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SOUTH AYRSHIRE COUNCIL Local Transport Strategy 2009-2014

MARCH 2009 Section 01-05:Layout 14 17/4/09 10:10 Page 2 Section 01-05:Layout 14 17/4/09 10:10 Page 3

FOREWORD

Our new Local Transport Strategy comes into effect This Local Transport Strategy sets out the transport following a time of significant change in transportation. policy position of the Council and the transport project programme up to 2014 and identifies longer-term The national delivery agency, Transport Scotland, has schemes beyond this date that we need to begin now established itself and has completed the Strategic considering now with our partners in Transport Scotland Transport Projects Review setting out the major scheme and Strathclyde Partnership for Transport. delivery plan over a long-term framework. Delivering improvements to our transport network is a The new statutory Regional Transport Partnerships have benefit to the whole community and we look forward to been in operation since April 2006. We look forward to working with our various partners and with the people continuing to work with our colleagues in Strathclyde of South Ayrshire in implementing this strategy. Partnership for Transport and our fellow local authorities to bring forward projects that maintain the economic and social vitality in the west of Scotland.

Within South Ayrshire Council, we have brought our transport and planning functions under the same service, reflecting the ever greater need for integration. We also continue to work closely with our neighbours in East and North Ayrshire, on pan-Ayrshire matters and with colleagues in Dumfries and Galloway on timber transport, with the North Channel Partnership and the Cllr Hugh R Hunter Graham Peterkin A77 Safety Group. Leader of South Ayrshire Council Depute Chief Executive and Executive Director of Development & Environment South Ayrshire Council Section 01-05:Layout 14 17/4/09 10:10 Page 4

MEET YOUR COUNCILLOR

South Ayrshire Council has 30 local Councillors your ward if there are matters you would like to who represent the eight new wards that were discuss or bring to their attention. introduced at the May 2007 elections. Each councillor holds a regular surgery and you Some wards have four councillors and some can find details by logging onto: have three, based on the number of people in www.south-ayrshire.gov.uk/council/surgeries those wards. All the councillors are pictured or by telephoning 01292 612484 below, and you can approach any one of them in

TROON

Peter Nan Bill Philip Convery McFarlane McIntosh Saxton

AYR WEST

Bill Elaine Mike Robin Grant Little Peddie Reid

PRESTWICK

Stan Hugh Helen Margaret Fisher Hunter Moonie Toner

MAYBOLE, NORTH CARRICK & COYLTON

Brian Ann Sandra Mairi Connolly Galbraith Goldie Low

AYR NORTH

Douglas Ian John Tom Campbell Cavana Hampton Slider

AYR EAST

Eddie Ian Mary Winifred Bulik Douglas Kilpatrick Sloan

KYLE

John Andy Hywel Allan Campbell Davies

GIRVAN & SOUTH CARRICK

Ian John Alec Fitzsimmons McDowall Oattes Section 01-05:Layout 14 17/4/09 10:10 Page 1

CONTENTS

Contents

1. Introduction 2

2. Review of the 2001 Local Transport Strategy 4

3. Achievements 8

4. Demographic issues 10

5. Review of the transport network 19

6. National and local policy framework 40

7. Implications of the Road Traffic Reduction Act 47

8. Problems, causes, constraints and opportunities 55

9. Vision and objectives 69

10. Initial consultation 71

11. Committed schemes 82

12. Interventions and projects 83

13. Parking standards 86

14. Action plans 88

15. Monitoring and evaluation 100

16. Glossary 102

Appendix A – Previous LTS performance assessment 104

Appendix B – Town Centre car parks 109

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1. INTRODUCTION

This Local Transport Strategy (LTS) has been prepared in can be found on a USB card at the back of this report. accordance with the Scottish Government’s “Guidance This document complements the LTS Summary on Local Transport Strategies”1. This strategy follows on Document and provides more detailed background from the previous strategy, developed in 2001. information to support the summary document.

The LTS is structured to comply with the methodology As this is a technical document, there are many of the Scottish Transport Appraisal Guidance (STAG). abbreviations used. We have included a comprehensive The aim of this strategy is to review the current glossary at the back of the document that references situation, identify problems, causes, constraints and the abbreviations used within this report. opportunities, set meaningful objectives, generate intervention options, appraise the plan and develop a The main elements of the LTS and its relationship with monitoring regime. other documents and policies are detailed in the figure on the following page. This LTS is accompanied by a Strategic Environmental Assessment (SEA) and a STAG Appraisal in accordance with current legislative requirements. The SEA examines the policies and programmes of the LTS within a wider environmental context and the STAG appraises several packages of interventions that have been proposed to deal with identified problems and facilitate growth. Electronic copies of the LTS and associated documents

1“Guidance on Local Transport Strategies”, the Scottish Executive (SE), March 2005

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National Transport Strategy National Planning Framework Regional Transport Strategy Other National and Ayrshire Joint Structure Plan Transport White Paper Local Policy South Ayrshire Local Plan STPR

Policy Context

Problems & Opportunities

Vision & Objectives Identify Options

Action Plans Appraise Options Strategic Environmental Assessment

Road Traffic LTS Reduction Report

Monitor & Review

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2. REVIEW OF THE 2001 LOCAL TRANSPORT STRATEGY

Multi-Modal Travel Stations Ten railway stations were planned for conversion to multi-modal travel stations. These were: • Barassie • Troon • GPA • Prestwick Town • Newton-on Ayr • Ayr • Maybole • Girvan • Barrhill

Quality Transport Corridors (QTCs) Seven bus based corridors and three rail based corridors were identified as proposed QTCs.

The bus based corridors identified were: • Whitletts Road (A719); The South Ayrshire Transport Initiative (SATIN) was the • Ayr to Prestwick road (A79); Council’s first LTS and was published in 2001. • Castlehill/Dalmellington Road (A713); SATIN identified a number of programmes and policies • Maybole Road (A79 South); for implementation during the LTS period of operation. • Holmston Road (A70); A table of these is contained in Appendix A together with • Monument Road (B7024); and a grading of the success or otherwise in implementation. • Racecourse/Doonfoot/Dunure Road (A719 South).

In terms of the major intervention projects, there are only two that were not delivered during the LTS period. These are the multi-modal interchange projects at Barassie railway station and Ayr railway station. At Barassie, it has been sensible to await the outcome of investigations into potential improvements on the Kilmarnock branch line, as these may impact on the potential size and layout of the Park-&-Ride facility. In addition, a new major land release at NE Troon has been in preparation and this shall financially contribute to the improvements identified. At Ayr station, work taken forward by Strathclyde Partnership for Transport (SPT) in June 2002 to examine options has not been taken to the next level of assessment. The station does present a difficult site due to the constraints of neighbouring roads, the number of parties involved and the need to interface with bus services.

The Council, as Appendix A shows, has been successful in delivering planned improvements. The Council has also delivered a number of projects that did not appear in the original LTS. In general, this has been due to either the LTS not giving a level of detail down to the individual project in that specific area, or where a specific funding stream has been made available following the preparation of the LTS.

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The bus corridors identified have been implemented in Traffic Regulation Enforcement terms of infrastructure improvements, but no ‘real time’ Automatic detection of bus lane violation on QTCs has travel information has been provided following unfavourable not been introduced. Relative to the overall length of responses from public consultation. The technology and the QTCs, the length of bus lane is small due to the lack operator issues associated with this service need a regional of available road space. The bus lane sections have focus and at present this is not considered to be a priority. proven to be relatively ‘self-policing’ with other The upgrading of stops to provide level access, the provision motorists obeying the restrictions. Occasional of new shelters and where appropriate the use of bus priority enforcement by police officers is needed, but this level lanes have improved facilities for public transport users. of intervention is considered to be acceptable.

The rail based corridors identified were: Public Transport Information • Glasgow Prestwick Airport (GPA) to Prestwick and Ayr; Following recommendations made through the previous • Ayr Hospital to the town of Ayr and the north; and LTS, timetable information on QTCs is now attached to • Heathfield to the town of Ayr and the north. the bus stop pole. The infrastructure is provided by SPT and the information is provided by the bus operators. The rail-based schemes have, in general, not been The requirements on operators to provide timetable delivered. The scheme at GPA has not been effectively information for their routes generally operates trialled and has limited impact. It is expected that the satisfactorily. At GPA, we have worked with the airport Ayr Hospital scheme will be brought forward as part of operators to provide high quality public transport the SE Ayr development, although this is in the medium information covering bus, rail, taxi and ferry operations term. Having worked through the issues associated with for air passengers. The system at GPA won the Scottish the Ayr Hospital scheme, which already has a passing Transport Award for Travel Information in 2005. train service, we believe that the potential for a rail based scheme at Heathfield is not realistic in the current Pre-Trip Journey Planning regulatory and financial climate. SATIN included pre-trip journey planning schemes at national, regional and local level. In reality, the Scottish Urban Transport Management and Control (UTMC) Government has taken a lead in providing this South Ayrshire has continued to develop its UTMC information with the formation of ‘traveline’, which system through the period of the LTS to improve traffic provides both on-line and telephone based planning. flow and the response of traffic signals to the varying This has superseded the need to provide a system at demands of traffic. An adaptive traffic control system regional level. In tandem with this, SPT and the Scottish was introduced in Ayr and Prestwick to reduce traffic Government have embarked on advertising campaigns congestion and minimise delay to traffic on the road to raise awareness and encourage journeys by non-car network. In addition, a traffic signal remote monitoring modes. In particular, this has linked into the healthy system was developed to automatically report signal living agenda promoted by the Scottish Government. lamp failures and faults. The combination of these two dynamic systems allow operational staff within the office environment to receive system alerts immediately and assist in efficient fault reporting and system maintenance whilst ensuring the efficient optimisation of signal timings.

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Walking and Cycling Networks Figure 2.2 below details cycle routes that have been Individual schemes have been taken forward as part of developed in and around Ayr. our Cycling, Walking and Safer Streets (CWSS) funding from the Scottish Government. Figure 2.1 below shows the National Byway cycle routes in South Ayrshire.

Figure 2.2 Local Cycle Routes in Ayr

Figure 2.1 National Byway Cycle Routes

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within the remit of the Council, and requires bottlenecks outside the control of South Ayrshire Council to be addressed. Most notably, this means providing additional capacity between Paisley and Glasgow Central. Until such issues are addressed, it appears unlikely that additional services will be able to be provided. However, the Glasgow Airport Rail Link (GARL) scheme is expected to provide some additional capacity, allowing improvements to Ayrshire services.

Parking Amendments and Enforcement in Towns A dynamic car parking guidance control system has Road Safety been introduced in Ayr Town Centre displaying real Road safety improvements have been delivered time car park occupancy levels. Funding was secured to throughout the Council area, especially around schools. allow a parking study in Prestwick to consider the Projects have included: competing demands in this busy part of South Ayrshire. • School Travel Plans have been introduced at 70% of However, we have not been able to carry out studies in schools in the Council area; other areas. Further studies are required to identify • Extensive introduction of 20mph speed limits other parking issues in the South Ayrshire area. throughout South Ayrshire; • On-road cycle training has been introduced at primary Rural Transport Initiatives schools; Working in partnership with SPT, the Carrick ‘Ring n' • Junior Road Safety Officers have been introduced at Ride’ has been a major boost to rural accessibility and a 84% of all primary schools; popular choice. Rural bus stop infrastructure • Vehicle activated warning signs have been introduced improvements have been introduced to improve public at locations with high instances of collisions; transport patronage within rural areas. The introduction • “Reckless driving wrecks lives” presentation has been of bus services remains within the commercial sector given to senior school pupils; and and many locations do have good levels of service and • Pedestrian and cyclist safety has been promoted patronage. However, potential new express services through the West of Scotland Road Safety Forum. could remove locally important services from smaller intermediate settlements. The diversity of origins and South Ayrshire to Glasgow Long Distance destinations in the rural context can make it difficult for Transport Corridor bus services to compete effectively with often only one New Class 334 trains have been introduced on the service provider operating a route. Ayrshire electric services. Many refurbished Class 318 units have also been deployed on the line, giving Other Projects enhanced passenger facilities and information. There is potential for a new Park-&-Ride facility at Ayr The delivery of a 20-minute frequency rail service is not Hospital as part of the SE Ayr development. This facility will be delivered by the private sector. The overall transport remit of SPT will make it easier to deliver such projects going forward.

Monitoring and Policy A network of automatic traffic control counters has been introduced at strategic locations enabling growth rates to be quantified.

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3. ACHIEVEMENTS

Scottish Transport Awards – Walking and Cycling Scottish Transport Awards - Travel Information Award, 2007 Award, 2005 In the 2007 Scottish Transport Awards, South Ayrshire South Ayrshire Council came out top in a ”travel Council was awarded the Walking and Cycling Award. information” section at the 2005 Scottish Transport Awards. This award recognises the Council’s innovative and The award was in recognition of the Council's work with an exciting work that has led to an extensive number of integrated transport information system at GPA. cycle and walking routes being created in South Ayrshire. Special Events The Scottish Transport Awards 2007, which are supported by the Scottish Government, the Scottish Transport Studies Group, Transport Scotland, SPT and Transport Times, acknowledge real improvements to local transport.

The Council’s Transportation section submitted their Local Cycle Feeder Routes scheme for consideration for the Scottish Transport Awards 2007. The council has been involved in the planning of a Some of the projects that helped South Ayrshire to win number of special events of varying levels of magnitude the award are: including: • Joint partnership working to develop cycle routes in • Open Golf Championship – (Troon and Turnberry); the South Ayrshire area to feed in to National Cycle • Seniors Golf Championship – (Troon and Turnberry); Route 7; • Ladies Golf Championship – (Turnberry); • Meeting public demand for safe and direct routes to • Home International Golf – (Old Prestwick); schools; • Ayr County Show – (Ayr Racecourse); • Designating over 11 kilometres of road space to new • Northfield Bowling Events; local cycle routes along main arterial roads to Ayr; • Burns Festival – (generally within Wellington Square • Introducing cycle routes to schools and incorporating and Ayr Racecourse); them in school transport plans; • Ayr Flower Show – (Rozelle Park); • Creating rural routes for recreational purposes and • Girvan Cycle Race; increased access to the countryside; • Glasgow Taxis’ visit to Troon; • Encouraging Council employees to cycle to work; • Continental Market – (River Street, Ayr); • Reducing car usage, which benefits the environment; • Football Tournaments – (Old Racecourse and Rozelle and Park); • Creating a safe environment along cycle routes to • Rugby Tournaments – (Millbrae and Doonholm); encourage men, women and children to use the routes. • Vintage Commercial Vehicle Road Run – (Low Green and Ayr Town Centre); • Harley Davison Motorcycles (HOGS) – (Ayr Racecourse); • Kite Festival – (Low Green); • Dundonald Games; • Burns Homecoming Event – (Various locations); • Concerts and special events at Culzean and Ayr Racecourse; • Pipers’ Trail – (Low Green and Ayr Town Centre); and • Ayr Town Centre Christmas Lights Switch On.

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SPECIAL EVENTS GALLERY Section 01-05:Layout 14 17/4/09 10:10 Page 10

4. DEMOGRAPHIC ISSUES

Location and Population In 2004, there were 49,880 households in South Ayrshire; South Ayrshire is located on the West Coast of Scotland the housing stock estimate predicts a further increase of to the SW of Glasgow. It covers an area of 1,222 square 7% by 20244. Home ownership in the area has also kilometres and has a resident population of 111,7002. increased since the last census from 62% to 71%. The South Ayrshire population projection for year 2024, based on 2004 population figures, estimates a 2.4% The distribution of people and jobs within Ayrshire reduction in population compared to a 0.2% increase in means that it is important to understand the transport Scotland as a whole3. The main centres and their network across the region, as well as within South estimated 2004 populations are: Ayrshire itself. The Joint Structure Plan and Transportation Committee, that considers issues across Table 4.1 Population of Main Settlements (2006) the three Ayrshire authorities, has undertaken a review of regional performance indicators. These results are provided below along with some commentary. TOWN POPULATION AYR 46,050 Employment PRESTWICK 14,680 The number of people within South Ayrshire who are TROON 14,510 economically active was estimated at 53,800 in 20075. GIRVAN 6,790 Out of the total working age population, 76.0% people MAYBOLE 4,710 are in employment, which is marginally above the DUNDONALD 2,510 Scottish average of 75.9%5. Unemployment in South COYLTON 2,740 Ayrshire is 5.2%, which is higher than the Scottish MOSSBLOWN 2,030 average of 5.0%5. For those in employment the gross Source: General Register Office for Scotland weekly pay earned in 2007 was £474.50, which was 7.6% higher than the Scottish average5.

The towns of Ayr, Prestwick and Troon together account Not only is employment forecast to decline but the for almost 70% of the population and form a relatively working age population within Ayrshire, as shown in the densely populated coastal strip. Conversely, a following table, is expected to decline. This is consistent significant proportion of the population lives outwith with the move towards an increasingly ageing the main settlements in smaller villages and rural areas. population, as previously identified. It is noted that This is particularly the case in Carrick, in the south of the South Ayrshire is predicted to show the lowest level of Council area. The Council area therefore has a wide decrease of all the Ayrshire authorities. range of locational characteristics from urban to sparse rural, making the provision of effective rural transport links both an issue of necessity and a major challenge.

2General Register for Scotland mid-2006 population estimates 3General Register for Scotland 2004 based population projections 4General Register for Scotland Household projections for Scotland 5National Statistics

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Table 4.2 Working Age Population

COUNCIL AREA 2005 2006 2010 2015 NET CHANGE EAST AYRSHIRE 75,500 75,400 73,700 70,600 -4,900 NORTH AYRSHIRE 84,800 84,800 82,800 79,600 -5,200 SOUTH AYRSHIRE 68,400 68,400 67,100 64,700 -3,700 AYRSHIRE 228,700 228,600 223,600 214,900 -13,800 Source: SLIMS, 2005

However, what is of concern to the area is its reliance on its traditional industries and the growing necessity for those living in South Ayrshire to commute longer distances to areas of employment outside the authority boundary. Employment figures show that the traditional industries employ the greatest majority in South Ayrshire. In 2005, the percentages of people working in these industries were as follows: • Manufacturing (13%); • Public administration, education and health (34%); • Distribution, hotels and restaurants (28%); and • Tourism related (12%);

Figure 4.1 displays the employment distribution by industry in South Ayrshire.

Employee Jobs by Industry

Other Other Manufacturing services non-services 13% 5% 2%

Construction 4%

Public Admin, Education & Health 34%

Distribution, Hotels & Restaurants Employment in these industries is higher than their 28% Finance, IT, Other respective Scottish averages. In comparison, service Business Activities 7% Transport & based industries such as Finance, IT and other business Communications activities comprises of just 7% of jobs in South Ayrshire 7%

as opposed to the Scottish average of 18.5%.” Figure 4.1 Employee Jobs by Industry (2007) Source: NOMIS

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Figure 4.2 shows the net change in employment by Change in Employment by industry industry from 1997 to 2005. What is apparent from this

graph is the rise of 4,600 jobs within public Other administration, education and health and a drop of approximately 3,000 jobs in manufacturing. Public administration, education & health

Transport & Communications

Distribution, hotels & restaurants

Tourism related

Construction

Banking, finance and insurance

Manufacturing

-5000 -4000 -3000 -2000 -1000 0 1000 2000 3000 4000 Change in Employment Numbers

Figure 4.2 Change in Employment by Industry -1995-2007 Source: Nomis Official Labour Market Statistics

Car Ownership Car Ownership South Ayrshire Figure 4.3 shows the breakdown of car ownership in South Ayrshire. Although 71% of households in South Ayrshire own at least one car there are 29% that do not own a car and therefore rely on other means of transport 2+ None to connect to vital services. It is important that this 25% 29% section of society is not excluded and have access to public transport.

1 46%

Figure 4.3 Car Ownership in South Ayrshire by Household Source: Scotland’s Census 2001

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Car Ownership Scotland South Ayrshire South Ayrshire (Rural) South Ayrshire (Urban)

50

40

30

20 ecnaeof Households Percentage 10

0 None 1 2+ Car Figure 4.4 Car Ownership Comparison of Areas Source: Scotland’s Census 2001 Travel to Work/Place of Study The commuting patterns shown in Figure 4.5 indicate Of the working population and full time students in the difference of those commuting from a rural or urban education, the proportion of those commuting in 2001 origin as well as for all of South Ayrshire. was 86%6. What these trends show is that rural commuters travel a greater distance to work or study in comparison to Distance Travelled to Place of Work/Study those commuting from an urban location. 40%

35%

30%

25%

20%

15%

ecnaeof Population SAC Working Percentage 10%

5%

0% Origin Rural Origin Urban Origin All

Distance (km) 0-5 5-10 10+ Figure 4.5 Distance Travelled to Place of Work/Study Source: Scotland’s Census 2001

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Figure 4.6 shows that 31% of those commuting live Distance travelled to work in South Ayrshire within a 5km distance of their place of work or study. 0-5 km Those living within the lower end of this travelling distance should be encouraged to either walk or cycle 5-10 km

to work; both decreasing unnecessary vehicle travel and 10+ km increasing personal health by exercise. 61% of 31% commuters travel a distance of 5 to 10km daily. 61% Those living within this travelling distance should be encouraged to commute either by public transport or car sharing. Those living more than 10km from their place of work or study may be beyond a reasonable public transport route to commute on a daily basis; 8% however, public transport, car sharing or working from home for a proportion out of their commuting schedule should be encouraged. Figure 4.6 Distance travelled to work in South Ayrshire Source: Scotland’s Census 2001 Travel to work trends Scotland As can be seen from Figure 4.7, the percentage of those commuting by car has stayed constant at 69% between 1997 and 2007 in Scotland. During the same period those using public transport and cycling have continued to stay constant at 15% and 2% respectively. However, those walking to work have declined by 2% between 1997 and 2007.

1997 2001 2007 100

90

80

70

60

50

Percentage 40

30

20

10

0 Car Public Walk Cycle Other Transport Figure 4.7 Travel to Work Trends in Scotland (percentages by mode) Source: Scottish Transport Statistics 27 14 Section 01-05:Layout 14 17/4/09 10:10 Page 15

As shown in Figure 4.8, the 2001 census indicates that 13% of South Ayrshire residents walk to work in comparison to 69% who commute via car to work. A further 15% of work trips were made using public transport signifying a walking stage to and from the station or bus stop. The historical decline in trips made by foot can be attributed to the rise in car ownership and consequent increase in car trips.

Car ownership in South Ayrshire, in 2001, was 71% in comparison to 60% in 1991. Out of those who commute to work in South Ayrshire, 47% live within a distance of 5km of their destination. Those living within this distance should be encouraged to walk or cycle to work to help increase personal health by exercising and decrease unnecessary vehicle travel.

Method of travel to work 1995/97 2002/03 2005/06 100 Other Public Transport 1% 15% Foot 90 13% Taxi 1%

Bicycle 80 1%

Motor Cycle 0% 70 Car Passenger 9% 60

50 Percentage

40

Car 60% 30 Figure 4.8 Method of travel to work in South Ayrshire Source: Scotland’s Census 2001 20

Travel to school trends Scotland 10 School journeys account for a significant proportion of traffic congestion. However, in the period between 0 1995 and 2005, car trips to school in Scotland reduced Car Public Walk Cycle Other at first and then returned to a level just below that in Transport 1995. Walking trips to school over the same period Figure 4.9 Travel to School Trends in Scotland remained relatively stable. Figure 4.9 highlights the (percentages by mode) modal split of trips to school between 1995 and 2006. Source: Scottish Transport Statistics 27 Table 12.16

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Traffic surveys have shown that school related traffic Method of travel to place of study

accounts for over half of morning peak hour traffic in Other Train parts of South Ayrshire7. As indicated in Figure 4.10, in 6% 4%

2001, 39% of pupils walked to school, lower than the Bus Scottish average of 42%. At same time, a fifth of pupils 22% were transported to school by car; many of these trips involved short journeys which could be easily done by walking or cycling. Preventing children from walking or Foot cycling to school inhibits exercise and the development 39% of practical road safety skills.

Taxi 8%

Bicycle Car 1% 20%

Figure 4.10 Method of travel to place of study in South Ayrshire Source: Scotland’s Census 2001

Table 4.3 Average Journey Times by Mode between core settlements (minutes)

RAIL TO BUS TO CAR TO FROM AYR1 IRVINE2 K’NOCK3 AYR1 IRVINE2 K’NOCK3 AYR1 IRVINE2 K’NOCK3 AYR1 17 27 27 26 21 21 IRVINE2 20 N/A 27 27 21 12 KILMARNOCK3 25 N/A 26 27 23 13

Source: Rail/Bus - Traveline, Car - Transport Direct

The Local Economy occurred within this sector.The industries associated with The South Ayrshire economy is broad based, with a strong, GPA, including those in the aerospace sector,perform well but declining, manufacturing sector,a well developed in niche markets. Given the status of the Port of Ayr as the service sector encompassing retail, offices and tourism and only remaining Lift on Lift off port in South West Scotland, it a growing international freight and passenger airport plays a essential role in servicing the demands of industry facility.Particular challenges faced by the local economy and agriculture in the South West. include the decline of traditionally important sectors such as engineering, textiles, coal mining and fishing. Certain Whilst unemployment rates recorded in South Ayrshire as areas which depended heavily on these industries have at June 2008 (5%) compare equitably with other areas of suffered particularly noticeable decline with individual Scotland, economic restructuring has resulted in localised areas affected disproportionately; the Newton, McCalls areas of high unemployment, with this most evident in Avenue and West Sanquhar Road areas of Ayr being such Girvan and North Ayr,where priority partnership areas have examples. In addition, many of the modern high been designated to encourage new investment. Tarbolton, technology manufacturing sector companies are externally Mossblown and Annbank are also recognised as requiring owned and vulnerable to changes in highly competitive priority investment to aid economic regeneration. global markets, and significant job losses have also

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Although there are undoubted concerns with regard to Scotland. Data analysis shows that during the period specific elements of the South Ayrshire economy, there 2002 to 2007: are many opportunities to strengthen its base through • Total vehicular traffic has grown by 4%; consolidation, diversification and a commitment to the • Car traffic has grown by 4%; continued emphasis of town centres as the focal point • Rail traffic has grown by 3%; for commercial and social activity. • Bus passengers have grown by 3%; and • GDP has grown by 12%. Transport, in general, mirrors the economy. When the economy grows, the demand to travel and the demand Figure 4.11 shows the relationship between GDP and for goods also grows. Although, the future direction of total vehicular traffic between 2002 and 2007. the economy at the present time is unpredictable, this The increase in vehicular traffic has reduced in LTS covers a period of five years and we therefore have comparison to GDP after 2004. This could be due to to plan for this timescale. increased congestion and environmental issues resulting from increased choice of alternative travel modes. The Council is seeking to build on the existing strengths of the local economy, and maximise opportunities to GDP vs Total Vehicular Traffic TVT GDP reduce unemployment and to promote growth and 110 inward investment. It is considered that a fundamental element of addressing the issues of economic 105 development will be the co-operation and co-ordination of a wide range of public and private sector organisations. This co-operation will ensure that the 100 most benefit can be gained from the identification of,

and investment in, development opportunities which Change Percentage 95 might otherwise be lost.

0 2002 2003 2004 2005 2006 2007

Figure 4.11 GDP vs Total Vehicular Traffic (2004 GDP Weighting) Source: Scottish Transport Statistics 27 and the Scottish Government

Gross Domestic Product (GDP) and Transport GDP is one of the ways of measuring the size of a country’s economy. Growth in transport is related to the growth in GDP with more goods being transported and more people making economic trips in a growing economy.

Figure 4.11 to 4.14 compare transport growth with index values for seasonally adjusted GDP growth. (GDP growth is in constant 2004 prices, hence the reason why it has the index value of 100 to transport growth in

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Figure 4.12 shows the relationship between GDP and car Figure 4.13 shows the relationship between GDP and traffic growth between 2002 and 2007. The increase in car bus passenger growth between 2002 and 2007. Bus traffic was above that of GDP between 2002 and 2004 but passenger growth has not been as strong as the growth below GDP between 2004 and 2007, again probably a in GDP, however, with the introduction of free travel for result of increased use of other modes due to congestion concessionary travel and improvements to services and and increased awareness of environmental issues. vehicles, passenger growth has started to pick up.

GDP vs Car Traffic Growth GDP CTG GDP vs Bus Passenger Growth GDP BPG

110 110

105 105

100 100

ecnaeChange Percentage 95 Change Percentage 95

0 0 2002 2003 2004 2005 2006 2007 2002 2003 2004 2005 2006 2007

Figure 4.12 GDP vs Car Traffic Growth (2004 GDP Weighting) Figure 4.13 GDP vs Bus Passenger Growth (2004 GDP Weighting) Source: Scottish Transport Statistics 27 and the Scottish Government Source: Scottish Transport Statistics 27 and the Scottish Government

GDP vs Rail Traffic Growth GDP RTG 120

115

110

105

ecnaeChange Percentage 100

95

0 2002 2003 2004 2005 2006 2007

Figure 4.14 GDP vs Rail Traffic Growth (2004 GDP Weighing) Source: Scottish Transport Statistics 27 and the Scottish Government Figure 4.14 shows the relationship between GDP and rail traffic growth between 2002 and 2007. Rail traffic over the period has generally increased above the rate of GDP growth. The dip in rail growth between 2002 and 2004 was due to the Hatfield rail crash and the resultant collapse of Railtrack. Since 2004, rail traffic has seen growth considerably over GDP growth.

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5.REVIEW OF THE TRANSPORT NETWORK

Introduction trips particularly for short journeys. Provision of good This section provides a review of the existing transport information and quality facilities will encourage people network in South Ayrshire and related issues. The topics to make walking a regular activity. The effect of covered are: promoting people to walk rather than use private • Walking network; • Cycling network; transport can be beneficial to the environment by • Public transport including bus and rail services; reducing carbon emissions, improving health by • GPA; • Transport safety; increased exercise, and encouraging a safer and more • Energy consumption of transport; • Freight transport; pleasant community through a reduction of car usage. • Parking; and • Network maintenance. In South Ayrshire, 29% of householders do not have direct access to a car8, and where public transport may Walking Network not always be an option some form of social exclusion The principal walking network that is provided in South may be experienced. Well designed walking facilities Ayrshire comprises of the pedestrian routes associated that are inter-linked can help reduce social exclusion by with the Council’s public road network. This is improved accessibility. Local economic growth can also augmented by a network of off-road pedestrian routes benefit through increased walking as those making and links throughout the Council area. The Council is these trips will become more aware of local businesses currently working to produce a Core Path Plan in line with or may be attracted back to shopping in areas that were its duties under the Land Reform (Scotland) Act 2003. once congested by traffic.

Walking is the most sustainable means of transport, has Table 5.1 below details the frequency that people the least impact on the environment and its availability walked in a seven day period as a means of transport is free. Nearly all journeys made include some amount and for pleasure purposes. of walking; most often walking is used as a connector to other modes of transport. However since 1991 the number of walking trips to work in South Ayrshire has fallen by 4%8. Short journeys that were once made by foot are now being made by car as it is considered quicker, more convenient and comfortable. This has resulted in additional traffic using the road network and less people walking due to the safety risk associated with high traffic movements and speed.

To counteract this declining trend, people should be encouraged to favour walking trips rather than vehicle

Table 5.1 Adults (16+) Frequency of walking in previous 7 days

As a means of Transport (i.e. to go Just for pleasure or to keep fit somewhere – e.g. work, shopping or friends) 1-2 DAYS 3-5 DAYS 6-7 DAYS 1-2 DAYS 3-5 DAYS 6-7 DAYS SOUTH AYRSHIRE 21% 20% 16% 21% 15% 14% SCOTLAND 15% 21% 16% 16% 14% 16% Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007

8Scotland’s Census 2001

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South Ayrshire has a wide range of safe and convenient past achievements or provisions are presented in leisure walking pursuits available to residents and Chapters 2 and 3. tourists alike. Walking within the urban and rural environment is catered for by the expansion of existing walkways in line with the Land Reform (Scotland) Act 2003 Development of a Core Path Plan. The Act places a duty on the Council to develop a Core Path Plan that is “sufficient for the purpose of giving the public reasonable access throughout the area”. The basic framework of routes will link into and support the wider network of pedestrian routes in the area and will help structure the existing pedestrian route network encouraging promotion and greater use of the most important routes. In addition, the Core Path Plan will consider the effective integration of all modes of transport. To achieve this, the core path system is likely The principal deterrents to cycling are the danger to consist of existing and new pedestrian routes of which associated with accidents, lack of storage, the weather, the surface may vary from earth to surfaced routes. road conditions, theft and social issues. To counteract the real and perceived danger issues associated with cycling the Council encourages more people to participate in cycling activities and help create a stronger, safer and cycle-friendly environment that will help promote cycling to future generations.

Cycling promotes enhanced health and sustainable travel whilst reducing noise pollution and congestion on the road network. A number of recreational and functional cycling routes that are proposed will serve to encourage this. South Ayrshire Council aims to achieve the objectives set out in The South Ayrshire Community Plan 2006-2010, “A Better Future Together” and the Cycle Network Ayrshire Joint Structure Plan to improve the quality of The cycle network in South Ayrshire comprises the life in South Ayrshire. National Cycle Route 7, which runs north-south through the area, augmented by localised routes and spurs. The cycle route is also well used by pedestrians.

Cycling is the most environmental friendly mode of transport after walking. Most of South Ayrshire and its towns and villages are ideal for cycling. Cycling offers a good alternative to the private car for short to medium length trips and great method of exercise. South Ayrshire Council is committed to increasing the level of cycling by providing and promoting its advantages of being a sustainable means of transport that benefits the environment. Further details on the

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South Ayrshire Council works in partnership with number of bodies including SPT, Sustrans and Cycling Scotland, to improve the cycling infrastructure and promote cycling as a sustainable mode of transport in South Ayrshire.

Table 5.2 below details the frequency that people cycled in a seven day period as a means of transport and for pleasure purposes in South Ayrshire and Scotland as a whole.

Table 5.2 Adults (16+) Frequency of cycling in previous 7 days

As a means of Transport (i.e. to go Just for pleasure or to keep fit somewhere – e.g. work, shopping or friends) 1-2 DAYS 3-5 DAYS 6-7 DAYS 1-2 DAYS 3-5 DAYS 6-7 DAYS SOUTH AYRSHIRE 2% 1% 0% 3% 2% 0% SCOTLAND 1% 1% 1% 3% 1% 0% Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007

After the perceived risk to cyclists, cycle parking is Table 5.3 Collisions Involving Cyclists considered the next greatest deterrent to cycling. As part of the improvement made over the period of Year Total % Involving Number of SATIN1 increased cycle parking facilities have been Collisions Cyclists Cyclists implemented at a number of locations throughout the 2003 46,120 7 21 Authority, including town centres and multi-modal 2004 14,800 8 23 interchanges. The Council will continue to monitor the 2005 14,430 8 24 need for more cycle parking where there is an actual or 2006 6,900 5 15 potential future demand. Source: South Ayrshire Council Cyclists are vulnerable road users; because of this the Council will continue to work on improving cycle safety routes, which are off road and segregated where so that risks involved with cycling can be reduced. practical, and cycle training for children will serve to Since 1999 cycle casualties have dropped overall by make cyclists and motorists more aware of one another 33%, falling from 6% in 1999 to 4% in 2006. resulting in a further reduction in the number of Accident statistics from 2003 to 2005 (shown in Table accidents involving cyclists. 5.3) show a steady decline in total accidents involving cyclists. However, data for 2006 indicates an increase in the total accidents involving injury and a decrease in the number of cycling related accidents.

The number of cyclists involved in road accidents needs to be reduced further. To make this possible the Council is determined to provide better, safer, cycling facilities for South Ayrshire, projects such as local cycle feeder

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A number of off road, recreational and functional cycling service is provided. This is a ‘ring-&-ride’ service that routes that are being built will serve to encourage and provides a public transport service in an area where promote cycling’s health and sustainable travel benefits conventional timetabled services would not be efficient whilst reducing noise pollution and congestion on the or effective in responding to the needs of the travelling road network. Together with the benefits from these public. projects, and a reduction in accidents involving cyclists, cycling will become a realistic travel choice for the The bulk of the bus services in the area radiate from Ayr population of South Ayrshire. which also has an extensive town network. Services also provide links to North Ayrshire, East Ayrshire, Glasgow, Funding for cycle related projects will be sought from Lanarkshire and Dumfries and Galloway. the South Ayrshire Council Capital Budget and a number of other sources such as SPT, Sustrans and the CWSS Initiative.

Public Transport: Buses Bus services in South Ayrshire are operated by a number of commercial operators. The majority of bus services in South Ayrshire are operated by Stagecoach West Scotland. Although most routes are operated on a fully commercial basis, funding is provided to support services that would otherwise be uneconomic to provide, such as those serving many rural areas. In the south of the Council area, the Carrick ‘Ring n’ Ride’

Table 5.4 Bus Services on major routes

No. OF BUSES PER HOUR PER DIRECTION TOWN LOCATION MON-FRI SAT SUN AYR/PRESTWICK A79 Prestwick Road at McCalls 14 14 5 AYR A719 Whitletts Road at Craigie 15 15 4 AYR A70 Holmston Road at Mill Brae 881 AYR A713 Castlehill Road at Chalmers 16 16 7 AYR A79 Maybole Road at Belmont 663 AYR B7024 Monument Road at Coreshill 221 AYR A719 Doonfoot Road at Seafield 220 TROON B749 Craigend Road 441 TROON A759 Loans Road 221 TROON B746 North Shore Road 331 GIRVAN A77 Henrietta Street 221 GIRVAN A77 Glendoune Street 111 every 2 hours MAYBOLE A77 Cassillis Road 331 DUNDONALD B750 Kilmarnock Road 442 DUNDONALD B730 Main Street 442 COYLTON A70 Joppa Road 661 MOSSBLOWN B743 Mauchline Road 552 Source: Stagecoach West Scotland and SPT Bus Timetables

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An average of 30% of households within South Ayrshire Rail have no access to private transport, this figure however Rail services in the area are operated by First Scotrail ranges from 16% to 41% within individual settlements in supported by Transport Scotland. A half hourly service the area9. The residents of these households therefore operates between Ayr and Glasgow with an hourly service rely on other forms of transport, including public between Girvan and Kilmarnock and less frequent transport. services to Newcastle, Carlisle and Stranraer. The line between Ayr and Glasgow was electrified in the 1980’s Table 5.5 below shows that bus usage in South Ayrshire and rolling stock has also been upgraded with the is generally below the Scottish average, this will introduction of Class 334 Juniper electric units. Services however vary across the area depending on a variety of between Girvan and Kilmarnock and those to Newcastle, factors including the availability of alternative public Carlisle and Stranraer are formed of diesel units. Ayr transport (e.g. rail service), availability of private station is the 11th busiest station in Scotland with around transport and frequency of bus service. 1.2 million journeys annually10. There are also a number of routes used for freight movements only. Table 5.6 shows the number of bus services annually for the 10 year period between 1995-96 and 2005-06 and Services between Ayr and Glasgow suffer from the percentage increase/decrease in passenger trends overcrowding, especially between Irvine and Glasgow for the 5 year period between 2002/03 and 2007/08. Central. The opening of the GARL is expected to provide between one and two additional train paths in the peak From examining Table 5.6, the number of bus services between Paisley Gilmour Street and Glasgow from the end in South Ayrshire has fallen from 507 in 1995/96 to 491 of 2010. There is in addition, capacity available in the off- in 2005/06, albeit with fluctuations. Commercialised peak which is particularly beneficial to freight traffic. bus services in the region have decreased from 295 to 293 for the same time period while the number of subsidised bus services has increased from 54 to 56. To prevent social exclusion from occurring, the Council provides financial support to maintain bus services which serve rural areas.

Table 5.5 (Adults 16+) Use of Local Bus services

Every day or 2 or 3 times About once Once a fortnight Not used in almost every day per week a week or once a month the past month SOUTH AYRSHIRE 9% 14% 8% 8% 61% SCOTLAND 12% 12% 8% 12% 56% Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007.

Table 5.6 Total Bus Services in South Ayrshire

1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06 LOCAL BUS SERVICE 352 368 368 358 363 369 368 374 369 357 357 OTHER (NON LOCAL) SERVICES 155 166 178 160 131 161 145 143 166 149 134 ALL SERVICES 507 534 546 518 494 530 513 516 535 506 491 COMMERCIAL 295 311 310 298 307 314 306 311 302 301 293 SUBSIDISED 54 57 58 60 56 56 62 63 67 56 56 Source: Bus and Coach Statistics

9 Scotland’s Census 2001 www.scrol.gov.uk Table KS17 10 Office of Rail Regulation Station Usage Statistics 2005/2006

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Use of these services by air passengers from GPA can period which promotes rail transport. GPA rail station also result in capacity problems, however, at present has experienced the largest passenger growth out of all most of the stations on the line are unable to the stations in South Ayrshire. This is a result of the accommodate more than the present maximum 6 coach increasing number of passengers choosing to fly from train lengths. GPA on budget airlines.

Table 5.7 below shows that rail usage in South Ayrshire The station provides an excellent interchange facility for is above the Scottish average, reflecting the relatively passengers travelling between the airport and Glasgow. good rail service. Rail usage is, however, likely to be Overall rail passenger growth for South Ayrshire has concentrated on the settlements with rail serves i.e. Ayr, increased by 30%. Prestwick, Troon, Barassie, Maybole and Girvan.

Table 5.8 shows that all rail stations in the South Ayrshire region have experienced considerable passenger growth due to a variety of factors including increased congestion on the road network towards Glasgow and an increase in commuter traffic to Glasgow. Rail services have experienced improved reliability rates over this

Table 5.7 (Adults 16+) Use of Train services

Every day or 2 or 3 times About once Once a fortnight Not used in almost every day per week a week or once a month the past month SOUTH AYRSHIRE 2% 3% 4% 20% 72% SCOTLAND 2% 1% 3% 13% 81% Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007.

Table 5.8 Total Number of Rail Passengers travelling through South Ayrshire’s railway stations

Growth experienced between % Growth 2004-05 & 2004-2005 & 2004-05 2005-06 2006-07 2007-08 2007-08 2007-08 AYR 1,256,500 1,365,500 1,417,081 1,384,604 128,104 10% NEWTON-ON-AYR 31,200 36,000 36,825 36,389 5,189 17% PRESTWICK TOWN 254,000 280,100 282,061 275,649 21,649 9% GLASGOW PRESTWICK AIRPORT 254,014 280,090 113,747 569,708 482,408 190% TROON 509,300 539,200 561,803 569,318 60,018 12% BARASSIE 106,700 110,800 115,655 121,452 14,752 14% MAYBOLE 48,900 50,100 50,336 52,672 3,772 8% GIRVAN 99,200 106,400 104,128 101,438 2,238 2% TOTAL 2,393,100 2,583,400 2,681,636 3,111,230 718,130 30% Source: Lennon

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Access to Public Transport Table 5.9 below highlights that 88% of the population of South Ayrshire are within a 6 minute walk of a bus stop which is broadly similar to the national equivalent.

Table 5.10 below highlights that the service frequency is however perceived to be lower than the national average reflecting the more rural areas of South Ayrshire.

The potential for increasing trips on public transport is highlighted in Table 5.11 below. From Table 5.5 and 5.7 it can be established that currently (2005/2006), 11% of adults use the bus or the train every day in South Ayrshire.

Table 5.11 below shows that 43% of employed adults who work in South Ayrshire could use public transport for commuting.

Table 5.9 Walking Time to the Nearest Bus Stop

UP TO 4 TO 7 TO 14+ DON’T NO 3 MINS 6 MINS 13 MINS MINS KNOW BUS SOUTH AYRSHIRE 54% 34% 8% 2% 1% 1% SCOTLAND 55% 31% 9% 3% 1% 1% Source: Scottish Transport Statistics No.27

Table 5.10 Frequency of Bus Service (number per hour)

5 OR 3 OR 1 OR LESS DON’T MORE MORE 2 FREQ KNOW SOUTH AYRSHIRE 8% 35% 25% 3% 29% SCOTLAND 24% 23% 24% 4% 24% Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007.

Table 5.11 Employed adults, car/van commuters – could they use public transport?

WORKS DOES NOT WORK COULD USE COULD NOT USE FROM HOME FROM HOME PUBLIC TRANSPORT PUBLIC TRANSPORT SOUTH AYRSHIRE 8% 92% 43% 56% SCOTLAND 11% 89% 43% 55% Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007.

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Taxis and Private Hire Cars (PHC’s) driver’s licence. Taxis and PHC’s function as an important element of public transport. They provide residents and tourists alike The council currently has 122 taxis and 185 PHC’s11 a means of travelling either to or from other forms of licensed vehicles in the South Ayrshire. PHC’s differ to public transport. They supply a necessary service for taxis as they are not required to have mobility accessible many disabled persons and those travelling during times ramps/facilities for disabled users. PHC’s can only be of the day when other forms of public transport are hired by advance booking and not be flagged like a taxi limited, such as night time/early morning avoiding the in the street, they cannot wait in a taxi rank and are not need to use a private car. For taxis to perform to the best authorized to use bus lanes as a taxi would. of their ability it is fundamental that they are placed at key passenger interchanges such as train and bus As part of the “Safe Ayr Zone” community safety stations, GPA, shopping centres and other areas where partnership, taxi marshals work in Ayr, at specific areas of potential customers congregate. high demand, between 11:00pm and 4:00am on Friday and Saturday nights. Their role has helped to assist in the South Ayrshire Council is the authorising body for issuing quicker and more efficient dispersal of queues from taxi taxi and PHC’s licences by virtue of the Civic Government ranks. Taxi drivers have been encouraged by the (Scotland) Act 1982. In order to be licensed as taxis increased personal safety and better road environment vehicles must either be purpose-built as a taxi having M1 to drive in. Strathclyde Police have commended the European Whole Vehicle Type Approval via the Vehicle faster clearing of streets in Ayr by up to 30 minutes. Certification Agency (VCA) or be custom-built as a taxi having both Low Volume Type Approval from the VCA The location of taxi ranks is the responsibility of the and written approval from the Director of Development, Council. The location and design of ranks should take Safety & Regulation. PHC’s are required to be a saloon, into account the requirements of taxi operators, other estate or MPV (multi purpose vehicle) capable of carrying stakeholders and the maintenance of traffic flow. four passengers in comfort with a minimum width across The following table details the current number of taxi the back seat of 48 inches at its narrowest point and an rank space throughout South Ayrshire. engine capacity of what is commonly known as 1600cc at least. Increased taxi rank spaces are particularly needed in Troon, Prestwick and Girvan. Purpose built taxis require to be tested annually up to six years old and thereafter every six months, they must be replaced by nine years after original registration. Custom built taxis and PHC’s are required to be tested annually up to six years at which point they must be replaced. The Table 5.12 Taxi Ranks in South Ayrshire local authority ensures that all policies and procedures are being maintained and any violations are reported to FULL TIME TAXI RANKS AVAILABLE SPACES the Council. Spot checks are carried out by Strathclyde AYR 7 24 Police and the Taxi monitoring officer for South Ayrshire. PART TIME All drivers are required to under go driver training and AYR 10 27 pass the Driving Standards Agency’s Hackney GIRVAN 12 Carriage/Private Hire Test Assessment prior to obtaining PRESTWICK 14 a taxi or private hire driver’s licence. All non UK drivers TROON 28 have to provide evidence of their English language skills Source: South Ayrshire Council when applying to the Council for a taxi or private hire

11 South Ayrshire Council

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Glasgow Prestwick Airport (GPA)

Population Catchment Approximately two million people live within a one hour drive of GPA and four million within two hours. The airport is currently the only one in Scotland with a direct rail link and GPA delivers proportionately more tourists into Scotland than any other airport12.

Passenger and Freight GPA is currently the 4th busiest airport in Scotland and overall it is 15th busiest airport in the UK13. Figure 5.1 indicates the total aircraft movements at the airport between 1996 and 2007.

The airport has continued to grow as well as develop the economic position of South Ayrshire by offering direct passenger flights to 36 international destinations (June 2007)14.

Glasgow Prestwick Airport Total Aircraft Movements

70,000

60,000

50,000

40,000

30,000

20,000 ubro icatMovements ofNumber Aircraft

10,000

0 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

Figure 5.1 Total Aircraft Movements at Glasgow Prestwick Airport Source: Scottish Transport Statistics 27

12 Infratil – GPA Profile http://www.infratil.com/content/view/1922/100/ 13 Civil Aviation Authority 14 Glasgow Prestwick International Airport 15 Ayrshire Joint Structure Plan ‘Economy’ 27 Section 01-05:Layout 14 17/4/09 10:10 Page 28

GPATerminal Passengers

3,000

2,500

2,000

1,500

asnes(000) Passengers 1,000

500

0 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

Figure 5.2 Terminal Passenger Totals at Glasgow Prestwick Airport Source: Scottish Transport Statistics 27

This has resulted in a 426% increase in passenger a centre of excellence in the aircraft maintenance and numbers from 1996, as displayed in Figure 5.2, with aerospace industries. Located at the airport are approximately 2.4 million passengers using the airport companies such as BAe Systems, GE Caledonian, in 2006/07. It is expected that GPA will handle at least 6 Goodrich Corporation and Woodward Aircraft Controls, million passengers per year by 203015. specialising in the aerospace structures, components and systems sectors and is home to a Boeing 747 GPA has a dedicated rail station on the main Glasgow to maintenance facility operated by Polar Air Cargo and a Ayr line which is served by the half-hourly Glasgow to Boeing 737-800 double-bay facility for Ryanair. Ayr electric service and less frequent diesel services between Kilmarnock and Girvan. Rail fares for air Airport freight increased rapidly from 1996 to a peak in passengers are subsidised by the Scottish Government, 2001. Although this increase has tailed off, freight levels entitling them to half price rail travel. at the airport are 31% higher than those in 1996.

Stagecoach buses also serve the bus stops on the main road outside the airport providing services to Ayr, Glasgow, Hamilton, Troon, Kilmarnock, Irvine and Greenock. GPA operates a coach link to/from Edinburgh and Glasgow to link in with the first flights of the morning and the last flights of the evening which are outwith the operating times of the scheduled train and bus services.

GPA has also developed a considerable freight base and handles more 747 freighter movements than any other airport in Scotland. The airport is also developing

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Figure 5.3 represents the change in freight growth for GPA. South Ayrshire Council recognises the importance of GPA’s role in developing economic prosperity within the GPA has the potential for continued future growth due region. The AJSP recognises the potential of GPA with to its population catchment areas of Ayrshire, Glasgow, there being opportunities for future development and Lanarkshire and as far away as Edinburgh, increased air travel as a result of additional runway capacity. destination opportunities, transport accessibility and availability for increased runway expansion.

Freight Growth GPA

50,000

40,000

30,000 Tonnes 20,000

10,000

0 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

Figure 5.3 Freight Levels at Glasgow Prestwick Airport Source: Scottish Transport Statistics 27

GPA has produced a draft Masterplan which comments We will invest in the airport to ensure the necessary “our goal is to move from the current year projection of facilities and services are in place to meet this 2.5 million passengers to around 5.7 million passengers growth.”16 The Draft Masterplan also details proposals in 2018 and around 12 million by 2033. Our freight to develop the freight hub to the southeast of the main business is also expected to grow at an average of 4% runway, releasing space for development of the per year. passenger handling areas.

Transport Safety Safety and security on public transport, especially in the evening, is often a significant factor of travel choice. The Scottish Household Survey publishes data on perceptions of safety while travelling by bus and train, however, the breakdown of figures for South Ayrshire is incomplete.

16 Glasgow Prestwick Airport Draft Masterplan 2008 29 Section 01-05:Layout 14 17/4/09 10:10 Page 30

Road Safety economic cost caused by road collisions. The estimated During 2007, there were 261 recorded road crashes in cost of road casualties in South Ayrshire has been South Ayrshire that resulted in 350 casualties. This is a estimated as being in excess of £26 million Department of 2.5% reduction from the 2006 level of casualties;17 Transport, Local Government and the Regions (DTLR) however these casualty figures do not indicate the level of Highway Economic Note Number 1, 2005 prices). pain and grief suffered plus the human cost and the direct

Table 5.13 provides a breakdown of accidents, severity and associated costs on a yearly basis between 2001 and 2006. Table 5.13 Casualties on South Ayrshire Council Roads Note: years 2001 to 2005 have been taken from ’Road Accidents in Scotland’, the Scottish Executive (SE) Year 2006 was provided by SAC

CASUALTIES ON COUNCIL ROADS ACCIDENT CASUALTIES 2001 2002 2003 2004 2005 2006 COST PER CASUALITY NUMBERS AT2007 PRICES FATAL 741546£1,648,390 SERIOUS 67 62 63 40 35 36 £185,220 SLIGHT 260 256 243 243 230 236 £14,280 TOTAL 322 322 307 288 269 278 COSTS FATAL £11,538,730 £6,593,560 £1,648,390 £8,241,950 £6,593,560 £9,890,340 SERIOUS £12,409,740 £11,483,640 £11,668,860 £7,408,800 £6,482,700 £6,667,920 SLIGHT £3,712,800 £655,680 £3,470,040 £3,470,040 £3,284,400 £3,370,080 TOTAL £27,661,270 £21,732,880 £16,787,290 £19,120,790 £16,360,660 £19,928,340 Source: Road Accidents Scotland 2007

Table 5.14 provides a breakdown of casualties, severity and associated costs for the trunk road network in South Ayrshire on a yearly basis between 2001 and 2006. Table 5.14 Road Casualties on South Ayrshire Trunk Roads

CASUALTIES ON TRUNK ROADS ACCIDENT CASUALTIES 2001 2002 2003 2004 2005 2006 COST PER CASUALITY NUMBERS AT2007 PRICES FATAL 368614£1,648,390 SERIOUS 19 34 24 19 18 14 £185,220 SLIGHT 114 92 116 64 101 67 £14,280 TOTAL 136 132 148 89 120 85 COSTS FATAL £4,945,170 £9,890,340 £13,187,120 £9,890,340 £1,648,390 £6,593,560 SERIOUS £3,519,180 £6,297,480 £4,445,280 £3,519,180 £3,333,960 £2,593,080 SLIGHT £1,627,920 £1,313,760 £1,656,480 £913,920 £1,442,280 £956,760 TOTAL £10,092,270 £17,501,580 £19,288,880 £14,323,440 £6,424,630 £10,143,400 Source: Road Accidents Scotland 2007

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Table 5.15 provides a breakdown of casualties, severity and associated costs for the public road network managed by South Ayrshire Council on a yearly basis between 2001 and 2006. Table 5.15 Road Casualties on all South Ayrshire Roads

CASUALTIES ON ALL ROADS ACCIDENT CASUALTIES 2001 2002 2003 2004 2005 2006 COST PER CASUALITY NUMBERS AT2007 PRICES FATAL 10 10 9 11 5 10 £1,428,461 SERIOUS 75 106 96 70 58 51 £160,510 SLIGHT 389 348 359 306 334 258 £12,375 TOTAL 474 464 464 387 397 359 COSTS FATAL £14,284,610 £14,284,610 £12,856,149 £15,713,071 £7,142,305 £14,284,610 SERIOUS £12,038,250 £17,014,060 £15,408,960 £11,235,700 £9,309,580 £8,186,010 SLIGHT £4,813,875 £4,306,500 £4,442,625 £3,786,750 £4,133,250 £3,587,750 TOTAL £31,136,735 £35,605,170 £32,707,734 £30,735,521 £20,585,135 £26,158,370 Source: Road Accidents Scotland 2007

Figure 5.4 below indicates past casualty trends in Road Safety Targets South Ayrshire between 1994 and 2006. In March 2000 the government announced its second set of road safety reduction targets for the subsequent Road Accident Trends in South Ayrshire 10 years. These targets aim to achieve by 2010: 500 • 40% reduction of the number of people killed or seriously injured in road collisions (KSI); 400 • 50% reduction the number of children KSI in road collisions; and • 10% reduction in slight casualty rate, expressed as the 300 number of people slightly injured per 100 million vehicle kilometres.

Casualties 200

100

0 1994-98 2001 2002 2003 2004 2005 2006 2010 average target Slight Serious Fatal

Figure 5.4 Casualty Trends in South Ayrshire Source: Road Accidents Scotland 2007

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In South Ayrshire, these targets were achieved in 2006 from an average of 23 between 1994 and 1998 to 5 in in advance of the 2010 deadline. Table 5.16 highlights 2006; a reduction of over 78%. This KSI reduction the achievements made in reducing road casualties by indicates the positive result of speed reduction in area the end of 2006. where vulnerable road users may be affected.

Table 5.16 South Ayrshire Casualties against Rural Speed Management 2010 Targets Rural road crashes in 2006 amounted to 35% of the total Casualties 1994-98 2010 2006 % Change road crashes; it however accounted for 68% of all those average target from base KSI. The council’s aim is to monitor; investigate, identify KSI 120 72 60 -50.0 the causes and put in place schemes to reduce the CHILD KSI 21 11 5 -76.2 number and severity of these accidents. Those living in SLIGHT rural locations should be safeguarded by the effect that CASUALTIES 349 314 303 -13.2 high speed limits can have on communities by Source: Road Accidents Scotland 2007 reviewing their appropriateness. Issues Speed Management Education; Training and Publicity: Speed limits play an important function in indicating to The council is committed to reducing road casualties by road users the nature of risks posed by a road. Research providing education, training and publicity to all road has shown that a reduction in excessive speeds on roads users and in specific young or elderly drivers and can reduce the number of casualties or the severity of pedestrians, the two age groups of most concern. casualties, with a 1mph reduction in average speed, the The following is a list of tools aimed to increase road accident frequency can be reduced by 5%18. Research safety awareness: also shows that colliding with an adult pedestrian while • Children’s Traffic Club; driving at 40mph rather than 30mph reduces the • Road Safety Education for all ages and category of survival rate for pedestrians from 80% to 10%.19 The road user; speed of road traffic is now managed through the • Education via Theatre plays; proper application of modern road design standards. • Teenage/Elderly Pedestrian crossing points; These standards define design criteria that help to • School Crossing Patrol Service; reduce traffic speeds which will have a positive impact • Young pedestrians and cyclists training; upon the number and severity of collisions. • Pre-driver education; and • Improved driver behaviour and fitness to drive. Urban Speed Management Roads in urban areas should provide safe travel for pedestrians and road users alike. In 2006, 65% of road crashes in South Ayrshire took place on urban roads. Efforts should be made to identify areas requiring more suitable speed limits and traffic calming techniques to manage the speed of vehicles on urban networks.

Schools In line with the Scottish Government's aim to reduce the number of children KSI by 50%, an enforceable speed limit of 20mph is being introduced around all Scottish Schools. The enforcement of this speed limit is helping to reduce the number of KSI children in South Ayrshire

18 TRL, 1993 and 2000 19 www.thinkroadsafety.gov.uk

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Vulnerable road users Figure 5.6 displays the proportions of casualties from Those most at risk tend to be the most vulnerable road each category between 1999 and 2006. From SATIN1 users. These groups of people need to be identified the overall casualties on roads have dropped however and actions put in place to reduce the risk involved. the proportion of drivers or passengers of motor Figure 5.5 below shows the category of road user for vehicles has risen from 76% to 85%. accidents in South Ayrshire.

Category of Casualties by Road User

Motor Cyclists Good 5% Vehicle Drivers PCV Drivers 1% 2% Other Drivers Pedal or Riders 4% Cyclists 4%

Pedestrians 11% Enforcement The Council works in partnership with Strathclyde Police, other Local Authorities, Transport Scotland, and Car or Taxi Drivers Strathclyde Fire and Rescue to promote and enforce 45% Passengers road safety in South Ayrshire. By working in partnership 28% the Council is provided with professional expertise and resources to help accomplish its road safety aims and objectives. The Council is a member of both the West of Figure 5.5 Category of Road Casualties Scotland Road Safety Partnership and the A77 Safety Source: Road Accidents Scotland, 2006 Group.

Comparison of casualties by road user 1999 2006

50%

40%

30%

20%

10%

0 Car or Taxi Passengers Pedestrians Pedal Good Motor PCV Other drivers Drivers Cyclists Vehicle Drivers Cyclists Drivers or riders

Figure 5.6 Comparison of Casualties by Method of Travel Source: Road Accidents Scotland, 2006

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Energy Consumption of Transport The local ‘A’ class road network is focussed on Ayr with Figure 5.7 shows the relationship between energy routes radiating out to other areas. This is supported by consumed by transport and energy consumed by other an extensive ‘B’ and ‘C’ class network with a large sectors in South Ayrshire. Transport consumption in unclassified network forming the largest single part of South Ayrshire has relatively increased from year 1999 the public road network in South Ayrshire. to 2005, by 18% in 1999 to 26% in 2005. The increase in the percentage consumption is due to the growth in Table 5.17 shows the 2007 road lengths by road travel needs. If the need to travel can be reduced it category in South Ayrshire. Unclassified roads have would help the local economy and environment. experienced the largest growth rising by 7% since 1999 to cover 605km of roadway. “Principal” roads cover approximately 107km, “A and B class” roads account Energy consumption proportions for 206km, and “C class” roads comprise of 232km of road length.

Table 5.17 Public Road Length (km)

26%

35% SOUTH AYRSHIRE (2007) TRUNK ROAD 91 ’A‘ CLASS ROAD 107 ’B‘ CLASS ROAD 206 ’C‘ CLASS ROAD 232 UNCLASSIFIED 605 39% TOTAL LOCAL ROAD 1,150 TOTAL ROAD 1,241

Industry & Domestic Road Source: General Register for Scotland Commerce Transport

Figure 5.7 Energy Consumption Proportions: Source: www.berr.gov.uk, Publication URN 08/P1/REV, Year 2005

Road Network South Ayrshire currently has 1,151km of Council roads and 93km of Trunk roads within the area boundaries. The A77 trunk road forms the spine of the road network in South Ayrshire from the Dumfries and Galloway border in the south to the Kilmarnock bypass in the north. This road is a mixture of different standards along its length, varying from major dual carriageway to single carriageway, some sections of which are poorly aligned by modern standards. The A78 trunk road links from the A77 at Dutch House Roundabout to the North Ayrshire border. This is a modern dual carriageway road with grade separated junctions. There are no motorway class roads in South Ayrshire.

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The break down of trunk and council road proportions in Council Road Proportions 2007 is detailed in Figure 5.8. Principal A and B Roads 7% 25% Road Lengths in South Ayrshire 2007

700

600 Unclassified 49% C Roads 500 19%

400

Kilometres 300 Figure 5.9 200 Proportions of Road Class in South Ayrshire Source: Scottish Transport Statistics 27

100 Road Traffic Flows The proportional breakdown of traffic by road class is 0 Trunk Principal A and B C Roads Unclassified shown in Figure 5.10. What can be seen from this graph is Roads the much larger volumes of traffic using the major routes. Class of Road Traffic on roads by road class

Motorways & Figure 5.8 Road Lengths by Class of Road Trunk A Urban Source: Scottish Transport Statistics 27 0%

Minor Roads (B/C Unclassified) 36%

Trunk A Rural 39%

Non-Trunk A Rural 14% Non-Trunk A Urban 11% Source: Scottish Transport Statistics 27

Figure 5.10 Volume of Traffic on South Ayrshire Roads by Road Class

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Freight Transport The table below details the gauge clearance, route Rail freight in and through South Ayrshire consists availability and electrification of Ayrshire’s rail network. mainly of the movement of significant volumes of coal from the opencast sites in East Ayrshire and imported Table 5.19 Gauge Clearance on Ayrshire’s coal from Hunterston to power stations in Scotland and Rail Network Source: Network Rail Route Directory, 2004 England. Additional flows consist of fuel oil to GPA, sand which is off-loaded in Ayr Harbour (for glass TRACK GAUGE STATUS ELECTRIFIED making in North Ayrshire) and cement which is exported SECTION to Ireland through Ayr Harbour. The table below details Paisley W9 RA10 Yes the rail siding facilities within South Ayrshire. Gilmour St to Kilwinning Kilwinning W8 RA10 Yes Table 5.18 Rail siding connections in South Ayrshire to Ayr Source: Road Accidents in Scotland 2007 Ayr to W8 RA8 No Stranraer LOCATION TRADER STATUS Kilwinning W8 RA10 Yes Auchincruive Mod Not In use but to Largs Maintained Ardrossan W6 RA10 Yes Ayr Falkland Yard Ews Operational Harbour Ayr Harbour Henderson Operational Branch Kerr Yard Hunterston W6 RA10 No Ayr Harbour ABP Operational Branch Ayr WRD/TMD EWS Operational Barassie to W9 RA10 No Newton-on-Ayr Scottish Closed - No Kilmarnock Agricultural Connections Barrhead W7 RA10 No Prestwick BP Oil Operational to Gretna Barassie Network Rail Operational Newton on W7 RA10 No /Freightliner Ayr to Mauchline Development of the rail network to carry a wider variety Ayr Harbour W7 RA10 No of freight including standard size containers is /Falkland Yard dependent on the gauge clearance and route availability of each line. W6 – Standard Gauge W7 – Cleared for 8ft 0in high containers W8 – Cleared for 8ft 6in high containers W9 – Cleared for 9ft 0in high containers W10 – Cleared for 9ft 6in high containers

The ‘gauge’ figure is a measure of the size of container that can be accommodated given the clearance on other tracks and bridges. The ‘route availability’ refers to the axle weight that can be accommodated on the line, RA10 taking a greater load than RA8. The table demonstrates that while the majority of the network can take a high axle load, it is not capable of accommodating large container sizes.

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In recent years, investigations have been carried out to The figures on freight produced by the Department for develop a railhead at Barrhill to serve the timber Transport are based on sample surveys across the UK industry. Although this project has not, as yet, come to and therefore care has to be taken in using the absolute fruition, various organisations are still committed to values. taking the project forward. The Port of Troon is an established fishing and ferry port Over 43% of the road freight to/from South Ayrshire has with a modern fish market, 300-berth marina and a an origin or destination within South Ayrshire. The ports major new ro-ro ferry terminal opened by P&O in 2001. of Ayr and Troon and Prestwick Airport are important Although SeaCat sailings between Troon and Belfast generators of road freight. A significant amount of ceased in December 2004, the ferry terminal now timber traffic is transported throughout South Ayrshire, handles two daily freight services and two daily fast ferry especially in the rural areas. The Ayrshire Timber services to Northern Ireland for P&O. The freight Transport Group brings together representatives of the services carried 29,000 HGVs and 3,000 trade cars in councils, hauliers, timber producers, the police and 2008. The fast ferry services carried 50,000 foot organisations using timber raw materials and has passengers and 65,000 cars in 2008. produced a network of agreed routes for timber traffic throughout Ayrshire. P&O have plans to introduce a larger vessel on the freight service in the future. This would increase the The development of a combined heat and power capacity on the route to around 60,000 HGVs per biomass plant at the UPM-Kymmene Paper Mill in Irvine annum. ABP are also keen to further develop existing will generate around an additional 350,000 tonnes of ferry services and develop new routes from the port. traffic. These loads are likely to originate in or pass through South Ayrshire from the forestry areas in the Ayr & Troon are also Scotland's premier log-handling south west or through the Port of Troon. ports. Much of this timber is shipped by the Timberlink project, an environmental initiative to reduce timber Table 5.20 Road Freight to and from South Ayrshire movements by road and increase the use of sea transport. This project is a public service contract FREIGHT TO FREIGHT FROM awarded by the Forestry Commission and has been a SOUTHAYRSHIRE SOUTH AYRSHIRE great success, removing over 2 million lorry miles in Thousand Tonnes 4299.57 4729.75 under 2 years. These logs originate from Kintyre, Argyll, South Ayrshire 27.6% 25.1% Skye and the Highlands. Rest of Ayrshire 15.3% 51.1% Dumfries & 16.8% 3.0% The Port of Troon imports around120,000 tonnes of Galloway timber per annum with 50% of this volume being Edinburgh, 0.5% 1.0% delivered for processing to the adjacent sawmill. The Lothians and processed timber is then distributed as a finished Edinburgh product to customers within the region. The remaining Lanarkshire 5.6% 4.5% 50% is delivered direct from the port to customers North of 3.2% 0.9% within Ayrshire. Total timber volumes equate to around Scotland 9,600 lorry movements per annum to and from the port and Isles to Ayrshire destinations. Tayside, Central 17.5% 4.1% and Fife West of Scotland 6.3% 5.3% Rest of UK 7.2% 5.0%

Source: DfT 2005

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The Port of Ayr handles a wide range of imported and Parking exported cargos. In 2008, the port handled 200,000 Parking in South Ayrshire is currently provided in a variety tonnes of imports. This included salt, minerals, animal of different on-street and off-street forms. The off-street feed and wind farm equipment. 85% of these element is provided by both council and private car parks commodities are distributed within region with the with varying charges. South Ayrshire Council operates a balance to Dumfries & Galloway and in the case of salt voucher parking scheme for on-street parking within Ayr other destinations in the UK. This equates to 16,000 town centre which is limited to 2 hours duration. Details of lorry movements per annum to and from the Port of Ayr. the off-street parking provision in South Ayrshire is attached in Appendix C. The development of a Tourism The Port of Ayr exported 375,000 tonnes of goods signing strategy will help to better utilise the existing comprising coal, timber and re-cycled metals. Coal coach and car parks. originates from East Ayrshire, logs from the forestry in Ayrshire and Dumfries & Galloway and metals again Parking and loading is restricted in certain areas including from Ayrshire. This equates to 30,000 lorry movements along bus lanes and at bus stops. Provision is made for per annum to and from the port. disabled parking close to amenities and services and taxi parking within town centres. One timber logistics firm in Ayrshire has developed and invested in two mobile floating self assembly jetties that Parking requirements for new developments are detailed can accommodate a 3000 dwt vessel for loading or in the Council’s Roads Development Guide and Scottish discharging logs or other bulk commodities in remote Planning Policy 17 (SPP17) Planning for Transport. areas. This initiative is essential to the harvesting of The parking standards within South Ayrshire are discussed forests, where road infrastructure is poor. This also in more detail in Section 13 of this report. enables marginal areas which would not be harvested and replanted to become economically viable. Full pier structures would be uneconomic for short term business. This initiative allows for an increase in sea movements rather than road. Inevitably if successful this could further increase imports into Troon by sea.

Table 5.21 Freight Tonnages Handled at the Port of Ayr (2006)

COMMODITY TONNAGE COAL 4549 LOGS 5157 SCRAP 4636 SODA ASH 1581 SEAWEED 206 PEACOCK SALT 2031 FERTILISER 3613 FERTILISER FOR BAGGING 2633 LIMESTONE 2470 CALUMITE 357 SALT 1295

Source: General Register for Scotland

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Network Maintenance The backlog in bridge maintenance work required on South Ayrshire Council has responsibility for maintaining the South Ayrshire road network based on the results of the non-trunk element of the road network in the area. the Council’s Bridge Inspection Programme was Maintenance of the trunk roads is the responsibility of estimated at £2.17m in March 2008. Amey,working for Transport Scotland. A summary of the condition of the road network is detailed in Table 5.22. In addition, outstanding bridge strengthening work to Where the condition is detailed as ‘amber’, further bring bridges on the South Ayrshire road network up to investigation should be undertaken to establish if the 40 tonne European Standard for load carrying treatment is required and where the condition is described capacity was estimated at £1.2m in March 2009. as ‘red’, the road has deteriorated to the point at which it is likely repairs to prolong its future life should be undertaken. The backlog in street lighting maintenance and replacement work on the South Ayrshire road network was estimated at £4.3m in 2005/2006. Table 5.22 Road Network Condition 2006/07

FREIGHT TO FREIGHT %

A Class Roads Red 5 Red or Amber 31 B Class Roads Red 6 Red or Amber 35 C Class Roads Red 8 Red or Amber 41 Unclassified Roads Red 13 Red or Amber 48 All Local Roads Red 11 Red or Amber 45

Source: Scottish Transport Statistics 27

The backlog of carrigeway maintenance work required on the South Ayrshire road network in 2003/2004 is detailed in Table 5.23.

Table 5.23 Road Maintenance Backlog 2003/4

£ MILLION SOUTH AYRSHIRE 22.48

Source: SCOTS, December 2004

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6. NATIONAL AND LOCAL POLICY FRAMEWORK

This section outlines the national and local policy congestion, raise transport revenues and lessen framework in which the LTS sits. These include: environmental impact. The wider policy context as set out in: • UK Goverment Environmental Policy; • Scottish Planning Policy (SPP) 17 sets out the national • Scottish Government general policy including maximum car parking standards to be applied across Economic Strategy; Scotland. The Council is required to adopt maximum • The South Ayrshire Community Plan 2006-2010; and parking standards. Factors such as public transport • South Ayrshire’s Single Outcome Agreement. accessibility; opportunities for walking and cycling; objectives for business and tourism, economic The planning context, as set out in: development and existing parking facilities should be • The National Planning Framework (NPFW); taken account of when the Council is determining its • The Ayrshire Joint Structure Plan (AJSP); and maximum parking standards. Furthermore, the Council • South Ayrshire Local Plan (SALP). can also determine its own minimum parking standards to underpin the maximum standards. Residential Environmental Policy developments should be excluded from maximum • Strategic Environmental Assessment (SEA) parking standards as car ownership remains Regulations came into force in Scotland in July 2004 unconstrained. However, where developments are (The Environmental Assessment (Plans and highly accessible by a range of sustainable transport, the Programmes) (Scotland) Regulations 2004). SEA is planning authorities should consider applying locally focused on strategic level plans likely to have derived maximum car parking standards for such types significant environmental effects. SEA is likely to apply of residential developments, and where appropriate to all transport strategies. Authorities should ensure identify the possibility for car-free housing. The national that the provisions of the SEA Regulations are all met maximum car parking standards are as follows: when carrying out environmental assessment of their qualifying plans and programmes.

Scottish Government General Policy • The Government White Paper on Transport “Travel Choices for Scotland” instigates local authorities to put into effect, if appropriate, road user and parking charging schemes to manage demand, reduce

Table 6.1 Maximum parking standards

Type of Development* Threshold from and above National Maximum which Standard Applies Parking Standard Retail (Food) (Use class 1) 1000m2 1 space per 14m2 Retail (Non-Food) (Use class 1) 1000m2 1 space per 20m2 Business (Use Class 4) 2500m2 1 space per 30m2 Cinemas (Use Class11(a)) 1000m2 1 space per 5 seats Conference Facilities 1000m2 1 space per 5 seats Stadia 1500 seats 1 space per 15 seats Leisure (other than Cinemas 1000m2 1 space per 22m2 and Stadia) Higher and Further Education 2500m2 1 space per 2 staff plus 1 space per 15 students

*Reference to m2 is to Gross Floor Area (GFA) 40 Section 06:Layout 6 17/4/09 10:23 Page 41

In addition to the car parking maximum standards, on them. Design and location of disabled parking is specific provision must be supplemented for people important. Parking should be located in a convenient with disabilities who are blue badge holders. Blue location, within close proximity to premise access badge holders have the right to park in public pay and points, and should be clearly marked for disabled use. display spaces without charge and time limit imposed The national disabled parking standards are as follows:

Table 6.2 Mobility impaired parking standards

Car park maximum standard Car park maximum size up to 200 spaces standard size over 200 spaces Employment Uses 1 space per disabled employee plus 6 spaces plus 2% of maximum 2 spaces or 5% of the maximum standard standard size. size whichever is greater. Retail, Leisure and 3 spaces or 6% of maximum standard size 4 spaces plus 4% of maximum Recreation Uses whichever is greater. standard size.

Cycle safety and security are of major concern for standards for disabled people. The following is a list of cyclists. The Council should ensure that development what is expected to be taken into consideration in all sites and town centres incorporate and maintain cycle strategies: parking facilities that are: • how parking policies are to be used to encourage • Conveniently located; motorists to use alternative means of travel. This will • Secure; be essential where strategies propose significant • Easy to use; investment in public transport; • Adequately lit; • the appropriate number of total spaces, the balance • Well signed and; preferably between short and long-stay spaces and the level of • Sheltered. charges; • the application of parking standards for new Planning Advice Note (PAN) 57 about managing development, set out as maximum standards in motorised travel and provision of transport development plans and sensitive to sustainable infrastructure, identifies the adverse impact that parking transport issues and to different standards of can have on public transport provision, walking and accessibility by other modes of transport. Scottish cycling routes. It recommends the implementation of Planning Policy guidance on maximum parking parking policies to be adapted to the particular local standards was published in March 2003; and circumstances. Action taken to counter illegal parking, • whether it would be appropriate to take enforcement of short-term parking and eliminating decriminalised parking powers. This would enable the long-stay parking close to retail facilities is encouraged local authority to take direct control over parking and doing so may benefit the attractiveness of town policy and enforcement, with potential benefits for the centres. effective and efficient implementation of parking policies. The Scottish Executive (SE) Guidance on Local Transport Strategies requires local authorities to The document also encourages Local Authorities to develop parking standards, comprising of a set of commence decriminalising parking zones as included in maximum car parking standards, a set of minimum cycle the Road Traffic Act 1991. The Local Authority is then parking standards and a set of minimum parking enabled to directly control parking policy and

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enforcement. Income gained from enforcement can The key elements of the spatial strategy to 2025 are: then be used by the Local Authority to sustain the • To support the development of Scotland’s cities as the parking enforcement and also be used to achieve main drivers of the economy; policies set out in their Local Transport Strategies. • To spread the benefits of economic activity by promoting environmental quality and connectivity; Scottish Government’s Economic Strategy • To enable the most disadvantaged communities to The Scottish Government’s Economic Strategy sets out benefit from growth and opportunity; how we will support businesses and individuals and • To strengthen external links; how, together, we can deliver the following purpose: • To promote economic diversification and “to focus the Government and public services on environmental stewardship; creating a more successful country, with opportunities • To highlight long-term transport options and promote for all of Scotland to flourish, through increasing more sustainable patterns of transport and land-use; sustainable economic growth.” • To invest in water and drainage infrastructure to support development; The South Ayrshire Community Plan 2006-2010, ‘A • To realise the potential of Scotland’s renewable energy Better Future Together’ resources; 'A Better Future Together' is a statement of the vision • To provide the facilities to meet waste recycling that the organisations which form the South Ayrshire targets; and Community Planning Partnership have for the area. It • To extend broadband coverage in every area of describes the priorities that the Community Planning Scotland. Partners believe that they should work together on over The second National Planning Framework (NPF2) has the period 2006 to 2010 to improve the quality of life for been released for discussion. The document “provides all people of South Ayrshire. It is hoped that this vision an important vehicle for the national debate about the will form the basis of a Community Plan for the area. sort of place we want Scotland to be. It will guide Scotland's spatial development to 2030, setting out South Ayrshire’s Single Outcome Agreement shall strategic development priorities to support The Scottish align with The LTS where possible and endeavour to Government's central purpose - promoting sustainable enhance transport operations within South Ayrshire. economic growth”.

The transport policy context as set out in: Ayrshire Joint Structure Plan (AJSP) • The Transport White Paper 2004, ‘Scotland’s Transport The AJSP was formed in 1996. The AJSP covers East, Future’; • The National Transport Strategy (NTS); North and South Ayrshire Councils. The councils are • The Strategic Transport Projects Review (STPR); and required to submit every five years to government a • The Regional Transport Strategy (RTS). new AJSP. The current AJSP was released in 2006 and considers the development needs of Ayrshire up to National Planning Framework (NPFW) 2025. The first NPFW was issued by the Scottish Government in 2004 and set out a national perspective of future The AJSP reflects the NPFW in noting the importance planning needs. The Framework noted the importance and supporting the development of GPA, the Port of Ayr of GPA, the freight corridor accessing the ‘gateway’ Port and the Port of Troon. of Troon and the Port of Ayr. It set out the proximity of these ports to the deep-water opportunity at The AJSP sets out a strategy for growth, which allocates Hunterston, forming the potential for Strategic Freight significant new housing to South Ayrshire, comprising: Interchange. There is also specific mention of the • 2,700 units from 2005 to 2012; potential need to enhance capacity on rail services • 4,100 units from 2012 to 2017; and associated with GPA to central Glasgow. • around 4,500 units from 2017 to 2025.

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Strategic expansion areas identified as the most in compliance with the provisions of the AJSP for the appropriate locations to manage the future residential whole of South Ayrshire. The SALP addresses emerging development needs include: development requirements up to the year 2012. • SE Ayr, 2700 units from 2005 to 2025; • Maybole, 500 units from 2005 to 2025. Residential The current South Ayrshire household forecasts predict The AJSP identifies the following transport a deficiency in the housing market towns of Ayr, improvements that impact on South Ayrshire: Prestwick and Troon. The aim of the SALP is to ensure • New railway stations at SE Ayr and Heathfield; that new residential developments are located on • Improvements to the Ayr to Glasgow railway line; brownfield rather than greenfield sites. However, as • An enhanced east-west link to the M74; more brownfield sites are redeveloped, fewer • Upgrading of the A77(T) between Kilmarnock opportunities remain to keep redeveloping on and Stranraer; and brownfield land, therefore the SALP has identified • Enhanced Park-&-Ride at Ayr, Barassie and Prestwick greenfield sites for future residential development. A Town. number of small scale brownfield and greenfield development sites have been identified throughout The AJSP advises the three Ayrshire Councils where South Ayrshire ranging between 8 to 75 units and 8 to appropriate that town centres located within Ayrshire’s 120 units respectively. Whilst these sites will contribute Core Investment Area and Investment Corridors should to meeting the housing development forecasts, they do introduce the following measures: not provide the scale of housing required to meet • Discourage long-stay commuter parking within town overall demand. To meet this demand, the South centres and give priority to short-stay parking in areas Ayrshire Council has identified three strategic housing adjacent to key retail locations; release sites. A greenfield site for immediate release is • Apply maximum parking standards as appropriate identified to the north-east of Troon, adjacent to with regard to new development proposals; Barassie, for around 550 units. A second greenfield site • Seek developer contributions, as appropriate, to for immediate release is identified to the south of Ayr, at supplement the overall supply of parking and improve Greenan, for around 430 units. The strategic housing transport services in town centres; and needs are to be met by a proposed greenfield and • Consider the needs of non-retail land-uses within the brownfield land release to the south-east of Ayr, context of an integrated approach to parking. adjacent to the existing Ayr Hospital, for around 2,500 units. The AJSP intended policy for demand management focuses on all major parking locations, where private car Commercial usage and high trip generation are regarded as a major The Local Plan identifies five main town centre retailing issue. The policy is described as follows: areas within South Ayrshire, comprising of Ayr, • Policy C1 Demand Management: Where high Prestwick, Troon, Maybole and Girvan. In compliance volumes of traffic generation are a significant issue with national policy, the plan presumes retail proposals which constrains the achievement of economic, social should be directed to locate in town centres wherever and environmental aims, the Partnership will introduce possible so as to increase the potential and maximise measures to achieve traffic reduction and a more the vitality and viability of the town. equitable access to opportunities, based upon Where town centre sites are not available, retail consistent and collaborative parking policies. developments should be located at the edge of town centre sites. Ayr also has established out of town centre South Ayrshire Local Plan (SALP) retail units at Heathfield, where there is currently a major The SALP was adopted by the Council in April 2007. retail park and superstore. The Local Plan supports The SALP comprises of a land-use and policy framework appropriate retail development at this location if the

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development cannot be accommodated within or at the Transport edge of the town centres. The SALP states that “The Council considers that an effective and efficient transport system is essential to Industrial the economic health of South Ayrshire. However, the The AJSP requires that high quality strategic industrial economic benefits have to be viewed in light of the sites be identified for inward investment at Ayr and impact traffic and roads may have on the environment, Girvan. The Council has completed an extensive review including pollution, safety and congestion.” of land capable of being developed within the Local Plan period. The council has safeguarded industrial On public transport, the SALP recognises that “There greenfield sites and encourages the re-use and re- are opportunities to encourage public transport development of brownfield site supply at key locations provision in terms of Greenfield housing sites, main throughout South Ayrshire. Strategic greenfield sites industrial locations and tourist attractions, or for park identified for industrial use include: and ride facilities to reduce the use of private cars within • North Heathfield; town centres. The Council will seek the co-operation of • Grangestone, Girvan; and public transport operators, the Strathclyde Passenger • Cockhill (South East), Ayr. Transport Executive (SPTE) and private developers to achieve improvements to the public transport network.” In addition, there is significant encouragement to re-use existing industrial areas at the following locations: The SALP also highlights the importance of promoting • Newton area of Ayr; walking and cycling by stating, “As an integral element • Heathfield area of Ayr/Prestwick; and of the Council’s aims to reduce the dependence on the • GPA for airport related industries and runway freight private car and to increase the attractiveness of other operations. modes of transport, a number of safe and convenient footpaths and cycleways are being established. The key The SALP recognises the importance of its sea port project in this regard is the section of the proposed facilities and their importance to the South Ayrshire National Cycle Route which passes through South economy. The council seeks to ensure the retention and Ayrshire. This route will allow increased accessibility to development of port and harbour facilities at existing Ayr and other towns and will provide a basis for the facilities in Ayr, Troon and Girvan. establishment of other routes in the future.”

The SALP seeks to ensure a balance between accessibility of town centres for short-stay retail and business trips and discouraging growth in long-stay commuter traffic, without compromising the Councils aims of encouraging the use of public transport, or alternative transport methods. In light of this the SALP have issued the following policies:

• POLICY SERV4: The Council will review the transport network with the relevant controlling authority, to identify and implement, or encourage implementation of appropriate solutions to any problems on the transport network which may arise.

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• POLICY SERV5: The Council will seek to ensure that land uses generating high density travel demands are supported by green transport plans and are located where frequent and convenient public transport services are available, or will be made available. • POLICY SERV6: The Council will encourage the expansion and use of the public transport network, and in particular will favourably view the provision of a Park-&-Ride facility to serve Ayr/Prestwick. The Council will promote and encourage greater use and expansion of the existing rail network, especially where this includes the provision of additional rail halt facilities to serve: • Ayr Hospital; and • The Heathfield area, Ayr. • POLICY SERV7: The Council will seek to ensure that land in operational public transport use is retained and will resist proposals for their loss to an alternative use unless it can be demonstrated to the Council that the The Transport White Paper 2004, ‘Scotland’s public transport facility use is redundant and that its Transport Future’ loss would not reduce the extent or qualitative The White Paper put forward the Scottish Government’s provision of the public transport services in South vision and sets out its policy for transport in Scotland, Ayrshire. noting the importance of the role played by transport in • POLICY SERV8: The Council will seek the provision, supporting all sectors of the economy. Its aim is to improvement and protection from loss or detriment of provide better quality transport services to all, and pedestrian routes, footpaths, cycleways and cycle emphasise the significance for all those with a stake in parking facilities throughout South Ayrshire and will transport to work together to achieve a common goal. It seek their inclusion in new or redevelopment sites, identifies a number of challenges that the transport especially in town centres and at community facilities. network faces, comprising: • POLICY SERV9: The Council will protect disused • Changing people’s attitudes towards using modes railway lines, riverside walkways and recognised rights other than the car; of way which are currently of recreational value, or • Stabilise road traffic volumes at 2001 levels by 2021; which contribute to an established footpath or • Make the most of existing links and facilitate the cycleway network, and will seek to protect others for development of new links; potential future footpath/cycleway provision. • Deliver value for money; • POLICY SERV10: In all cases, the amount of parking • Embrace and respond to the best of new to be provided should reflect the role of the technological changes; development, the location in which it is situated and • Put the right governance arrangements in place to the projected capability of existing parking facilities. improve strategic transportation planning • POLICY SERV11: The Council will safeguard existing The Scottish Government set out their objectives to: car parking facilities in strategic locations, and • Promote economic growth by building, enhancing, especially those identified on the proposals map. managing and maintaining transport services, • POLICY SERV12: The Council will encourage the use infrastructure and networks to maximise their of rail, sea and air transport of freight in preference to efficiency; road borne transport and will favourably view • Promote social inclusion by connecting remote and proposals for new freight handling facilities which disadvantaged communities and increasing the reduce the need for road based transportation. accessibility of the transport network;

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• Protect our environment and improve health by transport interventions which will establish the basis for building and investing in public transport and other the ongoing development of Scotland's transport types of efficient and sustainable transport which infrastructure to meet the demands of the 21st Century. minimise emissions and consumption of resources and The outcome of the STPR is structured on a tiered energy; approach to investment, based around the priorities of: • Improve safety of journeys by reducing accidents and • Maintaining and safely operating existing assets; enhancing the personal safety of pedestrians, drivers, • Promoting a range of measures, including innovative passengers and staff; and solutions, that make better use of existing capacity • Improve integration by making journey planning and and ticketing easier and working to ensure smooth • Promoting targeted infrastructure improvements connection between different forms of transport. where these are necessary, affordable and practicable.

To promote a strategic approach to the planning and The Regional Transport Strategy (RTS) delivery of transport, the White Paper also sets out the In April 2006, the new statutory RTP came into effect. basis for introducing the national transport agency, The RTP combines local government bodies with a Transport Scotland, and for establishing the statutory representative from each of the councils in that Regional Transport Partnerships (RTP), including SPT. It geographic region covered by the partnership. The RTS also sets out the proposals for further legislative will influence all of the future plans and activities of the changes to address: organisation as well as inform future national and local • More concessionary travel; strategies. South Ayrshire is part of the West of Scotland • The co-ordination and quality control of roadworks, RTP which is SPT. The new SPT absorbed many enforced by an independent body to monitor their functions carried out by the former SPT, but includes a quality performance; much widened remit to consider solutions for all modes • Quality bus measures in the West of Scotland; of transport across the region. • Harbour order procedures; and In April 2008, SPT published its RTS, ‘A Catalyst for • Simplification of statutory pedestrian crossing Change’. The vision of the RTS is “A world-class procedures. sustainable transport system that acts as a catalyst for an improved quality of life for all.” The National Transport Strategy (NTS) The Scottish Government’s NTS was published in The RTS details six strategic priorities for the lifetime of December 2006. The NTS details the Scottish the strategy. These are: Government long term transport policy, objectives, • Plan and provide a “step change” for bus services, priorities and plans providing an updated position from standards and infrastructure; the Transport White Paper of 2004. The three main • Revitalise the subway network; strategic outcomes identified by the NTS include: • Improve cross-city and cross-region links on strategic • Improve journey times and connections; corridors; • Reduce emissions; and • Improve access to services including health care and • Improve quality, accessibility and affordability. education; • Plan for the provision of transport for the Strategic Transport Projects Review (STPR) Commonwealth Games 2014, tourism and major Transport Scotland has undertaken the STPR to define events; and the most appropriate strategic investments in Scotland’s • Improve sustainable connectivity for business and national transport network from 2012. The STPR, which freight. was published in December 2008, has made recommendations on a portfolio of land-based strategic

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7. IMPLICATIONS OF THE ROAD TRAFFIC REDUCTION ACT

In order to examine traffic trends, data from Scottish Transport Statistics 22 (2001 figures) and 26 (2006 figures) was compared. The statistics tables detail the total traffic on major and minor roads in vehicle kilometres. Table 7.1 below shows the traffic levels on all roads in South Ayrshire and all South Ayrshire Council controlled roads in 2001 and 2006 and the percentage increase in flows.

Table 7.1 Traffic Growth on South Ayrshire Roads (2001-2007)

Introduction 2001 2007 % GROWTH The Road Traffic Reduction Act 1997 requires South All South Ayrshire Ayrshire Council to measure and examine the levels of Roads 880 992 12.7 local traffic on its road network. South Ayrshire Council SAC Controlled is responsible for predicting the future traffic growth Roads 529 599 13.2 and subject to its suitability set road traffic reduction Source: Scottish Transport Statistics 22 and 27 targets for the area. The Council is not obliged to specify targets where it can be justified that it would be inappropriate to do so. The growth levels of 12.7% and 13.2% are the National Road Traffic Forecasts (NTRF) high growth rate estimate The Act does not take motorways or trunk roads into of 10.4%. consideration, however, the regulation does acknowledge the impact trunk road traffic has on the Forecast Traffic Levels local road network. Projected Traffic Growth Road Traffic in South Ayrshire The projected traffic growth for South Ayrshire has been South Ayrshire Council’s geography is mainly rural with estimated over a twenty year period (2006-2026) on the the region encompassing a number of small and basis of ‘do minimum’ improvements to the network. medium-sized towns. There are high levels of car The traffic growth has been calculated using NTRF low, ownership and traffic growth within South Ayrshire. medium and high growth levels. Figure 7.1 shows the Road traffic from surrounding local authorities does estimations for traffic growth using the low, central and impact on South Ayrshire Council’s road network. There high growth levels. are significant through movements, predominantly on trunk roads but also on arterial and other key roads which includes freight traffic both moving commodities within the area and traffic to/from the Loch Ryan ports.

Existing Traffic Levels In order to monitor traffic flow in South Ayrshire, the Council operates and maintains 38 traffic and 8 cycle counters. The data from these counters is then used to monitor the traffic flow trends and assess the success of traffic reduction policies on the traffic growth levels.

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Projected Traffic Growth for South Ayrshire Description of the Problems in the Area of Concern

2250 Introduction 2000 From the information in the previous sections, the main 1750 traffic congestion issues in South Ayrshire are within the 1500 town of Ayr and its vicinity. 1250 This section assesses the existing and previous 1000 problems faced by this area, and reviews traffic growth, 750 parking demand and stress points on the roads entering 500 Ayr. 250

Million Vehicle km Travelled 0 Traffic Levels 1996 2006 2013 2020 2026 Table 7.2 shows Annual Average Daily Trips (AADT) at five locations in the Ayr area in 2007. These routes have Low Central High been selected as they are the main routes which carry traffic into Ayr. Figure 7.1 Estimated Traffic Growth with ‘do minimum’ situation. Table 7.2 AADT Levels on Main Routes into Ayr

These estimates anticipate how present trends could continue given the absence of the proper application of 2007 the relevant policies. Their function is to show the Holmston Road 17,232 outcomes of a continuing impartial policy stance, rather Loop Road Prestwick 22,132 than a prediction of what South Ayrshire Council would Maybole Road Ayr 4,896 like to happen. Due to the connection between the Dalmellington Road Ayr 8,895 Integrated LTS and the Road Traffic Reduction Act 1997, High Road Ayr 19,950 it is reasonable to use the same time period as the Road B743 Heathfield Road 21,312 Traffic Reduction Act 1997 Strategy. Source: South Ayrshire Council Travel to Work Travel to work forms a significant proportion of the trips within South Ayrshire. Determining the origins and destinations of the travel to work trips is therefore an important element in analysing the flows on the network.

A high number of people travel to work in South Ayrshire. How they travel to work and where they travel from affects the operation of the transport network. Figure 7.2 illustrates the origins of trips to work made by people working in South Ayrshire.

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Figure 7.2 Location of Residence of Trips to Figure 7.3 shows that at present, more than half of those Employment in South Ayrshire living and working wholly within South Ayrshire travel to Source: NOMIS work by car or taxi.

Other Local Authorities 5% North Ayrshire 3%

East Ayrshire 3%

South Ayrshire 89%

Figure 7.2 shows that almost 90% of trips to employment within South Ayrshire are made by people living within South Ayrshire. The breakdown of these trips by mode is shown in Figure 7.3 below.

Figure 7.3 Mode Split of Travel to Work Trips Wholly Within South Ayrshire Source: NOMIS

Other Train 1% 1% Bus 15%

Walk 26%

Cycle 1% Car/Taxi 56%

These figures show the potential that exists for modal shift to the more sustainable modes for trips within South Ayrshire and to public transport, especially for trips to the other Ayrshire authorities.

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Figure 7.4 shows the location of employment of Ayrshire residents and the mode split for each local authority destination. This figure shows that over three quarters of the South Ayrshire labour market is employed within South Ayrshire. The remainder are split fairly evenly between the rest of Ayrshire, Glasgow and other local authorities combined.

Examining this figure in more detail, it is apparent that a high proportion of trips between South and North Ayrshire (77%) and South and East Ayrshire (78%) are made by car. Over 50% of trips to Glasgow from South Ayrshire, however, are made by public transport, of which 34% are made by rail and 17% by bus.

As would be expected, trips wholly within South Ayrshire have higher levels of walking (26%) and cycling (1%), however 56% travel by car to work within South Ayrshire.

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North Ayrshire Council Glasgow City Council

Cycling Cycling 1% 0% Walking Walking 2% Motorcycle 1% Motorcycle 1% 2% Train Car Passenger 4% Bus 5% Car Passenger 4% 10% Taxi Train 0% 34%

Car Driver Car Driver 42% 77%

Travel to Work from Bus South Ayrshire destinations 17% Taxi 0% Other 3% Glasgow City North Ayrshire Council 3% 3%

East Ayrshire 3%

South Ayrshire 88%

East Ayrshire Council South Ayrshire Council

Walking 3% Motorcycle Train Walking 0% 26% Train Car Passenger 1% Bus 1% 9% 8% Bus Taxi 15% 1%

Taxi 1%

Cycling 1%

Motorcycle 1%

Car Driver 78%

Car Driver Car 40% Passenger 15% Figure 7.4 Employment Destinations of South Ayrshire Residents Source:NOMIS

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Figure 7.5 below shows modal share for travel to work This plan proposes 3 Park-&-Ride locations in South recorded from 1971 to 2001 and estimated for 2011. Ayrshire at Ayr, Barassie and Prestwick Town. The number of people commuting to work is expected to Car travel to work has remained at similar levels when decrease to 7% by 2011. Improvements to the rail and compared with the 1991 census when this figure was 60 bus networks in South Ayrshire may promote travel by per cent. This is the most popular mode of transport to public transport and increase patronage. work as the majority of car users feel this is most convenient. It is estimated that the number of people Over the past 10 years, the number of people walking and travelling to work by car will increase to 65% by 2011. cycling to work have both fallen. Walking fell from 14% in Car ownership levels in South Ayrshire are 5% higher 1991 to 10% in 2001. Cycling decreased from 2 per to 1 than the national average which also accounts for the per cent of the total travel to work in South Ayrshire. South high number of car trips to work in the region19. Ayrshire has improved its cycle network where a number of new routes have been developed in Ayr, Troon, People using public transport to travel to work has fallen Barassie and Girvan. In 2007, the Council won the Scottish by 4% from 15 per cent to 11% over the period 1991 to Transport Walking and Cycling Award for its ‘Local Cycle 2001. AJSP 2006 recognises that “high quality public Feeder Routes Serving South Ayrshire’ project. This may transport is vital in encouraging modal shift from the encourage more people to use cycling as a mode of private car”20. transport to work.

The number of people in the ‘other’ group have decreased from 9% in 1991 to 7% in 2001. This group accounts for the people who decide to undertake employment outside South Ayrshire. It is important for local employment figures to remain high in South Ayrshire as this benefits the area’s economy.

Figure 7.5 Travel-to Work Trends (Scotland) Source: National Census Data Travel-to-Work Trends 70 1971 60 1981

50 1991 2001 40 2011 30

20

Percentage of Travel 10

0 Car Public Walk Other Cycle Transport Mode of Transport 19Scrol Table KS17 20Ayrshire Joint Structure Plan ‘Growing a Sustainable Ayrshire’

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Town Centre Parking Further development of the QBCs in South Ayrshire is Retail development around Ayr town centre has therefore desirable in order to achieve the full increased pressure on the town’s parking facilities. objectives and increase modal shift away from the car. A parking study has been completed for South Ayrshire Council with a focus on the particular problems South Ayrshire’s Approach to the Road Traffic currently existing in Prestwick. A major problem with Reduction Act 1997 meeting demand in terms of car parking spaces is that South Ayrshire Council has realised that the increasing this often encourages and increases private car usage. volume of road traffic in the area has to be addressed as South Ayrshire Council aim to reduce car travel in the congestion problems continue to arise in the area. area, not aggravate the existing parking situation. The AJSP realises that it is “important to limit long-stay As a result of the rural nature of South Ayrshire, the commuter parking and encourage short-stay parking in Council recognises that a number of people have very areas adjacent to key retail locations.” little access to frequent public transport serving the main towns in the region which impacts on access to key Congestion Stress Points services such as employment and retail. Private transport Within South Ayrshire, there are a number of roads is sometimes the only option for people who want to which at peak travel periods suffer from congestion. travel to towns in the region. The Council has to assess Within Ayr, the main points of congestion exist at Burns economic and social costs in term of congestion, Statue Square, Wellington Square, Miller Road, exclusion from jobs, facilities for those who do not have Heathfield Road and Prestwick Road. Delays are often access to a car and transport’s impact on the experienced at a number of roundabouts in Ayr environment. These issues are addressed in the including King Street Roundabout, Dam Park (Integrated) LTS. Roundabout and Holmston Station Road Roundabout. The new transport policy undertaken by South Ayrshire Outside of Ayr, congestion often occurs at Prestwick Council supports a reduction in the number of people Cross, Portland Street in Troon, Main Street in Monkton, travelling by private car and to increase travel using Main Street in Maybole and Dalrymple Street in Girvan. other modes of transport, including public transport and cycling. South Ayrshire Council aims to achieve this The above congestion points can impact on the journey by providing people with improved public transport time and efficiency of public transport (bus) services options for making journeys. operating on these roads. Quality Bus Corridors (QBCs) have been introduced on main bus routes into Ayr, with For this to be achieved, public transport facilities will improved bus stops, raised kerbs and short sections of need to be improved. The Council has improved bus lanes. walking and cycling facilities in the area since the previous LTS and these developments have been However, a QBC is about improving the whole journey nationally recognised. experience and should include high quality bus stops, sufficient priority for buses to improve punctuality and Road Traffic Reduction Act 1997 Target journey times, safe access to bus stops for passengers South Ayrshire Council considers that steps should and new and improved facilities for cyclists.22 possibly be taken to create a policy for reducing traffic levels. The Council feels the first step towards this is the The main objective of a QBC should be to encourage provision of high quality value-for-money alternatives more people to use the bus, resulting in less car for people to choose from. journeys, reduced congestion and reduced pollution levels.21

21 GMPTE Quality Bus Corridors in Greater Manchester Best Practice Guidelines

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The economic vibrancy of Ayr town centre has led to 4) Develop a Park-&-Ride site at Barassie in conjunction pressure on the town’s road network. An improvement with improved passenger information systems site. to the public transport network serving the town would Passengers will be able to receive up-to-date and fall in line with the provision of high quality value-for- precise information regarding services. money alternatives for people to choose from. 5) The Park-&-Ride schemes will reduce traffic pressures Future land use developments in South Ayrshire will and emissions being produced from vehicles contribute to traffic levels. travelling into Ayr. Commuters would have an alternative mode choice when deciding on how to The success of South Ayrshire Council’s ‘Local Cycle travel to Ayr. Park-&-Ride at these locations would Feeder Routes Serving South Ayrshire’ project has help eliminate long-stay car parking in Ayr town provided an admirable network for sustainable centre although the parking policy for the town transport users. Offering such routes may well centre will be changed to accommodate new public encourage people to make short trips by walking or transport services and support economic growth in cycling instead of by car. This has laid the foundations the town. Long-stay car parking will be encouraged at for future cycle and walking developments to take place Park-&-Ride locations or Multi-Modal Travel Stations in the area. with public transport transferring passengers into town. Parking in Ayr town centre would be provided Proposals to Alleviate Traffic Congestion for short-stay time periods. This section illustrates the numerous proposals to 6) In addition to the new and improved cycling routes alleviate the growth in traffic congestion. These implemented by South Ayrshire Council, further measures have been prepared as part of South Ayrshire developments to support the cycle network will be Council’s new LTS. established particularly at strategic roads and junctions leading into Ayr. Improvements to cycle 1) Expand existing QTC with improved facilities for bus, facilities at key locations (e.g. shopping areas, key cycling and walking on various strategic routes. employment centres, tourist attractions, train and bus 2) The provision of a Quality Partnership with operators stations etc) will develop and encourage cycling in and stakeholders and real time passenger South Ayrshire. Improvements to the existing cycle information would be desirable on these corridors. routes will be planned with the view of 3) Potential locations for Park-&-Ride facilities to supplementing the ‘national’ cycle network proposed operate regular services to and from Ayr have been by Sustrans. identified. As part of the SE Ayr development, a 7) Improvements to walking routes, with improved bus/rail Park-&-Ride facility is proposed. This facility lighting and CCTV facilities, pedestrian priority will capture trips from the east and south of Ayr and schemes and the creation of enhanced landscaping should improve access to the hospitals from the town and streetscaping measures will improve the walking centre and reduce traffic on the road network into Ayr. environment, resulting in this being safer and more Developing a second site near Monkton could attractive than using the car. capture trips into Ayr from the A77 and A78 and trips out of Ayr towards East Ayrshire, North Ayrshire, Glasgow and Lanarkshire. This is likely to reduce the amount of vehicular traffic travelling on the road network to the North of Ayr and could benefit parking availability within Ayr and Prestwick. The Park-&-Ride sites could also be developed with facilities for overnight parking of HGVs.

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8. PROBLEMS, CAUSES, CONSTRAINTS & OPPORTUNITIES

South Ayrshire Council have undertaken a review of the Walking problems and causes that currently exist on the Walking trips are part of all journeys to a greater or lesser transport network. extent. Walking is most susceptible to adverse weather conditions, but this is a similar situation in other countries In order to provide a structure to the review, South that capture a far higher proportion of trips by this mode. Ayrshire Council have undertaken it by considering the Pedestrian desire lines often differ greatly from the problems and causes by both mode and topic: historical road and the pedestrian route network that has been established. Ayr has an established pedestrian • Walking; priority area along the High Street, where speed • Cycling; reduction measures have been implemented. Other parts • Bus, Coach and Taxi; of Ayr town centre and other centres within South Ayrshire • Rail; have areas where the pedestrian route capacities have to • General Road Traffic; cope with significant demand, leading to congestion. • Air; • Ports and Harbours; • Safety and Security; • Parking; • Freight; • Maintenance; • Transport Information; and • Rural Transport.

WALK 1 Problem Walking trips are often difficult in ice/snow conditions. Cause Lack of pedestrian route gritting/clearing in many areas compared to road gritting. Constraint Operational difficulty in gritting all pedestrian routes. Opportunity Identify areas of key concern and target resources.

WALK 2 Problem Pedestrian linkage of Ayr bus station and Ayr railway station to the town centre is poor. Cause Pedestrian desire lines are not effectively catered for. Constraint Historical positioning of rail and bus stations relative to the town centre and its key access roads. Opportunity Redevelopment of area around Burns Statue Square.

WALK 3 Problem Walking activity is concentrated on town centre areas. Cause Short distance local trips being undertaken by car. Walking outwith town centre is not seen as an attractive or realistic option. Constraint Proximity of key local facilities to major traffic routes, availability of easy car parking and perception of security and risk. Opportunity Development of Core Path Network and localised traffic calming schemes can enhance perception of safety and security. Provision of controlled crossing facilities as appropriate.

WALK 4 Problem Poor pedestrian environment in Maybole town centre. Cause Impact of trunk road traffic. Constraint A77(T) traffic passes through the main street. Opportunity A bypass would allow a streetscape scheme to enhance the local environment.

WALK 5 Problem Pedestrian route overcrowding on key town centre streets in Ayr. Cause Lack of sufficient pedestrian route width, particularly where bus stops are located. Constraint Widening of pedestrian routes would impact on parking areas and traffic lane width. Opportunity Could be part of wider traffic management plan/safety measures.

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Cycling South Ayrshire Council has National Cycle Network Route 7 forming a north-south spine through the area. Most cycling that takes place is leisure based, which fits well with the Council’s aspirations in terms of tourism development. Cycling is yet to become a mainstream activity, particularly for trips to work, shopping and school. The lack of effective on and off-street facilities in the urban centres of South Ayrshire makes it difficult for cycling to be an effective alternative for people.

CYCLE 1 Problem Secure cycle parking is not generally available. Cause Insufficient spaces in public areas and lack of provision in major developments to date. Lack of investment in facilities. Constraint Lack of resources to provide cycle parking facilities. Opportunity Target available funding at key hubs throughout Council area. Secure appropriate cycle parking at new developments through planning conditions.

CYCLE 2 Problem Cyclists generally require to mix with general traffic, which is less desirable. Cause Lack of segregated on-road and dedicated off-road facilities. Constraint Lack of space, particularly in town centre areas, to provide facilities. Opportunity Potential to combine the on-street facilities with 20mph zones. Make use of side roads where speeds are already low. Link new developments to the existing network through planning conditions.

CYCLE 3 Problem North-south cycle movement catered for by NCN 7 but poor east-west linkage, especially in Ayr. Cause Lack of potential off-street options. Development of existing cycle routes has concentrated on north-south corridor. Constraint On-street options have not yet been implemented due to lack of investment/priority. Opportunity Extension of the existing cycle network to the east.

CYCLE 4 Problem Lack of ability to store cycles in secure, covered areas at schools. Cause Lack of provision in secure, covered cycle storage at schools. Constraint Operation of secure cycle storage at schools requires co-ordination and investment. Opportunity Safe Routes to Schools programme provides platform. New PPP schools will have significant provision.

CYCLE 5 Problem Cycle accessibility to Heathfield retail area is poor. Cause Lack of dedicated signed routes. Constraint Heathfield area is isolated from NCN and road links are heavily trafficked. Opportunity Bridge at Lochside Road provides opportunity for cycle link from town centre.

CYCLE 6 Problem Cycle accessibility to Ayr Hospital is poor. Cause Lack of infrastructure facilities, particularly crossing of A77(T). Constraint Crossings of A77(T) are presently at-grade. Opportunity New bridge infrastructure required for SE Ayr development.

CYCLE 7 Problem Low percentages of trips to school are by cycle. Cause Lack of cycle infrastructure around schools, perception of risk from traffic and lack of secure, covered storage facilities. Constraint School locations not well located to current cycle facilities. Opportunity Identified local cycle network routes would provide linkage to a number of schools.

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Bus, Coach and Taxi Long distance coach services are also provided, linking Buses, coaches and taxis provide the principal public South Ayrshire with Glasgow and Edinburgh. A number of transport capacity within South Ayrshire. As with the rest taxi companies operate in South Ayrshire and these of Scotland, bus services within the area are provided on a provide an important link in the transport network for commercial basis by private companies. Some services those without access to a car or those with specific journey are subsidised to ensure that they can continue to operate needs. Taxis are also important to securing a vibrant and and provide public transport access opportunities to areas safe town centre in the evenings and at weekends. that would otherwise be without services. Without priority measures, buses and taxis are affected by traffic congestion, especially on routes into Ayr.

BUS 1 Problem Some rural communities are poorly served by buses. Cause Low passenger numbers mean that commercial services are not viable. Constraint Publicly supported services can only be provided in a limited number of areas. Opportunity Intermediate options such as the Carrick ‘Ring n Ride’ provide an effective solution for rural communities.

BUS 2 Problem The bus station is not well integrated with Ayr town centre. Cause The bus station location is historically located relative to the major retail area of Ayr town centre. Constraint The bus station is privately owned. Opportunity Potential to consider relocating the bus station as part of masterplanning exercises.

BUS 3 Problem Interchange between bus services and rail services is poor. Cause The rail station and bus station are remote from one another. The bus stops that are in the vicinity of the rail station are poorly integrated with the station. Constraint The bus services and rail services are provided by different companies and land ownerships are different. Opportunity Potential to integrate the bus stops on Burns Statue Square with the rail station to provide an enhanced mini- interchange for buses close to the rail station.

BUS 4 Problem Parts of Ayr are well linked to other towns and the Glasgow conurbation by bus, but other towns and areas require a significant number of interchanges for key journeys. Cause Lack of commercial services. Radial bus route pattern in Ayr. Constraint Diversity of origins and destinations together with overall passenger numbers make services difficult to provide on a commercial basis. Opportunity Provision of bus feeder services for the rail stations to better serve their hinterland areas.

BUS 5 Problem Ayr is a tourist destination, but coach parking is not used as efficiently as it might be. Cause Lack of parking signing strategy. Constraint Coach parking is limited to the seafront area. Other car parks have no spare capacity to designate coach spaces. Opportunity Potential for coach drop-off provision in town centre and remote coach parking provision outwith town centre area.

BUS 6 Problem Many bus stops do not offer level access for those with mobility problems or parents with prams. Cause Upgrading of bus stops to provide special high kerbs and tactile paving has only occurred over the QTC and at other key locations to date. Constraint Finance for bus stop upgrading is based on bids to SPT. Opportunity Work with other partners such as NHS and Community Planning to identify priority stops for upgrading.

BUS 7 Problem Insufficient taxi rank facilities in Prestwick and Troon. Cause Lack of suitable and/or appropriate locations. There is a need for taxi rank plans to form part of more wide- ranging review of traffic management. Constraint Mix of residential and commercial properties makes location difficult given concerns about noise etc. Opportunity Potential to provide facilities within an overall traffic management plan for the town centre areas.

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Rail The line from Ayr to Glasgow Central is the 17th busiest Network Rail’s 2005 route plans for Glasgow and South- in Scotland with an annual flow of 313,000 passengers. West Scotland identify the key journey time between This flow also contributes to the second busiest line in Ayr and Glasgow Central as being 46 minutes. Scotland, between Paisley Gilmour Street and Glasgow The Paisley Gilmour Street to Shields Junction section is Central with an annual flow of 894,300 passenger. reported as having around 290 trains per day using it. Glasgow Airport Rail Link (GARL) is expected to be implemented between 2009 and 2011 providing additional capacity between Paisley Gilmour Street and Shields Junction. The section of route between Glasgow Central and Kilwinning is noted as being a constraint to future expansion due to signalling headways and traffic volumes which include about 68 daily freight movements between Kilwinning and Shields Junction (2-way).

RAIL 1 Problem Lack of seats during peak period (86% load factor, 110% for peak hour for all south-west services. Noted that Ayrshire loadings are higher than those for Inverclyde). Cause Lack of capacity on existing services and lack of ability to provide new additional train paths or longer trains. Constraint Dual track between Paisley Gilmour Street and Shields Junction is at practical capacity. 6-car trains are already provided. Opportunity Glasgow Airport Rail Link (GARL) could provide additional capacity on the most constrained line section.

RAIL 2 Problem The amenity and access at Ayr station is poor given the high number of passengers (11th busiest in Scotland). Cause Multi-modal interchange upgrading has not been taken forward. Constraint Multiple agency issue involving Network Rail, SAC, SPT, FirstScotrail and other. Upgrading is likely to have a significant cost. Opportunity Upgrading of Ayr Station to a multi-modal interchange could link well with local initiatives on walking and cycling, existing main bus stops on Burns Statue Square and new retail developments in the east of the town centre.

RAIL 3 Problem Park-&-Ride facilities at rail stations are full and cannot meet demand. Cause Lack of sufficient provision. Some provision being taken up by non-rail users. Constraint Available land at most locations has already been used to provide Park-&-Ride. Opportunity Capacity could be increased through decking and through wider area masterplanning such as at Ayr station.

RAIL 4 Problem Current service levels will not be adequate to serve projected population growth up to 2025 and passenger growth at GPA. Cause Lack of capacity / frequency on existing services. Constraint Dual track between Paisley Gilmour Street and Shields Junction is operating at capacity at present. Opportunity Improvements to service frequency would give additional capacity to assist in maintaining and enhancing high levels of rail modal share at GPA and in providing opportunity to grow the general level of rail modal share.

RAIL 5 Problem Service frequency of 30-minutes throughout day is not ‘turn-up-and-go’. Cause Lack of additional train paths / train sets. Constraint Dual track between Kilwinning and Paisley Gilmour Street requires 4-minute signal headway, which reduces capacity. Opportunity Improvements between Kilwinning and Paisley Gilmour Street would support a greater number of train paths for services on the Ayr line and on the line to Largs. This would allow for an increase in train paths. In particular, this would allow more capacity for the development of access to Hunterston.

RAIL 6 Problem Lack of capacity to support growth in freight services. Cause Lack of suitable train paths on several routes. Constraint Capacity constraints north of Kilwinning in the peak, south of Ayr, between Ayr and Mauchline and between Barassie and Kilmarnock. Opportunity Provision of improvements would benefit both freight and passenger services.

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General Road Traffic The A77 trunk road, which is operated and maintained by Transport Scotland, forms the spine of the road network in South Ayrshire from the Dumfries and Galloway border in the south to the Kilmarnock bypass in the north. The route forms a key link to the ports on Loch Ryan but it is also an important route for local trips, especially around Ayr.

There are a number of sections of the A77 where congestion is an issue. South of Whitletts Roundabout, the A77 is a single carriageway and the main junctions around Ayr produce delays especially at peak times. Significant land releases in the area will provide an opportunity to upgrade the section between Whitletts The town of Maybole is affected by considerable Roundabout and Bankfield Roundabout and upgrade through traffic, reducing the quality of the environment the junctions. Improved public transport penetration within the town and slowing strategic through trips. and the provision of Park-&-Ride facilities at SE Ayr and Opportunities exist to bypass this town thus removing a other locations would impact on modal shift. large proportion of traffic in the town. This would have a significant effect on freight traffic in the area, especially The local ‘A’ class road network is focussed on Ayr with traffic destined for the Loch Ryan ports and timber routes radiating out to other areas. This is supported by traffic from the Galloway Forest. an extensive ‘B’ and ‘C’ class network with a large unclassified network forming the largest single part of Prestwick in particular, because of its location and the the public road network in South Ayrshire. proximity of GPA, has a main street which performs a number of functions. This can lead to conflict amongst the different requirements placed on the road network. A masterplan for GPA was issued for consultation and could provide the ability to deliver improved general access to Prestwick and relief to the existing road.

Within the town of Ayr, a large volume of traffic passes through the town centre but is restricted by a limited number of rail and river crossings. There is an opportunity in the longer term, taking into account proposals such as Ayr Renaissance, to develop schemes which provide relief to these issues.

Transportation models are being developed for the A77 corridor around Ayr and for the town network within Ayr and Prestwick, to test the extent of the impact from various developments on the road network. These models will be used to test potential interventions and land releases to feed into the future LTS.

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ROAD 1 Problem Delay and costs caused by road congestion. Cause Large volumes of commuter traffic causing peak hour demand to rise above capacity at key locations. Constraint Physical constraints at a number of locations and major cost of schemes. Opportunity Impact modal shift by giving improved public transport penetration and potential for Park-&-Ride.

ROAD 2 Problem Lack of designated overnight HGV parking. Cause No suitable sites provided. Constraint Availability of appropriate land to provide facility. Opportunity Provision via new land releases and developments.

ROAD 3 Problem Delay, congestion and impact of through traffic in Maybole. Cause High levels of through trips. Constraint Current traffic levels and junction performances limit the ability of Maybole to function effectively. Opportunity Ability to establish clear urban boundary and potential to open up new land for development through the provision of a bypass.

ROAD 4 Problem Delay, congestion and impact of through traffic in Coylton. Cause High levels of through trips. Constraint Key junctions in Coylton are at capacity and this constrains future development. Opportunity Ability to fund a bypass through future land release scheme.

ROAD 5 Problem Delay, congestion and impact of through traffic in Prestwick. Cause High levels of traffic passing through the town. Constraint Road layout through town centre. Opportunity Future development could facilitate provision of a Northern Distributor Road and/or Prestwick Eastern Bypass, removing some trips from town centre.

ROAD 6 Problem Delay and congestion on Ayr bypass south of Whitletts junction affecting conflicting trips on the local road network. Cause Single carriageway road and traffic demand contribute to peak hour congestion. Constraint Improvements to this route would require significant investment. Opportunity Potential major land release to fund ‘step change’ in provision.

ROAD 7 Problem Lack of overtaking opportunities on A77(T) south of Ayr. Cause Single carriageway with some sections of poor geometry. Level of opposing flow is high. Constraint Improvement schemes would require significant investment. Opportunity Ability to provide overtaking opportunity as part of Maybole bypass.

ROAD 8 Problem Balancing of loading requirements with other needs in retail areas. Cause The lack of available roadspace means that there are competing demands. Loading times often coincide with other peak demand points. Constraint Core retail areas are in areas where road width is limited and there are a number of competing demands. Opportunity Potential to provide for more controlled delivery schedule or better enforcement of loading bays to prevent blocking.

ROAD 9 Problem Conflict between various demands put on the network, especially in areas like Prestwick Main Street. Cause Congestion and delay on main routes forces demand onto side roads. Limited available alternative routes. Constraint Grid-iron pattern makes parallel routes an attractive alternative to congested main links. Low number of crossing points of River Ayr and railway. Opportunity Potential to promote localised traffic management/traffic calming incorporating bus priority on these routes to minimise through traffic, especially through Ayr Renaissance. Development of Prestwick Northern Relief Route and Eastern Bypass in the longer term.

ROAD 10 Problem Large volume of traffic through Ayr town centre. Cause The radial road pattern tends to deliver traffic to the town centre. The limited number of river/railway crossing points and alternative routes tends to funnel traffic to the town centre. Constraint Lack of alternative options for traffic to bypass town centre due to limited railway and river crossings. Opportunity Potential for longer term completion of the inner ring road and new bridge across the river. Development opportunities may allow provision of railway crossings to allow traffic to bypass the town centre.

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Air GPA has been recognised by the Government as providing significant capacity for the expansion of air travel in the West of Scotland. The airport, however, can only be effective if its surface transport can deliver the level of access required for such a major facility. The potential to integrate with the port facilities at Troon and the deep water facility at Hunterston and provide an international freight hub have also to be considered.

In identifying issues associated with GPA, SAC have focussed on issues of surface access as other matters relating to aviation are reserved to the UK Government and it is not appropriate to address these in a LTS.

AIR 1 Problem The current road access to passenger terminal building from the main network is constrained. Cause Road layout utilises one main access point. Constraint Historical development of airport layout. Opportunity Airport masterplan process could identify new options for access. Development of additional car parking to the south of the airport could provide additional access.

AIR 2 Problem There is a lack of storage for vehicles picking up passengers. Cause New security restrictions limit vehicle proximity and historical design layouts are not effective in dealing with this situation. Constraint Proximity of terminal to main road, lack of room to reconfigure circulation area. Opportunity Airport masterplan process could provide new drop-off/pick-up layout.

AIR 3 Problem Current modal split for GPA has a high proportion of rail use, but this will be difficult to maintain with projected passenger increases due to the limited capacity of the rail service. Cause Current services have fixed ceiling in terms of passenger capacity and loadings are already at a high level. Service frequency is only 30 minutes through the day. Constraint Line is operating at practical capacity with current passenger and freight loading. Opportunity GPA passenger increase generates revenue on off-peak services.

AIR 4 Problem Lack of multi-modal interchange at airport. Cause Access to northbound bus stops at airport is poor. Constraint Current access and land-use arrangements make the provision of a functional interchange difficult. Opportunity Airport masterplan could provide scope for a multi-modal interchange.

AIR 5 Problem Road network capacity issues with regard to the potential large increases in freight traffic through the airport. Cause Projected rise in freight is a step-change of up to 400%. Constraint A78/A77 junctions are already experiencing capacity issues. Lack of a good quality direct route to the M74 Opportunity Potential for development led improvements to the A77/A78 junctions.

AIR 6 Problem Airport railway station in need of major re-building. Cause Poor design/build and lack of ongoing maintenance. Constraint Station is owned by airport – lack of funds to facilitate rebuilding. Opportunity Potential to integrate station ownership with rest of rail network.

AIR 7 Problem Lack of public transport services for early/late flights. Cause Large number of flights before/after commencement of public transport service timetable. Constraint Patronage other than airport limited. Opportunity Assist in lobbying for additional rail/bus services. 61 Section 08:Layout 6 17/4/09 10:30 Page 62

Ports and Harbours The ports at Troon and Ayr are quite different from each other and as a result have separate issues that affect them. Traffic at the Port of Troon is a mixture of passenger and freight traffic destined for the ferry service to Northern Ireland whereas the traffic at Ayr is all freight. The Port of Troon is well linked to the main road network but the route passes several residential areas. There are poor public transport links to the port, mainly due to its location in relation to the town centre. Access for freight vehicles to the Port of Ayr is on the other hand constrained by the restrictive layout in the vicinity of the port. The Port of Ayr is also connected to the national rail network.

PORTS 1 Problem Public transport access to the Port of Troon is poor. Cause The rail station is around 1km from the port. Bus access is only via local Troon service (30-minute frequency). Constraint Demand for public transport services to the port is not regular but peaks at ferry times. Opportunity Proximity of Port of Troon to town centre provides opportunity for better access to public transport facilities.

PORTS 2 Problem Road access to Port of Troon is limited and route passes close to residential areas. Cause Location of port area relative to rest of town restricts ability to designate/construct a direct link. Constraint The potential access routes to the port pass through residential areas. Opportunity Main route to port is well established and designation/improvement is possible.

PORTS 3 Problem Road access to Port of Ayr is poor within the immediate environs of the site. Cause Historical road layout and no overall traffic management plan for north harbourside area. Constraint High capital cost and constraint of available land. Opportunity Improve access to the port via Waggon road or develop a ring road to access both sides of the port. Increase the amount of freight arriving by rail.

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Safety and Security The rural nature of a large section of South Ayrshire’s road network results in high levels of serious and fatal collisions. In addition, historical aspects of town centre layouts limit the potential to develop the network for current purpose. The increase in car traffic on school trips has also presented problems with congestion and parking issues around schools resulting in safety issues.

SAFETY 1 Problem Concentration of serious and fatal road traffic collisions on single carriageway rural roads. Cause Various, but general causes of inappropriate vehicle speed, failure to properly account for road geometry and driving conditions. Constraint Much of the road network in South Ayrshire is rural single carriageway. Opportunity Potential for new guidance on reducing the speed limit on such routes. Potential to make rural road network more forgiving by removing roadside hazards. Increase the road safety education/training and publicity especially to young drivers.

SAFETY 2 Problem Conflict points between vulnerable road users and traffic in Burns Statue Square and Sandgate in Ayr. Cause Road layout and pedestrian desire lines have fundamental conflict. Constraint Historical development of road layout and focus of traffic routes. Opportunity Masterplanning of wide area at Burns Statue Square including rail station provides opportunity to revise streetscape. Development of an inner ring road could reduce traffic on the Sandgate.

SAFETY 3 Problem Diversion of large vehicles from trunk road onto less suitable local routes to avoid Smithston railway bridge. Cause Restriction at Smithston due to historical bridge and road alignment. Constraint Limited bridge clearance/road layout. Opportunity The development of Maybole bypass prior to the bridge would divert large vehicles away from Smithston Bridge and the town.

SAFETY 4 Problem High proportion of 60+ age group pedestrians involved in collisions. Cause Health issues such as eyesight deterioration, confusion and speed of vehicles. Constraint Lack of funding to increase the promotion of road safety awareness to older people. Opportunity Increase the amount of road safety education; publicity; and health checks aimed at older people.

SAFETY 5 Problem Inappropriate car parking in the vicinity of schools during drop-off/pick-up periods. Cause Lack of safety awareness, lack of restrictions and lack of enforcement. Constraint Cost of buying suitable land around school locations for car parking purposes. Opportunity Provide more drop-off facilities but remove their location from immediate school areas. Decrease the number of vehicles arriving by car and increase the number of pupils cycling and walking to school in a safe and supervised environment.

SAFETY 6 Problem High collision rate on A77 between Ayr and Kilmarnock. Cause Design standards including at-grade junctions at Symington and Bogend Toll. Constraint Improvement would require grade separation which has a high cost. Opportunity Transport Scotland are progressing schemes for these locations.

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Parking There are several issues associated with parking provision in towns, especially Prestwick, Ayr and Troon. Demand for parking can outstrip supply within these towns, affecting the economic attractiveness of them. Lack of Park-&-Ride facilities for trips into and out of the area result in local parking facilities being used for this purpose, reducing the availability of parking for other uses. The charging mechanisms in use can often be confusing and are not consistent across the authority area.

PARKING 1 Problem Secure cycle parking is not generally available. Cause Insufficient spaces in public areas and lack of provision in historical major developments. Constraint Lack of resources to provide cycle parking facilities. Opportunity Ability to provide cycle parking at key hubs throughout Council area.

PARKING 2 Problem Car parking demand in Ayr town centre is frequently not met. Cause Lack of capacity or type of capacity. Available spaces are not obvious or signed. Constraint Council do not own and operate many car parks in the central area. Opportunity Changes in control and operation of car parks.

PARKING 3 Problem Car park signing is not consistent across Council area. Cause Lack of overall parking strategy. Constraint High cost to update and improve the car parking signs. Opportunity Provision of a corporate car park signing which is uniform in appearance and in keeping with the built environment and charging strategy to support tourism and economic development.

PARKING 4 Problem Mixture of car park charging mechanisms is confusing. Cause Different operators and on-street voucher scheme in Ayr. Constraint Ownership of car parks is spilt between council and non-council car parks. Opportunity Provision of a corporate car park signing and charging strategy to support tourism and economic development .

PARKING 5 Problem Lack of off-street capacity in Prestwick. Cause Historical layout of town. Lack of available sites to provide off-street facilities. Constraint Capacity is constrained due to lack of available land and encroachment of airport bound vehicles over spilling onto the surrounding residential areas for free parking. Opportunity A parking study has identified the problems and the possible options to improve the situation. Potential of attaining land for off-street parking through CPOs.

PARKING 6 Problem Voucher parking system is poorly understood by visitors. Cause Lack of direction for visitors to off-street facilities. Constraint Lack of retailers stocking the vouchers; and financial requirement to update voucher parking signs. Opportunity Promote voucher parking system by increasing the level of advertising, updating existing voucher parking signs and encourage more retailers to stock the vouchers.

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Freight Considerable levels of road freight are generated by and supplied to local industries, GPA and the two main ports within South Ayrshire at Ayr and Troon. Although there is a significant amount of rail freight, in the form of opencast and imported coal, which passes through the area, the only active railhead is at Ayr Port and therefore rail freight originating or destined for South Ayrshire is limited.

FREIGHT 1 Problem Increased delays and costs to freight operators. Cause Large volumes of commuter traffic causing peak hour demand to rise above capacity at key locations causing congestion. Constraint Existing road layouts / junction layouts. Opportunity Improvements to the road network to facilitate future development.

FREIGHT 2 Problem The access route to the Port of Ayr is constrained. Cause Existing access routes. Constraint Narrow railway bridges / tight bends. Opportunity Develop new access via Waggon Road.

FREIGHT 3 Problem Lack of freight on rail network from South Ayrshire. Cause High cost of utilising rail. Constraint Lack of road/rail interchange facilities and lack of train paths. Opportunity Development of rail loading sites such as Barrhill.

FREIGHT 4 Problem Lack of overnight lorry parking facilities adjacent to trunk road network. Cause Overnight parking of heavy vehicles to and from ports and other docks along South Ayrshire coast line, as well as timber and coal freight movements. Constraint Parking capacity constrained at Maybole and Prestwick; financial cost to improve parking information signs. Opportunity Improved information and signs regarding the locations of overnight parking facilities for lorry drivers Investigate land CPOs at Maybole and Prestwick.

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Maintenance Before making any improvements to the transport system, it is important that the existing network is maintained to the highest possible standard. As a result of under-funding in the past, some local roads are currently in a poor state. The Council recognises this and believes that a pro-active approach utilising new methods, including the development and implementation of a Roads Asset Management Plan, joint working with other authorities and actively seeking other sources of funding is vital in order to reduce the backlog of maintenance work on the network.

MAINTAIN 1 Problem Deterioration of road surfaces. Cause Increased loading coupled with lack of renewal. Constraint Level of investment to tackle backlog. Opportunity Joint working with other authorities and improved performance through development and implementation of Roads Asset Management Plan.

MAINTAIN 2 Problem Meeting public demand for winter maintenance (gritting, clearing etc.) Cause High expectation above actual requirement. Constraint Available budget. Opportunity Joint working with other authorities.

MAINTAIN 3 Problem Ongoing deterioration of bridges. Cause Increased volume of traffic coupled with lack of timely maintenance and renewal. Constraint Level of investment to address maintenance backlog. Opportunity Improve performance through development and implementation of Bridges Asset Management Plan.

MAINTAIN 4 Problem Deterioration of street lighting equipment. Cause Life expired lighting columns and underground cabling. Constraint Level of investment to address replacement backlog. Opportunity Continue replacement programme at current level of annual capital expenditure and improve performance through development and implementation of Lighting Asset Management Plan.

MAINTAIN 5 Problem Some routes restricted for heavy or high vehicles. Cause Older structures not built to accommodate such vehicles. Constraint Significant cost of strengthening or replacing such structures. Opportunity Continue to fund bridge strengthening programme from Capital Budget and extend Timber Transport Routes agreement to cover general freight movements.

MAINTAIN 6 Problem Deterioration of street lighting equipment. Cause Life expired lighting columns and underground cabling. Constraint Level of investment to address replacement backlog. Opportunity

MAINTAIN 7 Problem Overgrown vegetation restricting visibility especially for HGVs. Cause Lack of maintenance of roadside vegetation. Constraint Responsibility for control of vegetation / resources. Opportunity Utilise groups such as Timber Transport Group to highlight locations of concern.

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Transport Information The provision of transport information within South Ayrshire is generally the preserve of the bus and rail operators through hard copy timetables, information at bus stops/bus and rail stations and online information. Opportunities exist to improve the provision of information with the development of a real time information system on the main QTCs and at main transport hubs. Effective signing is also important in providing directions and information for network users. At present there is no strategy for the provision of signing for pedestrian and cycling routes, resulting in an uncoordinated approach at present. A local signing strategy will be addressed once final decisions are concluded on local feeder routes and relevant destinations are agreed.

INFO 1 Problem Lack of bus information in rail station and vice versa. Cause Lack of integration between operators. Constraint Competitive nature of service provision. Opportunity Use of GPA transport information as a template for major transport hubs.

INFO 2 Problem No real-time information on key bus routes. Cause No investment in real-time information systems. Constraint High capital cost of implementation, vandalism issues. Opportunity Potential for implementation as part of enhancements to the existing QTC’s.

INFO 3 Problem Lack of signing strategy for pedestrians and cyclists. Cause Signing has tended to be ad-hoc in nature and is sparse outside of town centres Constraint Visual impact of signing, identification of corporate strategy. Opportunity Local cycle network implementation gives opportunity for key destination signing.

INFO 4 Problem Poor level of enforcement of voucher parking bays and parking restrictions. Cause Lack of personnel. Constraint Police resources deployed on more serious matters. Opportunity Potential to decriminalise parking.

INFO 5 Problem Long-term on-road car parking occurring in north Prestwick. Cause Parking associated with GPA/express bus services is overspilling into residential areas. Lack of overall traffic management plan for Prestwick. Constraint Cost of airport parking / lack of dedicated Park-&-Ride for bus services. Opportunity Development of Park-&-Ride facilities to the north of Ayr.

INFO 6 Problem Tourism related signage is not consistent across the Council area. Cause Tourism signage is put in place on an ad-hoc basis. Contraint Lack of definitive guidelines regarding tourism signage. Opportunity Potential for the development of a signing strategy for tourists (coach and car).

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Rural Transport A large section of South Ayrshire is rural in nature and these areas have unique transport issues. These issues include the provision of public transport services, pedestrian provision within the smaller settlements and the effect of significant HGV movements on rural settlements. Innovative solutions including the Carrick ‘Ring n Ride’ service and agreed haulage routes for timber transport have been developed.

RURAL 1 Problem Lack of timetable-based bus services in rural areas. Cause Passenger demand makes it uneconomic for operators to run services. Constraint Financial subsidy required to operate services. Opportunity Target resources to more effective intermediate modes like the Carrick ‘Ring n Ride’.

RURAL 2 Problem Lack of effective pedestrian route provision on main street of some villages. Cause Historical road alignment and property lines. Constraint Available road space and existing property lines limit the ability to provide this in some locations. Opportunity Consider a more appropriate traffic calmed environment in such locations.

RURAL 3 Problem General levels of accessibility are low. Cause Lack of public transport provision, available transport corridors and journey times. Constraint Low population density and topographical issues limit the ability to more effectively serve these areas. Opportunity Improve journey time reliability on key spine routes such as A77(T). Opportunity for additional joint working with East Ayrshire Council regarding upgrading of A70 as core east-west route including a bypass of Coylton.

RURAL 4 Problem Vibration, noise and amenity impact of HGV movements. Cause Freight access to and from forestry, coal, construction and other activities. Constraint Significant freight operations in rural South Ayrshire that require HGV movements. Opportunity New forestry rail terminal at Barr could be developed. Establish wider use of agreed timber routes by other freight operators.

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9. VISION AND OBJECTIVES

Vision The objectives also require to be SMART (Specific, South Ayrshire Council and its partners are committed Measurable, Achievable, Relevant and Time-bound), to working together in order that residents, businesses thereby consistent with the values of STAG. and visitors will enjoy a high quality integrated local transport system that: • Objective C1: Encourage modal shift to walking and cycling to assist in the promotion of a healthier lifestyle • Is efficient, safe, reliable and supports the sustainable and lessen environmental impact during the period of growth of the economy of South Ayrshire; the LTS; • Meets the travel needs of all users and supports an • Objective C2: Prioritise the active lifestyle; protection of human health • Manages the effects of transport in order to improve in urban areas and flora and road safety and control its impacts on people such as fauna in more rural areas, noise, air quality, emissions and severance of from the adverse effects of communities; transport activities; • Provides access to a wide range of goods and services • Objective C3: Achieve a without the need for private motorised transport; year-on-year reduction in the making car use a choice rather than a necessity; and number of road users killed • Does not have an unacceptable effect on the local or and seriously injured and global environment. enhance the personal safety of those in South Ayrshire; Objectives • Objective C4: Identify In order to properly structure the objectives of the LTS, locations of concern for the these have been split into two categories, comprising: safety and security of the travelling public and work with partners to address • Core Objectives; and • Targeted Objectives. these; • Objective C5: Support economic development by Core Objectives promoting interventions that reduce constraints such The Core Objectives cover all aspects of the strategy as congestion and parking, and enhance the efficiency and provide a framework for assessing all policies, of the transport network for both users and operators; projects and programmes identified within the • Objective C6: Better integrate transport and land-use document. In accordance with the Scottish planning in order to promote economic vitality and Government’s STAG it is proposed that the LTS should inform the Development Plan process; have at least one objective covering each of the • Objective C7: Better integrate different modes of following areas: travel and contribute to the development of multi- modal interchanges; • Environment; • Safety; • Economy; • Integration; and • Objective C8: Provide guidance to users, operators, • Accessibility and Social Inclusion. developers and others on matters of local policy, priorities and potential schemes; • Objective C9: Increase opportunities, for walking and cycling and improve the quality, affordability and accessibility of public transport for accessing key community facilities; and • Objective C10: Provide a deliverable and measurable action plan covering all aspects of transportation over the short, medium and longer term as part of the LTS.

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Targeted Objectives • Objective T4: Assist in the delivery of improved These objectives refer to more specific matters, such as onward links from Ayr railway station; specific transport mode needs, individual area • Objective T5: Assist in identifying transport objectives or more detailed plans or programmes. constraints and potential scheme solutions for future land planning through the development plan process; • Objective T1: Integrate core path network planning • Objective T6: To provide technical support to the and cycle route planning to provide maximum Council in its lobbying for improvements to the A77(T) opportunity and benefit; and in particular the Maybole bypass; and • Objective T2: Provide new and expand existing local • Objective T7: To work with the operators of Gateway cycle networks in Ayr, Girvan, Maybole, Prestwick and Hubs in delivering their surface access strategies. Troon; • Objective T3: Expand and enhance the QBC Network Table 9.1 presents the objectives appraised against through partnership with operators and SPT including STAG objectives and Scottish Government’s smart upgraded facilities at bus stops throughout South objectives. Ayrshire;

Table 9.1 Comparison of LTS Objectives and STAG / Scottish Government Objectives

STAG OBJECTIVES SCOTTISH GOVERNMENT'S STRATEGIC OBJECTIVES

LTS Objectives Environment Safety Economy Integration Accessibility Wealthier Healthier Safer & Smarter Greener & Social & Fairer Stronger Inclusion Objective C1 ••• •• • Objective C2 ••• Objective C3 •• • Objective C4 •• • Objective C5 •• Objective C6 •• • Objective C7 • Objective C8 •• Objective C9 ••• •••• • Objective C10 ••••••••••

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9. VISION AND OBJECTIVES

Vision The objectives also require to be SMART (Specific, South Ayrshire Council and its partners are committed Measurable, Achievable, Relevant and Time-bound), to working together in order that residents, businesses thereby consistent with the values of STAG. and visitors will enjoy a high quality integrated local transport system that: • Objective C1: Encourage modal shift to walking and cycling to assist in the promotion of a healthier lifestyle • Is efficient, safe, reliable and supports the sustainable and lessen environmental impact during the period of growth of the economy of South Ayrshire; the LTS; • Meets the travel needs of all users and supports an • Objective C2: Prioritise the active lifestyle; protection of human health • Manages the effects of transport in order to improve in urban areas and flora and road safety and control its impacts on people such as fauna in more rural areas, noise, air quality, emissions and severance of from the adverse effects of communities; transport activities; • Provides access to a wide range of goods and services • Objective C3: Achieve a without the need for private motorised transport; year-on-year reduction in the making car use a choice rather than a necessity; and number of road users killed • Does not have an unacceptable effect on the local or and seriously injured and global environment. enhance the personal safety of those in South Ayrshire; Objectives • Objective C4: Identify In order to properly structure the objectives of the LTS, locations of concern for the these have been split into two categories, comprising: safety and security of the travelling public and work with partners to address • Core Objectives; and • Targeted Objectives. these; • Objective C5: Support economic development by Core Objectives promoting interventions that reduce constraints such The Core Objectives cover all aspects of the strategy as congestion and parking, and enhance the efficiency and provide a framework for assessing all policies, of the transport network for both users and operators; projects and programmes identified within the • Objective C6: Better integrate transport and land-use document. In accordance with the Scottish planning in order to promote economic vitality and Government’s STAG it is proposed that the LTS should inform the Development Plan process; have at least one objective covering each of the • Objective C7: Better integrate different modes of following areas: travel and contribute to the development of multi- modal interchanges; • Environment; • Safety; • Economy; • Integration; and • Objective C8: Provide guidance to users, operators, • Accessibility and Social Inclusion. developers and others on matters of local policy, priorities and potential schemes; • Objective C9: Increase opportunities, for walking and cycling and improve the quality, affordability and accessibility of public transport for accessing key community facilities; and • Objective C10: Provide a deliverable and measurable action plan covering all aspects of transportation over the short, medium and longer term as part of the LTS.

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Targeted Objectives • Objective T4: Assist in the delivery of improved These objectives refer to more specific matters, such as onward links from Ayr railway station; specific transport mode needs, individual area • Objective T5: Assist in identifying transport objectives or more detailed plans or programmes. constraints and potential scheme solutions for future land planning through the development plan process; • Objective T1: Integrate core path network planning • Objective T6: To provide technical support to the and cycle route planning to provide maximum Council in its lobbying for improvements to the A77(T) opportunity and benefit; and in particular the Maybole bypass; and • Objective T2: Provide new and expand existing local • Objective T7: To work with the operators of Gateway cycle networks in Ayr, Girvan, Maybole, Prestwick and Hubs in delivering their surface access strategies. Troon; • Objective T3: Expand and enhance the QBC Network Table 9.1 presents the objectives appraised against through partnership with operators and SPT including STAG objectives and Scottish Government’s smart upgraded facilities at bus stops throughout South objectives. Ayrshire;

Table 9.1 Comparison of LTS Objectives and STAG / Scottish Government Objectives

STAG OBJECTIVES SCOTTISH GOVERNMENT'S STRATEGIC OBJECTIVES

LTS Objectives Environment Safety Economy Integration Accessibility Wealthier Healthier Safer & Smarter Greener & Social & Fairer Stronger Inclusion Objective C1 ••• •• • Objective C2 ••• Objective C3 •• • Objective C4 •• • Objective C5 •• Objective C6 •• • Objective C7 • Objective C8 •• Objective C9 ••• •••• • Objective C10 ••••••••••

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10. INITIAL CONSULTATION

An initial consultation process was carried out in Congestion on the road network was seen as an Autumn 2006 aimed at trying to understand the key important issue by many respondents with 67 people transportation issues and priorities in South Ayrshire.To ranking it as their highest priority. achieve this, 5000 questionnaires were distributed to South Ayrshire residents through libraries and Maintenance of the road network was also seen as an community facilities. important issue by many respondents. This issue attracted the highest number of respondents ranking it 89 questionnaires were returned by post and 252 as their highest priority issue (74). questionnaires were completed online giving a total response of 341. Figure 10.2 Providing better maintenance of the transport network The questionnaires contained two main questions and two supplementary questions which gave respondents 80 the opportunity to provide any additional suggestions not covered in the main questions. The main questions 70 asked for respondents views on the issues affecting

transport in South Ayrshire and the objectives to tackle 60 these issues.

The first question contained a list of 10 issues which 50 respondents were asked to rank from 1 (most important) to 10 (least important). The 10 issues listed and the 40 responses to them were: Votes 30 Figure 10.1 Tackling congestion on the road network

80 20

70 10

60 0 1 2345678910 Priority 50

40 Votes

30

20

10

0 1 2345678910 Priority

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Figure 10.3 Making bus services more accessible, Figure 10.4 Making walking and cycling real user friendly and integrated alternatives for some journeys

80 80

70 70

60 60

50 50

40 40 Votes Votes

30 30

20 20

10 10

0 0 12345678910 12345678910 Priority Priority Issues relating to bus services were also generally seen Walking and cycling issues were not seen as important as important to most respondents, although not as to the majority of respondents, reflecting the minority important as congestion and road maintenance. who use these modes at present.

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Figure 10.5 Improving rail services and access to Figure 10.6 Reducing the environmental impact of stations transportation

80 80

70 70

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50 50

40 40 Votes Votes

30 30

20 20

10 10

0 0 12345678910 12345678910 Priority Priority

The improvement of rail services and access to stations Despite all of the publicity that the environmental was given mixed priority among respondents. Many impact of transportation receives in the media, it was people however, especially in rural areas of South not seen as a high priority of many respondents at a Ayrshire will not have access to rail services. local level.

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Figure 10.7 Improving access to community services Figure 10.8 Improving car parking provision and the such as hospitals enforcement of yellow lines

80 80

70 70

60 60

50 50

40 40 Votes Votes

30 30

20 20

10 10

0 0 12345678910 12345678910 Priority Priority

Improving access to community services was seen as a Car parking provision was again seen as a low priority low priority by many respondents. This could be due to for a majority of respondents. This links with the high good existing access. level of respondents prioritising means to tackle congestion.

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Figure 10.9 Reducing the number and severity of Figure 10.10 Investing in transport infrastructure road traffic collisions and services to grow the economy

80 80

70 70

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50 50

40 40 Votes Votes

30 30

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0 0 12345678910 12345678910 Priority Priority

At a local level, there was a mixed response to the Again, linking the investment of transport infrastructure prioritisation of reducing the number of road traffic with growth in the economy received a mixed level of collisions. This is likely to be seen as a more national responses. issue with high profile national campaigns in the media. Overall ranking of these issues was carried out by grouping the three highest priority options and the three lowest priority options of respondents. The issues given the highest overall priority by respondents are displayed in the figure below.

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Figure 10.11 Analysis of Options Ranked 1 - 3 The issues given the lowest overall priority by respondents are displayed in the figure below. 180 Figure 10.12 Analysis of Options Ranked 8 - 10

160 180

140 160

120 140

100 120 Votes 80 100

60 Votes 80

40 60

20 40

0 12345678910 20 Option

0 Maintenance of the existing network was the issue given 12345678910 the highest priority overall with 48% of respondents Option ranking it first, second or third in priority. Making bus services more accessible, user friendly and integrated is ranked second with 45% of respondents ranking it first, second or third in priority. 42% of respondents ranked the issue of tackling congestion on the road network.

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The issue given the least priority overall was Improving 2. To prioritise the protection of human health in car parking provision and the enforcement of yellow urban areas, and the natural environment in more lines with 40% of respondents selecting this issue as 8th, rural areas, from the adverse effects of transport 9th or 10th choice. Making walking and cycling real activities alternatives for some journeys and investing in transport infrastructure and services to grow the economy were 120 ranked 8th equal overall with 34% of respondents selecting these issues as 8th 9th or 10th choice. 100

Question 2 gave the respondents the opportunity to 80 provide one or two additional issues that were not covered in Question 1. 60 Votes The third question contained a list of 10 strategic objectives for the LTS to address the national 40 assessment criteria of environment, safety, economy, integration and accessibility/social inclusion. The 10 20 objectives listed were:

0 1. To encourage a greater share of trips by walking 12345678910 and cycling and to assist in the promotion of a Priority healthier lifestyle

120 3. To achieve a year-on-year reduction in the number of killed and seriously injured on roads 100 in South Ayrshire

120 80

100 60 Votes

80 40

60 20 Votes

40 0 12345678910 Priority 20

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4. To identify areas of concern for the safety and 6. To better integrate transport and land use security of the travelling public and work with planning in order to promote economic growth partners to address these and inform the Development Plan process

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5. To support economic development by promoting 7. To better integrate different modes of travel schemes that reduce constraints such as (such as bus and rail) and continue to develop congestion, and enhance the efficiency of the interchanges where different modes come transport network together

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8. To provide guidance to users, operators, 10. To provide a deliverable and measurable action developers and others on matters of local policy, plan covering all aspects of transportation over priorities and potential schemes the short, medium and longer term

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Overall ranking of these objectives was carried out by 9. To increase the accessibility of key community grouping the three highest priority options and the facilities (such as health centres) to all people by three lowest priority options of respondents. The walking, cycling, and public transport objectives given the highest overall priority by respondents are displayed on the following page. 120

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Analysis of Options Ranked 1 - 3 Analysis of Options Ranked 8 - 10

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The objective of achieving a year-on-year reduction in The issue given the least priority overall was providing a the number of killed and seriously injured on roads in deliverable and measurable action plan covering all South Ayrshire was given the highest priority overall aspects of transportation over the short, medium and with 48% of respondents ranking it first, second or third longer term with 54% of respondents selecting this issue as in priority. To better integrate different modes of travel 8th, 9th or 10th choice. Toincrease the accessibility of key (such as bus and rail) and continue to develop community facilities (such as health centres) to all people by interchanges where different modes come together was walking, cycling, and public transport was ranked 9th the objective ranked second overall with 47% of overall with 35% of respondents selecting this issue as 8th respondents ranking it first, second or third in priority. 9th or 10th choice and to encourage a greater share of trips The objective ranked third overall was to identify areas by walking and cycling and to assist in the promotion of a of concern for the safety and security of the travelling healthier lifestyle was ranked 8th overall with 31% of public and work with partners to address these with 41% respondents selecting this issue as 8th 9th or 10th choice. of respondents ranking it first, second or third in priority. Question 4 gave the respondents the opportunity to The objectives given the lowest overall priority by provide any additional objectives that were not covered in respondents are displayed in the figure above. Question 3.

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Overall, the initial consultation was a worthwhile process and helped to steer the process of producing the LTS documents. A second consultation was completed in the early part of 2009. This follow up consultation enabled the Council to follow up on initial comments recieved and show the consultees how the LTS documents have developed. A report detailing this follow up consultation will be made available in the summer of 2009.

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11. COMMITTED SCHEMES

There are a number of projects that are in preparation, There are also a number of schemes that could be taken in the tender process, under construction or due for forward by the private sector as part of proposed major completion that will form the baseline for the developments. Those identified to date are as follows: assessment of intervention options. There are publicly funded schemes that are linked to the various funding Table 11.2 Private Sector Funded Schemes streams for transportation projects, and are as detailed in the following tables. Development Scheme NE Troon Contribution to improvements at Table 11.1 Funded Schemes Barassie multi-modal interchange Funding Scheme SE Ayr A77(T) Bankfield roundabout SPT Traffic counter upgrade capacity improvements Bridge improvements (cycling) A77(T) Holmston roundabout Troon town centre study capacity improvements Cycling route (Marr College) A77(T) Dutch House roundabout Holmston Road Phase 2 capacity improvements CWSS Smith Street one way/upgrade A77(T) Whitletts to Bankfield dualling Cycling schemes SE Ayr (Ayr Hospital) railway station SAC Capital Ayr voucher parking traffic signs SE Ayr Park-&-Ride Funding upgrade Greenan Re-routing of NCN7 through site Deveron/Kilmarnock Road signals New bus shelters New traffic signal/pelican Upgrade Monktonhill Road Rural speed activated warning signs Rural safety management measures Urban traffic calming measures King Street underpass upgrade Turner’s Bridge refurbishment Grangestone Bridge – measures to prevent vehicle incursion onto railway line Bridge Strengthening Programme Street Lighting Replacement Programme

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12. INTERVENTIONS AND PROJECTS

Within the preceding chapters we have identified the priority measures would allow buses to travel faster problems, their causes, constraints and opportunities along Holmston road which faces congestion at peak that exist on our transportation network. South Ayrshire travel periods. Coucil have also set out the vision and objectives that we have for developing the network. This work has Ayr Station Interchange allowed South Ayrshire Coucil to generate a number of A STAG Appraisal is being undertaken in partnership options that address the various issues identified. with SPT into options for improving the interchange at Ayr Station. Option Generation A number of options have been proposed by South Ayr Town Centre West Enhancements Ayrshire Council and its partners to target resolution of Enhancements to Ayr Town Centre West would provide the planning objectives which have been outlined in the improved bus stops, shelters and footway areas to serve vision and objectives chapter. A do minimum option has the west town centre area. Associated traffic been defined for option appraisal purposes. management measures would enhance safety and improve traffic movements. The footway at the Gaiety Pedestrian, Cycling and Tourism (coach and car) Theatre would be widened to provide sufficient space Signing Strategy for pedestrians. Bus stops in this area cater for a large This strategy would adopt a consistent approach to number of movements and are in a poor condition. The signing throughout the area for pedestrian and cyclists. West of Ayr Town Centre has key points of pedestrian/vehicle conflict that is required to be Development of Local Cycle Networks in Ayr, Troon, resolved. Parking within the end section of Carrick Prestwick and Girvan Street also causes disruption and reduces the amenity The existing cycle networks could be expanded and of the area. new local networks introduced, building on the good practice in this area that the Council has developed. Bus Based Park-&-Ride A bus based Park-&-Ride site could be developed to the Alloway to Maybole Road Cycle Route north of Ayr/Prestwick which could capture trips into Ayr This scheme would be an extension of the existing from the A77/A78 and trips out of Ayr heading for Burton to Alloway route. Glasgow, Kilmarnock, Irvine and Lanarkshire.

Cycle Parking Hubs Coach Drop-off and Parking Areas Provide cycle parking and storage facilities at major Identification of suitable coach drop off areas and hubs e.g. shopping. improved directional signage to parking areas.

Expansion/Enhancement of the QBC Network Provision of Taxi Ranks in Prestwick and Troon The QBC network could be extended further to include There are currently no taxi ranks in Prestwick or Troon, further bus stop enhancements, bus priority where identification of suitable locations and provision of ranks appropriate and the development of other initiatives is desirable. such as real time information. Ayr to Glasgow via Paisley Service Enhancement A70 Holmston Road Bus Enhancement Increase service frequency from 2 trains per hour to 3 The A70 Holmston Road Bus Enhancement would trains per hour throughout the day on the Ayr to provide a westbound bus lane and eastbound parking Glasgow Central railway line. Capacity on services lane. A reduction in speed limit from 40mph to 30mph would be increased in terms of carriage numbers from 3 would improve safety and may encourage more people to 4 as an increase in length of some station platforms. to walk and cycle along the road. Implementing bus There is a long-standing desire to improve the service

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frequency on the Ayrshire coast line. The volume of A70 Widening East of Holmston Road Roundabout passengers travelling to GPA is projected to increase Provision of additional capacity on the eastern and there is a need for train capacity to be improved to approaches to Holmston Roundabout from the A70. accommodate this service upgrade. Prestwick Northern Distributor and Glasgow Upgrade of Barassie Station Prestwick Airport Access Barassie Station could be upgraded to include The Prestwick Northern Distributor and GPA access additional parking for Park-&-Ride customers. road would involve creating a link road between Shawfarm Road and Sandyford Roundabout. This would Extension of Electric Service to SE Ayr involve upgrading Shawfarm Road and providing a The ESE would extend the electrified rail network from tunnel under the second runway to link into the A77 (T) Ayr train station to Dalrymple Junction with a new at Sandyford Roundabout. GPA acts as a barrier to east- station at Ayr Hospital. This would allow more people to west trips forcing these onto A79 or B743 roads. This travel to healthcare facilities by using public transport. channels traffic through Prestwick. The Northern Distributor route would supply an effective east-west A77 (T) Maybole Bypass linkage, alternative access to GPA to Prestwick and To support Transport Scotland in the delivery of enhanced connection to the A77 (T) for the airport. Maybole Bypass. This would provide relief to the community of Maybole from through traffic. Prestwick Eastern Bypass The Prestwick Eastern Bypass would reduce congestion A77(T) Holmston Roundabout Capacity at key locations in Prestwick and Ayr. A traffic distributor Improvements road between Liberator Drive and Sandyford This is a Trunk Road Scheme, additional capacity will be Roundabout would link Heathfield with the A77 (T). This required to facilitate the SE Ayr development. would allow for the development of the East Sanquhar area and relieve congestion at Whitletts Roundabout, A77(T) Ayr Bypass Dualling East Road and on the A79. A bypass at the east of This is a Trunk Road Scheme, additional capacity will be Prestwick would provide an opportunity for a new required to facilitate the SE Ayr development. access link to GPA.

A70 Coylton Bypass Ayr Inner Ring Road (A719) Coylton is a small settlement which lies on the A70 to A new dual carriageway link road would include a new the East of Ayr. At present the settlement experiences bridge across the River Ayr to link Fort Street/Harbour high levels of congestion especially at peak period Street with A719 King Street. This would allow for the travel times. A single carriageway bypass of the town is inner ring road to be completed and an additional proposed. Creating a bypass would provide relief to the crossing over the River Ayr which would reduce traffic local community from through traffic and would improve on and around existing bridges. There would be the existing congestion problems in Coylton. The potential for bus and cycle priority measures to be number of HGVs travelling through Coylton would implemented on the new bridge. Providing an decrease as a result of a bypass being implemented. additional crossing of the River Ayr is vital to the long Residents’ safety would be enhanced as a result of the term development of the town. bypass providing road space for vehicles to avoid unnecessarily travelling through Coylton to reach their B749 Monktonhill Realignment destination. Safety led intervention – realignment of roadway due to poor geometry.

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GPASurface Access Strategy Joint Ayrshire Decriminalisation The Council will work with GPAto develop a surface access Parking violations within South Ayrshire are currently the strategy for the airport. responsibility of the police. A study is taking place into a potential decriminalisation of parking, jointly with East Port of Troon Road Access Ayrshire and North Ayrshire. Provisionofatrafficmanagementschemefortheshorefrontin TroonandBarassieforaccesstothePortofTroon.

Port of Ayr Road Access The Port of Ayr is recognised as a gateway location in the NPFW and Structure Plan. Due the increase in haulage transported through the harbour,improvements to the GPA/ North Prestwick Controlled Parking surrounding road network are needed to support present This will be considered in the parking study of the Prestwick and future volumes of port related traffic. Existing road area which is due to report. access to the port is poor and improvements would allow develop accessibility for road vehicles transporting freight Residents Parking Zones through the port. This intervention would involve a series of This will be considered in the parking study of the Prestwick alterations to important junctions which would improve the area which is due to report. hierarchy of the road network serving the port, with a particular focus on Waggon Road. Travel Information Hubs / Real Time Information Provision of information at key hubs and on the main A759/A719 (north) AIP Scheme transport route corridors servicing Ayr. Funding is sought to undertake a route action plan on this route. Carrick ‘Ring n’ Ride’ Extended Operation The current hours of operation of this service are 07:00 to A70/A713 AIP Scheme 19:00 Monday to Saturday.This proposal would increase Funding is sought to undertake a route action plan on this the operating hours of this service. route. Appraisal Process A719 (south) AIP Scheme We have undertaken an initial sift of the identified projects, Funding is sought to undertake a route action plan on this in the separate STAG Appraisal document, to consider route. which are appropriate to be taken forward to the STAG Part 1 analysis. In undertaking this sift, we have considered a A714 AIP Scheme number of specific issues: Funding is sought to undertake a route action plan on this • Is the scheme committed? route. • Is the scheme on a trunk road? • Is the scheme being promoted by others? Prestwick Traffic Management and Parking Scheme • Is a STAG analysis already available or being This will be considered in the parking study of the Prestwick undertaken for the scheme? area which was recently reported. From a total of 41 options, 29 were taken forward to Part 1 HGV Overnight Parking Facility Appraisal. Two options were rejected following Part 1 Overnight parking is restricted in Maybole and Prestwick. Appraisal and the remaining 27 options were formed into Improved information and signage may be required to five packages and taken forward to Part 2 Appraisal. The direct HGV’sto the parking facilities. STAG analysis can be found on the USB card at the rear of the document.

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13. PARKING STANDARDS

Introduction Via the introduction of the Ayr town Centre Undesirable implications of traffic are not only felt when Management Initiative (ATCMI), the council wishes to vehicles are moving but likewise when vehicles are continue and promote the parking strategy applied by parked. Parking is a fundamental aspect of ATCMI aimed at: transportation; essentially parking policy is about Using a Controlled Parking Zone (CPZ) and pricing supplying parking spaces to a market to manage and policy to: control its demand. A well-organised and managed • Encourage short-stay use of the Town centre car parks; parking strategy plays an important role in managing • Encourage long-stay use of the free car parks on the the demand of car use in community locations, periphery of the town centre; and, discouraging unnecessary car journeys and • Implement a signing strategy to direct drivers via simultaneously promoting attention to the specific routes to a range of short and development of various sustainable travel modes. long-stay parking areas. Efficient parking provision plays an important role in aiding healthier more sustainable town environments and promotes economic growth for local shops and businesses.

Current parking issues within South Ayrshire have various causes including the displacement of parking from the controlled parking zone, parking needs generated by bus and rail commuters and airport passengers. The displaced parking from the controlled zones mostly affects residential areas which are within easy walking distance of the town centres. Many of these areas are made up of Victorian properties with little or no off road parking provision.

A balance has to be struck to ensure that town centres are not dominated and congested by the presence of parked vehicles or void of parking facilities that could deter the economic growth of town centre business to the benefit of out of town retail centres where parking is ample. Therefore the Council aims to encourage parking facilities in town centres as short stay parking and discourage long stay parking to a level that the council deems appropriate. However, in sparsely populated locations such as rural areas, public transport may be infrequent and the use of private vehicles is therefore an essential means of daily life. In contrast to urban location where parking standards may be more restrictive, recommendations for parking facilities in rural areas can be more lenient.

Studies are ongoing into the provision of a bus based Park-&-Ride facility to serve trips into Ayr and commuter trips out of Ayr.

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The careful control of street parking is considered to be a requirement for effective traffic management and the promotion of an alternative to the car. The council also wishes to continue the strategy of the on-street parking introduced to the town of Ayr in 1993 by aiming to: • Increase short stay on-street parking opportunities for shoppers and visitors; • Provide residents with improved on-street facilities by precluding all day commuters parking; and, • Encourage greater use of public transport, cycling and walking for travel to work.

The range of car parking classes currently in use in South Ayrshire is split into the following categories: • On-street (uncontrolled); • On-street (controlled); • Off-street car park (South Ayrshire Council); • Off-street car park (Private operator); • Off-street (Private non-residential); and • Off-street (Private residential)

On-street Parking The majority of streets within South Ayrshire have uncontrolled parking. Controlled areas are only present where parking cannot be permitted for reasons of traffic capacity or where demand has to be managed.

Off-street Car Parks The council provides public car parks in the major urban areas. The councils aim to ensure that public car parking facilities are safe and sufficient to meet the needs of the local area and business and tourism economy. A list of off-street car parks in South Ayrshire town centres is shown in Appendix C.

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14. ACTION PLANS

As part of the LTS, an action plan is completed detailing 2009, medium term from 2014 and long term from 2019, how the objectives will be met and the policies that will be although this is largely dependent on funding being followed in achieving those objectives. Short term available and the pace of growth and demand to travel. interventions are anticipated to be implemented from

Core Objective Targeted Objective C1 Encourage modal shift to walking and cycling to assist T1 Integrate core path network planning and cycle route in the promotion of a healthier lifestyle and lessen planning to provide maximum opportunity and benefit. environmental impact during the period of the LTS.

Policies P1 The Council will encourage increased cycling trips by requiring cycle networks to be effectively linked.

Action Plan Short Term Medium Term Long Term Review and update LCN and NCN Maps •• Promote the benefits of walking and cycling •• Develop local proposals to encourage walking • and cycling Implement the above proposals • Work with schools to implement School Travel Plans •

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Core Objective C2 Prioritise the protection of human health in urban areas and flora and fauna in more rural areas from the adverse effects of transport activities.

Policies P2 The Council will require that vehicle pollution levels are P4 The Council will seek to safeguard sensitive areas from regularly monitored at key locations to identify sites that the negative impacts of road freight. might pose a risk to health from vehicle emissions. P5 The Council will designate appropriate advisory routes P3 The Council will control the impacts of vehicles to for heavy goods vehicles to provide traffic relief to safeguard sensitive areas. If there is an opportunity for communities. improvement, this will be achieved in association with other agencies.

Action Plan Short Term Medium Term Long Term Monitor air quality and traffic levels at existing sites • Expand air quality monitoring sites • Model development impact on air •• quality in existing developments Model development impact on air • quality in local plan proposals Model development impact on traffic •• noise in existing developments Model development impact on traffic • noise in local plan proposals Identify where National Air Quality Strategy •• (NAQS) levels may not be met If necessary, designate Air Quality • Management Areas (AQMA) Develop a road freight routing strategy • to safeguard sensitive areas Designate a network of strategic •• and feeder routes for freight Support research into the use of cleaner • and quieter road freight vehicles Assist in the implementation of measures to support • the use of cleaner and quieter road freight vehicles Investigate the feasibility for a shopping delivery service • Consult with retail outlets and implement a • shopping delivery service, if appropriate

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Core Objective C3 Achieve a year-on-year reduction in the number of road users killed and seriously injured and enhance the personal safety of those in South Ayrshire.

Policies P6 The Council will provide a consistent and structured P7 The Council will support and assist the Scottish programme of education, training and publicity, within Government, Police and other emergency services with educational establishments, from pre-fives to colleges, their enforcement initiatives, which are focused on aimed at developing awareness, skills and attitudes that casualty reductions or collision avoidance and will identify will enable travellers to minimise their exposure to risks areas where casualty savings can be made within the and will support individual schools to develop school development of transport activities. travel plans aimed at safe and sustainable travel.

Action Plan Short Term Medium Term Long Term Continue programme of Accident Investigation ••• and Prevention (AIP) Work with the Scottish Government to ••• improve safety on trunk roads Continue programme of road safety education in ••• schools/development of school travel plans/safer routes to schools Speed cameras, red light running provisions at ••• appropriate locations through consultation with relevant parties Develop a Road Safety Plan that takes cognisance of the •• soon to be published Road Safety Strategy for Scotland and the National Road Safety Targets for beyond 2010

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Core Objective C4 Identify locations of concern for the safety and security of the travelling public and work with partners to address these.

Policies P8 The Council will continue to provide taxi marshals at P10 The Council will work with SPT, Strathclyde Police and ranks between 11:00pm and 4:00am on Friday and South Ayrshire Community Safety Partnership to improve Saturday nights and during other busy occasions at safety and personal security on public transport services appropriate locations. and infrastructure, and will develop and enhance CCTV P9 The Council will improve pedestrian safety and coverage to improve the safety and security of public security through routes or areas that require such transport users. measures, with a particular focus on routes to school, P11 The Council will provide support for improvements to including the implementation of pedestrian crossing the safety of the Trunk Road Network by working with facilities that have been assessed using the approved Transport Scotland to deliver such schemes as the A77 criteria, when funding is available. Symington and Bogend Toll improvements.

Action Plan Short Term Medium Term Long Term Continue to investigate and introduce 20mph ••• speed limits where appropriate Work with SPT, Police and Transport Operators to • develop initiatives to reduce public transport accidents and increase personal security Implement public transport safety and • security initiatives, identified above Identify schools needing safer access • Review areas for zig zag markings and •• introduce where appropriate Continue to implement revised • School Crossing Patrol Plan

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Core Objective Targeted Objective C5 Support economic development by promoting T6 To provide technical support to the Council in its interventions that reduce constraints such as congestion, lobbying for improvements to the A77 (T) and in particular and enhance the efficiency of the transport network for the Maybole bypass. both users and operators.

Policies P12 The Council regard the responsibility for funding new P21 The Council will ensure that all bridges and other road infrastructure and improvement schemes, required structures are regularly inspected and maintained in a safe primarily for development purposes, as resting with the and fit-for-purpose condition. developer and will seek to obtain contributions to specified P22 The Council will carry out and review the structural public transport infrastructure. assessment of all bridges and roads structures to determine P13 The Council will review provision, usage, management their suitability to safely carry traffic, complying with current and charging mechanisms for parking. Construction and Use Regulations and in the case of P14 The Council will promote the provision of parking structures which are found to be substandard, ensure facilities for cars, pedal and motorcycles, goods vehicles that appropriate interim measures are implemented until and coaches, including the provision of adequate parking the required strengthening or replacement works are facilities and access arrangements for people with mobility carried out. difficulties where appropriate. P23 The Council will minimise the detrimental effects of P15 The Council will implement a strategy in the urban external influences on the fabric of roads (e.g. installation and centres, including the imposition and review of restrictions repair of underground services, housing modernisation and charges, where appropriate, and manage the demand schemes, etc.) and will comply with the statutory requirements to encourage the efficient use of available parking spaces, of the New Roads and Street Works Act of 1991. for parking within town centres. Contributions in lieu of car P24 The Council will continue to investigate and develop parking will also be sought for town centre developments, winter maintenance services, particularly the ice prediction where full car parking standards cannot be met on-site. and forecasting services, to improve their effectiveness and P16 The Council will ensure good management of publicly review its priority gritting routes to meet the needs of available parking facilities. increasing traffic flows and public expectations. This will also P17 The Council will develop and implement an overall include further development of thermal mapping systems. Roads Management Plan incorporating individual plans for P25 The Council will support the provision of new rail each group of assets associated with the road network freight depots and the expansion of existing facilities including non-carriageway items such as bridges, street including giving advice on appropriate applications by firms lighting, traffic signs, traffic signals and road markings. for grants to construct freight facilities. The Council will also P18 The Council will develop all elements of the road encourage new activities with high freight movements to network and car parks in the most efficient and cost locate close to existing or proposed rail facilities. effective manner and will work towards removing the P26 The Council will provide access for delivery vehicles to backlog of maintenance work, within available budgets town centres and assist the distribution of goods, subject to P19 The Council will develop a forward programme of such time restrictions as required to achieve a safe major structural maintenance schemes to prevent pedestrian environment and secure the operational deterioration of the existing road stock and avoid the need performance of the network. for more expensive work later including the provision of P27 The Council will ensure that all existing coastal new and improving existing road drainage in order to defences protecting the local road network and other preserve the fabric of the road network. Council property are regularly inspected and maintained in P20 The Council will aim to provide improved and more a fit-for purpose condition and where necessary aim to energy-efficient street lighting in line with current standards provide new and enhanced protection measures within to meet both national and local energy saving objectives. available budget.

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Action Plan Short Term Medium Term Long Term Review parking provision to enhance town centre operations • Consider the results of the public consultation on the • recommendations of parking studies in Prestwick Amend and implement recommendations of the • parking studies and public consultation Conduct similar parking studies and consultations for other areas •• Review demand for parking in tourist areas • Implement appropriate measures for parking in tourist areas • Identify and implement opportunities for the •• expansion of coach parking provision Review the operation of the new parking measures •• Review parking/loading facilities on major • arterial routes, where appropriate Continue programme of rationalising parking/loading facilities •• Review and adjust parking/loading facilities • Work with Associated British Ports to ••• develop surface access to the ports of Ayr and Troon Develop Asset Management Plans for • each group of roads assets Implement above Asset Management Plans •• Develop a prioritised programme to deal with • maintenance backlog on roads, footways, bridges, street lighting and cycleways Implement the programme developed above • Continue with an appropriate level of maintenance on roads, •• footways, street lighting, cycleways and bridges carrying public roads Develop improved access to the Port of Ayr •• Work with partners to develop strategic and local upgrades •• to deliver the requirements of the Structure Plan Pursue the case for a Maybole bypass with associated •• facilities for cycling, walking and public transport Encourage the Scottish Government to upgrade the •• A77 to motorway standard north of Ayr. Pursue the improvement of major interchanges to allow priority •• for buses, coaches, taxis, motorcycles and freight vehicles Introduce an area wide database for ranking each road, • footway and cycleways by condition Complete a bridge assessment for all •• bridges carrying public roads Based on the results of the above bridge assessments, •• carry out necessary actions including strengthening or replacement where required Continue to inspect and maintain coastal defences • Implement new and enhanced coastal protection •• measures where identified

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Core Objective Targeted Objective C6 Better integrate transport and land-use planning in T5 Assist in identifying transport constraints and potential order to promote economic vitality and inform the scheme solutions for future land planning through the Development Plan process. development plan process.

Policies P28 The Council will prioritise the linkage of major transport P33 The Council will develop a pattern of land use that is hubs with other facilities through effective pedestrian routes. integrated with all modes of transport including walking, P29 The Council will require that new developments have cycling and public transport and will ensure that transport cycle parking facilities and adequate access for cycle use and provision contributes to the release of and access to continue to install or seek installation of secure short to long employment sites, and generally to the growth of the term cycle parking at appropriate locations where there is a economy,to ensure job opportunities are available to all. significant actual or potential demand for parking. The P34 The Council will require that new developments provide Council will work with partners to provide cycle access routes facilities for pedestrians, cyclists, public transport, people to major areas of activity. with disabilities and speed reduction measures, where P30 The Council requires that road safety audits are carried practical. New development should also incorporate new out at the planning, design and construction stages of all and enhanced access opportunities where appropriate whilst developments as appropriate. Audits will appropriately ensuring that current public rights of way are protected in the address the various modes of transport being considered. promotion of new transport proposals. P31 All new housing developments will be required to be P35 The Council will ensure that proposed new planned as mandatory 20mph zones and 20mph areas will developments provide levels of parking in compliance with be promoted and installed, including part time mandatory current Scottish Government guidance and do not 20mph speed limits outside schools, where appropriate. encourage unacceptable levels of car use where alternatives P32 The Council could consider complimentary policies in their are, or could be made, available. Development Plans that support the LTS by encouraging P36 The Council will provide supplementary planning developments in close proximity to local facilities and guidance detailing developer contributions. amenities thereby reducing the need to use transport.

Action Plan Short Term Medium Term Long Term Research the feasibility for better integration • with other parts of Ayrshire Develop proposals for upgraded and new bus •• and rail links to other parts of Ayrshire Seek to introduce 4 trains per hour from Glasgow to South Ayrshire • Research, consult and develop initiatives to reduce car use •• • Develop land-use policies to reduce car dependency • Incorporate land-use policies developed above in the Local Plan • Implement land-use policies developed above •• Monitor and adjust land-use/transport policies • Review locational policy • Review scope and mechanism for developer contributions • Develop supplementary planning guidance • detailing developer contributions Review and adjust supplementary planning •• guidance detailing developer contributions Adjust supplementary planning guidance detailing • developer contributions following review Test the impacts of the proposals in the new Local Plan • Assist the Development Control Team in •• • implementing the new land-use policies

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Core Objective Targeted Objective C7 Better integrate different modes of travel and T4 Assist in the delivery of improved onward links from contribute to the development of multi-modal Ayr railway station; and T7 To work with the operators of interchanges. Gateway Hubs in delivering their surface access strategies.

Policies P37 The Council will support the transport of bicycles on P40 The Council will work with partners to promote the bus and rail services. availability of taxis at key interchanges points so that P38 The Council will pursue the integration of local better integration between taxis and other modes is services, school transport and social services transport, improved. where practical, including making full and efficient use of P41 The Council will work with SPT, Transport Scotland, Council owned passenger carrying vehicles and train operating companies and GPA to upgrade and encouraging the use of innovative transport modes maintain bus and rail facilities to a high standard and to providing adequate access, by as many modes of provide infrastructure where appropriate. transport as possible, to employment and other facilities P42 The Council will seek to promote a Park-&-Ride for rural communities. scheme, complemented with passenger information P39 The Council will work with others to assist in the systems and cycle and pedestrian facilities, to serve the integration of the public transport network, through town of Ayr and the surrounding area. improved interchange facilities, Park-&-Ride, through ticketing, improved timetables and other initiatives.

Action Plan Short Term Medium Term Long Term Implement multi-modal interchanges •• Implement Park-&-Ride at Ayr Hospital •• Investigate potential Park-&-Ride sites to the north of Ayr •• Develop Park-&-Ride site to the north of Ayr •• Work with Infratil Ltd to continue growth of GPA ••• Work with Infratil Ltd to develop and implement • the Airport Surface Access Strategy

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Core Objective C8 Provide guidance to users, operators, developers and others on matters of local policy, priorities and potential schemes.

Policies P43 The number of taxis and private hire cars (PHC) in P48 The Council will develop a TP,initially amongst South Ayrshire is not limited. The Council will consider Council employees, as a positive measure to limit the each taxi or PHC application. growth in car commuting, and provide assistance to other P44 The Council will consult in the event of relocation of organisations to do the same. existing taxi ranks or determination of appropriate P49 The Council will require that new developments locations for new taxi ranks so that the needs of users and adequately cater for walking trips where appropriate. operators are taken into account. P50 The Council will work with the Scottish Government, P45 The Council will set out the standards for roads and Network Rail and relevant freight operating companies to transport design within the Council's Roads Development facilitate the efficient movement of freight, provide freight Guidelines and apply these guidelines to the control of all with appropriate routes and service accesses and to new developments. encourage freight transfer from road to air, sea and rail, P46 The Council will require proposed developments of a where possible. certain scale and/or potential impact to be examined P51 The Council will work with Central Government and through a Transport Assessment. Network Rail to provide new and enhance existing P47 The Council will require that any proposed important rail links for freight and passengers between development that requires a Transport Assessment shall South West Scotland and mainland Europe, via the also have a Travel Plan (TP). Existing developments will be Channel Tunnel, and to expand the current programme of encouraged to develop TP. electrification to include the whole of South Ayrshire.

Action Plan Short Term Medium Term Long Term Develop a comprehensive taxi policy • Review scope for maximum and minimum parking • standards for new developments Review previous development control parking standards • Develop appropriate new development control parking • standards, to reflect the new integrated transport strategy Implement new development control parking standards •• Review and adjust development control parking •• standards to ensure strategy is ‘on target’ Implement adjusted development control parking standards, if necessary • Maintain and monitor the Council’sown TP •• Review and adjust the Council’sown TP •• Consult with large local organisations to encourage •• and assist them in developing their own TP Develop and adopt TP guidelines to assist new developments • Work with Development Control to implement ••• TP measures in new developments Review and adjust TP guidelines to take into account land-use changes • Assist employers with developing and implementing • TP measures identified above Identify potential rail freight sites with Network Rail •• and Freight Operating Companies Identify likely demand for intermodal terminals ••

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Core Objective Targeted Objective C9 Increase opportunities, for walking and cycling and T2 Provide local cycle networks in Ayr, Girvan, Maybole, improve the quality, affordability and accessibility of Prestwick and Troon; and T3 Expand and enhance the public transport for accessing key community facilities. QBC Network through partnership with operators and SPT including upgraded facilities at bus stops throughout South Ayrshire.

Policies P58 The Council will strive to maintain, where P52 The Council will investigate areas of high pedestrian appropriate, levels of service of public transport systems demand with a view to the reallocation of road space to which would otherwise be withdrawn without financial ease pedestrian congestion and improve the pedestrian support from environment. the Council and SPT and work with SPT to apply fares P53 The Council shall aim to upgrade all pedestrian on tendered services, with a philosophy of maximising crossing points to have dropped kerbs and tactile best value. paving. P59 The Council will, where appropriate, develop P54 The Council will provide or require pedestrian Quality Partnerships with bus operators, SPT and other stages at all new traffic signal installations where there is organisations and will pursue, where relevant, measures a proven or expected demand. specifically related to promoting the use of public P55 The Council will take account of the needs of cyclists transport, such as bus priority schemes to improve bus in the implementation of traffic management schemes service provision in the area. and road developments. P60 The Council will promote public transport for P56 The Council will develop the further provision of socially excluded groups and communities, which cycle training for communities. includes women, the elderly, the young, the mobility P57 The Council will work with SPT and other challenged and ethnic minorities to provide access to stakeholders to promote public transport as the most employment and other facilities. This would also include attractive and convenient option for most journeys and providing taxi concessionary fares schemes. improve public awareness of public transport services by P61 The Council will improve access to the main town developing/providing relevant publicity material. The centres by enhancing public transport, walking and Council will also co-operate with operators in providing cycling facilities, to offer attractive sustainable transport comprehensive information about their services and alternatives. support the provision of traveline Scotland as the telephone and internet service portal for public transport information.

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Action Plan Short Term Medium Term Long Term Identify new traffic signal improvements • and pedestrian crossings Install new traffic signal improvements • and pedestrian crossings Review core pedestrian route networks • Upgrade pedestrian routes in phase 2 of QTC’s •• subject to funding Complete upgrading of Ayr Town Centre underpasses • Carry out refurbishment of Turner's Bridge in Ayr • Continue to develop local cycle networks •• Implement cycle parking in new developments •• and other identified locations Introduce cycling facilities in phase 2 •• of the QTC’s subject to funding Introduce advance cycle stoplines in •• all appropriate signal installations Identify junctions which need to be made safer for cyclists • Modify junctions above or find •• alternative routes for cyclists Work with external organisations and local communities ••• to identify improvements to cycle facilities Develop multi-modal partnerships with SPT • and public transport operators Implement further QTC’s subject to available funding • Implement selective vehicle detection • at all relevant traffic signals Continue to upgrade well used bus stops •• Improve and extend existing parking •• facilities at railway stations Implement real time public transport information ••• systems on QTC’s where feasible Support/promote the operation of traveline ••• Improve cycle rack provisions and safety at schools •• Expand the availability of Dial-a-Bus • and Dial-a-Taxi networks Maintain new levels of Dial-a-Bus and •• Dial-a-Taxi networks Improve pedestrian and cycle facilities to enhance •• opportunities for independent mobility

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Core Objective C10 Provide a deliverable and measurable action plan covering all aspects of transportation over the short, medium and longer term as part of the LTS.

Policies P62 The Council will maintain flexibility within the overall revenue budget to maximise efficiency and effectiveness, and to pursue the development of a strategy of needs based budgeting.

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15. MONITORING AND EVALUATION

Monitoring and evaluation is an integral part of the Objective C2 Prioritise the protection of human strategy where the progress of objectives, measures health in urban areas and flora and and outcomes are measured by performance indicators fauna in more rural areas, from the and targeted results. Having a monitoring and adverse effects of transport evaluation system also aids the Local Authority to judge activities. if the specified strategy objectives are also successful in Key Indicator Air Quality achieving the national and regional objectives. Source AQMS / EU Targets Monitoring the progress of the strategy can be of help Baseline Existing emission levels in deciding if the strategy needs to be adjusted to Target Stabilisation in overall emissions replicate changing circumstances that were not present Reduction in emissions per person km. when the objectives were produced. Objective C3 Achieve a year-on-year reduction in Indicators and Targets the number of killed and seriously Establishing a set of indicators and targets is an injured and enhance the personal important method used to meet the Council’s safety of those in South Ayrshire. objectives. The successful accomplishment of the Key Indicator Scottish Road Safety Target Council’s objectives is associated to the stringent use of Source Accident Injury Prevention Unit indicators and targets. The selection of indicators and Baseline KSI – 120, Child KSI – 21, Slight targets are chosen based on their significance to the Casualties - 349 objective and its numerical output. Some targets are Target KSI – 71, Child KSI – 11, Slight outwith the direct control of the Council which makes Casualties - 311 them difficult to assess. For those targets, the Council National target already exceeded. will endeavour to provide support, encouragement and (KSI 61, Child KSI – 7, lobbying for improvement where necessary. Slight Casualties – 289)

Key Performance Indicators Objective C4 Identify locations of concern for the Objective C1 Encourage greater modal share of safety and security of the travelling trips by walking and cycling to assist public and work with partners to in the promotion of a healthier address these. lifestyle and lessen environmental Key Indicator Perceptions of safety while travelling by impact during the period of the LTS. bus/train Key Indicator Modal Share Source Scottish Household Survey Source Census Data Baseline 9.1% males, 11.4% females not Baseline Walk 21%, safe/particularly safe using bus services Cycle 1% in the evening. 13% males, 23.5% Bus 13% females not safe/particularly safe using Train 3% rail services in the evening. Car Driver 45% Target Reduction Car Passenger 13% Target Walk - Increase Cycle - Increase Bus - Increase Train - Increase Car Driver - Decrease Car Passenger - Increase

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Objective C5 Support economic development by Objective C8 Provide guidance to users, promoting interventions that reduce operators, developers and others on constraints such as congestion, and matters of local policy, priorities and enhance the efficiency of the potential schemes. transport network for both users and Key Indicator The issue of advice notes. operators. Source Website counter, advice notes issued Key Indicator Journey times by post. Source Traffic model / Traffic Surveys for four Baseline Total issued in previous year routes: Target Increase Shawfarm Roundabout to Racecourse Road Objective C9 Increase opportunities, for walking Station Road Bridge to Whitletts and cycling and improve the quality, Roundabout affordability and accessibility of Station Road Bridge to Holmston public transport for accessing key Roundabout community facilities. Station Road Bridge to A77 at Maybole Key Indicator Modal Share Road Source Census Data / Public Transport Users Baseline Traffic model Questionnaire Target Stabilisation or improvement Baseline Walk 21% Cycle 1% Objective C6 Better integrate transport and land- Bus 13% use planning in order to promote Train 3% economic vitality and inform the Car Driver 45% Development Plan process. Car Passenger 13% Key Indicator Modal share in new developments Target Walk - Increase Source Travel Plans / Traffic Surveys Cycle - Increase Baseline Travel Plan targets Bus - Increase Target Travel Plan targets Train - Increase Car Driver - Decrease Objective C7 Better integrate different modes of Car Passenger - Increase travel and contribute to the development of multi-modal Updates and Progress Reports interchanges. The LTS is a working document, and to be effective in its Key Indicator Modal share objectives annual updates and progress reports are Source Park-&-Ride availability/usage important tools in evaluating the progress being made. Baseline 474 car parking spaces at South The updates provide the opportunity to examine and Ayrshire stations. 91% usage. review progress against the objectives, indicators and 65 spaces/lockers for cycle parking at targets. It also offers a chance to access new projects South Ayrshire stations. and feasibility studies that may have emerged over the Target Increase in capacity, stabilise % usage course of the year. The Council is committed to at 80%-90%. reviewing the LTS on an ongoing basis. The review will take place in the form of achievements accomplished and targets met. Information regarding targets and achievements that have been completed will be available to all through the Freedom of Information Act.

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16. GLOSSARY

AADT Annual Average Daily Trips

AJSP Ayrshire Joint Structure Plan

CWSS Cycling, Walking and Safer Streets A stream of Scottish Government funding to support vulnerable road users

GARL Glasgow Airport Rail Link

GDP Gross Domestic Product

GPA Glasgow Prestwick Airport

KSI Killed or Seriously Injured

LTS Local Transport Strategy

NPF National Planning Framework

NTS National Transport Strategy

PHCs Private Hire Cars

QTC Quality Transport Corridor

RTP Regional Transport Partnership

RTS Regional Transport Strategy The transport strategy prepared by the RTP.

SALP South Ayrshire Local Plan

SATIN South Ayrshire Transport Initiative The previous South Ayrshire LTS

SE Scottish Executive

SEA Strategic Environmental Assessment

SPT Strathclyde Partnership for Transport (One of the 7 statutory partnerships set up across Scotland)

STAG Scottish Transport Appraisal Guidance

STPR Strategic Transport Projects Review

UTMC Urban Traffic Management Control

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Consultees Access North Ayr Maybole Community Council Alloway and Doonfoot Community Council Monkton Community Council Alzheimer Scotland Mossblown and St Quivox Community Council Annbank and Coylton Community Council National Car Parks Ltd. Associated British Ports (Ayr & Troon) Network Rail Automobile Association Ltd Newton and Heathfield Community Council Ayr College NHS Transport and Access Coordinator North Ayr Resource Centre Ayr Housing Aid Centre North Ayrshire Council Ayrshire & Arran FWAG Opportunities in Retirement Ayrshire & Arran Tourist Board P&O European Ferries (Irish Sea) Ltd. Ayrshire Cancer Support Paths for All Partnership Ayrshire Cyclists’ Touring Club Pinwherry and Pinmore Community Council Ayrshire Joint Structure Plan Team Prestwick North Community Council Ayrshire Timber Transport Group Prestwick South Community Council Ayrshire Volunteer Exchange Rail Passengers’ Committee Scotland Ballantrae Community Council Reid's Transport Barnardos Ayr Homelessness Project Richmond Fellowship Scotland Barr Community Council Road Haulage Association (Scotland & Northern Ireland) Barrhill Community Council RoSPA Scotland Belmont and Kincaidston Community Council Royal Automobile Club British Motorcycle Federation Salvation Army British Red Cross Society Scottish Ambulance Service C L I C Sargent Scottish Enterprise Ayrshire Citizen Advocacy Support Services Scottish Environment Protection Agency Colmonell and Lendalfoot Community Council Scottish Goverment Scottish Natural Heritage COSLA Scottish Road Safety Campaign Counselling Ayrshire Scottish Taxi Federation Craigie Community Council Scottish Women’s Rural Institutes Coylton Community Council Seascape Crosshill, Straiton and Kirkmicheal Community Council Sensory Impaired Support Group Enterprises Ltd Dailly Community Council Shawburn Docherty Coach Hirers Skills Development Scotland Dumfries & Galloway Council Smiths Coaches Dundonald Community Council South Ayrshire Access Panel Dunure Community Council South Ayrshire Carers Centre East Ayrshire Council South Ayrshire Community Planning Partnership Eglinton Resource Centre South Ayrshire Dementia Support Association Energy Agency South Ayrshire Forum on Disability First Scotrail Railways Ltd. South Ayrshire Taxi Owners Association Fort and Seafield Community Council South Ayrshire Women’s Aid Freight Transport Association (Scotland & Northern Ireland) Stagecoach West Scotland Friends of the Earth Scotland Stepping Stones for Communities Girvan and District Community Council Strathclyde Fire Brigade Strathclyde Partnership for Transport Glasgow Prestwick Airport Strathclyde Police Headway Ayrshire The Community Safety Trust Health Scotland The Council for Voluntary Organisations Help the Aged The Fitness League Historic Scotland Transport Scotland JST Services Troon Blind Club Kirkoswald, Maidens and Turnberry Community Council Troon Community Council Kyle and Carrick Civic Society University of West of Scotland Loans Community Council Visit Scotland MACS Volunteer Centre South Ayrshire Marie Curie Cancer Care Women’s Royal Voluntary Service

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17. APPENDIX A – PREVIOUS LTS PERFORMANCE ASSESSMENT

In terms of assessing the performance of the implementation of SATIN actions, we have provided five classifications as follows:

Category 1 Fully implemented Category 2 Partially implemented Category 3 Not implemented but planned Category 4 Not implemented and not planned Category 5 Superseded by other scheme/plan

AREA ACTION CATEGORY NOTES Walking Designate a walking officer 1 Part of Sustainable Development team Identify new traffic signal improvements and pedestrian crossings 1 UTMC, remote monitoring, pelicans implementation Install new pedestrian crossings and traffic signal improvements, identified above 1 Review core pedestrian route networks 2 Core Path planning still underway Extend core pedestrian networks identified above, where appropriate 3 Upgrade pedestrian route, in Phase 1 of QTC’s 4 Upgrade pedestrian routes, in Phase 2 of QTC’s, subject to available funding 4 Upgrade Ayr Town Centre underpasses 2 Upgraded to Category 1 by April 09 Cycling Designate a cycling officer 1 Part of Transportation team Complete National Cycle Network 1 NCN7 route now established Complete Local Cycle Network 3 Implement cycle parking in key town areas 2 Some parking provided Investigate other areas for cycle parking 1 Cycling Scotland recommendations made. To be implemented. Implement cycle parking in other areas 3 Cycling Scotland recommendations made. To be implemented. Introduce cycle facilities along Phase 1 of the QTC’s 2 Introduce facilities on Phase 2 of the QTC’s, subject to available funding 2 Introduce advance stop lines in all appropriate signal installations 3 Publish Local Cycle Network and National Cycle Network cycle maps 1 Identify junctions which need to be made safer for cyclists 1 Cycling Scotland recommendations made. To be implemented. Modify junction or find alternative routes to make them safer for cyclists 2 Cycling Scotland recommendations made. To be implemented. Work with external organisations and local communities to identify improvements to cycle facilities 2

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Public Transport Develop Multi-Modal Quality Partnerships with SPT and public transport operators 3

The Partnership will assess the provision of vehicles, planning of routes and services, 4 fares and ticketing, interchange, infrastructure provision and information

Work with businesses to encourage use of public transport and Travel Plans 2

Investigate the feasibility for Innovative Transport measures 2

Implement Phase 1 of the QTC 1

Develop Park-&-Ride at Prestwick Airport 2

Welcome SPT’s proposals to introduce 3 trains per hour from Glasgow to South Ayrshire 1 No longer under SPT's remit

Public Transport Implement further QTC’s subject to available funding 1 Additional QTC’s implemented

Implement selective vehicle detection at all relevant traffic signals 1 UTMC system implementation

Upgrade well used bus stops 1 Shelter and level access implemented

Develop camera enforcement technology 4 No action considered necessary

Improve and extend existing parking facilities at railway stations 3 Working with SPT

Implement real time public transport information systems on QTC’s, where feasible 4 Not viable at this time

Develop and implement Journey Enquiry Support System (JESS) with SPT 5 traveline

Assist the Scottish Executive (SE) in developing Public Transport Information 2000 (PTI2000) 1 traveline

The Partnership will integrate timetables and ticketing of bus, rail, air and sea modes in South Ayrshire 4 Integration requires action at national and regional level

The Partnership will implement transferable and integrated ticketing on local bus, rail, air and sea services 4

Develop comprehensive taxi policy 3 Covered in Ayr Renaissance

Explore potential for demand responsive public transport at times of low usage 3

Implement multi-modal interchanges 2 All except Barassie and Ayr completed

Implement mini interchange at Ayr Town Centre 1 Ayr High Street

Implement Park-&-Ride at Ayr Hospital and Heathfield 3 / 4 SE Ayr Heathfield requires further study.

Introduce Smart Cards to enhance travel 4 Action required at national and regional level.

Research the feasibility for better integration with other parts of Ayrshire 1 Continued consultation.

Develop proposals for upgraded and new bus and rail links to other parts of Ayrshire 5 Taken forward by bus companies and SPT

Work with PIK Ltd to continue growth of GPA 2 Implementation of sustainable access solutions.

Work with PIK Ltd to develop and implement Airport Surface Access Strategy 2

Seek to introduce 4 trains per hour from Glasgow to South Ayrshire 4 Major constraints need addressed

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Transport Safety Develop new Accident Investigation and Prevention (AIP) remit 2

Implement new AIP remit 2

Review new AIP remit 2

Continue programme of AIP 2

Investigate and introduce 20mph speed limits where appropriate 2

Work with SPT, Police and transport operators to develop initiatives to reduce public transport 3 accidents and increase personal security

Implement public transport safety and security initiatives, identified above 3

Safer Routes to School Identify schools needing safer access 1

Promote the benefits of walking and cycling 2

Introduce the proposals identified above 2

Develop local proposals to encourage walking and cycling 2

Improve cycle rack provision and safety at schools 3 Being implemented through PPP

Review areas for zig zag markings and introduce where appropriate 3

Review school crossing patrol service 2 Now with Children & Communities

Implement revised school crossing patrol plan 2 Now With Children & Communities

Work with schools to implement school travel plans 2

Air Quality and the Environment Monitor air quality and traffic levels at existing sites 1

Expand air quality monitoring sites 1 New site being installed in Ayr

Model development impact on air quality in existing developments 4

Model development impact on air quality in Local Plan proposals 4

Model development impact on traffic noise in existing developments 4

Model development impact on traffic noise in Local Plan proposals 4

Identify where National Air Quality Strategy (NAQS) levels may not be met 1

If necessary designate Air Quality Management Areas (AQMA) 1

Parking Conduct comprehensive study of parking in Ayr 3

Conduct a comprehensive study of parking in Prestwick and Troon 3

Identify locations in town centres where parking restrictions need to be rationalised 3

Conduct a Public Consultation on the recommendations of the parking studies 3

Amend and implement recommendations of parking studies and Public Consultation 3

Conduct similar parking studies and consultations for other areas 4 Target resources at problem areas

Review demand for parking in tourist areas 4 Address on a case-by case basis

Identify and implement opportunities for the expansion of coach parking provision 1 Cromwell Road Car Park extended with CCTV and lighting

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Review the operation of the new parking measures 4

Review scope for maximum and minimum parking standards for new developments 2

Review previous development control parking standards 1

Develop appropriate new development control parking standards, to reflect the new integrated transport strategy 1

Implement new development control parking standards 2

Review and adjust development control parking standards to ensure strategy is ‘on target’ 4

Implement adjusted development control parking standards, if necessary 4

Freight Develop a road freight routing strategy to safeguard sensitive areas 1

Designate a network of strategic and feeder routes for freight 1

Investigate rail freight facilities at Barrhill and Grangestone 5

Identify other rail freight sites with Railtrack and Freight Operating Companies 4

Identify likely demand for intermodal terminals 4

Support research into the use of cleaner and quieter road freight vehicles 4

Assist in the implementation of measures to support the use of cleaner and quieter road freight vehicles 2

Investigate the feasibility for a shopping delivery service 5

Consult with retail outlets and implement shopping delivery service, if appropriate 5

Review parking/loading facilities on major arterial routes, where appropriate 1

Continue programme of rationalising parking/loading facilities 1

Review and adjust parking/loading facilities 1

Work with Associated British Ports to upgrade access to the ports of Ayr and Troon 2

Maintenance Develop a prioritised programme to deal with maintenance backlog on roads, pedestrian routes, street lighting, cycle ways and bridges. 1

Implement the programme developed above 2

Continue with an appropriate level of maintenance of roads, pedestrian routes, street lighting, cycle ways and bridges carrying public roads 2

Introduce an area-wide database, for ranking each road, pedestrian route and cycle way by condition 2 Further advancements to be made as part of the Asset Managment process

Maintenance Complete bridge assessment for all bridges carrying public roads 2

Carry out replacement or strengthening actions where necessary 2

Continue to inspect and maintain coastal protection defences 2

Implement new and enhanced coastal protection measures where identified 2

Reducing Car Dependency Research, consult and develop initiatives to reduce car use 2

Develop land-use policies to reduce car dependency 1

Incorporate land-use policies developed above in the Local Plan 1

Implement land-use policies developed above 1

Monitor and adjust Land-Use/Transport policies 3

Motorcycles Improve town centre parking provision 3

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Travel Awareness Develop and implement Council’s own Travel Plan (TP) 1 Maintain and monitor the Council’s own TP 3 Review and adjust the Council’s own TP 3 Consult with large local organisations to encourage and assist them in developing their own TP 2 Develop and adopt TP guidelines to assist new developments 5 National guidelines available Work with Development Control to implement TP measures in new developments 1 Review and adjust TP guidelines to take into account land-use changes 5 National guidelines available Survey all employers with over 250 staff, to see if they could use TP measures 5 SPT Assist employers with developing and implementing TP measures 2 Some work has been done but nothing is formally in place Develop and implement a public travel awareness campaign 5 SPT and Stagecoach Monitor success of public travel awareness campaign 5 SPT and Stagecoach Review and adjust public travel awareness campaign 5 SPT and Stagecoach Develop and implement a second travel awareness campaign 3 Develop and implement a travel awareness campaign aimed at secondary school children 3 Road Schemes Complete the Troon Harbour Development Road (THDR) to remove traffic from sensitive areas 1 Examine the case for a Coylton by-pass 4 Construct the realignment of Monkton Hill 4 Construct the link between Miller Road and Dalblair Road 1 Carry out the extension of Murdoch’s Loan 1 Trunk Roads Pursue the case for a Maybole by-pass, with associated facilities for cycling, walking and public transport 1 Encourage the Scottish Government to upgrade the A77 to motorway standard north of Ayr 2 M77 to Kilmarnock Pursue the improvement of Whitletts Roundabout and other major interchanges to allow priority for buses, coaches, taxis, motorcycles and freight vehicles 2 Whitletts upgraded Work with the Scottish Government to improve safety on trunk roads 2 Design and construct a footbridge at Hansel village 1 Upgrade Whitletts RAP Social Inclusion Improve pedestrian and cycle facilities to enhance opportunities for independent mobility 2 Develop a new Transport Audit 3 Carry out Transport Audits for all new public facilities 3 Investigate the role voluntary services play and how they can contribute 3 Expand the availability of Dial-a-Bus and Dial-a-Taxi networks 2 Carrick ‘Ring n Ride’ Maintain new levels of Dial-a-Bus and Dial-a-Taxi services 2 Carrick ‘Ring n Ride’ Land Use Planning Review Locational Policy 1 Part of Development Plan process Review scope and mechanism for developer contributions 1 Taken forward Develop sustainable transport accessibility index plans 4 Land Use Planning Assist in preparing transport sections of the new Local Plan 1 Reviewed by Transportation Test the impacts of the proposals in the new Local Plan 1 Major sites tested Assist the Development Control team in implementing the new Land-Use/Transport Policies 3 Commenced in Spring 2007

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APPENDIX B – TOWN CENTRE CAR PARKS

TOWN AREA LOCATION OPERATOR CHARGES HOURS SPACES SPECIAL SPACES

Ayr Central N Back Main Street (north) Private Free 24-hours 83 None

Ayr Central N Back Main Street (south) Private Free 24-hours 67 4 disabled

Ayr Central N John Street Private Free 24-hours 400 5 disabled, 9 parent-&-child

Ayr Central N Lymonds Wynd Council Free 24-hours 84 2 disabled

Ayr Central N Riverside Place Council Free 24-hours 99 4 disabled

Ayr Central W Cromwell Road (North) Council Free 24-hours 144 8 disabled, 25 coach

Ayr Central W Cromwell Road (South) Council Free 24-hours 50 None

Ayr Central W Charlotte Street Council Pay-&-Display 24-hours 82 2 disabled

Ayr Central Boswell Park Private Pay-on-Exit 7.30am – 10pm 212 None

Ayr Central Kyle Centre Private Pay-on-Exit 7am – 6.30pm* 360 4 disabled

Ayr Central Dalblair Road Private Pay-on-Exit 7am – 6.30pm* 171 None

Ayr Central Barns Crescent Council Pay-&-Display 24-hours 119 2 disabled

Ayr Central E Kyle Street Council Pay-&-Display 24-hours 45 3 disabled, 20 office spaces

Ayr Central E Station (west) Private Pay-&-Display 24-hours 110 3 disabled

Ayr Central E Station (east) Private Pay-&-Display 24-hours 73 2 disabled

Ayr Central E Station Hotel Private Pay-&-Display 24-hours 45 1 coach

Ayr Central E Mill Brae Council Free 24-hours 107 2 disabled

Ayr Central E Morrisons Supermarket Private Free** Store hours 525 12 disabled, 10 parent-&-child

Ayr Central E Old Cattle Market Council Free 24-hours 168 None

Ayr Shore Blackburn Road Council Free 24-hours 700 None

Girvan Central S Ailsa Street East Council Free 24-hours 75 3 disabled

Girvan Central S Flushes Council Free 24-hours 143 7 disabled

Maybole Central S The Croft Council Free 24-hours 27 none

Maybole Central S Inches Close Council Free 24-hours 28 3 disabled

Prestwick Central S Bellevue Road Council Free 24-hours 80 4 disabled

Prestwick Central Pleasant Field Council Free 24-hours 42 none

Prestwick Central Railway Station Council Free 24-hours 78 none

Troon Central Academy Street Private Free 24-hours 204 3 disabled

Troon Central Morrisons Supermarket Private Free Store hours 277 10 parent-&-child, 21 disabled

Troon Shore North Shore Road Council Free 24-hours 82 None

Troon Central Walker Hall Council Free 24-hours 87 None

* Mon–Thurs, times vary Fri–Sun ** Maximum stay of 3-hours Information as at Dec 06

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