brakes and tyres may be of concern and do not address safety concerns posed by traffic for non-motorised users.

The issue of poor connectivity in the wider region of Stirling and Clackmannanshire will persist without intervention. Rising travel costs (particularly for younger people) is likely to worsen

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deprivation through lack of access to education and employment opportunities. Rising travel costs may also disproportionately impact older, less mobile residents and rural communities, contributing to social exclusion and isolation to those in impacted areas. Poor connectivity will also dampen long term economic growth in the region as businesses may find accessing skilled labour difficult, which in turn contributes to long term social and deprivation issues in the area.

Stirling is well positioned to benefit from the growth in cycle tourism and has regional tourism assets (Wallace monument, Stirling Castle, and others). Without the WCLS scheme, Stirling as a tourist destination and place to live that is easily accessed by affordable means of travel will become less attractive and unable to capitalise on future tourism growth, reducing long term economic growth and becoming a less attractive place to live.

Active travel has a myriad of physical and mental health benefits for individuals and benefits to wider society, including reducing rates of obesity and helping to reduce the prevalence of underlying health conditions. The benefits of a healthier society have become ever more apparent with the recent COVID-19 pandemic. Without intervention from the WCLS scheme, residents in Stirling are less likely to use active travel options, reducing resilience to future pandemic events. A healthier population will also have economic benefits, as the workforce is healthier and more productive – helping to reduce current deprivation issues in the Stirling and Clackmannanshire region. 4.6 Scheme Objectives and Measures of Success Stirling Council’s vision for the City, and the WCLS scheme, is to create:

“A world class active travel culture, supported by a world class active travel network.”

When defining the scheme objectives, we have sought to use the existing evidence, Stirling, and City Deal guidance, to ensure that the scheme objectives are developed to be SMART (Specific, Measurable, Attainable, Relevant and Time-Bound). This will ensure that the WCLS objectives can be specifically measured and monitored as part of the scheme’s monitoring and evaluation plans and to specific timescales for benefit realisation.

The scheme has three transport planning objectives (TPOs):

. TPO 1 – Increase the number and proportion of walk, cycle, wheelchair, and scooter trips, within, to and from the project area.

. TPO 2 – Increase economic activity and footfall for businesses in the project area.

. TPO 3 – Improve safe and independent access by active modes to employment and education for all ages and abilities

As with all active travel schemes in Stirling, the scheme has additional specific objectives that have been closely aligned to the transport planning objectives of the LTS:

. Objective C1: Ensure sustainable travel choices that are at the heart of an integrated transport network

. Objective C2: Improve connectivity of and accessibility to transport in and across Stirling and beyond

. Objective C3: Minimise congestion impacts on the local and strategic transport network

. Objective C4: Reduce severance impacts

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. Objective C5: Enhance the quality of place

Existing issues preventing the achievement of the vision include:

. Increasing costs of travel proving to be a barrier to people in poverty or the youth from taking up employment or education opportunities

. Lack of infrastructure to support active travel culture

. High traffic levels, which are only set to increase with LDP growth

. Limited cycle tourism

. Perceived lack of spending on active travel infrastructure

. Pedestrian and cyclist safety issues

. Air quality and greenhouse gas emission issues, which are only set to increase with LDP growth

The outputs of the WCLS Scheme are:

. A segregated cycle route with junction improvements connecting Stirling City centre and the Forth Valley College

. A dedicated cycle route with junction improvements connecting Stirling Rail Station and the University

. The creation of an active travel gateway when combined with proposed improvements at Stirling Railway Station, creating an attractive entry to the city

. Targeted placemaking

. The creation of safe, convenient, and seamless access for people of all ages and abilities to travel independently by non-motorised modes, including for an unaccompanied 12-year-old child and for those with disabilities

The outcomes of the WCLS Scheme are:

. The increased provision and amenity of sustainable, healthy, and clean travel options for trips to regionally significant places of education, employment and leisure will result in an increased uptake of non-motorised modes of travel

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. The increased accessibility to places of education and employment through areas of leisure will result in increased footfall that supports local businesses through pass-by custom

. The adherence to Cycle by Design guidance9 thereby achieving at least minimum standards and in most cases beyond minimum, the schemes infrastructure will be fit and safe for independent travel by children over the age of 12. Increased walking and cycling numbers as a result of the scheme will also increase the level of natural person-to-person surveillance benefitting all non-motorised users particularly those in vulnerable groups

It is important to consider from the outset what constitutes successful delivery of the objectives. In general, it is easier to measure achievement of the objectives (e.g., changes in cyclist numbers or accidents) than the strategic outcomes (e.g., facilitate economic growth) because the latter often takes time to achieve and can be influenced by factors other than the proposed scheme. More details relating to baseline data, monitoring and evaluation and benefit realisation can be found in the Management Case, Monitoring and Evaluation Plan (Appendix DD) and Benefits Realisation and Evaluation Plan (Appendix CC).

Table 4-3 details the SMART scheme objectives of the scheme whilst Figure 4-9 displays a causal chain (logic) diagram which shows the expected relationship between the outputs of the scheme, the achievement of objectives, and the delivery of the strategic outcomes.

9 Cycle by Design guidance has recently been updated (September 2021), therefore to ensure that the WCLS scheme adheres to this guidance, the design will be reviewed and refined accordingly if required.

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Table 4-3: Transport planning objectives

Transport planning Specific Measurable Attainable Relevant Timed objective Research by Wardman et al (2007)11 indicates that the Baseline established provision of completely segregated cycleways can result Footways are currently prior to scheme TPO1 - Increase the in as much as 21% growth in the proportion cycling (7 inconsistent in their surfacing This objective relates to the opening. number and proportion Local Survey Data of identified scheme routes (pre percentage points more than for non-segregated and width, which numerous increase of walking, cycling Five year post- of walk, cycle, and post scheme) facilities). This increased attractiveness will also extend dropped kerbs and service and wheeling trips along the opening surveys wheelchair10, and Target for walking = 10% increase by 5 years post to users of the footway element of the scheme which will covers / grates making for an proposed routes, linking the linked to monitoring scooter trips, within, to opening also be segregated. This option is therefore deemed to uncomfortable experience for west of Stirling with the and evaluation and from the Target for cycling and wheeling = 20% increase by 5 be attainable as the provision of high-quality active wheelchair users. College, City Centre, and the programme. (see communities served by years post opening travel infrastructure will result in the active travel access The increase of travel by active University to the North. Monitoring and the new routes to the city centre, employment and education being modes is in line with all four of Evaluation Plan more accessible, attractive, and safer, resulting in an the NTS priorities. Appendix DD) increase in trips. With small to medium Baseline established A study by Klemmer et al (2018)12 indicates that an businesses struggling, prior to scheme increase in cycling trips significantly contributed to the especially as a result of the opening. Footfall Surveys of businesses on routes (pre and emergence of new local shops and businesses. The COVID-19 crisis, it is imperative Five year post- TPO2 - Increase This objective relates to the post surveys, measured against comparable streets value of cycling commissioned by the DFT also found that footfall and spend in local opening surveys, economic activity and increase in economic activity where no interventions are made to account for non- that cyclists visit local shops more regularly, spending businesses is increased. Both linked to monitoring footfall for businesses and footfall for businesses in scheme related variables) more than users of most other types of transport and the NTS and the Active Travel and evaluation in the project area the project area. Target: increase of 30% in footfall in business along that public realm improvements have been shown to Framework have within their programme (see the identified routes by 5 years post opening result in increased trade at local businesses (up to 49% priorities / objectives that our Monitoring and in New York City). It is therefore considered that this transport network should Evaluation Plan objective is attainable. stimulate inclusive economic Appendix DD) growth. Accident statistics indicate that there have been 29 Personal Accident Injury Data from Police Scotland slight and serious PIA involving cyclists and pedestrians (average of 5 years pre-construction to create on the scheme routes. The reduction of vehicle / active Baseline established baseline) mode interaction along the routes will ensure that lower Perceptions of safety within prior to scheme Undertake Accessibility Audit to assess the change rates can be achieved. Research by Sustrans in Stirling are currently relatively opening. TPO3 - Improve safe This objective relates to the that the scheme will bring in terms of access and Stirling14 indicates that there are 15% of those surveyed low6, with only 36% of residents Five-year post- and independent improvement in safety, and ease of use by a wide range of potential users, indicated that they are occasional bike riders, while a of the opinion that cycling safety opening surveys, access by active accessibility of employment including people with disabilities and the visually further 19% do not ride but would like to. The creation of in Stirling is good (16% for linked to monitoring modes to employment and education for all through impaired more attractive, safer, and accessible routes will children’s safety). Segregated and evaluation and education for all the enhancement of active Target: 50% reduction in pedestrians and cyclists encourage those who cycle occasionally to cycle more, active travel corridors provide a programme (see ages and abilities travel infrastructure. killed or seriously injured13 by 5 years post opening. Target: increase of 15% in number of annual walking, and those who do not cycle at all, to take up cycling. high level of perceived safety for Monitoring and cycling and wheeling journeys from the communities Similar data for walking is not available, however it is users. Evaluation Plan served by the new routes to places of work, study, generally recognised that that there is scope to Appendix DD) and education by 5 years post opening. encourage more to travel on foot. It is therefore considered that this objective is attainable.

10 .As per Census 2011 data 6.1% of Stirling residents had a physical disability that may cause difficulties for getting around. 11 Wardman, M.R., Tight, M.R. and Page, M. (2007) Factors influencing the propensity to cycle to work. Transportation Research A, 41 (4). pp. 339-350. ISSN 0965-8564 12 : Klemmer K, Brandt T, Jarvis S (2018) Isolating the effect of cycling on local business environments in London. PLoS ONE 13(12): e0209090 13 Transport for Scotland, Scotland’s Road Safety Framework to 2030 14 Sustrans (2018) Bikelife Stirling

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Figure 4-9: Causal chain (logic) map

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4.7 Benefits Realisation A Benefits Realisation Map is designed to enable the objectives and benefits that are expected to be delivered by the scheme to be aligned to relevant policy outcomes and objectives. The benefits and beneficiaries are identified within the map detailing the key scheme outcomes, activities and dependencies involved in successful achievement of these objectives and benefits.

This is presented in Table 4-4 with more detail on Benefits Realisation included within the Management Case of this Business Case.

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Table 4-4: Benefits realisation map

Strategic CRD strategic outcome alignment Project output / activities Transport planning objectives Project benefits Beneficiaries context National Policy The creation of safe, convenient, and Inclusive economic growth through the seamless access for people of all ages TPO 3 – Improve safe and National creation of conditions for businesses to Residents, and abilities to travel independently by independent access by active modes Increased accessibility for all to areas of Transport thrive both locally and globally, increased University/Colleges/Schools non-motorised modes, including for an to employment and education for all employment and education Strategy 2 job density and access to opportunity, and Local Businesses unaccompanied 12-year-old child and for ages and abilities maximising regional assets those with disabilities Higher value jobs through the creation of The creation of an active travel gateway TPO 1 – Increase the number and Scottish clean, green innovations, digital Residents, when combined with proposed proportion of walk, cycle, wheelchair, Increased accessibility for all to areas of Planning Policy entrepreneurship, and cultural University/Colleges/Schools improvements at Stirling Railway Station, and scooter trips, within, to and from employment and education 2014 opportunities to deliver a more diverse and Local Businesses creating an attractive entry to the city the project area regional economy Sharing prosperity through the removal of Increased accessibility to place of education Programme for TPO 2 – Increase economic activity Residents, barriers to engagement and by supporting and employment through areas of leisure Government Targeted placemaking and footfall for businesses in the University/Colleges/Schools inclusion to share prosperity and resulting in increased footfall that support local 2020/21 project area and Local Businesses wellbeing across the region businesses A segregated cycle route with junction Sharing prosperity through the removal of improvements connecting Stirling City TPO 3 – Improve safe and Reduction in the number of accidents for new Scotland Active Residents, barriers to engagement and by supporting centre and the Forth Valley College independent access by active modes and existing users Travel Vision University/Colleges/Schools inclusion to share prosperity and A dedicated cycle route with junction to employment and education for all Increased accessibility for all to areas of 2030 and Local Businesses wellbeing across the region improvements connecting Stirling Rail ages and abilities employment and education Station and the University The creation of safe, convenient, and Inclusive skills ecosystem through wider seamless access for people of all ages TPO 1 – Increase the number and Residents, Active Travel access to opportunity through inclusive and abilities to travel independently by proportion of walk, cycle, wheelchair, Increased accessibility for all to areas of University/Colleges/Schools Framework skills pathways that target those who face non-motorised modes, including for an and scooter trips, within, to and from employment and education and Local Businesses exclusion across our region unaccompanied 12-year-old child and for the project area those with disabilities The creation of safe, convenient, and Sharing prosperity through the removal of seamless access for people of all ages TPO 3 – Improve safe and Allows residents, commuters, and visitors to National Residents, barriers to engagement and by supporting and abilities to travel independently by independent access by active modes choose zero carbon travel options Planning University/Colleges/Schools inclusion to share prosperity and non-motorised modes, including for an to employment and education for all Increased accessibility for all to areas of Framework and Local Businesses wellbeing across the region unaccompanied 12-year-old child and for ages and abilities employment and education those with disabilities The creation of safe, convenient, and National Sharing prosperity through the removal of seamless access for people of all ages TPO 1 – Increase the number and Allows residents, commuters, and visitors to Walking Residents, barriers to engagement and by supporting and abilities to travel independently by proportion of walk, cycle, wheelchair, choose zero carbon travel options Strategy and University/Colleges/Schools inclusion to share prosperity and non-motorised modes, including for an and scooter trips, within, to and from Increased accessibility for all to areas of Cycling Action and Local Businesses wellbeing across the region unaccompanied 12-year-old child and for the project area employment and education Plan those with disabilities A segregated cycle route with junction Higher value jobs through the creation of improvements connecting Stirling City TPO 1 – Increase the number and clean, green innovations, digital Climate Change centre and the Forth Valley College proportion of walk, cycle, wheelchair, Allows residents, commuters, and visitors to entrepreneurship, and cultural Council and Residents Plan A dedicated cycle route with junction and scooter trips, within, to and from choose zero carbon travel options opportunities to deliver a more diverse improvements connecting Stirling Rail the project area regional economy Station and the University

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Regional Policy Inclusive economic growth through the The creation of an active travel gateway Increased accessibility to place of education Regional creation of conditions for businesses to TPO 2 – Increase economic activity Residents, when combined with proposed and employment through areas of leisure Transport thrive both locally and globally, increased and footfall for businesses in the University/Colleges/Schools improvements at Stirling Railway Station, resulting in increased footfall that support local Strategy job density and access to opportunity, project area and Local Businesses creating an attractive entry to the city businesses maximising regional assets Local Policy A segregated cycle route with junction Sharing prosperity through the removal of improvements connecting Stirling City Increased accessibility to place of education TPO 2 – Increase economic activity Residents, City Transport barriers to engagement and by supporting centre and the Forth Valley College and employment through areas of leisure and footfall for businesses in the University/Colleges/Schools Strategy 2006 inclusion to share prosperity and A dedicated cycle route with junction resulting in increased footfall that support local project area and Local Businesses wellbeing across the region improvements connecting Stirling Rail businesses Station and the University Inclusive economic growth through the The creation of an active travel gateway TPO 3 – Improve safe and creation of conditions for businesses to Residents, Local Transport when combined with proposed independent access by active modes Increased accessibility for all to areas of thrive both locally and globally, increased University/Colleges/Schools Strategy 2 improvements at Stirling Railway Station, to employment and education for all employment and education job density and access to opportunity, and Local Businesses creating an attractive entry to the city ages and abilities maximising regional assets The creation of safe, convenient, and Sharing prosperity through the removal of seamless access for people of all ages TPO 1 – Increase the number and Allows residents, commuters, and visitors to Active Travel barriers to engagement and by supporting and abilities to travel independently by proportion of walk, cycle, wheelchair, choose zero carbon travel options Residents Action Plan inclusion to share prosperity and non-motorised modes, including for an and scooter trips, within, to and from Reduction in the number of accidents for new wellbeing across the region unaccompanied 12-year-old child and for the project area and existing users those with disabilities Inclusive economic growth through the The creation of an active travel gateway Local Increased accessibility to place of education creation of conditions for businesses to when combined with proposed TPO 2 – Increase economic activity Development and employment through areas of leisure thrive both locally and globally, increased improvements at Stirling Railway Station, and footfall for businesses in the Local Businesses Plan (adopted resulting in increased footfall that support local job density and access to opportunity, creating an attractive entry to the city project area 2018) businesses maximising regional assets Targeted placemaking A segregated cycle route with junction The Stirling Inclusive skills ecosystem through wider improvements connecting Stirling City TPO 3 – Improve safe and Plan: Local Residents, access to opportunity through inclusive centre and the Forth Valley College independent access by active modes Increased accessibility for all to areas of Outcome University/Colleges/Schools skills pathways that target those who face A dedicated cycle route with junction to employment and education for all employment and education Improvement and Local Businesses exclusion across our region improvements connecting Stirling Rail ages and abilities Plan 2017-2027 Station and the University The creation of safe, convenient, and seamless access for people of all ages Sharing prosperity through the removal of TPO 3 – Improve safe and and abilities to travel independently by Residents, Stirling Council barriers to engagement and by supporting independent access by active modes Increased accessibility for all to areas of non-motorised modes, including for an University/Colleges/Schools Key Priorities inclusion to share prosperity and to employment and education for all employment and education unaccompanied 12-year-old child and for and Local Businesses wellbeing across the region ages and abilities those with disabilities Targeted placemaking Stirling A segregated cycle route with junction Higher value jobs through the creation of Council’s improvements connecting Stirling City TPO 1 – Increase the number and clean, green innovations, digital Climate and centre and the Forth Valley College proportion of walk, cycle, wheelchair, Allows residents, commuters, and visitors to entrepreneurship, and cultural Council and Residents Nature A dedicated cycle route with junction and scooter trips, within, to and from choose zero carbon travel options opportunities to deliver a more diverse Emergency improvements connecting Stirling Rail the project area regional economy Plan Station and the University

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4.8 Constraints There are three main types of constraint acting upon the WCLS scheme. These constraints are physical, legal, and environmental constraints. Physical constraints refer to constraints such as site geometry or presence of utilities. Environmental constraints include any sensitive environmental receptors such as underground aquifers or presence of protected species / habitats. Legal constraints refer to landowners, statutory consultee obligations or other legal entities. 4.8.1 Physical Constraints

There are physical constraints that have largely dictated the proposed design solution. These include:

. The underpass on Causewayhead Road at the railway crossing which is unable to be widened or altered in any way. Figure 4-10 shows the constraint

Figure 4-10: Causewayhead Road railway underpass constraint

. Causewayhead Road between its junction with the B823 up to Dumyat Road is a narrow corridor that has residential dwellings situated on one side and the railway line situated on the other. The presence of the railway line and the residential dwellings constrains this section of the route making it difficult to widen. Figure 4-11 shows this constrained corridor

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Figure 4-11: Causewayhead Road residential dwellings and railway constraint

. Albert Place between its junction with Corn Exchange Road up to the Albert Place / Dumbarton Road roundabout is constrained due to existing trees that line one side of the road. Due to stakeholder interests this tree line on Albert Place must remain and so therefore makes this section of the route difficult to widen. Figure 4-12 shows the trees that will remain on Albert Place

Figure 4-12: Albert Place existing trees constraint

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4.8.2 Environmental Constraints

A geotechnical investigation report has been produced by WSP15 for Stirling Council for the purposes of carrying out a preliminary engineering assessment of anticipated ground conditions for the WCLS scheme. The report highlights three main potential geotechnical problems which may act as constraints to the WCLS scheme:

. Compressible soft clay / silt, which is likely to be present within superficial deposits, leading to differential settlement

. Made ground which is likely to be widespread and variable beneath the site and may include soft spots or obstructions leading to differential settlement

. Contamination of soils / made ground

Based on the findings of the geotechnical investigation, the recommendation was that a ground investigation should be undertaken to confirm ground conditions prior to the construction of the scheme. Adverse ground conditions may require changes in design and contaminated soils may require greater monitoring and care in disposal during the construction stage of the project. 4.8.3 Legal Constraints

The main constraints that could affect successful delivery of the WCLS scheme are primarily legal. However, where possible these constraints have been considered throughout design to ensure that solutions are available in the case that the expected outcome does not arise. These constraints include:

. At the Causewayhead Road / Cornton Road junction (as shown in Figure 4-13), there is land that needs to be acquired for construction of the scheme to allow for the existing wall to be set back and the footway width increased. In the event that this land is unable to be acquired, there is still sufficient width for a segregated footway and cycleway at the proposed minimum design widths. If the land is acquired, there is the opportunity to maximise the footway width, reduce the radius, and presents the opportunity to add greenery

15 WSP - WALK, CYCLE, LIVE STIRLING Preliminary Sources Study

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Figure 4-13: Causewayhead Road / Cornton Road junction constraint

. At Airthrey Road, land acquisition is needed to build a retaining wall for the purpose of extending the footway width (as shown in Figure 4-14) If this land cannot be acquired, the cycleway and footway would have to be constructed to below minimum standards

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Figure 4-14:Airthery Road land acquisition constraint

. Land acquisition from the area near Forth Valley College is needed to continue the pedestrian / cycleway segregation to the college entrance (as shown in Figure 4-15). If this land is unable to be acquired, it is likely that the segregation would have to terminate at the crossing

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Figure 4-15: College entrance and cycleway segregation constraint

. Raploch URC Landholdings Ltd owns various parts of land on some sections of the scheme, namely land at Back O’Hill Road (annotated as Orchard House Development within Figure 4-16). Land acquisition would be required in order to build the WCLS scheme on the proposed route

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Figure 4-16: Required land acquisition at Back O'Hill Road (Orchard house development)

. There are also other land acquisition constraints relating to unknown or private landowners which have not been detailed above, these are contained within the land acquisition plans in Appendix C

. The WCLS scheme is subject to the following approvals:

o Formal approval for the scheme from Sustrans

o Approval of Stirling and Clackmannanshire Council City Region Deal milestones 4.9 Dependencies and Interdependencies This section summarises the factors to which successful delivery of the scheme is dependent on. A more detailed coverage of the associated issues and the management of these are provided within the Management Case of this Business Case. 4.9.1 Key Project Dependencies

The key external dependencies for this project are presented in Table 4-5. It should be noted that the order in which they are listed does not imply any ranking or prioritisation.

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Table 4-5: Key project dependencies

Description Relevant agency Sustrans Third party funding City Region Deal Transport Scotland Third party landownership Raploch URC Landholdings Ltd. Network Rail Sustrans Third party legal agreements Transport Scotland Network Rail Planning permission Stirling Council Scotrail Delivery of Stirling Station Redevelopment Network Rail 4.9.2 Third Party Funding

The WCLS scheme is dependent on the City Region Deal funding of £2.5 million which has been allocated to the WCLS scheme. This funding is conditional, subject to business case approvals and legal agreements.

The scheme is also dependent on additional match funding from Sustrans, which is similarly subject to legal agreements between Sustrans and Stirling Council. The initial award (as stated in the legal agreement between Sustrans and Stirling Council) is for £4.1 million. An additional £316 million has also been awarded through a change control request, which is to be formalised through a legal agreement in the coming weeks. 4.9.3 Major Third Party Land Ownership

All of the third party landowners have been engaged fully regarding the delivery of the WCLS scheme. The general approach towards securing the required land is outlined below:

. Raploch URC Landholdings Ltd owns various parts of land on some sections of the scheme, namely land at Back O’Hill Road (annotated as Orchard House Development within the drawing contained in Appendix C). Stirling Council is in the process of acquiring this land from Raploch URC Landholdings

. Network Rail own and operate rail services on land near to the proposed scheme

. Transport Scotland own and operate major strategic roads (A811 / A84) which the proposed scheme will utilise 4.9.4 Other Dependencies

The delivery of the WCLS scheme is also dependant on the delivery of other transport projects, third party legal agreements and a successful planning permission application. These include:

. Stirling Station Redevelopment (led by Scotrail) will be the start of the proposed WCLS route. If the proposed redevelopment of the station does not go ahead, then the WCLS route will

16 It should be noted that approximately £200,000 of this funding from Sustrans relates to design work for the Station Forecourt Project.

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need to be altered. The scheme will be altered so that it starts at the station forecourt and will need to be designed so that the WCLS is future proofed in the event the station is delivered in future

. Planning permission needed for a parking area at the Dumbarton Road roundabout as parking spaces will be lost on Dumbarton Road, there is a risk of public/stakeholder objection if these spaces are not re-allocated

. Planning permission needed for the creation of a new access on Upper Craigs as the proposal is for the street to become one-way for vehicle traffic, allowing space for protected cycle lanes and increased public realm space. There is a risk that the protected cycleway will not be able to be introduced if planning is not granted. An alternative option would be to remove the parking on one side to allow the space to be used for the protected cycleway, but this also has a risk of public and stakeholder objection if these spaces are removed 4.10 Stakeholders 4.10.1 Key Stakeholders

Stakeholder mapping has been undertaken for the scheme area of influence. This information is captured in a stakeholder tracker (Appendix D). Stakeholders have been grouped under the following categories:

. Internal Stakeholder Groups

o Stirling Council Officers

o Local Councillors

o Sustrans Officers

. External Stakeholder Groups

o Community Councils

o MSPs & MP

o Professional, Academic & Research Groups

o Stirling Area Access Panel

o Forth Environment Link / Cycle Hub

o Environmental Organisations

o Heritage Organisations

o Street User Organisations

o Emergency Services

o Local Businesses & Services

o Local Residents

o Local Bus/Coach Operators

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o Street Users

o Media 4.10.2 Stakeholder Impact and Influence

The Impact and Influence Matrix (see Table 4-6 below) sets out the respective levels of Stakeholder influence against anticipated levels of interest in the scheme, based upon the following criteria:

. (1) = High Interest/High Influence

. (2) = High Interest/Low Influence

. (3) = Low Interest, High Influence

. (4) = Low Interest/Low Influence

Table 4-6: Stakeholder impacts and influence matrix

Influence

High interest / High influence (1) High interest / Low influence (2) Stirling Council Officers - Planning & Infrastructure Causewayhead Community Council King’s Park Community Council Mercat Cross & City Centre Community Council Braehead Community Council Raploch Community Council Stirling Council Officers - Transport Bridge of Allan Community Council Development Forth Valley College Sustrans Officers University of Stirling Convenor & Deputy Convenor of Wallace High School Housing & Go Forth (BID) Environment Committee Local businesses Forth Environment Link / Cycle Hub Local residents Access Panel Taxi Forum Central Scotland Green Network Cycling Scotland Active Stirling Low interest / High influence (3) Low interest / Low influence (4) SEPA SNH HES Stirling North Ward Local Councillors Police Scotland Stirling West Ward Local Councillors NHS / Scottish Ambulance Service

Other Local Councillors Scottish Fire & Rescue Service First Bus National and Local Media Tourists & Visitors Interest

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Further stakeholder information including engagement approach, governance, roles, responsibilities, conflict management and consultation / engagement timelines are included within Appendix D. 4.10.3 Stakeholder Engagement

The approach to engagement and communications for this project has been aligned with Sustrans Scotland’s Community Engagement – A Guide for Our Partners (See Appendix E). This document sets out Sustrans Scotland’s strong community focus and expectations for engagement with stakeholders in a way that builds confidence, support, and trust.

Specific aims and objectives for the engagement activities included in the project programme are as follows.

Aims:

. To ensure that there is a clear and consistent approach to engagement and communications across the schemes

. To work with national/regional/local partners and stakeholders to ensure that information is effectively shared, and interest carefully managed throughout the design and construction process

. To make communications proactive, where appropriate, to improve understanding and awareness of stakeholders of the projects and their aims

. To safeguard the reputations of Sustrans and Stirling Council by addressing misunderstanding or inaccurate information

. To identify opportunities to rationalise engagement with organisations at a programme level where appropriate and avoid ‘engagement fatigue’

. To provide a robust audit trail of all communications and engagement activities

Objectives:

. To provide consistent and effective leadership and control of all stakeholder engagement and communications

. To ensure the clarity and consistency of what is said to all stakeholder groups (including internal stakeholders)

. To support, and not prejudice the statutory process, through well timed and accurate release of information

. To create positive stakeholder participation

. To ensure that the effectiveness of stakeholder engagement is regularly assessed and, where appropriate, improved

. To effectively manage risks identified in the stakeholder action tracker and project risk register

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4.10.4 Stakeholder Acceptability

The comprehensive active travel study in Stirling called Bike Life Stirling which surveyed over 1,100 Stirling residents showed that:

. 71% say Stirling would be a better place to live and work if more people cycled

. 76% would like to see more money spent on cycling

. 44% would find protected roadside cycle lanes very useful to help them cycle more

. 83% support building more protected roadside cycle lanes, even when this could mean less space for other road traffic

Stakeholders and those who have engaged with the WCLS consultation have showed a level of support for the measures being put forward. During pre and concept design consultation where approximately 1,750 stakeholders/individuals were involved:

. 34% of all comments and agreements said that the WCLS routes at present were not cycle friendly

. 20% said they were dangerous

. 16% said they were not pedestrian friendly

. 22% of all suggestions were for safer cycle lanes

. 10% of all suggestions were for safer crossings.

In making the WCLS routes more active travel orientated with safer cycle lanes and crossings, the WCLS has been designed in a way that meets the expressed wishes of the engagement respondents.

In the design workshops only 9% of suggestions from stakeholders couldn’t be taken forward. 37% were already underway, 62% would be developed further. This shows that the designs do and will align with the wishes expressed by the stakeholders.

In the recent Spaces for People consultation 84% of those responding to measures proposed for areas which included the WCLS routes agreed with proposals to provide temporary infrastructure to improve walking and cycling. 4.10.5 Stakeholder Conflicts and Mitigation

Following the stakeholder mapping exercise relevant stakeholders have been consulted at various stages of the project. Stakeholder contributions have been made via drop-in events (virtual and physical), design workshops, website, dedicated project email, postal survey, interactive walks, meetings/briefings.

From the stakeholder consultations that have been carried out to date, there are several stakeholder conflicts that are apparent. The main stakeholders that have conflicts are cycling groups, education centres and local community groups, residents, and local businesses.

The cycling community is in favour of building protected cycle lanes, but local residents have raised concerns relating to access to their properties, delivery vehicle access and the removal of parking. Stirling Council has had mitigation measures in place to manage these conflicts, namely,

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to have both groups of stakeholders represented in steering group workshops at each design phase. There are also conflicts with the Stirling Area Accessibility Panel (SAAP) and the cycling community. The SAAP have concerns that designs proposed to improve cycling would be detrimental to those with visual and motor impairments. To mitigate this conflict, Stirling Council will discuss these concerns with SAAP in a design working group and will conduct a detailed Equality Impact Assessment (EqIA, Appendix F) to understand any impacts of the scheme on accessibility.

Local businesses also have conflicting opinions on the scheme and whether pedestrians/cyclists should be prioritised over car users within the city centre. Stirling council seeks to minimise conflicts with businesses and address concerns by inviting all businesses to working groups to discuss the potential impacts of the scheme on both sets of users. 4.11 Scheme Options Given the nature of the scheme, it is important to emphasise that the options development process undertaken has sought to answer three related sets of questions to demonstrate that the options proposed are the most preferable against the current evidence base, scheme objectives and the underpinning scheme benefits realisation map forming a key foundation for planning, appraisal, and scheme delivery.

This relates clear and objective–led outcomes that answer:

. Question 1: Why an active mode scheme represents the preferred scheme option

. Question 2: Why the identified routes represent the preferred locations for such measures

. Question 3: Why the proposed design solutions for the identified routes for the Walk, Cycle Live Stirling scheme represent the preferred option

The options assessment process described below provides the evidence to answer each of these levels.

Question 1 - Why an active mode scheme represents the preferred scheme option?

Prior to the project inception for WCLS, an extensive and robust engagement, and consultation process was undertaken to inform the development of the LTS. This exercise, combined with information collected from community planning, charrettes, and other consultation exercises held over recent years, helped to inform the LTS and identified the following main transport and access issues including:

. Road safety, including how safe streets feel to walk and cycle along, especially for children

. Ease of access to jobs, services, and other opportunities by public transport

. Quality of the street environment

. Opportunities to walk and cycle

. Traffic impacts on health and the environment

. Journey times and travel options to, within and beyond Stirling

This resulted in the LTS objective to achieve an “Active and Sustainable Stirling by encouraging and enabling more trips to be made by walking, cycling and public transport.”

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This objective was developed further through the ATAP and in consultation with a wide-ranging stakeholder group including:

. Stirling Council

. Sustrans

. Paths for All

. NHS Forth Valley

. Loch Lomond and the Trossachs National Park Authority

. Cycle Scotland

. Forth Valley College

. University of Stirling

. Walkable Stirling

. Stirling Cycle Hub

. Forth Environment Link

The development of the ATAP considered a wide range of transport, environmental, health, social and economic factors to derive the following objectives:

. To increase the percentage of people walking and cycling in Stirling

. To increase the percentage of children and students walking and cycling to / from places of education on Stirling

The plan identified that these objectives would be achieved by:

. Improving walking and cycling facilities and routes (infrastructure improvements)

. Promoting walking and cycling opportunities to residents and visitors (for example, signing, training and promotion opportunities)

. Ensuring Stirling grows in a manner which continues to enable and encourage walking and cycling

Question 2 - Why the identified routes represent the preferred locations for such measures?

The engagement and evidence review process undertaken to support Stirling Council’s ATAP, including reviewing the LDP DPMTAG transport appraisal and STAG 2010, resulted in specific actions related to the increased provision for cycling on the following routes:

. Between Stirling City Centre and the University of Stirling

. From Upper Craigs and Port Street along Albert Place to the proposed City Park (adjacent Raploch Road / A84 Millennium Way)

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These routes were well aligned with existing and latent multi-purpose active travel demand for commuting, journeys to educational facilities and retail land uses, as well as social, leisure and amenity journeys.

Stirling Council sought to implement these specific ATAP actions by developing a scheme which was eligible for funding support to maximise the realisation of scheme benefits. Through the multi-stage Community Links Plus funding application process the scheme options for what would become the WCLS scheme were explored in consultation with members of the relevant Community Councils as well as local businesses and user groups. These were well aligned with the ATAP and were based on the following two routes:

. Stirling City Centre to the Forth Valley College via Raploch Road

. Wallace Street to the University of Stirling

Question 3 - Why the proposed design solutions for the identified routes for the Walk, Cycle Live Stirling scheme represent the preferred option?

The potential scheme options for the two routes were considered as part of an initial feasibility design process and progressed through three Community Links Plus bid review stages. This process included focused design optioneering workshops with stakeholders including input from Causewayhead, King’s Park, and Mercat Cross & City Centre Community Councils, Stirling Active Travel Hub, Tactran, First Bus, Stirling Area Access Panel and Stirling Council officers.

This design optioneering process, with more details included and described in Appendix G, identified the following options for achieving the scheme objectives:

. Do-Minimum: Light segregation or delineated cycleways on carriageways where no existing dedicated cycle facilities are provided and retention of cycle facilities where existing, including shared footway / cycleways.

. Do-Something: Full physical separation of cycleways from footways and carriageways on all existing routes sections.

. Do-Maximum: As per the do-something plus creation of a new active travel crossing over the River Forth.

As part of the options development process and confirmation of the preferred option (as reported in the OBC), all three options outlined above were qualitatively assessed against the critical success factors (as detailed in Table 4-7) which was coupled with an economic appraisal for the purpose of understanding the value for money of each potential option.

Table 4-8 presents a summary of the option appraisal and the critical success factors alignment formulated during the OBC.

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Table 4-7: Critical success factors

CSF Name CSF Description Meets agreed spending objectives and complements smarter choices programme Strategic fit and business needs Fits with other Council, Regional and National priorities, policies, and strategies Optimises public value (social, environmental, and economic) of Potential value for money spend Shows good Benefit to Cost Ratio Is within the capacity and capability of direct labour team or outside Supplier capacity and capability supplier Does not depend on technological breakthrough Can be funded from available sources (Council capital budget, Affordability Sustrans grant funding, developer contributions, other sources) Is likely to be delivered given the Council’s ability to respond the changes required Achievability Is matched by the necessary level of delivery skills Is likely to be delivered within the timescale

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Table 4-8: Option appraisal

Option Brief Option Economic and Financial Results Critical Success Factor Alignment (Green = Aligned, Red = Not Aligned) Name Description (£ millions)* Health Benefits £0.19 Strategic fit and business needs – This option will complement the smarter choices programme by encouraging and promoting active and Absenteeism £0.00 sustainable travel. Similarly, by delivering improvements to active travel thereby promoting sustainable modes and linking key employment and education destinations to the city, this option fits with national, regional, and local policies and strategies. Journey Quality £0.57 Potential value for money – This option poses the cheapest solution, however this lack of investment results in significantly low benefits to Light segregation or users and overall poor VfM. As a result, this option will not meet the needs of all users and would not lead to significant improvements to social delineated cycleways Marginal External Costs £0.02 exclusion and inequalities. Do- on carriageways where Journey Time Savings £0.00 Minimum no existing dedicated Supplier capacity and capability – This option is relatively simple in nature and will therefore not result in any capacity and capability concerns cycle facilities are Present Value of Benefits £0.79 and will not require significant technical and technological breakthroughs. provided.

Present Value of Costs £0.94 Affordability – This option will be able to be funded through available sources.

Benefit Cost Ratio 0.8 Achievability – This option is relatively simple in nature and therefore the Council has the expertise and experience to deliver within the defined timescales whilst also allowing and adapting to change. Value for Money Category Poor

Health Benefits £7.66 Strategic fit and business needs – This option will complement the smarter choices programme by encouraging and promoting active and Absenteeism £0.16 sustainable travel. Similarly, by delivering improvements to active travel thereby promoting sustainable modes and linking key employment and education destinations to the city, this option fits with national, regional, and local policies and strategies. Journey Quality £7.64 Potential value for money – This option generates the best VfM position out of the three options considered and assessed. The option will Full physical separation Marginal External Costs £0.88 optimise public value and will deliver and meet social, environmental, and economic objectives. of cycleways from Do- footways and Journey Time Savings £0.00 Something Supplier capacity and capability – The Council have significant experience in delivering schemes such as this option and will therefore not carriageways on all result in any capacity and capability concerns and will not require significant technical and technological breakthroughs. existing routes sections. Present Value of Benefits £16.33

Present Value of Costs £8.21 Affordability – This option will be able to be funded through available sources.

Benefit Cost Ratio 2.0 Achievability – Although this option is more complex in nature than the do-minimum option, the Council has the expertise and experience to deliver within the defined timescales whilst also allowing and adapting to change. Value for Money Category Medium

Health Benefits £7.66 Strategic fit and business needs – This option will complement the smarter choices programme by encouraging and promoting active and sustainable travel. Similarly, by delivering improvements to active travel thereby promoting sustainable modes and linking key employment and Absenteeism £0.16 education destinations to the city, this option fits with national, regional, and local policies and strategies.

Journey Quality £7.64 Potential value for money – This option poses the most expensive solution (more than double that of the do-something option). This significant investment in infrastructure does generate the largest amount of benefits and will therefore meet the needs of all users. However, the significant cost outset results in a low VfM and will therefore not optimise public value. As per the do- Marginal External Costs £0.88

something plus creation Do- Journey Time Savings £0.70 Supplier capacity and capability – The Council have experience in delivering schemes such as this option however the inclusion of the bridge of a new active travel Maximum would bring about complex issues. This option would be the most demanding when considering capacity, capability, and technical expertise, crossing over the River Present Value of Benefits £17.03 however it is anticipated that this would be able to be managed. Forth

Present Value of Costs £15.73 Affordability – This option does not meet the affordability CSF as existing funding sources are not adequate in covering the high cost of the option. Benefit Cost Ratio 1.1 Achievability – This option does not meet the achievability CSF as although the Council has the expertise and experience to deliver such an Value for Money Category Low option the complexity of the option will not be able to be delivered within the defined timescales. It should also be noted that this option would require a larger project team covering a larger amount of technical specialist areas. * Outcomes presented are as per the economic appraisal results in the OBC.

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4.11.1 Preferred Option Selection

The do-something (preferred) option has been selected on the basis of strategic fit, cost and delivery, value for money performance, wider economic benefits, and the ability of this option to also meet social and environmental objectives best. The preferred option will therefore encourage travel via sustainable modes through a step change in active mode infrastructure along with an investment in behaviour change, through the smarter choices scheme.

The do-minimum option, whilst being the cheapest option, this option does not meet the needs of all users and could result in inequalities of use due to protected characteristics and therefore does not fully satisfy the strategic fit. It was therefore considered that this option is not progressed as part of the preferred package.

The do-maximum option displays slightly higher benefits; however, this is outweighed by the significant additional costs, resulting in a much lower BCR. This option is simply not affordable or deliverable within the timescales therefore it is considered that this option is not progressed as part of the preferred package. 4.12 Preferred Option Strategic Fit The scheme proposals are set out in Section 3, while the preferred option selection process is indicated in Section 4.11. Broadly the scheme comprises two new active travel routes (or corridors), which will complement the existing routes, to create a comprehensive strategic network of high-quality cycle routes leading from regionally significant places of education and employment to the city centre.

The routes will also provide better walking facilities and improved access for vulnerable users. The preferred option is that these routes will have full physical separation of cycleways from footways and carriageways on all existing routes sections.

Table 4-9 below indicates the fit of the preferred option with the scheme objectives and the overall objectives of the Scottish Government.

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Table 4-9: Preferred option strategic fit

Objective / Priority Scheme fit Scoring Research by Wardman et al (2007)17 indicates that the provision of completely segregated cycleways can result in as much as 21% growth in the proportion Increase the number and proportion of walk, cycling (7 percentage points more than for non-segregated facilities). This increased attractiveness will also extend to users of the footway element of the Major cycle, wheelchair, and scooter trips, within, to scheme which will also be segregated. Footways are currently inconsistent in their surfacing and width, which numerous dropped kerbs and service covers / benefit and from the project area. grates making for an uncomfortable experience for wheelchair users. The provision of segregated lanes, with homogeneous surfacing as part of the scheme therefore directly supports the achievement of this objective. A study by Klemmer et al (2018)18 indicates that an increase in cycling trips significantly contributed to the emergence of new local shops and businesses. We can also take from the research that existing businesses will also benefit from increased footfall. The value of cycling commissioned by the DfT also Increase economic activity and footfall for Moderate found that cyclists visit local shops more regularly, spending more than users of most other types of transport and that public realm improvements have businesses in the project area benefit been shown to result in increased trade at local businesses (up to 49% in New York City). It is therefore considered that the preferred option will effectively contribute to this objective. Research by Sustrans in Stirling19 indicates that only 36% of those surveyed think that cycling safety in Stirling is good, with only 16% of the option that the safety of children’s cycling is good. Evidence presented within this research shows that while injuries are relatively rare, sharing the road with motor users is unattractive to most people. The report also noted that 86% of residents surveyed support building more protected cycle lanes. Improve safe and independent access to Major

bjectives employment and education, by active travel The adherence to Cycle by Design guidance thereby achieving at least minimum standards and in most cases beyond minimum, the schemes infrastructure

o benefit modes, for all ages and abilities will be fit and safe for independent travel for all over the age of 12. Increased walking and cycling numbers as a result of the scheme will increase the level of natural person-to-person surveillance benefitting all non-motorised users particularly those in vulnerable groups. The provision of segregated cycle lanes will improve the perceived safety of cycling within Stirling, resulting in improved safe and independent access to employment and education for all ages and abilities. Scheme In a Sustrans review20 of forty studies, a majority of studies found that female cyclists generally expressed stronger preferences for segregation from motor 11 Reduces Inequalities vehicles than men. Sustrans community links programme monitoring data indicates that across 19 schemes there were an additional 42,553 female annual cycling trips (increase of 196%), with the percentage of cyclists that are female on the schemes rising from 17.6% to 25.1%. . Will provide fair access to services we need Moderate In addition, a Sustrans study21 looking at Transport Poverty in Scotland, indicates that there is potential for cycling to address transport poverty, presenting a . Will be easy to use for all benefit viable alternative to driving to access services in areas where essential services can be accessed by cycle within 10 minutes. . Will be affordable for all It is considered that the preferred option reduces inequalities by supporting low cost, easy to access active travel to places of employment and education as well as improving the routes for people of all ages and abilities. Takes Climate Action . Will help deliver our net-zero target The preferred option will encourage residents of Stirling to travel by more sustainable modes by providing attractive, continent, and safe segregated routes, Moderate . Will adapt to the effects of climate change thus promoting greener, cleaner choices, aiding in the delivery of SG’s net-zero emissions target. benefit . Will promote greener, cleaner choices Helps Deliver Inclusive Economic Growth: The preferred option will allow residents of all ages and abilities to access places of work and education quickly, efficiently, and safely, while also increasing . Will get people and goods to where they footfall of existing local businesses and potentially contributing to the creation of new local businesses along routes9. In addition, the scheme will be Moderate need to get to designed to international best practice standards, thus ensuring a high quality scheme which will be reliable and require minimal maintenance and resulting benefit . Will be reliable efficient and high quality disruption. . Will use beneficial innovation

Improves our health and wellbeing: The preferred option will provide safe and secure segregated active travel routes, reducing cyclist, pedestrian, and vehicle interactions, and reducing . Will be safe and secure for all accidents by as much as 72% per cycled kilometre22. . Will enable us to make healthy travel Moderate As discussed previously, the scheme will provide residents with an accessible, safe, and attractive option to travelling by car, thus enabling residents to choices benefit make healthy travel choices. The communities that the scheme passes through will also benefit from reduced vehicle traffic and increased active travel . Will help make our communities great accessibility to education and employment opportunities. places to live NTS 2 NTS Priorities

17 Wardman, M.R., Tight, M.R. and Page, M. (2007) Factors influencing the propensity to cycle to work. Transportation Research A, 41 (4). pp. 339-350. ISSN 0965-8564 18 : Klemmer K, Brandt T, Jarvis S (2018) Isolating the effect of cycling on local business environments in London. PLoS ONE 13(12): e0209090 19 Sustrans (2018) Bikelife Stirling 20 Sustrans – “Are we nearly there yet” Exploring gender and active travel 2018 21 Sustrans – “Transport poverty in Scotland 2016 22 http://content.tfl.gov.uk/segregated-cycling-infrastructure-evidence-pack.pdf

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4.13 Strategic Context Summary The City Region Deal recognised that supporting infrastructure was required to enable delivery of the City Region Deal and the LDP. This supporting infrastructure needs to include a high-quality active travel network across the region with excellent pedestrian and cycle links to the major centre of employment and education as well as innovative placemaking to allow Stirling to operate as a truly sustainable and vibrant city attracting business, residents, commuters, and visitors to the benefit of the whole region.

To take this forward, a modal shift and active travel are embedded in the LTS’s City Area Transport Plan and the “Walking and Cycling to a Healthier Stirling: Active Travel Action Plan”. The Active Travel Action Plan (ATAP) is supported by the community planning partnership as well as the Council. The key objectives of the ATAP are:

. Increase the percentage of people walking and cycling in Stirling; and

. Increase the percentage of children and students walking and cycling to/from places of education in Stirling.

The ATAP will work to work towards these key objectives by:

. Improving walking and cycling facilities and routes (infrastructure improvements);

. Promoting walking and cycling opportunities to residents and visitors (for example, signing, training and promotion opportunities); and

. Ensuring Stirling grows in a manner which continues to enable and encourage walking and cycling.

Table 4-10 below summarises the Policy support (in green) for the scheme objectives. It clearly shows that scheme aligns with Stirling Council, as well as regional and national policy.

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Table 4-10: Policy support for scheme objectives

WCLS Scheme Objectives

Key Policy Documents

mprove safe and A greaterA number of journeys made by foot, bike, wheelchair, or scooter. Increase economic activity and footfall for businesses the in project area I independentaccess by active modes to employmentand education all for ages and abilities National Policies

National Transport Strategy 2 ✓ ✓ ✓

Active Travel Framework ✓ ✓ ✓

Regional Policies

Tactran Regional Transport Strategy ✓ ✓ ✓

Stirling Council Policies

Stirling Local Outcome Improvement Plan ✓ ✓ ✓

Stirling Local Development Plan ✓ ✓ ✓

Stirling City Transport Strategy ✓ ✓

Stirling’s Local Transport Strategy ✓ ✓ ✓

Stirling Council Active Travel Action Plan ✓ ✓ ✓ Stirling and Clackmannanshire City Region ✓ ✓ ✓ Deal Climate Change Declaration ✓ ✓

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5 ECONOMIC CASE 5.1 Introduction The purpose of the Economic Case is to report the assessment of the Walk, Cycle, Live Stirling project (WCLS) in order to identify and assess the impacts of the preferred option. The economic assessment establishes the value for money criterion for the purposes of securing funding for the WCLS scheme and justifying the use of taxpayers’ money in an efficient manner, by providing a comparison of monetised scheme benefits against scheme costs.

This chapter has been developed in line with HM Treasury’s ‘Green Book’ and the relevant guidance from Transport Scotland’s Scottish Transport Analysis Guide (STAG) and from the Department for Transport’s (DfT) Transport Analysis Guidance (TAG). 5.2 Summary of the Options Development Process As the WCLS scheme has progressed through the business case process, options development has been undertaken, shortlisting, reviewing, and ruling out a range of potential options. Within the OBC, three options were assessed – the do-minimum, do-something and do-maximum options. These options are outlined below:

. Do-Something: Full physical separation of cycleways from footways and carriageways on all existing routes sections.

. Do-Maximum: As per the do-something plus creation of a new active travel crossing over the River Forth

More information about the options, the options development process, the strategic fit and the critical success factors is reported on within the Strategic Case of this business case. 5.2.1 Economic Summary

As part of the options development process and confirmation of the preferred option (as reported in the OBC), all three options outlined above underwent an economic appraisal for the purpose of understanding the value for money of each potential option. Economic benefits of an active travel intervention primarily arise from an increased physical activity (health benefits) and journey quality. In addition, benefits are also realised through mode shift, resulting in a reduction in noise, improvement in air quality, reduction in congestion, reduction in accidents and a reduction in greenhouse gas emission. Table 5-1 presents a summary of the economic appraisal undertaken and conclusions formulated during the OBC.

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Table 5-1: Options appraisal summary

Level 1 Do-Minimum Do-Something Do-Maximum benefits

PVB £785,953 £16,330,623 £17,034,909

PVC £944,768 £8,213,305 £15,727,846

BCR 0.8 2.0 1.1

Value for Money Poor Medium Low Category Whilst being the most cost This option displays slightly effective option in higher benefits; however, comparison to the other This option is the best this is outweighed by the options, this option would option in terms of strategic significant additional costs, not meet the needs of all fit, cost and delivery, value resulting in a much lower Conclusion users and could result in for money performance and value for money position. inequalities of use due to the ability to also meet This option is simply not protected characteristics. social and environmental affordable or deliverable This means that the option objectives best. within the timescales in does not fully satisfy the comparison to the other strategic fit. options. Not progressed as the Progressed as the preferred Not progressed as the Outcome preferred option option preferred option

5.3 Preferred Option The do-something option has been selected as the preferred option because:

. It is well aligned with the specific scheme and wider policy objectives

. It has a high level of technical feasibility and deliverability

. It is expected to provide the most favorable value for money position, while also providing wider economic benefits

. It also aligns with social and environmental objectives best

The preferred option will encourage travel via sustainable modes through a step change in active mode infrastructure along with an investment in behaviour change, through the smarter choices scheme.

Since the preferred option was selected, the University Route option has now been extended to tie-in directly to the parallel Stirling Station Gateway scheme, thereby creating additional benefits through enhanced connectivity between active modes and public transport. For the purposes of this economic assessment, the preferred option (do-something) will be appraised and reported on in this business case.

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5.4 Economic Assessment Approach 5.4.1 Transport Appraisal Methodology

The WCLS scheme appraisal focuses on aspects of the schemes performance that are relevant to the nature of the intervention. The appraisal of benefits has been carried out using the DfT’s May 2020 version of the Active Mode Appraisal Toolkit (AMAT). The appraisal will capture pedestrian and cyclist benefits arising from improvements to the walking and cycling infrastructure.

The usage of DfT’s AMAT ensures that the calculation of benefits is in accordance with DfT guidance, as set out in TAG Unit A5.1. The value for money provided by the scheme can thus be consistently compared against other proposals.

By using the AMAT, the following benefits will be quantified:

Table 5-2: Benefit types, metrics, and descriptions

Benefit Type Benefit Metric Description

Traffic congestion improvements as a result of a reduction in Congestion vehicle kilometres Reduced wear and tear on the roads, and therefore reduced Infrastructure maintenance costs, due to fewer vehicles travelling on the maintenance road infrastructure Reduced road traffic accidents due to a reduction in car kilometres. Note that AMAT does not currently estimate Modal shift Accident changes in accidents from changes in numbers of cyclists or walkers or changes in infrastructure type e.g., introduction of segregated cycle lanes Improvements in air quality from a reduction in car kilometres Local air quality including changes in nitrous oxide (NOx) and particulate matter (PM) Improvements in noise pollution as a result of a reduction in Noise car kilometres Reduced risk of Increased active travel delivers health benefits by reducing premature death the risk of premature death Health Increased physical activity of individuals improves their Absenteeism health and therefore reduces their number of ‘sick days’, resulting in increased economic activity Benefits to new and existing cyclists or walkers as a result of Journey Journey ambience improvements to infrastructure can relate to a perception of quality improved safety and/or environmental conditions

The DfT’s guidance on using the AMAT provides a full explanation of these benefits, and the external sources from which they are derived. It should be noted that DfT’s AMAT does generate quantified greenhouse gases benefits based on the Marginal External Cost (MEC) method outlined in TAG guidance. This method is relatively simplistic in nature and does not make use of the Department for Business, Energy & Industrial Strategy (BEIS) latest valuation of greenhouse

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gas emissions, therefore, to ensure that the schemes full impact relating to greenhouse gases/carbon was captured in detail, an alternative, Green Book compliant, method was adopted (more details can be found in Section 5.4.6).

The scheme has been split into three sections to allow route specific assumptions to be incorporated into the appraisal, these sections are:

. University Full Corridor (UFC)

. University Causewayhead Corridor (UCC)

. College Corridor (CC)

In order to calculate the scheme impacts, the AMAT requires the user to input a number of scheme-specific variables. These inputs and the values used are shown in Table 5-3. Further assumptions can also be found in Table 5-4.

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Table 5-3: AMAT assumptions – Preferred option

Assumption Variable Walking / Cycling Source UFC UCC CC

Last Year of Funding Both 2023 Scheme programme

Type of Area of Scheme is Located Both Outer Urban Most suitable

Cycling 211 299 139 2019 local survey data Number of Daily Walking and Cycle Journeys Per Day Without Scheme Walking 756 390 512 2019 local survey data

114% increase based on disaggregate mode choice model for UFC and UCC Cycling 452 640 211 52% increase based on disaggregate mode choice model for CC Number of Daily Walking and Cycle Journeys Per Day With Scheme Walking 756 390 512 No increase

Scheme length of new on-road segregated cycle lane provision / average trip length (from Cycling 80% 29% 48% Scottish Transport Statistics, 2019) Average proportion of a trip which uses the scheme infrastructure Average length is less than scheme length for UFC and CC Walking 100% 50% 100% Scheme length of new on-road segregated cycle lane provision / average trip length (from Scottish Transport Statistics, 2019) for UCC

Cycling No Provision Review of current infrastructure

Walking: Street Lighting Yes Yes Yes Kerb level No No No Current Walking and Cycling Infrastructure on these routes No Crowding No No No Review of current infrastructure Pavement Evenness Yes Yes Yes Info Panels Yes Yes Yes Benches No No No Signage Yes Yes Yes

Cycling On-road segregated cycle lane Scheme option design

Walking: Street Lighting Yes Yes Yes Kerb level No No No Current Walking and Cycling Infrastructure on these routes No Crowding No No No Scheme option design Pavement Evenness Yes Yes Yes Info Panels Yes Yes Yes Benches Yes Yes Yes Signage Yes Yes Yes

Cycling 4.74 km Scottish Transport Statistics 2019 Average Trip Length Walking 2 km Scottish Transport Statistics 2019

Cycling 33km/h Scottish Transport Statistics 2019 Average Speed Walking 7.5km/h Providing for journeys on foot, IHT Guidelines 2000

Cycling 20.00% of cyclists TEMPro journey purpose splits in Stirling (average day) Proportion of Users who are employed Walking 9% of pedestrians TEMPro journey purpose splits in Stirling (average day)

Return Journeys Both 90% Assumption from illustrative case study in TAG

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A number of other parameters are also included within the AMAT (e.g., car occupancy rate). For these, the DfT has provided default values based on various DfT-defined sources and research; these default values have been retained in this model unless specified elsewhere as part of the appraisal.

The appraisal has also taken into account the May 2020 guidance changes regarding:

. Adjusting the health-based calculations based on average trip length

. Utilising the new area lookup function to support MEC based calculations

. Fixed absenteeism formula (4.3% to 4.3 average sick leave and accounted for Gross Domestic Product (GDP) per capita)

. Number of user’s formula changed to reflect return journey percentage as a percentage of journeys that have both an out and back leg (appear twice in daily counts)

. Updated GDP per capita and GDP deflator forecasts

The economic benefits of the improvements will be appraised over a 30-year period for the preferred option. High quality infrastructure will ensure that this period correctly corresponds to the expected asset life and any impact on maintenance costs will be captured over the full appraisal period.

The schemes provision of new cycle infrastructure will result in the attraction of new cyclists shifted from other modes. This uplift in trip numbers was calculated using the Disaggregate Mode Choice Model method, as outlined in TAG Unit A5.1 (Active Mode Appraisal – May 2020). Wardman, Tight and Page (2007) derived a model to forecast the impacts of improvements in the attractiveness of cycling for commuting trips of 7.5 miles or less and relates to the time spent on the scheme and infrastructure type. Therefore, uplifts have been calculated for the two elements of the scheme and has been multiplied by the proportion of commuters to obtain an overall uplift.

When calculating how much of an average walking and cycling trip will use the intervention, the scheme length will be divided by the average trip length by mode. 5.4.2 Forecasting Methodology

Background growth rate in trips is assumed to be 1.2% per year up to the LDP period of 20 years. This is based on the Stirling LDP growth rate of 24% over 20 years. 5.4.3 Assumptions

The economic appraisal has been undertaken in line with the following guidance and has made use of the most up to date parameters:

. HM Treasury’s ‘The Green Book’

. STAG Technical Database, December 2018 update

. DfT TAG Databook for transport related benefits, July 2020 update

The main appraisal assumptions are set out in Table 5-4 below. A full list of assumptions and the full economic calculations are included in Appendix H.

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Table 5-4: Appraisal assumptions

Criteria Assumption Source

Discount rate 3.5% 0-30 years Discount rate

Opening year 2023 Scheme programme

Base year 2010 DfT base year

Population growth / 1.2% per annum Local development plan background trip growth 2019 local survey data is presented as annual average daily movements Annualisation 365 which include weekends and bank holidays As per recent submission for active modes for the Transforming City Fund Appraisal period 30 years and TAG Unit A1.1 Cost Benefit Analysis. 2019 local count data is to be used within the AMAT appraisal. 2020 data is available, but not 2019 local survey data is presented Pedestrian / cycling count used in the core scenario as annual average daily movements data appraisal due to the impact of the which include weekends and bank COVID-19 pandemic. This is holidays covered as a separate sensitivity test outlined in Section 5.4.6

Within economics it is considered and known that the value of money changes depending upon whether expenditure occurs now, in the past or in the future, and because the DfT requires scheme costs and benefits to be provided in 2010 prices and values, so that a range of schemes presented to them/or other government bodies over different periods of time can be compared against each other23, the costs and benefits used within the economic case are subject to a number of adjustments, which result in what are termed Present Value of Costs (PVC) and Present Value of Benefits (PVB). These values are then used within the cost-benefit analysis to derive the Benefit Cost Ratio (BCR). These numbers should never be used when presenting the costs of the scheme to decision-makers, the public or other stakeholders, they are just for use in the value for money calculation. 5.4.4 Pedestrian and Cycle Demand

The baseline levels for walking and cycling demand have been forecasted using existing survey data for streets within the scheme’s boundary. For both corridors, a number of walking / cycling counters exist along route. Using 2019 count data and only selecting neutral months, an average

23 It is based on the concept of time preference, that generally people prefer to receive goods and services now rather than later. If projects A and B have identical costs and benefits but project A delivers benefits a year earlier, time preference means project A is valued more highly. By ensuring that all projects present cost-benefit analysis results in 2010 prices and values, this time preference/bias is removed.

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of all appropriate sites and months was taken across the year to inform the baseline demand for the entire corridor. This approach differs from the approach used at the OBC stage, where a combination of 2018 and 2019 data was used to obtain an average without considering neutral months. This revised approach has been adopted as any changes in demand due to seasonal variation are excluded and therefore the pedestrian and cycling data informing the appraisal is realistic and not skewed. This approach is also consistent with guidance from TAG Unit M1.2 and the AMAT user guide, which states that the effects of seasonality should be considered. No other changes to the methodology pertaining to the AMAT have been altered, including with scheme trip growth or background trip growth assumptions.

It should be noted that within the data used, there were a collection of outliers / anomalies that presented significantly high and low levels of demand on particular sections. These outliers have been removed from the count analysis work undertaken to avoid skewing of the benefits or double-counting.

Given that the Forth Valley College Corridor and Stirling University Corridor have different levels of demand with varying productions and attractions, the demand levels for the entirety of the scheme have been split into two separate corridors for the purposes of input into the AMAT. As the Causewayhead Road section of the University Corridor appears to have differing demand levels / trends, this section has been treated separately within the AMAT.

The counters used for Forth Valley College section include:

. A811 Albert Place (North) (between Victoria Place and Glebe Avenue)

. A811 Albert Place (South) (between Victoria Place and Glebe Avenue)

. Forth Valley College (between bus stop and signals)

The counters used for the University of Stirling Full section include:

. Dunster Road (lane from Aboyne Avenue)

. Wallace Street (Customs Roundabout underpass entrance)

The counters used for the University of Stirling Causewayhead road section include:

. Airthrey Road (East)

. Airthrey Road (West)

. Causewayhead Road West (near Causewayhead / Cornton signals)

Figure 5-1 below indicates the locations of the walking / cycling counters used to derive the trip numbers for input into the AMAT. A summary table of the average walking and cycling counts for each site used within the appraisal is contained in Table 5-5.

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Figure 5-1: Count locations

Table 5-5: Daily walking and cycling site averages for 2019 count data

Cycling Walking Site no Site name average Average University Full Corridor Wallace Street (Customs Roundabout underpass 994984 183 1140 entrance) 995001 Dunster Road (lane from Aboyne Avenue) 239 372

University Causeway Corridor

994994/994968 Airthrey Road (West) / Airthrey Road (East) 244 92 Causewayhead Road West (near Causewayhead / 995000 354 689 Cornton signals) College Corridor A811 Albert Place (North) (between Victoria Place 994969/994971 and Glebe Avenue) / A811 Albert Place (South) 213 762 (between Victoria Place and Glebe Avenue) 994986 Forth Valley College (between bus stop and signals) 64 262

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5.4.5 Commuter and Leisure Users

Current levels of commuting by foot or by bike have been estimated through analysis of the Trip- End Presentation Program (TEMPro) for Stirling Local Authority. The outputs of the software include number of journeys by eight journey purposes for both home-based and non-home-based trips on an average weekday. The number of journeys were aggregated into three categories:

. Commuting

. Business

. Other

The process was repeated for Sunday and Saturday trips, in each instance the proportions for the three categories were considered to obtain the proportion of trips for commuting and non- commuting on an average day.

The proportion of non-commuting trips have been forecast based the remaining proportion of trips not assigned to commuting trips.

This was completed in order to assign absenteeism and physical health benefits to all commuters only within the AMAT for an average day. 5.4.6 Whole Life Carbon Emissions

A whole life carbon assessment has been undertaken to estimate the carbon emissions associated with the construction and operation of the scheme. First, the embodied carbon emissions associated with the construction of the scheme have been calculated based on the schemes bill of quantities. Emissions associated with construction materials, plant movements and transportation of materials to site have been included. Carbon emission factors from CESSM4 – Carbon Price Book and Transport Scotland’s CMS Tool (2016) have been used to estimate the carbon associated with construction. In some instances, some miscellaneous items (e.g., benches, litter bins and bus shelters) could not be accounted for and so, to ensure emissions associated with these items are included, a conservative additional allowance of 5% total emissions has been included.

For the purpose of this whole life carbon assessment which forms the baseline for the PAS 2080 process, it is assumed that there will be no operational carbon associated with the WCLS scheme aligned with the scheme's desire to be operationally net zero.

During operation, estimated carbon savings have been calculated based on vehicle displacement (the number of displaced vehicles is derived within the DfT’s AMAT). These savings were captured using the BEIS carbon emission factors and TAG Databook to determine the proportion of petrol and diesel cars that would be displaced and using fuel consumption per kilometre travelled to determine the total carbon savings.

Finally, an estimation of carbon sequestered from trees planted along the route of the scheme was calculated using the Woodland Carbon Code’s ‘Carbon Calculation Spreadsheet’24. This provided a high-level calculation of carbon sequestered during the 30-year appraisal period.

24 https://woodlandcarboncode.org.uk/standard-and-guidance/3-carbon-sequestration/3-3-project-carbon-sequestration

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These three elements were then valued using BEIS (September 2021)25 valuation of greenhouse gas emissions, and input into the Economic Case summary tables. 5.4.7 Sensitivity Testing

It is acknowledged that any economic appraisal is subject to uncertainties, relating to project costs, increase or decrease in active travel journeys, external events, and the appraisal period. As such it is prudent to carry out sensitivity tests as part of an economic assessment.

As of July 2020, the TAG version 1.14 Databook was released. This TAG Databook reflects the long term economic and fiscal outlook projections published by the Office of Budget Responsibility (OBR) in March 2020 and their updated medium-term projections published in July 2020 which reflect their assessment of the impact of COVID-19 on economic growth. The updates in version 1.14 of the Databook are not currently definitive and hence should be undertaken as a sensitivity test, as noted in TAG guidance ‘Forthcoming Change: TAG Databook, Appraisal Software and TAG Appraisal Worksheets’.

The COVID-19 pandemic is likely to have had an impact on the numbers of people walking and cycling during 2020, where count data has been collected. To ensure that count data does not skew the level of benefits of the scheme, the core appraisal will utilise the 2019 count data as per the OBC. The 2020 count data will be used as a sensitivity test to assess the impact on the scheme due to changes in walking and cycling patterns as a result of the pandemic.

Therefore, the following sensitivity tests have been undertaken to inform the Economic Case:

. Sensitivity Test 1: Appraisal period is reduced to 15 years

. Sensitivity Test 2: Appraisal period is increased to 60 years

. Sensitivity Test 3: Increase in active travel journeys is 118% for cycling and 22% for walking according to the Sustrans Places for Everyone aggregated multi-scheme scheme data (higher than predicted)

. Sensitivity Test 4: Increase in demand is 50% less than predicted

. Sensitivity Test 5: Impact of the revised OBR economic growth forecasts (by using version 1.14 of the TAG Databook)

. Sensitivity Test 6: Impact of using 2020 count data (to understand how the scheme would perform if the change in trip patterns and totals due to the COVID-19 pandemic were to continue)

. Sensitivity Test 7: Impact of reducing the average cycling speed to 15kph

. Sensitivity Test 8: Impact of reducing the number of days per year considered to 253 (365 days per year – 104 weekend days – 8 bank holidays), thereby only considering working weekdays

25 https://www.gov.uk/government/publications/valuing-greenhouse-gas-emissions-in-policy-appraisal/valuation-of- greenhouse-gas-emissions-for-policy-appraisal-and-evaluation

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5.5 Monetised Costs Estimated capital costs (Capital Expenditure, CapEx) have been provided by Stirling Council for the preferred option, at £10.1 million including contingency and optimism bias (2021 price base). Full details of the costs and the calculations undertaken are provided in Appendix I.

The following assumptions have been applied to the estimation of scheme costs to inform the appraisal:

. The costs associated with risk/contingency and optimism bias equate to £0.5 million (in 2021 prices). Optimism bias has been considered as 3% of all costs excluding risk/contingency

. Maintenance costs (Operational Expenditure, OpEx) were included at 10% of the scheme construction costs at 10 and 20 years

. Costs (both CapEx and OpEx) were multiplied by 1.19 to account for indirect taxation

. Costs (both CapEx and OpEx) were discounted and deflated to 2010

. To accurately represent the years of maintenance work (10 and 20 years post scheme opening), the maintenance costs (OpEx) were inflated using relevant GDP inflation values before allowing for indirect taxation and discounting and deflating to 2010

The present value of cost (PVC) for the preferred option in 2010 prices (including maintenance) are indicated below in Table 5-6 (note, these costs include the infrastructure benefit from the MEC as a negative cost.)

Table 5-6: Present value of costs summary

Present Value of Cost (2010)

Capital expenditure £6,102,694

Operational expenditure £927,241

Infrastructure costs (MEC) -£2,365

PVC £7,027,569

5.6 Monetised Benefits The most up to date version of the DfT AMAT has been used to quantify the following benefits / impacts:

. Health benefits

. Business benefits (Absenteeism)

. Journey quality

. MEC savings (as a result of reduced car trips)

The spreadsheet tools and results are included in Appendix J, Appendix K and Appendix L. These are presented below for the preferred option for the 30-year appraisal period in 2010 values and prices.

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5.6.1 Health Benefits

A high proportion of the overall benefits accruing as a result of the scheme are due to the quantifiable health benefits, which are calculated using the demand figures calculated for each scheme, and results in increased cycling uptake. From this, the change in two health measures as a result of the scheme have been monetised (number of deaths and years of life lost). The total health benefits are indicated in Table 5-7 below.

Table 5-7: Health benefits

Benefit stream Present Value of Benefits (£, 2010 values)

Health Benefits £7,986,724

5.6.2 Absenteeism Benefits

In a similar methodology to the health benefits, the DfT AMAT quantifies and monetises reduced levels of absenteeism from the workplace based on increased activity and empirical evidence. These are presented as a benefit to businesses in the City. The total absenteeism benefits are indicated in Table 5-8 below.

Table 5-8: Absenteeism benefits

Benefit stream Present Value of Benefits (£, 2010 values)

Absenteeism Benefits £164,784

5.6.3 Journey Quality Benefits

The most significant benefit stream for the appraisal of this package is the journey quality benefits that cycle users experience during their journey due to the upgraded cycling facilities. This benefit applies to both existing and newly generated cyclists, with the rule of a half applied to new users, as per TAG economic appraisal guidance.

The DfT provides a data table that lists the benefit of moving between certain cycle facilities. In the case of the WCLS scheme, the benefit is deemed as 2.99 pence per minute per user of moving from on carriageway with no facilities to on carriageway segregated cycle lanes. In addition, there is data on the provision of secure cycle parking facilities which cyclists using the scheme will benefit from using. This benefit is assumed to be 98.14 pence per minute. The calculation uses an assumed speed of 33kph based on the average cycle distance and time travelled contained within the Scottish Transport Statistics 2019 report.

The DfT provides information on changes in aspects in pedestrian environment and how they are valued. In this scheme the only notable change (using the list of pedestrian environment aspects contained within the AMAT) is benches – valued at 0.5 pence per km per user. This calculation uses an assumed speed of 7.5kph based on Scottish Transport Statistics 2019. The total journey quality benefits are indicated in Table 5-9 below.

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Table 5-9: Journey quality benefits

Benefit stream Present Value of Benefits (£, 2010 values)

Journey quality £8,149,724

5.6.4 Marginal External Cost (MEC) Savings

The appraisal has used the DfT’s MEC approach and MEC values (July 2020) from the DfT Databook to quantify the consequential reductions in congestion, noise, air quality, safety, indirect tax, and reduced surfacing maintenance from reduced car-based vehicle-kilometres because of the mode shift to bicycle created by the new cycle facilities.

Diversion factors (19% from car & taxi to bicycle) are taken from the latest TAG Databook and journey distances are based on the National Travel Survey data.

The total MEC benefits are indicated in Table 5-10 below.

Table 5-10: Marginal external costs benefits

MEC Benefits Present Value of Benefits (£, 2010 values)

Congestion £422,906

Infrastructure (Negative Cost) £2,365

Accidents £70,962

Local Air Quality £8,575

Noise £4,731

Indirect Taxation -£33,016

Total (Excluding Infrastructure) £474,157

5.6.5 Whole Life Carbon Emissions

To minimise emissions, a detailed carbon baseline has been developed to quantify embodied carbon emissions from a bill of quantities (more details in Section 5.7.1). Using BEIS (September 2021)26 valuation of greenhouse gas emissions, emissions associated with materials, plant movements and transport derive a disbenefit of £565,325 (in 2010 prices and values). With the inclusion of certain items (e.g., litter bins and bus shelters), an addition of 5% in emissions for these items, this brings the total monetary embodied carbon disbenefit to £593,655 (in 2010 prices and values).

26 https://www.gov.uk/government/publications/valuing-greenhouse-gas-emissions-in-policy-appraisal/valuation-of- greenhouse-gas-emissions-for-policy-appraisal-and-evaluation

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The scheme will reduce car journey numbers. Using BEIS carbon emission factors, the TAG Databook, fuel consumption per kilometre travelled and BEIS (September 2021) valuation of greenhouse gas emissions, emissions associated with vehicle displacement have been derived to give a benefit of £130,921 (in 2010 prices and values over the 30-year appraisal period). Additionally, the proposed planting of approximately 240 trees, will generate an additional benefit of £26,456 (in 2010 prices and values over the 30-year appraisal period).

The whole life carbon emissions monetary values for the scheme are summarised in Table 5-14. The detailed calculations for the whole life carbon assessment can be found in Appendix M and Appendix N.

Table 5-11: Whole life carbon emissions

Source Whole life carbon emissions - Monetary

Construction (embodied carbon) -£593,655

Vehicle Displacement (2023-2052) £130,921

Sequestration from Tree Planting (2023-2052) £26,456

Total Emissions Benefit, £’s -£436,278

5.6.6 Summary of Monetised Benefits – Core Scenario

A summary of the key benefits for the core scenario are provided in Table 5-12 below.

The benefits of the preferred option have been calculated across a 30-year appraisal period, discounted to 2010 values in line with TAG appraisal guidance. The appraisal assumes a scheme full opening year of 2023. Present Value of Costs (PVC) include capital and operating expenditure, with operating costs captured across the 30 year appraisal period of the scheme.

Table 5-12: Total benefits (Preferred option)

Benefit PVB Present Value of Benefits (£, 2010 values)

Health Benefits £7,986,724

Absenteeism £164,784

Journey Quality £8,149,724

Marginal External Costs £474,157

Whole Life Carbon -£436,278

Present Value of Benefits (PVB) £16,339,111

Present Value of Costs (PVC) £7,027,569

Total NPV £9,311,542

Benefit Cost Ratio (BCR) 2.33

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The total of all benefit streams for the preferred option added together generates a PVB of £16.34 million, with journey quality and health being the largest contributors to the overall benefits generated. The PVC of the scheme is £7.0 million which is made up of capital expenditure equating to £6.1 million and operational expenditure equating to 0.9 million. This results in a BCR of 2.3 which, as per the DfT Value for Money (VfM) Framework, is categorised as high VfM. A BCR of 2.3 suggests that for each pound of Broad Transport Budget expenditure £2.3 of benefit to public value is expected to be generated. 5.7 Environmental Scheme Benefits 5.7.1 Carbon Emissions

Scotland’s climate change plan states that the Scottish Government will not build infrastructure to cater for increased traffic volumes and will promote a shift to active travel and other more sustainable modes of transport. This scheme seeks to reduce vehicle use through the uptake of active travel and, through operation, is likely to lead to reduced carbon emissions due to the avoidance of passenger car travel.

Whilst the schemes intention is net zero operational emissions, it is important to recognise that there will be embodied carbon emissions associated with the construction materials and processes. To mitigate emissions from these sources, a detailed carbon baseline has been developed to quantify embodied carbon emissions from a bill of quantities and recognised carbon factors. Emissions associated with materials, plant movements and transport have been derived giving a total embodied carbon estimate of 2,721 tCO2e, summarised in Table 5-13. As described in Section 5.4.6, as certain items (e.g., litter bins and bus shelters) could not be quantified, embodied carbon emissions have been derived by approximating an addition of 5% in emissions for these items. This brings the total embodied carbon estimate to 2,857 tCO2e. The detailed calculations for this assessment can be found in Appendix N.

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Table 5-13: Embodied carbon assessment results

Plan Total Material t Transpo Description tCO s tCO e tCO rt tCO e 2 2 2 2 e e 1,60 Series 1: Paving & Surfaces 1,465 72 69 6 Series 2: Kerbs 575 26 7 608

Series 3: Edgings 258 12 6 276

Series 4: Drainage 85 0 0 85

Series 5: Lighting 28 0 0 28

Series 6: Softworks 6 0 1 8

Series 7: Miscellaneous 70 0 6 75

Series 8: Lining 32 3 0 35

Series 9: Service Diversions 0 0 0 0 2,72 Bills of Quantities Total 2,517 113 91 1 Including Remaining Items (e.g., benches, litter bins and bus 2,85 2,643 119 95 shelters)* 7 * To include the carbon emissions from remaining items, a conservative additional allowance of 5% has been added.

It is also expected that there will be carbon savings as a result of the scheme. Aligned to Scotland’s climate change plan of promoting active travel, the scheme is likely to lead to a reduction in car journeys. As mentioned in Section 5.4.6, these savings were captured using the BEIS carbon emission factors and TAG Databook to determine the proportion of petrol and diesel cars that would be displaced and using fuel consumption per kilometre travelled to determine the total carbon savings. Emissions associated with vehicle displacement have been derived giving a total carbon saving of 501 tCO2e (the detailed calculations for this assessment can be found in Appendix M).

Finally, the scheme also proposes planting trees along the route. The design accounts for approximately 240 trees to be planted. Using the Woodland Carbon Code’s ‘Carbon Calculation Spreadsheet’27, a high-level calculation suggests that between 2023 and 2052, these trees could absorb 100 tCO2e.

The whole life carbon emissions for the scheme are summarised in Table 5-14. It should be noted that whole life carbon emissions will be minimised by using and applying PAS 2080: Carbon Management in Infrastructure in accordance with best practice.

27 https://woodlandcarboncode.org.uk/standard-and-guidance/3-carbon-sequestration/3-3-project-carbon-sequestration

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Table 5-14: Whole life carbon emissions

Source Whole life carbon emissions (tCO2e)

Construction (embodied carbon) 2,857

Vehicle Displacement (2023-2052) -501

Sequestration from Tree Planting (2023-2052) -100

Total Emissions 2,256

5.7.2 Air Quality

Improvements in air quality are likely to occur along the proposed route of the WCLS scheme as users are likely to rely less on private car journeys, and more on walking and cycling modes. Sensitive receptors such as the Forth Valley College and the University of Stirling are likely to receive a greater proportion of any air quality benefits as these areas are the focus of the scheme.

Improved walking and cycle infrastructure and an associated modal shift to active modes has the potential for a slight reduction in vehicle trips and associated emissions within Stirling (there are currently no AQMA areas within Stirling). This has been quantified by the AMAT which equates to £8,575 in 2010 prices and values. 5.7.3 Noise

Noise levels are likely to decrease as mode shift occurs away from private car use as active travel modes become more attractive to use as a result of the WCLS scheme. Sensitive receptors such as the Forth Valley College and the University of Stirling are likely to be greatly improved as a result of the scheme.

Improved active mode infrastructure and an associated modal shift to active modes has the potential to reduce vehicle trips and their associated noise. This has been quantified by the AMAT which equates to £4,731 in 2010 prices and values. 5.7.4 Landscape

The proposed scheme will be wholly located within the boundary of Stirling and therefore is not expected to have any impact the landscape. 5.7.5 Townscape

The scheme will enhance townscape through the reallocation of road space to create segregated walking and cycling infrastructure on key routes. This will be complimented by strategic planting to create “green streets”. This will ensure the scheme fits with the existing townscape, incorporates environmental design, will help create a sense of place and enhances the existing townscape. 5.7.6 Heritage

Part of the scheme area falls within the ‘Bridgehaugh’, ‘Bruce Street’, ‘King’s Park’ and ‘Stirling Town & Royal Park’ conservation areas. Stirling Council’s Planning Team have indicated that based on the current scheme proposals no planning consents are required to permit the scheme

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to proceed to the construction stage. All works can be delivered under appropriate powers conferred to Council officers.

Part of the University Route falls within the boundary of the Battle of Stirling Bridge, a registered battlefield site. The presence of buried archaeological remains within the scheme extents is not known at this time. However, the scheme proposals within this area are restricted to the existing public road extents.

Stirling Old Bridge and the remains of the former bridge immediately to the north of the existing bridge are Scheduled Ancient Monuments of national importance. The proposed scheme does not include any modifications to the bridge structure or the riverbanks on either side of the River Forth at this location. 5.7.7 Biodiversity

The scheme works are expected to be within the existing built up environment and will therefore not negatively impact the existing habitat. Planting is proposed alongside the segregated scheme to create “green streets”. The design accounts for approximately 240 trees to be planted. 5.7.8 Water Environment

The scheme is being generally constructed on existing streets; therefore, it is unlikely that there be any impact on the water environment. 5.8 Wider Scheme Benefits There is research that indicates that wider economic impacts of increased cycling may occur. The research from Sky and British Cycling, indicates that increasing cycling participation may yield a ‘Gross cycling product’ of £230 per cyclist in 201028. These benefits arise as new cyclists spend money on bicycles, repairs, servicing, and accessories such as helmets and clothing. As such the WCLS scheme may result in local or regional wider economic impacts, contributing to economic growth, productivity and reducing poverty and deprivation.

During the OBC, the gross value added per cyclist of £230 was applied to changes in new cycling trips to quantify an additional wider economic impact. However, for the purposes of this FBC, this additional benefit will not be quantified. This is due to there being insufficient evidence that wider economic impacts arise due to increased cycling and no agreed methodology has yet been developed to quantify this benefit. 5.9 Social Impact Assessment A qualitative assessment of the social impacts of the scheme has been undertaken using TAG Unit A4-1 guidance.

As can be seen in Figure 5-2 the WCLS scheme will link Raploch, located towards the end of the route and falls within the top 5% most deprived areas in Scotland, and Cornton, located adjacent to the scheme and falls within the top 10% most deprived areas in Scotland, with the City Centre and educational facilities and is therefore a scheme that supports social inclusion through

28 British Cycling / LSE: https://www.britishcycling.org.uk/zuvvi/media/bc_files/corporate/The_British_Cycling_Economy_18Aug.pdf (2011)

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sustainable modes and bridges the gap between social and economic equalities of adjacent areas.

Figure 5-2: 2020 SIMD deciles

5.9.1 Accidents

Transport interventions may alter the risk of individuals being killed or injured as a result of accidents. Accidents occur across all modes of transport and affect non-users as well as users.

As the scheme is encouraging mode shift, away from the private car, a monetary benefit of £70,962 is attributed to reduction in accidents. In addition to this, the segregation of cyclists and pedestrians from the main carriageways on the scheme routes is likely to reduce accident rates due to the reduced interaction between non-motorised users and general traffic.

As a result, it is considered that the WCLS scheme will have a slight positive social impact on accidents. The monetised changes in the accident rate are incorporated into the formulation of the BCR. 5.9.2 Physical Activity

There is an increasing recognition between transport, the environment and health. Transport can affect levels of physical activity a primary contributor to a broad range of chronic diseases such as coronary heart disease, stroke, diabetes, and some cancers.

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As the WCLS scheme is an active travel project, the scheme benefits to health as a result of physical activity has been calculated using the DFT’s AMAT. A monetised health benefit of £7,986,724 has been calculated for the preferred option.

TAG A4.1 also states that “short term absence from work can result from the improved levels of health of those who take up physical activity as a result of walking and cycling interventions”. Similarly, to the health benefits, reductions in absenteeism are monetised and included as a benefit using the AMAT. The absenteeism benefit arising as a result of the WCLS scheme yields a benefit of £164,784. The monetised changes in the accident rate are incorporated into the formulation of the BCR and value for money statement of the scheme.

The public health benefit is also of importance in the wake of the COVID-19 pandemic, where a healthier society will have improved resilience to future pandemic events and place less pressure on health services.

As a result, it is considered that the WCLS scheme will have a moderate beneficial impact on physical activity. 5.9.3 Security

Transport interventions have the potential to affect the level of security for transport users. The assessment of these impacts should reflect both changes in security and the likely numbers of users affected.

There is no mention of active mode schemes within the TAG Unit A4.1 guidance with regards to security and given the nature of the scheme, it is unlikely that the interventions will have any impact on security.

As a result, it is considered that the WCLS scheme will have a neutral impact on security. 5.9.4 Severance

Community severance is defined in TAG Unit A4.1 as the separation of residents from facilities and services they use within their community caused by substantial changes in transport infrastructure or by changes in traffic flows. Severance will only be an issue where either vehicle flows are significant enough to impede pedestrian movement or where infrastructure presents a physical barrier to movement.

TAG Unit A4.1 indicated that severance primarily concerns those using non-motorised modes, particularly pedestrians and that, to ensure a consistent approach, classification should be based on pedestrians only. The impact of severance on cyclists differs for two reasons: they travel more quickly; and crossing facilities may not be available to them.

Severance may be classified according to the following four broad levels.

. None – Little or no hindrance to pedestrian movement

. Slight – All people wishing to make pedestrian movements will be able to do so, but there will probably be some hindrance to movement

. Moderate – Pedestrian journeys will be longer or less attractive; some people are likely to be dissuaded from making some journeys on foot

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. Severe – People are likely to be deterred from making pedestrian journeys to an extent sufficient to induce a reorganisation of their activities. In some cases, this could lead to a change in the location of centres of activity or to a permanent loss of access to certain facilities for a particular community. Those who do make journeys on foot will experience considerable hindrance

The WCLS scheme includes segregated pedestrian infrastructure, remote from the carriageway, as well as a large number of crossings (approximately 23). Wheelchair users are likely to be able to undertake journeys more easily and benefit from both actual and perceived safety arising from being segregated from vehicular traffic.

The provision of cycle infrastructure in the area will encourage cycling and make it more applicable for people, especially if they have not cycled due to concerns over safety. According to the National Travel Survey, the majority of adults who do not cycle feel roads are ‘too dangerous’ for cycling. Greater cycling infrastructure will reduce severance as access to employment centres, services, and social connection is greatly improved. Considering all of these impacts that the scheme will have a slight positive impact on severance has been awarded. 5.9.5 Journey Quality

Travellers don’t normally travel for its own sake. Travel is a derived demand that arises from people’s desire to engage in activities. Therefore, a high-quality journey, when experienced, is often taken for granted. However, a poor journey quality, when experienced, can be easily recognised. Journey quality can be affected both by travellers and by network providers and operators.

TAG Unit A4.1 states that “Journey quality is an important consideration in scheme appraisal for cyclists and walkers. It includes fear of potential accidents and therefore the majority of concerns about safety (e.g., segregated cycle tracks greatly improve journey quality over cycling on a road with traffic). Journey quality also includes infrastructure and environmental quality on a route.”

The monetisable benefits associated with the uplift in journey quality have been quantified within the AMAT, which indicates that the scheme will offer significant journey quality benefits. The monetised journey quality benefits are incorporated into the formulation of the BCR and the scheme’s value for money position.

As a result, it is considered that the WCLS scheme will have a moderate beneficial impact on journey quality. 5.9.6 Accessibility and Affordability

Increasing car use has provided greater opportunity for people to travel and access the services they require. However, one in four households does not have access to a car for reasons including cost, disability, and choice. These people rely on public transport, walking, cycling or lifts from friends, family, or community organisations. The reliance on such ‘networks’, which are often limited, can lead to social exclusion.

TAG Unit A4.1 highlights that accessibility is a term that has a multitude of meanings within the transport profession ranging from the physical access onto a public transport vehicle, the ability to get to a given place (for example a hospital), to the accessibility of information about a particular public transport service. In some cases, accessibility benefits from transport interventions are the same as transport user benefits. However, transport user benefits are usually defined in a narrow

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way within the appraisal process, and it is important to consider accessibility benefits in a more holistic way.

‘Making the Connections’ (Social Exclusion Unit, 2003) identified five key barriers impacting on accessibility:

. The availability and physical accessibility of transport: For some people in isolated urban and rural areas there are limited or no public transport services or the services are unreliable, or do not go to the right places or at the right times

. Cost of transport: Some people find the costs of personal or public transport very high or unaffordable

. Services and activities located in inaccessible places: Developments including housing, hospitals, business, and retail are often located in areas not easily accessible to people without a car

. Safety and security: Some people will not use public transport or walk to key services because of the fear of crime or anti-social behaviour

. Travel horizons: Some people are unwilling to travel long journey times or distances, or may not know about or trust transport services

The WCLS scheme will increase the physical accessibility of transport for those who live on the periphery of Stirling, providing a cheap, direct, and safe alternative to travel by private car. The scheme will provide a cost-effective option for accessing employment and education in Stirling which will benefit a large number of the population in Stirling, with low-income families experiencing particular benefit. Disabled users, including wheelchair users will benefit from the modern and up to date infrastructure, including segregated walkways offered by the scheme. Wheelchair users are likely to be able to undertake journeys more easily and benefit from both actual and perceived safety arising from being segregated from vehicular traffic.

As a result, it is considered that the WCLS scheme will have a moderate beneficial impact on accessibility and affordability.

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5.9.7 Social Impact Appraisal Summary

A summary of all assessed Social Impact indicators are provided in Table 5-15 below.

Table 5-15: Social impact appraisal summary table

Indicator Assessment Conclusion £70,962 in benefits are generated through accident savings as a result of mode shift away from car use to walking and cycling modes. This is Slight Accidents likely to reduce accidents, with the segregation of vehicle and non- beneficial motorised traffic likely to have longer term impacts on safety. The scheme is an active travel scheme which is expected to increase Physical Moderate active travel uptake and result in greater number of people walking and activity beneficial cycling. There is no guidance in relation to active mode schemes within the TAG Security Unit A4.1 in regard to security and given the nature of the scheme, it is Neutral unlikely that the interventions will have any impact on security. As the WCLS scheme features segregated walk and cycleways, any existing severance issues caused by the current alignment of the road Slight Severance network are likely to be lessened. As such, there may be a slight beneficial beneficial impact on severance. From the AMAT appraisal, a journey quality benefit of approximately Journey Moderate £8.2 million is obtained as a result of the scheme. As such a moderate quality beneficial beneficial impact is expected as a result of the scheme. Option and Public transport is not affected by the scheme, therefore there is no non-use Neutral significant impact on option and non-use values. values The scheme is expected to allow children and elderly users to be able to use active travel modes more easily. Access to employment and Moderate Accessibility education amenities are also expected to be improved. As such, there beneficial may be a moderate beneficial impact on accessibility to particular user groups. Increased uptake of walking and cycling as a result of the scheme is likely to enable people to use modes of transport which are relatively Personal lower in cost when compared to other transport modes. The surrounding Moderate affordability regions near Raploch and Cornton rank poorly on the SIMD scale, beneficial where the scheme is expected to have the greatest impact. This is likely to have a moderate beneficial impact on this indicator.

5.10 Distributional Impact Assessment A qualitative distributional impact assessment has been carried out as part of the economic appraisal of the WCLS scheme.

As can be seen in Figure 5-3 the WCLS scheme will link Raploch, located towards the end of the route and falls within the top 5% most deprived areas in Scotland, and Cornton, located adjacent to the scheme and falls within the top 10% most deprived areas in Scotland, with the City Centre and educational facilities and is therefore a scheme that supports social inclusion through sustainable modes and bridges the gap between social and economic equalities of adjacent areas.

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Figure 5-3: 2020 SIMD deciles

5.10.1 Vulnerable Group Identification

As part of a distributional impact assessment, it is necessary to identify vulnerable groups that a proposed transport intervention may have an impact on. In the tables below, the relative proportion of vulnerable groups are identified using the 2011 Scottish Census data. It should be noted that as this is not a quantitative distributional impact assessment, an explicit study area has not been defined. Instead, the population metrics outlined below relate to the 2011 council area of Stirling.

Table 5-16: Proportion of elderly and under 16-year olds

Population Stirling Council Area (2011) Scotland (2011)

% Under 16-year olds 17.7% 17.3%

% 65 years old and over 17.2% 16.8%

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Table 5-17: Proportion of minority ethnic groups

Ethnic group Stirling Council Area (2011) Scotland (2011)

% White – Irish 0.9% 1.0%

% White – Polish 0.6% 1.2%

% White – Other 2.5% 2.0% % Asian, Asian Scottish, or 2.3% 2.7% Asian British % Other ethnic groups 0.9% 1.3%

Table 5-18: Average and proportion of people with health problems

Health indicators Stirling Council Area (2011) Scotland (2011) Average age of a person with a 60.4 59.2 limiting long-term illness Long term health problem or 9.4% 10.1% disability - % limited a little Long term health problem or 8.1% 9.6% disability - % limited a lot % With physical disability 6.1% 6.7%

Table 5-19: Proportion of car and van availability

Total number of households Stirling Council Area (2011) Scotland (2011)

% No car or van 22.3% 30.5%

% 1 car or van 41.6% 42.2%

% 2 cars or vans 28.3% 21.6%

% 3 or more cars or vans 7.8% 5.6%

5.10.2 User Benefits

The AMAT appraisal estimates that the provision of active mode infrastructure will result in a congestion benefit of £422,906. This is due to a reduction of vehicles on the road arising from mode shift. The scheme will provide alternative direct segregated routes to key destinations in Stirling, resulting in quicker trips not impacted by vehicle congestion. From this, it is likely that there will be a slight beneficial impact on the distribution of user benefits. 5.10.3 Noise

Noise levels are likely to decrease as mode shift occurs away from private car use as active travel modes become more attractive to use as a result of the WCLS scheme. However, across various income deciles it is likely that no significant change in noise levels will occur near sensitive receptors – a neutral score has been awarded for this indicator.

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5.10.4 Air Quality

As the scheme provides a fully segregated cycle route and pedestrian footpath, the likelihood of accidents occurring with non-motorised users will fall. The AMAT yields an accident benefit of £70,962 over the 30-year appraisal period arising from mode shift away from private car use. The distribution of this accident benefit may not be equally distributed across the region, with population groups closer to the scheme experiencing a greater share of any accident reduction benefits.

The proportion of vulnerable road users, including young children and elderly are higher in Stirling when compared to statistics for Scotland as a whole. As the WCLS scheme offers segregated infrastructure, these groups may experience less likelihood of being involved in road traffic conditions and improved safety. Due to this, a slight beneficial score for this indicator has been awarded. 5.10.6 Security

The scheme is not anticipated to have any noticeable impacts on security and as such has been scored as neutral. 5.10.7 Severance

A fully segregated cycle and footpath is likely to improve any existing severance issues experienced by non-motorised users, that is caused by the existing road infrastructure. The provision of cycle infrastructure in the area will encourage cycling and make it more applicable for people, especially if they have not cycled due to concerns over safety. According to the National Travel Survey, the majority of adults who do not cycle feel roads are ‘too dangerous’ for cycling. Greater cycling infrastructure will reduce severance as access to employment centres, services, and social connection is greatly improved.

As the scheme improves perceived safety of walking and cycling, children, older and disabled segments of the population may be encouraged to use active modes. Wheelchair users may also benefit from reduced severance as fully segregated walkways may improve actual and perceived safety, encouraging wheelchair users to make journeys that may not have been undertaken. It is likely that the scheme will improve any existing accessibility and severance issues in the region, having a slight beneficial impact on this indicator. 5.10.8 Accessibility

As the scheme improves perceived safety of walking and cycling, children and older segments of the population may be encouraged to use active modes. Disabled users may also benefit from having segregated, up to date and well-maintained infrastructure. Wheelchair users are likely to be able to undertake journeys more easily and benefit from both actual and perceived safety arising from being segregated from vehicular traffic. A combination of benefits arising from the

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scheme is likely to improve accessibility for various users the region and have a moderately beneficial impact on this indicator. 5.10.9 Affordability

As this scheme encourages greater uptake of active travel between key routes of employment and education, affordability for users is likely to be improved. The scheme is expected to have a slight beneficial impact on affordability. This is due to the expectation that all income deciles are likely to benefit from the scheme as the cost of active travel is comparatively lower than other modes currently available.

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5.10.10 Distributional Impact Appraisal Summary

A summary of all assessed Social Impact indicators are provided in Table 5-20 below.

Table 5-20: Distributional impact appraisal summary table

Indicator Assessment Conclusion

The provision of active mode infrastructure will result in a congestion benefit of £422,906. This is due to a reduction of vehicles on the road User Slight arising from mode shift. The scheme will provide alternative direct Benefits beneficial segregated routes to key destinations in Stirling, resulting in quicker trips not impacted by vehicle congestion Noise levels are likely to decrease as mode shift occurs away from private car use as active travel modes become more attractive to use as a result Noise of the WCLS scheme. However, across various income deciles it is likely Neutral that no significant change in noise levels will occur near sensitive receptors. Improvements in air quality are likely to occur along the proposed route of the WCLS scheme as users are likely to rely less on private car journeys, and more on walking and cycling modes. Sensitive receptors such as the Slight Air Quality Forth Valley College and the University of Stirling are likely to receive a beneficial greater proportion of any air quality benefits as these areas are the focus of the scheme. Although regional improvements in air quality would be expected due to lower car use. The distribution of this accident benefit may not be equally distributed across the region, with population groups closer to the scheme Slight Accidents experiencing a greater share of any accident reduction benefits. The active beneficial mode appraisal yields an accident benefit of £70,962 over the 30-year appraisal period. Security The scheme is not anticipated to have any noticeable impacts on security. Neutral A fully segregated cycle and footpath is likely to improve any existing severance issues experienced by non-motorised users. children, older and Slight Severance disabled segments of the population may be encouraged to use active beneficial modes as it is safer and more attractive to do so as a result of the scheme. As the scheme improves perceived safety of walking and cycling, children and older segments of the population may be encouraged to use active Moderate Accessibility modes. This is likely to improve accessibility for vulnerable users, although beneficial population segments closer to the scheme would likely experience a greater share of any accessibility benefits. As this scheme encourages greater uptake of active travel between key routes of employment and education, affordability for users is likely to be Slight Affordability improved. It is expected that all income deciles are likely to benefit from beneficial the scheme as the cost of active travel is comparatively lower than other modes currently available.

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5.11 Summary Results 5.11.1 Value for Money Position

Table 5-21 shows a summary of the core scenario appraisal results along with the VfM category that the scheme achieves. The core BCR has been calculated as 2.33 and the VfM category is high.

The appraisal indicates that the scheme provides benefits to all users – existing cyclists and new cyclists, and wider users that are benefiting from mode shift. The scheme represents an investment in more than 6.5km of dedicated walking and cycling infrastructure, which will result in an increase in the number of cyclists and an increase in the quality of walking and cycling journeys (as experienced by users). The scheme connects areas of deprivation with employment and education facilities, creating accessible infrastructure that is attractive to all user types and groups. Future schemes will also connect into the scheme, providing comprehensive routes throughout Stirling.

As an active travel scheme, there are a number of clear benefits that were not able to be quantified. The approach to assessing cycle schemes that is recommended by DfT does have a number of limitations that may well have limited the monetised benefits of this scheme.

The additional analysis in terms of qualitative environmental appraisal and the social and distributional analysis both provide additional positive benefits thus maximising public value.

Overall, the high value for money category is still deemed accurate and reasonable and represents the significant benefits anticipated.

Table 5-21: Economic assessment results summary

Preferred Option

Present Value of Benefits A £16,339,311

Present Value of Costs B £7,027,569

Net Present Value A-B £9,311,542

Benefit to Cost Ratio A/B 2.33

Value for Money Category (Initial / Adjusted) High

5.11.2 Appraisal Summary Table, Transport Economic Efficiency Table, Analysis of Monetised Costs and Benefits Table and Public Accounts Table

The core scenario appraisal summary table is attached as Appendix O.

The Transport Economic Efficiency Table, the Analysis of Monetised Costs and Benefits Table and the Public Accounts Table, also for the core scenario, are attached as Appendix P.

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5.12 Sensitivity Testing The following sensitivity tests have been carried out to support the economic assessment as part of this FBC:

. Sensitivity Test 1: Appraisal period is reduced to 15 years

. Sensitivity Test 2: Appraisal period is increased to 60 years

. Sensitivity Test 4: Increase in demand is 50% less than predicted

. Sensitivity Test 5: Impact of the revised OBR economic growth forecasts (by using version 1.14 of the TAG Databook)

. Sensitivity Test 6: Impact of using 2020 count data (to understand how the scheme would perform if the change in trip patterns and totals due to the COVID-19 pandemic were to continue)

. Sensitivity Test 7: Impact of reducing the average cycling speed to 15kph

. Sensitivity Test 8: Impact of reducing the number of days per year considered to 253, thereby only considering working weekdays 5.12.1 Results

The results from the sensitivity tests are presented in Table 5-22. The related AMATs are included as Appendix Q to Appendix X.

The core scenario demonstrates a high value for money. The 15-year appraisal period test show a BCR of 1.21. The high growth scenario gives a high BCR of 3.24 with the highest BCR of 3.49 coming from the 60-year appraisal. These benefits can be mainly attributed to the health benefits for new users as they deem cycling ‘less dangerous’ given the cycle infrastructure provides better connections for cyclists using the network in the area and is off-road and segregated from traffic. The low growth test results in a decrease in benefits but still results in a positive net present value, with a BCR of 1.52.

The impact of the revised OBR economic growth forecasts (using the revised 1.14 TAG Databook) yields a BCR of 2.22 which is classed as high value for money. The use of 2020 count data to understand how the scheme performs with trip numbers experienced during the pandemic, yields a BCR of 2.11. Both of these sensitivity tests yield a high value for money, although the respective BCR’s are lower than the core scenario.

When reducing the average cycling speed to 15kph and the number of days considered by year, this results in BCRs of 2.51 and 1.63 respectively. Reducing the average cycling speed to 15kph actually increases the BCR because the slower cycling speed results in users utilising the scheme (improved infrastructure) and experiencing the improved amenity for a longer period of time (because it takes each user on average longer to get from their origin to their destination). The consideration of working weekdays only, as expected reduces the BCR obtained. A full year (365 days) was considered appropriate within the core scenario because of the significant number of active mode users that would make use of the scheme during weekends and public holidays.

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Overall, these sensitivity results suggest that the appraisal outcome is fairly sensitive to growth in cycling levels and life expectancy of the asset, but under a range of different likely scenarios its value for money categorisation remains high (or on the threshold of high) for all but three scenarios, with the BCR never dipping below 1.

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Table 5-22: Sensitivity tests – Summary results

2020 count 15-Year 60-Year TAG data Reduced Benefit Core Low High Working Appraisal Appraisal Databook (COVID-19 Cycling Stream Scenario Growth Growth Days Period Period 1.14 sensitivity Speed test) Health £7,986,724 £3,981,150 £13,608,245 £3,859,987 £14,003,891 £7,986,724 £7,278,421 £7,986,724 £5,800,816 Benefits Business £164,784 £82,140 £291,932 £86,045 £288,096 £150,786 £150,170 £362,524 £114,220 Benefits Journey £8,149,724 £6,799,797 £8,626,150 £4,255,519 £14,248,387 £7,457,415 £7,398,084 £9,254,367 £5,648,987 Quality Marginal External Cost £474,157 £236,354 £699,127 £233,741 £754,415 £464,775 £432,107 £474,157 £328,662 Savings Whole Life -£436,278 -£436,278 -£436,278 -£436,278 -£436,278 -£436,278 -£436,278 -£436,278 -£436,278 Carbon Total PVB £16,339,111 £10,663,163 £22,789,176 £7,999,014 £28,858,511 £15,623,421 £14,822,504 £17,641,494 £11,456,407

Total PVC £7,027,569 £7,028,756 £7,026,447 £6,592,065 £8,279,327 £7,027,785 £7,027,779 £7,027,569 £7,028,295

Total NPV £9,311,542 £3,634,407 £15,762,729 £1,406,949 £20,579,185 £8,595,636 £7,794,725 £10,613,925 £4,428,112

BCR 2.33 1.52 3.24 1.21 3.49 2.22 2.11 2.51 1.63

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5.13 Summary and Conclusions A summary of the costs and benefits, plus a final and adjusted Benefit Cost Ratio (BCR) for the WCLS scheme has been appraised. The core BCR has been calculated as 2.33 and the Value for Money (VfM) category is high.

The appraisal indicates that the schemes provide benefit to all users – existing cyclists and new cyclists, and wider users that are benefiting from mode shift. The scheme represents an investment in more than 6.5km of dedicated walking and cycling infrastructure, which will result in an increase in the number of cyclists and an increase in the quality of walking and cycling journeys (as experienced by users). The scheme connects areas of deprivation with employment and education facilities, creating accessible infrastructure that is attractive to all user types and groups. Future schemes will also connect into the scheme, providing comprehensive routes throughout Stirling.

The sensitivity testing has shown that the scheme is able to generate significant benefits, with the BCR of the sensitivity tests not falling below 1. This shows that the scheme is sensitive to the assumptions adopted but still has a reasonable value for money position in the event of this occurring. The use of the 2020 count data to inform a sensitivity test to capture the impact of reduced trip levels during the COVID-19 pandemic also shows that the scheme is able to generate a BCR of over 2. The other, non-monetised impacts such as environmental benefits, improving the health of residents and supporting the tourism sector are also noteworthy impacts of the WCLS scheme.

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6 THE COMMERCIAL CASE 6.1 Preface The Commercial Case provides evidence on the commercial viability of the proposal and the procurement strategy that will be used to engage the market. It presents evidence on risk allocation and transfer, contract, and implementation timescales as well as details of the capability and skills of the project team in delivering the project. 6.2 Output Based Specification 6.2.1 Scheme Objectives and Context

It is important to consider from the outset what constitutes successful delivery of the objectives, as this informs the development and appraisal of the scheme, the selection of the preferred option, and the monitoring and evaluation of the scheme’s performance after construction.

In general, it is easier to measure achievement of the objectives (e.g., changes in trip numbers or journey times) than the strategic outcomes (e.g., facilitate economic growth) because the latter often takes time to achieve and can be influenced by factors other than the proposed scheme.

Figure 4-9 displays a causal chain (logic) diagram which shows the expected relationship between the outputs of the scheme, the achievement of objectives, and the delivery of the strategic outcomes. More detail on the wide ranging benefits of the scheme can be found in the Strategic Case.

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Figure 6-1: Causal chain (logic) map

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In addition to the outcomes contained within Figure 4-9, the Commercial Case is also based on realising the following strategic outcomes:

. Achieve cost certainty, or certainty that the scheme can be delivered within the available funding constraints

. Minimise further preparation costs with respect to scheme design by ensuring best value, and appropriate quality

. Obtain contractor experience and input to the construction programme to ensure the implementation programme is robust and achievable

. Obtain contractor input to risk management and appraisals, including mitigation measures, to capitalise at an early stage on opportunities to reduce construction risk and improve out-turn certainty thereby reducing risks to a level that is ‘As Low as Reasonably Practicable’ (HSE Risk Management) 6.3 Procurement Strategy The procurement / purchasing options and chosen strategy implemented is crucially important to the delivery and success of a project. The strategy should facilitate the achievement of the economic, social, and environmental benefits detailed in the Economic Case. 6.3.1 Procurement Options

The proposed contract will be required to deliver a works package with a value of circa £8 million and an anticipated start on site in October 2021. Delivery of the WCLS scheme will be measured against clear and agreed quality, cost, and time targets. In order to meet these targets, and to realise the desired economic, social, and environmental benefits, Stirling Council will ensure appropriate integration of the design, construction, and operation functions. This will be achieved through fully integrated teams, early supply team involvement, the opportunity to use incentivised payment mechanisms, continuous improvement processes and joint commitment to achieving best whole-life value.

As detailed in the Construction Procurement Handbook29, there are five potential procurement strategies that can be adopted, each of which has potential variants, and further options that can be applied to some of those variants. Following Figure 12 of the Construction Procurement Handbook, the following strategies have been considered suitable for the WCLS scheme (Table 6-1 provides an outline of these three separate procurement routes):

. Traditional

. Design and Build

. Design, Develop and Construct

29 Construction Procurement Handbook, Scottish Procurement and Property Directorate, Dec 2018, https://www.gov.scot/publications/construction-procurement-handbook

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Table 6-1: Recommended procurement routes

Procurement route Procurement description With this type of contract, the design team are employed directly by the client to fully develop the design prior to going out to tender. Suitable contractors are then invited to submit a tender priced against the client's requirements. Traditional Traditionally, this can comprise a bill of quantities. However, it is becoming increasingly common for contracts to be based on drawings and specifications, or activity schedules with contractors needing to satisfy themselves as to the quantities of material required. Using a single contractor to act as the sole point of responsibility to a public sector client for the management and delivery of a construction project on time, within budget (defined over the lifetime of the project) and fit for the purpose for Design and Build which it was intended, including demonstrating during the initial period of operation that operating cost and performance parameters can be met in accordance with a pre-agreed cost model. A single supplier is responsible for both the design and construction of the Design, Develop and facility. However, in the case of Design Develop and Construct, the client's own Construct design team (either in-house or outsourced) develop the design to a much greater level of detail than in a simple Design and Build strategy.

Stirling Council have reviewed and developed the following proposed procurement processes to demonstrate that robust procurement procedures will be followed. Each of the processes outlined will have different implications on the project delivery targets. In the event that procurement of an external contractor is selected as part of the preferred delivery strategy, the procurement process will be run in accordance with Stirling Council’s procurement rules which ensure that the purchase of goods, services and works required by the Council is handled in a transparent, timely, efficient, and effective manner with due regard to purchasing best practise. The following three potential procurement processes are under consideration:

. Stirling Council’s Direct Service Organisation (DSO) undertakes all required works (Option 1)

. Stirling Council’s DSO delivers the scheme in part only, with the remainder of the scheme being delivered by an external principal contractor, following a robust procurement process (Option 2)

. The full scheme is delivered by an external principal contractor, following a robust procurement process (Option 3)

The procurement strategy considers a comparison of the procurement methods against the key project outputs. The comparison of procurement methods is set out on in Table 6-2.

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Table 6-2: Procurement strategy comparison

Form of contract / Procurement Contractual Nature, type, and Value for money Timeframe option requirements and value of the works obligations Greater level of Appropriate for use cost control. for this nature, type, The use of the and scale of Allows for flexibility Would not provide Council’s DSO project. in choosing the Option 1 the same provides a quick most appropriate opportunities for way to agreeing a Previous form of contract. enhanced scope tendered price. experience in using and value the Council’s DSO engineering. on similar projects. Elements procured through open tender could take Combines the Allows for flexibility Appropriate for use up to 6 months, benefits / value for in choosing the for this nature, type, Option 2 whereas the money of option 1 most appropriate and scale of elements procured and option 3. form of contract. project. through the Council’s DSO will be quicker. An open tender procedure could take around 6 Provides value for months to money (social and complete. economic) through

an open tender Open tender might process. lead to a significant Allows for flexibility Appropriate for use

volume of in choosing the for this nature, type, Option 3 Provides the applicants; most appropriate and scale of opportunity for therefore, it is form of contract. project. enhanced scope crucial that robust and value processes are in engineering. place (price vs

quality) to ensure a Less cost control. reputable contractor is selected.

The use of Stirling Council’s DSO is the fastest way to agree a tendered price for the works. Whereas the use of an open tender results in a longer procurement process but will bring greater levels of enhanced scope and value engineering. All options considered provide enough flexibility to allow for the most appropriate form of contract to be adopted and are appropriate for the WCLS scheme.

Therefore, considering Table 6-2 and the extensive discussions held within Stirling Council, it has been decided to proceed with an external tender, following a robust procurement process. This approach will allow for the work packages to be subject to an open tender and so will provide social and economic value for money and the opportunity for enhanced scope and value engineering.

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At a more detailed level, Stirling Council has considered a number of industry-standard forms of contract, including the Joint Contracts Tribunal (JCT), and the New Engineering Contract (NEC) and concludes that the latter represents the most appropriate given the most likely procurement, risk, and performance management approaches.

The NEC3 Form of Contract allows for seven pricing options of which the following six are considered appropriate:

. Option A - Priced contract with activity schedule (lump sum contract)

. Option B - Priced contract with bill of quantities (re-measurement)

. Option C - Target contract with activity schedule (lump sum based target cost)

. Option D - Target contract with bill of quantities (bill of quantities based target cost)

. Option E - Cost reimbursable contract

. Option F - Management option

Stirling Council considers that options A and C will provide the greatest price certainty, while options E and F the least price certainty.

By adopting NEC3, Stirling Council is able to select a pricing mechanism best suited to the project requirements. For example, if Stirling Council wishes to incentivise a contractor to make savings, one of the NEC target cost contracts option C or D would be appropriate. To achieve the same result with another form of contract is likely to require significant revisions of the standard documentation. 6.3.2 Community Benefits

In line with Stirling Council’s Sustainable Procurement policy, there will be a commitment to maximising relevant and proportional sustainable outcomes from all procurement activity related to delivering the scheme. For all requirements over £50k, there will be a requirement to include a Community Benefits Method Statement / Method Statements worth a minimum of 5% of the contract value. 6.3.3 Sustainable Outcomes

Stirling Council has a sustainable procurement duty as part of the Procurement Reform Act (Scotland) 2014. Providers will be encouraged to support the Council’s duty by promoting innovation, improving economic, social, and environmental wellbeing in delivery of the contract. It is expected that this will include clear requirements to support apprenticeships and skills development; as well as obligations to source a proportion of new workforce recruits from the region.

In more detail the procurement quality scoring will evaluate method statements on reducing carbon emissions. This will incentivise prospective contractors to consider sourcing local materials reducing transport, and utilising lean construction, i.e., only delivering goods to site when needed thereby mitigating construction vehicle use in the relocation of materials on site.

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6.4 Sourcing Options A number of key technical teams have been established to ensure that project delivery is in line with the project specification and desired outputs and outcomes. This has entailed the procurement of third party specialist services to complement the dedicated internal project teams. 6.4.1 Sourcing and Procurement of the Project Team

Client Project Lead / Principal Project Manager / Client Project Manager / Senior Delivery Project Manager / Assistant Project Manager are roles that are and will continue to be covered by existing Stirling Council staff working within their current roles. Civil Engineering Design, Transport Business Case Production and Costing Development are services that have been procured through direct award via framework, competitive tender via framework or competitive tender via Public Contracts Scotland Tender (PCST). In the case of competitive tenders, tenders were invited and were subsequently assessed on a pre-determined cost / quality ratio to ensure both a high level of competency and value for money. In all cases, services are provided on a fixed-fee basis against an agreed time frame and work specification.

Following a series of robust procurement processes and approval the following organisations were appointed:

. WSP were appointed to complete concept designs – Awarded by direct award via framework

. Ironside Farrar were appointed to complete detailed cost estimates – Awarded by direct award

. Ironside Farrar were appointed to complete detailed designs – Awarded by competitive tender via PCST

. Sweco were appointed to complete the business case development – Awarded by competitive tender via framework

. JH Civil Engineering were appointed to complete temporary infrastructure – Awarded by competitive tender via framework

All other roles, responsibilities and specialist services not outlined here will be covered internally by Stirling Council. 6.5 Payment Mechanisms The project team has considered current advice and guidance relating to suitable forms of payment to be included as part of the contract documentation. The potential payment mechanisms to be negotiated with the main contractor include:

. Reimbursable cost-plus a percentage-fee

. Reimbursable cost-plus a fixed-fee

. Target cost (shared over-run and/or under-run)

. Unit-rate (including re-measure)

. Guaranteed maximum price

. Lump-sum services and materials with reimbursable construction

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. Lump-sum (i.e., wholly lump-sum)

The payment alternatives considered are expected to encourage better and active participation by the project members so as to ensure that the project objectives are well understood and delivered, for example:

. With the use of a cost-reimbursable method, the contractor is involved at a very early stage in the project and contributes by their own expertise in buildability, costing, material ordering, and programming

. Shared cost over / under-run incentivises the contractor to perform to the highest level and in the client’s best interests both financially and in terms of project performance

. A stage payment method reduces administration time and cost to prepare interim payments and allows the responsible project personnel to be engaged in more productive project activities

. The incentive payment method is often employed with disincentives so as to instil efficient contract arrangement and to reward the successful contractors who are fully motivated so as to achieve the client’s objectives with high performance standards

. A direct payment method allows subcontractors and suppliers to be paid promptly and in full, which should result in lower prices, better performance, and faster completion 6.6 Pricing Framework and Charging Mechanisms The project team have considered the following pricing frameworks relating to the NEC form of contract:

. NEC3 Option A (Fixed price with activity schedule)

. NEC3 Option C (Target Cost with activity schedule)

In review of key information and guidance, the project team consider the NEC3 option A form of contract to be the most appropriate to ensure successful project delivery. The use of Key Performance Indicators (KPIs) and Liquidated and Ascertained Damages will also be included in the pricing frameworks and will be used to monitor and track progress and quality. 6.7 Risk Allocation and Transfer 6.7.1 Risk Management

The management and transfer of risk is a continuous theme running as a key strand throughout the various elements of the overall business case documentation. The approach to risk management is proportionate to the scale and complexity of the scheme. A balance has been sought between the time and cost of assessing risks and reducing exposure to risk to an acceptable level. Risks associated with the scheme have been managed in accordance with relevant guidance and best practices.

The WCLS scheme has three individual risk registers (one covering design risks, one covering project risks and one covering strategic risks) to record identified risks, mitigating actions and owners. The overarching comprehensive risk register (Appendix Y), will be consistently updated throughout the lifetime of the project.

The current key project risks, identified through the risk register, are as follows:

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. Project funding from Government becomes unavailable

. Project costs escalate due to inflation across the timeframe of the project

. Final legal agreements not reached resulting in a delay to delivery programme

. Finalising approvals and necessary agreements with key stakeholders delay project delivery

. Failure to secure the majority of funding for the project through the business case

. Loss of funding or escalated project costs due to the impact of the Coronavirus pandemic on the overall completion date in the legal agreement

Although risk will transfer to appointed contractors, if applicable, risk will continue to be managed by a dedicated resource within the Council’s in house project team and will be reported at monthly intervals as part of the project governance. The allocation of risk is carried on the principles of the risk sitting with the party best able to manage, provided that best value can be achieved. Assessments of construction risk will be carried out prior to contract award and if appropriate, risk transferred to the appointed respective contractor (for example, dealing with groundwork conditions). 6.7.2 Commercial Risk

The key commercial risks of the WCLS scheme are:

. Funding

o Retraction of grant funding streams

o Reduction in allocated grant funding

. Land Acquisition

o Unable to secure third party land agreements

. Approvals

o Transport Business Case not approved

. Project Over-Run

o Unacceptable delays to project completion

. Overspend

o Project costs exceed available funds

All of the above risks have been and will continue to be actively managed through the projects Risk Register, which is regularly reviewed and updated. 6.7.3 Approach to Risk Management and Transfer

As previously noted, the procurement strategy and contractual mechanisms through the proposed form of contract will ensure that all options for risk transfer are considered and applied

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where appropriate. The list below details the primary ways in which both cost and time over-runs can be avoided through proactive risk management and transfer of risk:

. Set objectives that are realistic and not changed during the course of the project

. Avoid changes in scope mid-way through the delivery process

. Ensure that all cost estimates are realistic, and the appropriate allocation of contingency and optimism bias is applied, reviewed, and managed throughout the project’s life

. Ensure a realistic programme is agreed for the delivery of the project and all possible and foreseeable eventualities are proactivity considered

. Provide an agreed project brief that is complete, clear, and consistent and most critically understood and agreed by all parties to the project

. Ensure that a design is progressed that meets planning and other statutory requirements

. Ensure that the design is fully and robustly coordinated and takes account of buildability, maintainability, health and safety and sustainability

. Ensure all risk is quantified and allocated to all parties of the contract in an unambiguous and clear manner

. Provide clear leadership, excellent project governance, swift decision making and appropriate and proportionate management controls

. Subscribe to simple payment mechanisms that incentivise all parties to achieve the common and agreed goal relating to the delivery of a high quality project, on time and within budget 6.8 Contract Length The current programme estimates a contractual on-site works period of approximately 24 months beginning in October 2021 with an absolute end date of March 2024.

The project team has a strong commercial foundation and extensive experience in administering contracts of this nature through applying suitable contractual clauses to ensure project delivery to the required quality and within time and budget. 6.9 Contract Management 6.9.1 Implementation Timescales

The latest estimated delivery milestones for delivery of the WCLS scheme is currently contained within the detailed project programme (Appendix Z). Progress against key project milestones is reported to senior officers and members through regular meetings. The main milestones relating to this business case are shown in Table 6-3.

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Table 6-3: Project milestone

Project milestone Date

Endorsement of Full Business Case September 2021

Construction start October 2021

Construction complete March 2024

6.9.2 Contract Management Arrangements

The following four levels of active project programming are proposed. The list below highlights the level of project programming (Level One being the highest / most strategic level), the key elements relating to project programming activity and ownership at each level:

. Level One – Strategic Programme

o Summary of elemental project phases

o Key milestones (process and deliverables)

o Key dates for client and funding approvals

. Level Two – Detailed Construction Programmes

o Sets out the works and deliverables for each discipline

o Co-ordinate and in line with process maps

o Works elements under each phase or area of project

. Level Three – Short Term and Look-Ahead

o Used as basis for final works planning

o Includes business interface / requirements

. Level Four – Weekly Work Plans

o Produced for on-site activities

o Used to measure productivity performance

The project programmes will be frequently reviewed to align with the gateway stages in the project and the overarching Council reporting structure. The project manager will provide a clear means of communicating the progress position to the wider project team.

For the construction phase, the progress reports, which will be provided by the Contractor, will include the following data in connection with the progress of the construction works both on and off-site:

. Activity progress schedule covering all activities in the master programme (including procurement and manufacture)

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. Marked-up accepted programme

. Cumulative progress to record planned progress against actual progress

. Forecast completion schedule setting out the current forecast dates for each key date on the basis of rescheduling of the programme network model with current progress

. Summary report describing the works completed in the period and giving details of any particular measures that might be required in order to overcome delays, problems or issues that have occurred or are anticipated in the forthcoming period 6.10 Demand Pipeline The demand pipeline seeks to check that the WCLS scheme is genuinely viable and sustainable. The questions and their corresponding answers below provide this clarity and show the degree of confidence and unforeseen risk involved in the delivery and operation of the scheme.

. Who will use it? How is that known, and with what degree of confidence?

Stirling is the main employment, services, and educational area in the city region with 15,612 travelling in for work each day. This combines with a large number of visitors (leisure and tourism) to the city every year, such as the 605,241 who visit Stirling Castle.

The WCLS scheme will create safe, segregated cycleways along two key traffic corridors in Stirling, connecting the University to Stirling train station, and Forth Valley College to the city centre. These in turn will link, through other City Region Deal Active Travel projects to the Hillfoots Villages of Clackmannanshire, to Alloa and on further to Falkirk. This scheme will form a vital part of the active travel network, making travel by walking, cycling, and wheeling the natural mode of choice for residents, commuters and visitors of all ages and abilities in Stirling.

The Bike Life Stirling survey, which surveyed over 1,100 Stirling residents, indicated that that there is significant potential to increase the number of journeys by active travel with residents showing strong support in active travel infrastructure, with 76% of respondents saying more money should be spent on cycling, 83% of respondents supporting the creation of protected roadside cycle lanes and 71% of respondents saying Stirling would be a better place to live and work if more people cycled. The survey also highlighted that residents are impacted by road congestion, with respondents saying that they always or sometimes experience delays on the highway network.

Therefore, by providing increased provision for affordable and sustainable modes, the WCLS scheme will, with a high degree of confidence, result in increased active mode uptake for residents (of all ages and abilities) travelling to and from home, work, and leisure destinations. The vast array of tourist attractions, including the Wallace Monument, King’s Knot and Stirling Castle, that Stirling has to offer will also be able to be accessed safer, easier, and faster, helping encourage tourism by way of walking, cycling, and wheeling and therefore further increasing active mode uptake.

. When will it be used? For how long? At what scale?

As mentioned above, Stirling is the main employment, services, and educational area in the city region with large numbers of visitors visiting attractions such as the Wallace Monument, and Stirling Castle each year. As detailed in the Economic Case, it is estimated that there are approximately 650 existing daily cycling trips and 1,650 existing daily walking trips using the WCLS corridors. The delivery of the WCLS scheme, which provides viable alternative travel

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routes via more affordable modes, is predicted to increase these daily cycling trips by approximately double, with no increase in walking trip numbers anticipated. These new and existing walking and cycling trips, made up of residents and visitors of all ages and abilities, will be able to use and benefit the scheme all year round. The mixture of commuting, leisure and tourism trips using the scheme will ensure that the usage is not concentrated and heavily reliant on only trips to and from the workplace. However, it should be said, as with all active travel schemes, it is likely that the usage of the scheme will fluctuate in line with the seasons, with the colder wetter months likely to make active travel less popular and the warmer dryer months likely to see large numbers of active mode users throughout the network.

To ensure that the WCLS scheme does not have a short finite project life and continues to be a success with significant levels of residents and visitors using the scheme, routine maintenance of the corridors will be undertaken at scheduled 10-year intervals. This crucial consistent maintenance will ensure that the corridors remain up to standard and safe. The delivery of other active mode schemes in Stirling and Clackmannanshire that in turn will link the WCLS scheme, to Stirling’s rural and Eastern Villages and Hillfoots Villages of Clackmannanshire, to Alloa and on further to Falkirk will further prolong the effectiveness and lifespan of the scheme.

. Can it be shown that the project isn’t just moving activity from elsewhere in Scotland or the rest of UK?

Transport Scotland’s long-term vision focuses on making active travel more popular, by increasing the number of people choosing to travel actively across all communities as part of their everyday lives. This closely aligns with Stirling Council’s vision for the city which is to create “a world class active travel culture, supported by a world class active travel network”. This vision and desire from Stirling Council to influence mode choice has resulted in the inception, evolution, and design of the Council’s WCLS scheme that will help the visions of Transport Scotland and the Council become a reality by creating infrastructure that encourages active travel and behavioural change. The project lifecycle, strategic vision and policy alignment provides evidence that this scheme is a project being driven by the Council and not an activity being moved from elsewhere.

. For what isn’t yet known or can’t be seen, what assumptions are being made?

There are risks that have been identified for each route of the WCLS scheme. These risks are recorded in corridor specific risk registers. However, there are unknown situations/occurrences that could arise posing risk to the WCLS scheme. The Coronavirus pandemic provides a perfect example of the possible unforeseen scenarios that could occur.

The risk management process/approach that is adopted within Stirling Council establishes a “risk aware” culture that encourages on-going identification and assessment of project risks both seen and unforeseen. The approach incorporates the following activities:

o Access to reliable, up-to-date information about risks

o Evaluation of proximity, probability and impact of the risk occurring

o Development of risk responses including prevention, reduction, transference, acceptance, or reduction

o Identification of escalation procedures

o Planning and resourcing of responses to risks

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o Monitoring and reporting of risk status

Considering the financial implications of potential unknowns, as detailed in the Economic and Financial Cases, a risk/contingency and optimism bias allocation has also been allowed for. These allowances included accurately allow room in the project budget and value for money assessment to ensure that the scheme is not detrimentally impacted by such occurrences.

The effectiveness of the scheme under different uncertainties has been further demonstrated by the economic sensitivity tests, as documented in the Economic Case. These sensitivity tests that have considered a range of different scenarios, validate the scheme’s ability to deal with risk.

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7 THE FINANCIAL CASE 7.1 Preface The Financial Case sets out the scheme costs, sources of funding for the scheme, and also highlights accounting impactions and financial risks.

The costs presented in this Financial Case have been derived based on the latest price information available, SPONS 2021 supplemented by Stirling Council’s in-house tender data. Each individual work item forming part of the scheme has been considered within the costs, by multiplying the item by the appropriate and relevant published price rates for that type of work. 7.2 Capital Expenditure The detailed capital scheme costs have been prepared by Ironside Farrar Ltd. These cost estimates have been produced in line with the latest detailed scheme designs. The total outturn scheme cost is £9.7 million (excluding risk/contingency), with construction expected to commence in October 2021 and will continue on site for approximately 24 months, completing no later than March 2024. A summary of the scheme capital costs can be seen in Table 7-1.

Table 7-1: Capital expenditure summary

Cost Item Cost Percentage of Total Costs

Construction £8,477,934 71%

Land and Property £10,000 3%

Preparation and Administration £1,168,000 26%

Total £9,655,934

Notes:

Capital cost estimates based on latest pricing information (SPONS 2021 supplemented by Stirling Council tender data). Price base of Q2 2021. Inflation accounted for.

As detailed in the Economic Case a risk/contingency allocation has also been allowed for. This allowance is deemed appropriate because the scheme designs are fixed and so the amount allowed for accurately captures the remaining potential project risks. These risks associated with the scheme have been and will continue to be managed and mitigated as detailed in the Management Case. The project manager, in partnership with the project team, are responsible for the maintenance and updating of the comprehensive scheme risk register and will ensure that it is reviewed regularly. 7.3 Operational Expenditure The operational scheme cost estimate is £2.5 million, with routine maintenance predicted to occur at 10 and 20 years post scheme opening. A summary of the scheme operational costs can be seen in Table 7-2.

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Table 7-2: Operational expenditure summary

Cost Item Cost Percentage of Total Costs

10 Years Post Scheme Opening £1,106,587 44%

20 Years Post Scheme Opening £1,389,127 56%

Total £2,495,715

7.4 Funding Sources The capital cost funding will be sourced from the following funding streams:

. Sustrans Scotland Places for Everyone funding

. Stirling and Clackmannanshire City Region Deal

. Matching against existing infrastructure

The scheme funding profile is indicated in Table 7-3 below. These funding sources are considered further in turn below.

Table 7-3: Funding profile

Year Pre-2020 20/21 21/22 22/23 23/24 Total

Sustrans £277,000 £336,537 £324,463 £2,263,242 £3,657,692 £6,858,934 Stirling £129,000 £129,000 £258,000 Council City Region £1,200,000 £1,200,000 £139,000 £2,539,000 Deal Total £277,000 £336,537 £1,653,463 £3,592,242 £3,796,692 £9,655,934

Notes:

Capital cost estimates based on latest pricing information (SPONS 2021 supplemented by Stirling Council tender data). Price base of Q2 2021. Inflation accounted for.

7.4.1 Sustrans Scotland Places for Everyone funding

Sustrans Scotland have selected the WCLS scheme as an exemplar project that is suitable to receive major funding through its Places for Everyone scheme (formerly Community Links PLUS). There is a funding agreement in place for approximately £6.9 million. 7.4.2 Stirling and Clackmannanshire City Region Deal

As detailed in the Strategic Case, the City Region Deal Joint Committee has prioritised and approved £2.5 million funding for the WCLS scheme. Formal approval from the Committee has been granted and has secured an allocation from the City Region Deal active travel funding pot. The approval paper is included in Appendix AA.

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7.4.3 Compliance with National Guidance

All funding sourced for the project will be obtained and managed in full compliance with the guidelines set out by the UK Government30 to ensure that all public funds are used appropriately. 7.4.4 Value Added Tax

As documented by HM Revenue and Customs, where a public body is funded by way of public expenditure to do something for the public good, it won’t be engaging in business activities for VAT purposes. For this reason, Stirling Council won’t be claiming VAT from the Scottish Government for the WCLS scheme. However, the Council will apply VAT at 20% to all payments to the contractor. 7.4.5 Subsidy Control (State Aid)

The European Union state aid rules, which were developed and adopted to support the European Union ‘single market’, no longer apply to subsidies granted in the UK. Referring to BEIS guidance, a subsidy is a measure which:

. Is given by a public authority at any level – central, regional, local government or a public body

. Makes a contribution (financial or an in kind contribution, e.g., loans at below market rate, a loan guarantee at below market rate, or allowing a company to use publicly owned office space rent free) to an enterprise (anyone who puts goods or services on a market), conferring an economic advantage that is not available on market terms

. Affects international trade

All of these must be met for a measure to be a subsidy. For the WCLS scheme, Stirling Council won’t be contributing to an enterprise and therefore the scheme is not a subsidy. 7.5 Financial Model Appendix BB forms the Financial Model for the WCLS scheme. The Financial Model shows the cost, income and cashflow of all cost, funding, and activity types. 7.6 Financial Risks Stirling Council, and their Principal Designer Ironside Farrar Ltd. (IFL) have extensive experience delivering infrastructure projects within the public road network and therefore are able to quickly identify, mitigate and manage financial risks.

The key financial risks to the project are:

. Inability to draw down City Region Deal funding until Full Business Case approval which would result in increased draw down from Sustrans fund that may not reflect current spend profile

. Risk that the Coronavirus pandemic will impact the overall completion date in the legal agreement which could result in a loss of funding

30 HM Treasury (July 2013). Managing Public Money.

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. The risk that archaeological works could be required for any excavation works at Dumbarton Road roundabout resulting additional costs and delays to programme

. The timing of the implementation of Stirling City’s Community Parking Management Plan (CPMP) and the WCLS scheme such that additional costs are required for a Traffic Regulation Order (TRO)

The above risks and mitigating actions are included in the appended Risk Register. Approaches to managing the project’s financial risks are as outlined in The Management Case. 7.7 Accounting Implications Consideration has been made to the expected impact on Stirling Council’s balance sheet over the life of the project, to include maintenance costs and major capital renewals.

The whole life costs of the project have been considered by Stirling Council and are noted in this section of this Business Case. This will result in an estimated maintenance and capital renewal liability of approximately £2.5 million over 30 years based on 2021 costs.

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8 THE MANAGEMENT CASE 8.1 Preface The Management Case highlights the key aspects of management already in place, and those proposed to ensure the successful delivery of the WCLS scheme within proposed timescales. The Management Case demonstrates that the timescales for project delivery are well established and realistic and that an appropriate governance structure is in place to regulate and oversee project delivery. Significant risks have been identified that may pose a risk to implementation, and that suitable risk management processes have been put in place to mitigate any risks.

The following aspects are covered within this Management Case:

. Evidence of similar projects

. Programme and project dependencies

. Governance, resourcing, and responsibilities

. Managing project risks

. Stakeholder management

. Benefits realisation 8.2 Evidence of Similar Projects Stirling Council has significant experience of delivering high quality transport infrastructure including active travel infrastructure schemes. A selection of recent examples is presented below:

. The Stirling Road, Dunblane Access for All schemes were completed in 2017 for £1.3 million and transformed the area into a vibrant series of spaces for people to linger in, enjoy and travel through on foot or by bike, and improve access to local businesses.

. The first phase of the Stirling Station improvements commenced in 2018 at a cost of £1.2 million. The works promote better accessibility to and between station platforms.

. The Braehead & Broomridge active travel scheme was completed in 2019 for £170k and included the implementation of improved road crossings and connections for walking and cycling.

. The first phase of the Cowie access and active travel improvements was completed in 2018 for £600k. This scheme creates safer connections to local schools as well as introducing new traffic calming features.

Other projects which have been delivered by Stirling Council, that are not directly transport related, are:

. Lower Polmaise Depot – Stirling Councils waste management building which sorts recyclable materials and houses Stirling Council’s Waste Services Team. The scheme was completed in 15 months by 2012 for a total cost of £3.5 million. 8.3 Project Programme As a major scheme, it is essential that the delivery of the WCLS scheme is managed and coordinated by suitably experienced project managers working within an efficient and effective

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governance structure with appropriate resourcing and technical support. The management stages for the WCLS scheme are as follows:

. Transport Scotland approval of Transport Business Case

. Complete detailed design

. Contractor procurement

. Scheme construction and completion

. Post-implementation monitoring and evaluation

Indicative key milestones are set out in Table 8-1 and the detailed construction programme has been included within Appendix Z.

Table 8-1: Scheme key milestones

Milestone Date

Transport Scotland approval of Outline Business Case June 2021

Complete detailed design July 2021

Transport Scotland approval of Full Business Case September 2021

Contractor procurement October 2021

Scheme construction October 2021

Scheme completion March 2024

Post-implementation monitoring and evaluation (5-years) March 2029

8.3.1 Dependencies

The key external dependencies for this project are presented in Table 8-2. Managing any dependencies constructively throughout the design and delivery process will be important in securing project deliverability and containing costs, to ensure the scheme operates efficiently and effectively throughout its life. The order of which dependencies are listed in the table below do not imply any ranking or prioritisation.

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Table 8-2: Key project dependencies

8.3.1.1 Third Party Funding

The scheme is also dependent on additional match funding from Sustrans, which is similarly subject to legal agreements between Sustrans and Stirling Council. The initial award (as stated in the legal agreement between Sustrans and Stirling Council) is for £4.1 million. An additional £3 million has also been awarded through a change control request, which is to be formalised through a legal agreement in the coming weeks. 8.3.1.2 Major Third Party Land Ownership

All of the third party landowners have been engaged fully regarding the delivery of the WCLS scheme. The general approach towards securing the required land is outlined below:

. Network Rail own and operate rail services on land near to the proposed scheme

. Transport Scotland own and operate major strategic roads (A811 / A84) which the proposed scheme will utilise 8.3.1.3 Other Dependencies

The delivery of the WCLS scheme is also dependant on the delivery of other transport projects, third party legal agreements and a successful planning permission application. These include:

. Stirling Station Redevelopment (led by Scotrail) will be the start of the proposed WCLS route. If the proposed redevelopment of the station does not go ahead, then the WCLS route will need to be altered. The scheme will be altered so that it starts at the station forecourt and will

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need to be designed so that the WCLS is future proofed in the event the station is delivered in future

The project will be managed in house by suitably trained and experienced Council staff, using a well-established governance structure, which has been successfully applied to deliver other similar schemes. The project governance structure is set out below.

Table 8-3: Project governance structure

Governance Level Stirling Council Representatives Sustrans Representatives

Councillor Thomson Advisory Board Councillor Gibson (enabling input from Sustrans Head of Infrastructure Sustainable Transport Manager the Council Sustrans Infrastructure Coordinator Transport Development Team Leader administration) Project Manager Sustainable Transport Manager Sustrans Infrastructure Coordinator Senior Delivery Group Transport Development Team Leader Sustrans Project Officer Project Manager Sustrans Infrastructure Coordinator Delivery Group Project Manager Sustrans Project Officer

8.4.1 Project Management Structure

The project management team will be accountable for the delivery of the WCLS scheme. The proposed project management structure is shown at Figure 8-1. The Advisory Board, Senior Delivery Group and Delivery Group manage the overall direction of the WCLS scheme and other Stirling Council proposals. They are made up of both Stirling Council and Sustrans representatives. In addition, a number of key Technical Teams have been established to deliver the WCLS scheme. These teams provide technical input into the development and delivery of the project. The roles and responsibilities of each governance level are outlined in the following sections of the Management Case.

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Figure 8-1: Project management structure

Advisory Board

Senior delivery group

Delivery group

Internal External technical teams technical teams

8.4.2 Advisory Board

The primary responsibilities of the advisory board are to:

. Ensure that the project receives appropriate resourcing, management, and support

. Provide guidance on key issues arising from the project that exceeds Senior Delivery Group tolerance

. Ensure project continuity and resilience

. Maintain the visibly of the project within Stirling Council

The advisory board is formed of the following members:

. Cllr. Jim Thomson (Convenor Environment and Housing)

. Cllr. Danny Gibson (Vice Convenor Environment and Housing)

. David Hopper (Senior Responsible Officer, Sustainable Transport Manager)

. Kevin Argue (Programme Manager, Transport Development Team Leader)

. Kayleigh Webster (WCLS Project Manager)

The advisory board is also comprised of the following Sustrans representatives:

. Chiquita Elvin (Head of Infrastructure)

. Michael Melton (Infrastructure Coordinator)

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8.4.3 Senior Delivery Group

The primary responsibilities of the senior delivery group are to:

. Oversee the project in respect of high-level strategy and overall progress against the project delivery plan

. Provide guidance on key issues arising from the project that exceeds delivery group tolerance

The senior delivery group is formed of the following members:

. David Hopper (Senior Responsible Officer, Sustainable Transport Manager)

. Kevin Argue (Programme Manager, Transport Development Team Leader)

. Kayleigh Webster (WCLS Project Manager)

The senior delivery group is also comprised of the following Sustrans representatives:

. Michael Melton (Infrastructure Coordinator)

. Davina Bright (Infrastructure coordinator, Places for Everyone) 8.4.4 Delivery Group

The primary responsibilities of the delivery group are to:

. Lead project design, planning, co-ordination, delivery, and monitoring

The delivery group is led by Kayleigh Webster (Project Manager) and has two Sustrans representatives:

. Davina Bright (Infrastructure coordinator, Places for Everyone)

. Leti Valle (Project Officer) 8.4.5 Technical Teams

A number of key technical teams have been established to deliver the WCLS scheme. To ensure the required technical input into the development and delivery of the project, a number of specialists have been engaged. In addition, a number of internal technical teams have been established to support project delivery. Both internal and external teams are noted below:

External technical teams:

. Transport modelling & appraisal consultants – Sweco & WSP

. Design – Sustrans & Ironside Farrar Ltd.?

. Environmental/Ground Investigation – Ironside Farrar Ltd.

. Cost – Ironside Farrar Ltd.

Internal technical teams:

. Highways team

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. Transportation team

. Planning team

. Legal and procurement team

. Finance team 8.5 Project Management and Arrangements The project manager will be the overall manager of operational delivery, weekly site visits and monthly progress meetings with contractors. The project manager will be supported by a site supervisor to ensure that works are to specification and a quantity surveyor to assist with financial monitoring. Post construction monitoring will also be managed by the project manager.

The project plan will be managed by the project manager and reviewed at weekly delivery group meetings. The plan will include a milestone tracker, programme of works, risk register, cost / budget tracker, change control tracker and action tracker, with a highlight report distributed monthly. Senior delivery group meetings will be held to review any decisions and agree the way forward. Any changes out with tolerances will be escalated to the advisory board for agreement.

A procurement request form will be issued by the project manager, and approved by the project finance officer, project sponsor and chief operating officer. The procurement strategy will be prepared and approved by the service manager, procurement owner, category manager, chief financial officer strategy approval and chief operating officer.

A detailed resource plan will be produced by the principal designer once their services have been engaged. This plan will be managed and updated as changes to the scheme requirements occur.

Appropriate additional resources will be acquired where forecast resource need is greater than available resource need.

Senior staff within the project team should be maintained over the lifetime of the project, where possible, to provide continuity and development of skills and experience. This is important to effectively manage the potentially shifting political landscape against which the project needs to be delivered. 8.6 Project Assurance Stirling Council has a dedicated internal assurance centre which has resource to input into key Council projects. A summary of the functions provided by the assurance centre is summarised in Table 8-4.

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Table 8-4: Assurance centre summary

Assurance centre function Description Support, monitor and ensure appropriate risk and Risk and issue management issue management activities. Supporting producing timely programme and Reporting project progress reports and act as central point for programme and project management information. Provide advice and guidance to staff in terms of Advice and guidance support for delivery activities such as planning, scoping, and business case development. Ensure appropriate version control, accessibility of Document management all key programme and project documentation and support change management activities. Support finance in ensuring appropriate financial Resource management management and governance around funding expenditure. Develop and implement appropriate best practice Programme and project management processes and templates for programme methodologies management, project management, monitoring and reporting requirements. Monitor programme and project progress, coordinate, carry out and support appropriate Assurance and monitoring assurance reviews and ensure adherence to and alignment with defined processes and agreed procedures. Develop and support the gateway approval process to support project development and Gateway approval process ensure monitoring and assurance review at appropriate stages throughout the project life cycle.

The assurance centre will play an important role in the governance of the WCLS scheme providing a dedicated resource to the project management team. The assurance centre will ensure that the project progresses through the gateway assurance process in an appropriate manner.

Stirling Council has a well-established Gateway Assurance process for all projects. The approval for the scheme to progress to the next project gateway is taken by the Advisory Board.

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Table 8-5: Gateway assurance process

Decision Gateway description Gateway 00 Project concept

01 Viability

02 Feasibility

03 Detailed specification

04 Procurement

05 Delivery/Construction

06 Operations up to completion of defects

07 Operations from to completion of defects

8.7 Stakeholder Management The scheme has benefitted from a coherent and robust stakeholder engagement strategy which has proceeded the project inception through the engagement undertaken to develop the Local Transport Strategy. The Local Transport Strategy involved an extensive public consultation exercise, combined with information collected from community planning, charrettes, and other relevant consultation exercises held prior to inform related strategies, plans and proposals.

A bespoke Stakeholder Engagement Plan has been developed for the scheme and sets out a framework and approach to achieving the following aims:

. To ensure that there is a clear and consistent approach to engagement and communications across the scheme

. To work with national, regional, and local partners and stakeholders to ensure that information is effectively shared, and interest carefully managed throughout the design and construction process

. To make communications proactive, where appropriate, to improve understanding and awareness of stakeholders of the projects and their aims

. To safeguard the reputation of Stirling Council and delivery partners by addressing misunderstanding or inaccurate information

. To identify opportunities to rationalise engagement with organisations at a programme level where appropriate and avoid ‘engagement fatigue’

. To provide a robust audit trail of all communications and engagement activities

The Stakeholder Engagement Plan maps all relevant stakeholders and details the proposed approach to managing each stakeholder based on their level of interest in the scheme and overall influence. The key stakeholders identified in the Stakeholder Engagement Plan are:

. Internal stakeholder groups

o Stirling Council Officers

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o Local Councillors

o Sustrans Officers

. External stakeholder groups

o Community Councils

o MSPs & MP

o Professional, Academic & Research Groups

o Stirling Area Access Panel

o Forth Environment Link / Cycle Hub

o Environmental Organisations

o Heritage Organisations

o Street User Organisations

o Emergency Services

o Local Businesses & Services

o Local Residents

o Local Bus/Coach Operators

o Street Users

o Media

The Stakeholder Engagement Plan is a live evolving document which will be maintained throughout the life of the project by the project manager, to ensure that the plan continues to be effective and that lessons are learned for subsequent phases of the scheme. The action plan details the communication methods required for all identified stakeholders including timing points for when each stakeholder should be communicated with and the identified action ‘owner’, so that there is clear accountability for each task.

The Stakeholder Engagement Plan is presented in Appendix D. 8.8 Project Reporting and Review The project governance structure, and the project manager will be responsible for ensuring that the senior delivery group are made aware of any proposed changes to the project programme and scope. The senior delivery group will hold monthly meetings and any issues which cannot be resolved by the delivery group will be escalated to advisory board level for a final decision to be made. If issues cannot be resolved at advisory board level, they will be escalated to the CRD Joint Committee. Regular project updates will be issued to the CRD Joint Committee by Stirling Council’s transport development team leader. A formal internal milestone review process will be established to allow for scrutiny and challenge at key project milestones. This process will ensure that:

. Money is well-invested

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. Proposals are thoroughly assessed and align with CRD and ATAP

. Change is delivered to a high standard

. Project components are delivered on time, to budget and to a high quality

. Benefits are clearly-defined from the outset, and are tracked to assess if all project objectives have been met

. Project has been through the appropriate approval process

. Communications are clear across project components 8.9 Key Risks and Risk Management An important aspect of the on-going management and delivery process is identifying risks associated with scheme delivery and funding early in the process to allow mitigation to be identified.

Project risks have been recorded as and when identified through the design development process and project governance review sessions. Regular risk management reviews are undertaken at all governance levels to ensure all parties are fully aware of new risks, and the on- going status of previously identified risks.

There are various risks that have been identified as part of the risk management reviews. Each route of the WCLS scheme has its own risk register to record identified risks, mitigations, and owners. The key project risks identified through the risk register are as follows:

. Project funding from Government becomes unavailable

o Retraction of grant funding streams

o Reduction in allocated grant funding

o Terms of grant funding unacceptable to project promoter

. Project costs escalate due to inflation across the timeframe of the project

. Final legal agreements not reached resulting in a delay to delivery programme

o Unable to secure third party land agreements

. Finalising approvals and necessary agreements with key stakeholders delay project delivery

. Failure to secure the majority of funding for the project through the Transport Business Case

o Transport Business Case not approved

o Project costs exceed available funds

. Loss of funding or escalated project costs due to the impact of the Coronavirus pandemic on the overall completion date in the legal agreement

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8.9.1 Risk Mitigation

The objective of the risk management process will be to establish and maintain a “risk aware” culture that encourages on-going identification and assessment of project risks. The risk management approach will incorporate the following activities:

. Access to reliable, up-to-date information about risks

. Risk identification and reporting

. Evaluation of proximity, probability and impact of the risk occurring

. Allocation of risk owner

. Development of risk responses including prevention, reduction, transference, acceptance, or reduction

. Identification of escalation procedures

. Planning and resourcing of responses to risks

. Monitoring and reporting of risk status

The project manager, in partnership with the project team, will be responsible for the maintenance and updating of the scheme risk register and will ensure that it is reviewed at the weekly delivery group meetings. If required risks can be escalated to the Senior Delivery Group and then Advisory Board. 8.10 Contract Management The following four levels of active project programming are proposed. The list below highlights the level of project programming (Level One being the highest / most strategic level), the key elements relating to project programming activity and ownership at each level:

. Level One – Strategic Programme

o Summary of elemental project phases

o Key milestones (process and deliverables)

o Key dates for client and funding approvals

. Level Two – Detailed Construction Programmes

o Sets out the works and deliverables for each discipline

o Co-ordinate and in line with process maps

o Works elements under each phase or area of project

. Level Three – Short Term and Look-Ahead

o Used as basis for final works planning

o Includes business interface / requirements

. Level Four – Weekly Work Plans

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o Produced for on-site activities

o Used to measure productivity performance

. Activity progress schedule covering all activities in the master programme (including design, procurement, and manufacture)

. Marked-up accepted programme

. Cumulative progress to record planned progress against actual progress

. Forecast completion schedule setting out the current forecast dates for each key date on the basis of rescheduling of the programme network model with current progress

. Summary report describing the works completed in the period and giving details of any particular measures that might be required in order to overcome delays, problems or issues that have occurred or are anticipated in the forthcoming period 8.11 Carbon Management Whole life carbon emissions will be minimised using PAS 2080: Carbon Management in Infrastructure.

The project will become operationally net zero in accordance with Scotland’s climate change plan. This will be demonstrated by monitoring and evaluation through the Programme Management Office. It should be noted that, for the purpose of the whole life carbon assessment forming the baseline for the PAS 2080 process, it is assumed that there will be no operational carbon associated with the WCLS scheme aligned with the scheme's desire to be operationally net zero.

The project team will work with the Scottish Government to share this best practice and help accelerate the transition to net zero. 8.12 Benefits Management A Benefits Realisation Plan is designed to enable the benefits that are expected to be delivered by the WCLS scheme to be planned for, tracked, and realised. The benefits that are expected are identified within the plan detailing the key activities that are required to manage the successful realisation of these benefits – what needs to be done, when and by whom.

The objectives of the WCLS scheme have been used to develop the ‘desired outputs and outcomes’ for the scheme. These desired outputs and outcomes are the actual benefits that are expected to be delivered by the scheme and are directly linked to the original set of objectives:

. Desired outputs – tangible effects that are funded and produced directly as a result of the scheme

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. Desired outcomes – final impacts brought about by the scheme in the short medium and long terms

The following desired outputs and outcomes (as detailed in the Strategic Case) provide the starting point for the development of the Benefits Realisation Plan:

. Allow residents, commuters, and visitors to choose zero carbon travel options

. Increase accessibility of transport for households without access to a car which offers greater access to employment and education in Stirling

. Reduce the number of accidents for new and existing users of the WCLS corridor

. Increase accessibility to places of education and employment through areas of leisure which will result in increased footfall that supports local businesses

To determine whether the scheme benefits are being realised, the desired outputs and outcomes have been converted into measurable indicators of scheme benefits. The data required to measure the extent to which benefits are being realised, along with targets, timeframes, and benefit risks are detailed in Appendix CC, the Benefits Realisation Plan.

The project manager will be responsible for commissioning the delivery of the Benefits Realisation Plan and its reporting to the relevant project board. 8.13 Monitoring and Evaluation The purpose of the Monitoring and Evaluation Plan is to identify how actual scheme delivery, including wider scheme impacts, construction, and budget management, are to be evaluated. The Monitoring and Evaluation Plan therefore has a wider remit than the Benefits Realisation Plan.

The evaluation will aim to assess the impacts and the extent to which the proposed infrastructure improvements have met the intended objectives. The project is expected to result in a range of outcomes and impacts and so it is important to differentiate between the project’s tangible effects from others that may have occurred due to wider infrastructure and policy interventions. Therefore, to ensure the results of the evaluation are both meaningful and cost-effective, the proposed evaluation will focus on the immediate scheme impacts and those elements which can be readily observed. The Monitoring and Evaluation Plan includes the following:

. Scheme background and context

. Scheme objectives and outcomes

. Data requirements and data collection methods

. Resourcing and governance (who will be responsible for delivering the monitoring and quality assurance)

. Delivery plan (including timeframes for data collection and reporting)

It is also recognised that it is important that these impacts are appropriately quantified, and the results are appropriately communicated to stakeholders to ensure transparency, accountable decision making and that lessons are learnt from this evidence to inform future decision making. The monitoring and evaluation of the WCLS scheme is anticipated to be reported in the following timescales:

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. An interim report will be produced following the baseline monitoring of the project – September 2021

. A final report will be produced after the delivery of the project has ended (5 years post opening) – March 2029

The full details are set out in the Monitoring and Evaluation Plan which is included in Appendix DD. 8.14 Financial Management Large infrastructure projects require prudent financial management to ensure schemes are delivered within budget and appropriate timescales to avoid cost-overruns and loss of value for money. Stirling Council has a variety of financial management procedures to effectively manage the finances for the WCLS scheme:

. Regular capital spends reports

. Financial and control monitoring (NEC3 contracts)

. Established project office

. Reporting mechanism to the CRD boards to update on financial position

. Monthly meeting with Sustrans and CRD members 8.14.1 Financial Accountability

For the WCLS scheme, the sources of funds will be claimed, flow, monitored and signed off in the following manner:

. The projected and actual spend on the project will be established. This will be informed through regular budget and spend monitoring meetings, with a level of scrutiny around the transactions involved

. Claims will be made, with the finance officer (dedicated to the project) reviewing any claim before it is submitted to ensure it aligns with what is in the finance ledger and to ensure all monies are claimed

. The claim is subsequently reviewed by the infrastructure officer who forms part of the Senior Delivery Group (as detailed in Section 8.4)

. Once authorised, the finance officer will review and authorise acceptance of funds to be received

. The funding would initially flow to Stirling Council and then distributed back to the other partners if required 8.14.2 Exit Strategy

This formal statement of exit strategy describes the orderly exit from the WCLS scheme in the case of successful completion. At successful completion, staff will be reallocated to other active and relevant projects, and assets within the adopted boundary will be incorporated into the maintenance works programme.

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Appendix A Active Travel Prioritisation Appendix B Inclusive Growth Assessment Appendix C Land Acquisition Plan Appendix D Stakeholder Engagement Plan Appendix E Communications Plan Appendix F Equality Impact Assessment Appendix G Option Appraisal Appendix H Economic Inputs, Assumptions and Recalculations Appendix I Cost Calculations Appendix J Active Mode Appraisal Toolkit Core Scenario College Corridor Appendix K Active Mode Appraisal Toolkit Core Scenario University Corridor Appendix L Active Mode Appraisal Toolkit Core Scenario Causeway Corridor Appendix M Whole Life Carbon Assessment Appendix N Embodied Carbon Assessment Appendix O Appraisal Summary Table Core Scenario Appendix P Appraisal Tables Core Scenario (TEE, AMCB and PA) Appendix Q Active Mode Appraisal Toolkit Low Growth Scenario Appendix R Active Mode Appraisal Toolkit High Growth Scenario Appendix S Active Mode Appraisal Toolkit 15 Year Scenario Appendix T Active Mode Appraisal Toolkit 60 Year Scenario Appendix U Active Mode Appraisal Toolkit OBR Economic Projections Appendix V Active Mode Appraisal Toolkit 2020 Count Data Appendix W Active Mode Appraisal Toolkit Reduced Cycling Speed Appendix X Active Mode Appraisal Toolkit Working Weekdays Appendix Y Risk Register Appendix Z Programme Appendix AA City Region Deal Contextual Scheme Information

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Appendix BB Financial Model Appendix CC Benefits Realisation and Evaluation Plan Appendix DD Monitoring and Evaluation Plan Appendix EE BikeLife 2018 Appendix FF WCLS Concept DesignConsultation Final Appendix GG Developed Design Consultation Report FINAL2

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180 Appendix 2 181 STIRLING COUNCIL: EQUALITY IMPACT ASSESSMENT FORM (January 2019)

The Guidance: Equality Impact Assessment Toolkit June 2014 should be used when doing an Equality Impact Assessment (EqIA) and completing this form and a link is provided to this. The term proposal used below is intended to include “policy, strategy, service, function, procedure or project.”

SUMMARY DETAILS

1. Title of Proposal: SERVICE PBB Ref (if applicable)

Walk, Cycle, Live, Stirling Transport Development

2. Lead and Contact Officer Details.

Lead Officer authorising assessment Contact Officer/s undertaking assessment Title Project Manager Title/s Community Engagement Support Officer

Name Kayleigh Webster Name/s Michaela Jackson

3. Which other Council Services or Partner Agencies are / will be involved in the delivery of this proposal?

Ironside Farrar, Sustrans

4. Have they been involved in the Equality Impact Assessment process and if so, how?

Ironside Farrar led on the EqIA with support from Stirling Council and Sustrans

5. What is the nature of the proposal? (Tick/complete all that apply)

Review of an existing policy/strategy Review of an existing service/function Reduction in an existing service/function Removal of an existing service Introduction of a new policy/strategy Introduction of new service/function X Other e.g. technical, progress, procedural report PBB category e.g. transformational change X

6. For proposals with implications for budgets complete the following:

(£ 000s) Current expenditure on activity In Council area as a whole £8m In/for specific community/ies £6.5m Total anticipated savings or In/for Council area as a whole £0 proposed increased spend In/ for specific community/ies £0 Start date for savings/increased spend November 2021 End Date for savings/increased spend March 2024 Savings/increased spend Year 1 Delivery Timescale and Phasing Savings/increased spend Year 2 Savings/increased spend Year 3 Savings/increased spend Year 4 Savings/increased spend Year 5 182 OUTCOMES, AIMS AND OBJECTIVES

7. What longer term outcomes is this proposal expected to achieve? Consider (a) the Stirling Plan (Local Outcomes Improvement Plan) 2017 - 27 (b) Council Key Priorities and Considerations 2017 (c) the Council’s Equality Outcomes 2017 - 21 and any additional relevant strategies or policies.

OUTCOME SOURCE DOCUMENT

1. A greater number of journeys made on foot, by Equality Outcomes 2021 – 25 (The importance bike, by scooter or by wheelchair. of the health and wellbeing of our employees is recognised and supported.)

2. The provision of walking and cycling routes which Equality Outcomes 2021 – 25 (Supporting allow everyone to get around independently, children and young people to experience including children aged 12 years or older, and improved mental health and wellbeing) people with disabilities.

3. Create people-focussed places that improve Council Key Priorities, Priority E urban and green spaces.

4. Support local businesses and provide affordable Council Key Priorities, Priority D, The Stirling access to employment for local people. Plan (Prosperous)

5. A reduction in the negative impacts of traffic The Stirling Plan (Healthy) volume and speed in local neighbourhoods.

8. What are the main aims of this proposal? If this proposal revises an existing policy have its aims changed?

The main aims of the proposal are those of the City Region Deal. The proposal will create two high quality walking and cycling routes from the city centre to Forth Valley College and to the University with targeted placemaking on Raploch Road, Albert Place and Cowane Street, bus priority and attention to accessibility.

This will be accompanied by a programme of Smarter Choice measures to encourage and support the use of these routes including two cycle maintenance apprenticeships. The programme’s aims are to:  Increase modal shift for journeys within and through the project area, to help achieve the local and national targets for increased levels of walking and cycling;  Create safer, convenient and seamless active travel routes through Stirling;  Connect to and through major short trip generators;  Contribute to sustainable placemaking, delivering high quality designs and improving the urban realm whilst meeting the needs and aspirations of the local community; and iintegrating the needs of all non- motorised users, following the principles of Designing Streets.

Smarter Choices Package The aims of the Smarter Choices programme are to:  Promote active travel to residents, employees and visitors within the project area through providing the means and encouragement to walk and cycle safely as part of a regular daily routine.  Increase levels of walking and cycling to work and study within and through the project area.  Leave a lasting active travel legacy for local residents, employees and visitors beyond the Community Links Plus infrastructure delivery timeframe.

9. Who is most likely to be affected by this proposal? Consider current and potential future service users including people with particular needs, specific geographical communities and current and prospective employees. Provide anticipated numbers affected by the proposal where possible.

183 In the first instance this programme will affect residents, businesses, students and visitors who live on, use or visit places on these routes. This will encompass people of all ages and abilities:  Residents living on the route streets and adjacent streets  Businesses and customers of businesses on the routes particularly in the city centre  Students of Forth Valley College, Stirling University and schools on the routes  Visitors to the city centre  People commuting to work, particularly from the station and Bridge of Allan to the north of Stirling as well as Cornton and Raploch.

This project will provide benefits to all communities who have access to the route, directly or indirectly, through providing safe active travel routes to key destinations. Particularly in Raploch and Cowane Street. This project also supports students and young people access education, as the routes connect to Stirling University, Forth Valley College, Wallace High, Allan’s Primary, The Raploch Community Campus, Allan’s Primary and goes very close to Riverside Primary.

The scheme will also include specific measures to assist disability groups using the route.

184 GATHERING EVIDENCE

10. What evidence has been used to identify the potential impact of this proposal, where did it come from and how it was obtained? Please list all the evidence used. (Examples may include research undertaken at local or national level and service delivery information about service users/customers and levels of satisfaction. Evidence may have been gathered routinely through regular engagement with service users, equality groups and communities; or through engagement specifically undertaken to improve understanding of the impact of this proposal.)

EVIDENCE SOURCE COLLECTION METHOD (Subject/Title) (Where it came from) (How it was gathered and when)

Stirling’s Local Transport Stirling Council Desktop Research Strategy 2

Stirling’s Active Travel Stirling Council Desktop Research Action Plan

Stirling Community Links Stirling council with support from Desktop Research, Public Consultation Phase 3 Sustrans Sustrans and WSP Submission (2017)

Pre-Concept Design Stirling Council and Sustrans Commonplace engagement and mapping Consultation tool

Concept Design Stirling Council and Sustrans Commonplace, University Route and Consultation College Route steering groups, Stirling Area Accessibility Panel workshops and public drop in events. (Evidence published in Stirling Council’s ‘Walk, Cycle, Live Stirling Concept Design Consultation Report.)

Developed Design Stirling Council and Sustrans Engage Stirling website, University Route Consultation and College Route Steering Groups, Microsoft Teams live drop-in events, Stirling Area Accessibility Panel workshops, 2 Business improvement District workshops, 5000 postal surveys

distributed, met with Allan’s Primary PTA, Albert Place resident’s workshop, Causewayhead Community Council meeting, WCLS dedicated email and phoneline, site visit with King’s Park Community Council. (Evidence published in WCLS Detailed Design Consultation Report.)

ASSESSING IMPACT

11. What potential impact will this proposal have on people in terms of the “needs” of the public sector equality duty i.e. the Council’s responsibilities to:  eliminate discrimination, harassment and victimisation  advance equality of opportunity  foster good relations - including the need to tackle prejudice and promote understanding

Please consider each “need”, assess the impact of the proposal as positive (+), neutral (0), or negative (-) and summarise the reason/s for your response. See guidance for additional information. 185

EQUALITY DUTY “NEED” POTENTIAL SUMMARY OF REASONS FOR RESPONSE IMPACT (+) / ( 0) / (-) + Reduce the  Providing seating places and resting points for Eliminate discrimination, risk of sexual those with more limited mobility. harassment and victimisation harassment for  Providing more visible active travel routes women in public which avoid dark, sometimes dangerous feeling spaces, reduce underpasses. the risk  Providing more dropped kerbs giving cyclists harassment and wheelchair users more flexibility of towards others movement and route choice. with protected  Routes designed along activity corridors where characteristics there will be other people. by  Routes are permeable and always have a way implementing out, not fenced/ walled on both sides, and with ‘Safe by good connections to other streets Design’  Provision of formal pedestrian priority crossings solutions at street-level and on desire lines, with frequent areas for informal crossing.  Routes are accessible for disabled/ mobility impaired women who may feel more vulnerable, including sufficient width and good quality surface.  Safe and comfortable cycle infrastructure, segregated or off-carriageway, and on well-lit routes. This helps reduce driver cyclist conflict and also supports those with disabilities who use adapted bikes and often find the shared road environment very challenging.  Giving people space – to avoid intimidation  Secure cycle parking, cycle hire, or other micromobility storage areas are well-lit and in areas of activity, not tucked away.

186 LTS2 contains the following objectives: Advance equality of  Inclusive Stirling: Ensure the transport network opportunity enables everyone to be able to access jobs, services and opportunities  A Quality Place: We make the most of our existing streets to enhance the quality of Stirling as a place and peoples’ experience of it

The Walk Cycle Live Stirling active travel projects have been identified through a process of consultation with the Stirling community, facilitated by Council Officers, to identify key walking and cycling links to and between the destination hubs. The interventions have been designed to support all user groups to create routes that are inclusive, safe for all and facilitate equal access and an improved walking and cycling infrastructure to enable people of all abilities to safely move around the area.

Stirling Council in conjunction with Sustrans have led an extensive consultation exercise to discuss and promote the scheme to as wide a range of users as possible. This consultation is still ongoing and is being actively used to inform the design process. As part of the continued consultation and Behaviour Change Strategy Stirling Council is in the process of establishing a steering group that includes those from protected characteristic groups.

We have actively worked with Stirling Area Access Fostering good relations Panel (SAAP), pupils at Castleview Primary School, residents at the Forthbank Care Home and locals to gather information on accessibility around Raploch Road and upper Drip Road. All of these groups have been invited to be part of our Community Liaison Group, who will meet once every two months. We will also work with SAAP as a consultee to showcase and refine design proposals as they are developed. As the detailed design consultation draws to a close we will begin focused engagement with the school communities along the routes, including Wallace High, Allan Primary School, Riverside Primary and the Raploch Schools campus. We are also in the process of setting up a Working Group of businesses in Upper Craigs to inform placemaking interventions.

We created Walk, Cycle, Live Stirling Winter Walks as a fun family activity during lockdown 2021, organised a Placemaking Webinar. We are also working with the Smith Art Gallery and Museum to provide better bike parking provision as well as promote active travel to visitors.

187 12. Will this proposal have a potential impact on people with protected characteristics? A more detailed explanation of these is provided in the guidance. Consider which if any, of the groups below will be affected by the proposal and if the impact will be positive (+), neutral (0), or negative (-). Your response to Question 11 may help you consider the impact of the proposal on people in these particular groups. Please consider each “need”, assess the impact of the proposal and summarise the reason/s for your response.

EQUALITY DUTY NEED PROTECTED Eliminating Advancing Fostering SUMMARY OF REASONS CHARACTERISTIC unlawful equality of good GROUP treatment opportunity relations (+) / ( 0) / (-) (+) / ( 0) / (-) (+) / ( 0) / (-) 188 (+) The proposals will support safer, cheaper, solo travel by young people, extending their range of activities and supporting their growing autonomy and mental and physical wellbeing.

The introduction of wider segregated routes will limit the need for older and less confident cyclists, particularly women to cycle on carriageway and therefore encourage use.

Seating and resting points will be created along the route. For example Causewayhead Community Council requested a bench be installed between the roundabout and Coop to provide a resting point for elderly shoppers.

Better crossing facilities/ narrowed carriageway, controlled crossings will help young people cross safely and slow down traffic. The parents at Allan Primary have said that crossing Corn Exchange Road can feel very

dangerous. In general crossing to get Age + - to the school can feel dangerous with (Younger / Older) a lack of safe crossing points and the speed of traffic. WCLS will also provide crossings on Causewayhead Road which is used by numerous school children. Consultation response from the postal questionnaire: ‘It's amazing that there are no crossings on Causewayhead Rd and yet we have hundreds of school children crossing to get to the bus stop, pick up food at Stephens Bakery or even to walk home.’

(-)The introduction of segregated cycling could have some minor disbenefits for some users e.g. crossing the cycle route at floating bus stops or other crossings. Short sections of shared use paths may also be necessary locally which may discourage older users. This will be avoided in an urban road side context where possible. Light segregation will be implemented (road markings, line painting) following consultation feedback- details of postal survey stats. 189 (+) The proposals will improve footpath surfaces and provide a significant number of new signalised/zebra crossing points. The proposals will ensure appropriate disabled parking spaces are maintained and enhanced where possible. Placemaking will create more pleasant streets with fewer obstacles to movement. Wider/segregated cycle routes will provide access for a wider range of bicycles/tricylces with a wider range of users. The kerb detail- easy to manoeuvre over in e.g. wheelchair, act as positive tactile with cane. High contrasting materials on cycle lane to delineate space Avoiding shared use where possible including junctions- detail time put into creating segregated crossing E.g. Goosecroft/ Forth Place Decluttering streets Tactile arrangement at junctions. Planting at Goosecroft Road mitigate Disability visual impact of traffic- could be + - beneficial to some users. Improve access to local amenities and services. A wheelchair user living centrally mentioned he would love to visit the Smith Art Gallery but can’t due to the lack of dropped kerbs. This project will make that journey possible and significantly improve accessibility to the Station, Smith Art Gallery and shops and cafes on Upper Craigs.

(-)The introduction of segregated cycling will have some minor disbenefits for some users e.g. crossing the cycle route at floating bus stops or other crossings. Specific mitigation is proposed locally to minimise this. Shared use paths- E.g. at railway tunnel we have looked to create as safe a space as possible for all users. Floating bus stop details to slow cyclists and provide access to all users.

Overall the impact of the routes for disabled users will be positive. 190

It should be assumed that a variety of genders and those in various stages Gender of transition are represented in the

Reassignment area and that those undergoing gender reassignment are not discernible based on appearance.

Marriage and A neutral impact is assumed. Civil Partnership

Decluttering streets, making it easier Pregnancy and + to walk with a pram. Maternity

Feedback from Raploch consultation and evidenced in the Raploch EqIA suggests BME groups are very much the minority in this area. It is likely that they may therefore feel threatened or uneasy in some areas or at particular times.

Race + + + Improvements to the public realm and

enhanced natural surveillance through increased use of the route may address some concerns over safety from BME groups. (See ‘Elimination of discrimination, harassment and victimisation’ section above.)

A neutral impact is assumed. Although there are a number of Religion and Belief places of worship along the routes so may help with accessibility.

191 In Scotland, men are twice as likely to cycle for recreation or travel as women. In countries like the Netherlands where there is protected infrastructure, although less heavily skewed, the gender split is the other way around: women make 55% of all cycling trips. Part of the reason less women cycle when there isn’t protected infrastructure is because of childcare responsibilities, the need to trip chain and it doesn’t feel safe to cycle with young children on the road. In the online consultation a mum mentioned how the current advisory cycle lanes are too narrow for a cargo bike and because of the number of close passes along Airthrey Road when taking her children to nursery, she has had to choose a different, Sex + + + more circuitous route.

Women are also significantly more likely to avoid and/or take extra protection measures in public places, especially during walking, exercise, or using public transport. https://www.snclavalin.com/~/media/F iles/S/SNC- Lavalin/documents/transportation/get- home-safe.pdf ‘Get Home Safe: Safe by Design for Women by Women’ Looks at how difficult can be for women to feel safe whist walking alone and suggests design tools for addressing this. Many of the landscape and infrastructure suggestions are evident in the WCLS routes as detailed in the ‘Eliminate discrimination, harassment and victimisation’ section above.

Improvements to the public realm and enhanced natural surveillance through increased use of the route may address some concerns over safety from those that may feel Sexual Orientation + + + threatened due to their sexual orientation. (See ‘Elimination of discrimination, harassment and victimisation’ section above.)

192 IMPACT ON COMMUNITIES, HOUSEHOLD GROUPS OR INDIVIDUALS VULNERABLE TO POVERTY

13. Will this proposal have a positive (+), neutral (0), or negative (-) impact on communities, household groups or individuals with a higher risk of experiencing poverty. Guidance is available on those communities, households and individuals with a higher risk of experiencing poverty. Please assess the impact of the proposal and describe those who will be affected.

THOSE POTENTIAL AFFECTED IMPACT DESCRIPTION OF IMPACT (+) / ( 0) / (-) A key part of the WCLS route is along Raploch and Drip Road. The Community Profile showed that 31% of Raploch residents are income-deprived. It also showed that 54% of households do not own a car, however only 1.2% of residents cycle. Moreover, long-term health conditions are also shown to be particularly high in the area, with the average life expectancy being 7 years below that of the wider Stirling area. The Street Design team from Sustrans worked with the Raploch community for a year to co-design the street in line with the communities’ needs. (There was a separate EqIA done for this project.) It is hoped that the route will support improved health and economic outcomes for the community. The main health improvement will be improved physical activity due to safer cycling and walking infrastructure and the removal of stigmas and social Geographical barriers to walking and cycling. The routes will also improve health Community/ies + and safety by reducing vehicular speeds and restricting this area

from being used as a ‘cut-through’ by cars which will result in a (Please specify) reduction of air pollution. For those who find accessing work challenging due to the high cost of car ownership and public transport or because of the travel challenges presented by shift work the safe, segregated cycle infrastructure can help with accessing employment. The route will also help improve the look and feel of the area encouraging people to walk to local amenities and spend more time in the area, supporting a sense of community. Evidence suggests improved pedestrian and cycle access can result in more footfall for local businesses and encourage small businesses to set up in that area.

The impact of the project should be positive for those individuals at higher risk of experiencing poverty. Largely due to supporting Individuals or accessibility to employment as well as improving physical and household mental wellbeing. Improving the levels of greenery and planting, groups + reducing car traffic and speed will help make it easier and more

desirable for individuals to connect with their local environment, (Please specify) community and support networks.

193 OVERALL IMPACT

14. Based on responses to Questions 11, 12 and 13, summarize the overall impact of this proposal confirming if this will be positive, neutral, or negative and highlighting any particular groups affected.

Overall the scheme will bring multiple benefits to a range of users in particular for young, elderly disabled users, by providing crossing improvements, street furniture for resting, widening footways, installing upstands for the visually impaired, restricting pavement parking and street clutter, improved connectivity to key services and improving the legibility of the routes. The routes will reduce the threat of harassment and victimisation for women and other marginalised groups by shaping public spaces to feel safe and comfortable areas to spend time in and to travel through. The routes will help normalise active travel as a healthy, cost effective way of travelling, removing many of the social barriers to walking, wheeling and cycling. They also offer significant improvements in terms of safety through the introduction of segregated cycle routes and enhanced, safe crossing opportunities. (This also reduces driver/cyclist conflict and pedestrian/cyclist conflict.) Increasing levels of active travel and a reduction in car usage will reduce air pollution which has a greater impact on those closer to exhaust pipe level such as toddlers, children in prams and those in wheelchairs.

194 MITIGATING POTENTIAL NEGATIVE IMPACT

Based on your response to question 14:  if this proposal has any potential negative impact you must answer Questions 15 -18  if this proposal does not have any potential negative impact go directly to Question 19

15. Describe the potential negative impact/s of this proposal, the level of impact anticipated and the number of people likely to be affected. If you are unable to confirm the actual number of people potentially affected please give an indication of the relative scale of this for example as a proportion of current service users. Please see the Guidance for additional information.

Potential negative impact Level of impact (low-high) Number of people potentially affected

There will remain some perceived Low Unclear difficulties particularly for the elderly and disabled groups who may be uncertain of priorities in the new arrangement.

16. Based on your response to Question 15, could this proposal, in its current form, discriminate against people in a protected characteristic group – will it result in their being treated less favourably when compared with others not in a protected characteristic group? Please see the Guidance for additional information.*link

Please answer Yes or No

 If the proposal is considered to have the potential to discriminate against people in a protected characteristic group you should consider modifying it to remove or reduce its potential negative impact  If the proposal is considered to be discriminatory to the extent that is unlawful it must be rejected or substantially modified

The resulting modified policy requires to be re–assessed to confirm its impact as per Questions 11, 12, 13 and 14.

17. Describe in detail the actions taken to remove or modify any identified negative impact of this proposal

It is considered that confusion over priorities can be mitigated through careful detailing at conflict points including use of design elements such as tactile edges, coloured surfacing and vertical displacement.

18. Where negative impacts cannot be removed or minimised any further, clearly state your justification for continuing with this proposal.

195 MONITORING AND REVIEW

19. a) How will implementation of this proposal be monitored, how frequently and by whom? b) How will the results of the monitoring be used to develop it in the future? c) What is the timescale for the reviewing the impact of this proposal?

a) Usage of the scheme will be closely monitored through a detailed monitoring and evaluation programme delivered by the Project Team. This will enable any further improvements if necessary. Timescales will depend on the area being monitored. Monitoring will be done in house by Stirling Council as well as by Sustrans’ Research and Monitoring Unit. b) The monitoring will be used to understand how the routes are being used and if they are working as expected. For example, whether the cycle street on Albert place is being used by cyclists and pedestrians of all ages and abilities or whether there are still too many cars dominating this street and more interventions need to be put in place to reduce the number of cars and ensure it is a street that is safe and accessible for everyone. c) Currently baseline measurements are being taken. As soon as route sections are complete, monitoring will begin.

PUBLISHING RESULTS

20 Please summarise the key findings of the EqIA. This statement is for publication in the relevant Council report and requires to be authorised and signed by the Lead Officer responsible for the assessment.

In 2017, the Council won funding (Final round of Community Links PLUS competition, adjudicated by Transport Scotland), to help develop and deliver an exemplar placemaking and active travel project. The project, called Walk, Cycle, Live Stirling, has been awarded significant funding to take it forward. The improvements to routes from the city centre to Forth Valley College and Stirling Station to the University of Stirling, will make it easier and safer to travel around on foot and bike. The Walk, Cycle, Live Stirling programme will also reduce traffic congestion, improve air quality and create more attractive and dynamic public spaces along routes helping to make the city a better place for people to live, work and visit.

Extensive engagement has taken place over the last 4 years from project initiation, pre-concept design, concept design and developed design. In addition to this the Street Design team from Sustrans worked in partnership with Stirling Council and the community in Raploch over the course of 12 months to understand the needs of the community, ensuring that those with protected characteristics were engaged and included in the development of the concept design for that area.

196

AUTHORISATION BY LEAD OFFICER (Head of Service/Service Manager)

Title David Hopper Date 15th June 2021

Signature 197

REPORT

City Region Deal Joint Committee, 5 October 2021 Agenda Item 6.3

LIVE BROADCASTING OF CRD JOINT COMMITTEE MEETINGS

Executive summary This report advises Joint Committee of the requirement for meetings to be accessible to members of the public; advises of the proposal to meet this requirement by live broadcast of CRD Joint Committee meetings; and asks Committee to agree to the live broadcast and recording of all meetings, starting from the next scheduled meeting of the CRD Joint Committee.

Julia McAfee, Chief Officer – Governance, Stirling Council

Email address: [email protected]

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Recommendations

Joint Committee agrees:-

1. to note that from 1 October 2021 all local authority meetings require to be accessible to the public ‘live’, including the City Region Deal Joint Committee which was established under Sections 56 and 57 of the Local Government (Scotland) Act 1973; and 2. to the live broadcasting and recording of all City Region Deal Joint Committee meetings, starting with the Joint Committee meeting scheduled for 2 November 2021.

Implications

Legal & Risk Implications and Mitigation

Legislation enabling prohibition of public access to local authority meetings for reasons relating to the Coronavirus will be repealed at the end of September 2021. All local authorities will be required to provide live public access to meetings taking place beyond that time. The City Region Deal Joint Committee was established by Clackmannanshire Council and Stirling Council under the provisions of Sections 56 and 57 of the Local Government (Scotland) Act 1973 and should therefore also meet the public access requirements. There is also a requirement for local authorities to reasonably protect the health and wellbeing of staff, members, and members of the public who may wish access to meetings.

Background

1.1 The Local Government (Scotland) Act 1973 provides members of the public with a general right of access to local authority meetings subject to specified exclusions relating to, among other things, confidential and commercially sensitive matters. 1.2 The Coronavirus (Scotland) Act 2020 added an exclusion which allowed for the prevention of access to meetings where to allow access would pose a real and substantial risk to public health due to infection or contamination with coronavirus. 1.3 This additional exclusion is to be repealed from 1 October 2021. Accordingly, all local authorities will require to provide live access for members of the public to meetings, subject to the pre-existing exclusions noted above.

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1.4 During the Coronavirus pandemic arrangements have been made to facilitate remote meetings of Councils, Committees and Panels, including the City Region Deal Joint Committee, utilising the MS Teams system.

Considerations

2.1 There are still challenges for local authorities in returning to physical meetings. These relate to use of buildings, compliance with guidance, and individual health requirements of members and officers. 2.2 During the Coronavirus pandemic, meetings of the City Region Deal Joint Committee have been held remotely via Microsoft Teams, with the meetings being recorded and those recordings made available after each meeting. This is in line with the arrangements in place at both Clackmannanshire Council and Stirling Council for the running of all Council, Committee and Panel meetings during that time. 2.3 Stirling Council’s Democratic team has received considerable support from colleagues in IT and Communications and has also engaged with officers of other local authorities in Scotland to understand benefits and risks associated with systems being adopted. Stirling Council agreed at a special meeting on 16 September 2021 to adopt YouTube Live broadcasting of Council, Committee and Panel meetings. 2.4 To enable appropriate access for members of the public to meetings of the City Region Deal Joint Committee, it is now proposed to use the system adopted by Stirling Council. During the period where Stirling Council has the Chair and is responsible for all Joint Committee meeting arrangements, the meetings would continue to take place using the established MS Teams system, but in addition to recordings being made available following the meeting, a live feed of each meeting will be available to watch via Stirling Council’s YouTube channel. Live broadcasting of these meetings will meet the requirements for public access to meetings. 2.5 Stirling Council is engaging with external suppliers to identify options to enable hybrid meetings, which will allow for meetings at which some members/officers attend in person and some remotely. The Joint Committee will be advised of any further planned changes to the mechanism for hosting and broadcasting meetings.

Resource Implications

Financial Details

The full financial implications of the recommendations are set out in the report. This includes a reference to full life cycle costs where appropriate. Yes

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Staffing

The full implications on staffing are set out in the report. Yes

Exempt Reports

Is this report exempt? No

Equalities Impact

Have you undertaken the required equalities impact assessment to ensure that no groups are adversely affected by the recommendations?

 This is a procedural report seeking agreement to a method of live broadcasting of meetings of the Joint Committee and does not have any direct impact on provision or access to services to the wider community.

Legality

It has been confirmed that in adopting the recommendations contained in this report, the Joint Committee is acting within its legal powers. Yes

Sustainability and Environmental

It has been confirmed that sustainability and environmental issues have been considered within the report. Yes

Policy Implications

None.

Consultations

None.

Background Papers

Have you used other documents to compile your report? No.

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Appendices

Please list any appendices attached to this report. If there are no appendices, please state "none". None.

Approved by:

Julia McAfee, Chief Officer – Governance, Stirling Council 27 September 2021

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