North East Scotland Roads Hierarchy Study

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...Making best use of the city's road network

Nestrans and Aberdeen City Council

Project number: 60583665

May 2019

Image © Norman Adams - Aberdeen City Council North East Scotland Roads Hierarchy Study Project number: 60583665

Quality information

Prepared by Checked by Approved by

Jo Duck Andrew Robb Emma Gilmour Consultant Senior Consultant Regional Director

Revision History

Revision Revision date Details Authorized Name Position

0 11 January 2019 Working Draft EG Emma Gilmour Project Director

1 21 February 2019 Draft EG Emma Gilmour Project Director

2 12 April 2019 Final EG Emma Gilmour Project Director

3 22 May 2019 Final following EG Emma Gilmour Project Director further client comments

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Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans Archibald Simpson House 27-29 King Street Aberdeen AB24 5AA

Prepared by: Jo Duck Consultant T: 07384 813498 E: [email protected]

AECOM 1 Marischal Square Aberdeen AB10 1BL United Kingdom

T: +44(0)1224 843759 aecom.com

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Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Table of Contents

1. Introduction ...... 1 1.1 Roads Hierarchy Principles ...... 1 1.2 Study Area ...... 3 1.3 Aberdeen Western Peripheral Route ...... 4 1.4 Structure of Report ...... 5 2. Desktop Review of Previous Work ...... 7 2.1 Introduction ...... 7 2.1.1 Aberdeen City Centre Masterplan and Delivery Programme (2015) ...... 10 2.1.2 Transport Implications – CCMP Projects (ACC former Communities, Housing and Infrastructure Committee) (2016) ...... 12 2.1.3 Roads Hierarchy (ACC former Communities, Housing and Infrastructure Committee) (2016) ...... 12 2.1.4 Roads Hierarchy (ACC former Communities, Housing and Infrastructure Committee) (2017) ...... 15 2.2 Summary ...... 16 3. Roads Hierarchy Policy Review ...... 18 3.1 Introduction ...... 18 3.2 National Roads Development Guide – Section 1 ...... 18 3.3 National Roads Development Guide – Section 2 ...... 22 3.4 Summary ...... 22 4. Roads Classification Legislation Review ...... 24 4.1 Introduction ...... 24 4.2 Legislation Review ...... 24 4.3 Road Classification Background...... 24 4.4 Road Numbering ...... 26 4.5 Road Classification Governance ...... 26 4.5.1 Detrunking ...... 26 4.5.2 New Classifications/Reclassification ...... 27 4.6 Road Management ...... 27 4.6.1 General Legislation, Standards and Guidance ...... 27 4.6.2 Traffic Regulation ...... 28 4.6.3 Signage ...... 28 4.6.4 Parking ...... 28 4.7 Emerging Legislation: Transport (Scotland) Bill ...... 28 4.7.1 Low Emission Zones ...... 28 4.7.2 Footway Parking ...... 28 4.8 Other Emerging Legislation...... 29 4.8.1 20mph Speed Limit ...... 29 4.9 Summary ...... 29 5. Initial Consultation ...... 31 5.1 Introduction ...... 31 5.2 Initial Consultation Approach ...... 31 5.3 Officer Engagement...... 32 5.4 Member Engagement ...... 32 5.4.1 Administration Leaders Briefing ...... 32 5.4.2 ACC Member Briefing ...... 32 5.4.3 Aberdeenshire Council Member Briefing and Nestrans Board Member Briefing ...... 33 5.4.4 MSPs, MPs and MEPs Briefing ...... 33 5.5 Stakeholder Engagement ...... 33 5.5.1 Stakeholder Workshop ...... 34 5.5.2 Stakeholder Discussions ...... 35

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

5.6 RTP Leads Engagement ...... 35 5.6.1 SEStran ...... 35 5.6.2 SPT ...... 36 5.6.3 Tactran ...... 36 5.6.4 HITRANS/The Highland Council ...... 37 5.7 Summary ...... 37 6. Development of Objectives ...... 39 6.1 Introduction ...... 39 6.2 Roads Hierarchy Study Objectives ...... 40 6.3 Objective Mapping...... 42 6.4 Summary ...... 42 7. Principles of Roads Hierarchy System ...... 44 7.1 Introduction ...... 44 7.2 Street Definitions in the Context of Movement ...... 44 7.2.1 Priority Routes ...... 44 7.2.2 Secondary Routes ...... 45 7.2.3 Local Routes ...... 46 7.3 Summary ...... 46 8. Network Assessment ...... 49 8.1 Introduction ...... 49 8.2 Transport Related Projects ...... 49 8.2.1 Committed Transport Projects and Key Transport Projects in Development ...... 49 8.2.2 Transport Projects within the CCMP area ...... 51 8.2.3 Locking-in the Benefits Schemes ...... 52 8.3 Traffic Flow Information ...... 53 8.4 Traffic Flow Diagrams ...... 54 8.4.1 All Traffic ...... 54 8.4.2 Heavy Goods Vehicles...... 54 8.4.3 Public Service Vehicles...... 55 8.4.4 Indicative Two-Way Flows ...... 55 8.5 Cross-City Centre Movements ...... 56 8.6 Summary ...... 57 9. Baseline Route Investigation and Constraints Mapping...... 59 9.1 Introduction ...... 59 9.2 Locking-in the Benefits Corridors ...... 59 9.3 The Air Quality Management Areas in Aberdeen ...... 59 9.4 Bus Lanes ...... 59 9.5 Bus Routes ...... 60 9.6 The City Centre Masterplan Area ...... 60 9.7 Candidate Noise Management Areas ...... 60 9.8 Committed Projects ...... 61 9.9 One-Way Restrictions ...... 61 9.10 Freight Restrictions ...... 61 9.11 Freight Routes ...... 61 9.12 On-Road Cycle Facilities ...... 61 9.13 Speed Limits ...... 61 9.14 Vehicle Restrictions ...... 61 9.15 Summary ...... 62 10. Assessment of Existing Routes and Route Purpose...... 64 10.1 Introduction ...... 64 10.2 Narrative of Existing Routes...... 64

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

10.2.1 A92 ...... 64 10.2.2 A947 ...... 65 10.2.3 A96 ...... 66 10.2.4 A944 ...... 67 10.2.5 A945 ...... 67 10.2.6 A93 ...... 68 10.2.7 A9011 – Ashgrove Road West ...... 68 10.2.8 A9012 – Rosehill Drive ...... 69 10.2.9 A9013 ...... 69 10.2.10 A978 ...... 69 10.2.11 A956 ...... 70 10.2.12 B-Roads...... 71 10.2.13 C-Roads ...... 71 10.2.14 Anomaly Routes ...... 71 10.3 Summary ...... 72 11. Assessment of Placemaking ...... 74 11.1 Introduction ...... 74 11.2 Principal Destinations ...... 74 11.3 City Place Assessment ...... 77 11.4 City Centre Place Quality ...... 79 11.5 Summary ...... 81 12. Community Consultation ...... 83 12.1 Introduction ...... 83 12.2 Community Council Engagement ...... 83 12.3 Summary ...... 84 13. Initial Option Development ...... 86 13.1 Introduction ...... 86 13.2 Long-List of Options Prior to Sifting ...... 88 13.2.1 Priority Radials ...... 88 13.2.2 Secondary Radials ...... 93 13.2.3 Secondary Orbitals ...... 97 13.2.4 Local Roads ...... 99 13.2.5 C-Roads Under Consideration ...... 102 13.3 Option Sifting ...... 105 13.4 List of Selected Options for Further Review ...... 105 13.5 Summary ...... 110 14. Option Validation – Whole Network ...... 112 14.1 Introduction ...... 112 14.2 Priority Radials ...... 112 14.2.1 Existing Priority Routes - Unchanged ...... 113 14.2.1.1 A92 North/A956 (Option PR1) ...... 113 14.2.1.2 A947 (Option PR2) ...... 113 14.2.1.3 A96 (Option PR3) ...... 114 14.2.1.4 A944 (Option PR4) ...... 114 14.2.1.5 A93 (Option PR5) ...... 115 14.2.1.6 A92 South (Option PR6) ...... 115 14.2.1.7 Wellington Road (Option PR7) ...... 116 14.2.2 Existing Priority Routes – Changed ...... 117 14.2.2.1 A92 – Parkway and Anderson Drive (Option OR1) ...... 117 14.2.2.2 A978 (Option OR2) ...... 117 14.2.2.3 A9011 – Ashgrove Road West (Option SR8) ...... 118

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

14.2.2.4 A9012 – Rosehill Drive (Option SR6) ...... 119 14.2.2.5 A9013 – Holburn Street, Union Street, King Street (Option PR6) ...... 119 14.2.3 Other Routes with Option for Priority ...... 120 14.2.3.1 B9119 – Skene Road, Queen’s Road (Option SR9) ...... 120 14.2.3.2 B986 – Berryden Corridor (Option SR19) ...... 121 14.3 Secondary Routes ...... 121 14.3.1 Secondary Routes – Unchanged...... 121 14.3.1.1 B999 (Option SR1) ...... 121 14.3.1.2 B997 (Option SR2) ...... 122 14.3.1.3 B9077 – South Deeside Road, Great Southern Road (Option PR6/SR21) ...... 122 14.3.1.4 B986 – Denburn Road (Option SR20)...... 123 14.3.2 Existing Secondary Routes – Proposed Downgrade ...... 123 14.3.2.1 B983 – Midstocket Road, Beechgrove Terrace, South Mount Street, Rosemount Viaduct, Union Terrace, Bridge Street (Option SR10/SR18/OR4) ...... 123 14.3.2.2 B985 – Watson Street, Esslemont Avenue, Rose Street, Thistle Street, Chapel Street (Option OR5) 124 14.3.2.3 B986 – Clifton Road (Option SR4) ...... 124 14.3.2.4 B990 – Nelson Street (Option OR3)...... 125 14.3.2.5 B991 – Bedford Road (Option SR5)...... 125 14.3.3 Proposed New Secondary Routes ...... 126 14.3.3.1 A945 – Riverside Drive (Option SR16)...... 126 14.3.3.2 C154C – South College Street (Option SR17) ...... 127 14.3.3.3 C159C – King’s Gate (Option SR11) ...... 127 14.3.3.4 Cairncry Road, Back Hilton Road (Option SR7) ...... 128 14.3.3.5 Argyll Road (Option LR3) ...... 128 14.3.3.6 Mounthooly Way (Option LR9) ...... 128 14.3.3.7 West Tullos Road (Option LR10) ...... 129 14.3.3.8 Hareness Road (Option LR11) ...... 129 14.4 Summary ...... 130 15. Option Packaging and Appraisal ...... 132 15.1 Introduction ...... 132 15.2 Option Packaging ...... 132 15.2.1 Do-Minimum Package ...... 135 15.2.2 City Hierarchy Package ...... 138 15.2.3 Road Space Reallocation Package ...... 145 15.2.4 Access Only Package ...... 148 15.3 Package Review ...... 151 15.3.1 City-Wide Impacts ...... 151 15.3.2 City Centre Impacts ...... 151 15.3.2.1 Access to car parks and public transport interchanges ...... 151 15.3.2.2 Cross-City Centre Movement Transport Lanes ...... 154 15.3.2.3 Impact on Adjacent Routes ...... 154 15.4 Summary of Opportunities and Risks ...... 155 15.5 Option Appraisal ...... 157 15.5.1 Do-Minimum Package Appraisal ...... 157 15.5.2 City Hierarchy Package Appraisal ...... 159 15.5.3 Road Space Reallocation Package Appraisal ...... 161 15.5.4 Access Only Package Appraisal ...... 163 15.5.5 Appraisal Summary ...... 165 15.6 Summary ...... 168 16. Summary and Key Outcomes ...... 170 16.1 Summary ...... 170

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

16.2 Key Outcomes ...... 173

Figures

Figure 1.1: Roads Hierarchy Study Area ...... 3 Figure 1.2: AWPR feedback, December 2018 ...... 4 Figure 2.1: Timeline of policy documents reviewed for the Roads Hierarchy Study ...... 8 Figure 2.2: Studies and reports reviewed ...... 9 Figure 2.3: Key findings of ‘Transport Implications – CCMP Projects’ ACC Committee Report ...... 12 Figure 3.1: Interaction of street types (Source: NRDG) ...... 19 Figure 3.2: Interaction of movement and place in terms of different street types (Source: NRDG) ...... 20 Figure 3.3: Application of different design standards for Place and Movement categorisations ...... 21 Figure 3.4: Designing Streets - six qualities of successful places ...... 22 Figure 4.1: Primary route destinations in Scotland ...... 25 Figure 4.2 Road numbering zones in Scotland and the UK ...... 26 Figure 5.1: Stakeholders engaged as part of the Roads Hierarchy Study ...... 34 Figure 6.1: Roads Hierarchy Study - 'SMART' Objectives ...... 41 Figure 7.1: Hierarchy status and classification diagram ...... 44 Figure 7.2: Principles of roads hierarchy classification system ...... 47 Figure 10.1: A92 Ellon Rd, Parkway, Anderson Drive, Stonehaven Rd ...... 64 Figure 10.2: A947 Oldmeldrum Rd, Victoria St, Stoneywood Rd ...... 65 Figure 10.3: A96 Inverurie Rd, Auchmill Rd, Great Northern Rd, Powis Terrace, Powis Place, West North St ..... 66 Figure 10.4: A944 Lang Stracht, Westburn Rd, Hutcheon St ...... 67 Figure 10.5: A945 Riverside Drive ...... 67 Figure 10.6: A93 North Deeside Rd, St John’s Terrace, Great Western Rd, Willowbank Rd, Springbank Terrace, Wellington Place, College St, Wapping St and Guild St ...... 68 Figure 10.7: A9011 – Ashgrove Rd West...... 68 Figure 10.8: A9012 – Rosehill Drive ...... 69 Figure 10.9: A9013 Holburn St, Union St, King St...... 69 Figure 10.10: A978 St Machar Drive, Leslie Rd, Hilton St, Westburn Drive, Argyll Place, Craigie Loanings, Albert St, Waverly Place, Victoria St, Alford Place ...... 69 Figure 10.11: A956 ...... 70 Figure 11.1 Locations of principal destinations in the study area ...... 76 Figure 11.2: Hierarchy of place types ...... 77 Figure 11.3: Place assessment of study area ...... 78 Figure 11.4: City centre quality assessment ...... 80 Figure 12.1: Community council groupings for consultation ...... 83 Figure 12.2: Summary of outcomes from community council engagement sessions ...... 84 Figure 13.1: Hierarchy status and classification diagram ...... 86 Figure 13.2: Option development process ...... 87 Figure 13.3: Initial priority radial options ...... 91 Figure 13.4: Initial priority radial options in the city centre ...... 92 Figure 13.5: Initial secondary radial options ...... 96 Figure 13.6: Initial secondary orbital options ...... 98 Figure 13.7: Initial local road options...... 101 Figure 13.8: Initial C-roads under consideration ...... 104 Figure 15.1: Option packaging process ...... 133 Figure 15.2: Do-Minimum Package (Existing priorities) ...... 136 Figure 15.3: Do-Minimum Package - City centre (Existing priorities) ...... 137 Figure 15.4: City Hierarchy Package – Priorities changed ...... 139 Figure 15.5: City Hierarchy Package - City centre (Priorities changed) ...... 140 Figure 15.6: City Hierarchy Package: Zonal Neighbourhoods ...... 141 Figure 15.7: City Hierarchy Package - Zonal Neighbourhoods (City centre) ...... 142 Figure 15.8: City Hierarchy Package - Key junctions for review...... 143 Figure 15.9: City Hierarchy Package - Key junctions for review (City centre) ...... 144 Figure 15.10: Road Space Reallocation Package (indicative locations only)...... 146 Figure 15.11: Road Space Reallocation – City centre (indicative locations only) ...... 147

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 15.12: Access Only Package (indicative locations only) ...... 149 Figure 15.13: Access Only Package - City centre (indicative locations only) ...... 150 Figure 15.14: City centre area ...... 153 Figure 15.15: Summary of option packages and intervention measures ...... 167 Figure 16.1: Roads Hierarchy Study Approach ...... 171

Tables

Table 2.1: CCMP transport projects (CCMP and Delivery Programme) ...... 10 Table 2.2: Roads Hierarchy Options (ACC Committee Report - Appendix 1)...... 13 Table 4.1: Key road legislation documents ...... 27 Table 5.1: Initial Consultation Approach ...... 31 Table 6.1: Roads Hierarchy Study - principal problems/issues and opportunities ...... 39 Table 6.2: Objective mapping exercise ...... 42 Table 8.1: Project definitions ...... 49 Table 8.2: Committed transport projects in the study area ...... 49 Table 8.3: Key transport projects in development in the study area ...... 50 Table 8.4: Indicative CCMP schemes as interpreted by officers for the purposes of modelling within ASAM ...... 51 Table 8.5: Locking-in the Benefits projects ...... 52 Table 8.6: Details of categories used in traffic flow diagrams (shown in Appendix D) ...... 54 Table 8.7: Indicative all-day two-way flows at selected locations on the network ...... 55 Table 11.1: List of principal destinations in the study area ...... 74 Table 13.1: Initial priority radial options ...... 89 Table 13.2: Initial secondary radial options ...... 93 Table 13.3: Initial secondary orbital options ...... 97 Table 13.4: Initial local road options ...... 99 Table 13.5: Initial C-roads identified for hierarchy appraisal ...... 102 Table 13.6: List of selected priority radial options...... 105 Table 13.7: List of selected secondary radial options ...... 106 Table 13.8: List of selected secondary orbital options ...... 107 Table 13.9: List of selected local road options ...... 108 Table 13.10: List of selected C-road options ...... 108 Table 15.1: Description of intervention levels...... 134 Table 15.2: Summary of opportunities and risks identified ...... 155 Table 15.3: Other Considerations ...... 156 Table 15.4: Do-Minimum Package Appraisal ...... 158 Table 15.5: City Hierarchy package appraisal ...... 159 Table 15.6: Road Space Reallocation package appraisal...... 161 Table 15.7: Access Only package appraisal ...... 163 Table 15.8: Appraisal summary of option packages ...... 165

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

List of Acronyms

AADT – Annual Average Daily Traffic ACC – Aberdeen City Council AQMA – Air Quality Management Area ARI – Aberdeen Royal Infirmary ASAM – Aberdeen Sub-Area Model ASH – Aberdeen South Harbour AWPR – Aberdeen Western Peripheral Route A2I – Aberdeen to Inverness B-T – Balmedie to Tipperty CC – Community Council CCMP – City Centre Masterplan CNMA – Candidate Noise Management Area CTA – Cumulative Transport Appraisal DMRB – Design Manual for Roads and Bridges DPE – Decriminalised Parking Enforcement HGV – Heavy Goods Vehicle HOV – High Occupancy Vehicle IRR – Inner Relief Road LDP – Local Development Plan LEZ – Low Emission Zone LGV – Light Goods Vehicle LIB – Locking-in the Benefits LTS – Local Transport Strategy MEP – Member of European Parliament MP – Member of Parliament MSP – Member of Scottish Parliament NCR – National Cycle Route NMU – Non-Motorised User NRDG – National Roads Development Guide P&R – Park and Ride PRN – Primary Route Network PSV – Public Service Vehicle RES – Regional Economic Strategy RTP – Regional Transport Partnership RTS – Regional Transport Strategy SCDI – Scottish Council for Development and Industry SCPR – Strategic Car Parking Review SDP – Strategic Development Plan SDPA – Strategic Development Planning Authority SPT – Strathclyde Passenger Transport STAG – Scottish Transport Appraisal Guidance SUMP – Sustainable Urban Mobility Plan T&A – Transport and Accessibility TECA – The Event Complex Aberdeen TERN – Trans-European Road Network TPO – Transport Planning Objective TRO – Traffic Regulation Order TSRGD – Traffic Signs Regulations and General Directions UK – United Kingdom

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council Executive SummaryAECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Executive Summary

Introduction Aberdeen City Council (ACC), along with Nestrans, Aberdeenshire Council and the Strategic Development Planning Authority (SDPA), as regional partners, wish to take advantage of the current investment in transport infrastructure (road and rail) in the City Region to facilitate the implementation of the City Centre Masterplan’s (CCMP’s) aim of creating a vibrant city centre with an environment that encourages visits to and lengthens stays in the city centre and to lock-in the benefits of this investment for the whole city.

The partners are seeking to update the city’s roads hierarchy to provide a system that reflects the new role of the city centre (as a destination) and makes the most effective use of the Aberdeen Western Peripheral Route (AWPR) for distributing traffic around the city to the most appropriate radial route to reduce the extent of cross-city traffic movements.

AECOM was commissioned by Nestrans and ACC in summer 2018 to develop options for this updated roads hierarchy and to identify possible levels of intervention that could be implemented to support the delivery of the updated hierarchy.

The two key outcomes to be delivered as part of the work were:

· Development of roads hierarchy options to deliver a new roads hierarchy; and · Identification of intervention levels to support that new roads hierarchy. The initial focus was to set a new proposed roads hierarchy through the undertaking of a number of tasks. These tasks ultimately provided an understanding of routes in the study area and allowed for the identification of the most appropriate routes for carrying traffic across the city. Once options for the updated roads hierarchy had been developed, intervention levels could then be considered which were designed to support use of the new roads hierarchy, encouraging appropriate use of roads in the study area according to their proposed new classification i.e. use of priority routes for cross- city traffic movements where possible and use of local roads for localised trips only. The study area for the Roads Hierarchy Study is bounded by the Charleston to Blackdog section of the AWPR. In the city centre, the study adopted the CCMP boundary as its focus. The Roads Hierarchy Study has been undertaken between July 2018 and April 2019.

Figure 1: Roads Hierarchy Study Area

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Study Approach A number of tasks contributed towards options for a proposed new roads hierarchy for Aberdeen. These are summarised in the diagram below.

Prepared for: Nestrans and Aberdeen City Council AECOM Figure 2: Roads Hierarchy Study Approach North East Scotland Roads Hierarchy Study Project number: 60583665

Roads Hierarchy Principles In 2016, the ‘Roads Hierarchy’ committee report and accompanying appendices were reported to ACC’s former Communities, Housing and Infrastructure Committee. It is outlined in this report that the new roads hierarchy will provide a policy context for future transport planning and will form the basis for identifying future projects following completion of the AWPR. A series of Transport Planning Objectives (TPOs) were developed as part of a Scottish Transport Appraisal Guidance (STAG)-based assessment undertaken to identify how Aberdeen City and Aberdeenshire should operate in the post-AWPR scenario:

1 Create a city centre that is conducive to walking and cycling

2 Reduce bus journey times to make them more competitive with car journey times

3 Improve reliability to make public transport more attractive

4 Ensure effective and efficient movement of goods to the city centre and harbour

5 Facilitate removal of air quality management areas (AQMAs)

6 Ensure effective use of the post-AWPR transport network and maximise the benefits by ‘locking-in’ the additional capacity created by committed road schemes towards sustainable transport modes

7 Support implementation of the CCMP

The assessment resulted in the selection of the following approach to redefining the roads hierarchy:

· Creation of three zones within the city centre with demand restriction for vehicles between them; and · Public transport and cycling corridors that will penetrate each of the zones while CCMP/Sustainable Urban Mobility Plan (SUMP) proposals for pedestrians, cycling and public transport will remain in the city centre. The Council resolved to note the proposed principles for the future distribution and management of traffic across the city following the opening of the AWPR, and to instruct officers to engage with stakeholders and the public on the proposed framework and intended hierarchy including an online consultation. An update to this report sets out a series of key roads hierarchy principles, which were approved by ACC in 2017. These were taken forward for use in the current study: a) Through traffic (that without an Aberdeen City destination) is directed (by road signing) to the AWPR; b) Peripheral traffic (i.e. Bridge of Don to Altens or Cults to Dyce or Bucksburn to Torry say) is directed to the AWPR; c) Traffic in Aberdeen with a destination away from Aberdeen is directed to the AWPR at the earliest opportunity (i.e. Mastrick to Peterhead is directed along the A96 Inverurie Road to the AWPR rather than through [the then city roads] Parkway/Ellon Road); d) The city centre should be considered as a destination rather than a through route for vehicle traffic. Crossing the city centre by car should be discouraged (whilst giving due consideration for access to the harbour). Access and exiting the city centre should, as far as possible, be by the same route. In other words, people accessing the city centre from the north and not using public transport, walking or cycling should access it from the north, park in the north and return northwards. The same would be said for people accessing the city centre from the south and west. Crossing the city centre by foot/cycling/bus will be significantly improved by implementing the CCMP proposals. People in the north who particularly wish to access a south or west car park should be directed firstly round Aberdeen, as per b) above, then to access from the south or west. Similarly for south and west access. e) The benefits of the AWPR must be ‘locked-in’ to prioritise the movement of active and sustainable travel through the reallocation of carriageway space, junction capacity and other traffic management/prioritisation measures, as defined in the Council’s agreed Local Transport Strategy (LTS) 2016 to 2021, which is consistent with the principles of other local, regional and national transport, land use, community planning and health strategies, plans and policies.

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Roads Hierarchy Study Objectives The objectives developed previously were reviewed and reassessed in the context of the Roads Hierarchy Study to provide a targeted approach to assessing the performance of initial options for change and subsequent package scenarios.

1. Enables delivery of key elements in the City Centre Masterplan, and facilitates promotion of the city centre as an accessible destination The Roads Hierarchy Study supports the implementation of the CCMP and the management of its impacts across the city. Previous work has reinforced the importance of delivering a quality city centre which is a destination in its own right.

2. Takes advantage of the opportunities afforded by recent and forthcoming road and rail improvements to support a reduction in through traffic which crosses the city centre Presently, cross-city centre vehicular movements can be undertaken on several routes. Forthcoming infrastructure projects and the revolution in rail will provide opportunity to support the objective of reducing cross-city centre through traffic.

3. Facilitates promotion of a high quality, attractive city centre that prioritises the movements of those walking, cycling and using public transport Previous consultation work has underlined public and stakeholder aspirations to improve the active/sustainable travel environment in the city centre.

4. Prioritises movement on the AWPR and radial routes on the transport network to move people to and from principal destinations and city centre destinations The AWPR makes the revision of the roads hierarchy possible by enabling the transfer of through and peripheral traffic from the roads within the study area, providing protection to high-quality places across the city.

5. Promotes and enhances public transport and active travel access across the city, and to the city centre As noted in Objective 3, previous consultation work has underlined aspirations to improve the active/sustainable travel environment in the city centre. The importance of improving the wider active and sustainable travel network across Aberdeen (i.e. the whole study area) is also a key feature in local and regional transport policy and was a strong message during consultation; i.e. the importance of locking-in the benefits of the AWPR.

6. Supports continued sustainable economic growth in the city The revision of the roads hierarchy will require to take cognisance of significant development taking place in the short to medium term. A key challenge will be to future-proof the hierarchy to enable sustainable growth in the study area to be achieved, whilst also supporting existing principal destinations and access to these destinations by appropriate routes.

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Street Definitions In the context of movement alone, a hierarchy system was developed that split the road network within the AWPR into three categories: primary, secondary and tertiary. These categories relate respectively to priority, secondary and local routes as defined in this study. Figure 3 illustrates the relationship between hierarchy status, definitions used in the Roads Hierarchy Study and classification.

Figure 3: Street Definitions Diagram

Option Development, Sifting and Validation A long-list of initial options was developed for the following elements within the roads hierarchy:

· Priority radials; · Secondary radials; · Secondary orbitals; · Local roads; and · C-roads under consideration. For the options developed, consideration was given to both routing and to the route’s future roads hierarchy status (priority, secondary, local). Options for change were generated whereby existing priorities were no longer considered to be appropriate or where it was felt that changes were required to align with the principles of the Roads Hierarchy Study. Following the development of the long-list of options, a sifting exercise was undertaken to determine options that could be ruled out of further consideration. A red, amber, green process was used to assess the performance of each option against the six objectives and against the implementability criteria of technical feasibility and public acceptability (assumption-based). As a result of this process, 28 options were rejected. A further validation test was then undertaken on the principles and suitability of place for the initial roads hierarchy options that had been developed. This included consideration of the established AWPR signing framework developed by ACC with particular focus on key considerations for active travel, public transport, freight, general traffic and road classification as a result of the options for change in a potential new roads hierarchy.

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Option Packaging and Appraisal Following the option sifting and validation test exercise, the remaining options were packaged into the following categories:

· Do-Minimum Package; · City Hierarchy Package; · Road Space Reallocation Package; and · Access Only Package. Figure 4 provides a summary of the option packaging process.

Figure 4: Option Packaging Process The following table provides further detail on the option packages developed.

Table 1: Option Packages Package Description Do- · Includes indicative CCMP schemes, other committed schemes and City Signing as per the Minimum signing framework developed by ACC (for post-AWPR traffic routing). Package · In this package, general traffic could find existing alternative routes around the CCMP schemes. It would still be possible to approach the city centre and travel through by a number of routes. Public transport and active travel modes would provide additional cross- city centre travel movement options where CCMP schemes prevent private vehicular traffic. Change · The ‘City Hierarchy’ package represents the proposed new roads hierarchy.1 Option: · The ‘City Hierarchy’ package represents a change to the local road network, both in terms of routing and hierarchy status of routes. City · In addition to what is included within the Do-Minimum package, it includes locking-in the Hierarchy benefits measures along key routes and city junction interventions to support the roads Package hierarchy. · The purpose of this City Hierarchy package is to review the impact of retaining through routes left by the implementation of CCMP schemes but reducing the attractiveness of these through routes via a number of junction interventions that would aim to encourage general traffic to use alternative routes for a ‘to, not through’ approach to the city centre. Active travel and public transport modes would provide additional cross-city centre travel movement options.

1 Alterations to the hierarchy of some routes in the city centre may be appropriate if elements from the Access Only package are applied.

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Package Description · In this package, measures across the city would support the prioritisation of radial routes set to encourage use of the AWPR, including implementation of ‘zonal neighbourhoods’. Change · The hierarchy of routes across the network in the ‘Road Space Reallocation’ package Option: reflects that proposed within the City Hierarchy package. · The Road Space Reallocation package introduces a very high level of intervention, Road Space whereby the capacity of routes within the city centre is reduced for general traffic over and Reallocation above CCMP proposals. Although the implementation of such measures would still permit Package movements by general traffic, the attractiveness of such movements would be reduced for general traffic and increased for public transport and active travel users. It would be anticipated that some traffic would reroute to use more appropriate routes and there is the potential for some modal shift to occur using new facilities. · The purpose of the Road Space Reallocation package is to review the impact of reducing the capacity for general traffic movements between the north, south and west of the city centre. Full access to all parts of the city centre by general traffic would still be permitted in this scenario by alternative, more appropriate non-cross-city centre routes to encourage a ‘to, not through’ approach to the city centre. Active travel and public transport modes would provide additional cross-city centre travel movement options, and it is considered that these options would be more attractive in this scenario as increased priority would be given to alternative travel modes. · The Road Space Reallocation package builds on the City Hierarchy package and therefore junction interventions across the city would support the prioritisation of radial routes set to encourage use of the AWPR. Change · The hierarchy of routes across the network in the ‘Access Only’ package broadly reflects Option: that proposed within the City Hierarchy and Road Space Reallocation packages, with further consideration required to the priority of a route where access only treatments are Access applied. Only · The ‘Access Only’ package introduces a very high level of intervention, whereby treatments Package are introduced to restrict through movements by general traffic over and above CCMP proposals. Access only treatments, for example, could relate to the division points between the three zones of the city centre and could involve bus gates to increase the attractiveness of alternative modes of travel and encourage modal shift. · The purpose of the Access Only package is to review the impact of restricting general traffic movements in locations within the city centre. Full access to all parts of the city centre would still be permitted in this scenario by alternative, more appropriate non-cross-city centre routes to encourage a ‘to, not through’ approach to the city centre. Active travel and public transport modes would provide additional cross-city centre travel movement options, and it is considered that these options would be more attractive in this scenario as increased priority would be given to alternative travel modes. · The Access Only package builds on the City Hierarchy package and therefore junction interventions across the city would support the prioritisation of radial routes set to encourage use of the AWPR.

The appraisal process involved assessing the four option packages against the objectives of the study on a qualitative basis. The following seven-point scale (based on STAG) was used for appraisal:

Major beneficial impact (+3) Moderate beneficial impact (+2) Minor beneficial impact (+1) No benefit or impact (0) (Neutral) Minor negative impact (-1) Moderate negative impact (-2) Major negative impact (-3)

The appraisal of Objective 6 relating to sustainable economic growth was sub-divided into a score for opportunities and risks to reflect the complexity of assessing the performance of option packages against this objective by each mode of travel.

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

The findings of the appraisal process against objectives are summarised in Table 2. Table 2: Appraisal Summary of Option Packages

Appraisal Option Packages Appraisal Do-Minimum City Hierarchy Road Space Reallocation Access Only

1. Enables delivery of key elements in the City Centre Masterplan, and facilitates promotion of the city centre as an +1 +3 +2 +2 accessible destination

2. Takes advantage of the opportunities afforded by recent and forthcoming road and rail improvements to support a reduction in +1 +2 +3 +3 through traffic which crosses the city centre

3. Facilitates promotion of a high quality, attractive city centre that prioritises the movements of those walking, cycling and +1 +2 +3 +3 using public transport

4. Prioritises movement on the AWPR and radial routes on the Objectives transport network to move people to and from principal 0 +2 +2 +2 destinations and city centre destinations

5. Promotes and enhances public transport and active travel 0 +1 +2 +3 access across the city, and to the city centre

Opportunities Risks Opportunities Risks Opportunities Risks Opportunities Risks 6. Supports continued sustainable economic growth in the city +1 -1 +2 -1 +3 -2 +3 -2

The results of this appraisal indicated that there are benefits with all option packages, however it is considered that the benefits of the Do-Minimum package are more limited compared with the others. It is considered that the other packages all go a significant way to realising the aims of the Roads Hierarchy Study, however there are opportunities and risks to be considered in detail with all option packages.

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Proposed New Roads Hierarchy The proposed new hierarchy is illustrated in the plan below. It should be noted that the priority of any route could be reconsidered further where access only measures are implemented (e.g. any routes in the CCMP area could be downgraded to tertiary if very high levels of intervention were introduced).

Figure 5: The Proposed New Roads Hierarchy

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Summary of Option Packages and Intervention Levels A summary of the option packages and intervention measures is summarised in the diagram below.

Figure 6: Option Packages and Intervention Measures

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Key Outcomes

The Roads Hierarchy Study has:

· Interpreted the ACC principles of a roads hierarchy devised in 2016 and assessed where there is a need for a change of prioritisation of roads inside the AWPR boundary; · Considered a number of city-wide and additional city centre levels of intervention to promote mode shift and facilitate use of appropriate routes to support continued sustainable economic growth and delivery of the CCMP. Detailed and difficult decisions on individual elements within the road network and interventions now need to be made across the city. It is recognised that this will not be easy, and a balance must be found between supporting a healthy, active and vibrant high-quality place environment and the needs of people and goods to access principal destinations and other local destinations. Based on community and stakeholder feedback, the Roads Hierarchy Study has presented a number of approaches that could be developed over time, incrementally supporting previous interventions taken forward by ACC, Nestrans and partners. A number of previous risks associated with bringing forward the CCMP have now been mitigated, such as the implementation of major infrastructure and transport improvements, including the AWPR and rail improvements. Quantification of the impacts of these improvements can now commence and this will help to provide the rationale for those involved in decision-making.

Prepared for: Nestrans and Aberdeen City Council AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council 01AECOM North East Scotland Roads Hierarchy Study Project number: 60583665

1. Introduction

Aberdeen City Council (ACC), along with Nestrans, Aberdeenshire Council and the Strategic Development Planning Authority (SDPA), as regional partners, wish to take advantage of the current investment in transport infrastructure (road and rail) in the City Region to facilitate the implementation of the City Centre Masterplan’s (CCMP’s) aim of creating a vibrant city centre with an environment that encourages visits to and lengthens stays in the city centre and to lock-in the benefits of this investment for the whole city.

Taking advantage of this new infrastructure and the opportunities it brings for reducing traffic in the city, encouraging mode shift and changing traffic patterns, the partners are seeking to update the city’s roads hierarchy to provide a system that reflects the new role of the city centre (as a destination) and makes the most effective use of the Aberdeen Western Peripheral Route (AWPR) for distributing traffic around the city to the most appropriate radial route to reduce the extent of cross-city traffic movements.

A key message in the work has been to communicate to people in the North East that Nestrans, ACC and partners want to continue the conversation about the kind of transport system that is desired in Aberdeen in order to provide an enhanced city centre with less through traffic.

The Roads Hierarchy Study aims to achieve the following two key outcomes:

· Development of roads hierarchy options to deliver a new roads hierarchy; and · Identification of intervention levels to support that new roads hierarchy. The initial focus has been to set a new proposed roads hierarchy through the undertaking of a number of tasks as detailed in Chapters 2-12 of this report. These tasks ultimately have helped to provide an understanding of routes in the study area and have allowed for the identification of the most appropriate routes for carrying traffic across the city. Once options for the updated roads hierarchy had been developed, intervention levels could then be considered which have been designed to support use of the new roads hierarchy, encouraging appropriate use of roads in the study area according to their proposed new classification i.e. use of priority routes for cross-city traffic movements where possible and use of local roads for localised trips only. This study has been undertaken between July 2018 and April 2019. 1.1 Roads Hierarchy Principles

ACC considered committee reports in 2016 and 2017 where approval was granted to develop a new roads hierarchy in Aberdeen to reflect the changes being brought forward in the North East. The following principles were approved in August 2017 and have driven the delivery of this study: a) Through traffic (that without an Aberdeen City destination) is directed (by road signing) to the AWPR; b) Peripheral traffic (i.e. Bridge of Don to Altens or Cults to Dyce or Bucksburn to Torry say) is directed to the AWPR; c) Traffic in Aberdeen with a destination away from Aberdeen is directed to the AWPR at the earliest opportunity (i.e. Mastrick to Peterhead is directed along the A96 Inverurie Road to the AWPR rather than through [the then city roads] Parkway/Ellon Road); d) The city centre should be considered as a destination rather than a through route for vehicle traffic. Crossing the city centre by car should be discouraged (whilst giving due consideration for access to the harbour). Access and exiting the city centre should, as far as possible, be by the same route. In other words, people accessing the city centre from the north and not using public transport, walking or cycling should access it from the north, park in the north and return northwards. The same would be said for people accessing the city centre from the south and west. Crossing the city centre by foot/cycling/bus will be significantly improved by implementing the CCMP proposals. People in the north who particularly wish to access a south or west car park should be directed firstly round Aberdeen, as per b) above, then to access from the south or west. Similarly for south and west access.

Prepared for: Nestrans and Aberdeen City Council AECOM 1 North East Scotland Roads Hierarchy Study Project number: 60583665 e) The benefits of the AWPR must be ‘locked-in’ to prioritise the movement of active and sustainable travel through the reallocation of carriageway space, junction capacity and other traffic management/prioritisation measures, as defined in the Council’s agreed Local Transport Strategy (LTS) 2016 to 2021, which is consistent with the principles of other local, regional and national transport, land use, community planning and health strategies, plans and policies. An online survey was launched in spring 2017 to ask people for their opinion on moving around the city’s roads, cycle routes and pavement networks before and after the AWPR opens. The survey concluded that, from a wide range of views, there was strong support for an improved environment for pedestrians and cyclists in the city centre and bus improvements through the city centre. The work undertaken by AECOM to deliver this study builds on the foundations laid by previous consultation work undertaken thus far and supplements this through a detailed programme of engagement undertaken between Autumn 2018 and January 2019. It introduces ACC, Nestrans and partners to a series of options for the updated roads hierarchy of Aberdeen and potential traffic management measures to support the delivery of this updated hierarchy.

Prepared for: Nestrans and Aberdeen City Council AECOM 2 North East Scotland Roads Hierarchy Study Project number: 60583665

1.2 Study Area The area of focus for the Roads Hierarchy Study is bounded by the Charleston to Blackdog section of the AWPR. In the city centre, the study has adopted the CCMP boundary as its focus.

Figure 1.1: Roads Hierarchy Study Area

Prepared for: Nestrans and Aberdeen City Council AECOM 3 North East Scotland Roads Hierarchy Study Project number: 60583665

1.3 Aberdeen Western Peripheral Route The opening of the AWPR has been phased, with the Parkhill to Blackdog section opening in June 2018; Stonehaven to Craibstone and Cleanhill to Charleston sections opening in December 2018; and the recent opening of the Craibstone to Parkhill section in February 2019. The benefits of the new route are already being realised, as summarised by the quotes in Figure 1.2 below.

The AWPR and the roads hierarchy are intrinsically linked, with the opening of the AWPR enabling the opportunity for ACC, Nestrans and partners to review the roads hierarchy in the area bounded by the new route.

Figure 1.2: AWPR feedback, December 20182

2 https://www.transport.gov.scot/news/awpr-benefits-delight-north-east-drivers-and-businesses/ Prepared for: Nestrans and Aberdeen City Council AECOM 4 North East Scotland Roads Hierarchy Study Project number: 60583665

1.4 Structure of Report The remainder of the report is structured as follows:

· Chapter 2 – Desktop Review of Previous Work; · Chapter 3 – Roads Hierarchy Policy Review; · Chapter 4 – Roads Classification Legislation Review; · Chapter 5 – Initial Consultation; · Chapter 6 – Development of Objectives; · Chapter 7 – Principles of Roads Hierarchy System; · Chapter 8 – Network Assessment; · Chapter 9 – Baseline Route Investigation and Constraints Mapping; · Chapter 10 – Assessment of Existing Routes and Route Purpose; · Chapter 11 – Assessment of Placemaking; · Chapter 12 – Community Consultation; · Chapter 13 – Initial Option Development; · Chapter 14 – Option Validation – Whole Network; · Chapter 15 – Option Packaging and Appraisal; and · Chapter 16 – Summary and Key Outcomes. The following appendices support the chapters described above: · Appendix A – Desktop Review; · Appendix B – ACC Signing Framework Plans; · Appendix C – Consultation Documents; · Appendix D – Network Assessment Supporting Information; · Appendix E – Baseline Route Investigation and Constraints Mapping; · Appendix F – Assessment of Existing Routes and Route Purpose Supporting Information; · Appendix G – Assessment of Placemaking; · Appendix H – Initial Option Development Supporting Information; · Appendix I – Option Packaging; · Appendix J – Option Impacts; and · Appendix K – Supporting Option Interventions.

Prepared for: Nestrans and Aberdeen City Council AECOM 5 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 02 6 North East Scotland Roads Hierarchy Study Project number: 60583665

2. Desktop Review of Previous Work 2.1 Introduction A significant amount of previous work has already been undertaken to lead ACC, Nestrans and partners towards the development of a new roads hierarchy.

An extensive desktop review has been undertaken to set out the scope of previous and related work, and to determine the key influences of these documents in the context of the Roads Hierarchy Study. Documents reviewed include both policy documents and previous studies and reports. Figure 2.1 and 2.2 illustrate the full list of documents that have been reviewed to provide context for the study.

It is considered that the key reference documents for this study are:

· The CCMP and Delivery Programme; · Transport Implications – CCMP Projects Committee Report produced and approved by ACC in 2016; and · The Roads Hierarchy Committee Reports produced and approved by ACC in 2016 and 2017. As such, this chapter includes a review of these documents, with analysis of the remaining documents included within Appendix A.

Prepared for: Nestrans and Aberdeen City Council AECOM 7 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 2.1: Timeline of policy documents reviewed for the Roads Hierarchy Study

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Figure 2.2: Studies and reports reviewed

Prepared for: Nestrans and Aberdeen City Council AECOM 9 North East Scotland Roads Hierarchy Study Project number: 60583665

2.1.1 Aberdeen City Centre Masterplan and Delivery Programme (2015) The CCMP was unanimously approved by ACC in June 2015. It outlines a 20-year development strategy for the city centre, identifying a series of projects designed to support future economic growth. The four main themes within the plan include:

· Energy and More: A city centre that is the economic hub of a prosperous city region; · A City for People: A city centre that is alive with energy, meets everyone’s needs and aspirations, wherever they come from and however long they stay; · Light of the North: A city centre environment that makes for a unique and interesting experience; and · The Connected City: A city centre that is accessible and wired.

Links to the Roads Hierarchy Study

There is an intrinsic link between the CCMP and the Roads Hierarchy Study. The Roads Hierarchy Study aims to facilitate the delivery of the aims and objectives set out in the CCMP. A key focus of the CCMP is that the city centre should become a destination, with access to it by active travel and sustainable modes becoming attractive and the car playing less of a role. In total, 49 projects are set out in the CCMP. A number of these have a transport focus, and thus provide context for the Roads Hierarchy Study.

Table 2.1 below sets out the CCMP projects with a transport focus as is outlined in the CCMP and Delivery Programme. The document notes that a change in user hierarchy with regard to the reprioritisation of pedestrians in many of the city centre’s streets and spaces creates the opportunity to design more engagement and comfortable spaces that encourage people to linger and dwell. Table 2.1: CCMP transport projects (CCMP and Delivery Programme)

CCMP Description Project Reference

It is recognised that there exists scope to expand the shopping centre on the site of the existing surface car park. This development needs to respond to its wider urban context so that the permeability of the city centre and scope to grow areas to the south is not compromised. This requires establishing a strong north – south CM12 – pedestrian linkage through the development to link North Dee and Torry Waterfront Union Square with the rest of the city centre as well as creating a good relationship to Market Street and the harbourside. A development model based on a grid of open streets, potentially incorporating residential, hotel or offices above would most successfully aid this aspiration.

The space between Marischal College and the Marischal Square development will EN01 – retain bus movements on a day to day basis but will be designed in a manner so that Broad Street it can be transformed into an event ready space on special occasions.

The experience of the city when arriving and departing from the train station will be vastly improved with the removal of car traffic and the reduction of bus traffic to one EN02 – way only on Guild Street. This allows the existing plaza to the north of Union Square Guild Street to be extended to create a more comfortable meeting place and an enhanced pedestrian linkage through the Merchant Quarter. EN03 – Langstane This key area for evening economy activities will be enhanced as a pedestrian Place/Justice Mill Lane/ priority area with new cycle routes, improved streetscape and lighting. Windmill Brae EN04 – Rose/Thistle/ A high-quality streetscape scheme to enhance customer experience and the vitality Chapel Street and viability of this independent retail area.

Removal of private vehicular traffic (bus, taxi and access only) from the section of EN05 – Union Street between Bridge Street and the Castlegate brings the focus back on to Union Street the people of Aberdeen with wider pavements, improved air quality and fewer obstacles to movement.

Prepared for: Nestrans and Aberdeen City Council AECOM 10 North East Scotland Roads Hierarchy Study Project number: 60583665

CCMP Description Project Reference

The removal of all traffic from the central area of Upperkirkgate and a considerable EN06 – Upperkirkgate/ reduction in traffic elsewhere creates the opportunity to enhance north/south Schoolhill connectivity and the retail environment.

EN09 – Re-engineering of this space from a vehicle dominated car park towards to a public Golden Square square and events space associated with the Music Hall.

EN10 – Removal of some car parking and enhanced greening of this square. Bon Accord Square Creating a safer and more attractive city centre for pedestrians and other sustainable IN01 – modes by rerouting non-essential traffic from the city centre core towards a signed Walkable Aberdeen Urban Relief Road* around the heart of the city centre. Proposals for city centre car parking include: · Park and Ride: Maximise the potential offered by existing and proposed park and ride sites in order to reduce the overall number of vehicles entering the city centre. · Off-street parking: Maximise the potential offered by existing car park capacity by IN02 – City centre car parking promoting a ring of car parks around the Urban Relief Route*. · New development parking: Apply stricter parking standards within the city centre boundary to enforce ‘zero parking’ for new development. · Aberdeen Car Club: The number of conventional as well as electric city centre car club locations would be increased in order to allow for incidental car use for residents and businesses without the need for car ownership. Implementation of traffic free cycle highways within the city centre to connect with IN03 – NCR 195, NCR 1 and the beach promenade. These would be complemented by Cycle highways cycle priority measures at signalised junctions, and a programme of cycle friendly street improvements.

Roll out of a cycle hire scheme similar to that in Glasgow to capture the transient IN04 – nature of those working and visiting Aberdeen city centre. Bikes would be Cycle hire scheme constructed to be resilient to vandalism and equipped with GPS tracking.

Creation of cycle hubs in key areas of the city centre in order to provide high quality IN05 – secure cycle parking. These hubs will be covered and equipped with easily Cycle hubs identifiable branding in areas of high footfall to ensure a sense of community surveillance.

Implement bus only streets on key city centre corridors and introduce bus gates on IN06 – Bus Priority the approach to city centre junctions in order to annul the impact of congestion on Infrastructure journey times.

In order to provide a more enjoyable and attractive overall bus travel experience for IN07 – all, mobility inclusive and significantly improved bus stop infrastructure will be Bus stop infrastructure installed. There also exists an opportunity to enhance the existing bus station as part of the expansion of Union Square shopping centre.

Following the relocation of the existing taxi drop off facility to South College Street, IN08 – refurbishment and expansion of the station concourse to create enhanced linkage Aberdeen Station for pedestrian and cyclists to the city centre.

As part of the committed Aberdeen to Inverness Rail Improvement Programme, IN10 – Aberdeen which will dual the track from Aberdeen to Inverurie, there exists an opportunity to suburban railway investigate and promote a local Aberdeen based rail service, as well as potential network new rail halt locations.

*See Section 2.1.3 – Urban Relief Road not taken forward as part of selected option for roads hierarchy

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2.1.2 Transport Implications – CCMP Projects (ACC former Communities, Housing and Infrastructure Committee) (2016) The ACC committee report ‘Transport Implications – CCMP Projects’ outlines the results of a transportation assessment and traffic modelling that was undertaken to review the CCMP transport interventions in order to identify any other infrastructure that would be required to support the interventions and to develop an optimum programme of delivery. The findings suggest that a reduction in general peak traffic levels of 20% is required to enable the transportation and public realm objectives relating to pedestrian, cycle and bus movement in the city centre, as illustrated in the diagram below. The report notes that modal shift will be required in order to allow the network to operate satisfactorily. The recommendations of the report were approved at the meeting on 11 May 2016.

Figure 2.3: Key findings of ‘Transport Implications – CCMP Projects’ ACC Committee Report

2.1.3 Roads Hierarchy (ACC former Communities, Housing and Infrastructure Committee) (2016) The ‘Roads Hierarchy’ committee report (2016) and accompanying appendices were reported to ACC’s former Communities, Housing and Infrastructure Committee in May 2016, where the Council resolved to note the proposed principles for the future distribution and management of traffic across the city following the opening of the AWPR, and to instruct officers to engage with stakeholders and the public on the proposed framework and intended hierarchy including an online consultation.

The report notes that the new roads hierarchy will provide a policy context for future transport planning and will form the basis for identifying future projects following completion of the AWPR.

The principles noted in the report include:

· Strategic radial routes from the AWPR junctions will focus trips into and out of the city centre and to key locations; · Former ‘through city traffic’ will be directed to AWPR and round the city; · Routing from the city centre will direct ‘all traffic’ to the nearest available key corridor to access the new A90 (AWPR); and · HGV traffic will be routed around AWPR as much as possible rather than through the city centre.

Prepared for: Nestrans and Aberdeen City Council AECOM 12 North East Scotland Roads Hierarchy Study Project number: 60583665

Appendix 1 to the report provides a summary of a Scottish Transport Appraisal Guidance (STAG)-based assessment that was undertaken to identify how Aberdeen City and Aberdeenshire should operate in the post- AWPR scenario. It quotes the following predicted reductions in daily traffic post-AWPR: · A90 north of Murcar roundabout – 18%; · A90 midway along Parkway – 25%; · A956 at Bridge of Don – 16%; · A947 at north end of Dyce – 12%; · A96 at Tyrebagger (west of AWPR) – 9%; · A90 North Anderson Drive – 17%; · A944 Kingswells (east of AWPR) – 1%; · A90 Anderson Drive – 20%; · A956 Market Street – 10%; · A93 Milltimber (east of AWPR) – 25%; and · A90 at Bridge of Dee – 15%. The following Transport Planning Objectives (TPOs) were developed to form the criteria for the assessment of options: 1. Create a city centre that is conducive to walking and cycling; 2. Reduce bus journey times to make them more competitive with car journey times; 3. Improve reliability to make public transport more attractive; 4. Ensure effective and efficient movement of goods to the city centre and harbour; 5. Facilitate removal of air quality management areas (AQMAs); 6. Ensure effective use of the post-AWPR transport network and maximise the benefits by ‘locking-in’ the additional capacity created by committed road schemes towards sustainable transport modes; and 7. Support implementation of the CCMP. Table 2.2 summarises the refined list of options that were developed as part of the assessment. Table 2.2: Roads Hierarchy Options (ACC Committee Report - Appendix 1)

Option Description Committed Schemes including AWPR, Third Don Crossing, Berryden Corridor 1. Baseline - Do Improvement, Airport Link Road / Park and Choose site at Dyce, Haudagain Minimum Improvement (Transport Scotland), South College Street Improvement. Improvements for the benefit of pedestrians, cyclists and buses, including restriction 2. CCMP/SUMP + Inner of car movements + signing and traffic management measures to direct drivers round Relief Road (IRR) IRR to nearest junction to city centre destination / car park.

3. Sustainable Transport Priorities altered on radial routes crossing the de-trunked A90, to support buses and Max + City Centre cyclists… supported by signing strategy, to reduce cross-city centre trips, especially Demand Management by HGVs.

Outer Relief Road + Radial Routes widened to increase capacity for general traffic 4. Vehicle Max +, optimising flows by linking traffic lights, removing on-street car parking, and reinstating prohibited turning movements. Segregation of city centre into north and south zones, by banning specified turns for general traffic + improvements for the benefit of pedestrians, cyclists and buses, 5. Two-Zone System including restriction of car movements… All vehicles from north must park in north car parks, all vehicles from south must park in south car parks. To park in different car park, must use Anderson Drive or AWPR. Segregation of city centre into north, west and south zones, by banning specified 6. Three-Zone System turns for general traffic. Improvements for the benefit of pedestrians, cyclists and buses, including restriction of car movements.

Prepared for: Nestrans and Aberdeen City Council AECOM 13 North East Scotland Roads Hierarchy Study Project number: 60583665

Option Description

Assorted hybrids of Hybrids of Options 2 & 3 (Option 7), 2 & 6 (Option 8), 3 & 6 (Option 9) and 2, 3 & 6 above options (Option 10)

Creation of three zones with demand management restriction for vehicles between them. Public transport and cycling corridors will penetrate each of 10. Hybrid of Options the zones while CCMP/SUMP proposals for ped/cycling and public transport 2, 3 and 6 will remain in the city centre. Excludes IRR from Option 2.

The preferred option (Option 10) was suggested as a hybrid of Options 2, 3 and 6 (shown in bold above). It should be noted that the preferred option excludes the IRR aspect of Option 2 as was originally described in the CCMP and Delivery Programme (noted in Table 2.1 earlier in this Chapter). The overall conclusion from the high-level assessment was that Option 10 best met the TPOs. The report notes that Option 10 would therefore be the most likely approach to redefining the current roads hierarchy post-AWPR which would successfully support the delivery of the CCMP, LTS, Local Development Plan (LDP) and would also complement the AWPR signing framework. It is noted in the report that Option 10 would require a range of traffic management changes to facilitate its implementation, including but not restricted to: · Pedestrian improvements – footways, paths, crossings, wayfinding; · Cycle ways, advanced stop lines at junctions and parking measures; · Bus priority, real time information, kerbside shelters; · Lower speed limits and traffic calming in residential areas; · Local roads signing aligned to AWPR signing and 3-zone system; · Car park access strategy for the city centre; · Roundabouts changed to signalised junctions; · Junction improvements including reprioritisation along radial routes; · Prohibition of traffic movements at key junctions; and · Re-classification of some roads. Appendix 2 to the report is concerned with the implementation of strategic destinations signage onto and from the AWPR route. To ensure vehicles use the AWPR to access the city network at the most appropriate points, advice is provided to travellers via signage to access Aberdeen North, West and South. Key regional destinations are signed from the strategic road network, including Aberdeen International Airport, Aberdeen Royal Infirmary (ARI), Aberdeen Harbour, The Event Complex Aberdeen (TECA), both universities and the city centre.

Links to the current Roads Hierarchy Study The scope of Option 10 noted above provides focus for the current Roads Hierarchy Study going forward.

In relation to the signage aspect, it is noted that the established signing framework is already in place on the AWPR trunk road. Signs on the local road network have been designed but are not yet implemented and may require review following the outcomes of the Roads Hierarchy Study. In addition to the rerouting of general traffic, the detrunking of Anderson Drive and The Parkway means that signs require to be changed from trunk road signs to local signs, road numbering is affected, directions to key destinations change, and links to Aberdeenshire and beyond will be directed, at the earliest appropriate points, to the new A90 route (AWPR).

Within the framework, radial routes from the AWPR focus trips into and out of the city centre and to key locations. General traffic trips will be directed within areas:

· North – key corridors are A90(N) at Blackdog junction, A947 at Parkhill junction, A96 at Craibstone junction; · West – key corridor is A944 at Kingswells South junction; and · South – key corridors are A92(S) and A956 at Charleston junction.

Plans illustrating the established signing framework discussed above are included within Appendix B.

Prepared for: Nestrans and Aberdeen City Council AECOM 14 North East Scotland Roads Hierarchy Study Project number: 60583665

2.1.4 Roads Hierarchy (ACC former Communities, Housing and Infrastructure Committee) (2017) The ‘Roads Hierarchy’ committee report (2017) was reported to ACC’s former Communities, Housing and Infrastructure Committee in August 2017, providing a progress update on the development of a new roads hierarchy. The committee resolved to note the outcomes of the stakeholder and public consultation, agreed the roads hierarchy principles set out below and instructed officers to develop the detailed roads hierarchy.

The report outlines the findings of the public consultation that was undertaken via online questionnaire through February and March 2017. The headline findings from the consultation can be summarised as follows:

· Most respondents use the car to travel to, from and around Aberdeen; · Walking is a mode of travel for main journeys for 42% of respondents. Bus and bicycle each account for 25% and 17% of trips respectively; · The most common purpose for main journeys is work (34% respondents), followed by Leisure (18%), Shopping (16%) and Home (13%); · The majority of main journeys (90%) take less than one hour, with 47% taking less than half an hour; · The most important factors affecting choice of mode for each type of travel differ although safety is the most popular choice for walking/on foot, cycling and motorcycle. Journey time is the most popular choice for Bus (alongside reliability), Train (closely followed by reliability and cost), Driving a Car, Driving a Car (Passenger) and HGV / Van. Cost was the most common factor for Taxi; · The health benefits of active travel was identified as an advantage by a sizeable number of respondents; · Congestion was the issue most commonly raised by the consultation. This was in both the possibility of the proposals reducing or increasing congestion; and · The overall conclusion from a wide range of views identified strong support for an improved environment for pedestrians and cyclists particularly in the city centre. There was also strong support for improvements to public transport facilities that would lead to an increase in reliability and make public transport more attractive. The agreed roads hierarchy principles (also outlined in Chapter 1) emerging from the committee report are as follows: a) Through traffic (that without an Aberdeen City destination) is directed (by road signing) to the AWPR; b) Peripheral traffic (i.e. Bridge of Don to Altens or Cults to Dyce or Bucksburn to Torry say) is directed to the AWPR; c) Traffic in Aberdeen with a destination away from Aberdeen is directed to the AWPR at the earliest opportunity (i.e. Mastrick to Peterhead is directed along the A96 Inverurie Road to the AWPR rather than through [the then city roads] Parkway/Ellon Road); d) The city centre should be considered as a destination rather than a through route for vehicle traffic. Crossing the city centre by car should be discouraged (whilst giving due consideration for access to the harbour). Access and exiting the city centre should, as far as possible, be by the same route. In other words, people accessing the city centre from the north and not using public transport, walking or cycling should access it from the north, park in the north and return northwards. The same would be said for people accessing the city centre from the south and west. Crossing the city centre by foot/cycling/bus will be significantly improved by implementing the CCMP proposals. People in the north who particularly wish to access a south or west car park should be directed firstly round Aberdeen, as per b) above, then to access from the south or west. Similarly for south and west access. e) The benefits of the AWPR must be ‘locked-in’ to prioritise the movement of active and sustainable travel through the reallocation of carriageway space, junction capacity and other traffic management/prioritisation measures, as defined in the Council’s agreed Local Transport Strategy (LTS) 2016 to 2021, which is consistent with the principles of other local, regional and national transport, land use, community planning and health strategies, plans and policies.

Prepared for: Nestrans and Aberdeen City Council AECOM 15 North East Scotland Roads Hierarchy Study Project number: 60583665

The report goes on to identify the need for a replacement of the current ‘grid’ hierarchy with one more suitable for the delivery of the CCMP and other Council commitments. The following high-level hierarchy of routes is outlined, which it is noted will be developed in accordance with the principles detailed above: 1. Highest priority route – the AWPR; 2. Secondary priority routes – major connectors between the city centre and the AWPR; 3. Identify a destination core for the city centre where through and cross-traffic is discouraged; 4. Identify bus priority measures to improve public transport; 5. Optimise access to bus P&R and train access to the city centre; 6. Establish tertiary orbital routes to permit connection between the secondary radial routes; 7. Ensure that larger employment areas have suitable access; 8. Identify areas bounded by radial and orbital routes; and 9. Identify proposals to reduce junction movements into/out of/through the areas bounded by main routes while improving safe cycling, walking and routes to public transport. 2.2 Summary The purpose of this chapter has been to outline the extensive background review that has been undertaken to set the policy context for this work and to ensure full understanding of previous and ongoing work in the study area. It is considered that the key documents providing context for the Roads Hierarchy Study are the CCMP and Delivery Programme, and the previous committee reports produced and approved by ACC in 2016 and 2017 on initial roads hierarchy work, a review of which has formed the focus of this chapter.

The key outcome from the ACC 2016 report relates to the selection of Option 10 as a likely approach to redefining the roads hierarchy in the post-AWPR scenario. Option 10 involves:

Chapter 2 – Key Outcome

This chapter has provided a review of the key documents providing context for the current Roads Hierarchy Study. A significant amount of previous work has already been undertaken to set the foundation for the development of a new roads hierarchy. Going forward, it must be ensured that proposed hierarchy options and intervention measures encapsulate all the work that has been undertaken prior to the commencement of the current study.

Prepared for: Nestrans and Aberdeen City Council AECOM 16 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 0317 North East Scotland Roads Hierarchy Study Project number: 60583665

3. Roads Hierarchy Policy Review 3.1 Introduction This chapter provides a review of the National Roads Development Guide (NRDG), produced by the Society of Chief Officers of Transport in 2015, in the context of the Roads Hierarchy Study. The NRDG is the leading design guidance for streets in Scotland at the present time and has been adopted by the majority of local authorities, with local amendments applied. 3.2 National Roads Development Guide – Section 1 One of the purposes of the NRDG is to advocate a redesignation of road hierarchy to user hierarchy. In urban areas, it is important to recognise the importance of the community function of streets as spaces for social interaction, and they should aim to integrate communities rather than segregate them. Consequently, the user hierarchy should be followed and users at the top of the hierarchy should be supported in detailed designs. It is intended to move away from hierarchies of road types based on traffic flows and/or the number of buildings served, and instead design roads which fit the context of the location.

The NRDG supports Designing Streets, which is a document published by the Scottish Government in 2010. It is the first policy statement in Scotland for street design and marks a change in emphasis of guidance on street design towards placemaking and away from a system focussed upon the dominance of motor vehicles. As Designing Streets is a policy statement, local authorities must adhere to its requirements. It encourages high-quality street design, enhancing place and contains a series of best practice examples from across Scotland. It sets out six qualities for successful places: distinctiveness; safe and pleasant; ease of movement; welcoming; adaptability; and resource efficiency.

The NRDG makes use of the Designing Streets document to identify different types of street, generally under the following headings:

· Primary

─ Strategic Roads: provide for major traffic movement between centres of population and economic activity on a national and regional level.

─ Main Roads or Primary Streets: within urban boundaries these link traffic from strategic roads to residential streets or industrial roads. They include ‘arterial’ through routes and mixed-use, multi- functional ‘high streets’ (at least in part along their length), providing access to properties as well as other amenities. Likely to be public transport routes they require a careful balance of place and movement when improving or connecting in with new development. · Secondary

─ Residential Streets: provide access to properties and through routes within a residential area. As secondary connectors they are much less likely to be public transport routes. · Tertiary

─ Residential and service lanes: solely access to properties within a residential area. These tertiary streets could be mews, vennels or courtyards.

─ Industrial roads: link multi-functional industrial/commercial premises and associated parking and service areas to main or strategic roads. When within urban boundaries some elements of Designing Streets may be applied, dependent on context and an assessment of future adaptability, but the balance is towards vehicle movement. It goes on to identify other routes, not for motor vehicles: · Footways: a pedestrian route that adjoins a carriageway; · Footpaths: a pedestrian route not adjoining a carriageway; · Cycleways: a cyclist route that adjoins a carriageway; · Cycle track: a cyclist route not adjoining a carriageway; and

Prepared for: Nestrans and Aberdeen City Council AECOM 18 North East Scotland Roads Hierarchy Study Project number: 60583665

· Shared surfaces: low-trafficked single level street that serves a range of user types, normally limited to residential streets where traffic speeds do not exceed 10mph. Figure 3.1 illustrates how different street types interact.

Figure 3.1: Interaction of street types (Source: NRDG3)

3 http://www.scotsnet.org.uk/documents/national-roads-development-guide.pdf Prepared for: Nestrans and Aberdeen City Council AECOM 19 North East Scotland Roads Hierarchy Study Project number: 60583665

The document also illustrates how speed can be adopted to identify where Designing Streets can be utilised, as shown in Figure 3.2.

It is important to consider the changing context along a route, which may mean that a route changes classification and/or its position on the place and movement matrix at different locations along the route. For example, the movement function (at least for vehicles) can remain largely the same along a route, but the place function may change as a route moves through residential areas, shopping areas, and functions separately as a strategic or urban road.

Figure 3.2: Interaction of movement and place in terms of different street types (Source: NRDG)

Prepared for: Nestrans and Aberdeen City Council AECOM 20 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 3.3 outlines the different design standards, and different design approaches that should be taken for different classifications of movement and place.

DS = The principles of Designing Streets should apply. DS BM = This location is predominantly place dominated and the general principles of Designing Streets should be applied. However, there is also a higher level of traffic on these roads and this should be reflected in the design. The design should therefore be pedestrian dominated but the design elements such as road width, visibility, alignment should be less stringent such that vehicles can travel more freely at a slightly higher speed. DMRB BP = This location is predominantly movement dominated and the general principles of the Design Manual for Roads and Bridges (DMRB) should be reflected in the design. The design should therefore allow the free flow of traffic such that drivers realise the change in nature of the road and drive in a more considerate manner. DMRB = The principles of DMRB should be applied. Strict adherence to DMRB is required on trunk roads, but departures can be granted on application to Transport Scotland. Local authority roads may not require such strict adherence to the design parameters.

Figure 3.3: Application of different design standards for Place and Movement categorisations (Source: NRDG)

The NRDG notes that it would be appropriate to consider a higher level of place in areas where there are high levels of kerbside activity for example, generated by parking, loading, and public transport. The movement function is defined by a combination of the level of traffic flow and the number of accesses on a particular section of road. It is not intended to define levels of traffic flows, and the interpretation will vary depending on the location within Scotland where the road serves. An indication of movement status can also be given by the actual speed of traffic on existing roads and the proposed traffic speeds for new developments. Where speeds are lower (below ~40mph), Designing Streets parameters are suggested.

Prepared for: Nestrans and Aberdeen City Council AECOM 21 North East Scotland Roads Hierarchy Study Project number: 60583665

3.3 National Roads Development Guide – Section 2 The six qualities of successful places are demonstrated in Figure 3.4 below.

Designing Streets identifies a change to mode hierarchy for residential and low-use streets with pedestrians having greatest consideration. NRDG endorses this hierarchy for strategic and main roads as well. The removal of the requirement for a traditional roads hierarchy and the introduction of this NRDG provides designers with the freedom and flexibility to produce layouts that take full cognisance of the mode hierarchy.

Figure 3.4: Designing Streets - six qualities of successful places 3.4 Summary This chapter has provided a review of the NRDG and explanation of how this document relates to the Designing Streets policy guidance. It has been highlighted that the Designing Streets document marks a change in emphasis of guidance on street design towards placemaking and away from a system focussed solely upon the dominance of motor vehicles. It has additionally been demonstrated that different design standards should be used to assess different types of streets based on the street’s level of movement and place function. The NRDG reiterates the requirements for a successful place set out in Designing Streets and endorses the concept that a traditional roads hierarchy should no longer apply, in favour of one that considers both place and movement.

Chapter 3 – Key Outcome

The NRDG and Designing Streets guidance provides a policy framework in which the roads hierarchy can be reviewed in North East Scotland. It will be important to ensure the revised hierarchy has synergy with the general principles of these national guidance documents.

Prepared for: Nestrans and Aberdeen City Council AECOM 22 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 0423 North East Scotland Roads Hierarchy Study Project number: 60583665

4. Roads Classification Legislation Review 4.1 Introduction This chapter sets out the legislation associated with road classification. It includes the outcomes of discussions with Transport Scotland relating to any issues or risks associated with the reclassification of roads. 4.2 Legislation Review Primary and secondary legislation and a wide array of standards, policies and guidance documents govern and influence how urban roads are governed, managed and promoted. Road classification is a function of roads authorities but is governed by government and their transport agencies.

The following section details some background behind road classification, how this impacts on design and relates to governance. The main controlling and emerging legislation is also considered to provide the basis for a review of the roads hierarchy in Aberdeen and the proposed options. 4.3 Road Classification Background Excluding motorways, historically public roads in the United Kingdom (UK) generally fell within four categories:

· A-roads: Major roads intended to provide large-scale transport links within or between areas. These roads are generally the highest-grade roads in terms of design and serve ‘through traffic’ between primary destinations. · B-roads: Roads intended to connect different areas, and to feed between A-roads and smaller roads on the network. · Classified unnumbered/C-roads: Smaller roads intended to connect unclassified roads and A and B-roads, and often linking a housing estate or village to the rest of the network. Many of these roads may be classified as C-roads, which are common throughout Scotland. C-class naming conventions are generally for administrative purposes and are unlikely to appear on maps and signage for navigational purposes. · Unclassified: Local roads intended for local traffic. The vast majority of roads in the UK fall into this category. Some unclassified roads may be listed as Uxxx.4 A ‘trunk road’5 is a road which is part of a national system of routes for through traffic controlled by the Secretary of State through the government agency, Transport Scotland. All motorways and many long-distance A-roads fall into this category. All roads that fall into the four categories listed above, that are not trunk roads, are governed by local road authorities. Local road authorities are typically local authorities, although other agencies such as airports and the Ministry of Defence also serve as roads authorities. Throughout the UK, A-roads along with motorways and designated trunk roads are regarded as the Primary Route Network (PRN). The PRN generally provides: · Road links between main centres of population and economic activity; · Access to major ports, airports and rail intermodal terminals; · Links from peripheral regions to the central economic areas; · Key cross-border links to England; and · Classification as part of the UK Trans-European Road Network (TERN). The PRN links primary destinations throughout the UK. The primary destinations in Scotland are shown in Figure 4.1 over page.

4 Guidance on Road Classification and the Primary Route Network, Department for Transport, 2012 5 Roads (Scotland) Act 1984 Prepared for: Nestrans and Aberdeen City Council AECOM 24 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 4.1: Primary route destinations in Scotland6 It should be noted that from a regulatory point of view, other classifications exist:

· Restricted Road: Under Section 82 of the Road Traffic Regulation Act 1984, in Scotland, a restricted road is a road which is furnished by a system of carriageway lighting with lamps not more than 185 metres apart. Section 81 makes it unlawful for a vehicle to be driven in excess of 30mph on a restricted road. A roads authority may, by order, vary the speed limit on a restricted road. Most roads in urban areas are restricted roads and the effect of the regulation is that local authorities do not require to make a Traffic Regulation Order (TRO) to place a 30mph on the vast majority of their urban road network. · Special Road: As provided for by Section 7 of the Roads (Scotland) Act 1984, a special road is a road on which certain traffic, such as pedestrians, bicycles and horse-drawn vehicles are prohibited. All motorways and some A-roads are classified as special roads. Generally, these special roads are not located within urban areas. The AWPR has this designation, as highlighted by erected signage at its access points. It is understood that in addition to pedestrians, bicycles and horse-drawn vehicles, tractors are also effectively prohibited from using this road. · Private Road: Most roads are subject to the jurisdiction of a public authority, typically the national and local roads authorities. Private roads are owned, operated and maintained by individuals or organisations. The Roads (Scotland) Act 1984 enables local authorities to place a duty on private road ‘frontagers’ to make and maintain the road to a ‘reasonable standard’. Local authorities also have the power to undertake appropriate maintenance works on a private road and recharge the frontagers.

6 LTN 1/94 Prepared for: Nestrans and Aberdeen City Council AECOM 25 North East Scotland Roads Hierarchy Study Project number: 60583665

4.4 Road Numbering Roads throughout the country are assigned numbers to aid navigation. A route number should apply to a single route. It can be composed of several different roads and can change direction at junctions. Where two roads temporarily merge together (for example the A8 and the M8 in the Glasgow area), a number can re-emerge at a later point. In Scotland and the rest of the UK, road numbering remains a function of the devolved governments to ensure duplications are avoided. However, roads authorities can seek new numbers or alterations to numbers on their network by applying to Transport Scotland. The process for this is discussed in Section 4.5.2 below.

Each classified road is assigned a letter which represents its classification, which is followed by a 1 to 4-digit number. Road numbering uses the following common system of zones which are:

· 1 – East and north of A1 = A1xxx; · 6 – East of A6 and west/south of A1 = A6xxx; · 7 – West of A7 and south of A8 = A7xxx; · 8 – West of A9 and north of A8 = A8xxx; and · 9 – East of A9 and north of A1 = A9xxx.

Figure 4.2 Road numbering zones in Scotland and the UK7 4.5 Road Classification Governance

The classification of roads is a matter devolved to Scotland through the Roads (Scotland) Act 1984, and a responsibility of the Secretary of State through Transport Scotland. Transport Scotland is responsible for the management of the trunk road network, authorising the detrunking of roads, classifying/reclassifying roads, and generally maintaining a record of road numbers throughout the country. 4.5.1 Detrunking Detrunking is a statutory process, conferred on the Secretary of State by Section 5(2) of the Roads (Scotland) Act 1984, which permits a road to cease being a trunk road. In these situations, the jurisdiction of the road transfers to the relevant roads authority. This process has recently been undertaken in Aberdeen. With the AWPR now fully

7 Provided by Transport Scotland Prepared for: Nestrans and Aberdeen City Council AECOM 26 North East Scotland Roads Hierarchy Study Project number: 60583665 open to traffic, parts of the old A90 (i.e. Anderson Drive and The Parkway) and A96 (east of the Craibstone junction) have been detrunked.

The detrunking of a road requires the making of an Order under the power of the Roads (Scotland) Act 1984. This includes a requirement to consult with both statutory mandated bodies and the general public. The Order may be objected to by all consultees. 4.5.2 New Classifications/Reclassification Local authorities may apply to Transport Scotland to have existing roads reclassified or new roads classified with a number. Transport Scotland requires authorities to provide a schedule, plans and a supporting statement to apply for a classification or reclassification. The supporting statement should include a brief statement of reasons for proposing the changes, any information that Transport Scotland requires to understand the reasons for the changes and the effect that the authority expects the changes to have. Except for certain situations, reclassification of a road does not require a legislative instrument. However, consideration must be given to signage alteration requirements. 4.6 Road Management 4.6.1 General Legislation, Standards and Guidance Primary and secondary legislation and a wide array of standards, policies and guidance documents govern and influence how urban roads are governed, managed and promoted. Below is a summary of the key documents.

Table 4.1: Key road legislation documents

Document Purpose Provides powers to national and local authorities to regulate or restrict traffic Road Traffic Regulation Act on roads in the United Kingdom. The Act enables authorities to regulate 1984 parking, use of roads by different classes of vehicles, access, and speed limits. The Roads (Scotland) Act 1984 is an enactment that governs the Roads (Scotland) Act 1984 management and operation of roads in Scotland. It serves a similar function as the Highways Act 1980. Enables local authorities to implement Decriminalised Parking Enforcement (DPE), whereby enforcement of Stationary Orders is undertaken by the local authorities. Revenues from this enforcement are retained by the local authority and ring-fenced for traffic and transportation activities. The Act Road Traffic Act 1991 enables Councils to govern their streets and traffic management as they see fit. DPE was introduced to Aberdeen by ‘The Road Traffic (Permitted Parking Area and Special Parking Area) (City of Glasgow, Perth and Kinross Council, Aberdeen City Council, Dundee City Council and South Lanarkshire Council) Designation Amendment Order 2006’. The Transport (Scotland) Act 2001 empowers local authorities, in Transport (Scotland) Act 2001 partnerships with public transport operators, to establish Quality Bus Partnerships and road user charging schemes (congestion zones). The aim of the Disabled Persons Parking Places (Scotland) Act 2009 is that all disabled street parking places become enforceable. A duty has been Disabled Persons Parking imposed on local authorities, including ACC, to identify all existing advisory Places (Scotland) Act 2009 disabled street parking places and, for those still needed, to promote orders to make it an offence to park without a valid Blue Badge. The TSRGD prescribes the designs and conditions of use for traffic signs, Traffic Signs Regulations and including road markings, traffic signals and pedestrian, cycle and equestrian General Directions 2016 crossings used on or near roads.

Prepared for: Nestrans and Aberdeen City Council AECOM 27 North East Scotland Roads Hierarchy Study Project number: 60583665

4.6.2 Traffic Regulation In general, roads authorities are empowered by the documents listed above to operate and manage their roads infrastructure. However, perhaps the most prominent is the Road Traffic Regulation Act 1984, which enables Councils, by way of TROs, to restrict the use of the road network for a variety of purposes including road safety, traffic operations, prioritising certain classes of vehicles and environmental considerations. TROs permit the Council to:

· Prohibit waiting and loading; · Regulate parking; · Restrict/prohibit access by all or certain classes of vehicles; and · Restrict vehicular speeds. TROs can be permanent, temporary or experimental. Whilst most road restrictions require a TRO, some restrictions such as bus stop clearways and mandatory on-carriageway cycle lanes are governed by overarching regulations provided in the Traffic Signs Regulations and General Directions 2016. 4.6.3 Signage Roads authorities are permitted to erect signage to govern the use of roads and aid route navigation. Most signage types will be underpinned by regulation (either using TROs or primary/secondary legislation) which will enable appropriate enforcement. Route signage can be utilised to guide traffic on preferred routes, i.e. avoiding known congestion points, retail thoroughfares and residential zones. 4.6.4 Parking Another mechanism for managing road usage is through parking management. Every journey requires a vehicle to be parked at the terminal points; therefore, it is a critical function of traffic management, particularly in city zones. ACC adopted DPE in 2003, and is responsible for not only the regulation, but enforcement of parking in the city. Parking, along with other traffic management mechanisms, will form part of any roads hierarchy strategy. 4.7 Emerging Legislation: Transport (Scotland) Bill The Transport (Scotland) Bill, as introduced in the Scottish Parliament on 8 June 2018, proposes to confer a range of transport-related powers, including the provision for low emission zones (LEZs) and the prohibition of footway parking, onto Scottish roads authorities. The LEZs and prohibition of footway parking, if enacted, are likely to influence roads governance in Aberdeen. 4.7.1 Low Emission Zones The LEZ element of the Transport (Scotland) Bill, if enacted, provides local authorities with powers to create zones in which vehicles that do not meet emission standards cannot enter or are charged for doing so. LEZs can be promoted by local authorities however, ministerial approval will be required. Enforcement of LEZs will be undertaken by local authorities and they may be permitted to utilise approved technology i.e. Automatic Number Place Recognition CCTV. Charges levied by local authorities will require to be used either “to further the achievement of the LEZ scheme’s aims…or to repay grants made by Scottish Ministers to support the development of the scheme”. 4.7.2 Footway Parking A Bill to the Scottish Parliament was introduced in 2015, which proposed to prohibit parking on footways and double parking throughout Scotland. However, following parliamentary consideration, whilst the general principles of the Bill were agreed, there was concern as to whether the Parliament had legislative competence on the matter. To overcome this, and through the Scotland Act 2016, legal competence was devolved to the Parliament and hence this has been included in the Transport (Scotland) Bill.

As the Bill has not been enacted, its contents cannot be known for certain. However, in its current state, the Bill makes provision for prohibiting parking on footways and footpaths (pavement parking) and double parking. The Bill proposes to apply a complete ban on pavement and double parking, removing the requirement for roads authorities

Prepared for: Nestrans and Aberdeen City Council AECOM 28 North East Scotland Roads Hierarchy Study Project number: 60583665

to implement TROs. Roads authorities will be required to identify which roads should be exempt from the prohibitions.

ACC, as a DPE authority, will be permitted to issue Penalty Charge Notices to motorists in breach of the prohibitions. It is the intention that charges levied under the provisions of the Bill (if enacted) would be ring-fenced, as currently required under DPE requirements, and may only be used for ‘certain transport-related purposes’. 4.8 Other Emerging Legislation 4.8.1 20mph Speed Limit A Bill was introduced to the Scottish Parliament on 21 September 2018, which proposes to reduce the national speed limit on a ‘restricted road’ from 30mph to 20mph. In recent years, many local authorities have promoted 20mph restrictions in their areas and a select number have promoted area-wide or strategically focussed approaches by making most residential roads 20mph. Most notably, the City of Edinburgh Council reduced the speed limit from 30mph to 20mph on approximately 2,500 streets across the city. However, the national approach has been ad-hoc and often local authority-promoted schemes fail due to local opposition, such as in Bishopbriggs, East Dunbartonshire.

Since 2006, the Scottish Executive and subsequent administrations encouraged and supported 20mph zones where there was a risk to vulnerable road users8. At local and national level, and set against numerous environmental, active travel and road safety targets, there has been an increasing focus on 20mph restrictions. The Bill seeks to reduce the speed limit on all restricted roads from 30mph to 20mph, taking the responsibility away from local authorities.

It should be noted that as the Bill has not been enacted, its contents cannot be known for certain, nor can it be guaranteed that it will be enacted. 4.9 Summary This chapter has set out the legislation associated with road classification and has included consideration of the risks associated with the reclassification of roads.

It has been noted that ACC has a wide variety of mechanisms to manage its road network, including:

· Reclassifying existing high-class roads, from A and B-class roads to more local non-strategic classifications; · Implementing TROs to regulate traffic movement and operations; · Through regulation, restricting access or through movements; and · Regulating parking – ACC can utilise its powers over parking in several ways to regulate the use of its roads. Mechanisms for traffic management will be subject to statutory and non-statutory consultation requirements, the outcomes of which can often delay, dilute or prohibit the implementation of schemes. Generally, public and stakeholder acceptance is one of the most significant non-financial risks for any public sector transport project. A number of emerging legislative instruments are currently being evaluated in the statutory process and may be enacted in future. These include: · Introduction of a national 20mph speed limit on all restricted roads; and · Enabling local authorities to implement LEZs.

Chapter 4 – Key Outcome

It is possible to reclassify roads on the local network provided permission is granted by Transport Scotland. Traffic management measures require additional statutory and non-statutory consultation, and this can have an impact on the implementation of schemes. ACC will require to assess the impact of national initiatives including national 20mph speed limits on all restricted roads and LEZs, in its future roads hierarchy.

8 Setting Local Speed Limits: Guidance for Local Authorities, Scottish Executive, 2006 Prepared for: Nestrans and Aberdeen City Council AECOM 29 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 0530 North East Scotland Roads Hierarchy Study Project number: 60583665

5. Initial Consultation 5.1 Introduction The development of the roads hierarchy marks a step-change in how the transport network will be used in and around Aberdeen. Recognising this, initial consultation work in the study was focussed on delivering targeted, inclusive and meaningful engagement to outline why the study is being undertaken, the key objectives of the work and laying the foundations for subsequent engagement at a later stage.

The reordering of the road network in Aberdeen will be as fundamental (in transport terms) as the AWPR. It is expected that this will create debate, concern, and at times, emotion from certain groups. The following consultation approach reflects the delivery of a bottom-up approach to engagement that was promoted to ensure buy-in to the rationale for the study at the outset. 5.2 Initial Consultation Approach The approach to the initial consultation work in the Roads Hierarchy Study is set out in Table 5.1.

Table 5.1: Initial Consultation Approach

Consultation Task Comment

An initial task in the study was the preparation of a consultation database for the study. This has provided the framework for the engagement Consultation Database activities undertaken as part of this work. A copy of the database is presented in Appendix C.

A study briefing note (Consultation Paper) was developed at the outset of Study Briefing Note the study to introduce the study to all stakeholders. A copy of the note is presented in Appendix C.

A session was held with officers from across ACC, Aberdeenshire Council Officer Engagement and Nestrans in August 2018 to allow initial dissemination of the study remit to officers.

A study briefing to the administration leads of ACC was held in September 2018. This was supported by dissemination of study briefing information Member Engagement to all ACC members, members of Aberdeenshire Council, and non- Councillor board members of Nestrans. The study was also introduced, via written correspondence, to MPs, MSPs and MEPs.

Detailed discussions were held with several stakeholders in the initial consultation phase of the study. This included a stakeholder workshop Stakeholder Engagement held in Aberdeen on 25 October 2018. The list of stakeholders consulted is noted in the consultation database in Appendix C and listed below.

Discussions were held with the leads of Scotland’s Regional Transport Regional Transport Partnership Partnerships to ascertain the experiences of Scotland’s other cities with (RTP) Leads Engagement respect to their roads hierarchies.

The public consultation elements of the engagement programme took place in January in 2019 in the form of dedicated community council Public Engagement briefing sessions. The outcomes of these sessions are discussed in Chapter 12.

The following sections set out the key outcomes of the initial consultation programme for the study.

Prepared for: Nestrans and Aberdeen City Council AECOM 31 North East Scotland Roads Hierarchy Study Project number: 60583665

5.3 Officer Engagement A session was held with officers from across ACC, Aberdeenshire Council and Nestrans in August 2018 to allow initial dissemination of the study remit to the group and to receive feedback from officers relating to ongoing projects, and key areas for consideration in the study. Subsequent engagement took place with officers individually as deemed appropriate. The principal outcomes of the officer engagement are summarised below.

· It was stressed that the whole purpose of the Roads Hierarchy Study is to make the CCMP achievable through a city-wide review of the road network. · A key principle is that the study is not about changing the transport system per se, it is about creating the city centre and wider city that the people of Aberdeen have said they want. · Compatibility between the study and other ongoing pieces of work (including ACC’s work to understand the requirement for, and thereafter progress the implementation of, a LEZ is vital). · Public and stakeholder support for the principles of the Roads Hierarchy Study is essential to its success. · The initial consultation exercise was regarded as critical in advance of initial option development to allow the public and stakeholders to input to and be an integral part of the decision-making process. · There is a balancing act between the national street user hierarchy and the roads hierarchy structure. · Movement is driven by destination – a principle that has been applied to the identification of principal destinations (discussed in Chapter 11). · It must be ensured that communities are protected through consideration of ‘zonal neighbourhoods’. 5.4 Member Engagement 5.4.1 Administration Leaders Briefing An initial briefing on the Roads Hierarchy Study was provided to senior elected members of ACC on 26 September 2018. This provided opportunity for members to ask questions in advance of engagement with other members and wider stakeholders. The key points raised during the briefing are summarised below.

· There is a need to consider the implications of future schemes on the whole network. Specifically discussed was the implication for the police office and other organisations on Queen Street in relation to proposals contained within the CCMP for this area. · There is a need to clearly articulate that the aim of the project is not to prevent people from coming into the city centre by car, but rather to change the way in which people move around within the city centre. · It is important to consider alternative forms of public transport in addition to buses. · Mobility was highlighted as a key consideration to take account of in the study, especially those with limited mobility who are not able to cross the city centre on foot or by bicycle. The provision of Blue Badge parking spaces is vital to ensure the inclusion of those with limited mobility in the city centre and wider society. · If the options presented as a result of the study include recommendations for restricting traffic movements in some locations, it is important to consider the implications for other streets, such that residential areas do not become rat-runs for motorists. There is a need to look at the whole network and assess how we need traffic to move to allow space to be used differently. · The importance of emphasising the journey and work that is required to achieve a better city centre during the consultation process was highlighted. 5.4.2 ACC Member Briefing Following the briefing with administration leaders, written communications were sent to all ACC Councillors on 10 October 2018 to introduce the study and provide the opportunity for comment.

Prepared for: Nestrans and Aberdeen City Council AECOM 32 North East Scotland Roads Hierarchy Study Project number: 60583665

5.4.3 Aberdeenshire Council Member Briefing and Nestrans Board Member Briefing Following the dissemination of study information to elected members in Aberdeen City, written communications were also distributed to members of Aberdeenshire Council, and non-Councillor board members of Nestrans. 5.4.4 MSPs, MPs and MEPs Briefing Following local and regional communications, the study was introduced thereafter to Members of the Scottish Parliament (MSPs), Members of Parliament (MPs), and Members of the European Parliament (MEPs).

Face-to-face meetings were held between the AECOM project team and MSPs for the following constituencies, in November 2018:

· Aberdeen South and North Kincardine; and · Aberdeen Donside. The key points raised during the MSP consultations are summarised below. · Concerns were raised about public transport, including lack of orbital bus services and insufficient use of Park and Ride (P&R) across the city. · The overall aim should be a city centre with no car traffic, with people using P&R services as an alternative to access the city centre. It was noted that encouragement to use public transport would be facilitated by adequate provision of bus lanes, which can improve the journey times of public transport services. · Access to the bus station, harbour and Union Square will remain important, and therefore it is a recognised challenge to improve the traffic issues without negatively impacting on businesses. · Concerns were noted about future traffic movements at the Craibstone junction given that this will be the junction used to access the airport, TECA and industrial estates in Dyce from the AWPR. · Issues with congestion in locations in the Dyce area were noted, including the Dyce Drive junction with the A947, where traffic can often back up on Pitmedden Road, and along Stoneywood Road where the traffic signals can cause problems. It was noted that monitoring of traffic patterns may be beneficial in these locations, although it was recognised that movements may change following full opening of the AWPR. · The layout of the B977 junction with the A947 north of the River Don has been greatly improved. · The need to fully consider developments within Aberdeenshire was emphasised, as this will impact on the volume of traffic coming into the city. · Improvements at Haudagain roundabout are expected to provide journey time savings of six minutes to general traffic, but only one minute for public transport vehicles. As such, it is a challenge to enhance the attractiveness of public transport on this corridor. · Issues with congestion on Wellington Road may worsen following the opening of the AWPR, and therefore traffic should be redirected from this route as far south as possible. · The importance of routing Aberdeen South Harbour (ASH) traffic through Altens via Hareness Road to Wellington Road was emphasised. 5.5 Stakeholder Engagement

Recognising the critical role of consultation and engagement in the Roads Hierarchy Study, an extensive programme of consultation and engagement has been carried out between October 2018 and January 2019.

Figure 5.1 shows the range of organisations engaged as part of the consultation exercise to date.

Prepared for: Nestrans and Aberdeen City Council AECOM 33 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 5.1: Stakeholders engaged as part of the Roads Hierarchy Study

5.5.1 Stakeholder Workshop A stakeholder workshop was held at the AECOM offices on Berry Street on 25 October 2018. It was attended by the following organisations:

· Abellio ScotRail; · Aberdeen Inspired; · Aberdeen Performing Arts; · NHS Grampian; · Robert Gordon University; · Scottish Council for Development and Industry (SCDI); and · Visit Scotland. Feedback from attendees was sought on the following areas: · Appropriateness of A and B-class roads in the current roads hierarchy; · ‘Anomaly’ routes – those that may function at a different level to their current classification; · Principal destinations in the study area; and · Initial thoughts on potential hierarchy options. The notes of the workshop are presented in Appendix C.

Prepared for: Nestrans and Aberdeen City Council AECOM 34 North East Scotland Roads Hierarchy Study Project number: 60583665

5.5.2 Stakeholder Discussions In addition to the stakeholder workshop, there has been written correspondence and a number of face-to-face meetings and telephone conversations held with the other stakeholders identified in Figure 5.1.

The key outcomes from this extensive engagement exercise are set out below. While views were forwarded by a cross-section of stakeholders, a number of common themes emerged from the initial consultation:

· There is widespread support for the revision of the roads hierarchy from stakeholders in Aberdeen/the Aberdeen City Region. · The concept of future-proofing the transport network through this study, to enable delivery of elements of the CCMP was widely accepted. · The interrelationship between the Roads Hierarchy Study and other ongoing projects is a key factor for consideration in the work. This includes transport schemes, development plans and other initiatives including establishment of health centre hubs across the city. · There is a feeling of shared ownership with regards the city centre and it is important to ensure that it is given the opportunity to grow in a sustainable way. · The city centre is a key resource for the City Region as a whole, and it will be important to ensure that the aspirations for the CCMP (and the Roads Hierarchy Study) support this, with cognisance taken of the importance of movements to and from Aberdeenshire into the study area. · Public transport (including P&R) is a key consideration in the study and must form a conscious part of thinking in the development of options. · Access for all users of the transport network, including those with mobility impairments, should be an underlying principle applied throughout the work. · Appropriate designation and promotion of car parking in the city centre was frequently identified during consultation. · There is general stakeholder acceptance that there is rationale to consider the appropriateness of existing road classifications in the roads hierarchy study area, including the role of anomaly routes. · The concepts of place and movement, and their role in revising the roads hierarchy, were widely supported.

5.6 RTP Leads Engagement The consultation exercise additionally involved consultation with the following RTPs across Scotland:

· SEStran; · Tactran; · Strathclyde Passenger Transport (SPT); and · HITRANS. It should be noted that the HITRANS discussion was passed to the Highland Council, as it was considered that the Highland Council was in a better position to advise on the project. Dundee City Council also participated in the meeting with Tactran. This section provides a summary of the discussions held with each of the RTPs, with the minutes of each discussion included in Appendix C. 5.6.1 SEStran A telephone discussion was held with SEStran on 13 November 2018 and the key points discussed are as follows:

· Edinburgh is seeking to reduce the total volume of traffic in the city centre, considering the requirements to deliver air quality improvements. In addition to this, Edinburgh is undertaking a process of transforming the city centre, seeking to increase the quality of place in the area. Some concern has been expressed about this in terms of pushing traffic further out of the city centre, and its effect on congestion and air quality in other locations.

Prepared for: Nestrans and Aberdeen City Council AECOM 35 North East Scotland Roads Hierarchy Study Project number: 60583665

· The roads hierarchy in Edinburgh is reviewed infrequently. There will have been minor alterations to the hierarchy as a result of new infrastructure, for example following the construction of the bypass, however it is unclear when the last wholescale review was undertaken. · Taking movement and place into account when developing a new hierarchy can be used to promote public transport and active travel, and it was emphasised that new definitions of streets should include public transport and cycling. 5.6.2 SPT A telephone discussion was held with SPT on 19 November 2018 and the key points discussed are as follows:

· It was noted that the motorway network in Glasgow is excellent, but the city centre can experience congestion. · The grid and one-way system in Glasgow are beneficial, however it can lead to lengthy bus routes in some locations. Many bus routes cross the city centre and lose time as they do so. Generally, passengers are dropped off at the edge of the city centre and the buses cross the city centre largely empty before new passengers are picked up as the bus exits the city centre area. It was noted that consideration is being given to means by which these issues could be alleviated. · Parking within the city centre needs to be considered to influence access by car. · The Glasgow City Deal is seeking to create avenues on key streets to improve the place setting and impacts on public transport need to be addressed as part of this. · The competing demands on road space need to be balanced and care needs to be taken that cycle facilities are implemented at all costs. It is accepted that the car is not the overarching solution to access issues. · Some consideration is being given to the hierarchy of roads, and it is thought that some roads currently under the responsibility of Glasgow City Council would be better as part of the trunk road network. There is also debate on the hierarchy of routes within the city centre. · It is unclear if changes introduced have brought about a modal shift, or if vehicles are being routed onto other streets. It is thought that the impact of the bus gate on Nelson Mandela Place has had an effect of pushing traffic onto other streets in the area. 5.6.3 Tactran A face-to-face meeting was undertaken with Tactran on 19 November 2018 and the key points discussed are as follows:

· Consideration is being given to 20mph zones across large parts of Dundee, however it is likely that if this was implemented, some streets would remain with a 30mph limit to help with the flow of traffic. · Two ring roads have been created in Dundee, the first encompassing the whole city and the second encompassing the city centre, with the two meeting at the north side of the Tay Road Bridge. The inner ring road was designed to prevent vehicles moving across the city centre, and bus gates have been installed to allow public transport access. Redevelopment of the waterfront area has brought about a number of changes, including some streets which are effectively pedestrianised. Within the inner ring road, there are no A- classified roads. · Consideration is being given to the main arterial routes into the city centre, and the possible introduction of cycle routes. Four P&R sites are also being considered around Dundee and the revolution in rail will bring improved service frequency from the surrounding towns. · The LEZ work is being considered and it is thought that buses are creating air quality problems, particularly at the bus gates due to the concentration of movements. It is recommended not to route buses through residential areas. Problems were also noted with cycling in pedestrianised areas. · Dundee is considering a sustainable travel hub which would encourage electric vehicles.

Prepared for: Nestrans and Aberdeen City Council AECOM 36 North East Scotland Roads Hierarchy Study Project number: 60583665

5.6.4 HITRANS/The Highland Council A telephone discussion was held with The Highland Council on 4 February 2019 and the key points discussed are as follows:

· The Highland Council made a start at a priority-based system for road improvements, which involved factors including road safety and vehicle flow to identify priorities for improving the road network. With budget cuts however, this was effectively made redundant and only City Deal projects were taken forward. · Within the LTS, the roads team in the Council wanted a stronger emphasis on the hierarchy of measures, however the planners required that measures were centred around supporting development. · The west link has performed a similar, if smaller, role in Inverness as the AWPR is expected to for Aberdeen. There have been reductions in traffic flow of approximately 26% in the city centre following the opening of this link. This has allowed The Highland Council to start thinking about other measures that could be introduced in the city centre using the available capacity, including pedestrianisation. Pedestrian and cycle counts have also been undertaken on the west link, which show a high demand for these modes. · No other changes, including to the hierarchy, have been introduced following the opening of the west link. 5.7 Summary This chapter has summarised the initial consultation work that has been undertaken as part of the Roads Hierarchy Study. The initial consultation work has focussed on setting out the reasons for the review of the roads hierarchy, the key objectives of the work and laying the foundations for subsequent engagement at a later stage.

Initial consultation has included officer engagement, member engagement, stakeholder engagement, and engagement with the leads of Scotland’s Regional Transport Partnerships.

The initial consultation has highlighted that there is clear stakeholder appetite to deliver the CCMP. Aligned to this, early engagement on the study has identified buy-in with the principles of the roads hierarchy, particularly in terms of how the AWPR can (and now is) enabling consideration of how to make best use of the city’s road network with this infrastructure now in place. There is acceptance that this will be a challenging exercise, however it was clear from the stakeholder workshop in October 2018 that there is an opportunity for Aberdeen to deliver a city centre of the highest quality, and the Roads Hierarchy Study is an integral component of delivering the city centre that stakeholders have previously aspired to. The initial consultation has also demonstrated that similar issues are being experienced by the other RTPs in relation to aims to reduce traffic and improve the quality of city centres.

Chapter 5 – Key Outcome

There is a clear message from the initial consultation work that there is stakeholder support for the current review of the roads hierarchy. The view was shared that key places across the city are being eroded by the amount of traffic, the lessening of which is supported. In addition, stakeholders considered many of Aberdeen’s roads to be inappropriately classified and conducting a review of this had stakeholder support.

Cognisance will require to be taken of competing demands for access to and use of the network in Aberdeen, consideration of which will be given later in this report during the appraisal of option packages.

Prepared for: Nestrans and Aberdeen City Council AECOM 37 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 0638 North East Scotland Roads Hierarchy Study Project number: 60583665

6. Development of Objectives 6.1 Introduction This chapter presents the objectives for the Roads Hierarchy Study. As discussed in Chapter 2, a set of objectives were developed for the roads hierarchy in 2016. In taking forward this study, these objectives were reviewed and reassessed in the context of the study and ‘SMART’ened to provide a targeted approach to assessing performance of initial options for change and subsequent package scenarios.

The revised objectives were subsequently agreed in liaison with the client group. This was facilitated by assessing the principal problems/issues and opportunities as outlined in Table 6.1.

Table 6.1: Roads Hierarchy Study - principal problems/issues and opportunities

Problems and Issues

The CCMP requires an enabling city-wide framework to facilitate the delivery of its transport elements

The present hierarchy is outdated, and has not been subject to detailed review since the 1990s

There are several routes in the current hierarchy which may be carrying a classification inappropriate to its current function, either in terms of being ‘over’ classified or performing at a higher function than is presently recognised within the hierarchy – ‘anomaly routes’

In the current hierarchy, cross-city centre vehicular movements can be undertaken on several routes

Significant development is expected in the short to medium term in the study area, including at Countesswells, Grandhome and Craibstone South – the future roads hierarchy will require to take cognisance of these developments

Opportunities

The CCMP creates the opportunity to make the city centre a destination in its own right

There is strong public and stakeholder support for an improved environment for pedestrians and cyclists in the city centre

The AWPR can accommodate the movement of through and peripheral traffic, which provides the opportunity to revise the current roads hierarchy

Locking-in of AWPR benefits to prioritise the movement of active and sustainable travel

Local road infrastructure projects being progressed (including the Berryden Corridor Improvement and Haudagain Roundabout Improvement)

Revolution in rail will provide benefits for regional rail travel and encourage uptake of rail travel

Prepared for: Nestrans and Aberdeen City Council AECOM 39 North East Scotland Roads Hierarchy Study Project number: 60583665

6.2 Roads Hierarchy Study Objectives The agreed objectives for the Roads Hierarchy Study are set out below. Under each, a commentary is provided to highlight how they link back to the confirmed problems/issues and opportunities set out in Table 6.1.

The objectives were developed to ensure they are:

· Specific; · Measurable; · Attainable; · Realistic; and · Time-bound. Figure 6.1 illustrates the adherence of the objectives to these elements.

Prepared for: Nestrans and Aberdeen City Council AECOM 40 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 6.1: Roads Hierarchy Study - 'SMART' Objectives

Prepared for: Nestrans and Aberdeen City Council AECOM 41 North East Scotland Roads Hierarchy Study Project number: 60583665

6.3 Objective Mapping The table below illustrates the objective mapping exercise undertaken to demonstrate the process of reviewing the initial 2016 roads hierarchy objectives to aid preparation of the finalised objectives for the current Roads Hierarchy Study. Full details of the objectives presented in the table below can be found in Section 2.1.3 and Section 6.2.

Table 6.2: Objective mapping exercise

Roads Hierarchy Study Objectives 1 2 3 4 5 6

CC through City-wide City-wide CCMP CC priority Key Themes traffic LIB priority for economic Delivery for PT/AT reduction PT/AT growth

TPO1 CC active travel P

TPO2 PT journey times P P

TPO3 PT reliability P P

TPO4 CC economic growth P

TPO5 Removal of AQMAs P P P

TPO6 LIB P P Roads Hierarchy TPOs (2016) TPOs Hierarchy Roads

TPO7 CCMP P P P P P

It is highlighted in the table that the Roads Hierarchy Study objectives reflect the original roads hierarchy TPOs from 2016, with the revised objectives ‘SMART’ened to provide a targeted approach to appraisal. 6.4 Summary Through a review of the previous roads hierarchy objectives developed in 2016, a revised series of objectives were developed and agreed with the client group. The objectives focus on the key themes of promoting the city centre as an accessible destination, taking advantage of road and rail improvements in the region, reducing cross-city centre movements by general traffic, making best use of the AWPR, prioritising movements by radial routes, promoting public transport and active travel across the city, and supporting continued sustainable economic growth in the city.

By adopting a ‘SMART’ approach, there is a framework in place for Nestrans, ACC and partners to take forward meaningful options that complement the key drivers of this study.

Chapter 6 – Key Outcome

The setting of objectives for the Roads Hierarchy Study provides an objective base from which to assess the suitability of roads in terms of their place in the roads hierarchy, their suitability for movement and their adherence to the key principles of the project.

Prepared for: Nestrans and Aberdeen City Council AECOM 42 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 0743 North East Scotland Roads Hierarchy Study Project number: 60583665

7. Principles of Roads Hierarchy System 7.1 Introduction This chapter sets out the principles of the roads hierarchy system based on movement only. 7.2 Street Definitions in the Context of Movement In the context of movement alone, a hierarchy system has been developed that splits the road network within the AWPR into three categories: primary, secondary and tertiary. These categories relate respectively to priority, secondary and local routes as defined in this study. The following sections are intended to set out how the road network within the AWPR will be categorised into priority, secondary and local routes, and the broad characteristics of each type of street. Reference should be made to the NRDG discussed in Chapter 3 for the design detail of each type of street, including local authority principles and amendments for all types of infrastructure.

Figure 7.1 illustrates the relationship between hierarchy status, definitions used in the Roads Hierarchy Study and classification.

Figure 7.1: Hierarchy status and classification diagram 7.2.1 Priority Routes Priority routes are primary movement corridors, linking the strategic road network to principal destinations and secondary routes. It is considered that street users should be aware they are on a priority route by the environment and infrastructure.

Priority routes will generally be radial routes that connect with the AWPR to facilitate movement around Aberdeen by this primary orbital route, without using the city centre as a through route. In addition, priority routes must connect with at least one secondary route, and should terminate at a secondary route or principal destination in the interests of vehicle flow. Where they terminate, there should be a logical transition for vehicles to their destination (e.g. a city centre car park, onwards to a secondary route, or to the car park of a principal destination etc.), and it should be clear that the priority route is terminating.

Principal destinations (discussed in Chapter 11) should be connected to a priority route, though do not have to be accessed directly from the priority route. Direct access with a priority route should, where possible, be avoided in the interests of vehicle flow.

Prepared for: Nestrans and Aberdeen City Council AECOM 44 North East Scotland Roads Hierarchy Study Project number: 60583665

Priority routes should serve as significant carriers of at least two key modes of cars, freight, buses, or cycles. There is no fixed number of vehicles that set the criteria for a priority route, however the thresholds outlined below indicate a high level of movement is to be accommodated and the route could be considered for priority status.

· Cars – more than 10,000 number of general vehicle movements per day; · Freight – recognised freight route or carrying 1,500 number of light goods vehicle (LGV)/heavy goods vehicle (HGV) movements per day; · Buses – regular public transport corridor carrying 100 number of buses per day, or serves a P&R facility; and · Cycles – carrying 100 number of cyclists per day. Priority routes should be considered for the provision of segregated bus lanes (where they serve as a bus route) and separately segregated cycle lanes, for travel in both directions. Measures to give public transport and cyclists priority through junctions should also be employed. To facilitate movement on these corridors, junction treatments should be carefully considered. All-ways junctions with secondary routes are appropriate, with priority being given to the priority route. For general traffic, junctions with local routes should be avoided where possible, but may be permitted as left in/left out only. Bus routes may be permitted to move directly between priority and local routes by means of bus gates. Cyclists should be permitted to move between priority and local routes by means of segregated cycle routes bypassing junctions, routing through junctions closed to general vehicles, or by toucan crossings. Junctions should generally take the form of signal or roundabout-controlled junctions. Speed limits should reflect the environment but would generally be expected to be 30-40mph. 7.2.2 Secondary Routes Secondary routes are secondary movement corridors facilitating access from secondary destinations to principal destinations, and from priority routes to local routes. It is considered that street users should be aware they are on a secondary route by the environment and infrastructure.

Secondary routes must connect with at least one priority route and may connect with more than one. Secondary routes may also connect with other secondary routes.

Secondary destinations (discussed in Chapter 11) must be connected to a secondary route, though do not have to be accessed directly from the secondary route.

Where secondary routes terminate, they must do so logically at secondary destinations, or with logical transitions to priority or local routes. It should be clear that the secondary route has come to an end by the nature of the infrastructure.

There is no fixed number of vehicles that set the criteria for a secondary route, however the thresholds outlined below indicate a medium to high level of movement is to be accommodated and the route could be considered for secondary status.

· Cars – more than 3,000 number of general vehicle movements per day; · Freight – more than 450 number of LGV/HGV movements per day; · Buses – public service routes carrying less than 100 number buses per day; and · Cycles – carrying less than 100 number of cyclists per day. Secondary routes should be considered for the provision of segregated bus lanes where they are a bus route with greater than 100 number of buses per day and separately segregated cycle lanes where there are high levels of general traffic movement. Frontage access should be permitted on secondary routes. Junctions between secondary routes and between priority routes and secondary routes should be signalised or roundabout-controlled. Speed limits should reflect the environment but would generally be expected to be 30-40mph.

Prepared for: Nestrans and Aberdeen City Council AECOM 45 North East Scotland Roads Hierarchy Study Project number: 60583665

7.2.3 Local Routes Local routes are part of the tertiary movement network serving local destinations and facilitating access from secondary destinations to principal destinations.

Local routes connect the secondary route network with individual destinations that are neither secondary nor principal destinations. Frontage access should be permitted on local routes and connections with priority routes should be kept to a minimum.

Junctions should generally be priority in nature, and only if local circumstances permit, should have other forms of control.

It should not be necessary to provide bus lanes on local routes. Although cycle facilities are not generally required, this would depend on the volume and composition of traffic.

Traffic speeds should generally be 20mph. 7.3 Summary This chapter has set out the principles of the roads hierarchy system based on movement only.

In the context of movement alone, a hierarchy system has been developed that splits the road network within the AWPR into three categories: primary, secondary and tertiary. These categories relate respectively to priority, secondary and local routes as defined in this study. The following road classifications are applicable to these categories:

· Priority – A-roads (including trunk roads); · Secondary – A or B-roads; and · Local – C-roads or Unclassified roads. The characteristics of each category have been outlined, including an indication of thresholds for different modes and a description has been provided of the relationship and appropriate linkages between the different route categories.

Figure 7.2 over page provides an overview of the principles of the roads hierarchy system, summarising the definitions that have been discussed throughout this chapter.

Prepared for: Nestrans and Aberdeen City Council AECOM 46 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 7.2: Principles of roads hierarchy classification system

Chapter 7 – Key Outcome

Confirmation of the categories of the roads hierarchy system has enabled establishment of the ‘building blocks’ for the review of the roads hierarchy and has assisted with the development and validation of options for the updated hierarchy.

Prepared for: Nestrans and Aberdeen City Council AECOM 47 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 0848 North East Scotland Roads Hierarchy Study Project number: 60583665

8. Network Assessment 8.1 Introduction This chapter provides an overview of the network subject to review in the Roads Hierarchy Study. It considers:

· The range of transport-related projects identified as providing context for optioneering in the study; · Forecasted traffic flow information using data generated by the Aberdeen Sub-Area Model (ASAM14); and · Volumes of cross-city centre traffic movements. 8.2 Transport Related Projects This section sets out a range of transport-related projects which have been identified as providing context for optioneering in the Roads Hierarchy Study. It considers:

· Committed transport projects and key transport projects in development at the local (Aberdeen City) and regional (Nestrans) level; · Transport projects within the CCMP area (proposed schemes within the CCMP); and · ‘Locking-in the Benefits’ projects under consideration. A key task is to ensure compliance of these transport projects with the agreed principles of the Roads Hierarchy Study. 8.2.1 Committed Transport Projects and Key Transport Projects in Development The following lists of committed transport projects and key transport projects in development have been developed in consultation with officers.

For the purposes of the study, the definitions that have been taken are summarised in Table 8.1.

Table 8.1: Project definitions

Category Description

Committed Comprises transport projects and schemes either under construction, or with Transport Projects commitment (e.g. in ACC Capital Plan).

Transport Projects Includes transport improvements subject to further development as part of appraisal and in Development feasibility studies (e.g. STAG assessments).

The list of committed transport projects is summarised in Table 8.2.

Table 8.2: Committed transport projects in the study area

Scheme Description Reference Now fully open to traffic. Study area is AWPR/B-T https://www.transport.gov.scot/projects/aberdeen east of the route between Blackdog and -western-peripheral-route-balmedie-to-tipperty/ Charleston.

Haudagain Haudagain Roundabout Improvement – https://www.transport.gov.scot/projects/a90a96- Roundabout to be implemented post-AWPR with haudagain-improvement/a90a96-haudagain- Improvement demolition currently underway. improvement/ Berryden Road improvement scheme to improve https://www.aberdeencity.gov.uk/sites/default/file Corridor the traffic flow between Skene Square s/2017- Improvement and St Machar Drive. 12/Berryden%20Preliminary%20Layout.pdf

Prepared for: Nestrans and Aberdeen City Council AECOM 49 North East Scotland Roads Hierarchy Study Project number: 60583665

Scheme Description Reference

Reordered road layout and junction https://committees.aberdeencity.gov.uk/documen South College arrangement (Option 1 – currently ts/s75668/CHI.17.020%20South%20College%2 Street approved scheme). 0Street%20-%20Corridor%20Improvement.pdf

Various rail proposals, including the A2I reopening of Kintore Rail Station in 2019 https://www.transport.gov.scot/projects/aberdeen Improvements and redoubling of the track between -to-inverness-rail-improvements/aberdeen-to- Aberdeen- Aberdeen and Inverurie in order to inverness-rail-improvements/ Central Belt contribute towards the improvement of Improvements journey times between Aberdeen and https://news.gov.scot/news/rail-revolution- Inverness, and Aberdeen and the announced Rail Revolution Central Belt. Influence will be included in Proposals future versions of ASAM. No physical road network scheme inclusion required.

The AWPR provides the new primary orbital route around Aberdeen linking to priority radials. It provides traffic relief in the city centre by providing an alternative to a through route. It also provides a mechanism to reduce traffic on the former strategic orbital route of Anderson Drive and The Parkway by replacing this with a new strategic trunk road route for long distance traffic. ACC policy is to use the AWPR not only for previous strategic through trips, but also for movement from one area of Aberdeen to another via radial priority routes.

The Haudagain Improvement will provide a connection from the A96 priority radial route to the A92 Anderson Drive orbital route. It will aim to provide traffic relief at the A96 priority route junction for onward movement to the north and west of the city centre.

The Berryden Corridor Improvement will provide a potential alternative or additional priority route or secondary radial route connecting the A96, A944 and potential B9119 priority radial routes to the north and west of the city centre. The improvement has the potential to provide additional traffic relief on existing sections on the A978 such as Hilton Street and Leslie Road.

The South College Street Improvement will provide a traffic (cars/vans only) connection to and from the south of the city centre from the Aberdeen West area. There remains a height restriction on Palmerston Place. The current preferred option, Option 1, provides another traffic route on the southern edge of the city centre taking some traffic affected by vehicular restrictions proposed for Guild Street by CCMP schemes. Roundabout works are being held in abeyance pending the outcomes of this report.

Rail improvements may provide city centre traffic reduction from the northwest and south.

The list of key transport projects in development is summarised in Table 8.3. It should be noted that there are a large number of other projects in development by ACC, Nestrans and partners, many of which are active travel in nature, within the timescales of this study.

Table 8.3: Key transport projects in development in the study area

Scheme Description Reference

Aberdeen New harbour at Bay of Nigg – identified in National Planning STAG Report provided by ACC to South Harbour Framework 3. Construction underway with STAG Part 2 facilitate Desktop Review. transport links Study to assess external transport links ongoing. Wellington STAG Report provided by ACC to Road To be determined following STAG Part 2 Study. facilitate Desktop Review. Improvements Proposed new crossing of the River Dee to relieve existing https://committees.aberdeencity.g constraint on A92. STAG Part 2 has been completed, with Bridge ov.uk/ieDecisionDetails.aspx?Id= the outcomes to be reviewed following the establishment of of Dee 5045 travel patterns post-AWPR.

Prepared for: Nestrans and Aberdeen City Council AECOM 50 North East Scotland Roads Hierarchy Study Project number: 60583665

Scheme Description Reference

STAG Part 2 Study underway to identify transport Aberdeen connections between new areas of development (both housing and employment) on the periphery of Aberdeen, STAG Report provided by ACC to Cross City and in areas of Aberdeenshire close to the Aberdeen City facilitate Desktop Review. Connections boundary with the aim of providing viable, attractive and direct linkages as an alternative to the private car.

It should be noted that the initial linkage from Wellington Road identified for access to ASH will be reviewed in the hierarchy as a secondary route, but physical change to the network may not be required.

Wellington Road Improvements may provide traffic relief to this priority radial route to the south of the city centre through junction improvements and potential additional capacity. Consideration is to be given to further public service vehicle (PSV) and active travel priority along the route.

A new crossing of the River Dee, if brought forward, would provide the opportunity for improved walking and cycling facilities to cross the Dee at this location and would provide a new route for HGVs and PSVs, enabling a potential reduction of traffic on B9077 Great Southern Road. Conversely, it may increase traffic attraction to A9013 Holburn Street. 8.2.2 Transport Projects within the CCMP area The CCMP identifies possibilities for several transport schemes in the city centre area. It should be noted that no traffic modelling was undertaken to support the transport elements of the CCMP at the time the document was produced. ACC has undertaken some work in the interim on the key transportation possibilities, verified these and optimised the programme of delivery. The options presented in the table below are intended to be indicative of the implementation of the CCMP at a high-level, as interpreted by ACC officers for the purposes of modelling within ASAM.

Table 8.4: Indicative CCMP schemes as interpreted by officers for the purposes of modelling within ASAM

Road Description

A clockwise gyratory system introduced around North East Scotland College. The route becomes a bus only link northbound with general traffic required to route via Berry Street, Gallowgate Loch Street and Spring Garden before rejoining Gallowgate. A bus only right-turn is also introduced from Gallowgate onto Littlejohn Street.

Guild Street Westbound movements for buses and local access only.

Bridge Street/ Sections of Wapping Street and Bridge Street allow two-way traffic movements, and Wapping Street Carmelite Street is closed which results in junction layout changes.

Bridge Street Northbound route for buses only from the junction with Wapping Street.

Union Street Two-way bus only route between Bridge Street and Broad Street.

Closed to vehicles between Wapping Street and Guild Street, resulting in southbound Carmelite Street traffic routing via Wapping Street and Bridge Street.

Junction with Wapping Street is remodelled to allow southbound traffic to turn right onto Denburn Road Wapping Street. Access to Carmelite Street and the Trinity Centre car park is restricted from the west, with access from Denburn Road only.

Union Terrace Bus, taxi and local access movements only permitted in both directions.

The northern section of Market Street becomes a southbound bus only link, with local Market Street access maintained.

Upperkirkgate Closed to vehicles between the junctions of Back Wynd and Flourmill Lane.

Prepared for: Nestrans and Aberdeen City Council AECOM 51 North East Scotland Roads Hierarchy Study Project number: 60583665

Road Description

Westbound only between Loch Street and George Street; eastbound only from Loch Street Spring Garden to Gallowgate. Restriction on motorists being able to travel ‘through’ the George Street area, with the following streets allowing buses and local access only in both directions:

· Charlotte Street between John Street and Craigie Street; George Street/ · John Street between Charlotte Street and George Street; John Street area · George Street between John Street and Craigie Street; · John Street between George Street and Jopp’s Lane; · George Street between St Andrew Street and John Street; · St Andrew Street between Loch Street and George Street; · St Andrew Street between Charlotte Street and George Street. Blackfriars Between Schoolhill and St Andrew Street, this becomes a bus only link northbound, with all Street vehicles permitted to travel in the opposite direction.

Langstane Place Closed to vehicles between Bon Accord Terrace and Bon Accord Street.

Windmill Brae Closed to vehicles between Crown Street and Bridge Street.

Marischal Street Local access only.

Palmerston Two-way traffic movements to link between North Esplanade West and South College Place Street using the new junction.

8.2.3 Locking-in the Benefits Schemes Furthermore, the current Aberdeen LTS references the 2009 Locking in the Benefits Study which identified a number of transport projects. Those relevant to the Roads Hierarchy Study are outlined in Table 8.5.

Table 8.5: Locking-in the Benefits projects

Corridor/Project Description

Stonehaven Road – Bridge Bus or bus/ high occupancy vehicle (HOV) lane extending from the Charleston of Dee (A92) Interchange to the Bridge of Dee, including priority at junctions Circumferential bus route travelling the length of Anderson Drive, with priority at junctions and stops/ interchange facilities along the route Improve and increase the number of pedestrian crossings. Introduce pedestrian phases on existing signalised junctions where they do not exist Anderson Drive, Bridge of Dee – Haudagain All roundabouts converted to signals or signalised roundabouts (A92) Change signal timings to give greater east-west priority Upgrade junctions to accommodate large vehicles and to improve their manoeuvrability Wellington Road, Improve key junctions along the corridor to allow easier manoeuvring of Queen Elizabeth Bridge – HGVs* Charleston (A956) Peterculter – Bus or bus/ HOV lane with junction priority, operational for eastbound vehicles Holburn Junction (A93) only Alter signalised roundabout timings

Extension of bus lane or conversion of existing bus lane to bus/ HOV lane Mason Lodge – from bus gate on Lang Stracht to Berryden Road, with junction priority for bus Hutcheon Street (A944) and HOV

Signalise roundabouts to give greater east-west priority

Prepared for: Nestrans and Aberdeen City Council AECOM 52 North East Scotland Roads Hierarchy Study Project number: 60583665

Corridor/Project Description

Extension of existing bus lane or conversion of existing eastbound bus lane to bus/ HOV lane to be continuous from A944/ B9119 switchback junction to Switchback – Holburn Street Anderson Drive junction, with priority for bus and HOV (B9119) Junction/ signal changes to allow greater east-west priority

Extension of existing bus lane or conversion of existing bus lane into bus/ HOV lane from the Park and Choose to Haudagain junction with junction priority for bus and HOV Kinellar Roundabout – St Machar Drive (A96)** New bus/ HOV lane from the airport to the A96

Improvement of A96/B979 junction at Tyrebagger

Advisory cycleway on Riverview Drive upgraded to mandatory Victoria Street/Stoneywood Road, AWPR – Bucksburn Bus or bus/ HOV lane on approach to A947/A96 junction. Investigate (A947) extending this along entire A947 and, if not possible, localised and junction improvements to give priority to bus and HOV Toucan crossings at Woodside Road and between Scotstown Road and Ellon Road The Parkway (A90) Improve Parkway/Woodside Road junctions to facilitate large vehicle manoeuvres and right turning vehicles in a safer manner Pedestrian crossings at Ellon Road/Parkway roundabout Ellon Road, Balmedie to St Machar Drive Convert and extend intermittent bus lane to continuous bus/ HOV lane between St Machar roundabout and as yet undetermined point north of Balmedie *ACC has since implemented green signal time optimisation on the Wellington Road Corridor to aid movement of HGVs. **Subject to A96 dualling scheme west of AWPR.

8.3 Traffic Flow Information This section presents forecasted traffic flow information using data generated by ASAM14 and considers volumes of cross-city centre traffic movements in the two scenarios used. It should be noted that ASAM14 reflects an indicative 2017 demand matrix. The model will be updated when there has been sufficient time for new travel patterns to become established as a result of the opening of the AWPR.

The network assessment has included consideration of two scenarios:

· Do-Minimum – the transport network represented is the 2022 Do-Minimum scenario (with a forecast model run in the year of 2017), which includes the following schemes:

─ AWPR/B-T; ─ Haudagain Link Road; ─ Berryden Corridor Improvement; and ─ Kintore Rail Station and Rail Revolution Services. · City Centre Masterplan Transport Schemes – in addition to the schemes outlined under the Do-Minimum scenario, this data includes application of the indicative CCMP schemes listed in Table 8.4 above. It should be noted that there is a 20-year timeframe for the delivery of CCMP projects, however they have been included within the modelling to see the effect on the network with the schemes in place. It should be noted that no measures to support the proposed new roads hierarchy have been included within the modelling assumptions.

Prepared for: Nestrans and Aberdeen City Council AECOM 53 North East Scotland Roads Hierarchy Study Project number: 60583665

8.4 Traffic Flow Diagrams A series of plans are presented in Appendix D to provide an indication of traffic flows under both scenarios for all traffic and for HGVs, and to outline PSV coverage across the study area. The table below summarises the categories used for the traffic flow diagrams, with the numbers representing indicative two-way counts per day.

Table 8.6: Details of categories used in traffic flow diagrams (shown in Appendix D)

Indicative Two-Way Flows Category All Traffic HGVs Low 1 – 3,000 1 – 450

Medium 3,001 – 10,000 451 – 1,500

High 10,001 – 20,000 1,501 – 3,000

Very High 20,001 – 68,000 3,001 – 4,000

The thresholds developed relate to and have been derived from Cycling by Design – Figure 2.2: Link specification guide criteria9. In low flow/low speed environments, cycling can be part of a shared carriageway. In high flow/high speed environments, conditions are unsuitable for cycling on the carriageway. In medium, the speed of vehicles will determine the appropriate facilities. The thresholds have been used as a high-level indicator to assist the identification and development of options. 8.4.1 All Traffic In both scenarios, traffic is forecast to be very high on the following routes:

· A92 North and A956 Ellon Road/King Street to the junction with Orchard Street; · A96; · A944 between the AWPR and the B9119 Skene Road switchback junction; · A92 South and A92 Anderson Drive; · B9077 Great Southern Road; · Sections of A956 Wellington Road, North Esplanade West, Market Street, Virginia Street, and Commerce Street; · B986 Belmont Road, Berryden Road, Caroline Place, Skene Square, Woolmanhill and Denburn Road; and · The AWPR between Craibstone and Cleanhill. Application of indicative CCMP schemes results in forecast increases in traffic on routes including the Berryden Corridor; A956 corridor from Commerce Street to Queen Elizabeth Bridge; Hutcheon Street; Springbank Terrace and Bon Accord Street; Victoria Bridge; Victoria Road and South Esplanade West; Palmerston Road; Grampian Road and Grampian Place in Torry; Castle Terrace; Maberly Street; South Mount Street; Esslemont Avenue and Rosemount Viaduct. It results in expected decreases in traffic on routes mainly within the city centre including Union Street and its connecting routes; the other restricted areas of Schoolhill, George Street area, Bridge Street, Guild Street, Market Street between Union Street and Guild Street, and Marischal Street; Holburn Street and the south of King Street. 8.4.2 Heavy Goods Vehicles In both scenarios, there is evidence of high flows of HGVs on the following routes:

· A92 North from Murcar roundabout to The Parkway; · A956 from The Parkway to Hareness roundabout on Wellington Road; · Park Street at the Beach Boulevard roundabout;

9 https://www.transport.gov.scot/media/14173/cycling_by_design_2010__rev_1__june_2011_.pdf Prepared for: Nestrans and Aberdeen City Council AECOM 54 North East Scotland Roads Hierarchy Study Project number: 60583665

· Craibstone roundabout; · A944 between the AWPR and the B9119 Skene Road switchback junction; and · B9077 Great Southern Road between A92 South and Riverside Drive. Approaching the city centre area from the north, there is evidence of HGV displacement from the School Road, Golf Road, Park Road, Park Street route to King Street in the CCMP scenario. There is also evidence of increased heavy goods traffic under this scenario to the south of the city centre area, particularly at the junctions on either side of Queen Elizabeth Bridge, on Victoria Bridge and along South Esplanade West. Within the city centre, changes reflect the restrictions imposed by the CCMP schemes including removal of HGVs (except for access) from Union Terrace, Guild Street, Langstane Place, Schoolhill between Back Wynd and Flourmill Lane, Union Street between Crown Street and King Street, and the George Street area. 8.4.3 Public Service Vehicles In both scenarios, the ASAM data reflects coverage of PSVs along the key radial routes across the city – A92 North, A947, A96, A944, B9119, A93, A92 South and A956. Coverage on the main secondary orbital is limited, with many sections of The Parkway and Anderson Drive not utilised for bus operations. It is noted that the A92 South route connects with the B9077 Great Southern Road before joining Holburn Street due to the width restriction on the Bridge of Dee. Routes for PSVs converge in the city centre with the majority utilising Union Street either as part of an onward connection or in accessing the bus station at Union Square. It should be noted that PSVs cannot reroute in the model like other traffic as the routes and frequencies of buses are dictated by what is currently registered on the network. 8.4.4 Indicative Two-Way Flows The table below highlights indicative two-way flows at selected points on the network for both scenarios. A plan showing the specific locations used can be viewed as part of Appendix D.

Table 8.7: Indicative all-day two-way flows at selected locations on the network

Indicative Two-Way Flows All Traffic Heavy Goods Vehicles Public Service Vehicles Location Do-Min CCMP Do-Min CCMP Do-Min CCMP

A92 (North) 25,700 25,400 1,400 1,400 90 90 A947 17,100 17,300 1,100 1,100 40 40 Oldmeldrum Road A96 24,800 24,900 900 900 150 150

A944 27,000 26,700 1,500 1,500 140 140 A93 North Deeside 7,600 7,600 120 120 130 130 Road A92 (South) 35,300 35,200 1,100 1,100 80 80 A956 20,000 20,300 1,400 1,400 30 30 Wellington Road A92 Anderson Drive 30,000 31,600 500 500 10 10 (at A944) A978 13,100 13,700 500 600 80 80 Argyll Place A9013 10,000 1,800 25 0 1,500 1,800 Union Street

As shown, the numbers of HGVs and PSVs remain relatively consistent between the two scenarios, except for Union Street where the indicative CCMP scenario suggests removal of HGVs east of Bridge Street and an increase of around 300 PSVs per day. It should be noted that the modelling output is high-level and therefore deliveries on Union Street are unlikely to be accounted for in the flow information, despite access to businesses requiring to be maintained. Within the modelling, the increase in PSVs on Union Street to the east of Bridge Street appears to be a function of rerouting due to the closure of Schoolhill and the one-way operation of Bridge Street.

Prepared for: Nestrans and Aberdeen City Council AECOM 55 North East Scotland Roads Hierarchy Study Project number: 60583665

In terms of all traffic, implementation of CCMP schemes results in minor increases in the indicative two-way flow at points inside the AWPR boundary on the A947, A96, Wellington Road, and on the A978 at Argyll Place. A slightly more notable increase is evident on Anderson Drive to the north of its junction with the A944, with around 1,600 additional vehicles anticipated at this point compared with the do-minimum scenario. This may reflect increased traffic using the Anderson Drive orbital to connect with a more appropriate radial for accessing the city centre or the AWPR. Modest decreases in the indicative two-way flow are anticipated at points inside the AWPR boundary on the A92 North, A944 and the A92 South with implementation of CCMP schemes. Flows on the A93 North Deeside Road would be expected to remain fairly consistent. There is a significant reduction of all traffic at the count location on Union Street due to the bus only restriction that is introduced as part of CCMP schemes between Bridge Street and Broad Street. 8.5 Cross-City Centre Movements Volumes of cross-city centre traffic flows have been compared in the two ASAM scenarios by reading specific ‘link- points’ between the different areas of the city centre. Flows are presented for all traffic, light vehicles, HGVs and PSVs. Plans showing the links selected for each scenario are shown in Appendix D. The overall findings of the assessment of cross-city centre movements is summarised in Appendix D.

The findings illustrate a significant reduction in the volume of trips made between the three different sector areas of the city centre between the do-minimum scenario and the scenario where the CCMP transport schemes are implemented. An overall reduction of around 28,000 vehicles is presented, representing a 32% reduction of traffic moving between the sectors within the boundary of the city centre.

Subsequent to this evaluation exercise, a checking exercise was undertaken whereby ‘screen lines’ were used on the north-south and east-west axis of the city centre within sectors to estimate the number of vehicles still moving within and across the city centre in both ASAM scenarios. This found an overall reduction of around 20,500 vehicles; representing a 15% reduction of traffic moving across screen lines within the boundary of the city centre and thus through city centre zones.

Considering the two methods outlined above, it is considered that an overall general traffic reduction between 15% and 32% can be anticipated in the city centre with the application of the transport schemes within the CCMP.

Modelling reporting indicates that whilst a slight mode shift is evident, the majority of traffic reduction within the city centre area would be derived from rerouting outwith the city centre. The reduction in traffic at any point will depend on which part of the city centre is being considered. Model findings show that the CCMP schemes on their own go a considerable way and may exceed the target of reducing traffic in the city centre area by 20% overall, however there is evidence of impacts immediately outside the city centre area (e.g. on Hutcheon Street). With this in mind, any new roads hierarchy must aim to support rerouting by appropriate routes in order to protect places and communities where possible from excess or rerouted traffic and promoting a mode shift to public transport and active travel alternatives in order to alleviate the impact on surrounding areas.

It is noted that the CCMP scenario does still have some through routes available that have the ability to carry a high or very high level of traffic that could still be used by some through traffic in addition to providing access to the city centre. Removal or reduction of remaining through routes may not only improve the environment of the city centre further but may encourage wider use of the AWPR thus reducing local impacts, however that is yet to be proven. The further reduction of through routing is reviewed as part of package scenarios later in this study.

Prepared for: Nestrans and Aberdeen City Council AECOM 56 North East Scotland Roads Hierarchy Study Project number: 60583665

8.6 Summary This chapter has provided an overview of the network subject to review in the Roads Hierarchy Study. It has considered:

· The range of transport-related projects identified as providing context for optioneering in the study (committed and non-committed); · Forecasted traffic flow information with committed schemes using present-day traffic analogies; and · Volumes of cross-city centre traffic movements based on indicative forecasts. On present day forecasts without supporting measures, there is evidence of a traffic reduction in the CCMP area of between 15% (through zones) and 32% (between zones). This forecast is without the application of roads hierarchy measures in the city, thus any new roads hierarchy must aim to support rerouting by appropriate routes in order to protect places and communities where possible from excess or rerouted traffic and promoting a mode shift to public transport and active travel alternatives in order to alleviate the impact on surrounding areas.

Chapter 8 – Key Outcome

The analysis undertaken in this chapter has indicated that the application of CCMP schemes results primarily in rerouting close to the city centre. Whilst this is preferred to routing through the city centre, it highlights the need for the implementation of measures on the radial routes across the city in order to encourage greater use of the AWPR. It is recognised that more localised, intra-city trips are not long enough to warrant using the AWPR and thus, Anderson Drive will remain an important route for distributing traffic between radial routes.

The network assessment has provided focus for the option generation process, specifically relating to the identification of appropriate routes for general traffic, HGVs and public transport.

Prepared for: Nestrans and Aberdeen City Council AECOM 57 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 0958 North East Scotland Roads Hierarchy Study Project number: 60583665

9. Baseline Route Investigation and Constraints Mapping 9.1 Introduction A series of plans have been produced to outline the baseline conditions on the road network within the study area. These plans are shown in Appendix E and include the following:

· Locking-in the Benefits Corridors; · Air Quality Management Areas; · Bus Lanes; · Bus Routes; · City Centre Masterplan Area; · Candidate Noise Management Areas; · Committed Projects; · One-Way Restrictions; · Freight Restrictions; · Freight Routes; · On-Road Cycle Facilities; and · Vehicle Restrictions. This chapter outlines how information was collated for each element and provides a summary of what is included within the plans. 9.2 Locking-in the Benefits Corridors The locking-in the benefits plan illustrates the corridors for which schemes are noted within the Aberdeen City 2016-2021 LTS10. These schemes are aimed at locking-in the benefits generated by the AWPR and commonly involve the provision of HOV lanes along the key radial routes in the study area. The full list of schemes is shown in Table 8.5 in the previous chapter. 9.3 The Air Quality Management Areas in Aberdeen There are three AQMAs designated within the study area, as detailed on the Air Quality in Scotland website11. AQMAs are designated where the local authority considers that national air quality objectives are not likely to be achieved and a subsequent plan is developed to improve the air quality in the specified areas. The locations of AQMAs within the study area are:

· City centre: including Union Street, Market Street, Virginia Street, Commerce Street, and parts of Holburn Street, Guild Street and King Street; · Anderson Drive: including the whole of Anderson Drive and the area around the Haudagain roundabout and Auchmill Road; and · Wellington Road between Queen Elizabeth Bridge and Balnagask Road. 9.4 Bus Lanes Details of bus lanes were provided in a GIS shapefile supplied by ACC, and this information was verified using Google Maps and local knowledge of the network.

10 https://www.aberdeencity.gov.uk/sites/default/files/Local%20Transport%20Strategy%20%282016-2021%29.pdf 11 http://www.scottishairquality.scot/laqm/aqma?id=359 Prepared for: Nestrans and Aberdeen City Council AECOM 59 North East Scotland Roads Hierarchy Study Project number: 60583665

Coverage of continuous bus lanes is relatively limited across the city, with short sections of bus lane more common on approach to key junctions. Routes with the longest bus lanes include the A956 along King Street, the A96 along Auchmill Road and Great Northern Road, and the A944 along the Lang Stracht. 9.5 Bus Routes Information on bus routes was collated in September 2018 using the network maps provided by each bus operator – First Aberdeen12 and Stagecoach North Scotland13.

Bus routes are shown to be concentrated along the key radial routes across the study area – A92 North, A947, A96, A944, B9119, A93, B9077, A92 South and A956 Wellington Road. There are limited services that operate along The Parkway and Anderson Drive. Small sections of The Parkway are used between Ellon Road and Woodside Road, and between Balgownie Road and Whitestripes Avenue. Anderson Drive is utilised for bus operations between the Haudagain and its junction with the A944 Lang Stracht/Westburn Road. It should be noted that the A92 South route connects with the B9077 Great Southern Road before joining Holburn Street due to the width restriction on the Bridge of Dee. There is a convergence of bus routes in the city centre where routing tends to include parts of Union Street and/or access to the bus station at Union Square.

It should be noted that additional services have been added throughout the course of this study that are not included on the plan. From late January 2019, two new bus services began operation using the AWPR – service 747 and service 757. The 747 operates between Montrose and Ellon using the AWPR via Stonehaven, Kingswells P&R, and Aberdeen International Airport. The 757 operates from Aberdeen International Airport to Portlethen and Newtonhill, also via the P&R site at Kingswells.

Bain’s Coaches, a smaller bus operator, also operate a small number of services into Aberdeen from Aberdeenshire. These services are not included on the plan as the exact routing is not known. The 305 runs from Oldmeldrum to the city centre via Dyce and Woodside; the 777 runs from Oldmeldrum to Kirkhill Industrial Estate via Kingswells P&R and Aberdeen Airport; and the 52 runs between Hazlehead Academy and Mannofield Church within Aberdeen. It should also be noted that NHS Grampian operates a shuttle bus service between ARI, Cornhill and the Health Village, and between ARI and Summerfield House via Woodend. 9.6 The City Centre Masterplan Area The CCMP area was used to define the city centre for the study and is reflective of that detailed within the Aberdeen City Centre Masterplan and Delivery Programme14.

As will be discussed in Chapter 15, options for interventions such as road space reallocation and access only treatments have been focussed on the CCMP area. Outwith this area, interventions proposed focus on specific junctions where there are opportunities to lock-in the benefits of the AWPR and on changes to road signing to encourage traffic to make best use of the AWPR and radial routes. It is considered that locking-in the benefits measures on these routes may contribute towards encouraging active travel and public transport. 9.7 Candidate Noise Management Areas There are twenty Candidate Noise Management Areas (CNMAs) designated within the study area, as detailed in the Aberdeen Agglomeration Noise Action Plan15. The designation of CNMAs provides a focus for deriving actions to reduce noise, as they will be principal considerations when formulating environmental noise management actions and policy.

A number of the designated CNMAs are within the city centre of Aberdeen and others are located along Anderson Drive, Holburn Street, Inverurie Road, Great Northern Road, King Street, and Victoria Road in Torry.

There are additionally Candidate Quiet Areas within the study area at the following locations: playing field at Laurel Drive; West Field Park; Seaton Park; Seaton Playing Field; and Hazlehead Park. These areas have been designated as ‘Parks and Green Spaces’ in the place assessment discussed in Chapter 11.

12 https://www.firstgroup.com/aberdeen/routes-and-maps/network-maps 13 https://www.stagecoachbus.com/maps#tab2 14 https://www.aberdeencity.gov.uk/sites/default/files/2018- 06/Aberdeen%20City%20Centre%20Masterplan%20and%20Delivery%20Programme.pdf 15 https://www.gov.scot/binaries/content/documents/govscot/publications/report/2014/07/aberdeen-agglomeration-noise-action- plan/documents/00456810-pdf/00456810-pdf/govscot%3Adocument Prepared for: Nestrans and Aberdeen City Council AECOM 60 North East Scotland Roads Hierarchy Study Project number: 60583665

9.8 Committed Projects In addition to the CCMP transport schemes, it was agreed in consultation with the client group that three other road projects in the study area should be regarded as committed: Berryden Corridor Improvement, Haudagain Roundabout Improvement, and South College Street Improvement. 9.9 One-Way Restrictions Details of one-way streets were provided in a GIS shapefile supplied by ACC, and this information was verified using Google Maps and local knowledge of the network.

There are several one-way restrictions in the city centre including Rose Street, Chapel Street, Wapping Street, Guild Street, Regent Quay, St Andrew Street and John Street. Outwith the city centre area, restrictions include Christie Grange, Manor and Logie Terrace, High Street, Nelson Street, Mount Street, South Esplanade West, Sinclair Road, Menzies Road, and Morven Place. There are also one-way restrictions in place within the grounds of Aberdeen International Airport. 9.10 Freight Restrictions Freight restrictions across the study area are detailed within the Aberdeen City Freight Map16.

This highlights height, weight and width restrictions across the road network. There are width restrictions on the Bridge of Dee and the Beach Esplanade; weight restrictions on Victoria Street in Dyce, Fairley Road in Kingswells, Inchgarth Road and its connecting routes to the North Deeside Road, Abbotswell Crescent, Bon Accord Street, Market Street, and King Street; and height restrictions on Farburn Terrace, Riverside Drive and South College Street. 9.11 Freight Routes Existing freight routes across the study area are detailed within the Aberdeen City Freight Map.

This highlights the existing principal freight routes, industrial estate roads, other roads, and roads where there are restrictions on freight movement. The existing principal freight corridors include the A92 North; A956 between The Parkway and Charleston junction via King Street, East North Street, Commerce Street, Virginia Street, Trinity Quay, Market Street, North Esplanade West and Wellington Road; A96 between Craibstone roundabout and King Street via Inverurie Road, Auchmill Road, Great Northern Road, Powis Terrace, Powis Place, and West North Street; A92 South; Anderson Drive and The Parkway; and parts of Great Southern Road and Riverside Drive. 9.12 On-Road Cycle Facilities On-road cycle facilities were identified using the cycling maps produced by ACC and Aberdeen Cycle Forum17.

On-road cycle facilities can be split into advisory facilities, mandatory facilities and shared bus, taxi and cycle lane facilities. The only mandatory on-road cycle facility that has been identified is located along Market Street between North Esplanade West and Palmerston Road. It should be noted that it is outwith the scope of this study to consider any off-road active travel provision. 9.13 Speed Limits Details of speed limits were developed using Google Maps and local knowledge of the network, and this information was verified as necessary in consultation with ACC officers. 9.14 Vehicle Restrictions Details of vehicle restrictions were provided in a GIS shapefile supplied by ACC, and this information was verified using Google Maps and local knowledge of the network. The four types of vehicle restrictions noted include bus gates, pedestrian zones, prohibition of driving zones and bus contraflow lanes.

16 http://www.nestrans.org.uk/wp-content/uploads/2017/02/Aberdeen_Freight_map_A4_sizes_v1.pdf 17 https://www.aberdeencity.gov.uk/services/roads-transport-and-parking/cycling-aberdeen/cycling-maps Prepared for: Nestrans and Aberdeen City Council AECOM 61 North East Scotland Roads Hierarchy Study Project number: 60583665

There are currently five bus gates located within the study area including at the Old Lang Stracht; Bedford Road; High Street at College Bounds in Old Aberdeen; Broad Street; and on Foresterhill Road within the grounds of ARI. In addition to the aforementioned bus gates, there is a section of bus lane on Ellon Road to the south of the Bridge of Don with traffic signals to allow for bus priority.

The pedestrian zones and prohibition of driving zones are all located within the city centre area, including the south section of George Street; sections of Shiprow; St Nicholas Street and Correction Wynd; and sections of The Green. There are also access restrictions in the city centre, including on Back Wynd, Little Belmont Street and Belmont Street.

There are two bus contraflow lanes, located on Menzies Road in Torry and St Andrew Street in the city centre. 9.15 Summary This chapter has provided a summary of the baseline route investigation undertaken and supports a series of plans that have been produced to illustrate the baseline conditions on the road network within the study area. It has discussed a number of elements including AQMAs; bus lanes and bus routes; CNMAs; one-way restrictions; freight restrictions and freight routes; on-road cycle facilities; and vehicle restrictions. It has also outlined the locking-in the benefits corridors, the committed projects discussed in Section 8.2.1 and the CCMP area. For each element, it has been noted how information was collated and a summary of the findings of each has been provided.

Chapter 9 – Key Outcome

This chapter is a vital component of the Roads Hierarchy Study as it illustrates the baseline physical attributes of the routes under consideration and feeds into the next chapter on route purpose.

Prepared for: Nestrans and Aberdeen City Council AECOM 62 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 1063 North East Scotland Roads Hierarchy Study Project number: 60583665

10. Assessment of Existing Routes and Route Purpose 10.1 Introduction This chapter sets out an overview of existing A, B, C, and anomaly routes (those that may function at a different level to their current classification) within the present roads hierarchy and their function. It includes consideration of the following:

· Physical characteristics; · Public transport provision; · On-road cycle facilities; · Suitability for freight; · Communities served (based on community council areas); · Principal destinations (expanded in Chapter 11) and key destinations for the communities discussed; and · Connections with other routes. The scope of this study does not include consideration of off-road active travel routes. The full assessment of A, B, C-roads and anomaly routes throughout the city is shown in Appendix F. 10.2 Narrative of Existing Routes 10.2.1 A92 The A92 route was renamed (from the A90(T)) in 2018 in advance of the opening of the AWPR. The route has been detrunked as of April 2019, with ACC formally assuming responsibility of the route between the Blackdog junction and the Charleston junction via Ellon Road, The Parkway, Anderson Drive, and Stonehaven Road.

The A92 typically traverses Aberdeen north to south via:

· Ellon Road (providing a strategic connection to the AWPR at the Blackdog junction and north to Ellon, Peterhead and Fraserburgh); · The Parkway (which is typically a single carriageway route between the Parkway roundabout and the Haudagain roundabout); · North/South Anderson Drive; and · Stonehaven Road (providing a strategic connection to the AWPR at the Charleston junction, west to Cleanhill and south to Dundee and Perth) via the single carriageway across the Bridge of Dee. The A92 connects to radial routes at the A93 Great Western Road, A96 Haudagain roundabout and A944 Lang Stracht and provides connections to the AWPR along these corridors. It also provides a connection to a new route over the River Don via the Diamond Bridge, which can be accessed via The Parkway. Bus operations are typically limited on this corridor, with inter-urban services between Aberdeenshire and Aberdeen City using the route between Blackdog and Ellon Road, and between Charleston and Bridge of Dee. Presently, bus operations on The Parkway and Anderson Drive Figure 10.1: A92 Ellon Rd, Parkway, are limited, with only small sections being used. There is a P&R site at Anderson Drive, Stonehaven Rd Bridge of Don, which is a 532-space facility located off the Parkway

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roundabout. There is also a 300-space P&R facility to the north of the study area at Ellon, providing an alternative choice of travel mode on this corridor. There are no on-road cycling facilities on this route and crossing opportunities are limited at some junctions. For example, at the A944 where there is no pedestrian phasing at the traffic signals, although it is understood that ACC is currently designing a pedestrian facility at this location. The A92 is a recognised freight route in the North East Freight Action Plan, and on directional road signage. South of the AWPR Blackdog junction, freight traffic is directed to Aberdeen Harbour along the A92 Ellon Road and A956 King Street, East North Street, Commerce Street, Virginia Street, Trinity Quay and Market Street. Any freight traffic requiring to use Anderson Drive must divert via the B9077 Great Southern Road and Riverside Drive to avoid the width restriction on the Bridge of Dee. As the former strategic orbital trunk road in the region, the A92 serves several of the principal destinations identified in the study area, including: · In the north: Bridge of Don P&R, Bridge of Don Industrial Estate, Aberdeen Energy Park, Denmore/Murcar Industrial Estate, Berryhill Industrial Estate and Denmore Retail Park; · Along Anderson Drive: ARI, Hill of Rubislaw Business Park; and · In the south: Garthdee Retail Park and Robert Gordon University. The route affects the following communities: · In the north: Bridge of Don and Danestone; · Along Anderson Drive: Northfield, Midstocket, Sheddocksley, Stockethill, Mastrick, Woodside, Hilton, Ashley, Broomhill, Seafield, Mannofield, Summerhill, Queen’s Cross, Rosehill, and Garthdee; and · In the south: Kincorth and Leggart. 10.2.2 A947 The A947 is the primary route connecting Aberdeen City with communities in the Formartine and Banff and Buchan areas of Aberdeenshire. It is the primary road link to Newmachar, Oldmeldrum, Fyvie, Turriff, Banff and Macduff. A strategic connection to the AWPR is provided from the A947 at the Parkhill junction. The connection between this junction and Craibstone via the AWPR opened to traffic in February 2019. Within Aberdeenshire, the route has been the subject of a Route Improvement Strategy which was developed throughout 2015 to provide a long-term plan for improving the route between Aberdeen and Banff over the next 20 years.

Within the study area, the A947 typically routes north to south between the Parkhill junction and the A947/A96 roundabout at Bucksburn.

Bus services operate along the A947 providing services both within Aberdeen City (serving Dyce) and inter-urban routes serving Aberdeenshire. Dyce rail station is accessed from Victoria Street.

Along the route, HGVs are diverted via Riverview Drive to avoid a 7.5 tonne weight restriction on Victoria Street. There are advisory on-road cycle lanes on both sides of the carriageway for notable sections of Riverview Drive, but no on-road cycle infrastructure on the existing A947 route itself.

The A947 serves the communities of Bucksburn, Newhills, Stoneywood and Dyce, and the following identified destinations in the study area:

· Farburn Industrial Estate; · Stoneywood Industrial Estate; Figure 10.2: A947 Oldmeldrum · Dyce Shopping Centre; Rd, Victoria St, Stoneywood Rd · Dyce rail station; and · Wellheads Industrial Estate.

Prepared for: Nestrans and Aberdeen City Council AECOM 65 North East Scotland Roads Hierarchy Study Project number: 60583665

10.2.3 A96 The A96 is a strategic route in Scotland’s trunk road network. It provides the principal road link between Aberdeen and Inverness. The Scottish Government has committed to the dualling of this route between Aberdeen and Inverness by 2030.

Within the study area, the A96 typically routes west to east from the Craibstone roundabout to West North Street in the city centre via Mounthooly roundabout. ACC now formally assumes responsibility of the route east of Craibstone roundabout following its detrunking in April 2019. The Haudagain roundabout, which will become part of ACC’s road network, is subject to a road scheme improvement scheduled for completion in March 2021.

The A96 is a key public transport corridor, routing not only local services within Aberdeen City, but also inter-urban services to towns within Aberdeenshire, including Blackburn, Kintore and Inverurie. Craibstone P&R is a 996-space facility located parallel to the route, with access provided from both the A96 itself (eastbound) and via the AWPR Craibstone roundabout. Bus lanes are in place on sections of the route, including the link between Bucksburn and the Haudagain roundabout, however the provision of bus priority is not continuous.

The A96 is also identified as a principal freight route, in particular for longer-distance HGV movements between Aberdeen, Aberdeenshire, Moray and the Highlands.

The corridor has been subject of recent sustainable travel improvement studies, and this has included consideration of active travel improvements on the corridor. There is some on- road cycling provision on the route in the form of shared bus, cycle and taxi lanes on its approaches to Haudagain roundabout. Figure 10.3: A96 Inverurie Rd, Auchmill Rd, Great Northern Rd, Powis Terrace, Powis Place, West North St The A96 serves the communities of George Street, Powis, Froghall, Sunnybank, Hilton, Woodside, Bucksburn, Newhills and Blackburn, and the following identified principal destinations in the study area:

· Craibstone P&R; · D2 Business Park; · Kirkhill Industrial Estate; · Aberdeen International Airport; · TECA; · Berryden Retail Park; · Kittybrewster Retail Park; and · The city centre.

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10.2.4 A944 The A944 is the primary route connecting Aberdeen City with communities in the Garioch and Marr areas of Aberdeenshire. It is the primary road link to Westhill and Alford. A strategic connection to the AWPR is provided from this route at the Kingswells South junction. This provides connections south to Stonehaven, Perth and Dundee and a direct connection to the A90(T) north of Aberdeen. Within the study area, the route typically routes west to east between the Kingswells South junction and Mounthooly roundabout via the Lang Stracht, Westburn Road and Hutcheon Street.

Figure 10.4: A944 Lang Stracht, Westburn Rd, Hutcheon St

The A944 is a public transport corridor, routing not only local services within Aberdeen City, but also inter-urban services to towns within Aberdeenshire, including Westhill and Alford. There is a 900-space P&R facility located parallel to the route in Kingswells.

The A944 is not identified as a principal freight corridor on local freight maps.

The A944 is currently the subject of studies to improve cycle connectivity between Westhill and Aberdeen. There are currently advisory on-road cycle lanes on sections of the route between Mounthooly roundabout and Anderson Drive, and mandatory cycle lanes on sections of the route between Anderson Drive and the B9119 switchback junction. The A944 serves the communities of George Street, Rosemount, Mile End, Summerhill, Mastrick, Sheddocksley, Westhill and Kingswells, and the following principal destinations identified within the study area: · Kingswells P&R; · Prime Four Business Park; · Lang Stracht Retail; · Mastrick Industrial areas; · ARI; · Berryden Retail Park; and · The city centre. 10.2.5 A945 The A945 (Riverside Drive) is an east-west route to the south of the city centre. The route is single carriageway and is not utilised for public transport services. There are no on-road cycle facilities in place along this route.

There is a height restriction (13’-3”) at the Wellington Suspension Bridge, which restricts movements of larger HGVs and other high- sided vehicles including double-deck buses along this route. As noted previously, the western section of Riverside Drive functions as the diversion route for HGVs as a result of the width-restricted Bridge of Dee.

The A945 is used to access Duthie Park.

Figure 10.5: A945 Riverside Drive

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10.2.6 A93 The A93 is the primary route connecting Aberdeen City with communities in the Marr area of Aberdeenshire. It is the primary road link to Banchory, Aboyne, Ballater, and Braemar. A strategic connection to the AWPR is provided from the A93 at the Deeside junction. This provides connections south to Stonehaven, Perth and Dundee and a direct connection to the A90(T) north of Aberdeen.

Within the study area, the route typically routes west to east Figure 10.6: A93 North Deeside Rd, St John’s Terrace, Great Western Rd, between the Deeside junction Willowbank Rd, Springbank Terrace, Wellington Place, College St, and the Guild Street/Market Wapping St and Guild St Street junction via North Deeside Road, St John’s Terrace, Great Western Road, Willowbank Road, Springbank Terrace, Wellington Place, College Street, Wapping Street, and Guild Street.

A number of bus services operate along the A93 corridor, providing services both within Aberdeen City (serving Peterculter) and inter-urban routes serving Aberdeenshire.

The A93 is not identified as a principal freight corridor on local freight maps.

There are advisory cycle lanes on significant stretches of the route, providing an on-road active travel option.

The A93 serves the communities of City centre, Ferryhill, Ashley, Broomhill, Braeside, Mannofield, Garthdee, Cults, Bieldside, Milltimber, and Peterculter, and the following identified destinations within the study area:

· The city centre; · Aberdeen rail station; · Aberdeen bus station; · Garthdee Retail Park; and · Aberdeen Snowsports Centre. 10.2.7 A9011 – Ashgrove Road West Ashgrove Road West links A92 Anderson Drive with A978 Westburn Drive.

It provides an access point to ARI, which is considered to be the most efficient routing for those coming from the north. In addition to providing access to this principal destination, Ashgrove Road West provides access to the University of Aberdeen Medical Campus, Woodhill House, and the regional headquarters of SGN, SSE Enterprise and the Scottish Ambulance Service.

The route is wide and there are designated areas of parking in sections along its length, primarily on the south side of the road. There are on-road advisory cycle facilities on notable sections of the route, although facilities tend to be broken up by areas of parking or where space is required for additional traffic lanes.

Ashgrove Road West serves the community of Rosehill and Figure 10.7: A9011 – Ashgrove Rd West Stockethill.

Prepared for: Nestrans and Aberdeen City Council AECOM 68 North East Scotland Roads Hierarchy Study Project number: 60583665

10.2.8 A9012 – Rosehill Drive Rosehill Drive connects Hilton Drive with Anderson Drive (the A92). It serves the communities of Hilton and Stockethill. The route has short sections of advisory on- road cycle lanes between Hilton Avenue and Rosehill Avenue, and around Hayfield Crescent. It is a public transport route between Hilton Avenue and the roundabout at Anderson Drive.

Rosehill Drive may be considered an anomaly in terms of its A-classification, particularly as it does not provide access to any principal destinations. The route functions more as a secondary movement corridor, providing a connection between two primary routes (A92 and A978). Figure 10.8: A9012 – Rosehill Drive 10.2.9 A9013 The A9013 serves the core of the city centre. It routes between Holburn Street’s junction with Anderson Drive and King Street’s junction with East North Street and West North Street via Holburn Street, Union Street, and King Street.

The route is a key public transport corridor, with Union Street carrying over 1,000 buses per day and acting as a key focal point for services throughout the city. Holburn Street is also an important bus route, providing connections between Garthdee/Broomhill and the city centre.

There are high levels of pedestrian movement along this route, particularly on Union Street and the north end of Holburn Street due to the high concentrations of urban retail space in these areas. There are shared bus, taxi and cycle lanes along sections of Holburn Street and along much of Union Street.

The A9013 serves the communities of City centre, Castlehill, Ferryhill and Ruthrieston, and is an access route to the west area of the city centre. It also provides a Figure 10.9: A9013 Holburn St, Union St, King St connection to the principal destinations of Garthdee Retail Park, Robert Gordon University and those within the city centre (e.g. the bus and rail stations). 10.2.10 A978 The A978 provides an inner orbital route to the west of the city centre and east of Anderson Drive. It connects St Machar Drive, Leslie Road, Hilton Street, Westburn Drive, Argyll Place, Craigie Loanings, Albert Street, Waverley Place, Victoria Street, and Alford Place. The route is occasionally narrow and there are parked cars on both sides of the street along some sections, for example along Leslie Road and Hilton Street.

It is used by public transport services on St Machar Drive, Westburn Drive, Craigie Loanings, Albert Street, Waverley Place, and Alford Place.

There are advisory on-road cycle lanes along St Machar Drive Figure 10.10: A978 St Machar Drive, Leslie between King Street and the A96 Great Northern Road. Rd, Hilton St, Westburn Drive, Argyll Place, Craigie Loanings, Albert St, Waverly Place, Victoria St, Alford Place

Prepared for: Nestrans and Aberdeen City Council AECOM 69 North East Scotland Roads Hierarchy Study Project number: 60583665

The A978 serves the communities of City centre, Rosemount, Stockethill, Hilton, Seaton and Old Aberdeen, and the following principal destinations identified within the study area:

· University of Aberdeen; and · The city centre.

10.2.11 A956 The A956 typically traverses Aberdeen north to south via Ellon Road, King Street, Commerce Street, Virginia Street, Trinity Quay, Market Street, North Esplanade West and Wellington Road. The southern extents of Wellington Road provide a strategic connection to the AWPR at the Charleston junction, west to Cleanhill on the A956(T) and south to Dundee and Perth via the A92(T).

There are public transport operations along the route on Ellon Road and King Street, including local and inter-urban services serving locations in Aberdeenshire. There are also bus services on Wellington Road, which typically serve the communities of Cove and Torry. There are sections of bus lane provision in place along King Street and Wellington Road.

Sections of the route are the subject of appraisal work to identify active travel improvement opportunities, notably on Wellington Road. Work is also underway to provide cycle connectivity to Marywell to the west of the A956 corridor close to the AWPR Charleston junction. There are shared bus, cycle and taxi lanes between the Parkway junction and the Beach Esplanade junction and advisory cycle lanes along the majority of King Street.

The A956 is identified as a principal freight route in the North East Freight Action Plan, and on directional road signage. Wellington Road forms a key corridor for HGV movements from the south, with freight traffic also routing via Market Street, Trinity Quay, Virginia Street and Commerce Street to serve Aberdeen Harbour.

Further freight movements on this route along Wellington Road will result from the opening of the new ASH, which is currently under construction at the Bay of Nigg.

The A956 serves the communities of Bridge of Don, Seaton, Old Aberdeen, Linksfield, Figure 10.11: A956 Castlehill, Pittodrie, City centre, Altens, Kincorth, Torry, Cove Bay, Nigg and Altens, and the following principal destinations identified within the study area:

· Bridge of Don P&R; · Aberdeen Energy Park; · Bridge of Don Industrial Estate; · University of Aberdeen; · Aberdeen bus station; · Aberdeen rail station; · The city centre; · Harbour; · Ferry terminal; · East and West Tullos Industrial Estates; · Altens Industrial Estate; and · Wellington Industrial Estate.

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10.2.12 B-Roads Within the study area, the majority of B-roads connect to two A-roads, except for the B999 that only connects with the A92 North. Unlike the A-roads that have already been discussed, few of the B-roads involve a river crossing and none are identified as principal freight routes. The majority of the B-roads are single carriageway routes, with exceptions including the B9077 on Great Southern Road, the B986 on Denburn Road and small sections of the B9119 on Skene Road and Queen’s Road on approach to junctions. The communities affected by these wider secondary routes include Ferryhill, Ruthrieston, Rosemount, Seafield, and Craigiebuckler. Many of the B-routes are key public transport corridors, particularly along the B9119, Berryden Road and Great Southern Road. 10.2.13 C-Roads A screening process was undertaken on all C-roads in the study area. This considered the maximum annual average daily traffic (AADT) on the route from modelling data, the place characteristics of the route, whether the route is an identified anomaly route, and whether there is new development planned along the route. If the route is an identified anomaly or new development is planned, it was considered that hierarchy appraisal is required. It was considered that hierarchy appraisal is also required if the maximum AADT on the route is greater than 10,000 vehicles (two-way flow). Those identified as requiring hierarchy appraisal have been assessed in line with the process undertaken on the A and B-roads. The list of routes assessed can be found in Table F3 in Appendix F.

The C-roads assessed in the study area are all single carriageway. The majority of the routes connect with at least one A-road, with the exception of Shielhill Road which connects the B999 and the B997, and Kepplehills/Newhills Road which does not connect to an A or B-road. Several of the roads assessed form part of bus routes, for example the north section of Market Street which is used by many buses en route to the bus station at Union Square. The only routes with on-road cycling facilities are sections of King’s Gate and a small section of Cromwell Road. The majority of C-roads assessed do not appear on the existing freight map of Aberdeen, with the exception of South College Street, Garthdee Road, Market Street (north section), and Victoria Road. Victoria Road is identified as ‘Industrial Estate’ to its junction with Crombie Road. South College Street, Garthdee Road and Market Street are all identified as ‘Other Roads’ on the existing freight map though there are restrictions in place on these routes:

· South College Street – height restriction (15’-6”) at its southern end; · Garthdee Road – weight restriction (7.5T) at the west end of this route meaning the route is only used by freight in order to access Garthdee Retail Park; and · Market Street – weight restriction (7.5T) at its junction with the A956. 10.2.14 Anomaly Routes As noted in Chapter 6, in establishing the purpose of existing routes in the current roads hierarchy, it became clear through the application of local knowledge and consultation feedback that there are a number of routes which may be carrying a classification inappropriate to their current function. This is either in terms of being ‘over’ classified or performing at a higher function than is presently recognised within the hierarchy. These routes have been termed ‘anomaly’ routes.

This was noted above for Rosehill Drive, which is a typically residential area and does not provide access to any of the principal destinations.

Routes identified as being potentially over-classified include the following:

· B986 Clifton Road – although it provides a link between the A92 and the A96, the route is almost entirely residential and is constrained by parked cars on both sides of the road in some locations; · B990 Nelson Street – this is a narrow, one-way route which does not provide an effective link between the A96 and the A956; · B991 Bedford Road – this route no longer provides a through route between the A96 and St Machar Drive due to the bus gate implemented at the University of Aberdeen. Routes identified as potentially performing at a higher function than is presently recognised within the hierarchy include: · South College Street – this route is an important access route to the rail station and the west and north of the city centre;

Prepared for: Nestrans and Aberdeen City Council AECOM 71 North East Scotland Roads Hierarchy Study Project number: 60583665

· King’s Gate – this route, particularly west of Anderson Drive, may be regarded as a secondary radial opportunity between the A944 and B9119 radial routes; · Cairncry Road – this is the signed route to the University of Aberdeen from the A92 Anderson Drive; · Argyll Road – this provides an effective link between Craibstone roundabout and Aberdeen International Airport; · Mounthooly Way – this route provides an effective connection between the A956 and Mounthooly roundabout; and · West Tullos Road – this is a dual-carriageway route providing an effective link with Wellington Road. 10.3 Summary This chapter has provided an overview of existing A, B, C and anomaly routes, building up a narrative of the current purpose of routes across the network. The list of anomaly routes was developed as a result of consultation with stakeholders for review.

It has included consideration of the physical characteristics of routes, public transport provision, on-road cycle facilities, current freight routing, communities and destinations served by routes, and connections with other routes in the study area.

Chapter 10 – Key Outcome

This chapter is an important component of the Roads Hierarchy Study as it provides a narrative of the key routes under consideration across the network and their current purpose in the roads hierarchy. It has set the scene for option development due to the relationship between routes and principal destinations identified in the study area.

Prepared for: Nestrans and Aberdeen City Council AECOM 72 North East Scotland Roads Hierarchy Study Project number: 60583665

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11. Assessment of Placemaking 11.1 Introduction This chapter of the report considers the analysis of types of place that exist within Aberdeen and focusses on the process undertaken to establish a hierarchy of different place types. It also examines the determination of principal destinations across the study area that drive movement on a daily basis. 11.2 Principal Destinations Movement is driven by the need to access certain destinations on a regular basis, principally locations of employment, education, retail and leisure. These types of destinations form the ‘principal destinations’ in the study area, and the focus of the largest volumes of traffic. For the purposes of this study, a principal destination has been defined as: · The city centre in its entirety (i.e. encompassing all facilities within the city centre); · Locations of major employment, for example business parks and industrial parks; · Centres of tertiary education outwith the city centre, exceeding 5,000 students/staff combined at that campus; · Major retail destinations outwith the city centre, for example large supermarkets and retail parks; · Transport hubs and interchanges anywhere within the city (including within the city centre); · ARI within the Foresterhill Health Campus is a principal destination as a location of health services for the wider North East and is the employer of substantial numbers of people; and · Other areas individually designated where the facility serves a larger area (at least the whole of Aberdeen if not beyond), is not within the city centre and contains multiple elements, at least part of which have a substantial economic function. The principal destinations identified within the study area are shown in Table 11.1 below. Table 11.1: List of principal destinations in the study area

Category Destination

Aberdeen city centre City centre in its entirety

Aberdeen Bus Station

Aberdeen International Airport

Aberdeen Rail Station

Bridge of Don P&R Transport Interchanges Craibstone P&R

Dyce Rail Station

Ferry Terminal

Kingswells P&R

Aberdeen Harbour

Aberdeen International Business Park (Dyce)

Aberdeen Energy Park (Bridge of Don)

Employment Aberdeen South Harbour

ABZ (Dyce)

Altens Industrial Estate/Peterseat

Berryhill (Bridge of Don)

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Category Destination

Bridge of Don Industrial Estate

Denmore/Murcar (Bridge of Don)

D2 Business Park (Dyce)

Gateway Business Park (Cove/Charleston)

Hill of Rubislaw

Employment (continued) Kirkhill Industrial Estate/Dyce Drive (Dyce)

Lochside/Newlands/Wellington Road

Pitmedden Road Industrial Estate/Raiths/North Raiths (Dyce)

Prime Four (Kingswells)

Tullos Industrial Estate

Wellheads Industrial Estate/Farburn Industrial Estate (Dyce)

Robert Gordon University Education University of Aberdeen

Beach Boulevard Retail Park

Berryden Retail Park

Danestone Retail

Denmore Road Retail Garthdee Retail Park

Kittybrewster Retail Park

Lang Stracht Retail

Middleton Park

Healthcare Aberdeen Royal Infirmary

Beachfront Other TECA

Figure 11.1 illustrates the locations of the principal destinations from the table above. A larger scale version of this plan is included within Appendix G.

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Figure 11.1 Locations of principal destinations in the study area

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11.3 City Place Assessment Consideration was given to the different types of place that exist in Aberdeen and the study area. These were identified and placed into a hierarchy with the highest quality place at the top. The city centre was identified as the highest quality place within the study area. The hierarchy of place, showing all the different place types identified is shown below.

Figure 11.2: Hierarchy of place types Four categories are considered to sit outwith the hierarchy. Historical areas, while being high in amenity, are often low in terms of the number of people that access them. Rural streets do not generally have people walking within them to access services and destinations and are thus excluded. The hospital is excluded because, while this is an area that people require to access on a regular basis, it is not considered a location that people choose to spend time and it is not easily comparable with the other categories in the hierarchy. The ‘Other’ category relates to Aberdeen International Airport, TECA, and Garthdee Road at the Robert Gordon University. This category was formed from land uses that did not fit into any of the other categories and thus, were brought together in an ‘Other’ category to avoid a series of land use categories with only one element.

All the A-roads, B-roads and anomaly routes in the study area were examined and categorised in terms of place by examining land uses that the street passes through. This exercise was then expanded to examine the place type across all streets in the study area. The overall place assessment is highlighted in Figure 11.3 over page. There is a larger scale version of this plan included within Appendix G.

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Figure 11.3: Place assessment of study area

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11.4 City Centre Place Quality It was noted in the previous section that the city centre is the highest quality place in Aberdeen. It is recognised that within the city centre, the quality of the place varies. Therefore, a further assessment has been carried out on all the streets within the city centre to identify the level of quality of the place as high, medium or low. This assessment is based on a series of questions under the six criteria of a high-quality place as defined in Designing Streets and outlined in Chapter 3 of this report. It should be noted that the assessment has been undertaken based on full implementation of proposed CCMP schemes. The full explanation of this process can be found in Appendix G. The results of the assessment are shown in the following plan. There is a larger scale version of this plan included within Appendix G.

Prepared for: Nestrans and Aberdeen City Council AECOM 79 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 11.4: City centre quality assessment

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11.5 Summary This chapter has highlighted the identification of the principal destinations across Aberdeen, which drive the movement of people. It has also discussed the concept of place, provided a hierarchy of place bespoke to Aberdeen and assessed all the streets across the study area. A separate assessment of the quality of place has been undertaken in the city centre, illustrating the highest quality places within the city centre area. This information will support the option development and option validation stages of the project.

Chapter 11 – Key Outcome

This chapter has identified the different place categories of Aberdeen and placed them in a new hierarchy to establish what and where the most important locations in Aberdeen are. This information will aid in the development and validation of options.

Prepared for: Nestrans and Aberdeen City Council AECOM 81 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 1282 North East Scotland Roads Hierarchy Study Project number: 60583665

12. Community Consultation 12.1 Introduction This chapter builds on the earlier initial consultation, the findings of which were outlined in Chapter 5. It presents the findings of community council engagement that took place during January 2019. This engagement was facilitated by the community council liaison officer from ACC. 12.2 Community Council Engagement As part of the community council engagement, all active community councils in the city were invited to participate in consultation sessions, with community councils grouped into geographical areas shown in Figure 12.1.

Figure 12.1: Community council groupings for consultation The location of the dedicated sessions was most commonly the Town House, with AECOM also attending the monthly meeting of Mastrick, Sheddocksley and Summerhill community council, and a separate session was also held with Cults, Bieldside and Milltimber community council at its request.

The sessions began with an introduction to the study, setting the context, approach and the principles of the study. The relationship between the Roads Hierarchy Study and the CCMP was emphasised. There was emphasis placed on the early opportunity for community council involvement in the study prior to the development of options in order to gather support for the study approach and principles. It was noted that feedback was sought on specific issues for the areas represented in the community council groupings. Feedback on place and movement and the principles of option development also formed key areas for discussion in the engagement sessions.

Each community council grouping was provided with an overview of the place assessment in their area and views on current traffic movements were noted.

A summary of the key outcomes of these discussions is set out below.

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Figure 12.2: Summary of outcomes from community council engagement sessions Community council members were informed that the next steps for the study would involve the consolidation of the feedback received at all sessions, followed by final reporting in March 2019. It was added that the outcomes would then be considered by ACC and Nestrans with further communications and opportunities for further feedback as the project progresses.

Details from the community council consultation were fed back into the option validation process and this resulted in the adjustment of the priority level for some options. 12.3 Summary This chapter has built on the findings of the earlier consultation that was undertaken amongst officers, members and stakeholders. It presents the findings of community council engagement that took place in January 2019. Specific feedback was received on movement and place, principles of option development, effects of the AWPR and the challenge of the balancing act between competing routes in the network. Feedback received reflected the competing demands on the road network by community, with conflicting views apparent between different community councils in some instances on where priority routes should be.

The findings of this engagement were fed back into the option validation process and this resulted in the adjustment of the priority level for some options. Further engagement with community councils will be necessary as ACC takes the Roads Hierarchy Study forward.

Chapter 12 – Key Outcome

There is intense interest from the local community and a desire for ongoing community participation with regards to the Roads Hierarchy Study. There is general support for the principles identified in the study, however there is an acknowledgement that difficult decisions may have to be made to achieve the objectives set out in this report when it comes to decisions on interventions.

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13. Initial Option Development 13.1 Introduction This chapter outlines initial options emerging as part of the study through the tasks outlined in the previous chapters of this report, including the outcomes of engagement with stakeholders. It includes the full long-list of initial options considered prior to sifting, outlines the subsequent option sifting process that was undertaken and presents the list of selected options taken forward for further review.

Options have been developed for the following elements within the roads hierarchy, focussing on:

· Priority radials (PR options); · Secondary radials (SR options); · Secondary orbitals (OR options); · Local roads (LR options); and · C-roads under consideration (CR options).

Options for change have been generated whereby existing priorities are no longer considered to be appropriate or where it is considered that changes may be required to align with the principles of the Roads Hierarchy Study. The development of options has included consideration of routing and of a route’s future roads hierarchy status (priority, secondary, local). At this point, it is useful to repeat the diagram included in Chapter 7 to emphasise ahead of the discussion on options that primary relates to priority, secondary relates to secondary and tertiary relates to local.

Figure 13.1: Hierarchy status and classification diagram

Each option has a unique reference number as denoted above whereby all priority radial options begin with PR, all secondary radial options begin with SR, and so on. The letters included within the option reference signify whether the option represents the historic route (‘A’ options) or a route deviation (‘B’, ‘C’, ‘D’ options). Where there is only a single ‘A’ option for a route, this means that the historic routing is considered appropriate and the option for change will be focussed on the route’s roads hierarchy status (e.g. a historic B-road that may no longer function as a secondary route, or an existing tertiary route which may meet the criteria to become secondary).

The interpretation of this process is shown over page in Figure 13.2.

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Figure 13.2: Option development process

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13.2 Long-List of Options Prior to Sifting In the tables included in each of the following sections, boxes are highlighted in blue where there is an option for change. As shown, options for change may be in relation to the following:

· The end point of the route; · Routing; · The roads hierarchy status of the route (priority, secondary, local). 13.2.1 Priority Radials The table over page illustrates the initial emerging options for priority radials. The table is supported by the plans shown in Figures 13.3 and 13.4, which highlight the options for change under consideration for end points and routing.

In line with the principles of the study, the options developed reflect the importance of the key radial corridors into the city centre from the strategic road network. For priority radials, initial options for change have been developed where it is considered that the existing routing may no longer be appropriate, alternative routing may be preferred or a new end point may be required in order to reduce priority for general traffic through the city centre.

With regards to hierarchy status, there are options for change where the existing roads hierarchy status is a mixture of primary and secondary, or primary and tertiary, and thus the option for change is to assign priority to all parts of the route under consideration. Options for changes to hierarchy status are illustrated in plans as part of packages presented in Chapter 15.

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Table 13.1: Initial priority radial options

Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

A956 Beach Historic A92 (North) / A90 Blackdog PR1A Boulevard A92, Ellon Rd, King St, East North St Primary P Historic route - no change to hierarchy status or routing route A956 Junction Roundabout Route A92 (North) / A90 Blackdog A96 West North Change of PRIORITY end point, SECONDARY w ithin CCMP PR1B A92, Ellon Rd, King St Primary P deviation A956 Junction Street Junction area

A96 Inverurie Historic A90 Parkhill PR2A A947 Road / Auchmill A947, Victoria St, Stoneyw ood Rd Primary P Historic route - no change to hierarchy status or routing route Junction Road Junction A96 Inverurie Route A90 Parkhill Primary / Change of routing to Riverview Drive, Riverview Drive PR2B A947 Road / Auchmill A947, Riverview Dr, Stoneyw ood Rd P deviation Junction Tertiary PRIORITY, Victoria Street SECONDARY Road Junction Historic A90 Craibstone A956 King Street A96, Inverurie Rd, Auchmill Rd, Gt Northern Rd, Pow is Tce, PR3A A96 Primary P Historic route - no change to hierarchy status or routing route Junction Junction Powis Pl, Causew ayend, W North St

Route A90 Craibstone B986 Woolmanhill A96, Inverurie Rd, Auchmill Rd, Gt Northern Rd, Pow is Tce, Primary / Change of A96 routing to Berryden Corridor, Berryden PR3B A96 P deviation Junction Roundabout Berryden Rd, Skene Sq, Gilcomston Steps Secondary Corridor PRIORITY, remaining A96 SECONDARY

Historic A90 Kingsw ells Mounthooly PR4A A944 A944, Langstracht, Westburn Rd, Hutcheon St Primary P Historic route - no change to hierarchy status or routing route South Junction Roundabout

B986 Berryden Route A90 Kingsw ells Change of PRIORITY end point, remaining A944 PR4B A944 Road / Caroline A944, Langstracht, Westburn Rd Primary P deviation South Junction SECONDARY Place Junction Route A90 Kingsw ells B986 Woolmanhill A944, Langstracht, Westburn Road, Skene Sq, Gilcomston Primary / Change of A944 routing to Berryden Corridor, Berryden PR4C A944 P deviation South Junction Roundabout Steps Secondary Corridor PRIORITY, remaining A944 SECONDARY

Historic A90 Deeside A956 Market N Deeside Rd, St John's Tce, Gt Western Rd, Willow bank Rd, PR5A A93 Primary P Historic route - no change to hierarchy status or routing route Junction Street Junction Springbank Tce, Wellington Pl, College St, Wapping St, Guild St

Route A90 Deeside A9013 Holburn Change of PRIORITY end point, remaining A93 PR5B A93 North Deeside Road, St John's Terrace, Great Western Road Primary P deviation Junction Street Junction SECONDARY/TERTIARY

A956 King Street / Historic A90 Charleston Stonehaven Road, Bridge of Dee, Holburn Street, Union Street, PR6A A92 (South) A96 West North Primary P Historic route - no change to hierarchy status or routing route Junction King Street Street Junction A956 King Street / Route A90 Charleston Stonehaven Road, Great Southern Road, Holburn Street, Primary / Change of routing to Great Southern Road, Great PR6B A92 (South) A96 West North P deviation Junction Union Street, King Street Secondary Southern Road PRIORITY, Holburn Street SECONDARY Street Junction

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Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

A93 Great Route A90 Charleston Change of PRIORITY end point, remaining A9013 PR6C A92 (South) Western Road / Stonehaven Rd, Bridge of Dee, Holburn St Primary P deviation Junction SECONDARY/TERTIARY Willow bank Road A93 Great Change of routing to Great Southern Road, Great Route A90 Charleston Western Road / Primary / Southern Road PRIORITY, Holburn Street SECONDARY, PR6D A92 (South) Stonehaven Rd, Gt Southern Rd, Holburn St P deviation Junction Willow bank Road Secondary change of PRIORITY end point, remaining A9013 Junction SECONDARY/TERTIARY A956 Beach Historic A90 Charleston Wellington Rd, Queen Elizabeth Bridge, N Esplanade West, PR7A A956 (South) Boulevard Primary P Historic route - no change to hierarchy status or routing route Junction Market St, Trinity Quay, Virginia St, Commerce St Roundabout A956 QEB / A945 Route A90 Charleston Change of PRIORITY end point, remaining A956 PR7B A956 (South) Riverside Drive Wellington Rd, Queen Elizabeth Bridge Primary P deviation Junction SECONDARY Junction

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Figure 13.3: Initial priority radial options

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Figure 13.4: Initial priority radial options in the city centre

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13.2.2 Secondary Radials The table below illustrates the initial emerging options for secondary radials. The table is supported by the plan shown in Figure 13.5, which highlights the options for change under consideration for end points and routing. As shown, there is no option for a routing change in the majority of cases as the historical routing is considered appropriate. In terms of hierarchy status, options can be summarised as follows:

· No Change: Existing roads hierarchy status is secondary, and it is considered appropriate to remain as secondary; · Existing roads hierarchy status is secondary with option for upgrade to priority or downgrade to local; or · Existing roads hierarchy status is primary/tertiary with option for downgrade or upgrade to secondary. Options for changes to hierarchy status are illustrated in plans as part of packages in Chapter 15.

Table 13.2: Initial secondary radial options

Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

Historic Bridge over A90 A92 Murcar SR1A B999 B999 Secondary P Historic route - no change to hierarchy status or routing route AWPR Mainline Roundabout

Historic A956 Ellon Road SR2A B997 B977 Junction B997, Scotstow n Rd, Balgow nie Rd Secondary P Historic route - no change to hierarchy status or routing route Junction

Route A956 Ellon Road Secondary / Change of routing to North Donside Road, North Donside SR2B B997 B977 Junction B997, Scotstow n Rd, North Donside Rd P deviation Junction Tertiary Road PRIORITY, Balgow nie Road TERTIARY

Historic C20C / Gordon A978 St Machar Whitestripes Rd, Whitestripes Ave, Gordon Br, Gordon's Mills Change of hierarchy status to PRIORITY/SECONDARY SR3A B997 Junction Tertiary P P route Brae / C157C Drive Rd, Tillydrone Rd, Tillydrone Ave considered

A92 North Historic A96 Pow is SR4A B986 Anderson Drive Clifton Rd Secondary P Change of hierarchy status to LOCAL considered route Terrace Junction Junction Historic A978 St Machar A96 Pow is SR5A B991 Bedford Rd Secondary P Change of hierarchy status to LOCAL considered route Drive Junction Terrace Junction

A92 North A978 Junction Historic SR6A A9012 Anderson Drive (Six Roads Rosehill Dr Primary P Change of hierarchy status to SECONDARY considered route Junction Roundabout)

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Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

A92 North Historic Cairncry Road B986 Belmont SR7A Anderson Drive Cairncry Rd, Back Hilton Rd Tertiary P Change of hierarchy status to SECONDARY considered route / C156C Road Junction Junction A92 North Historic A978 Westburn SR8A A9011 Anderson Drive Ashgrove Rd West Primary P Change of hierarchy status to SECONDARY considered route Drive Junction Junction A944 Historic B986 Woolmanhill SR9A B9119 (Sw itchback Skene Rd, Queen's Rd, Carden Pl, Skene St, Woolmanhill Secondary P Change of hierarchy status to PRIORITY considered route Roundabout Junction) A92 North Historic A978 Argyll Place SR10A B983 Anderson Drive Midstocket Rd, Beechgrove Tce Secondary P Change of hierarchy status to LOCAL considered route Junction Junction Historic B9119 Queen's B983 Beechgrove SR11A C159C King's Gate, Beechgrove Tce Tertiary P Change of hierarchy status to SECONDARY considered route Road Junction Terrace Junction

Historic A978 Argyll Place Gallow gate Secondary / SR12A B983 B983, Rosemount Place, Maberly Street, Spring Garden P Change of hierarchy status to SECONDARY considered route Junction Junction Tertiary

Route A978 Argyll Place B986 Skene Secondary / Change of hierarchy status to SECONDARY to Skene SR12B B983 B983, Rosemount Place P deviation Junction Square Tertiary Square considered

Historic B9119 Queen's SR13A Albyn Place A978 Alford Place Albyn Place Tertiary P Change of hierarchy status to SECONDARY considered route Cross Junction

Historic A92 Anderson A9013 Holburn SR14A C127C Cromw ell Rd, Union Gr Tertiary P Change of hierarchy status to SECONDARY considered route Drive Junction Street Junction

Historic A92 Anderson A9013 Holburn SR15A Broomhill Road Broomhill Rd Tertiary P Change of hierarchy status to SECONDARY considered route Drive Junction Street Junction

A956 QEB / South Historic A9013 Holburn SR16A A945 College Street Riverside Dr Primary P Change of hierarchy status to SECONDARY considered route Street Junction Roundabout A956 QEB / A945 Historic A93 Wellington SR17A C154C Riverside Drive S College St Tertiary P Change of hierarchy status to SECONDARY considered route Place Junction Junction Historic B983 Rosemount A93 Wapping SR18A B983 Union Tce, Bridge St Secondary P Change of hierarchy status to LOCAL considered route Viaduct Street Junction

Historic A96 Pow is B986 Woolmanhill Belmont Rd, Berryden Rd, Caroline Pl, Skene Sq, Gilcomston SR19A B986 Secondary P Change of hierarchy status to PRIORITY considered route Terrace Junction Roundabout Steps, Woolmanhill

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Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

Historic B986 Woolmanhilll A93 Wapping Change of hierarchy status to PRIORITY/LOCAL SR20A B986 Denburn Rd Secondary P P route Roundabout Street Junction considered

A92 Stonehaven Historic SR21A B9077 Deeside Junction Road / Bridge of South Deeside Rd (w ith B979 connection to Deeside) Secondary P Change of hierarchy status to PRIORITY considered route Dee Junction

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Figure 13.5: Initial secondary radial options

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13.2.3 Secondary Orbitals The table below illustrates the emerging options for secondary orbitals. This is supported by the map shown in Figure 13.6, which highlights the options for routing under consideration. As shown, the historical alignment of routes is considered appropriate for the B990 Nelson Street; B983 South Mount Street and Rosemount Viaduct; and B985 Watson Street, Esslemont Avenue, Rose Street, Thistle Street and Chapel Street. In terms of hierarchy, options can be summarised as follows:

· Existing roads hierarchy status is primary with option for downgrade to secondary; and · Existing roads hierarchy status is secondary with option for downgrade to tertiary. Options for changes to hierarchy status are illustrated in plans as part of packages in Chapter 15. Table 13.3: Initial secondary orbital options

Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

Historic A956 Parkw ay A92 Bridge of Dee OR1A A92 Parkw ay, N Anderson Dr, Anderson Dr, S Anderson Dr Primary P Change of hierarchy status to SECONDARY considered route Junction (North)

Route A956 Parkw ay A92 Bridge of Dee Parkw ay, N Anderson Dr, Anderson Drive, S Anderson Dr, Change of hierarchy status to SECONDARY considered, OR1B A92 Primary P deviation Junction (South) Bridge of Dee required in relation to Option PR6B/6D

Historic A956 St Machar A9013 Holburn St Machar Dr, Leslie Rd, Hilton St, Westburn Dr, Argyll Pl, OR2A A978 Primary P Change of hierarchy status to SECONDARY considered route Junction Junction Craigie Loanings, Albert St, Waverley Pl, Victoria St, Alford Pl

St Machar Drive, Leslie Road, Hilton Street, Westburn Drive, Change of hierarchy status to SECONDARY considered, Route A956 St Machar A9013 Holburn OR2B A978 Argyll Place, Craigie Loanings, Albert Street, Waverley Place, Primary P change of routing to Rubislaw Place rather than Victoria deviation Junction Junction Rubislaw Place, Albyn Place, Alford Place Street considered

Historic A96 West North A956 King Street OR3A B990 Nelson St Secondary P Change of hierarchy status to LOCAL considered route Street Junction Junction

Historic B983 Rosemount B983 Rosemount OR4A B983 S Mount St, Rosemount Viaduct Secondary P Change of hierarchy status to LOCAL considered route Place Junction Viaduct

Historic A944 Westburn A9013 Union OR5A B985 Watson St, Esslemont Ave, Rose St, Thistle St, Chapel St Secondary P Change of hierarchy status to LOCAL considered route Road Junction Street Junction

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Figure 13.6: Initial secondary orbital options

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13.2.4 Local Roads The table below illustrates the initial emerging options for local roads. This is supported by the map shown in Figure 13.7, which highlights the options for routing under consideration. In all cases, the historical alignment of routes is considered appropriate. In terms of hierarchy, options can be summarised as follows:

· No Change: Existing roads hierarchy status is tertiary, and it is considered appropriate to remain as local; and · Existing roads hierarchy status is tertiary with option for upgrade to priority/secondary. Options for changes to hierarchy status are illustrated in plans as part of packages in Chapter 15. Local road options include routes identified as anomalies and those considered important during consultation with stakeholders that do not operate on a radial basis and therefore have not been included within the options for secondary radials. Table 13.4: Initial local road options

Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

Historic Pitmedden Road LR1A Dyce Drive A96 Junction Dyce Drive Tertiary P Change of hierarchy status to SECONDARY considered route Junction

Historic Wellheads A947 Victoria Dyce Drive LR2A Farburn Terrace, Wellheads Drive Tertiary P Change of hierarchy status to SECONDARY considered route Drive Street Junction Junction

Historic A90 Craibstone Brent Road Change of hierarchy status to PRIORITY/SECONDARY LR3A Argyll Road Argyll Rd Tertiary P P route Junction Junction considered

Historic Hopetoun Chapel of Fairley Sclattie Park LR4A Hopetoun Grange Tertiary P Change of hierarchy status to SECONDARY considered route Grange Road Junction Junction

Historic A92 Parkw ay Gordon Brae LR5A Laurel Drive Laurel Drive Tertiary P Change of hierarchy status to SECONDARY considered route Junction Junction

Esplanade / A956 Beach Historic A956 King Street LR6A Beach Boulevard Esplanade, Beach Boulevard Tertiary P Change of hierarchy status to SECONDARY considered route Junction Boulevard Roundabout A92 North A9011 Ashgrove Historic Foresterhill LR7A Anderson Drive Road West Foresterhill Road Tertiary P Change of hierarchy status to SECONDARY considered route Road Junction Junction Historic Ashgrove A978 Westburn A96 Pow is LR8A Ashgrove Road Tertiary P Change of hierarchy status to SECONDARY considered route Road Drive Junction Terrace Junction

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Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

Historic Mounthooly Mounthooly LR9A A956 King Street Mounthooly Way Tertiary P Change of hierarchy status to SECONDARY considered route Way Roundabout

B9077 Great Historic West Tullos A956 Wellington LR10A Southern Road W Tullos Rd Tertiary P Change of hierarchy status to SECONDARY considered route Road Road Junction Junction Historic Hareness A956 Wellington Coast Road LR11A Hareness Rd Tertiary P Change of hierarchy status to SECONDARY considered route Road Road Junction Junction

Greenw ell / Historic A956 Wellington A956 Wellington LR12A Greenbank Greenw ell Road, Greenbank Road Tertiary P No change to LOCAL status considered route Road Junction Road Junction Road Historic Redmoss A956 Wellington West Tullos Road LR13A Redmoss Rd Tertiary P No change to LOCAL status considered route Road Road Junction Junction

Historic Souterhead A956 Wellington End of Souterhead LR14A Souterhead Road Tertiary P Change of hierarchy status to SECONDARY considered route Road Road Junction Road

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Figure 13.7: Initial local road options

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13.2.5 C-Roads Under Consideration A screening process was undertaken on all C-roads in the study area. This considered the maximum AADT on the route from modelling data, the place characteristics of the route, whether the route is an identified anomaly route, and whether there is new development planned along the route. If the route is an identified anomaly or new development is planned, it was considered that hierarchy appraisal is required. It was considered that hierarchy appraisal is also required if the maximum AADT on the route is greater than 10,000 vehicles.

The table and plan below illustrate the C-roads identified for hierarchy appraisal. Routes in the heart of the city centre were not considered for upgrade to secondary status from tertiary, in line with the roads hierarchy principles and study objectives.

Table 13.5: Initial C-roads identified for hierarchy appraisal

Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

Historic A92 Bridge of Dee CR1A C124C Loirsbank Road Inchgarth Road, Garthdee Road Tertiary P Change of hierarchy status to SECONDARY considered route (North)

A93 Great Historic C128C Kirk Brae CR2A C127C Western Road Countessw ells Road Tertiary P Change of hierarchy status to SECONDARY considered route Junction Junction Change of hierarchy status to SECONDARY considered, Route C128C Kirk Brae A92 Anderson CR2B C127C Countessw ells Rd, Seafield Rd Tertiary P change of routing to Seafield Road rather than deviation Junction Drive Junction Countessw ells Road considered

Historic Kirk Brae Avenue CR3A C128C A944 Junction Cults-Kingshill Road Tertiary P Change of hierarchy status to SECONDARY considered route Junction

A93 Guild Street / Historic A9013 Union CR4A C154C A956 Trinity Quay Market St Tertiary P No change to LOCAL status considered route Street Junction Junction Historic A956 Market Aberdeen South C154C Victoria Rd, St Fittick's Rd Tertiary P No change to LOCAL status considered route Street Junction Harbour CR5A Historic Aberdeen South Harness Road C154C Coast Rd Tertiary P Change of hierarchy status to SECONDARY considered route Harbour Junction

B9077 Great Historic A9013 Union CR6A C155C Southern Road Whinhill Rd, Bon-Accord St Tertiary P No change to LOCAL status considered route Street Junction Junction Historic A96 Powis Place St Andrew Street CR7A C156C George St Tertiary P No change to LOCAL status considered route Junction Junction

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Option for Proposed Existing Roads Hierarchy Status Option Option Roads Road Name Start Point End Point Via Details Reference Type Hierarchy Status Priority Secondary Local

Historic Mounthooly Upperkirkgate CR8A C157C Gallow gate Tertiary P No change to LOCAL status considered route Roundabout Junction

Historic A9013 Union Regent Quay CR9A C157C Marischal St Tertiary P No change to LOCAL status considered route Street Junction Junction

Historic Mounthooly CR10A C157C St Machar Drive Mounthooly, King's Cres, Spital, College Bounds, High St Tertiary P No change to LOCAL status considered route Roundabout

Route Mounthooly No change to LOCAL status considered, change of end CR10B C157C University Road Mounthooly, King's Cres, Spital, College Bounds Tertiary P deviation Roundabout point to University Road considered

A956 Beach Historic A956 King Street CR11A C158C Boulevard School Rd, Golf Rd, Park Rd, Park St Tertiary P No change to LOCAL status considered route Junction Roundabout Historic CR12A C19C B999 Junction B997 Junction Shielhill Road Tertiary P Change of hierarchy status to SECONDARY considered route

Historic A92 Parkw ay Old Meldrum Road CR13A C48C Mugiemoss Road Tertiary P Change of hierarchy status to SECONDARY considered route Junction Junction

Historic A96 Inverurie CR14A C48C A947 Junction Oldmeldrum Road Tertiary P Change of hierarchy status to SECONDARY considered route Road Junction

Historic Inverurie Road Chapel of Fairley CR15A C88C Kepplehills Road, New hills Road Tertiary P Change of hierarchy status to SECONDARY considered route Junction Road Junction

Historic CR16A C89C A944 Junction A96 Junction Chapel of Stoneyw ood - Fairley Rd Tertiary P Change of hierarchy status to SECONDARY considered route

Historic A956 Souter Head Coast Road CR17A C8K Langdykes Road Tertiary P Change of hierarchy status to SECONDARY considered route Roundabout Junction

It should be noted that there may be the potential to extend Option CR3A to connect with the A93 route should options developed as part of the Aberdeen Cross City Connections Study require this.

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Figure 13.8: Initial C-roads under consideration

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13.3 Option Sifting Following the development of the long-list of options, including those identified through the engagement process, a sifting exercise was undertaken to determine options that could be ruled out of further consideration such as those with ‘no option for change’ or options which clearly did not meet the objectives or established roads hierarchy principles. A red, amber, green process was used to assess the performance of each option against the six objectives and against the implementability criteria of technical feasibility and public acceptability (assumption- based). Alongside objectives and implementability criteria, the relative importance of place and movement was taken into consideration. As a result of this process, 28 options were rejected. Where options are rejected, the hierarchy of the route will remain as per the existing classification. The tables below summarise the hierarchy options selected for further review. The rejected options can be found in Appendix H, alongside an accompanying rationale. 13.4 List of Selected Options for Further Review The list of priority radial options selected for further review is shown in Table 13.6.

Table 13.6: List of selected priority radial options

Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

A92 (North) / It is considered that this option meets a couple of the TPOs PR1A A92, Ellon Rd, King St, East North St Primary Historic route - no change to hierarchy status or routing A956 and is technically feasible

A92 (North) / It is considered that this option meets a number of the TPOs PR1B A92, Ellon Rd, King St Primary Change of PRIORITY end point, SECONDARY w ithin CCMP area A956 and is technically feasible

Required as part of the do-minimum scenario, how ever PR2A A947 A947, Victoria St, Stoneyw ood Rd Primary Historic route - no change to hierarchy status or routing there is an HGV restriction on the existing A947

It is considered that this option meets three TPOs, is Primary / Change of routing to Riverview Drive, Riverview Drive PR2B A947 A947, Riverview Dr, Stoneyw ood Rd technically feasible and public acceptability is likely to be Tertiary PRIORITY, Victoria Street SECONDARY favourable A96, Inverurie Rd, Auchmill Rd, Gt Northern PR3A A96 Rd, Pow is Tce, Pow is Pl, Causew ayend, W Primary Historic route - no change to hierarchy status or routing Selected as a do-minimum option North St A96, Inverurie Rd, Auchmill Rd, Gt Northern Primary / Change of A96 routing to Berryden Corridor, Berryden Corridor PR3B A96 Rd, Pow is Tce, Berryden Rd, Skene Sq, Selected for further review Secondary PRIORITY, remaining A96 SECONDARY Gilcomston Steps A944, Langstracht, Westburn Rd, Hutcheon PR4A A944 Primary Historic route - no change to hierarchy status or routing Selected as a do-minimum option St

N Deeside Rd, St John's Tce, Gt Western Rd, PR5A A93 Willow bank Rd, Springbank Tce, Wellington Pl, Primary Historic route - no change to hierarchy status or routing Selected as a do-minimum option College St, Wapping St, Guild St

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Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

North Deeside Road, St John's Terrace, Great Change of PRIORITY end point, remaining A93 It is considered that this option meets four TPOs and is PR5B A93 Primary Western Road SECONDARY/TERTIARY technically feasible

Change of PRIORITY end point, remaining A9013 PR6C A92 (South) Stonehaven Rd, Bridge of Dee, Holburn St Primary Selected as a do-minimum option SECONDARY/TERTIARY

Change of routing to Great Southern Road, Great Southern Road Primary / It is considered that this option meets all TPOs and is PR6D A92 (South) Stonehaven Rd, Gt Southern Rd, Holburn St PRIORITY, Holburn Street SECONDARY, change of PRIORITY Secondary technically feasible end point, remaining A9013 SECONDARY/TERTIARY Wellington Rd, Queen Elizabeth Bridge, N PR7A A956 (South) Esplanade West, Market St, Trinity Quay, Primary Historic route - no change to hierarchy status or routing Selected as a do-minimum option Virginia St, Commerce St

PR7B A956 (South) Wellington Rd, Queen Elizabeth Bridge Primary Change of PRIORITY end point, remaining A956 SECONDARY Selected for further review

The list of secondary radial options selected for further review is shown in Table 13.7.

Table 13.7: List of selected secondary radial options

Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

SR1A B999 B999 Secondary Historic route - no change to hierarchy status or routing Selected as a do-minimum option

SR2A B997 B997, Scotstow n Rd, Balgow nie Rd Secondary Historic route - no change to hierarchy status or routing Selected as a do-minimum option

Secondary / Change of routing to North Donside Road, North Donside Road SR2B B997 B997, Scotstow n Rd, North Donside Rd Selected for further review Tertiary PRIORITY, Balgow nie Road TERTIARY

Whitestripes Rd, Whitestripes Ave, Gordon Reject priority route option, select secondary route option C20C / Gordon Change of hierarchy status to PRIORITY/SECONDARY SR3A Br, Gordon's Mills Rd, Tillydrone Rd, Tillydrone Tertiary for consideration in a change scenario, do-minimum is no Brae / C157C considered Ave change and the route remains tertiary Do-minimum is no change and the route remains secondary, SR4A B986 Clifton Rd Secondary Change of hierarchy status to LOCAL considered change scenario is to reduce classification to tertiary

Do-minimum is no change and the route remains secondary, SR5A B991 Bedford Rd Secondary Change of hierarchy status to LOCAL considered change scenario is to reduce classification to tertiary

Do-minimum is no change and the route remains priority, SR6A A9012 Rosehill Dr Primary Change of hierarchy status to SECONDARY considered change scenario is to reduce classification to secondary

Cairncry Road Do-minimum is no change and the route remains tertiary, SR7A Cairncry Rd, Back Hilton Rd Tertiary Change of hierarchy status to SECONDARY considered / C156C change scenario is to increase classification to secondary

Do-minimum is no change and the route remains priority, SR8A A9011 Ashgrove Rd West Primary Change of hierarchy status to SECONDARY considered change scenario is to reduce classification to secondary

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Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

Skene Rd, Queen's Rd, Carden Pl, Skene St, Do-minimum is no change and the route remains secondary, SR9A B9119 Secondary Change of hierarchy status to PRIORITY considered Woolmanhill change scenario is to increase classification to priority

Do-minimum is no change and the route remains secondary, SR10A B983 Midstocket Rd, Beechgrove Tce Secondary Change of hierarchy status to LOCAL considered change scenario is to reduce classification to tertiary

Do-minimum is no change and the route remains tertiary, SR11A C159C King's Gate, Beechgrove Tce Tertiary Change of hierarchy status to SECONDARY considered change scenario is to increase classification to secondary

SR14A C127C Cromw ell Rd, Union Gr Tertiary Change of hierarchy status to SECONDARY considered Selected for further review

Selected for further review - consider traffic management SR15A Broomhill Road Broomhill Rd Tertiary Change of hierarchy status to SECONDARY considered options for bus priority at Anderson Drive junction

SR16A A945 Riverside Dr Primary Change of hierarchy status to SECONDARY considered Selected for further review

SR17A C154C S College St Tertiary Change of hierarchy status to SECONDARY considered Selected for further review

Committed scheme applies from the CCMP/SUMP changing SR18A B983 Union Tce, Bridge St Secondary Change of hierarchy status to LOCAL considered Union Terrace and Bridge Street to buses, taxis, cycles and local access only Belmont Rd, Berryden Rd, Caroline Pl, Skene SR19A B986 Secondary Change of hierarchy status to PRIORITY considered Selected for further review Sq, Gilcomston Steps, Woolmanhill

Reject priority route option, select local route option for SR20A B986 Denburn Rd Secondary Change of hierarchy status to PRIORITY/LOCAL considered consideration in a change scenario, do-minimum is no change and the route remains secondary South Deeside Rd (w ith B979 connection to SR21A B9077 Secondary Change of hierarchy status to PRIORITY considered Selected for further review Deeside)

The list of secondary orbital options selected for further review is shown in Table 13.8.

Table 13.8: List of selected secondary orbital options

Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

Parkw ay, N Anderson Dr, Anderson Dr, S Selected for further review (if PR6C selected) (tied to OR1A A92 Primary Change of hierarchy status to SECONDARY considered Anderson Dr priority at AD)

Parkw ay, N Anderson Dr, Anderson Drive, S Change of hierarchy status to SECONDARY considered, Selected for further review (if PR6D selected) (tied to OR1B A92 Primary Anderson Dr, Bridge of Dee required in relation to Option PR6B/6D priority at AD)

St Machar Dr, Leslie Rd, Hilton St, Westburn OR2A A978 Dr, Argyll Pl, Craigie Loanings, Albert St, Primary Change of hierarchy status to SECONDARY considered Selected for further review (tied to priority at radials) Waverley Pl, Victoria St, Alford Pl

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Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

OR3A B990 Nelson St Secondary Change of hierarchy status to LOCAL considered Selected for further review

OR4A B983 S Mount St, Rosemount Viaduct Secondary Change of hierarchy status to LOCAL considered Selected for further review

Watson St, Esslemont Ave, Rose St, Thistle OR5A B985 Secondary Change of hierarchy status to LOCAL considered Selected for further review St, Chapel St

The list of local road options selected for further review in shown in Table 13.9.

Table 13.9: List of selected local road options

Option for Change Performance vs TPOs Implementability Option Existing Road Name Via Rationale for Selection Reference Classification No Priority Secondary Local Access TPO1 TPO2 TPO3 TPO4 TPO5 TPO6 Technical Public Change

Priority route option rejected on the basis that it is not a key radial route to the city LR3A Argyll Road Argyll Rd Tertiary P P centre; secondary route option selected for further review

Mounthooly LR9A Mounthooly Way Tertiary P Selected for further review Way

West Tullos LR10A W Tullos Rd Tertiary P Selected for further review Road

Hareness Selected for further review . This is the approved current route to Aberdeen South LR11A Hareness Rd Tertiary P Road Harbour

Redmoss LR13A Redmoss Rd Tertiary P Select as do-minimum. This route is being considered for access only by ACC Road

The list of C-road options selected for further review is shown in Table 13.10.

Table 13.10: List of selected C-road options

Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

Change of hierarchy status to SECONDARY considered, change CR2B C127C Countessw ells Rd, Seafield Rd Tertiary of routing to Seafield Road rather than Countessw ells Road Selected for further review considered

It is considered appropriate to retain Market Street as a CR4A C154C Market St Tertiary No change to LOCAL status considered tertiary route. It is part of the committed CCMP scheme.

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Option Existing Performance vs TPOs Implementability Road Name Via Details Rationale for Selection Reference Roads 1 2 3 4 5 6 Technical Public

C154C Victoria Rd, St Fittick's Rd Tertiary No change to LOCAL status considered It is considered appropriate to retain as a tertiary route.

CR5A Selected for further review - it is the access route to the C154C Coast Rd Tertiary Change of hierarchy status to SECONDARY considered new Aberdeen South Harbour

It is considered appropriate to retain as a tertiary route. CR6A C155C Whinhill Rd, Bon-Accord St Tertiary No change to LOCAL status considered Committed CCMP schemes to consider.

It is considered appropriate to retain as a tertiary route. CR7A C156C George St Tertiary No change to LOCAL status considered Committed CCMP schemes to consider.

It is considered appropriate to retain as a tertiary route. CR8A C157C Gallow gate Tertiary No change to LOCAL status considered Committed CCMP schemes to consider.

It is considered appropriate to retain as a tertiary route. CR9A C157C Marischal St Tertiary No change to LOCAL status considered Committed CCMP schemes to consider.

Mounthooly, King's Cres, Spital, College CR10A C157C Tertiary No change to LOCAL status considered It is considered appropriate to retain as a tertiary route. Bounds, High St

Mounthooly, King's Cres, Spital, College No change to LOCAL status considered, change of end point to CR10B C157C Tertiary It is considered appropriate to retain as a tertiary route. Bounds University Road considered

CR11A C158C School Rd, Golf Rd, Park Rd, Park St Tertiary No change to LOCAL status considered It is considered appropriate to retain as a tertiary route.

CR16A C89C Chapel of Stoneyw ood - Fairley Rd Tertiary Change of hierarchy status to SECONDARY considered Select for further review

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13.5 Summary This chapter has outlined the initial options that have emerged as part of the study, including those which have been developed as a result of engagement with stakeholders. It has included the long-list of initial options that were considered prior to the option sifting process for the following elements within the roads hierarchy:

· Priority radials; · Secondary radials; · Secondary orbitals; · Local roads; and · C-roads under consideration. For the options developed, consideration has been given to both the routing and the hierarchy status of routes (priority, secondary, local).

Chapter 13 – Key Outcome

This chapter has brought together the key outcomes of Chapters 2-11 to establish a long-list of potential options for the revised roads hierarchy.

The sifting process employed has established a refined list for option validation, packaging and appraisal, which is the focus of Chapters 14 and 15.

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Prepared for: Nestrans and Aberdeen City Council AECOM 14111 North East Scotland Roads Hierarchy Study Project number: 60583665

14. Option Validation – Whole Network 14.1 Introduction Following the option sifting, a further validation test was undertaken on the principles and suitability of place for the roads hierarchy options that have been developed. It considers adherence to the definitions set out in Chapter 7 and the place hierarchy outlined in Chapter 11. The purpose and physical characteristics of routes are discussed in Chapter 10 and should be referred to. This validation test provides an assessment of the options in relation to the network as a whole, rather than just the individual elements on their own which were discussed in Chapter 13.

There is also consideration in this section of the established routing framework developed by ACC. The ACC signing framework directs traffic from the AWPR to Aberdeen North, West and South as described in Chapter 2. Within the AWPR, ACC has developed the signing framework to follow the decision on aligning to the creation of a three-zone city centre system with demand management restriction for vehicles between them (also discussed in Chapter 2), whereby the city centre and its car parks are split into the three areas of city centre north, west, and south.

It should be noted that the effect of the validation test is such that the hierarchy change proposed for some options, as highlighted in the long-list of option tables prior to sifting (Section 13.2), is superseded and in some cases, as is the description of the start and end points of routes. Where this is the case, it has been mentioned in the individual discussions on each route below. It should also be noted that future decisions on levels of intervention to be implemented in the city centre will influence the hierarchy change proposed on some routes.

Key considerations for active travel, public transport, freight, general traffic and road classification have been discussed to highlight effects of the options for change proposed. 14.2 Priority Radials Across all options for priority routes, there are a number of commonalities. In general, the place value on a route will increase as it moves closer to the city centre as the start point tends to be a rural environment at the AWPR and the end point an urban environment in the city. This presents a challenge in terms of maintaining quality of place where priority routes traverse through residential areas, and neighbourhood and town centres. The assessment of place types undertaken has been discussed in Chapter 11.

The desire to discourage cross-city centre movements has been reflected in the proposed downgrading of formerly primary routes (A-class roads) in the city centre area. The extent of downgrading proposed is dependent on the city centre place quality assessment shown in Chapter 11, where the following is proposed:

· Medium/Low quality areas reduced to secondary routes; · High/Medium quality areas reduced to tertiary routes. Interventions, particularly at junctions, may be required to support changes in the hierarchy.

Although not part of this study to review in detail, it is likely that priority routes will experience higher traffic volumes than other routes on the network and thus consideration should be given to the most appropriate facilities for active and sustainable modes.

The remainder of this section has been split into the following:

· Existing priority routes that are recommended to remain priority routes with, in some cases, a revised end point; · Existing priority routes that are no longer considered appropriate to have priority status; and · Existing secondary routes that are proposed for upgrade to priority status.

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14.2.1 Existing Priority Routes - Unchanged

14.2.1.1 A92 North/A956 (Option PR1) It is proposed that this priority route runs radially between the Blackdog junction at the AWPR and the Mounthooly Way junction via Ellon Road and King Street. From its end point, it is possible to access car parks, the harbour and public transport interchanges by proposed secondary and tertiary routes in the city centre. It should be noted that moving from the proposed end point of this route to the harbour and public transport interchanges requires a movement from the city centre north to the city centre south.

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. The route is rural in the north passing through industrial employment, residential and neighbourhood centres. It has been proposed that the end point of the priority route is at the junction with Mounthooly Way to protect the southern section of the route between Mounthooly Way and the junction with West North Street/East North Street. This proposed end point is a revision on that included within the initial options presented in Chapter 13. The southern section of the route is considered the most vulnerable part of the route as it is designated as a town centre in terms of its place function in the study’s place assessment and has been designated as an AQMA.

The signing framework developed by ACC directs traffic via Mounthooly Way for ‘City centre (N)’ as a number of car parks can be accessed from or via the Gallowgate. From the strategic road network, traffic from the north is directed to the harbour/ferry via King Street, East North Street, Commerce Street, Virginia Street, Trinity Quay and Market Street.

Key Considerations – A92 North/A956

The proposed reduction of the route’s priority at the southern end to secondary provides Active Travel greater opportunity for enhanced priority for active travel modes

Public Transport Priority for public transport maintained and improved, particularly in the city centre

Freight route maintained but should be viewed as onward access to the harbour only or Freight for deliveries within the city centre

General Traffic Priority cut back to Mounthooly Way before entering city centre area

A-road classification maintained along length Classification (N.B. It is acceptable to have secondary routes with A-class designation)

14.2.1.2 A947 (Option PR2) It is proposed that this priority route runs radially between the Parkhill junction at the AWPR and the A96 Inverurie Road junction via Oldmeldrum Road, Riverview Drive and Stoneywood Road. The start point is the strategic road network and the proposed end point is another priority route. It is proposed that this priority route deviates from its historical alignment via Victoria Street and routes alternatively via Riverview Drive. This route deviation was discussed several times during the stakeholder engagement process, with many noting that Riverview Drive is more suited to general traffic movements than the historical route via Victoria Street.

Routing via Riverview Drive is considered appropriate due to the HGV restrictions and the identified place designation of Victoria Street. There is an existing weight restriction on Victoria Street, which makes it unsuitable to vehicles over 7.5 tonnes. A neighbourhood centre has been identified on Victoria Street, and therefore a deviation of the priority route to Riverview Drive would help to protect this area.

Routing via Riverview Drive is supported by the signing framework developed by ACC, which directs southbound traffic via this route for the city centre.

Key Considerations – A947

Encouragement of increased traffic via Riverview Drive may deter some cyclists from Active Travel using the on-road advisory cycle lane

No improvements for public transport in terms of infrastructure; public transport may Public Transport benefit from a smaller volume of general traffic using Victoria Street

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Key Considerations – A947

Freight route via Riverview Drive maintained; Victoria Street remains unsuitable for Freight freight

General Traffic Priority changes at either end of Riverview Drive

Riverview Drive to be reclassified as an A-road; Victoria Street to be reclassified as a Classification B-road, to distinguish it against the more appropriate route

14.2.1.3 A96 (Option PR3) It is proposed that this priority route runs radially between the Craibstone junction at the AWPR and Mounthooly roundabout via Inverurie Road, Auchmill Road, Great Northern Road, Powis Terrace, and Powis Place. The start point is the strategic road network and the end point is the intersection with another priority route. From its end point, it is possible to access car parks in the north of the city centre via proposed secondary and tertiary routes in the city centre.

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. The route is rural outwith the AWPR, and passes through residential, retail and neighbourhood centres along its length. It should be noted that there is a designated AQMA on the A96 between the Haudagain roundabout and the junction with Howes Road.

Mounthooly roundabout is the proposed end point of the route. This is a revision on that included within the initial options presented in Chapter 13. Mounthooly roundabout is the end point for signage to the ‘City centre’ for traffic along the A96. At this junction, traffic for the city centre is directed via the Gallowgate, and thereafter signage directs traffic to the appropriate car parks. Aberdeen Beach is the only destination to be signed via West North Street from Mounthooly roundabout.

Key Considerations – A96

The proposed reduction of the route’s priority at the eastern end to secondary provides Active Travel greater opportunity for enhanced priority for active travel modes along West North Street

Public Transport Priority for public transport maintained and improved

Freight route to be consulted on – this is not a signed route to the harbour, but it is a Freight preferable route for freight compared with other routes in the city

Priority cut back to Mounthooly roundabout, from which car parks in the city centre area General Traffic can be accessed

Classification A-road classification maintained along length

14.2.1.4 A944 (Option PR4) It is proposed that this priority route runs radially between the Kingswells South junction at the AWPR and Mounthooly roundabout via Lang Stracht, Westburn Road and Hutcheon Street. The start point is the strategic road network and the end point is the intersection with another priority route. From its end point and connection with the A96 priority route, it is possible to access car parks via proposed secondary and tertiary routes. The A944 route crosses another potential priority route at the Berryden Corridor. The engagement process highlighted concerns about the future traffic volumes along Hutcheon Street and thus the initial option development included an option for a revised end point at the junction with the Berryden Corridor. The option sifting process however has emphasised the importance of maintaining the priority route to Mounthooly roundabout for access to car parks.

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. The route is rural in the west passing through residential, retail, hospital access routes, and parks and green spaces along its way.

The A944 is a key route as part of the signing framework developed by ACC. It is the principal route to ARI from outwith the AWPR and is also a key route to the University of Aberdeen. Traffic is directed to Mounthooly and then via Gallowgate to access West North Street, Gallowgate, and Loch Street car parks. Traffic is directed from the

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A944 priority route onto the Berryden Corridor for Denburn, Harriet Street and Trinity Centre car parks and additionally for car parks in the south of the city centre.

Key Considerations – A944

Priority for active travel maintained and improved, particularly across the secondary Active Travel orbital routes (Anderson Drive and Westburn Drive)

Priority for public transport maintained and improved, particularly across the secondary Public Transport orbital routes (Anderson Drive and Westburn Drive)

Freight Continues to be undesirable as a principal freight route

General Traffic Priority maintained and improved along length

Classification A-road classification maintained along length

14.2.1.5 A93 (Option PR5) It is proposed that this priority route runs radially between the Deeside junction at the AWPR and Holburn Street via North Deeside Road, St John’s Terrace, and Great Western Road. The start point is the strategic road network and the end point is the intersection with a secondary and tertiary route which can be used to access car parks. It is considered that Holburn Street is an appropriate end point for the route to ensure public transport priority is provided on this route across Anderson Drive. From the end point, it is possible to access car parks in the west of the city centre via proposed secondary and tertiary routes, however it should be noted that a movement across the west of the city centre is required to access the majority (via Rose Street).

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. The route is largely residential but passes through sections of rural, parks and green spaces and neighbourhood centres.

The A93 is not treated as a strategic route in the signing framework developed by ACC as it was considered that its width is restricted at many points along the corridor, it has multiple driveway access/egress points along its length and concerns were raised that it could not deal with any increase in the volume of traffic or an increase in HGV traffic. Traffic therefore, is only directed off the AWPR at the Deeside junction for access to local communities. Once on the A93 route, traffic is directed via Great Western Road for access to the south and west areas of the city centre. At the junction with Holburn Street, traffic destined for car parks in the south is directed to continue on the existing A93 route via Willowbank Road and Springbank Terrace and those travelling to west car parks are directed onto Holburn Street.

Key Considerations – A93

Active Travel Priority for active travel maintained and improved, particularly across Anderson Drive

Public Transport Priority for public transport maintained and improved, particularly across Anderson Drive

Freight Continues to be undesirable as a principal freight route

Priority cut back to Holburn Street, from which car parks in the west of the city centre General Traffic area can be accessed

Classification A-road classification maintained along length

14.2.1.6 A92 South (Option PR6) It is proposed that this priority route runs radially between the Charleston junction at the AWPR and the B9077 junction via Stonehaven Road. The start point is the strategic road network and the end point is the intersection with secondary routes which can be used to provide onward access to principal destinations. From its end point, it is possible to access a number of destinations via proposed secondary and tertiary routes, including Robert Gordon

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University and the retail areas to the north of the River Dee, or to the west and south of the city centre via Great Southern Road.

The place designation of this route is entirely residential between the Charleston junction and the Bridge of Dee. Residences are low density and are set back from the road meaning that people movement on the road itself is low, particularly towards the southern end of the route.

The signing framework developed by ACC only directs traffic via this route for ARI and the universities from the strategic road network.

Key Considerations – A92

As per existing priority for active travel modes – Bridge of Dee continues to be unsuitable Active Travel for on-road active travel provision due to width constraints

Priority for public transport maintained to the south of Bridge of Dee; Bridge of Dee Public Transport continues to be unsuitable for public transport due to its width restriction Freight route maintained to the south of Bridge of Dee – existing freight diversion route Freight avoiding Bridge of Dee; Bridge of Dee continues to be unsuitable for freight due to its width restriction

General Traffic Priority maintained to Bridge of Dee

Classification A-road classification maintained to Bridge of Dee

14.2.1.7 Wellington Road (Option PR7) It is proposed that this priority route runs radially between the Charleston junction at the AWPR and the new Palmerston link road (associated with the South College Street Improvement) via Wellington Road and North Esplanade West. The start point is the strategic road network and the proposed end point is the principal destination of the city centre on North Esplanade West at the point where the South College Street Improvement is proposed. From its end point, it is possible to access car parks in the south of the city centre and the harbour and public transport interchanges by proposed secondary and tertiary routes in the city centre. It should be noted that this proposed end point is revised from the initial options presented in Chapter 13 in order to prioritise the movement from Queen Elizabeth Bridge towards the south of the city centre. The Wellington Road route additionally provides access to ASH, initially via Hareness Road with future options for access to be determined.

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. Between residential areas, there are sections of office employment, industrial employment and retail. Compared with the other proposed priority routes, there are fewer areas designated as residential along its length. Although a priority route, Wellington Road is transforming, through developments, into a place that includes a variety of uses and this quality requires to be protected. It should be noted that the northern section of this route is designated as an AQMA.

The Wellington Road corridor is a key route as part of the signing framework developed by ACC. It is the principal route to the existing and new harbours from outwith the AWPR and is also the main route to the south of the city centre. It should be noted that the harbour has a number of access points from Market Street, Regent Quay, Waterloo Quay, York Place, York Street, Pocra Quay, South Esplanade West and Sinclair Road.

Key Considerations – Wellington Road As per existing priority for active travel modes, the proposed reduction of the route’s Active Travel priority at the northern end to secondary provides greater opportunity for enhanced priority for active travel modes along North Esplanade West Priority for public transport maintained, the proposed reduction of the route’s priority at Public Transport the northern end to secondary provides greater opportunity for enhanced priority for public transport along North Esplanade West Freight route maintained but should be viewed as onward access to the harbour only or Freight for deliveries within the city centre

General Traffic Priority cut back to Palmerston Place before entering city centre area

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Key Considerations – Wellington Road

A-road classification maintained along length Classification (N.B. It is acceptable for the secondary part of this route to remain as an A-class road)

14.2.2 Existing Priority Routes – Changed

14.2.2.1 A92 – Parkway and Anderson Drive (Option OR1) It is proposed that the existing primary orbital route via The Parkway and Anderson Drive is downgraded to secondary in the roads hierarchy. The start point of this route is The Parkway junction with Ellon Road and the proposed end point is to the south of the Bridge of Dee where the route connects with the B9077 Leggart Terrace and Great Southern Road. To reflect the objectives and principles of the Roads Hierarchy Study, movement is to be prioritised along the radial routes crossing Anderson Drive. Although secondary in terms of its relationship with radials, this route will continue to provide an important function as a key connector between priority radial routes, allowing movement between radials without crossing the city centre. Furthermore, the route is important for protecting proposed tertiary orbital routes to the east of Anderson Drive and it will remain an important movement distribution route at a secondary level for adjacent communities.

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. At its start point from the junction with the A956 Ellon Road, the place designation of the route is industrial employment. It passes through residential areas, retail and office employment before terminating south of the historic bridge over the River Dee.

The signing framework developed by ACC complements the strategic signing from the AWPR, and also presents traffic with another opportunity to choose the appropriate radial for their destination if they have missed signing at the strategic road network or their journey has originated east of the AWPR. This reflects the route’s function as a key connector between the priority radial routes.

Key Considerations – A92 Parkway and Anderson Drive (including Bridge of Dee)

Limited on-road priority for active travel modes; Bridge of Dee continues to be unsuitable Active Travel for on-road active travel provision due to width constraints There will be reduced north-south priority at junctions, however the potential introduction of bus lanes as discussed in the Cumulative Transport Appraisal (CTA) would enable greater north-south priority for public transport between junctions; the route will continue Public Transport to be used in sections as bus routes move to collect/drop off people at key points across the city; Bridge of Dee continues to be unsuitable for public transport due to its width restriction Freight route to be consulted on as the strategic trunk road function has been replaced by the AWPR; the route is a preferable route for freight compared with other routes in the Freight city via the connection to the HGV diversion route at Holburn Street (diversion route via Holburn Street, Riverside Drive and Great Southern Road); Bridge of Dee continues to be unsuitable for freight due to its width restriction

General Traffic Priority changes at the majority of junctions to enable prioritisation of the radial routes

A-road classification maintained along length due to its quality and reflective of its Classification important role as a key connector between radial routes

14.2.2.2 A978 (Option OR2) It is proposed that the existing orbital route via St Machar Drive, Leslie Road, Hilton Street, Westburn Drive, Argyll Place, Craigie Loanings, Albert Street, Waverley Place, Victoria Street, and Alford Place is downgraded to secondary and tertiary in the roads hierarchy. The start point of this route is the St Machar Drive junction with King Street, and the end point is the Alford Place junction with Union Street. To reflect the objectives and principles of the Roads Hierarchy Study, movement is to be prioritised along the radial routes that traverse this orbital route. Although this route can still be used as a connector between priority radial routes, some sections are inappropriate for high traffic movements. The section along Leslie Road and Hilton Street was identified in particular during consultation as an area that is unsuitable for the proportion of traffic currently using it. It has been proposed that

Prepared for: Nestrans and Aberdeen City Council AECOM 117 North East Scotland Roads Hierarchy Study Project number: 60583665 this section is downgraded to tertiary in the roads hierarchy, with more appropriate use of the new Berryden Corridor Improvement encouraged, which has been identified as a proposed priority route. The proposed downgrading of this section to tertiary is a revision from the initial options presented in Chapter 13.

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. The place designations along St Machar Drive at the north of the route include residential, historic, parks and green spaces, and industrial employment. Between Leslie Road and Albert Street, the route is residential. From Albert Street to the city centre area, the route is primarily used for office employment.

The signing framework developed by ACC does not place great focus on this route, with no signing on the majority of routes where they traverse the A978. There is signing on approach to St Machar Drive on King Street, Tillydrone Avenue, and Great Northern Road, principally to direct traffic towards the principal destination of the University of Aberdeen. The only other signing on approach to the A978 is on Cairncry Road, which is identified as the signed route to the university. From Cairncry Road, traffic is directed via Hilton Street and Leslie Road before joining St Machar Drive. If the section including Hilton Street and Leslie Road was downgraded to tertiary in the roads hierarchy, the signed route to the University of Aberdeen would require review.

Key Considerations – A978

Active Travel Limited on-road priority for active travel modes

Not a major public transport route and is not expected to be; priority will be reduced for Public Transport any services operating via this route

Freight Continues to be undesirable as a principal freight route

General Traffic Priority changes at the majority of junctions to enable prioritisation of the radial routes

Majority of route to be reclassified as B-road if downgraded to secondary; if Hilton Street Classification and Leslie Road were to become tertiary routes, they would require to be reclassified to C-road

14.2.2.3 A9011 – Ashgrove Road West (Option SR8) It is proposed that the existing primary route along Ashgrove Road West is downgraded to tertiary. The start point of this route is the junction with A92 North Anderson Drive, and the end point is the junction with A978 Westburn Drive. The route no longer functions as a priority route as it does not provide a connection with the strategic road network. With the proposed downgrading of the A92 and A978 orbital routes, Ashgrove Road West no longer connects to a priority route, and therefore does not adhere to the definition of a secondary route.

Although the route no longer meets the requirements for a priority or secondary route, it will remain an important route due to the number of destinations that it provides access to: ARI, Woodhill House, University of Aberdeen Medical Campus, and the regional headquarters of SGN, SSE Enterprise and the Scottish Ambulance Service.

The place designation of this route is a mixture of office employment, hospital access and residential. It is considered that measures to discourage traffic movements on this route may encourage traffic to use the A944 priority route that runs parallel to the south.

The signing framework designates the A944 Westburn Road as the principal route to the hospital, which is the desired routing for all movements from the strategic road network, however it is considered that Ashgrove Road West will continue to provide an attractive alternative to traffic due to its less circuitous route to the visitor car park from Foresterhill Road. Ashgrove Road West would be the most efficient access route to the hospital for those making localised movements from the north. The signing framework directs via Ashgrove Road West from Anderson Drive for access to Roxburghe House and the University Medical Campus.

It should be noted that Table 13.2 presents the option for change as priority to secondary. The validation test confirmed that this was not feasible due to the lack of adherence to the definition of a secondary route, and thus it has been proposed to downgrade the route to tertiary.

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Key Considerations – Ashgrove Road West

It is not anticipated that the changes proposed will affect active travel priority along this Active Travel route

It is not anticipated that the changes proposed will affect public transport priority along Public Transport this route

Freight Continues to be undesirable as a principal freight route

The orbital routes of Anderson Drive and Westburn Drive have priority over Ashgrove General Traffic Road West at its start and end points

Classification Route to be reclassified as C-road if downgraded to tertiary

14.2.2.4 A9012 – Rosehill Drive (Option SR6) It is proposed that the existing primary route along Rosehill Drive is downgraded to tertiary. The start point of this route is the junction with A92 North Anderson Drive, and the end point is Hilton Drive. The route no longer functions as a priority route as it does not provide a connection with the strategic road network. With the proposed downgrading of the A92 and A978 orbital routes, Rosehill Drive no longer connects to a priority route, and therefore does not adhere to the definition of a secondary route.

The place designation of this route is entirely residential and therefore it is considered appropriate that traffic should be discouraged from using this route. It is possible that measures to discourage traffic movements on this route may encourage traffic to use the A96 priority route running parallel to its north.

The downgrading of this route to tertiary accords with the established ACC signing framework, as there are no destinations signed via Rosehill Drive.

Key Considerations – Rosehill Drive

It is anticipated that the changes proposed could have benefits for active travel due to Active Travel potentially reduced traffic on both Anderson Drive and Rosehill Drive

It is not anticipated that the changes proposed will negatively impact public transport Public Transport priority across Anderson Drive from Provost Rust Drive to Rosehill Drive

Freight Continues to be undesirable as a principal freight route

The orbital routes of Anderson Drive and Westburn Drive have priority over Rosehill Drive General Traffic at its start and end points

Classification Route to be reclassified as C-road if downgraded to tertiary

14.2.2.5 A9013 – Holburn Street, Union Street, King Street (Option PR6) It is proposed that the existing primary route along Holburn Street, Union Street and King Street is downgraded to secondary and tertiary. The start point of this route is the Holburn Street junction to the north of the Bridge of Dee, and the end point is the King Street/East North Street/West North Street junction. The route no longer functions as a priority route as it does not provide a connection with the strategic road network. It is proposed to downgrade Holburn Street to secondary in the roads hierarchy, as it will remain as an access route to the west of the city centre. It is proposed to downgrade Union Street and King Street to tertiary in the roads hierarchy as these areas are within the CCMP area and are considered areas of medium-high quality in terms of place.

The place designation of this route is entirely residential between the Bridge of Dee and its junction with the B9077 Great Southern Road. North of the B9077 Great Southern Road junction, the route is designated as town centre

Prepared for: Nestrans and Aberdeen City Council AECOM 119 North East Scotland Roads Hierarchy Study Project number: 60583665 until it meets the city centre area. The section designated as town centre has an inherent place value to the community and the wider city population.

The signing framework developed by ACC directs traffic via Holburn Street for access to the west of the city centre. It should be noted that access to the majority of car parks in the west of the city centre requires a movement across the west of the city centre area (via Rose Street).

Key Considerations – Holburn Street, Union Street, King Street

The removal of general traffic on Union Street between Bridge Street and Broad Street Active Travel provides an opportunity to enhance priority for active travel along this section

The removal of general traffic on Union Street between Bridge Street and Broad Street Public Transport could be of significant benefit to public transport services along this route

The southern section from Bridge of Dee to Riverside Drive is the existing freight Freight diversion route and provision for this requires to be maintained whilst there is no suitable route over the Bridge of Dee Priority for general traffic will be reduced along its length, and especially within the city General Traffic centre area

Holburn Street to be reclassified as B-road if hierarchy is to be downgraded to secondary; Classification Union Street and King Street to have classification removed to become unclassified if routes are to be downgraded to tertiary and full CCMP interventions are realised

14.2.3 Other Routes with Option for Priority

14.2.3.1 B9119 – Skene Road, Queen’s Road (Option SR9) Although it does not directly connect to the strategic road network, it is proposed that the B9119 functions as an anomaly priority route with its start point at the A944 priority route, which connects to the Kingswells South junction at the AWPR. It runs via Skene Road, Queen’s Road, Carden Place, Skene Street and Woolmanhill with its end point at the Berryden Corridor, which facilitates movement to the Trinity Centre and College Street car parks. It is considered that Woolmanhill roundabout is an appropriate end point for the route to ensure public transport priority is provided on this route across Anderson Drive.

The place designation of this route is variable, incorporating a number of land uses between its proposed start and end point. Between its start point and Anderson Drive, the place designation is a mixture of parks and green space and residential. To the east of Anderson Drive, the place designation is residential and office employment. Where the route runs through office employment, there is a challenge in terms of maintaining a high-quality environment for people movement whilst providing priority for vehicular movement.

The signing framework developed by ACC only directs traffic via the B9119 for the west of the city centre from the Anderson Drive junction. From the start point of the B9119, traffic destined for city centre west is directed via the A944 route, with the B9119 signed for movements to city centre south. Therefore, there are challenges to be overcome in terms of providing a coherent strategy from the strategic road network to principal destinations. The signed route to the west of the city centre would require review if this route was to be upgraded to priority in the roads hierarchy.

The engagement process highlighted conflicting views on what should be the future priority status of this route, with some stakeholders and community representatives keen to see an upgrade to the priority of this route to better reflect its existing function, and some hoping for reduced priority of the route to encourage use of it as a public transport and active travel corridor.

Key Considerations – Skene Road, Queen’s Road

Potentially less attractive to on-road active travel users if upgraded to a priority route and Active Travel there is an increase in general traffic

Priority for public transport maintained and improved, particularly across the secondary Public Transport orbital routes (Anderson Drive and Westburn Drive)

Prepared for: Nestrans and Aberdeen City Council AECOM 120 North East Scotland Roads Hierarchy Study Project number: 60583665

Key Considerations – Skene Road, Queen’s Road

Freight Continues to be undesirable as a principal freight route

General Traffic Priority maintained and improved along length

Classification Route to be reclassified as A-road if it is to become a priority route

14.2.3.2 B986 – Berryden Corridor (Option SR19) Although it does not directly connect to the strategic road network, it is proposed that the Berryden Corridor will function as an anomaly priority route with its start point at the A96 priority route, which connects to the Craibstone junction at the AWPR. The end point of the route is Woolmanhill roundabout, from which car parks can be accessed via proposed secondary routes.

The place designation of this route is a mixture of retail, residential and industrial employment. Retail and industrial employment are ranked as the lowest categories on the place hierarchy and it can therefore be assumed that people movement along this corridor is relatively low.

The signing framework developed by ACC primarily regards the Berryden Corridor as an access route to the different areas of the city centre, with city centre north directed via John Street; city centre south directed via Denburn Road; and city centre west directed via the B9119.

There was general consensus during the engagement process that the Berryden Corridor would form an important component of the revised roads hierarchy, with some noting that it may be a more appropriate priority route than the existing A978.

Key Considerations – Berryden Corridor As per existing priority for active travel modes and to benefit from Berryden Corridor Active Travel Improvement Public Transport Priority for public transport maintained and improved

Freight Continues to be undesirable as a principal freight route

General Traffic Priority maintained and improved along length

Classification Route to be reclassified as A-road if it is to become a priority route

14.3 Secondary Routes The validation process for secondary routes has been split into the following:

· Existing secondary routes that are recommended to remain secondary routes with, in some cases, a revised alignment; · Existing secondary routes that are no longer considered appropriate to have secondary status; and · Proposed new secondary routes as a result of proposed downgrade of an existing priority route or proposed upgrade of an existing tertiary route. 14.3.1 Secondary Routes – Unchanged

14.3.1.1 B999 (Option SR1) It is considered that the B999 route should continue to function as a secondary movement corridor. It connects between the A92 North/A956 priority route and communities in Aberdeenshire.

Prepared for: Nestrans and Aberdeen City Council AECOM 121 North East Scotland Roads Hierarchy Study Project number: 60583665

The route is primarily rural, with sections of residential and industrial employment as it approaches the connection with the A92 North.

Key Considerations – B999

Active Travel As per existing priority for active travel modes

Public Transport As per existing priority for public transport

Freight Continues to be undesirable as a principal freight route

General Traffic As per existing priority along length

Classification B-road classification maintained along length

14.3.1.2 B997 (Option SR2) It is considered that the B997 route should continue to function as a secondary movement corridor. The B997 connects between the A956 priority route and communities in Aberdeenshire via Balgownie Road, Scotstown Road and the B997. It is proposed that the route deviates from its historical alignment on approach to the A956 from Balgownie Road to North Donside Road. Although both routes are designated as residential, it is considered that there is greater capacity on the North Donside Road route and residences tend to be set back from the road. This was identified during stakeholder consultation.

The route is rural in the north and passes through areas of parks and green spaces, residential and industrial employment.

Key Considerations – B997

Active Travel As per existing priority for active travel modes

Public transport route is via North Donside Road and thus increased priority given to this Public Transport route would be beneficial

Freight Continues to be undesirable as a principal freight route

General Traffic As per existing priority with increased priority for North Donside Road at its end point

North Donside Road to be reclassified as B-road if it is to be upgraded to secondary in Classification the roads hierarchy; Scotstown/Balgownie Road to be reclassified as C-road if it is to be made tertiary

14.3.1.3 B9077 – South Deeside Road, Great Southern Road (Option PR6/SR21) It is considered that the B9077 South Deeside Road, Leggart Terrace, and Great Southern Road should continue to function as a secondary movement corridor. It connects between Holburn Street and communities in Aberdeenshire and meets the A92 Stonehaven Road priority route to the south of the Bridge of Dee. It is considered that Holburn Street is an appropriate end point for the route to protect the town centre designation on Holburn Street north of this point. The route facilitates movement to the south and west of the city centre, as well as local movements to industrial estates in Tullos and Altens.

The route is primarily rural west of the Bridge of Dee, with a section designated as residential along Leggart Terrace. To the east of the Bridge of Dee, the place designation of the route is primarily parks and green space, with residential areas introduced as it approaches Holburn Street. The place designation and characteristics of the route mean that it is preferred for vehicular movement compared with the parallel Holburn Street route.

It should be noted that Table 13.2 presents the option for change for these routes as secondary to priority. This option was disregarded at the time of validation testing due to consultation comments from within the client group.

Prepared for: Nestrans and Aberdeen City Council AECOM 122 North East Scotland Roads Hierarchy Study Project number: 60583665

Key Considerations – South Deeside Road, Great Southern Road

Active Travel As per existing priority for active travel modes

Public Transport Priority for public transport maintained and improved at key junctions

The southern section from Bridge of Dee to Riverside Drive is the existing freight Freight diversion route and provision for this requires to be maintained whilst there is no suitable route over the Bridge of Dee Possible increased priority at its junctions with A92 South, Riverside Drive and Holburn General Traffic Street

Classification B-road classification maintained along length

14.3.1.4 B986 – Denburn Road (Option SR20) It is considered that the B986 Denburn Road route should continue to function as a secondary movement corridor. It connects between Woolmanhill roundabout and the Wapping Street junction. This route facilitates movement from the proposed Berryden Corridor and B9119 priority routes to the Trinity Centre car park and onward movement to College Street car park and the south area of the city centre. It should be noted that these onward movements require a move from the north of the city centre to the west and south of the city centre. This route is in the city centre area and has been rated as low in terms of its quality of place. It is therefore considered appropriate to remain as a secondary movement corridor.

Key Considerations – Denburn Road As per existing priority for active travel modes; proposed CCMP schemes include the closure of Wapping Street and Carmelite Street (except for access to the Trinity Centre Active Travel car park) east of the junction with Denburn Road which provides an opportunity to enhance priority for active travel within the city centre area Public Transport Not a major public transport route currently

Freight Continues to be undesirable as a principal freight route

Changes for general traffic at the end point of the route at the Denburn Road/A93 Wapping Street junction. The proposed new end point of the A93 priority route is Holburn Street, with the route proposed to be downgraded to secondary and tertiary east of this General Traffic point. This means that at the Denburn Road/Wapping Street junction, there is a change of priority with both routes now proposed to be secondary. Additionally, proposed CCMP schemes include the closure of Wapping Street and Carmelite Street (except for access to the Trinity Centre car park) east of the junction with Denburn Road.

Classification B-road classification maintained along length

14.3.2 Existing Secondary Routes – Proposed Downgrade

14.3.2.1 B983 – Midstocket Road, Beechgrove Terrace, South Mount Street, Rosemount Viaduct, Union Terrace, Bridge Street (Option SR10/SR18/OR4) It is proposed that the existing B983 secondary route is downgraded to tertiary in the roads hierarchy. The route connects between Anderson Drive and the Wapping Street junction with Bridge Street via Midstocket Road, Beechgrove Terrace, South Mount Street, Rosemount Viaduct, Union Terrace, and Bridge Street. With the proposed downgrading of the A92 Anderson Drive and A978 Argyll Place in the roads hierarchy, this route no longer connects to a priority route, and therefore does not adhere to the definition of a secondary route. At the south of this route, proposed CCMP schemes restrict general traffic movement along Union Terrace and Bridge Street.

The B983 orbital route runs through communities, and through the town centre of Rosemount, which has an inherent place value to the community and to the wider city population. Traffic should be encouraged to use the

Prepared for: Nestrans and Aberdeen City Council AECOM 123 North East Scotland Roads Hierarchy Study Project number: 60583665

A92 secondary orbital to move between priority radials in the first instance, with an opportunity to use the A978 orbital closer to the city centre.

Key Considerations – Midstocket Road, Beechgrove Terrace, South Mount Street, Rosemount Viaduct, Union Terrace, Bridge Street The CCMP proposals provide an opportunity to enhance priority for active travel within Active Travel the city centre area

Major proposed improvements for public transport in CCMP area; little scope for Public Transport additional improvements outwith CCMP, though through traffic protection is required

Freight Continues to be undesirable as a principal freight route

These routes are not designated for through traffic, and are routes within a proposed General Traffic zonal neighbourhood

Classification Route to be reclassified as C-road if it is to become a tertiary route

14.3.2.2 B985 – Watson Street, Esslemont Avenue, Rose Street, Thistle Street, Chapel Street (Option OR5) It is proposed that the existing B985 secondary route is downgraded to tertiary in the roads hierarchy. The route connects between the A944 priority route and the Rose Street/Chapel Street junction with Union Street via Watson Street, Esslemont Avenue, Rose Street, Thistle Street, and Chapel Street. Due to its connection with the A944 priority route, the B985 could still be classed as a secondary route as it adheres to the definition. The southern part of this route is in the city centre area and Rose Street currently acts as an important access route to car parks in the west of the city centre.

The B985 orbital route runs through communities, and crosses the town centre of Rosemount, which has an inherent place value to the community and to the wider city population. Traffic should be encouraged to use the A92 secondary orbital to move between priority radials in the first instance, with an opportunity to use the A978 orbital closer to the city centre. The section of this route that is in the city centre area has been assessed as having a medium place quality and this requires protection.

Key Considerations – Watson Street, Esslemont Avenue, Rose Street, Thistle Street, Chapel Street

As per existing priority for active travel modes – CCMP proposals provide an opportunity Active Travel to enhance facilities for active travel within the city centre area

Public Transport Not a public transport route

Freight Continues to be undesirable as a principal freight route

This route forms part of two zonal neighbourhoods that are not designated for through General Traffic traffic

Classification Route to be reclassified as C-road if it is to become a tertiary route

14.3.2.3 B986 – Clifton Road (Option SR4) It is proposed that the existing secondary route along Clifton Road is downgraded to tertiary in the roads hierarchy. The route connects between North Anderson Drive and the A96 priority route, and therefore could still be classed as a secondary route as it adheres to the definition.

The place designation of this route is almost entirely residential, and the majority of residences are high density. In order to protect the community, traffic should be encouraged to use the parallel A96 priority route.

Key Considerations – Clifton Road

As per existing priority for active travel modes – potential to benefit from zonal Active Travel neighbourhood interventions

Prepared for: Nestrans and Aberdeen City Council AECOM 124 North East Scotland Roads Hierarchy Study Project number: 60583665

Key Considerations – Clifton Road

Proposed changes are not expected to negatively impact priority for public transport, as Public Transport there is a proposed downgrade of Anderson Drive and Hilton Street in the roads hierarchy also

Freight Continues to be undesirable as a principal freight route

General Traffic This route is within a zonal neighbourhood and is not designated for through traffic

Classification Route to be reclassified as C-road if it is to become a tertiary route

14.3.2.4 B990 – Nelson Street (Option OR3) It is proposed that the existing secondary route along Nelson Street is downgraded to tertiary in the roads hierarchy. With the proposed downgrading of the southern section of King Street and of West North Street in the roads hierarchy, this route no longer connects to a priority route, and therefore does not adhere to the definition of a secondary route. Nelson Street is also a one-way street providing only access from West North Street to King Street and not vice versa. Mounthooly Way connects the end of the A956 King Street, A96 Powis Place, and A944 Hutcheon Street priority routes and is considered to be more suitable as a secondary movement corridor between priority routes.

The place designation of Nelson Street is residential and there is a designated neighbourhood centre where the route meets King Street. Due to the neighbourhood centre, it is more desirable in terms of place to direct traffic via Mounthooly Way, which is designated as office employment. Additionally, it is considered that the physical characteristics of the two routes suggest that Mounthooly Way becomes the preferred routing for vehicular movements.

Key Considerations – Nelson Street As per existing priority for active travel modes – potential to benefit from zonal Active Travel neighbourhood interventions

Public Transport Not a public transport route

Freight Continues to be undesirable as a principal freight route

General Traffic This route is within a zonal neighbourhood and is not designated for through traffic

Classification Route to be reclassified as C-road if it is to become a tertiary route

14.3.2.5 B991 – Bedford Road (Option SR5) It is proposed that the existing secondary route along Bedford Road is downgraded to tertiary in the roads hierarchy. The route connects between St Machar Drive and the A96 Powis Terrace priority route. Although the route still adheres to the definition of a secondary route due to its connection with the A96 priority route, the route no longer provides a through connection due to the bus gate at the University of Aberdeen.

The place designation of the route is a mixture of ‘other’ at the University of Aberdeen, residential and retail. There are existing issues with congestion at the junction with Powis Place and rat-running through the Sunnyside residential area was raised as a problem during consultation with the community. As this route provides the only access into Kittybrewster Retail Park, there is a challenge to alleviate issues with congestion and rat-running whilst maintaining full access to the retail area and thus enabling economic growth. It is considered that the committed Berryden Corridor Improvement could alleviate the problems in this location with some A96 traffic being displaced onto this new route.

Key Considerations – Bedford Road

The removal of through traffic from this route may have increased its attractiveness for Active Travel active travel modes

Prepared for: Nestrans and Aberdeen City Council AECOM 125 North East Scotland Roads Hierarchy Study Project number: 60583665

Key Considerations – Bedford Road

Priority for public transport maintained – the route will still utilise a bus gate as a means Public Transport of bus priority

Freight Continues to be undesirable as a principal freight route

Priorities to be considered at the start and end points of the route to discourage general General Traffic traffic; route is within a zonal neighbourhood

Classification Route to be reclassified as C-road if it is to become a tertiary route

14.3.3 Proposed New Secondary Routes It should be noted that, in addition to the routes discussed below, the following options for change to a secondary route were rejected at the option validation stage due to a lack of adherence to the criteria:

· Whitestripes Road, Whitestripes Avenue, Gordon Brae, Gordon's Mills Road, Tillydrone Road, Tillydrone Avenue (Option SR3); · Cromwell Road, Union Grove (Option SR14); · Broomhill Road (Option SR15); and · Countesswells Road (Option CR2). Furthermore, Option CR16, which proposed to upgrade Chapel of Stoneywood-Fairley Road from tertiary to secondary was rejected at this stage because it was considered that the route should be encouraged for local movements only, with through-trips using the parallel AWPR route between Kingswells South and Craibstone.

14.3.3.1 A945 – Riverside Drive (Option SR16) It is proposed that the existing priority route along Riverside Drive is downgraded to secondary in the roads hierarchy. The route no longer functions as a priority route as it does not provide a connection with the strategic road network. The route’s connection to the A956 priority route means that it adheres to the definition of a secondary route.

The place designation of the route is a mixture of residential, parks and green spaces, and office employment. The route is currently the freight diversion route between Holburn Street and Great Southern Road to avoid the width restriction at the Bridge of Dee. There is additionally a height restriction at the Wellington Suspension Bridge, which makes the eastern section of this route unsuitable for some freight movements by larger vehicles.

The signing framework developed by ACC presents traffic with an opportunity to access the south of the city centre via Riverside Drive from Holburn Street.

Key Considerations – Riverside Drive

Active Travel As per existing priority for active travel modes

Public Transport Not a public transport route

Continues to be unsuitable as a principal freight route east of Great Southern Road due to the height restriction at the Wellington Suspension Bridge; freight diversion route west Freight of Great Southern Road and provision for this requires to be maintained whilst there is no suitable route over the Bridge of Dee due to the width restriction in this location

Change of priority at key junctions including Holburn Street, Great Southern Road and General Traffic Queen Elizabeth Bridge

Classification Route to be reclassified as B-road if it is to become a secondary route

Prepared for: Nestrans and Aberdeen City Council AECOM 126 North East Scotland Roads Hierarchy Study Project number: 60583665

14.3.3.2 C154C – South College Street (Option SR17) It is proposed that the existing tertiary route along South College Street is upgraded to secondary in the roads hierarchy. The route connects between Queen Elizabeth Bridge and the existing A93 Wellington Place junction. Due to the proposed downgrade of the A93, the end point of the route can be regarded as the Wapping Street junction with Denburn Road. The South College Street Improvement introduces a new road connection between South College Street, North Esplanade West and the CCMP area via Palmerston Road. There are two height restrictions on South College Street and therefore it is not suitable as a freight route. The route provides access to the entrance of the rail station and is an access route to College Street car park.

Outwith the city centre area, the place designation of this route has been identified as residential. Within the city centre area, the route has been assessed as a medium-quality place and this requires protection.

Key Considerations – South College Street

As per existing priority for active travel modes and to benefit from the South College Active Travel Street Improvement

Public Transport Not a public transport route

Continues to be unsuitable as a freight route due to the height restrictions at the junction Freight with Queen Elizabeth Bridge and at the junction with Palmerston Place

Change of priority at junction with A93 Wellington Place and provides a secondary route General Traffic under Union Street and the city centre west area via its connection to the Berryden Corridor

Classification Route to be reclassified as B-road if it is to become a secondary route

14.3.3.3 C159C – King’s Gate (Option SR11) It is proposed that the existing tertiary route along King’s Gate is upgraded to secondary in the roads hierarchy. The route connects between the proposed B9119 Queen’s Road and Anderson Drive. This option is reliant on the selection of the proposed B9119 priority route, otherwise King’s Gate would not adhere to the definition of a secondary route and would remain tertiary.

The place designation of King’s Gate is residential east and west of Anderson Drive, however to the west of Anderson Drive, residences are set back from the road and is more suited to vehicular movement compared with the eastern section of the route. It is therefore proposed that the route remain tertiary to the east of Anderson Drive. It should be noted that this is a change from the initially selected option outlined in Table 13.2.

The signing framework developed by ACC presents traffic with an opportunity to route via King’s Gate to connect with the proposed B9119 priority route and onwards to the strategic road network at the Kingswells South junction of the AWPR. This reflects a secondary opportunity to route away from the secondary orbital route between the A944 and B9119 priority route junctions. If King’s Gate is to remain as a tertiary route between Queen’s Road and Anderson Drive, it would be recommended to revise the signing framework at this location.

Key Considerations – King’s Gate

Active Travel As per existing priority for active travel modes

Public Transport Priority for public transport maintained and improved

Freight Continues to be undesirable as a principal freight route

Change of priority at Anderson Drive; general traffic is given a secondary opportunity to General Traffic access the proposed B9119 priority route and onwards towards the strategic road network between the proposed A944 and B9119 priority radials

Route to be reclassified west of Anderson Drive as B-road if it is to become a secondary Classification route

Prepared for: Nestrans and Aberdeen City Council AECOM 127 North East Scotland Roads Hierarchy Study Project number: 60583665

14.3.3.4 Cairncry Road, Back Hilton Road (Option SR7) It is proposed that Cairncry Road and Back Hilton Road are upgraded to secondary in the roads hierarchy. The route connects Anderson Drive and the proposed priority route via the Berryden Corridor, and it therefore adheres to the definition of a secondary route.

The upgrade of this route supports the signing framework developed by ACC, which directs traffic via Cairncry Road in order to access the principal destination of the University of Aberdeen. From the ‘six roads roundabout’, traffic for the university is directed via Hilton Street and Leslie Road. The proposed upgrade of Back Hilton Road within the roads hierarchy suggests that this may be a more appropriate route for signage.

Key Considerations – Cairncry Road, Back Hilton Road

Active Travel As per existing priority for active travel modes

Public Transport Priority for public transport maintained and improved

Freight Continues to be undesirable as a principal freight route

General Traffic Change of priority at Anderson Drive and the ‘six roads roundabout’

Classification Route to be reclassified as B-road if it is to become a secondary route

14.3.3.5 Argyll Road (Option LR3) It is proposed that the existing tertiary route along Argyll Road is upgraded to secondary in the roads hierarchy. The route connects the strategic road network at Craibstone roundabout to the principal destinations of Aberdeen International Airport and Craibstone P&R.

The route has been identified as office employment in terms of its place function, however it is new infrastructure with the capacity for vehicular movements to the principal destinations mentioned.

It should be noted that part of Argyll Road is managed by Aberdeen International Airport as roads authority and any changes to the classification of this route would require discussion with relevant stakeholders.

Key Considerations – Argyll Road

Active Travel As per existing priority for active travel modes

Public Transport Priority for public transport maintained and improved

Continues to be undesirable as a principal freight route, but the route is suitable for Freight access to the airport and industrial estate roads for freight

General Traffic Change of priority at the Craibstone roundabout and across Dyce Drive

Route to be reclassified as B-road if it is to become a secondary route in partnership with Classification Aberdeen International Airport as roads authority for part of the route

14.3.3.6 Mounthooly Way (Option LR9) It is proposed that the existing tertiary route along Mounthooly Way is upgraded to secondary in the roads hierarchy. The route connects between the A956 priority route on King Street and Mounthooly roundabout, which is the proposed end point for the A96 and A944 priority routes.

The place designation of Mounthooly Way has been identified as office employment, however the characteristics of this route make it more suitable for vehicular movement than the current secondary route via Nelson Street.

Prepared for: Nestrans and Aberdeen City Council AECOM 128 North East Scotland Roads Hierarchy Study Project number: 60583665

The upgrade of Mounthooly Way to a secondary route is supported by the signing framework developed by ACC, which directs traffic from the A956 priority route via this route for access to the car parks in the north of the city centre.

Key Considerations – Mounthooly Way

Active Travel As per existing priority for active travel modes

Not a public transport route – public transport will continue to route via King Street, where Public Transport there is bus priority provision

Freight Continues to be undesirable as a principal freight route

Change of priority at the junction with King Street to encourage the movement via General Traffic Mounthooly Way to access the car parks in the north of the city centre

Classification Route to be reclassified as B-road if it is to become a secondary route

14.3.3.7 West Tullos Road (Option LR10) It is proposed that the existing tertiary route along West Tullos Road is upgraded to secondary in the roads hierarchy. The route connects between Great Southern Road and the A956 priority route on Wellington Road. The route also connects with Hareness Road, which is the currently preferred access route to the new ASH. Although there is limited access to Tullos Industrial Estate from West Tullos Road, the capacity and low place quality of the route makes it attractive for the local distribution of traffic; it is not a route that should be used for strategic movements.

The majority of the route is designated as industrial employment, with a section designated as residential towards the north of the route.

The signing framework developed by ACC routes traffic from Wellington Road via West Tullos Road for local access to the north and west areas of the city centre. Strategic movements to these areas should have been routed prior to this point.

Key Considerations – West Tullos Road

Active Travel As per existing priority for active travel modes

Public Transport Priority for public transport maintained and improved

Freight Continues to be undesirable as a principal freight route

General Traffic Change of priority at the start and end points of the route

Classification Route to be reclassified as B-road if it is to become a secondary route

14.3.3.8 Hareness Road (Option LR11) It is proposed that the existing tertiary route along Hareness Road is upgraded to secondary in the roads hierarchy. The route connects between the A956 priority route on Wellington Road and the location for the new ASH. This option is dependent on the future options for access to this principal destination, which is still to be determined. If this option is to be progressed, it is recommended that Hareness Road is continued along the existing Coast Road to the junction with St Fitticks Road and Greyhope Road.

The place designation of Hareness Road is entirely industrial employment and is therefore deemed suitable for vehicular movement.

Prepared for: Nestrans and Aberdeen City Council AECOM 129 North East Scotland Roads Hierarchy Study Project number: 60583665

Key Considerations – Hareness Road

Active Travel As per existing priority for active travel modes

Public Transport Priority for public transport maintained and improved

Potential to become principal freight route if this is the chosen access route to the new Freight ASH, otherwise another road suitable for use by freight

Change of priority at the junction with Wellington Road would facilitate movements to the General Traffic new ASH

Classification Route to be reclassified as B-road if it is to become a secondary route

14.4 Summary This chapter has summarised the results of a further validation test that was undertaken, after option sifting, on the principles and suitability of place for the initial roads hierarchy options that had been developed. The aim of this chapter was to provide an assessment of the options in relation to the network as a whole, rather than just the individual elements on their own as had been discussed previously.

It has also included consideration of the established AWPR signing framework developed by ACC in order to assess if options align with the framework and identifying those contrary to what has been agreed.

This chapter has placed particular focus on key considerations for active travel, public transport, freight, general traffic and road classification as a result of the options for change in a potential new roads hierarchy.

Chapter 14 – Key Outcome

The validation test undertaken enabled the proposed road hierarchy network to be developed. This requires numerous individual decisions to be made on the elements contained within the proposed new network such as, for example the proposed start and end points and decisions on which should be the highest priority routes. Changes to individual options for routes can have an impact on other options and therefore the implications of change require to be realised across the network to meet with established principles. Ultimately, future decisions on levels of intervention to be implemented in the city centre will influence the hierarchy change proposed on some routes in the CCMP area.

Prepared for: Nestrans and Aberdeen City Council AECOM 130 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 15131 North East Scotland Roads Hierarchy Study Project number: 60583665

15. Option Packaging and Appraisal 15.1 Introduction This chapter focusses on option packaging, potential impacts of option packages and option appraisal, outlining the process undertaken and the findings of the appraisal.

It should be re-emphasised at this point that there are two key outcomes to be achieved:

· A new roads hierarchy, setting the priority of roads in the network – related to the options discussed in Chapters 13 and 14; and · Intervention measures to support that roads hierarchy – introduced in this chapter to reflect the step changes that are required. 15.2 Option Packaging Following the option sifting and validation test exercise, the remaining options were packaged into the following categories:

· Do-Minimum Package; · City Hierarchy Package; · Road Space Reallocation Package; and · Access Only Package. Further detail on the elements included within each package is shown in Table 15.1. Each package has a representation of existing or potential priority of transport routes on the city’s road network, all packages incorporating the new primary orbital route of the AWPR. Each package also describes possible principles of city centre mitigation measures associated with the aim of further reducing cross-city centre through traffic to facilitate the implementation of the CCMP, meeting one of the key objectives of the Roads Hierarchy Study.

It is possible that the final roads hierarchy will be made up of a combination of route options from the above categories. The above categories do allow a comparison of overall approaches with increasing degrees of change for review by decision makers, stakeholders and the general public, which could then be refined further for each route based on optimum benefit to the city and the region as a whole.

Figure 15.1 provides a summary of the option packaging process.

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Figure 15.1: Option packaging process

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The intervention levels associated with each package are variable, with increasing levels of intervention required to support the packages as outlined in the table below.

Table 15.1: Description of intervention levels

0 1 2 3 4 5

Intervention Very Low Low Medium High Very High Very High Level

Road Space Name Pre-AWPR Baseline Do-Minimum City Hierarchy Access Only Reallocation

Timeframe < 2018 2018 – 2019 Delivery of CCMP (2040) Delivery of CCMP (2040) To be decided To be decided

AWPR + CCMP + AWPR + CCMP + AWPR + CCMP + City Signing + City Signing + City Signing + City Junction AWPR + CCMP + City Junction City Junction Interventions to support City Signing Interventions + Interventions + Interventions Pre-AWPR AWPR open roads hierarchy and Additional city centre Additional city centre locking-in the benefits on (Committed Schemes) road space reallocation restrictions on through priority routes + + potential city routes + potential city Neighbourhood supporting measures supporting measures Interventions

It is considered that the Do-Minimum Package and the City Hierarchy Package, reflecting a medium and high level of intervention, could be progressed to the same timeframe, with junction interventions across the city facilitating best use of the AWPR and prioritisation of radial routes. The very high levels of intervention (Road Space Reallocation and Access Only packages) build on the City Hierarchy option. The measures outlined are over and above the CCMP and based on a qualitative assessment, risks and opportunities associated with these interventions are acknowledged later in this chapter.

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15.2.1 Do-Minimum Package The ‘Do-Minimum’ package is generally a collation of the existing ‘historic routes’ presented within the Initial Option Development chapter, whereby routing and the roads hierarchy status of routes remain as they currently are. In this scenario, it is assumed that only the interventions from committed schemes are applied:

· Indicative CCMP schemes and other committed schemes (as outlined in Chapter 8); and · City Signing as per the signing framework developed by ACC. The purpose of this Do-Minimum package is to review the impact of retaining through routes left by the implementation of CCMP schemes. The capacity for all general through traffic is half that which exists in 2017, yet cross-city centre movements between the north, west and south of the city centre are still permitted. This package provides no change in priority for radial routes to the AWPR.

In this package, general traffic could find existing alternative routes around the CCMP schemes. It would still be possible to approach the city centre and travel through by a number of routes. Public transport and active travel modes would provide additional cross-city centre travel movement options where CCMP schemes prevent private vehicular traffic.

The following diagrams illustrate the road network with the application of the Do-Minimum package. Larger scale versions of these plans and details of the individual elements contained within are available in Appendix I.

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Figure 15.2: Do-Minimum Package (Existing priorities)

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Figure 15.3: Do-Minimum Package - City centre (Existing priorities)

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15.2.2 City Hierarchy Package The ‘City Hierarchy’ package represents the proposed new roads hierarchy, though alterations to the hierarchy of some routes in the city centre may be appropriate if elements from the Access Only package are applied. The City Hierarchy package represents a change to the local road network, both in terms of routing and the roads hierarchy status of routes. For priority radials, this often involves the cutting back of routes to prevent priority routes from passing through the city centre. Within the city centre area, this involves the downgrading of priority routes, either to secondary or tertiary depending on the identified place quality of the street. Outwith the city centre area, the change scenario is more commonly related to the upgrade or downgrade of entire routes within the roads hierarchy.

In this scenario, it is assumed that the following interventions are applied:

· Indicative CCMP schemes and other committed schemes (as outlined in Chapter 8); · City Signing as per the signing framework developed by ACC; · Locking-in the benefits including traffic management measures along key routes; and · City Junction Interventions to support the roads hierarchy. The purpose of this City Hierarchy package is to review the impact of retaining through routes left by the implementation of CCMP schemes but reducing the attractiveness of these through routes via a number of junction interventions that would aim to encourage general traffic to use alternative routes for a ‘to, not through’ approach to the city centre. Public transport and active travel modes would provide additional cross-city centre travel movement options.

In this package, measures across the city would support the prioritisation of radial routes set to encourage use of the AWPR, including implementation of ‘zonal neighbourhoods’.

The following diagrams illustrate the road network with the application of the City Hierarchy package. Larger scale versions of these plans and details of the individual elements contained within are available in Appendix I.

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Figure 15.4: City Hierarchy Package – Priorities changed

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Figure 15.5: City Hierarchy Package - City centre (Priorities changed)

The setting of priority and secondary routes has enabled the identification of ‘zonal neighbourhoods’ across the city, whereby it is envisaged that there should be no through movements by general traffic. Zonal neighbourhoods seek to enforce the idea that traffic is ‘where it should be’ – on the priority and secondary routes across the city. The zonal neighbourhoods identified are illustrated in Figures 15.6 and 15.7 below. It should be noted that zonal neighbourhoods would require local interventions to support them.

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Figure 15.6: City Hierarchy Package: Zonal Neighbourhoods As illustrated above, between Anderson Drive and the AWPR, the zonal neighbourhoods are relatively large. Traffic in these areas should be encouraged, through signing and junction interventions, to route via the appropriate radial route to its north or south for west-east movements and route via the appropriate orbital route to its west or east for north-south movements.

Within the city centre, the setting of secondary routes on lower quality streets has meant that north-south movements via the A956 and the Berryden Corridor are possible through the city centre area.

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Figure 15.7: City Hierarchy Package - Zonal Neighbourhoods (City centre) To support this proposed hierarchy and zonal neighbourhoods concept, it will be necessary to carry out a review at junctions where there is a change of priority to introduce interventions that facilitate the identified prioritised movement. Key junctions requiring review are illustrated in Figures 15.8 and 15.9. It should be noted that additional minor junctions may also require review, however the focus in the first instance has been on the key junctions affecting routing across the city. Additionally, validation of proposed CCMP schemes and other committed schemes should be undertaken against the proposed new hierarchy on a scheme by scheme basis as designs are developed and taken forward to ensure that an appropriate level of roads hierarchy priority has been applied at key junctions.

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Figure 15.8: City Hierarchy Package - Key junctions for review The diagram above highlights the extent of review required along the secondary orbitals of The Parkway and Anderson Drive, and the A978 St Machar Drive, Leslie Road, Hilton Street, Westburn Drive, Argyll Place, Craigie Loanings, Albert Street, Waverley Place, Victoria Street, and Alford Place. Where possible, these junctions should be altered to facilitate the radial movement of traffic.

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Figure 15.9: City Hierarchy Package - Key junctions for review (City centre) There are a number of junctions that require review in the city centre area, particularly along Union Street, where junction interventions should seek to discourage general traffic movements across the city centre, supported by proposed CCMP traffic management measures.

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15.2.3 Road Space Reallocation Package The hierarchy of routes across the network in the ‘Road Space Reallocation’ package reflects that proposed within the City Hierarchy package. The Road Space Reallocation package introduces a very high level of intervention, whereby the capacity of routes within the city centre is reduced for general traffic over and above CCMP proposals. Although the implementation of such measures would still permit movements by general traffic, the attractiveness of such movements would be reduced for general traffic and increased for public transport and active travel users. It would be anticipated that some traffic would reroute to use more appropriate routes and there is the potential for some modal shift to occur using new facilities.

In this scenario, it is assumed that the following interventions are applied:

· Indicative CCMP schemes and other committed schemes (as outlined in Chapter 8); · City Signing as per the signing framework developed by ACC; · City Junction Interventions to support the roads hierarchy and locking-in the benefits; and · Additional city centre road space reallocation + potential city supporting measures. It should be noted that although major road space reallocation measures should be supported by City Hierarchy package interventions, more minor additional road space reallocation on local routes or in neighbourhood areas could be taken forward as considered appropriate by ACC. The purpose of the Road Space Reallocation package is to review the impact of reducing the capacity for general traffic movements between the north, south and west of the city centre. Full access to all parts of the city centre by general traffic would still be permitted in this scenario by alternative, more appropriate non-cross-city centre routes to encourage a ‘to, not through’ approach to the city centre. Active travel and public transport modes would provide additional cross-city centre travel movement options, and it is considered that these options would be more attractive in this scenario as increased priority would be given to alternative travel modes.

The Road Space Reallocation package builds on the City Hierarchy package and therefore junction interventions across the city would support the prioritisation of radial routes set to encourage use of the AWPR.

The following diagrams illustrate the road network with the application of the Road Space Reallocation package. Larger scale versions of these plans and details of the individual elements contained within are available in Appendix I. It should be noted that these diagrams reflect examples of indicative locations for road space reallocation only; these measures could be employed on other routes to protect higher quality place areas around the city.

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Figure 15.10: Road Space Reallocation Package (indicative locations only)

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Figure 15.11: Road Space Reallocation – City centre (indicative locations only)

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15.2.4 Access Only Package The hierarchy of routes across the network in the ‘Access Only’ package broadly reflects that proposed within the City Hierarchy and Road Space Reallocation packages, with further consideration required to the priority of a route where access only treatments are applied. The Access Only package introduces a very high level of intervention, whereby treatments are introduced to restrict through movements by general traffic over and above CCMP proposals. Access only treatments, for example, could relate to the division points between the three zones of the city centre and could involve bus gates to increase the attractiveness of alternative modes of travel and encourage modal shift.

In this scenario, it is assumed that the following interventions are applied:

· Indicative CCMP schemes and other committed schemes (as outlined in Chapter 8); · City Signing as per the signing framework developed by ACC; · City Junction Interventions to support the roads hierarchy and locking-in the benefits; and · Additional city centre restrictions on through routes + potential city supporting measures The purpose of the Access Only package is to review the impact of restricting general traffic movements in locations within the city centre. Full access to all parts of the city centre would still be permitted in this scenario by alternative, more appropriate non-cross-city centre routes to encourage a ‘to, not through’ approach to the city centre. Active travel and public transport modes would provide additional cross-city centre travel movement options, and it is considered that these options would be more attractive in this scenario as increased priority would be given to alternative travel modes.

The Access Only package builds on the City Hierarchy package and therefore junction interventions across the city would support the prioritisation of radial routes set to encourage use of the AWPR.

The following diagrams illustrate the road network with the application of the Access Only package. Larger scale versions of these plans and details of the individual elements contained within are available in Appendix I. It should be noted that these diagrams reflect examples of indicative locations for access only treatments only; these measures could be employed on other routes to protect higher quality place areas around the city.

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Figure 15.12: Access Only Package (indicative locations only)

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Figure 15.13: Access Only Package - City centre (indicative locations only)

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15.3 Package Review In order to contribute towards package appraisal, a series of impacts were reviewed. At a city-wide level, impacts were reviewed in a qualitative assessment with more quantitative elements being reviewed within the city centre. This section summarises the findings of the impact assessments. 15.3.1 City-Wide Impacts As has been discussed briefly in Chapter 8, modelling data allows for the indicative analysis of the Do-Minimum package as this option package reflects the CCMP transport schemes scenario in ASAM. The modelling indicates that the application of the proposed CCMP schemes would increase traffic levels on Hutcheon Street, the Denburn and West North Street. It is considered that this may reflect the reduction in alternative cross-east-west routes, where traffic may divert to Hutcheon Street in order to access, for example, car parks in the north of the city centre. Traffic volumes are also demonstrated to increase along The Parkway and Anderson Drive, potentially reflecting motorists diverting to another route to avoid the restrictions in the city centre. Conversely, there is evidence of a traffic reduction on some of the key radial corridors including King Street, A92 North, A944, B9119, Wellington Road, Holburn Street, and A92 South, potentially reflecting increased use of the AWPR route as a result of city centre restrictions.

From a qualitative perspective, it is expected that any restrictions placed on routes through the city centre may increase traffic on the orbital routes of Anderson Drive and the A978, with the Berryden Corridor Improvement Scheme (outwith the city centre) also able to take more traffic. Depending on any junction interventions that are implemented along The Parkway and Anderson Drive and the associated impact of this, traffic may divert further out of the city and onto the AWPR depending on the origin and destination of trips. A balance will be required to allow Anderson Drive to facilitate localised movements away from the city centre where it may not be appropriate to use the AWPR, supporting the reduction of through traffic in the CCMP area. Wherever road space reallocation or access only treatments are applied, consideration should be given to the application of similar measures on inappropriate adjacent routes to ensure there is not direct displacement of traffic to these routes where it is not desired.

The reprioritisation of roads across the network with supporting locking-in the benefits measures, enables radial priority for all traffic. Due to the radial routing of most bus services, there may a minor benefit to public transport access. With increasing levels of intervention, mode shift is more strongly encouraged. Radial priority will also be enabled for active travel users outwith the city centre, which may increase the attractiveness of active travel modes.

It should be noted that with all option packages, the detail regarding the impact on communities would be considered by ACC as and when the roads hierarchy has been set and work commences to implement the hierarchy package that is adopted. 15.3.2 City Centre Impacts Within the city centre, impacts reviewed include:

· Access to car parks and public transport interchanges by appropriate access routes from the AWPR; · Cross-city centre movement transport lanes; and · Impact on adjacent routes. Full details of the impact assessment undertaken is shown in Appendix J.

15.3.2.1 Access to car parks and public transport interchanges The creation of the three-zone system within the city centre and subsequent splitting of car parks into the north, west and south of the city centre is illustrated in Figure 15.14. The number of spaces available within each car park is shown below the car park location. A larger scale version of this map is available to view in Appendix J.

The Do-Minimum package has a relatively minor impact on access to car parks and public transport interchanges. The majority of car parks will continue to be served by a number of direct routes and the Strategic Car Parking Review (SCPR) undertaken in 2017 confirmed that the multi-storey car parks are in the correct places on the periphery of the city centre. In the Do-Minimum scenario, there would be no restrictions on movement over and above that detailed in the proposed CCMP schemes and therefore traffic would be permitted to, for example, use access routes from the south to access northern car parks. Access to the public transport interchanges would be

Prepared for: Nestrans and Aberdeen City Council AECOM 151 North East Scotland Roads Hierarchy Study Project number: 60583665 relatively easy in the Do-Minimum scenario, either via orbital routes and appropriate radial routes from the west and south or via a movement between zones of the city centre.

The City Hierarchy package has the potential to have a slightly bigger impact on access to car parks and public transport interchanges. Although the majority of car parks will continue to be served by a number of direct routes, changes to the hierarchy and accompanying junction interventions may make it more difficult to access car parks and the public transport interchanges via inappropriate routes for private car drivers. For example, the proposed downgrade of the southern section of King Street and West North Street could be accompanied by junction alterations at the edge of the CCMP area to discourage the movement of general traffic between King Street and Union Square. Conversely, movements to Union Square and the public transport interchanges via the appropriate radial routes from the south will be enabled in the City Hierarchy scenario due to the proposed hierarchy changes at the junction to the north of the Queen Elizabeth Bridge, which prioritises movements onto North Esplanade West, the key access route to these destinations.

The Road Space Reallocation package has impacts for vehicular users accessing car parks as capacity could be reduced for general traffic, even on those routes assigned as appropriate (e.g. the main signed routes to car parks). On the other hand, access to public transport interchanges for active travel or public transport users may be enhanced with application of road space reallocation measures. There is a risk that this scenario may result in congestion on approach to and within the city centre area if sufficient mode shift is not achieved.

The Access Only package has impacts for vehicular users accessing car parks as restrictions could be placed on movements by general traffic through the city centre, meaning that car parks could only be accessed via designated appropriate routes. On the other hand, access to public transport interchanges for active travel or public transport users may be enhanced with application of access only measures. There is a risk that this scenario may result in congestion on approach to the city centre area if there is insufficient capacity on the identified appropriate access routes to accommodate legitimate traffic accessing the city centre.

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Figure 15.14: City centre area

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15.3.2.2 Cross-City Centre Movement Transport Lanes As one of the key focusses of this project is on the enabling of movements across the city centre by pedestrians, cyclists, and public transport, an assessment has been undertaken to compare the number of lanes available for use by general traffic and by alternative modes.

In the Do-Minimum and City Hierarchy scenarios, there is a significant reduction in road space available for use by general traffic when compared against the existing situation and a resultant increase for active travel and public transport. Proposed CCMP schemes would result in the reduction of road space for general traffic on a number of streets that cross between the different zones of the city centre, including Union Street, St Andrew Street, Marischal Street, Market Street, and Guild Street. The list is more extensive when considering streets within the CCMP area that are not on the division points between the north, west and south of the city centre.

The Road Space Reallocation scenario reduces the number of cross-city centre movement transport lanes even further for use by general traffic with a resultant increase for public transport and active travel. The implementation of these measures on key routes within the city centre may greatly improve access across the city centre by public transport and the reduction of traffic on these routes could make active travel modes more attractive. However, it should be cautioned that although public transport movements within the city centre area may be facilitated, there could be a detrimental impact to public transport on approach to the city centre if routes become congested by traffic trying to force its way across the city centre at a reduced capacity. Locking-in the benefits measures outwith the city centre would help to alleviate this issue for public transport.

The Access Only scenario virtually eliminates all cross-city centre movement transport lanes for use by general traffic. The implementation of access only treatments on key routes within the city centre could be of great benefit to public transport users, pedestrians and cyclists. In this scenario, general traffic would be forced to approach the city centre via the appropriate radial route and therefore it is considered that freed up capacity on approach to and within the city centre area, could enable more effective operation of public transport services. There is a possibility that this scenario could result in a degree of mode shift if the attractiveness of public transport and active travel is increased.

15.3.2.3 Impact on Adjacent Routes A qualitative assessment was undertaken to determine the impact of option packages on adjacent routes within the north, west and south of the city centre.

It is considered that the Do-Minimum scenario would have a mixed impact on adjacent routes. The implementation of proposed CCMP schemes would reduce traffic levels on a number of routes within the city centre (e.g. Union Street, Upperkirkgate and streets near to the George Street area) and there is evidence within the modelling data of a reduction on some radial routes, which may reflect the displacement of some through traffic to the AWPR. Within the city centre, it is expected that the application of proposed CCMP schemes would push more traffic onto the North Esplanade West, Market Street, Trinity Quay, Virginia Street and Commerce Street corridor and it is additionally expected that the Denburn Road and South College Street corridor will become a more prominent thoroughfare for motorists.

It is expected that any restrictions placed on routes through the city centre may increase traffic on the orbital routes of Anderson Drive and the A978. A balance will be required to allow Anderson Drive to facilitate localised movements away from the city centre where it may not be appropriate to use the AWPR, supporting the reduction of through traffic in the CCMP area. Freed-up capacity on Anderson Drive as a result of the AWPR may allow this redistribution of traffic to take place. Anderson Drive has been set in the hierarchy as a secondary route and with the highest level of intervention package, the hierarchy of city centre routes reduces to tertiary and so the use of Anderson Drive for localised journeys is considered appropriate. Wherever road space reallocation or access only treatments are applied, consideration should be given to the application of similar measures on inappropriate adjacent routes to ensure there is not direct displacement of traffic to these routes where it is not desired. This can be achieved through the implementation of measures on local routes to protect zonal neighbourhoods.

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15.4 Summary of Opportunities and Risks High-level opportunities and risks identified during the option impact review above and additional opportunity and risk factors have been considered below. Opportunities and risks relating to technical and public acceptability are covered within the appraisal tables for each package.

Table 15.2: Summary of opportunities and risks identified

Opportunities Risks With increasing levels of intervention, there is an increased risk for the movement of With increasing levels of intervention, there people and goods by vehicles to the city will be increasing opportunities to improve centre and principal destinations within the the city centre environment, and city centre. Although in all intervention businesses will be able to take advantage Economic Growth scenarios vehicular access routes are of potentially increased footfall (mode shift) maintained to principal destinations, the due to the improved quality of place that is options for routing and the availability of expected as a result of the delivery of the capacity to meet those routes may require CCMP. modal shift to ensure effective and efficient movement. There could be resultant air and/or noise With increasing levels of intervention, there quality issues where packages are will be increasing opportunities to improve considered to potentially contribute the air and noise quality both in the city towards additional traffic and/or congestion Environmental centre and within communities, by on the network. However, over time it is encouraging mode shift and rerouting of recognised that risks may be reduced by vehicles from high-quality places. the banning of internal combustion engines. With increasing levels of intervention, there will be increasing opportunities to improve Where there is a redistribution of traffic, the safety both in the city centre and within Safety attention must be paid to road safety communities. Reduced speeds and issues. reduced traffic will provide safety benefits to active travel users. With increasing levels of intervention, the promotion of active travel and public transport that provides for equality in Where there are changes to any road transport would support further social network there is a risk that those with Accessibility and inclusion and accessibility to jobs and mobility impairments may be affected and Social Inclusion services for all. With the redesign of the city supporting interventions will be required to centre area to a high-quality, accessible ensure accessibility for all. place, this will provide further opportunities for access for those with mobility impairments. With increasing levels of intervention, there Integration risks not considered to be a key is a possible risk noted related to overdue issue in this study as it has been shown that delay in accessing public transport Integration the roads hierarchy accords with local, interchanges as a result of delay outwith regional and national transport and the CCMP area. Bus priority would be planning policies. required to mitigate this risk outwith the city centre as well as within the city centre. Opportunities to improve safety within With all levels of intervention, the final communities associated with emerging format of the LEZs will need to be taken into Emerging policy on 20mph speed limits on consideration within the roads hierarchy. Government C/Unclassified roads. Opportunities to With all levels of intervention, the roads Policy improve noise and air quality within the city hierarchy requires to be flexible in response centre associated with emerging policy on to emerging government policy. LEZs.

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Table 15.3: Other Considerations

Other Considerations

With all levels of intervention, technologies will have an impact on infrastructure decisions and the public use of infrastructure going forward. Technology has the capacity to assist, provide opportunities but also may pose risks to the roads hierarchy, with a number of examples of how technology has and is changing lives in Aberdeen City and Aberdeenshire as follows: · Urban Traffic Control Systems – Aberdeen City has a number of traffic signal control systems and this is being modernised; · Social media – information for the public and gaining public opinion; · Cashless ticketing – making public transport and parking easier to use; · Satellite navigation systems – finding quickest routes using new infrastructure; · Big Data – collation of big data from a number of sources to assist with planning future Existing and infrastructure; Future · Superfast high-speed fiber-optic broadband – reducing need to travel in Aberdeen; Technology · Providing Council services in a smart way e.g. tele health care, flexible education; · Increases in online shopping – reducing the need to travel in Aberdeen; · Electric bikes – providing a new sustainable mode of travel; · Bike hire – providing a new operating system for travel; · Electric car infrastructure (e.g. battery charging stations) – some available in Aberdeen and others under consideration; · Hydrogen Vehicle infrastructure – Bus and other vehicles fuelling points; · Mobility as a Service - MaaS, providing development of smart travel service provision; and · Driverless vehicles – under development by government permission and has the potential to change use of vehicles and infrastructure needs.

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15.5 Option Appraisal The appraisal process involved assessing the four option packages against the objectives of the study on a qualitative basis. The following seven-point STAG-based scale was used for appraisal:

· Major beneficial impact: +3 · Moderate beneficial impact: +2 · Minor beneficial impact: +1 · No benefit or impact: 0 (Neutral) · Minor negative impact: -1 · Moderate negative impact: -2 · Major negative impact: -3 A narrative has been provided alongside the appraisal scoring for each objective. The appraisal of Objective 6 relating to sustainable economic growth has been sub-divided into a score for opportunities and risks to reflect the complexity of assessing the performance of option packages against this objective by each mode of travel. Within the packages, there are winners and losers, across the city and within the city centre by each mode of travel, with varying degrees according to level of intervention. A commentary has also been provided in terms of the appraisal against implementability criteria of public acceptability and technical feasibility. 15.5.1 Do-Minimum Package Appraisal The impacts discussed in Section 15.3 were used to inform the appraisal against the objectives for the Do-Minimum package as a whole. The results of this appraisal are presented in Table 15.4 over page.

Prepared for: Nestrans and Aberdeen City Council AECOM 157 North East Scotland Roads Hierarchy Study Project number: 60583665

Table 15.4: Do-Minimum Package Appraisal

Do-Minimum Package Appraisal

Summary Criteria Supporting Information Assessment It is considered that the Do-Minimum scenario has a minor beneficial impact on the accessibility of the city centre. In the city 1. Enables delivery of key centre, active travel and public transport schemes could be elements in the City Centre implemented, however outwith the CCMP area there would be no Masterplan, and facilitates +1 supporting measures to facilitate this. The majority of car parks will promotion of the city centre as an continue to be served by a number of direct routes and there would accessible destination be no restrictions over and above those detailed in the proposed CCMP schemes.

It is considered that the Do-Minimum scenario takes minor beneficial advantage of forthcoming road and rail improvements, as 2. Takes advantage of the the capacity for all general traffic is significantly reduced by opportunities afforded by recent application of the proposed CCMP schemes. The potential mode and forthcoming road and rail shift afforded by rail improvements may also support a reduction in +1 improvements to support a through traffic which crosses the city centre. However, movements reduction in through traffic which between the north, west and south of the city centre are still crosses the city centre permitted and it is possible that traffic would find existing alternative routes around the restrictions. 3. Facilitates promotion of a high There is evidence that application of proposed CCMP schemes quality, attractive city centre that goes some way to reducing traffic levels within the city centre area, prioritises the movements of which would enable the space to be reimagined to create an +1 those walking, cycling and using environment more pleasant for those walking, cycling and using public transport public transport. It is considered that this package provides no change in priority for 4. Prioritises movement on the radial routes to the AWPR and therefore has no impact in terms of AWPR and radial routes on the prioritising movement on the AWPR and radial routes for access to transport network to move people 0 the city centre and other principal destinations. There are no Objectives to and from principal destinations locking-in the benefits public transport improvements on radial and city centre destinations routes in this scenario.

It is considered that this package provides no change in priority for radial routes to the AWPR and the majority of public transport 5. Promotes and enhances public services operate on a radial basis. It is therefore considered that transport and active travel access this package would have no benefit to public transport in terms of 0 across the city, and to the city access across the city and getting to the city centre, however within centre the CCMP area there are public transport priority initiatives proposed as part of the CCMP. In turn, there would also be no benefit to active travel access across the city and to the city centre.

There are minor beneficial impact opportunities for active travel and public transport within the Do-Minimum scenario with the Opportunities implementation of the CCMP, providing high-quality places within +1 the city centre to promote economic growth.

6. Supports continued sustainable There are risks that the Do-Minimum package could have a minor economic growth in the city negative impact on high-quality places outwith the CCMP area as a result of proposed schemes from redistributed traffic if insufficient Risks modal shift is achieved. Economic growth could be negatively -1 affected as a result if the resultant impacts cause delay to the movement of people and goods to principal destinations from the strategic road network.

It is considered that the Do-Minimum scenario is generally technically feasible, essentially Technical reflecting the existing junction arrangements supported with new signage. Proposed CCMP schemes require full approval and committed schemes require implementation.

The public have previously supported the CCMP and therefore it is considered to be publicly Public

Implementability acceptable.

Prepared for: Nestrans and Aberdeen City Council AECOM 158 North East Scotland Roads Hierarchy Study Project number: 60583665

15.5.2 City Hierarchy Package Appraisal The impacts discussed in Section 15.3 were used to inform the appraisal against the objectives for the City Hierarchy package as a whole. The results of this appraisal are presented in Table 15.5 below. Table 15.5: City Hierarchy package appraisal

City Hierarchy Package Appraisal

Summary Criteria Supporting Information Assessment It is considered that the City Hierarchy package has a major beneficial impact on the accessibility of the city centre for all modes 1. Enables delivery of key including active travel and public transport as well as car drivers. elements in the City Centre The active travel and public transport schemes within the CCMP Masterplan, and facilitates +3 area would be supported in this package through changes to the promotion of the city centre as an roads hierarchy, accompanying junction interventions, and locking- accessible destination in the benefits measures which will be designed to enable movements to the city centre via appropriate radial routes.

The City Hierarchy package takes moderate beneficial advantage of the opportunities afforded by road and rail improvements by introducing junction interventions and setting priority and 2. Takes advantage of the secondary routes which look to encourage movement on the opportunities afforded by recent AWPR and appropriate radial routes. This package should enable and forthcoming road and rail locking-in the benefit schemes to be further developed. Movements +2 improvements to support a between the north, west and south of the city centre are still reduction in through traffic which permitted and it is possible that traffic would find existing alternative crosses the city centre routes around the restrictions, however mode shift would be encouraged through the locking-in the benefits measures and the setting of appropriate routes for vehicular traffic.

It is considered that the City Hierarchy package moderately benefits the promotion of a high-quality city centre that prioritises 3. Facilitates promotion of a high the movements of alternative modes of travel by setting the priority Objectives quality, attractive city centre that and secondary routes where traffic should be to free up space prioritises the movements of where there is potential for a high-quality city centre space to be +2 those walking, cycling and using used for people walking, cycling and using public transport. The public transport system whereby existing priority routes in the centre are proposed to be downgraded to tertiary if the place assessment has identified them as high or medium quality places supports this further.

The proposed roads hierarchy and accompanying interventions associated with the City Hierarchy package moderately benefit the prioritisation of movement by the AWPR and radial routes as the preferable means by which to access the city centre and other 4. Prioritises movement on the principal destinations. Junctions on the orbital routes of Anderson AWPR and radial routes on the Drive and the A978 should be reprioritised to encourage east-west transport network to move people movements (providing a benefit to public transport and potentially +2 to and from principal destinations encouraging mode shift) rather than north-south, with the AWPR and city centre destinations being used for north-south movements where possible. The introduction of interventions to encourage zonal neighbourhoods whereby there are no through movements of traffic on inappropriate routes would further encourage use of the priority radial routes and would aim to protect communities.

Prepared for: Nestrans and Aberdeen City Council AECOM 159 North East Scotland Roads Hierarchy Study Project number: 60583665

It is considered that the City Hierarchy package would provide a minor benefit in terms of promoting and enhancing public transport and active travel access across the city and to the city centre. The City Hierarchy package, involving the reprioritisation of roads across the network with supporting locking-in the benefits measures, enables radial priority for all traffic. Due to the radial routing of most bus services, there may a minor benefit to public 5. Promotes and enhances public transport access. However, it is not considered that mode shift is transport and active travel access as strongly encouraged in this package compared with the very +1 across the city, and to the city high intervention level packages because the radial routes are centre improved for all traffic including car drivers and existing alternative routes around the restrictions would be possible in the city centre meaning that many may still be inclined to access the city centre by car. Radial priority will also be enabled for active travel users outwith the city centre, and if the desired traffic reduction is achieved in the city centre, it is likely that the attractiveness of active travel will be increased also.

It is considered that the City Hierarchy scenario provides moderate

Objectives benefits for continued sustainable economic growth in the city. By the reprioritisation of priority and secondary routes across the network and supporting this with junction interventions and the concept of zonal neighbourhoods, it is considered that traffic will be Opportunities encouraged to use what is considered to be the appropriate routes, +2 and high-quality places can be provided to promote economic growth. It is considered that the measures proposed within this 6. Supports continued sustainable package will enhance access to principal destinations by use of economic growth in the city appropriate routes. There are risks that the City Hierarchy package could have no overall benefit to continued sustainable economic growth for the movement of people and goods in the case where sufficient modal Risks shift is not achieved. There is a minor risk that the redistribution of -1 traffic from inappropriate routes to the appropriate radial routes may cause congestion on these radial routes, which could impact on accessing principal destinations. It is considered that the City Hierarchy scenario is generally technically feasible. In some locations, junction interventions and locking-in the benefits measures may be relatively simplistic through control of traffic signals whereas in other locations, interventions could Technical be far more significant. The implementation of the zonal neighbourhoods concept could include measures ranging from new 20mph speed limits, entry treatments, to road closures and other traffic management measures.

The public have previously supported the CCMP and therefore this package would be expected to be publicly acceptable. The hierarchy and interventions associated with this

Implementability package would aim to make it easier to travel to and exit from the city centre via radial Public routes, and this is designed to be beneficial for communities across the city. There is, however the ongoing challenge of competing views between communities and between modes regarding who should have priority on sections of the road network.

Prepared for: Nestrans and Aberdeen City Council AECOM 160 North East Scotland Roads Hierarchy Study Project number: 60583665

15.5.3 Road Space Reallocation Package Appraisal The impacts discussed in Section 15.3 were used to inform the appraisal against the objectives for the Road Space Reallocation package as a whole. The results of this appraisal are presented in Table 15.6 below. Table 15.6: Road Space Reallocation package appraisal

Road Space Reallocation Package Appraisal

Summary Criteria Supporting Information Assessment

It is considered that the Road Space Reallocation package has a 1. Enables delivery of key moderate beneficial impact on the accessibility of the city centre. elements in the City Centre There is a major benefit for active travel and public transport in this Masterplan, and facilitates package, but less benefit for other vehicular users. With the +2 promotion of the city centre as an interventions included within the City Hierarchy package, there accessible destination would be support for movements to the city centre via appropriate radial routes, especially for active travel and public transport users.

Building on the City Hierarchy package, the Road Space 2. Takes advantage of the Reallocation package is designed to take full advantage of road opportunities afforded by recent and rail improvements to support a major beneficial reduction in and forthcoming road and rail through traffic which crosses the city centre by restricting capacity +3 improvements to support a on key routes within the city centre to deter this through movement reduction in through traffic which of general traffic and encourage traffic to route via more appropriate crosses the city centre routes to reach its destination.

Building on the City Hierarchy package and CCMP proposals, the Road Space Reallocation package majorly benefits the promotion 3. Facilitates promotion of a high of a high-quality city centre that prioritises the movement of quality, attractive city centre that alternative modes. By reallocating additional road space (over and prioritises the movements of +3 above the CCMP proposals) to pedestrians, cyclists and public those walking, cycling and using transport users reduces capacity for private cars and other public transport vehicular users, facilitating the potential for further improvement of lower quality areas to higher quality areas in the city centre area.

The proposed roads hierarchy and accompanying interventions associated with the Road Space Reallocation package moderately benefit the prioritisation of movement by the AWPR and radial

Objectives routes as the preferable means by which to access the city centre and other principal destinations. Junctions on the orbital routes of 4. Prioritises movement on the Anderson Drive and the A978 should be reprioritised to encourage AWPR and radial routes on the east-west movements (providing a benefit to public transport and transport network to move people potentially encouraging mode shift) rather than north-south, with +2 to and from principal destinations the AWPR being used for north-south movements where possible. and city centre destinations The introduction of interventions to encourage zonal neighbourhoods whereby there are no through movements of traffic on inappropriate routes would further encourage use of the priority radial routes and would aim to protect communities. Interventions associated with the Road Space Reallocation package seek to reinforce these principles.

Building on the City Hierarchy package, the Road Space Reallocation package, when applied in addition to interventions within the Do-Minimum and City Hierarchy scenarios, would moderately enhance public transport and active travel access 5. Promotes and enhances public across the city, and to the city centre. The interventions proposed transport and active travel access within the city centre could incentivise and encourage mode shift +2 across the city, and to the city towards active travel and public transport across the city for centre movements to the city centre. Although the implementation of road space reallocation measures could enable public transport to pass through the city centre area without delay, it is considered that there could be a risk to this if approach routes to the city centre become congested as a result of the interventions.

Prepared for: Nestrans and Aberdeen City Council AECOM 161 North East Scotland Roads Hierarchy Study Project number: 60583665

Building on the City Hierarchy package, it is considered that the Road Space Reallocation package has the potential to provide major benefits for continued sustainable economic growth in the city. Over and above what is included within the CCMP measures, there is the potential for further improvement of lower quality areas to higher quality areas in the city centre. If this package was to Opportunities encourage greater mode shift, there may be the potential to +3 improve areas outwith the city centre also. The main beneficiaries of this potential may be city centre residents and other users (e.g. employers; employees; businesses; public transport interchange users to the ferry, rail station and bus station; tourists; leisure users; school pupils; and college students).

6. Supports continued sustainable It is considered that there are moderate risks to continued economic growth in the city sustainable economic growth in the city with the application of road

Objectives space reallocation interventions. It is possible that these interventions could have impacts on vehicular flows on approach to and within the city centre area if sufficient mode shift and rerouting to appropriate routes is not achieved. There are a number of principal destinations within the city centre area that traffic could be Risks accessing as legitimate users, for example the public transport -2 interchanges or the harbour. The main risk of this package is to the effective operation of Aberdeen Harbour. From an operating perspective, it is essential that goods traffic can access and exit from the site as quickly and easily as possible. It is considered that there are risks to this operation if restrictions on routes across the network cause delays.

It is considered that the Road Space Reallocation scenario is generally technically feasible. There may be specific locations where there are technical challenges accommodating the displacement of traffic onto appropriate routes if sufficient mode shift is not achieved. It is Technical considered that the biggest risk to technical feasibility of this option package is in relation to insufficient capacity on the identified appropriate routes, particularly those from the south as there are a number of major principal destinations identified in the south of the city centre.

The public have previously supported the CCMP and therefore there is support for the principles of providing additional facilities for public transport and active travel, and benefits accrued from a reduction in traffic in the city centre. However, the Road Space Reallocation Implementability package includes interventions across key routes over and above the agreed CCMP schemes and therefore it is considered that the public acceptability of this package still Public requires validation. It is likely that the problems that could arise from implementation of such interventions (for example, related to congestion on approach to and within the city centre) may generate opposition from some members of the public. On the other hand, it is possible that some city centre users including existing pedestrians, cyclists and public transport users could be in support of the interventions included within this package.

Prepared for: Nestrans and Aberdeen City Council AECOM 162 North East Scotland Roads Hierarchy Study Project number: 60583665

15.5.4 Access Only Package Appraisal The impacts discussed in Section 15.3 were used to inform the appraisal against the objectives for the Access Only package as a whole. The results of this appraisal are presented in Table 15.7 below. Table 15.7: Access Only package appraisal

Access Only Package Appraisal

Summary Criteria Supporting Information Assessment It is considered that the Access Only package has a moderate 1. Enables delivery of key beneficial impact on the accessibility of the city centre. There is a elements in the City Centre major benefit for active travel and public transport in this package, Masterplan, and facilitates but less benefit for other vehicular users. With the interventions +2 promotion of the city centre as an included within the City Hierarchy package, there would be support accessible destination for movements to the city centre via appropriate radial routes, especially for active travel and public transport users. Building on the City Hierarchy package, the Access Only package 2. Takes advantage of the is designed to take full advantage of road and rail improvements to opportunities afforded by recent support a major beneficial reduction in through traffic which crosses and forthcoming road and rail the city centre by implementing vehicular restrictions on key routes +3 improvements to support a reduction in through traffic which within the city centre to prevent this through movement of general crosses the city centre traffic and encourage traffic to route via more appropriate routes to reach its destination.

Building on the City Hierarchy package and CCMP proposals, the Access Only package majorly benefits the promotion of a high- 3. Facilitates promotion of a high quality city centre that prioritises the movement of alternative quality, attractive city centre that modes. With the access only interventions, movement through the prioritises the movements of +3 city centre area is reserved for pedestrians, cyclists and public those walking, cycling and using public transport transport users. This facilitates the potential for further improvement of lower quality areas to higher quality areas in the city centre area.

The proposed roads hierarchy and accompanying interventions associated with the Access Only package moderately benefit the prioritisation of movement by the AWPR and radial routes as the Objectives preferable means by which to access the city centre and other principal destinations. Junctions on the orbital routes of Anderson 4. Prioritises movement on the Drive and the A978 should be reprioritised to encourage east-west AWPR and radial routes on the movements (providing a benefit to public transport and potentially transport network to move people +2 encouraging mode shift) rather than north-south, with the AWPR to and from principal destinations and city centre destinations being used for north-south movements where possible. The introduction of interventions to encourage zonal neighbourhoods whereby there are no through movements of traffic on inappropriate routes would further encourage use of the priority radial routes and would aim to protect communities. Interventions associated with the Access Only package seek to reinforce these principles.

Building on the City Hierarchy package, the Access Only package, when applied in addition to interventions within the Do-Minimum and City Hierarchy scenarios, would majorly enhance public transport and active travel access across the city, and to the city 5. Promotes and enhances public centre. The interventions proposed within the city centre could transport and active travel access incentivise and encourage mode shift towards active travel and +3 across the city, and to the city public transport across the city for movements to the city centre. centre The implementation of access only treatments could enable public transport to pass through the city centre area without delay and it is considered that there is greater potential for mode shift and appropriate routing by other vehicles.

Prepared for: Nestrans and Aberdeen City Council AECOM 163 North East Scotland Roads Hierarchy Study Project number: 60583665

Building on the City Hierarchy package, it is considered that the Access Only package has the potential to provide major benefits for continued sustainable economic growth in the city. Over and above what is included within the CCMP measures, there is the potential for further improvement of lower quality areas to higher quality areas in the city centre. If this package was to encourage greater mode shift, there may be the potential to improve areas Opportunities outwith the city centre also. The main beneficiaries of this potential +3 may be city centre residents and other users (e.g. employers; employees; businesses; public transport interchange users to the ferry, rail station and bus station; tourists; leisure users; school pupils; and college students). It is also considered that this package would be most effective at encouraging use of appropriate routes by vehicular traffic.

6. Supports continued sustainable economic growth in the city It is considered that there are moderate risks to continued sustainable economic growth in the city with the application of Objectives access only interventions. It is possible that these interventions could have impacts on vehicular flows on approach to and within the city centre area if sufficient mode shift is not achieved. There are a number of principal destinations within the city centre area that traffic could be accessing as legitimate users, for example the public transport interchanges or the harbour. The main risk of this Risks -2 package is to the effective operation of Aberdeen Harbour. From an operating perspective, it may reduce the number of access routes available for the harbour for the movement of goods unless special provision can be made for harbour traffic. It is essential that goods traffic can access and exit from the site as quickly and easily as possible. It is considered that there are risks to this operation if restrictions on routes across the network cause delays.

It is considered that the Access Only scenario is generally technically feasible. There may be specific locations where there are technical challenges accommodating the displacement of traffic onto appropriate routes if sufficient mode shift is not achieved. It is Technical considered that the biggest risk to technical feasibility of this option package is in relation to insufficient capacity on the identified appropriate routes, particularly those from the south as there are a number of major principal destinations identified in the south of the city centre.

The public have previously supported the CCMP and therefore there is support for the principles of providing additional facilities for public transport and active travel, and benefits accrued from a reduction in traffic in the city centre. However, the Access Only package includes interventions across key routes over and above the agreed CCMP schemes and Implementability therefore it is considered that the public acceptability of this package still requires validation. Public It is likely that the problems that could arise from implementation of such interventions (for example, related to congestion on approach to the city centre on the appropriate routes) may generate opposition from some members of the public. On the other hand, it is possible that some city centre users including existing pedestrians, cyclists and public transport users could be in support of the interventions included within this package.

Prepared for: Nestrans and Aberdeen City Council AECOM 164 North East Scotland Roads Hierarchy Study Project number: 60583665

15.5.5 Appraisal Summary The findings of the appraisal process against objectives are summarised in the table below, using the following key:

Major beneficial impact (+3) Moderate beneficial impact (+2) Minor beneficial impact (+1) No benefit or impact (0) Minor negative impact (-1) Moderate negative impact (-2) Major negative impact (-3)

Table 15.8: Appraisal summary of option packages

Appraisal Option Packages Appraisal Do-Minimum City Hierarchy Road Space Reallocation Access Only

1. Enables delivery of key elements in the City Centre Masterplan, and facilitates promotion of the city centre as an +1 +3 +2 +2 accessible destination

2. Takes advantage of the opportunities afforded by recent and forthcoming road and rail improvements to support a reduction in +1 +2 +3 +3 through traffic which crosses the city centre

3. Facilitates promotion of a high quality, attractive city centre that prioritises the movements of those walking, cycling and +1 +2 +3 +3 using public transport

4. Prioritises movement on the AWPR and radial routes on the

Objectives transport network to move people to and from principal 0 +2 +2 +2 destinations and city centre destinations

5. Promotes and enhances public transport and active travel 0 +1 +2 +3 access across the city, and to the city centre

Opportunities Risks Opportunities Risks Opportunities Risks Opportunities Risks 6. Supports continued sustainable economic growth in the city +1 -1 +2 -1 +3 -2 +3 -2

Prepared for: Nestrans and Aberdeen City Council AECOM 165 North East Scotland Roads Hierarchy Study Project number: 60583665

The Do-Minimum package appears to be a relatively neutral option, whereby it would not be expected to pose any major risks, but its benefit would be limited without the supporting interventions proposed as part of the other option packages. It is considered that the Do-Minimum package is low-risk in terms of technical implementability and the public have previously supported the CCMP.

The City Hierarchy package performs well against the objectives. In particular, it is considered that the City Hierarchy package facilitates promotion of the city centre as an accessible destination for all modes of transport. In this package, active travel is promoted within the city centre as envisaged within the CCMP and also outwith the city centre with support from junction interventions and zonal neighbourhood treatments. It is considered that the reprioritisation of routes across the network would enhance the public transport offering by reducing journey times through the prioritisation of radial routing, by which the majority of bus services in Aberdeen operate. It is also considered that the setting of revised priority and secondary routes, in combination with accompanying junction interventions and support for the concept of zonal neighbourhoods, traffic will be encouraged to use what is considered to be the appropriate routes for traffic on the network. The promotion of the CCMP, supported by the City Hierarchy package interventions should enable high-quality places in the city centre to be enhanced, supporting sustainable economic growth. There is a balance to be had between the opportunities to promote active travel and public transport and the risks of accessibility to principal destinations for other users. It is considered that the City Hierarchy package is generally technically feasible, and the public have previously supported the CCMP. In addition, the online survey conducted in 2017 indicated strong support for an improved environment for pedestrians and cyclists in the city centre and bus improvements across the city.

The very high level of intervention packages (Road Space Reallocation and Access Only) perform very strongly against a number of the objectives and adhere to the roads hierarchy principles, however they also have the potential to exhibit moderate risks that have been reviewed in a qualitative way as part of this study. These intervention packages have the most potential for encouraging mode shift and routing by appropriate routes, thus taking the most advantage of recent road and rail improvements in the region. It is also considered that these packages have the greatest opportunity and potential for supporting sustainable economic growth, however this has to be balanced against the identified risks. The key risks identified relate to congestion on appropriate routes if sufficient mode shift is not achieved, and access to principal destinations, particularly within the city centre area. It is considered that these packages are generally technically feasible, and the public have previously supported the CCMP. In addition, the online survey conducted in 2017 indicated strong support for an improved environment for pedestrians and cyclists in the city centre and bus improvements across the city. The measures proposed in these packages could generate opposition from some users of the city centre, however this is an ongoing challenge to balance the competing views of different users of the road network.

The diagram over page illustrates the step-change that would be required for increasing levels of intervention from city-wide junction interventions and zonal neighbourhoods to the application of additional traffic management measures in the city centre over and above those proposed to be introduced as part of locking-in the benefits measures and the CCMP. Increasing levels of intervention exhibit increasing opportunities and increasing levels of risk. A qualitative assessment has been undertaken on the impacts of such interventions.

Prepared for: Nestrans and Aberdeen City Council AECOM 166 North East Scotland Roads Hierarchy Study Project number: 60583665

Figure 15.15: Summary of option packages and intervention measures

Prepared for: Nestrans and Aberdeen City Council AECOM 167 North East Scotland Roads Hierarchy Study Project number: 60583665

15.6 Summary This chapter has focussed on option packaging, potential impacts, opportunities and risks of option packages, and option appraisal. It has introduced a discussion on proposed level of intervention associated with each option package that would seek to support the proposed hierarchy of routes across the network. The option packages introduced include:

· Do-Minimum package; · City Hierarchy package; · Road Space Reallocation package; and · Access Only package. An appraisal of the option packages was undertaken against the agreed objectives and against the implementability criteria of technical feasibility and public acceptability. The results of this appraisal indicated that there are benefits with all option packages, however it is considered that the benefits of the Do-Minimum package are more limited compared with the others. It is considered that the other packages all go a significant way to realising the aims of the Roads Hierarchy Study, however as noted above, there are opportunities and risks to be considered in detail with all option packages.

Chapter 15 – Key Outcome

Using an evidence-based approach and building on previous ACC work and agreed objectives, the two outcomes of roads hierarchy options and levels of intervention to support those options have been brought together in packages, appraisal has been undertaken against the objectives of the Roads Hierarchy Study and implementability issues have been discussed.

Prepared for: Nestrans and Aberdeen City Council AECOM 168 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 16169 North East Scotland Roads Hierarchy Study Project number: 60583665

16. Summary and Key Outcomes 16.1 Summary ACC, along with Nestrans, Aberdeenshire Council and the SDPA, as regional partners, wish to take advantage of the current investment in transport infrastructure (road and rail) in the City Region to facilitate the implementation of the CCMP’s aim of creating a vibrant city centre with an environment that encourages visits to and lengthens stays in the city centre and to lock-in the benefits of this investment for the whole city.

The partners are seeking to update the city’s roads hierarchy to provide a system that reflects the new role of the city centre (as a destination) and makes the most effective use of the AWPR for distributing traffic around the city to the most appropriate radial route to reduce the extent of cross-city traffic movements.

The two key outcomes to be delivered as part of the work were:

· Development of roads hierarchy options to deliver a new roads hierarchy; and · Identification of intervention levels to support that new roads hierarchy. The initial focus was to set a new proposed roads hierarchy through the undertaking of a number of tasks. These tasks ultimately provided an understanding of routes in the study area and allowed for the identification of the most appropriate routes for carrying traffic across the city. Once options for the updated roads hierarchy had been developed, intervention levels could then be considered which were designed to support use of the new roads hierarchy, encouraging appropriate use of roads in the study area according to their proposed new classification i.e. use of priority routes for cross-city traffic movements where possible and use of local roads for localised trips only. The study area for the Roads Hierarchy Study is bounded by the Charleston to Blackdog section of the AWPR. In the city centre, the study adopted the CCMP boundary as its focus. The Roads Hierarchy Study has been undertaken between July 2018 and April 2019.

Prepared for: Nestrans and Aberdeen City Council AECOM 170 North East Scotland Roads Hierarchy Study Project number: 60583665

A number of tasks contributed towards options for a proposed new roads hierarchy for Aberdeen. These are summarised in the diagram below.

Figure 16.1: Roads Hierarchy Study Approach Prepared for: Nestrans and Aberdeen City Council AECOM 171 North East Scotland Roads Hierarchy Study Project number: 60583665

A long-list of initial options was developed for the following elements within the roads hierarchy:

· Priority radials; · Secondary radials; · Secondary orbitals; · Local roads; and · C-roads under consideration. For the options developed, consideration was given to both routing and the hierarchy status of routes (priority, secondary, local). A further validation test was undertaken, after option sifting, on the principles and suitability of place for the initial roads hierarchy options that had been developed. This test helped to provide an assessment of the options in relation to the network as a whole, rather than just the individual elements on their own as had been carried out previously. It also included consideration of the established AWPR signing framework developed by ACC in order to assess if options aligned with the framework and identifying those contrary to what had been agreed. There was particular focus on key considerations for active travel, public transport, freight, general traffic and road classification as a result of the options for change in a potential new roads hierarchy. Future decisions on levels of intervention to be implemented in the city centre will influence the hierarchy change proposed on some routes in the CCMP area.

Options were packaged following validation testing as per the following:

· Do-Minimum package; · City Hierarchy package; · Road Space Reallocation package; and · Access Only package. Proposed levels of intervention associated with each option package were then introduced, that would seek to support the proposed hierarchy of routes across the network. There is a step-change that would be required for increasing levels of intervention, from city-wide junction interventions, locking-in the benefits measures and zonal neighbourhoods to the application of additional traffic management measures in the city centre over and above those proposed to be introduced as part of the CCMP. Increasing levels of intervention exhibit increasing opportunities and increasing levels of risk. A qualitative assessment has been undertaken on the impacts of such interventions. An appraisal of the option packages was undertaken against the agreed objectives and against the implementability criteria of technical feasibility and public acceptability. The results of this appraisal indicated that there are benefits with all option packages, however it is considered that the benefits of the Do-Minimum package are more limited compared with the others. It is considered that the other packages all go a significant way to realising the aims of the Roads Hierarchy Study, however there are opportunities and risks to be considered in detail with all option packages.

Prepared for: Nestrans and Aberdeen City Council AECOM 172 North East Scotland Roads Hierarchy Study Project number: 60583665

16.2 Key Outcomes The Roads Hierarchy Study has:

Based on community and stakeholder feedback, the Roads Hierarchy Study has presented a number of approaches that could be developed over time, incrementally supporting previous interventions taken forward by ACC, Nestrans and partners. These follow the benefits the community have said they desire for improved city environments and an improved user experience of travel in and around the City Region.

A number of previous issues associated with bringing forward the CCMP have now been addressed, such as the implementation and opening of major infrastructure and transport improvements, including the AWPR and rail improvements. It is now possible to take advantage of this investment in infrastructure and public transport services and further implement the CCMP supported by other roads hierarchy interventions.

Prepared for: Nestrans and Aberdeen City Council AECOM 173 North East Scotland Roads Hierarchy Study Project number: 60583665

Prepared for: Nestrans and Aberdeen City Council AECOM 174